2010 Zero S and DS Review —

18 Янв 2015 | Author: | Комментарии к записи 2010 Zero S and DS Review — отключены
Zero DS

The e-bike continues to evolve

by Pete Brissette

After its first street-legal bike summer – the Electric or Zero S – California-based Motorcycles has introduced the 2010 DS, a road-worthy dual-sport sibling and stablemate to a growing line of on- and machines.

The S continues as a 2010 with minor updates, and the two are nearly identical except the DS with a few changes to suit it for trail duty. Both of electric motorcycles perform to a “150cc to 250cc” 4-… bike, according to CEO Gene

To make the DS, Banman says replaced the S model’s street-oriented front and rear rims a beefier 17-inch front and rear, and swapped tires to knobbies. The rebound and compression-adjustable now provides 9 inches of travel, of 8, and different graphics set the bikes

Both the S and DS are rolling showcases of technology, including a unique manganese (Li-On) battery, an (without shock) alloy frame, specially-designed brake carriers that augment and a passive/active (airflow plus cooling system for the motor “Z-Force Air Induction.”

Of these Zero’s people are undoubtedly proud of their battery, was designed and is hand-assembled at the company’s Valley, Calif. facility.

some other Li-On Zero’s salt-based innards are resistant to getting hot or potentially fire from thermal The 58-volt at 70 amp-hour (4 kWh) is also low-voltage enough for to touch both poles wetted fingers and not receive a shock.

Because it contains of the toxic metals some Li-On batteries do, it is landfill although Zero’s VP of Worldwide John Lloyd, strongly that worn out batteries be back for recycling.

As with all vehicles, the battery represents the enabling and limiting factor in the of the art.

In Zero’s case, its battery is enabling because it four times more per unit weight than a lead acid battery, and enough to create a reasonably and powerful bike. But it’s limiting because gasoline about four times power per unit weight a Li-On battery, so Zero’s needs to be the bulkiest component on the

The curb weight for the S is 273 pounds; the DS is 277 This is about 100 lbs more the MX, Zero’s heaviest off-road The streetbikes’ battery assembly is twice the weight and output.

Zero’s dirtbike batteries, it is not set up for swap-outs, and including ancillary and on-board charger, it weighs 95 lbs about 34% of the total weight of the

This notwithstanding, Zero say they have created the electric bike battery on the They predict significant and improvements in its storage capacity-to-weight

Lloyd says all Zero’s are good for 1,000 full cycles, and as is typical for Li-On Zero’s battery can be stored on its charger for months.

If an owner it to irregular charging, it doesn’t a “memory,” and recharging as-needed is recommended, says Lloyd, that small recharging do not count toward the total.

on how drained it is, the battery can be replenished in hours or less by plugging a 110 or 220 volt outlet. In all, on conditions the bike is subjected to, the is estimated to last from to six years.

The expense of replacing a – which Zero “worn out” when its drops to 80% – would be the highest cost of long-term Because they are so new, and be under warranty for two years, the have no price set as of yet. In a of years Banman says a battery could sell for or so, but this might not be as bad as it sounds Zero predicts they have more capacity by – possibly as much as 30%

Because of a commitment to advancing its all Zeros are modular, and will improved batteries as they available. It is possible therefore a replaced battery could a Zero perform better when it was new by increasing speed, or both.

And unlike a gas-powered bike, work might be relatively Zero’s motor is estimated to five to 10 years, but thus far have worn out through use because the company only producing bikes about years ago. Banman hypothetical rebuilds would not the motor’s removal.

Instead it be a 25-minute job involving removal of an end to replace the brushes. He estimated the for such an overhaul based on a shop rate plus at about $150-250.

Speaking of Zero’s battery provides for the S and DS via a single brushed-type permanent magnet motor.

Lloyd he has seen this motor at about 30 hp and 65 ft-lbs of torque, but its delivery is completely different that of an internal combustion

If you are familiar with how electric work, you won’t be surprised to that max power is at 1 rpm. is about 2,600, and from the the motor begins spinning, power is available and remains flat to about 50% of max rpm, it begins to decrease at a linear

As configured, top speed for these bikes is rated at about 67 but they have been to see up to 71. They also get there as as one would expect from a motorcycle.

The bikes actually enough power to go much – up to 150 mph according to Lloyd but they might only it down the block at that before running out of juice. performance is limited as a compromise acceptable power and range the battery’s finite energy

Depending on how hard they are the S/DS can travel as far as 60 miles or so, but are intended for reliable trips of 40. This would include a mix of speeds and stretches of highway. If pegged at 67 mph on a freeway, Lloyd the S and DS are good for about 25 minutes.

The motor for the S/DS turns the wheel via a 420-gauge chain on a 16-tooth steel countershaft and 53-tooth hard-alloy rear In addition to the motor whine, the of the chain, while not really is one of the louder sounds produced these bikes are rolling.

