Zero SR / F electric motorcycle test

Menus

• Showtime !
• Electric motor with 110 hp and 190 Nm, 220 kg, 200 km / h, from 20,690 euros
• Discovery
• In the saddle
• Departmental
• In the city
• Motorways and expressways
• Cycle part
• Braking
• Autonomy
• Conclusion

Showtime !

Electric motor with 110 hp and 190 Nm, 220 kg, 200 km / h, from 20,690 euros

Today, there are two main families of motorized two-wheelers approved for the road and available for purchase for you and me: the one whose spark sets fire to propel you and the one which, more and more often, uses electricity. Until now, however, it has not been possible to directly compare these two families which often contrast in terms of dynamism, performance, handling, practicality or just pleasure..

A situation which is now set to change with the arrival of the all-new Zero SR / F American which appears at 20,690 euros with its integrated charger of 3 kW or at 22,890 euros in its Premium version which includes heated grips, a screen and bar ends as well as a fast charger of 6 kW. It may seem expensive, but we must not forget that the higher acquisition cost of an electric motorcycle is offset by reduced maintenance costs, already with regard to gasoline, but also by the use of a belt transmission whose life is announced at 40,000 km.

Zero SR / F electric roadster review

This SR / F, whose name was chosen for StReetFighter, will have been completely developed from a blank page in the space of 30 months by Sam Paschel’s teams. It will therefore have been necessary to wait 11 years of existence and some 250 million dollars invested since the initial financing of Zero Motorcycle in 2008 for the brand to reach this stage. After spending a day and a half riding this SR / F on nearly 300 km of roads in Northern California I have to admit that the wait has not been in vain. Guys, she’s gonna be a game-changer !

Why is that ? Well, putting aside all the pseudo environmental advantages of the electric motorcycle over heat engines, so far there has been one major downside and some minor downsides to deter anyone from going electric, whether it’s for the electric motor. fun or practical driving. This is why, besides the problems of autonomy and recharging time, there have always been too many compromises inherent in the design of electric motorcycles to try to make them competitive against more classic motorcycles; the use of narrow tires to increase range by reducing drag or reduction of the brakes to limit weight in particular. And then there was also – especially? – design ! Nerdy is still a lovable term to describe many unsightly electric motorcycles that look more like an improbable assembly of parts. There’s no real excuse for that, just watch the MotoCzysz winning the Tourist Trophy or the more traditional, but appealing Mission. Unless you wanted to make your contribution to saving the planet, there was no real incentive to buy electric. Until now.

The 2019 Zero SR / F

Discovery

In a sense, it makes sense that it was the California-based company Zero Motorcycles that finally broke that barrier, because that’s what we owe the modern electric motorcycle to with the 2009 launch of the Zero S, the first production electric vehicle before the Tesla era, beaten only by Vectrix and its maxi-scooter launched in 2006 but quickly withdrawn from sale. Ten years later, Zero continues to be the leader in the E-motorcycle industry, even taking into account China, where the millions of electric two-wheelers sold each year are essentially scooters..

Roadster Zero SR / F

Established in 2006 as Electricross, Zero was founded by former NASA engineer Neal Saiki in the garage of his Scotts Valley home near Santa Cruz. Now benefiting from a 6,225 m factory², Zero continues to increase its production year after year with an annual growth of 40%, both in turnover and the number of motorcycles sold. Since 2018, Europe has even become the manufacturer’s biggest market since 52% of sales are made there..

Zero SR / F LED headlight

This is one of the reasons why the arrival of the SR / F is so timely, because Zero has completely overhauled its flagship model to make it a sporty-looking roadster in true European style and whose objective is to seduce international bikers with performance and handling to match its appearance. Abe Askenazi, Technical Director, explains that the goal was to bring character to the set and provide a real adrenaline rush while driving and not just a different experience due to the lack of noise or the immediate torque. To achieve this, Askenazi & Co. therefore started from scratch (sorry …) by keeping only 10% of the components previously used on the SR models. Apart from the same cells integrated in the new battery pack of the same size, only the footrests, mirrors, indicators, grips, bar ends, speed sensors, horn, reflectors and the side stand have been retained.

