Review: is the Zero DSR/X the best electric adventure bike?

Meet the world's first authentic all-electric adventure bike, the Zero DSR/X. You could argue that its arrival is well overdue, given that the Californian brand initially introduced a fully electric dual-sport bike, the 'DS,' back in 2010

However, when you step back and consider the qualities buyers demand from adventure bikes, such as a long-range, decent group clearance and genuine off-road capability, it becomes evident why major OEMs have hesitated to take on this challenge.

After all, the terms 'electric' and 'adventure' have historically seemed somewhat contradictory.

The Zero DSR/X is not simply a pre-existing model that has been dressed in off-road clothing. This is a completely new bike. 

Well, almost. The 17.3kWh (15.2kWh useable) battery pack is the same as on Zero’s other models, but its 102 bhp, 166 ft-lb Z-Force 75-10x motor is all new, making it the most grunty Zero to date. It even has more torque than its main rival, the Energica Experia, which has to make do with ‘just’ 85ft-lb. 

Charging times, on the other hand, leave a bit more to be desired. The DSR/X is equipped with a 6.6kW onboard charger as standard, meaning that a 0-95% charge will take roughly two hours. Fortunately, there's an optional £2579 6kW Charge Tank available, which fits into the "frunk" storage space and increases the charging rate to 12.6kW, cutting the charge time in half.

It's important to note, though, that three-phase AC public chargers are considerably less common than the DC chargers used by nearly all-electric cars. This places the Zero's primary competitor, the Energica Experia, at a significant advantage as it comes with a CCS fast charger as standard, allowing it to charge from 0% to 100% in roughly 50 minutes.

Zero claims that the DSR/X boasts a combined range of 115 miles, which decreases to 85 miles on the motorway. If you wish to extend the range, you can opt for the optional 4kWh Power Tank, although Zero doesn't specify the exact increase it provides.

It's important to note that the 4kWh Power Tank is not compatible with the optional 6kW Charge Tank – our recommendation would be to go for the latter.

That kind of range is pretty paltry by adventure bike standards, putting a trip to the Alps or even the highlands of Scotland out of reach for most. Nonetheless, if your intended use for the DSR/X involves local green lane exploration or daily commuting, the range should suffice – Zero claims a range of 180 miles at city speeds.

You mentioned green lanes. Is it really rugged enough to go off-road? 

Well, as standard the DSR/X features an all-new beefed-up frame, long travel, fully adjustable Showa suspension and Pirelli Scorpion Trail II tyres. Zero even went to the trouble of developing a 25mm carbon-reinforced belt that is 2.6 times stronger than the belt used on the SR/F to ensure it doesn’t get shredded on gnarly trails. 

But what if mud or debris gets between the belt and sprocket causing the former to slip? Well, Zero has preemptively addressed this concern by incorporating openings on the underside of the sprocket, allowing any unwanted debris to escape.

Nevertheless, for those who truly want to delve into regular off-road adventures, we'd recommend considering the £345 Adventure Chain Kit in combination with the optional £390 Pirelli Scorpion Rally STR tires.

Zero has invested significant time and effort into tailoring its software to cater to off-road enthusiasts, with each of the five riding modes offering its own dedicated off-road mode. Additionally, for those who relish the excitement of a big skid or wheelie, you'll be delighted to know that the lean-sensitive ABS and traction control systems can be deactivated.

So what’s it like to ride? Well, in short, it is a joy. Despite weighing 247kg (10kg more than the current BMW R 1300 GS) it feels blisteringly quick and you make full use of that instant torque in all conditions thanks to the remarkably clever traction control system. Away from the lights, we reckon you could give a Ducati Panigale rider a fright.

But don’t go thinking it is intimidating. With no clutch or gears to worry about and a silky smooth throttle response, it's no harder to ride than a large scooter.

And because the heavy battery is mounted low in the frame, the bike has a lovely balance to it, making low-speed manoeuvres such as filtering through stationary traffic or making feet-up U-turns an absolute breeze.

On-road ride quality is also top-notch. The Showa suspension is on the soft side and does a good job of soaking up potholes and broken sections of asphalt.

While we wouldn't mind a bit more braking power from the Dual J-Juan radial 4-piston calipers, you can compensate to some extent by increasing the level of engine braking. For instance, in Eco mode, the engine braking (or regenerative braking) is heightened to the extent that you'll find yourself needing to use the brakes only sparingly.

We do have one criticism, though...

You see, when it comes to premium petrol-powered adventure motorcycles such as the BMW GS and Ducati Multistrada, they come equipped with electrically adjustable suspension, offering riders the flexibility to fine-tune their suspension settings based on the specific riding environment.

This feature proves invaluable on bikes designed to handle a broad spectrum of terrains, from the winding B-roads of the UK to the challenging roads of rural India.

In contrast, the Zero features manually adjustable suspension. While its softer setup is well-suited for urban commutes, it proves too soft for genuine off-roading. Attempting to navigate a rugged green trail at speed will quickly bottom out the suspension, a sensation you both feel and hear, especially given the absence of engine noise.

Naturally, you can manually tweak the suspension for such activities, but considering the DSR/X’s premium price tag, we feel adaptive electronic suspension would be a valuable enhancement.

Now, let's talk about the price

Well, not cheap is the answer. As standard it costs £24,150 and that’s before you’ve factored in an extra £2585 for the optional ‘fast’ Charge Tank. That’s an awful lot of money when you consider that the current BMW R 1300 GS starts at £15,990 and a Ducati Multistrada V4 S Grand Tour costs £23,595. 

However, as we’ve mentioned in previous reviews, early adopters tend to accept paying a little more to be first. Moreover, it's worth noting that the DSR/X's closest competitor, the Energica Experia, comes in at an even higher price point of £27,790.

So, does the DSR/X truly qualify as an adventure bike?

Well, it undeniably possesses off-road capability, and it can comfortably accommodate two riders with luggage.

Nevertheless, Zero's choice to label the DSR/X as an adventure machine may invite some criticism, mainly due to its limited range, which could deter many riders from embarking on extensive journeys or tackling remote, challenging terrains – attributes that its petrol-powered counterparts excel at.

However, if you view the DSR/X more as an urban adventure bike, it starts to make a lot more sense. With its comfortable upright riding position, effortless performance, and a luxuriously smooth ride, it would be a challenge to find a motorcycle better suited for navigating the broken streets of a bustling city.

Move Electric rating: four stars out of five