Zero Motorcycles SR ZF13.0 with Power Tank, one foot in the future? [ROAD TEST]

The knot around which everything revolves, or almost, when we talk about an electric vehicle, it is its autonomy. The first answers are that, with careful guidance, that of the SR with Power Tank can easily climb in the 180 – 200 km area, therefore close to the declared data (we will see which one), although it obviously depends a lot on the type of use, much more than with a vehicle with an endothermic engine. The card talks about a maximum of 325 km, but in an urban cycle, while at constant speed (hypothetically on the motorway), it drops to 198 with a speed of 89 km/h, which becomes 163 at 113 km/h.

A short video to give you an idea of ​​the "crazy" performance of the Zero Motorcycles SR

Zero Motorcycles then talks about a value between 217 and 246 km in a mixed cycle, depending on the speeds adopted. What for us is the most realistic figure is that 170 km obtained based on the EU Regulation. To return instead to the data we collected during our test, it is clear how, for example, on the motorway consumption rises, unless you keep a particularly low speed, while in the city and above all with a driving style that is not too aggressive, you can achieve much more, even reaching around 250 km, but the promised 325 remain a mirage.

Does an electric motorcycle that will have purely city use make sense?

However, what left us a little surprised, at least in the initial phase, is a comparison between the SR and an electric scooter. The latter takes a bit of an advantage for purely city use, given that it offers the practicality and convenience of having better aerodynamic coverage and more space available for storing objects, bags, helmets and so on. However, where a motorbike should have an advantage is in offering the possibility of going for a ride with friends, perhaps showing them what the surprising performances of an electric motor are (compared to an internal combustion one they are truly exceptional). However, this possibility is severely limited. Why? If instead of using a very calm driving style, you switch to a more sporty one, the classic "geek ride", the range drops and can even go below 100 km. Just increase the speed when traveling on motorways or on main extra-urban roads, to make the engine start to heat up more markedly, making it work at temperatures where the electric is less efficient, with the result that energy consumption rises significantly.

So much so that on the dashboard there is a light indicating that the temperature has reached a less than optimal area, suggesting that you moderate your pace to reduce it. 88 km, this is the "limit" figure that we have reached as a minimum autonomy. Of course, with speeds that the highway code would not allow, with almost "track" driving, but we wanted to really understand how much driving style could influence energy consumption. A more realistic fact, using however all the exuberance of the SR and often giving full throttle of the accelerator in one of the modes that exploits all the power, it goes around around 140-150 km. From here on, to go up, you need to limit yourself a little, perhaps using the Eco mode every now and then. By doing so we also managed to limit consumption to a third, on the same route, by switching to Eco mode and driving more carefully. The home-office route, of approximately 14 km, can go from "costing" 5% up to 15% of the total charge. With a combustion engine the differences are much, much smaller. This makes you understand that the approach to electric must be completely different.

Returning to the hypothetical comparison with an electric scooter, there is no point in beating around the bush, our thoughts went to BMW's C Evolution, but it must be said that the difference in performance between the two is very marked. The SR is lighter and more powerful, capable of a simply crazy maximum torque value as we will see, more than double compared to the Teutonic scooter. The ride is different, with all the pleasure that only a real motorbike can offer, while the C Evolution pays a significant weight and a decidedly less sporty setting. As a Milanese, if I were the owner of an SR, I think the problem of traveling to "interesting" areas should be solved, without reducing the autonomy too much, but the SR is a bike certainly capable of providing a lot of fun on the right routes, promising corner exits with crazy acceleration, but not only that. To the point that we would have liked to see her at work on a circuit, perhaps alongside her with a sports bike, because we are certain that she would not have disfigured her at all!

Nice look, but rather minimal

Another feature and peculiarity of the Zero Motorcycles SR, which initially surprised us a little, is that from a product with which we step into the future, it would be reasonable to expect design and refinement in details and finishes, as well as that in the choice of the motorbike's components (good, but we are far from excellence), which in all sincerity is missing here. There isn't that "wow" effect, which some might take for granted, even in light of a price of almost 22 thousand euros (however, it's less than 19 without the Power Tank). However, if you look closely it is a well finished motorbike, it doesn't lack quality and is certainly well made, also in terms of ergonomics and more. However, we find a halogen front light (it seems to be that of the Yamaha MT-07), when one might expect a LED front light unit, or the electric blocks on the handlebar which are very essential, as is the ignition key, very simple and without transponders or anything else.

