Zero DSR/X Review: Can Electric Motorcycles Handle Adventure?

Electric motorcycle technology is improving every year, but is the world ready for an electric adventure bike? We tested Zero DSR/X to discover the truth.

Adventure riding comprises two simple ingredients: Long-distance touring and off-road riding. If you’re going to call a motorcycle an adventure bike, it has to do both things reasonably well, and if it doesn’t, it’s all marketing hoopla and no substance. Plain and simple. Zero calls DSR/X an adventure bike, and it's the first electric motorcycle manufacturer to do so. 

It’s a bold claim considering the exacting demands of adventure riders, but it’s also an exciting one as both technology and infrastructure for electric mobility rapidly expand with each passing year.

There’s really no denying that electric motorcycles have proven themselves as competent off-roaders at this point. Among bikes like KTM Freeride, Electric Motion Escape, Zero FX, and Stark Varg, there’s a capable electric option out there for pretty much every dirt discipline.

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The long-distance touring part of the adventure equation, however, has thus-far alluded electric two-wheelers. Range anxiety is a serious challenge for plug-in motorcycles, and because adventure rigs like Zero DSR/X must travel long distances through remote locations, its real-world viability hinges on how far it can go on a full battery and how quickly it can be recharged when said battery calls it quits.

So is the world ready for an electric adventure bike? After spending five weeks riding Zero’s latest creation everywhere from the grocery store to forest service roads, I think I’ve found our answer…

First On-road Impressions of Zero DSR/X 

Let’s get one thing out of the way immediately: The new DSR/X is a fine machine through and through with a fistful of features that border on luxurious.

It’s got a tall, adjustable windshield; an all-day comfortable seat; heated grips; electronic cruise control; a delightfully neutral riding position; plush suspension; and even a low-speed parking mode with a reverse gear. My first impression of DSR/X was that of a thoroughbred sport tourer, and I can’t emphasize the “sport” part enough here.

For those who haven’t heard the gospel, DSR/X’s single-speed electric drivetrain cranks out a dumbfounding 166 ft-lb of torque on demand. That’s more than Triumph Rocket and its 2,458cc behemoth of an engine, and it’s available at any moment with a power curve that’s flatter than the state of Texas.

Drop DSR/X into either Sport or Canyon mode, and it becomes a backroad barn-burner that rails through corners and power wheelies over rises. The Zero’s four piston J-Juan brakes are particularly well-suited to these aggressive pursuits, as is its fully adjustable Showa suspension, which delivers a firm and planted feel without the undue harshness of a dedicated sportbike.

Fancy something a bit more reasonable around town? Both Standard and Eco modes mellow out the power delivery and help make the most of battery life. I found myself sticking to one or the other when running errands, going to the gym, or doing anything else where stoplights were the norm.

I’ll also note that as a daily driver, DSR/X is by far the most enjoyable and accessible two-wheeler I’ve ever ridden. Performance figures may grab headlines, but ease of use is what gets motorcycles out of the garage, and Zero is damn convenient.

With no clutch to work, no gears to shift, no heat to endure, and no need for earplugs (the carbon belt final drive is nearly silent), riding DSR/X is as easy as turning the key and taking off. Moreover, there are no fluids to check, filters to change, engine maintenance to neglect, or a chain to adjust.

The list goes on, and it all adds up to a bike that’s always ready to ride without a second thought. Combine those drama-free characteristics with a sizable front storage compartment where you’d normally find a gas tank, and DSR/X becomes the perfect runabout to grab a six-pack and a couple of hefty burritos.

Zero DSR/X’s Off-road Performance

There’s no denying DSR/X’s prowess on pavement, but what about that other part of the adventure equation? You know, the dirty part.

It’s no secret this is a heavy bike, and heavy bikes can be a handful when the pavement ends. Weighing in at 544 lbs, Zero slots right into the big ADV segment somewhere between a KTM 1290 and a BMW GSA, but I’m pleased to report you’d never guess it riding the two back to back.

That’s because one of the biggest advantages of an electric powertrain is that they wear all their weight down low in the frame, and both the battery and electric motor of DSR/X are mounted to the lowest possible point in the chassis. This lends the otherwise portly Zero a surprisingly stable and maneuverable feel off-pavement, especially during sketchy low-speed maneuvers where stalling a gas bike is all too easy.

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Zero also included an off-road specific traction control setting for DSR/X, which disables the ABS at the rear wheel and allows a fair amount of rear wheel slip for sliding around turns. The torque-intensive motor will happily break the rear wheel loose on command, but the traction control intrudes predictably (you can also shut it off entirely) and Zero handles light off-road work without complaint.

