Power and an assertive look, performance and a GT driving position, all in silence and without emissions: the SR / S of Zero Motorcycles combines many arguments to become an everyday machine anything but boring. Test in town, road and highway to have the heart net.
It has long been called the “Tesla of the motorcycle. Zero Motorcycles does indeed cultivate certain points in common with the firm of Elon Musk, but on a completely different scale, which is much more modest. The Californian firm is also a pioneer of the genre, with 14 years of experience in this fledgling zero-emission motorcycle market. But while the models of the beginnings looked like little graceful enduro machines, Zero made a huge leap forward last year with the SR / F, a whole new generation of really sexy motorcycle, powerful and … promising of developments future, as is the case with this streamlined version called SR / S. It comes at just the right time to enrich the range when, finally, the public begins to integrate the idea that the electric motorcycle is going to develop, the proof, even Harley-Davidson is getting started! But the crucial question remains whether an electric motor, perfectly suited for a scooter, can be enjoyed on the handlebars of a real motorcycle. To verify this, we were among the few French journalists invited to try the craft on the beautiful Estérel roads, between Cannes and Saint-Raphaël. At this moment, we would be tempted to say “engine” but … obviously, nothing is happening while the dashboard simply displays a small green logo indicating that the machine is ready to take off!
But before leaving under the sun of the French Riviera, let’s take the time to take a look at the craft. Matt Bentley, director of industrial design for the brand, explains that he wanted to visually embody the feeling of … flying that you have on his handlebars. For this, the fairing integrates very fluidly into the motorcycle line and its LED lights make an impression. Just a shame that our blue test model with gray strippings (a pretty gray mouse is also on the program) reminds a little too much of the models of the constabulary. Who knows, maybe they will one day be equipped like this, but the autonomy could still limit interventions: 320 km maximum officially, possible maybe, but in town and not by doing accelerating competitions at each green light, that’s for sure. The 82 kW (110 hp) ZF 75-10 in-house engine allows the machine to reach 200 km / h, but at that rate you won’t get far.
At start-up, the little whistle that comes mainly from the carbon fiber-reinforced transmission belt is surprising, but it is very quick to handle the machine, which is particularly easy. The 226 kg are not felt, even at low speed, because the bike is particularly balanced and easy with its approximately 70 kg of batteries placed very low. Obviously, no gears to pass, it is driven like a scooter, but with the sensations of the chassis of a motorcycle. The best of both worlds ? It all depends on the criteria of each. In any case, depending on the driving mode adopted, you can easily take pleasure in its handlebars, either by favoring pure performance in Sport mode, or by taking advantage of the greater regeneration capacity of Eco mode, which allows you to rarely touch to the brakes while driving. The default mode is named Street, which is more neutral and less fun, and there is still a Rain mode for difficult conditions. With the significant torque of 190 Nm and available immediately as always on electrics, such a machine without electronic control would be frankly delicate. So the SR / S is lined with electronics, with ABS of course, traction control (adjustable), but above all a sophisticated stability control signed Bosch which takes into account several criteria to control the power of the machine. And indeed, it gives confidence, easily taking the angle and forgiving certain driving approximations if necessary.
It is of course connected and an app allows you to find out about the status of the motorcycle (charge, battery level, location, etc.) as well as to adjust its riding modes, including the programming of 10 custom riding modes. It is also able to record all the criteria of a ride (location, speed, angle of inclination, power, torque, and the energy generated and reused). Updates are done remotely. Too bad, it just lacks an integration of a navigation system in the on-board screen.
And the batteries? The standard lithium-ion model with a capacity of 14.4 kWh can receive an additional 3.6 kWh module in the “tank”, or else in the same location, an additional 6 kW charger which allows switching in 1 hour from 0 to 95%. At home on a basic socket, it will take 4h30 for a full charge, starting from 0%. Several charger configurations are available, and our trial version was equipped with 2 chargers of 3 kW distributed over 2 phases (2 hours of charging on 22 kW, a little more time on an 11 kW charger). The basic version is content with a 3kw charger on 1 phase.
Very relaxed, the Californians of the Zero team remind us how cool it is today to drive without noise and without emission, especially for an audience of commuters or “empty nesters” (parents whose children have left home) who want to get back on the handlebars. “You can go back 80 km for coffee, perfect for a Sunday ride,” they explain. Less cool, however, the price for this pleasant and original machine. It will take count indeed from 21 720 € (less aid up to € 900 for individuals and with a 2-year and 5-year warranty on unlimited km batteries and 80% of remaining capacity). A luxury that we can afford in April.
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