Zero Motorcycles says that “unprecedented demand for electric motorcycles” has motivated its early release of new 2022 models, which are available now. Zero added that getting these models into dealers early will help them put “more riders on electric motorcycles than any other manufacturer.”
2022 Zero S
At the heart of the new 2022 Zero S naked street bike is a proprietary Z-Force 75-5 passively air-cooled, radial flux, interior permanent magnet, brushless motor, with energy supplied by a 7.2 kWh lithium-ion battery. The same setup can be found in the 2021 Zero FXE. Zero claims the new S can manage 89 miles of range through city streets and produces 78 lb-ft of torque and 46 horsepower with a top speed of 98 mph. It’s available in Twilight for $11,195.
2022 Zero DS
The trail-ready 2022 Zero DS shares the same base configuration as the S including motor and battery, and Zero says the DS has an off-road range of 82 miles on a fully charged battery. The DS is available in Quicksand for $11,195.
2022 Zero DSR
The 2022 Zero DSR is the sporty naked of the three and although it shares the same Z-Force 75-7 brushless motor, a more powerful 14.4 kWh power pack provides a claimed range of 163 miles of range and a top speed of 102 mph, while producing 116 lb-ft of torque and 70 horses. The DSR is finished in black and has an MSRP of $15,695.
The 2022 Zero S, DS, and DSR are all powered controlled by the company’s proprietary Cypher II Operating System, which manages the motor, battery, Bosch ABS (standard on all three models), and the Bluetooth connectivity module, to pair the machine to the mobile app for rider customizations. All three models also benefit from an updated full-color, optically bonded, 5-inch TFT display.
Zero Motorcycles has been around for well over a decade now, and it’s no surprise that the evolving EV space has seen a great deal of innovation in that time. Although the key issue of range vs. weight will still give petrol-heads reason to pause, it’s also fair to say that e-motos have become a good deal more practical, and fun. But perhaps the other enduring issue holding back potential buyers is their cost. Case in point, Zero’s fully faired and extremely quick SR/S or naked SR/F will set you back $20,000.
Enter the FXE. New for 2021, Zero has taken the existing frame from the FX and added a redesigned body. The starkly modern, supermoto styling is very similar in appearance to the FXS – tall, slim and sporting a raised front mudguard. However, the FXE is capable of a claimed 100-mile range on a full battery charge and costs $11,795, which can be bought down to around $10,000 depending upon available EV rebates and credits.
The 7.2 kWh battery in the FXE drives a passively air-cooled, brushless, permanent magnet motor, which produces a claimed peak power of 46 horsepower and 78 pound-feet of torque, and with a top speed of 85 mph, the FXE can take to the highway. Unlike the more expensive models, the FXE is not compatible with public charging stations and is designed to be charged via a standard 110-volt household outlet. It takes over nine hours to fully recharge the battery, although this can be reduced to just under two hours with the optional accessory charger. The FXE utilizes Zero’s Cypher II operating system and the new connectivity enabled 5-inch TFT display is compatible with the Zero app, providing access to ride modes, Eco and Sport, and battery status.
A Showa 41 mm inverted fork, and monoshock take care of suspension and are adjustable for preload, compression, and rebound damping. Bosch calipers are fitted with a single disc front and back, and ABS is standard. Zero claims a wet weight of 298 pounds, which promises exciting performance from the 46 horses available and a handy machine for dealing with tight urban spaces. But surprisingly, advantages in accessibility imparted by its lightweight are somewhat undone by the tall seat height, which at 32.8 inches will put some shorter riders off.
Compared to many of its heavier, more expensive competitors the FXE is a lightweight and thrilling runabout, and what it gives up in range it makes up for in accessibility and potential for fun. The FXE makes for a credible commuter bike, capable of taking to the highway but ideal to zip around town on.