The rear light of the Zero SR / F

The battery casing which is at the heart of the bike, both visually and dynamically, has been completely redesigned. Its aluminum alloy structure inherits vertical fins which participate in cooling during recharging. These are more numerous in the center than on the edges, because the central cells are put in contact there by means of thermal pads while the cells on the sides are more exposed to the air. In addition to being more attractive, this design helps to equalize the temperature between cells. As on the other models of the manufacturer, the battery remains guaranteed for 5 years with no mileage limit..

The ZF14.4 battery of the Zero SR / F

The SR / F’s in-house Z-Force ZF75-10 brushless motor represents a significant improvement on the previous design. This is a radial flow sealed motor in which the permanent magnets are located on the rotor, the only moving part, while the hottest components, the coils, are mounted on its periphery, which allows for better dissipate heat through the circular aluminum housing. There is therefore no liquid cooling, heavy and bulky and everything works on simple passive cooling. The design of the casing has also been adapted with the addition of a shoe designed to channel the air under the battery box to the motor placed in the pivot of the swingarm and the controller mounted opposite to ensure additional cooling.

The Z-Force 75-10 engine here delivers 110 hp and 190 Nm

30mm wider than before, the engine now produces 110 horsepower at 5,000 rpm and torque of 190 Nm. This is a slight increase over the 70 horsepower and 150 Nm provided by the old ZF75-7R. SR. The SR / F is therefore officially the first Zero to exceed 100 horsepower. Its top speed has also increased since it is announced here at 200 km / h against 165 km / h in the past. A benefit obtained thanks to the additional power, but also to the increase of the maximum speed of 1,500 rpm which now reaches 7,500 rpm.

The battery pack housings have been completely redesigned

Wrapped around the battery pack used as a supporting element is a tubular steel frame worthy of any Ducati. It is bolted to cast aluminum plates each constituting the exterior of the swingarm. This is made up of two steel parts welded together to form a rigid structure supporting the powerful torque (too much for aluminum) delivered by the Zero motor. The arm pivots around a 100mm sintered bronze plain bearing creating a massive pivot around the motor drive shaft in a coaxial position, which helps ensure constant belt tension. This solution was initiated by Massimo Tamburnini on the first generation of Bimota.

Zero SR / F swingarm pivot

The right-shifted Showa shock absorber is fully adjustable and offers 140mm of rear wheel travel consisting of a 5.5 "cast aluminum rim and larger Pirelli Diablo Rosso III tire 180 / 55-17. what Zero has used before. Same up front where the fully adjustable Showa SFF Big Piston 43mm fork offers 120mm of travel with a 3.5 "rim and the same 120 / 70-17 tire..

The SR / F is shod in Pirelli Diablo Rosso III

As for six years at Zero, the brakes are provided by J. Juan, but for the first time the 4-piston front calipers are doubled and mounted radially via the lower fork developed for the occasion to bite the floating 320 discs. mm. At the rear, a single-piston floating caliper is mated to a 240mm disc.

The rear brake of the Zero SR / F

This reinforcement of the braking system seems obvious when the weight announced for the SR-F is 220 kg in its standard version and 226 kg in Premium with the largest charger. It is much heavier than the SR 2018 which only displayed 187 kg on the scale. The difference in weight between the Zero SR / F and its rivals is now in favor of the latter, like the Ducati Monster 1200 and its 209 kg. However, the electric roadster compensates for this weight with its performance, especially in terms of torque where it delivers 190 Nm when the Monster is limited to 118 Nm..

Zero SR / F

Like the Monster, moreover, the Zero offers a massive visual presence, both Seabright Blue (which tends towards green) and Boardwalk Red (rather purple in fact). It is one of the rare criticisms that I have to make on the bike as these conservative colors border on anonymity. For heaven’s sake, it’s a Streetfighter with a capital S and which additionally happens to be powered by an electric motor. Where is the black version of the SR / F or the bright red Ferrari style? Ducati doesn’t have a monopoly on red on motorcycles, does it? Create us a wider palette of aggressive colors, please Zero. More positively, the build quality and finish are as high as you would expect from a handcrafted motorcycle..