Beyond the instrument cluster, which connects via Bluetooth to your mobile phone to communicate and have an exchange of data, we can say that the approach is not the most innovative and futuristic one. Zero Motorcycles in this focuses much more on the point than on appearance, as also demonstrated by other choices, such as not having a rapid charger, a feature that benefits the buyer from an economic point of view and from that of the weight of the motorbike. It is optional and alternative to Power tank with which this specimen is equipped, which you pay with 20 kg more than the 188 of the “base” SR, but above all with an increase of further 3.000 euros about. All for 40-50 km more range.

Who is your typical buyer

The approach that a person who wants to think about purchasing a motorbike of this type must have is that of wanting to choose a cutting-edge product, because it certainly offers features and performances that are decidedly out of the ordinary, with the aim of using this means to move purely in urban areas. In this case having at least 150-180 km of autonomy available means being more than calm and serene. Throughout the day you can move as freely as you want with your motorbike, while when you return home in the evening you put it on charge. By doing this you don't need to do too many calculations and the fact that a full charge can take 11 hours isn't even a problem, because in the morning I'll still have 100% battery, whether the charging lasted 1 or 11 hours becomes an absolutely indifferent factor to the owner of the SR.

Superbike performance

In terms of acceleration, when using the SR in Sport or Custom mode (setting it in an "aggressive" way), the only comparison we feel like making is that with a Tesla Model S and, if you have ever driven one, you will understand Why. There is no supercar or sports bike capable of such instantaneous acceleration and recovery. The numbers say little, or at least they must be read knowing the characteristics of electric engines. The data that we have always been accustomed to using as the "principal" parameter to judge sportsmanship is maximum power. That of the SR is of 69 horses, delivered at 3.850 rpm. Nothing shocking, on the contrary, moreover they drop dramatically up to 30 if we take the continuous power figure. In this, without getting too technical, an electric motor differs greatly from an endothermic one, for example factors such as the temperature of the engine have a marked influence, which if it rises negatively affects performance. However, what becomes the most relevant data to understand what SR can be capable of is the maximum torque: 146 Nm! If you haven't jumped on the chair yet, we give you a parameter to help you understand better. A Ducati 1299 Panigale R, one of the best performing Superbikes you can buy, it stops at 142!

After starting in Eco mode, switching to Sport can be shocking!

Using the SR in ECO mode it is cheerful, but the delivery is very soft and fluid. Moving in Sport (or Custom), the SR becomes something that can really be scary, to the point that, in the first few metres, the lack of traction control makes it far too aggressive. A thin 140 rear tyre, narrow to give the SR easy handling and efficiency, struggles quite a bit to unload the enormous torque available and may not be easy to manage if you don't drive on more than perfect asphalt. However, it is enough to be a little careful and open slightly more gently in the first few metres, because after the SR he manages to discreetly unload all his impetuosity on the ground, throwing it forward with exceptional speed. In this it should be noted that the weight, which weighs heavily on the front axle, especially due to the position of the battery pack, never causes the front to lift. However, it is possible for the rear to slip, which as mentioned is put to the test by the impetuosity of the electric motor.

Mode and conversation with the cell phone

Using a cell phone and the free application with which to communicate with the SR, is essential to be able to make full use of the motorbike. Yes why Custom mode must be configured on your mobile phone, from which you can then perform numerous other operations. It can be used, for example, as a second dashboard, having a more choreographic display of the numerous parameters that can be monitored, while at the end of the journey you can read various data, such as that on consumption, the journey and savings, in a comparison with a motorcycle with an internal combustion engine.

The configuration of the customizable mode concerns the maximum power level, that of the engine braking with energy recovery by the engine, used as a generator, but also the maximum speed. Speed ​​that can reach up to 164 km/h, quite a few, but less than what could be obtained, using all the power available. It is a compromise, with a limitation introduced based on the fact that the extraordinary efficiency of the ZERO engine (we are talking about a declared figure of 98%, compared to around 35% of the best combustion engines), is partly lost at high rpm . This is also influenced by theabsence of a change, given that the SR is single-speed, with direct drive without clutch, with final drive with a thin carbon-reinforced belt, which directly connects the engine to the rear wheel.

Batteries and charging, all you need is a "printer" cable

The SR's grip in driving is surprising, not just in terms of performance. We travel in silence, hearing only the noise of the air and the hiss of the engine (which makes us less identifiable by those around us and which must always be taken into consideration), but the ignition is also "strange". Just turn the key and raise the side stand to "enable" the gas knob. Confirmation is given by a simple LED on the display and off we go. The SR's battery pack has a maximum capacity of 13 kWh, of which the truly exploitable part (nominal capacity) is 11,4. By choosing the optional Power Tank you increase to 16,3 kWh, of which 14,3 are usable. By doing some rather simple calculations you can estimate the charging time very easily, given that a 1,3 kW charger is integrated on the bike. It means that, by connecting it to the mains with a very simple cable, very similar to that of a printer or a household appliance, the SR absorbs approximately 1.300 W, completing a complete recharge, assuming that the residual battery level has reached zero, in a time close to 10 hours. The house declares it 8,9 for the basic SR, half an hour less to reach 95% (the batteries take less time in the first part of the charge, which gradually becomes slower), while the presence of the additional battery pack requires 11 hours. The rule of half an hour less to reach 95% always applies. If, however, you rely on the optional additional charger, the time drops to 5,2 hours for the standard version and 6,4 with the Power Tank. At most you can reach 2,6 hours and 3,1 hours, always with the quick charger, which is purchased separately.