Zero FXE Specs
Base Price: $11,795 (excluding electric vehicle rebates and credits) Website: https: zeromotorcycles.com Battery: 7.2 kWh Motor Type: Air-cooled, brushless, permanent magnet motor Transmission: Clutchless direct drive Final Drive: 90T / 18T belt Wheelbase: 56 in. Rake/Trail: 24.4 degrees / 2.8 in. Seat Height: 32.9 in. Wet Weight: 298 lbs. Charging Time: 9.2 hours (via 110-volt household outlet to 95 percent) Fuel Consumption: 373 eMPG (claimed) Maximum Range: 100 miles (claimed)
The converter issue could be bad. If it is overloaded it could shut off without warning the rider. The ABS and lights could experience issues as well and result in a crash.
This recall pertains to certain 2021 Zero SR, S, DSR, DS, FX, and FXS motorcycles. The VIN ranges are not included in the notice and Zero will be mailing notices to the owners. If you have additional questions, you should contact your local Zero Motorcycles dealership.
The company said that it should take dealers about 30 minutes to install the fix to the system. However, this could be different depending on the dealer and the service department. The service will not cost owners anything.
You can call Zero Motorcycles at 1-888-841-8085 regarding recall SV-ZMC-021-019 to find out about your particular bike.
When I think custom motorcycles, I think of beautiful exhausts and the engine being a piece of art, the gem, so to speak of the motorcycle. That had me a bit worried about custom electrics, but after seeing this custom Zero SR/S built by Deus Ex Machina, I can say electric bikes are going to make sick customs.
Zero has been on some smart collaboration moves lately, and this one with Deus Ex Machina is another good move. The two companies joined forces to create the first fully customized Zero Motorcycle SR/S. Michael Woolway is the man behind this design.
He says he came up with this design by hand instead of using a computer. He didn’t even draw it up on paper either. “I just reached back into sort of old shapes, and I started out with kind of a really old shape. And then as I came back through the motorcycle, I kind of transformed it into something I consider to be fairly modern,” he said in a video.
He used foam, plastic, shaping tools measuring tools, transfer tools, and just kind of did it as he went. “I really did it in the way it would have been done int he 30s or 40s,” he said.
That’s not to say this is 30s or 40s tech. He used high-performance Showa suspension, carbon fiber Dymag wheels, and carbon fiber bodywork. Oh, and of course the chassis and powertrain from the SR/S. He said the top section of the bike, the body kit, weighs just seven pounds.
“This is not a normal motorcycle,” he said. “This is something different and special.”
You can check out all of Woolway’s comments in the video below.
California’s Zero Motorcycles has signed a 10-year partnership deal with Polaris. This partnership is part of Polaris’ “rEV’d up” initiative. The company wants to make in-roads into electric powersports and it has chosen Zero as the company it wants to work with, according to RideApart.
Polaris plans to offer an electric version of all its main products by 2025. That’s a pretty ambitious ask. The first product is supposed to come in 2021. Polaris owns Indian Motorcycle, so this move will likely mean we’ll see some electric Indian bikes in the future.
“Thanks to advancements in power, pricing and performance over the last several years, and with customer interest surging, now is the right time for Polaris, with Zero Motorcycles as a key strategic partner, to implement our rEV’d up initiative and aggressively accelerate our position in powersports electrification,” wrote Polaris CEO and chairman Scott Wine. “We believe this transformative partnership will enable us to leapfrog technological hurdles around range and cost while providing a tremendous speed-to-market advantage – an instant offense.”
Polaris isn’t new to electric powertrains. It purchased Brammo Electric Motorcycles in 2015. This has allowed the company to make the Ranger EV UTV, but the partnership with Zero will take things to the next level.
Miriam Orlandi joins a rare group of folks who have taken electric motorcycles far further than many people thought possible. She managed to cover 4,350 miles on a 21-day journey.
She rode from Brescia, Italy, to Nordkapp, Norway. That means she averaged about 200 miles each day. While a couple of hundred miles might not seem like much, for an electric bike, it’s a pretty good amount.
Orlandi noted the silence of the motorcycle as one of the things she liked and the generosity of people who let her charge her motorcycle when she needed it, according to Motociclismo.
The motorcycle she used was the Zero ZR/S. The company launched that model at the beginning of 2020. It’s a fully-faired version of the performance-oriented SR/F from Zero. When it debuted as a sport-touring motorcycle, I saw a lot of comments about how you couldn’t tour with that low of a range. Well, Orlandi proved those folks wrong.