The Zero SR / F in its blue version

In the saddle

Straddling the 787 mm high saddle, 20 less than before, we immediately discover a more welcoming position than on the previous Zero. The SR / F also feels more consistent than the outgoing SR, it feels more like an integral part of the machine, sitting in the bike rather than on it. This closer position also offers more confidence. Thanks to the saddle which thins very usefully at the level of the tank, I could not only put both feet on the ground from the top of my 1m80, but also easily sway while driving. We are not stuck at all and the SR / F seems really well balanced despite its relatively heavy weight. The one-piece aluminum handlebar with tapered section offers a position that is slightly leaned forward, resolutely sporty and yet completely comfortable and not tiring at all.

The color instrumentation of the Zero SR / F

Departmental

I spent a good deal of my time in this SR / F in a series of fast chases by Zero test pilot Trevor Doniak who knows the back roads of the Santa Cruz redwood forests like the back of his hand. The new Zaro is absolutely intoxicating, with those muscular acceleration that I know well from having driven all the new Zeros since 2012. And that’s a huge step up from last year’s SR, not to mention the DSR that I had been able to pilot for a week in northern California for 1,500 km without ever running out of battery, even if it was close once.

Zero SR / F road test

Of course, the more powerful engine plays a key role here, especially since its way of continuously delivering its powerful torque as soon as you turn the handle is always done in a controlled manner, it’s invigorating. Sorry Ducati, but this is a Monster 1200 on steroids, easier to ride for the simple reason that you’re always in the right gear and never need to work with your left hand. In addition, Zero has made his bike super controllable thanks to the choice of well-defined riding modes. Fortunately, I didn’t have to worry about the rain, no more than to come back while after more than 130 km of sporty driving the battery still indicated 12% of charge..

The Zero SR / F at acceleration

The most noticeable difference between the two modes is that regenerative braking is triggered when you release the throttle. In Sport mode, regeneration only occurs when the handle is within a few degrees of full closure. This allows a more precise application and allows you to start again stronger. In Street mode, regeneration occurs proportionally as the throttle is cut, offering a sensation comparable to traditional engine braking. The only downside is that when you turn the grip again, the initial acceleration is not as fast..

The Zero SR / F on a curve

On twisty roads, however, I found that Sport mode made it difficult to keep up the pace, as regeneration suddenly slows the bike down when you turn off the throttle to enter a tight bend. Ok, you just have to adjust the level of intervention, you will tell me, but for that you have to go through the dedicated mobile application. It is far from practical. Why not be able to do it directly from the commodos as is the case on the BMW C Evolution? Team Zero, who seemed surprised at my request, must have forgotten something here and I hope they will rectify the situation on future versions of the bike. Ok, I can switch to Street mode for a less intrusive regeneration, but then I sacrifice the "ass kick" I need out of the turn..

The Zero SR / F in road traffic

But it is also proof that Askenazi & Co have succeeded in reinventing the streetlegal electric motorcycle since it is the only point on which I managed to complain during my two days of riding..

In the city

Exploring downtown Santa Cruz and various beach resorts is as easy as it is relaxing. Again, you’re always at the right speed and the consistently smooth acceleration, coupled with the generous torque available, is perfect for most situations. Each mode has its own MSC settings suitable for typical daily road use (Street) or more aggressive driving (Sport).

The Zero SR / F maneuvering

In Street mode, the throttle response is quick, but not abrupt, and the acceleration curve cannot be maximized while Sport mode allows it. This is exactly what characterizes the electric with an immediate phenomenal acceleration when we are at a standstill. Unhappy biker on his custom Harley 1200 Sportster learned it the hard way as he tried to speed Trevor after a red light only to look silly…

Zero SR / F city test

Motorways and expressways

Besides its baffling acceleration, its handling at high speeds is also impressive. In a straight line, while the odometer indicates the limit of 200 km / h without the stability shaking, the bike gives a feeling of confidence when embarking on a series of turns tackled at 130 km / h. As on a thermal motorcycle with Ride-by-Wire, the maximum speed here is limited by software. There is therefore no drop in power before the limit is reached and no clear cut in the arrival of power. You just get to 200 km / h and stay there, with just the sound of the wind blowing around the helmet and feeling like you’re piloting a flying carpet the first time you experience it. The pleasant and futuristic roar of the SR / F that you can hear at low speed disappears here completely in favor of the wind.