The chassis and driving setup

The SR, in addition to being electric, is also a motorbike, so let's see some details of its chassis and how it rides. Let's find a very light aluminum frame, weighing only 10,4 kg, combined with one Showa 41mm upside down fork, with adjustment of spring preload and compression and rebound damping.

At the rear the monoshock is always Showa, with external reservoir and always adjustable both in spring preload and in compression and rebound damping. J-Juan is the partner of choice for the brakes, supported by a system Ninth generation Bosch ABS, with sensors on the wheel hubs. The front caliper is floating with two asymmetric pistons and bites a large single 320 x 5 mm disc, the rear one is 240 x 4,5.

Braking is good, with fairly short stopping distances and never seems to go into trouble, however the lever (adjustable with a refined control) often becomes a little too spongy, indicating that perhaps the second disk would have been welcome, especially with the additional ballast of the 20 kg Power Tank. The rear also seemed a little undersized.

What is surprising, however the Pirelli Diablo Rosso II tire at the rear is only “140” wide, while we find a 110/70-17 at the front. In the guide the SR is maneuverable and easy, given that it is small and compact, while the seat from the ground is low and makes navigating city traffic comfortable and practical, even when maneuvering while stationary. In this the maximum steering angle, rather limited, is the only small flaw of the SR. The presence of a different engine can be felt from many points of view. We mentioned the absence of noise, but vibrations are also absent, in addition to the gearbox and very limited engine braking, even absent in Sport mode. Together with the gearless transmission, this can sometimes lead to widening the trajectories, given that you cannot downshift, as would be intuitive to do as a motorcyclist.

The choice to leave both the left foot and hand free is strange, given that the absence of gearbox and clutch would have made us think of a logical scooter positioning of the rear brake, with the lever on the handlebars. Instead, the desire to keep it in the classic motorbike position, with the pedal on the right, prevailed. The peculiarities of the electric do not end here, because also the weight distribution makes itself felt and forces a process of adaptation in driving, which is initially not intuitive and which leads to progressive confidence in the SR. The weight is well positioned and placed quite low, but is very much shifted towards the front wheel and you can feel it on the handlebar when setting the curves. You have to guide her as she descends into the crease, up to a point where she seems to make a leap and suddenly insert herself. Not very natural and with a decidedly particular feeling at the beginning, once you understand how to manage it, even at the speeds that should be maintained while traveling, in light of the huge acceleration available once you take hold of the throttle, you can have fun with the SR, obviously especially in the sudden reaccelerations when exiting corners, but not only.

Price and guarantee

When it comes to battery life, the data sheet promises 732 kilometers (583 without Power Tank) of useful life and a 5-year warranty with unlimited mileage. We mentioned it, The SR's pricing is far from popular, since we talk about 21.820 euros, 18.750 for the SR without the Power Tank. It is not an economic saving factor that pushes you to buy a vehicle like this, because the initial investment is really important and, although the maintenance and "fuel" costs are very low, the return on investment is modest. Rather, as mentioned, we are in a phase where those who choose a Zero Motorcycles are a pioneer, who want to be ahead of the times and are willing to do so by investing a substantial initial sum, without expecting a direct economic return and by facing the compromises imposed by the absence of a tank with which to refuel in a few moments and continue on your way. Of course, the elimination or almost zeroing of costs for urban and medium-range travel is anything but a small advantage, but it takes second place compared to the fact of circulate with zero emissions and in total silence, among the gazes of the curious.

In Milan Zero Motorcycles are sold and followed by e-move.me, who we relied on and whom we thank for their collaboration for our road test. In Italy we find a good number of dealerships, including one in Messina, one in Rome and 7 (including the one in Milan) scattered across Northern Italy.

PROS AND CONS
We like it:
Simply crazy performance, running costs, zero emissions
We do not like it:
Challenging price, brakes, components not always at the top, constraints dictated by autonomy and charging times

Gianluca Cuttitta collaborated

Thanks for the photographs INGEGNERE

Tester clothing:

Dainese jacket, trousers, gloves and boots
Helmet: LS2 FF323 Arrow C Evo Fury Carbon