The charging network in Europe is pretty good. That means doing a trip like this is not only doable but it can be pretty easy, depending on where you want to go. As more and more charging stations pop up around the globe, it will be easier and easier for riders of electric bikes to do longer trips like this.
2020 Zero SR/S review by Adam Child ‘Chad’ – Images by Milagro
Californian electric motorcycle manufacturer Zero have largely led the way in the electric motorcycle space since they launched their first fully electric production motorcycle back in 2010. Now on the back of the successful SR/F they’ve launched the sporty SR/S.
Zero does not currently have a presence in Australia but our UK based contributor recently sampled the new SR/S and we thought you might be interested in his thoughts.
Zero have just launched the SR/S sportsbike, based on the SR/F
The £19,500 base model features new suspension and sleek bolt-free bodywork, helping improve range by up to 13 per cent compared to its naked counterpart, which the new model is heavily based upon. [Converted into Australian dollars,that translates into around 40k AUD, if you could buy it here…]
Yes, there’s virtually no noise, just the slight wine of the carbon belt drive on rapid acceleration, and the odd scrape from my knee slider as it touches the warm coastal road. I have no gears and no clutch to worry about, instant torque and multiple rider aids backing that up though does add some level of security.
The Zero SR/S retails for £19,500 in the UK, but aren’t available in Australia at this time
Would I swap for a conventional petrol bike? You know, I’m unsure, which might just be a first. There is no hiding the fact the ‘top-spec’ Zero SR/S is expensive at £19,590 for the base model or £21,590 for the premium model, which includes a six-kW rapid charger, heated grips, and aluminium bar ends.
But there are some long term monetary savings on purchasing an electric bike. This is the part where I wish I’d done A-level maths, not A-level drama.
There is virtually no maintenance as there aren’t any liquids aside from the brake fluid, [Zero do list a minor service-style check every six months, or 6500 km for SR models]. Even the carbon belt drive will only need an initial adjustment after the first few hundred kilometres, then it shouldn’t need looking at for another 32,000 kiloemtres. No conventional combustion engine means no filters or spark plugs. A petrol bike service can be between $300 and $800 per year, even more if you are talking exotics.
Minimal moving parts on an electrical bike promise low servicing costs
Obviously, the biggest saving will be fuel. This is where I attempt some very rough, estimated costs. To fully charge the 14.4KW battery at home, will cost approximately $6 AUD depending on state power costs. And for argument’s sake, let’s say a full charge will last 160 kilometres, so that’s around $4 per 100 kilometres.
The SR/S should also offer considerably cheaper running costs than a fuel powered counter-part
If you can charge for free at work it’s virtually free commuting. The only thing you’ll have to pay for is insurance and an occasional small service. The Zero SR/S could save a long range commuter quite a few bucks, but a small-mid capacity scooter would still probably work out just as cheap. But for the price of the Zero you could have that scooter, and perhaps a sportsbike and a dirtbike for the same money!
Range is the big question. Interestingly, Zero are happy with their claimed range and have discovered through market research that the average rider will ride around 100 miles for a recreational ride, while the average commute is considerably less at around 20 miles.
Zero claims the new sculpted bodywork gives a 13 per cent increase in range, but this is only when prone or tucked in. So, yes, on the motorway, stay tucked in and you’ll enjoy 13 per cent more range – but would you?
There’s a lot more variables with the mileage you can expect on a machine like the SR/S
Zero also say that when riding normally the range is the same as the naked SR/F because the S’s bars are higher and the pegs are lower. In other words, the aerodynamic effects of the new fairing are only advantageous when laid on the dummy fuel tank.
At 110 km/h on the highway it is good for just over 130 kilometres, and a combination of city and highway returns a range of around 175 kilometres.
The SR/S should be good for a range of up to 260 km according to Zero
In the real world, range ultimately depends on how you ride, your size, weight, wind, hills… even tyre pressures. Some taller, heavy-handed riders had worse range figures than me, but during the test in the south of France, I calculated the following.
