Like most electric vehicles, the SR/S is most comfortable around town.
Vincent Picone
As it stands now, it’s safe to say electric vehicles are very obviously the future. Like most modern technology, battery tech is improving at an exponential rate and rapidly closing the gap to its internal combustion counterparts in terms of performance and practicality. In the electric motorcycle sector, Zero Motorcycles is emerging as a clear class leader and its latest model, the SR/S, isn’t without its flaws but is easily the most civilized and modern motorcycle on the road heading into spring 2021.
In the past 12 months or so, electric car manufacturers like Tesla, Nio, Rivian and Arrival made significant progress in their own ways and as far as the stock market is concerned, the EV industry is firmly on everyone’s radar. When it comes to on-road presence, the sales numbers back that up too. While electric motorcycles have a much smaller market share, they’re constantly growing in popularity and rapidly closing the gap to their fuel-burning familia on price and performance as well.
The first fully-faired bike from Zero looks the part of a sport-tourer but still suffers from one or … [+]
Vincent Picone
On paper, the Zero SR/S makes the best case for an electric motorcycle yet. The Premium model with the Power Tank gives you a 200 mile range, if you stick to just city streets and the charge time it takes to go from 0-100% is down to just 90 minutes with the rapid charger. Power output is a very Ducati Monster-esque 110 horsepower and 140 lb-ft of torque and the top speed is capped at 124 mph.
If you never left the city, the SR/S would be in the running for the best motorcycle in 2021 regardless of power supply. The SR/S, and electric motorcycles in general absolutely thrive in concrete jungles, but turn a wheel on the highway and the SR/S immediately feels out of its element. Ironic seeing as how Zero classifies the SR/S as a sport touring machine.
The plastic bodywork of SR/S might look like it’s defining characteristic, but it’s the tweaks Zero … [+]
Vincent Picone
To Zero’s credit, it claims the highway range of the SR/S is 99 miles, which is achievable. The caveat is you have to stay below 55 mph to see that figure. And for any one who lives in the New York City area (or has ridden on any major highway, really), at 55 mph you’re getting passed by cars at an unsettling speed difference almost the entire time.
When I did venture out of the city on the SR/S, I took a day trip from Brooklyn to Islip, out on Long Island. It’s a 56-mile jaunt with a ride time of just over an hour. A task anmost gas-powered bike owners wouldn’t think twice about.
When I left Brooklyn, the range meter read 204 miles, but at real world highway speeds, that number plummeted worryingly fast. Stay at steady highway speeds or introduce a playful wide-open throttle twisyou and the battery drains so fast that, if it were a conventional bike, I’d think someone threw a lit match in the gas tank.
When I got to my destination, with just 60 miles in range to spare, 1) I had never been more excited to see a 220v outlet in someone’s garage, and 2) I was relieved to know I was spending the day there so the bike could charge for the return trip home.
Subtle changes make the SR/S an even better city bike than its naked stablemates.
Vincent Picone
Despite building the SR/S as a “sport tourer” with a slightly longer wheelbase and softer suspension than the SR/F, Zero accidentally designed it’s best city bike yet. The suspension feels more suited for the rutted and dilapidated asphalt New York City refers to as streets and the extended wheelbase, lower footpegs and raised handle bars make it a comfortable daily-rider. And, with the way Zero expertly hides the weight so low in the bike, getting the 505 pounds worth of motorcycle to turn and weave through traffic is effortless.
The Zero SR/S is hands-down, one of the best city bikes I’ve ever experienced.
Vincent Picone
A major weak point on the SR/S is the digital display and interface. What was once the most modern-looking gauge set up on any motorcycle only just a year or two ago, feels extremely outdated.The menu toggle switch on the handle bar felt clunky and didn’t always respond and the way you have to cycle through the menu pages to get ride modes and basic information was a hassle.
By comparison, the Indian FTR, which I rode the week before (and feels like it’s powered by coal and the spirit of the Industrial Revolution by comparison), has the most user friendly touch screen display I’ve ever laid hands on. Hopefully the deal Polaris struck with Zero will see Indian’s interface make its way to the SR/S successor.
The Zero dashboard is one of the more attractive units on the market today, but I’m looking forward … [+]
Vincent Picone
There’s clearly a major industry shift happening, but if you’re a die-hard internal combustion enthusiast who’s dreading the EV singularity, you still have a few more years to doomsday prep. Luckily and wisely, Zero isn’t trying to replace your fuel-burning sport bike with the SR/S (for now). It’s aim is to be another category entirely and therefore a different riding experience altogether.
It might be listed as a “sport touring” motorcycle, but as it stands now, with the way the world is in 2021, the SR/S is the most modern city bike you can buy. Granted, it’s on the more expensive side at $19,995 for the standard model and $21,995 for the upgraded premium model.
Vincent Picone
Until the technology gets to the point where range anxiety on highway rides are a thing of the distant past, Zero would be wise to stick solely to city-centric customers. The battery technology of electric bikes just isn’t ready for sustained high speed riding and attempts to venture into that arena at the moment are quixotic, at best.
