Zero Introduces The DSR/X

[advrider]

Love it or hate it, the world is moving towards electric mobility. The world’s major motorcycle manufacturers have taken notice and are working on electrically powered machines that will eventually replace their internal combustion counterparts. For those manufacturers, we will have to take a wait-and-see approach to their electric motorcycles.

However, smaller companies have been working on their own designs for almost two decades now. Perhaps the most well-known of these electric moto specialists is Zero Motorcycles, which has been making battery bikes since 2006. Since then, they have released several models. Some are dedicated street bikes, while others are labeled dual-sport machines.

For the 2023 model year, Zero is “zeroing in” (pun intended) on the adventure bike segment with a bike that is larger and more travel worthy than its smaller dual-sport machines.

They recently launched their new DSR/X in the adventure touring category. I was invited to Zero’s DSR/X launch event in Park City, Utah, where we would have the opportunity to ride on the pavement and dirt of the surrounding Wasatch mountains. And the TLDR on Zero’s latest effort is that they have created an enjoyable and dirt road worthy adventure touring bike.

The DSR/X also comes in white.
Photo: Zero Motorcycles

So, let’s get down to the details, shall we?

Power pack and motor

At 17.3 kW and an option to upgrade that by another 3.6kW, Zero says the DSR/X has its biggest and most power-dense power pack ever. It’s mated to Zero’s ZF75-10 motor, which connects to a Gates carbon belt drive. That combination punches out a claimed 100 hp (75 kw) and strong 166 lb-ft (225 Nm) of torque.

The Zero DSR/X carries Zero’s largest and most power dense battery ever. Photo: Zero

Range and Charging

Let’s face it; all current electric motorcycles come with two elephants in the room. The first is range, and the second is time to recharge. So let’s get them out of the way.

Zero says the DSR/X offers a city range of 180 miles (290 km). Highway range is said to be 85 miles (137 km) at 70 mph and 107 miles (172 km) at 55 mph. The combined range is stated as 115 miles (185 km) with 70 mph stints and 134 miles (215 km) with 55 mph stints.

With an optional power tank, Zero says the bike’s city range is extended to a claimed 220 miles. The DSR/X’s highway and combined ranges should also increase, but Zero did not provide those figures.

In the Wasatch Mountains heading for some dirt. Photo: Jenny Linquist, Zero Motorcycles

As for charging, Zero says that the Level 1 charge time to 95% of battery capacity is 10 hours. Using a Level 2 charger brings that time down to about 2 hours. Equipped with the optional Zero 6 kW rapid charge module, charging time is reduced to 1 hour.

Both the power tank and optional rapid charge module can be mounted in the DSR/X’s 5-gallon storage compartment in the bike’s faux fuel tank. Unfortunately, both will not fit in the compartment at the same time.

DSR/X components

Zero says it has beefed up the DSR/X with a more robust frame and swingarm for off-road use. In addition, Zero mounted a Showa fork with 47 mm stanchions. They provide 7.5 inches (190 mm) of travel and are adjustable for spring preload, compression, and rebound damping.

At the rear, you will find a Showa 46 mm piston shock that is also adjustable for preload, compression, and rebound damping. Like the front fork, the rear suspension also provides 7.5 inches (190 mm) of travel.

Braking is accomplished with dual J Juan 4-piston calipers grabbing twin 320 mm discs. At the rear, braking is performed by a J Juan single-piston caliper on a 245 mm floating disc.

You can load up the DSR/X with many accessories including panniers, top box, spoked wheels and a larger windshield.
Photo: Zero Motorcycles

Power is transmitted through a Gates Carbon Drive Moto X9 25mm belt to the rear sprocket. To ensure that the belt can firmly grip it, Zero drilled holes where the belt contacts the sprocket. This allows dirt/sand to fall through and be easily shed.

The DSR/X’s standard wheelset uses a cast 17-inch rear wheel; up front, you will find a 19-inch. Both are wrapped with tubeless Pirelli Scorpion Trail II tires. In the Spring of 2023, Zero will also offer optional spoked wheels wrapped and Pirelli Scorpion Rally tires.