After a steady ride, with a very short blast on the motorway, I travelled 37 kilometres and used 20 per cent of the battery’s charge, and had an indicated range remaining of 138 kilometres. Further along, using eco and street modes, I had 70 kilometres done, 58 per cent battery remaining and an indicated 100km range remaining.
Finally, after a very brisk ride, motorway, plus more town work and 110 kilometres done, I had 26 per cent battery remaining and 46 km remaining. Roughly speaking that’s a 160 kilometre range, with the rider starting to think about re-charging after around 120 kilometres of ‘normal’ riding. However this could be less on faster roads.
When it comes to re-charging you have to think of the SR/S as a smart phone. You’re so dependent on your phone, you’d rarely allow it to run out of charge. I generally use mine throughout the day and, when I get home or when I got to bed, plug it in at about 20 per cent life – and it’s back to 100 per cent in the morning.
Charging time varies between the standard and premium model, which features a fast charger, but should top out at about the 4.5 hour mark
Alternatively, I plug in at my desk in the office and have 100 per cent power for the rest of the day. It’s the same for the SR/S electric bike: get to work, plug in, and have full charge during the working day. A normal 3 kW fast charger will have the SR/S back to full power in 4.5 hours on the standard bike, and just 2.5 hours on the premium model.
However, as you should have 15-25 per cent battery left, you’re looking at considerably less time, say four hours for a 95 per cent charge from flat, two hours on the premium. On a fast charger it will take 1.3 hours for a 95 per cent charge and just an hour on the premium model.
It’s worth noting the last five per cent of charge takes the longest, around 30-minutes as the bike is optimising the battery. Therefore 30-minutes on a fast charge could see a percentage rise from 30 to 90 per cent, barely enough time to order a coffee and drink it.
The availability of charging stations or being able to charge at work will be big factors for some riders
As electric bike and cars develop, charging stations will become more popular and there are numerous apps on the market that highlight where they are. In fact, in some regions of the world you can even pre-book a charging point in advance .
Electric power and torque
If you’ve never ridden an electric bike before, you’re in for an enjoyable surprise. Torque is instant; in fact, on the dyno the SR/S makes peak torque from less than 500 rpm, then it’s a flat curve of 190 Nm until it eventually tails off. No gears and no clutch mean it’s easy to launch from a standstill too. At the traffic lights GP it will give most conventional petrol bikes a run for their money in a race to the national speed limit.
The SR/S offers up to 140 ft-lb from 500 rpm, although ride modes offer some significant variance
There are four main ride modes to choose from: Eco, Rain, Street, and Sport. Each mode changes the power characteristics along with peak torque. They also change the level of traction control intervention and re-gen braking (which is like conventional engine braking but also re-charges the battery).
The modes can be switched on the move, and there are additional custom modes in which you can dictate the bike’s performance – for example full power, no TC and no engine braking for track action. Each mode illuminates the full colour TFT dash to a different colour and it’s simple and straightforward.
If you download the app you can even change the modes remotely from your phone. For example, if you’ve stopped for a coffee and have your bike on charge and it starts to rain you can switch from sports to rain – all from the warmth of the coffee shop.
A phone app also offers remote control of the electronics
Unlike some petrol bikes, the modes do dramatically change the power and feel of the bike. In Eco mode the power is soft, top speed is limited to 120 km/h, and there is plenty of engine braking, or re-gen – so much so you only need the occasional brush of the brakes, even when you’re making steady progress.
Around town or on the slow coastal roads of southern France the Eco mode was more than enough, and I’m guessing in any major city you wouldn’t want any more. If I were comparing its output to a petrol bike, I would think of KTM Duke 390 to 120 km/h.
There is a noticeable step up on power from Eco and Rain to Street. Now the Zero is more comparable to a Suzuki SV650 or Kawasaki Z650. Overtakes don’t have to be as calculated, top speed isn’t restricted and the reduced engine braking is instantly noticeable. Again, on the twisty roads in the south of France, I was more than satisfied with the street mode.
The SR/S comes alive in full sport mode, with top speed restrictions removed, freeing the full performance
Even when we hit the mountain passes, I didn’t want any more power and I was able to have a spirited, enjoyable ride. The Street mode should be fine for 80 per cent of the time away from fast A-roads or the motorway.