The Zero SR / F on the fast track

Cycle part

While there is more than enough power for everyday use, the SR / F is especially well suited to small winding roads, where this driving position slightly tilted forward and the formidable torque of the engine, combined with a neutral steering, whose wide handlebars facilitate leverage to switch from one angle to another, offer unparalleled handling to make it a queen of the roads.

Sequence of turns with the Zero SR / F

Pirelli tires are also a good choice. In addition to their excellent grip, they are lighter than their competitors and therefore contribute to this performance under acceleration by reducing rotational inertia and quickly rising in temperature, a crucial point on an electric motorcycle where it is not necessary. to gradually warm up the motor before sending the watts. Moreover, late braking or on the angle does not disturb the trajectory when you have been too optimistic. The SR / F is also very forgiving.

The SR / F has no nasty surprises in terms of handling and the perfectly tuned Showa suspensions play a key role. The Japanese manufacturer and Zero have been working together for 5 years to adapt to the additional weight of the batteries and the result of this collaboration is being felt today. It swallows bumps in the middle of a turn without causing the bike to deviate from its trajectory, avoids movements during heavy braking on a portion cracked by tree roots and also offers good comfort on bumpy areas. I was impressed with the quality of the factory setting for my 86 kg, it is just perfect, although it is possible to modify these at the front as well as at the rear.

The Zero SR / F Showa shock absorber

Braking

J.Juan brakes provide excellent stopping power with a lot of feel. There’s just the right amount of bite to start with. My efforts to trigger ABS have otherwise been ineffective, but I guess it works anyway..

SR / F features J. Juan radial calipers and 320mm rotors

Autonomy

It is difficult to judge the autonomy of an electric motorcycle in the context of such a test where the performance of the machine is essentially evaluated by pushing it to its limits. The range announced by Zero for the SR / F is 158 km according to European regulation EU 134/2014. A value which we approached since by attacking copiously over 130 km the second day, the battery still had 12% of remaining energy, all without using Eco mode, which consumes less energy. Under normal conditions of use, alternating between city and road, this value should logically be reached without worry..

The average cost of recharging the 14.4 kWh battery is estimated at 2.02 €. Using the integrated 3 kW charger, it takes 4h30 to refuel, 1h50 with the Rapid Charger option billed at 3,000 euros.

The fake tank hides a chest and the charging socket

Conclusion

I can brazenly claim to have ridden more different electric motorcycles (no scooters) than anyone on this planet, including all those victorious on the Isle of Man TT Zero including the defending LSR, as well as a great variety. machines approved for the road produced for 10 years in Europe and the United States. The Zero SR / F is quite simply the best electric motorcycle available on the market that I have been able to ride and is now the new benchmark..

But she’s more than that. I think with its enormous torque and the way it is delivered in an accessible way via a correctly designed and no longer compromising chassis, the new Zero is at least on par with any thermal Streetfighter, of the ‘Aprilia V4 Tuono 1100 at the KTM 1290 Super Duke R.

The Zero SR / F in its two variations

For the first time, Zero is producing an electric motorcycle for which no excuse is warranted, delivering exhilarating performance paired with practical functionality and ready to be dynamically compared to any equivalent thermal model. The Californian company has also managed to give it a successful design and offers a real Naked which would have simply opted for an electric motor. The SR / F offers a level of enthusiasm and practicality that it seems difficult to exceed. Askenazi & Co. had the vision to design a motorcycle that takes advantage of the technological advantage of electrics by making compromises (like thin tires or lighter calipers) and it works. !

Any rider who does not yet understand how intoxicating but also practical it is to ride an electric motorcycle should visit their Zero dealership and ask them to try the SR / F on the road. But be warned, it could cost you dearly !

Strong points

• A real electric streetfigther
• The powerful, torquey and controllable motor
• Maneuverability and agility
• Stability

Weak points

• Regenerative braking in Sport mode
• Impersonal colors

The technical sheet of the Zero SR / F

Test conditions

• Itinerary: Varied back roads and a bit of Northern California town
• Motorcycle mileage: 300 km

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