Equipped with all standard equipment, Zero says that the DSR/X weighs in at 544 pounds (247 kg).

Technology and rider aids

Like many current internal combustion engine motorcycles, Zero’s DSR/X has various technology features and rider aids that keep you upright and pointed in a straight line.

Ride modes

The DSR/X is equipped with 5 Ride Modes (ECO, Standard, Sport, Rain, and Canyon), each delivering varying power and regeneration (regen). The ECO mode reduces acceleration and top speed but increases regen when the throttle is released. As its name implies, it helps extend range.

The Standard mode keeps acceleration and regen at a “middle ground.” It provides more torque and power than ECO but gives less than Sport and more regen than Rain mode. Sport offers more acceleration at a significantly faster rate than the other ride modes.

Playing in the Wasatch mountains dirt. Photo: Jenny Linquist, Zero Motorcycles

Canyon mode provides the same acceleration rate as the Sport mode but gathers more regenerative braking when the throttle is released. Rain mode reduces acceleration and top speed and gives the least amount of peak torque and regen of all the other ride modes. You can also create 5 of your own custom ride modes.

Motorcycle Traction Control (MTC), Drag Torque Control (DTC), and Anti-Lock Braking (ABS)

Zero partnered with Bosch for the DSR/X’s MTC, DTC, and ABS. All of these functions can be turned on and off from the bike’s menus. More about these functions later.

Menus

While viewing the bike’s TFT display, you can adjust the DSR/X’s electronic settings by using the switchgear on the bike’s left handlebar. Changing the ride modes and MTC and ABS settings is a breeze. However, some of the other changes are somewhat more complicated and will require you to learn the appropriate menu locations to find the setting you want to adjust. Essentially, it’s intuitive, but for folks that are not that “computer savvy,” it will take some learning.

Ergonomics

The time Zero spent on developing ergonomics was well spent. When you sit on the bike, you feel like you are part of the machine, not riding on top of it. The DSR/X’s seat height is listed at a reasonable 32.6 inches (828 mm). But, frankly, it felt much lower, and I could nearly flat-foot the ground with my 30-inch inseam. Optionally, you can fit low and high seats as well.

The bike’s footpegs are reasonably sized, so you shouldn’t have to go right out and purchase a new set. There’s also a single hand adjustable windscreen which can be raised or lowered with one hand and no tools. If you prefer a larger windscreen, Zero has one as an option.

A knob on each side of the windscreen allows you to raise or lower it with one hand. Photo: Zero Motorcycles

Since the DSR/X is an electric bike, there is no clutch lever. Frankly, I found myself reaching for it at times, but I quickly got used to it. The front brake is adjustable for reach and can be brought closer or further from the handlebar by turning a single knob.

The bike’s handlebar is set relatively high, so you can potentially forego purchasing bar risers depending on your preferences.

Comfort and convenience

To make touring more comfortable, the DSR/X comes standard with heated grips. It also has plastic handlebar guards that provide some protection from the wind and light brush but are not designed to protect your hands in a crash. Cruise control is also standard for those more extended drones.

Parking mode

Zero has added a parking mode to the DSR/X. It provides a consistent low-speed reverse and forward movement. Those short of inseam will appreciate the ability to back the bike into or out of a parking space with an incline. In addition, the parking mode can help you load and unload your bike at walking speed into a truck, etc., without slipping a clutch.

Hill Hold Control (VHC)

The DSR/X also sports a mode called Vehicle Hold Control. To activate it, while the bike is stationary, the rider firmly pulls on the front brake lever or presses the rear brake pedal. The rear brake will then be held until the rider applies the throttle or a brake control is applied again.

Ride impressions

Now that we have all the details out of the way, it is time to discuss how the bike performs. Zero chose a 50-mile route that would take us into the Wasatch mountains on both paved and dirt roads.