However, flick into the full sports mode and the SR/S comes alive; acceleration no matter what the road speed is rapid. There is no lag, no hesitation, you’re instantly propelled towards the horizon. On the motorway I was blown away by the rapid roll-on acceleration from 100 km/h to 130 km/h, which took me by surprise.
Sport mode offers a direct connection between throttle and power
Unlike a petrol bike you don’t have to kick back a few gears for instant power, instead it’s always there, and hugely impressive. In this mode it’s hard to compare to a petrol bike as top speed is claimed as only 200 km/h, but that acceleration – the way it feels when you roll on the throttle – is like a big sports naked, a Z1000 perhaps. The only downside of the sports mode is that it quickly zaps power from the battery, greatly reducing the range.
No noise means you can leave the house for an early morning ride without waking the neighbours. It also allows you to get more tuned in with your ride. It’s a surreal experience at first, but one I’ve grown to enjoy.
The SR/S also doesn’t have gears or a clutch
The lack of gears and gearbox makes it a doddle to ride, and because there’s no engine or exhaust, there’s no heat either. This has two advantages: one, you don’t get cooked in traffic from the heat generated by a petrol engine on summer days. And two, you can put a ‘hot’ bike straight into the garage without having to worry about the kids being in the garage at the same time.
Handling suspension, chassis, and weight
Weight has always been an issue with electric bikes. I raced in the TT Zero race on the Isle of Man several times and it was always an issue on a 260 kg bike, but although the Zero SR/S is hefty, it’s not too bad, and more comparable to a large sporty, fully-fuelled naked bike.
The Zero SR/S feels like a large nakedbike and weighs in at 229 kg
229 kg isn’t light but is more than manageable, and Zero has made significant changes to aid the handling with this new model. The fully-adjustable Showa suspension looks visually identical to that on the naked F model but is completely new internally, with new springs and a revised shim stack.
The ride is on the sporty side; there isn’t a huge amount of travel on the suspension, which results in a firm ride. This is fine for smooth French roads but I’d prefer it to be plusher, especially on bumpy B-roads. However, the flip side is the way it controls the weight of the bike, particularly in fast corners and when you apply the strong brakes.
Suspension is on the firm side and fully adjustable
However, you do notice the weight during fast direction changes, especially lifting the bike from knee-down left to knee-down right, but it’s not overwhelming. The bars are relatively wide and high and the pegs are low, which allows you to manhandle the bike with relative ease.
Ground clearance is also good for this type of bike while the Pirelli tyres give excellent feedback. So think sports-touring rather than full-on touring – like a Ninja 1000SX or Suzuki GSX-S1000, and the Zero SR/S wouldn’t feel too far out of place in the medium group on a track day.
Comfort over distance and touring
As mentioned, the overall ride is on the firm side, and some of this is down to the seat, which is more sports-bike than touring. The new screen and bodywork do a decent job of keeping you out of the wind blast, while pillions now get good side grab handles and pegs that are not too high.
The seat on the SR/S is more sportsbike than sports-tourer
In the accessories catalogue there are even solid panniers and a top box on offer. Don’t forget, there is also storage in the dummy fuel tank, enough for the charging cable, waterproofs or spare gloves. There is even a handy USB charger.
However, unlike a petrol bike, comfort isn’t an issue as you’re going to have to stop every 100 kilometres or so to re-charge, and that will take time, enough time to relax and chill out. This isn’t a bike you’re going to be able to cover 500 kilometres in a day on, at least not without careful planning.
Storage is found in the ‘tank’ with USB charging port
Rider aids and extra equipment/accessories
All the rider aids are lean-sensitive, which means cornering ABS and traction control comes as standard. These can be changed on the move or deactivated either via custom modes or remotely via your mobile phone.
Electronics play an important part in safety on the SR/S with lean sensitive ABS and traction control
The TC intervention doesn’t cut the ignition as it would on a conventional bike, it simply reduces the power/torque. In Rain and Eco mode you can feel the intervention, but not so much in the street and race mode.
In many ways the TC is more beneficial on an electric bike as there is so much instant torque from less than 500 rpm and a direct connection from throttle to tyre. On a cold day, it would be easy to spin the rear tyre. In the wet, I’d strongly advise keeping the TC active.