This is no hardcore enduro by any stretch, mind you, and between the cast 19-inch front wheel and heavily street-biased Pirelli Scorpion Trail II tires, I found DSR/X best suited to your typical gravel doubletrack or reasonably well-maintained dirt roads. The Zero’s 7.4 inches of suspension travel provides ample squish for rough roads with the occasional pothole or rocky section, but the sport-tuned damping is on the firmer side for bigger hits, and has a tendency to bottom out when pushed over large obstacles.

It's worth noting that the slower speeds and regular braking typical of off-pavement riding bode well for battery life and range. Both factors minimize power draw while maximizing the DSR/X’s regenerative braking capability, and it’s not uncommon to see your battery life actually increase when riding slower sections, particularly when coasting downhill. Zero says DSR/X is good for roughly 150 miles of pure off-road use, and I found that to be accurate in real-world testing.

The Real-world Range of Zero DSR/X 

Let me start by saying that range testing Zero DSR/X was one of the most difficult things I’ve ever had to do in my life. Self-control isn’t my strong suit, and knowing that instant torque is always at your fingertips and intentionally not using it requires a level of restraint most monks could aspire to.

Unfortunately, if you want to get the most out of DSR/X’s massive 17.3 kWh battery, self-control is exactly what’s required. Rapid acceleration and sustained high speeds (pretty much anything over 60mph) are kryptonite to EV batteries, so making every mile count means skipping the red light drag races and getting comfortable cruising in the slow lane for longer trips.

The good news is that if you can stick to backroads and show a little restraint with your right hand, range for DSR/X is downright impressive. As is the case with any electric vehicle, DSR/X’s EPA-rated “city range” of 180 miles is based on hours of hypothetical start-and-stop riding below 30 mph that simply doesn’t exist in the real world, but if you obey posted speed limits and accelerate like the police are watching, 130 miles is entirely possible on a full charge.

In real-world conditions, riding DSR/X as I would any other bike, I managed to get about 1 mile per 1 percent of battery, or roughly 110 miles per charge when the bike was topped off to its “110 percent” maximum, which Zero refers to as “extended range charging.” That’s 110 miles with the motor set to full power, plenty of hard acceleration, and an even mix of city streets, backroads, and wide-open freeways.

Verdict: Can Zero DSR/X Really Adventure?

After living with Zero DSR/X for several weeks, I’ve found the answer here is a resounding “Yes, but…”

Can it handle long-distance touring duty? Yes. It’s extremely comfortable, capable, and an absolute pleasure to ride on the pavement. But, if you’re riding on major freeways, you’re looking at about 85 miles of range on a full charge, which means you’ll have to factor in at least one extended pit stop to make a day of it. Even at conservative speeds around 60mph, you’ll only get about 100 miles of range before it’s time to plug in and wait. And even at a level 2 public charging station, you’ll be waiting somewhere between one and two hours to top off the battery.

Can DSR/X handle off-road duty? Yes. Between the well-designed off-road mode, 9 inches of ground clearance, and 7.4 inches of suspension travel, it's more than happy to zip along gravel roads and mellower stretches of dirt. But, the chassis is undeniably geared more toward sporty pavement sections than big hits and technical terrain, and DSR/X is no replacement for something as versatile and capable as a KTM Super Adventure R.

Would I love to own one myself? Yes. This is an outstanding motorcycle with performance and refinement to match. The motor is thrilling, maintenance is practically non-existent, public charging is dirt cheap, and it’s even got reverse for god’s sake. But it also costs nearly $25,000 in stock form, and although it’s arguably the most convenient motorcycle on the planet for day-to-day use, the inconvenience of recharging it on longer trips is a tough sell compared to a five-minute stop as a gas pump in exchange for 200 miles of go-juice.

With that being said, there’s no denying electric adventure riding is possible, because it’s already being done in a major way. Sinje Gottwald became the first person to cross the entire continent of Africa unassisted on an electric motorcycle just this year, while back here at home, Tucker Neary completed the entire Colorado Backcountry Discovery Route (1000+ miles) on Zero DSR using only public charging infrastructure.

Is it convenient? Not really. Is it the next frontier for two-wheeled exploration? Without a doubt.

How Much Does Zero DSR/X Cost?

The Zero DSR/X is a clear glimpse into our electrified future that any well-heeled person can go out and experience right now. Challenges are what make any adventure worth doing in the first place, so if you don’t mind adding battery management to your list of obstacles, I’m confident DSR/X will make a formidable adventure partner anywhere the road takes you. 

[From $24,495; zeromotorcycles.com]