Photo: Jenny Linquist, Zero Motorcycles

The pavement was smooth and twisty, with several sweeping to hairpin corners, some with significant elevation changes. The dirt portion of the ride took place on primarily hard but sometimes washboarded and rutted rock-strewn dirt roads.

Handling and braking

Aboard the DSR/X, the feel from the front end was good and surprisingly light. The bike turned well and handled the hairpins with ease. The riding pace was brisk, and the DSR/X was up to the task. Acceleration was quick and was accompanied by a noise that sounded like a jet turbine engine spinning up. While it’s not the bark of an internal combustion engine, it does sound futuristic, and the more you hear it, the more you want.

The DSR/X passing by some Wasatch mountain birch trees. Photo: Jenny Linquist, Zero Motorcycles

In the braking department, I have to say that the DSR/X’s braking is good but not stellar. That said, the bike easily handled the day’s riding.

Testing ride modes

I experimented a bit with the bike’s ride modes, and they all worked as Zero said they would. The regen in ECO mode is on its highest level, and the bike felt that way. Frankly, for me, it was a bit too much. Once off the throttle, you could really feel the bike somewhat abruptly slow, telling you that the regen was working at its maximum. But if you want to get the maximum range, it’s something you will have to manage.

In all of the other modes, the regen is not intrusive; in fact, it can be helpful. For example, in Canyon Mode, you get the acceleration of Sport Mode and a nice amount of regen when you release the throttle.

I found Canyon Mode to be terrific for riding in tight twisty sections. The regen worked to provide a comfortable amount of drag for corner entrances without affecting the bike’s handling. And because of this, I used the Canyon Mode for most of the day. However, if you are mainly riding fast wide sweepers, Sport Mode may be your go-to mode. But your range will be affected.

While the pavement riding was fun, I was anxious to try the DSR/X in the dirt. The DSR/X didn’t disappoint. All of the bikes were shod with Pirelli’s Scorpion Trail II tires. They are not the most aggressive off-road tires but were OK for the terrain we would be covering.

Riding in the dirt

Riding the dirt section turned out to be very easy. I set the bike’s MTC and ABS to off-road and headed out. The MTC was not intrusive and provided good traction during the climb up into the mountains.

It showed some of its capability when I hit some significantly washboarded sections. However, even if I hammered the throttle, I couldn’t get the rear tire to break traction or spin wildly. Some of the bike’s stability could be attributable to the Showa suspension, but the rear tire always felt planted, and the front and rear wheels stayed in line.

Coming in a little hot on a dirt downhill section. Photo: Jenny Linquist, Zero Motorcycles

If spinning the rear up is your thing, as I said earlier, you can disable it using the bike’s menu. You can also create your own custom modes, so if the factory settings are not to your liking, you can change the MTC, DTC, and ABS as you wish.

The results were similar during our descent from the mountain on the dirt. I left the bike’s MTC and ABS settings the same as when I went up the mountain. The ride felt controlled and firmly planted. Even when I overcooked it into one of the dirt’s downhill hairpins and jumped on the brakes, the bike was easily controllable.

Summary

I enjoyed my time aboard Zero’s new DSR/X. It is a comfortable and capable pavement and dirt road machine. While the bike weighs in at 544 pounds, it felt lighter than that when ridden, even when pushed somewhat.

I still have a bit of range anxiety, although the DSR/X reduces it somewhat. After our 50-mile ride of spirited mountain riding (i.e., lots of climbs and descents), the bike said it still had 63 percent of its charge. However, most of that riding was in Canyon Mode, so regen was not anywhere at its highest level.

If we stick with the combination of spirited mountainous pavement and off-road riding, the DSR/X’s battery could have potentially provided more than 160 miles of range that day. If I had used ECO mode, the range should increase.

More testing

Zero says it will loan me a DSR/X for a month of additional testing. Once completed, there will be another article on ADVrider about how the DSR/X performed day to day in the mountains and dirt of Vermont.

The Zero DSR/X arrives in dealerships today with an MSRP of $24,495.  The optional power tank and rapid charge module list for $2,895 and $2,300 respectively.

 

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