2020 Zero SR/S verdict
Yes, it’s expensive, compared to a normal petrol bike, but after the initial outlay, running costs are significantly reduced.. The Zero SR/S is hard to fault. If you can live with a 160 kilometre range, use a bike mainly for commuting and short journeys, then it is a serious contender. Why would you not try electric? Apart from the current price of admission that is, and the fact you can’t buy a Zero in Australia yet!
The Zero SR/S offers a real alternative despite the initial outplay still being prohibitive
It will be interesting to see how the bikes perform in the real world on faster roads away from the glamour of Cannes. A decade ago I would have laughed at the idea of an electric bike, but not now. We quizzed Zero on their Australian plans and received the response below.
Dan Quick, Manager of Marketing communication
“We’re excited to hear there is interest in the Australian market for Zero Motorcycles but don’t currently have plans to return to retail operations there a this time. We’re constantly reviewing inbound requests for expansion into new markets, and when we receive them there are three general criteria we consider. First is the market opportunity and what type of demand we see in the potential territory. Second is the government policy on EV’s and any available incentives. And third is the charging infrastructure; its maturity, technology, and density. Lastly, we need to have the right, long term committed distribution partner to ensure that our consumers there get the level of support and service that we want to see as a leading brand. All of these factors along with the logistical challenges of being able to support future customers at a level befitting our premium standards go into consideration of an expansion.”
2020 Zero SR/S Specifications
From £19,590 (£21,590 Premium as tested)
Bore x Stroke
Rectangle battery cells, inline with air-cooling
Interior permanent magnet AC motor
110 hp (82 KW) @ 5000rpm
140 lb-ft (190 Nm) from less than 500 rpm
124 mph (not recorded)
Automatic – Belt Drive
Fuel cons. ‘equivalent’
59 mpg claimed
Tank size (Battery)
4.5 hours (standard), 2.5 hours (Premium with fast charger)
The Zero SR/S is basically an SR/F with a fairing.
Zero says it’s “the most comfortable sportbike on the road” with higher bars and lower footpegs.
However, range, power, speed, and other tech specs are fairly identical to the SR/F.
The premium SR/S model with 6kW Rapid Charger, heated handgrips and aluminium bar ends starts at $US21,995 and the standard model with 3kW Rapid Charger starts at $US19,995. They are available in grey or blue.
While Zero has not yet made an announcement about a return, we suspect it is a long way off. At least until the government offers subsidies like America’s 10% rebate and our charging infrastructure catches up to the USA and Europe.
However, in March 2020 they plan to unveil their first American-built bike and it will be powered by an electric motor.
It will join other American motorcycle manufacturers Harley-Davidson, Lightning Motorcycles and Zero Motorcycles in the race to win market share of this nascent market.
There is not much detail yet except the blurred image at the top of this page and this video on their Facebook page where they talk about electric bikes with another bike under a blanket in the background.
The photo and video show a light and basic street model with a sit-up-and-beg riding position, MX-style bars, upside down forks, bench seat, sprocket for chain drive, electric motor and battery forward of the footpegs and same-size road tyres front and back on spoked wheels.
We can’t see a clutch lever, so it could be twist-and-go, although they do talk about the use of a clutch on another electric bike in the Facebook video.
If it’s like their other product, it will be aimed at the bargain end of the market, not the top end like Harley, Lightning and Zero.
This is the official Cleveland CycleWerks announcement:
A New Concept in E-Mobility, to be released live to the world 03-20-2020 @ the Crawford Auto-Aviation Museum in Cleveland Ohio.
This will be our first made in the USA product, which is exciting in itself.
This will be the first bike we have ever run pre-orders on, which will come soon. The project’s code name Falcon Rising represents our brand’s rise in the E vehicle space. It also brings a new chapter to our company, looking inward and local to grow globally. We have wanted to product bikes ourselves, here in Cleveland for 10 years. The time is now, and we are seizing the opportunity.
This vehicle represents 10 years of consumer insight, feedback from loyal customers, and a unique take on the market, that Cleveland has always had.