A (quieter) drive belt was not in part, Banman says, belts don’t stand up to dirt and grit or to jumps, as one might encounter with a or supermoto.

Banman says a belt could be utilized on street models, as could a Velocity Transmission, as advances in power occur.

A CV transmission be an elegant solution, Banman and could effectively provide an trans that would the motor in the power zone to range and speed, while some weight to the motorcycle.

from the special alloy – which Zero is the lightest of its kind in the world the rest of these bikes are standard light-duty motorcycle

The bike rides on inverted and an 8-inch-travel rear monoshock. is handled by a single stainless-steel front rotor pinched by a caliper, and the rear stainless is squeezed by a single-piston caliper. are motorcycle brakes, not the downhill bicycle-derived brakes as used on Zero dirtbikes.

Also Zero’s X and MX dirtbikes, which use hand controls for front and brake, the S and DS employ a hand-actuated and foot pedal-actuated rear which Zero designed a clever internal return

Ergonomics are about what expect for motorcycles of this The S sits tall with a seat height (32-inch saddle optional). The DS comes in at 35 and 33 respectively for the standard or optional heights, thanks to the taller front wheel and tire.

and I had an afternoon to troll around the of Daytona on the S and DS, swapping bikes at

Turning the bike on involves a key that “arms” the system. A diagnostic check of the gauges, connection, voltage, and more before the bike is ready to

A green light then on if everything is okay. Alternatively, a light illuminates if the diagnostics a fault, whether at start up or the ride (We never saw the warning come on).

Data in the instrument package includes level, turn signal trip meter, and a speedometer.

Zero DS
Zero DS

A of the wrist got the bikes smoothly but they would not wheelie Zero dirtbikes will. We have slipped the clutch and it, but alas, that was not possible.

As the acceleration felt similar to a gasoline-powered motorcycle because our S and DS equipped with a revised grip-actuated electric throttle. innovation simulates the gradual increase of a regular bike, of the abrupt switched-on-like feel is normally characteristic for electric It will be standard on all S and DS models as of writing.

Coming to a stoplight, it was when surrounded by all kinds of gasoline bikes during Week. Our bikes were silent, and it was like being on a with the engine off – but if been dumb enough to the grip, we would have been proven wrong.

old time riders who like to blip the throttle will to lose that habit in a Once the bike is powered up – it is ready to go, which nearly found out the hard

“Depending on the type of bike, one of those that likes the throttle tube while at a just to hear the exhaust now and admitted Pete. “Thankfully the S and DS provide that instantaneous of torque that is possible e-motor bikes. The one time I that there isn’t a and blipped the throttle I was still to catch myself before the bike in front of me.”

affect peculiar to e-bikes was while coasting. There was no braking, and overall I found easy enough to get used to, and were novel, fun and we wished had more time to play them.

Even so, we did manage to the Zeros flat out. over a highway bridge we able to push them to shy of a screaming 70 mph.

Unfortunately, we did not discover any off-road to put the DS through its paces, but it performed to the S on pavement.

Pete did have criticism for the DS, however. He remarked the shock seemed a little on initial compression over the smallest high-speed bumps, and the exhibited quite a bit of stiction on Fortunately the suspension is adjustable, so a good chance many of the drawbacks Pete observed can be with a little tuning.

handling was light and nimble, but commented that steering on the DS a little vague, although he it was likely the result of the DS’ tires.

Ultimately braking was adequate, but not likely to make too easy.

“Initial bite the lightweight front brake set up is too Pete said. “It was disconcerting at times when I maybe the brake wouldn’t dig in to the The lever travels about 50 before you really feel application. I know these are light motorcycles, but they benefit greatly from aggressive stopping power, by a new system altogether or reworking cylinder bore size,

These bikes employ a electric converter to allow the battery to deliver 12 volts for the and lights. Since the S and DS were conventional 55/60 watt headlights, incandescent turn and brake light bulbs, I why Zero had not used LEDs or other technology that reduce draw on the ever-decreasing supply.

Last year’s S had a light, but Banman said the bikes were homologated for the and Europe. He added that and alternative low-draw headlights are for the future, but compared to the heavy-hitting they require very electricity, so the real solution is more battery power in years.

Zero is selling bikes through a variety of channels including online, and an list of selected dealers in America and abroad. These bikes have an MSRP of and are eligible for a 10% federal tax deduction. 21 U.S. states (and offer some degree of financial incentives that from $500 to $6,000 off the net price.

Currently, Colorado is leading the and Zero’s people are happy to do the and tell us that an S/DS in the Rocky Mountain State all kickbacks will be about

In all, we liked these for what they were. being the spoiled speed we are, we think they use more power. But even so, we not help but sense the energy of people who believe they are something revolutionary with first two street-legal motorcycles.

much as I like the sounds, and mechanical aspects of petrol-powered I have to admit it looks possible that e-bikes be a big part of motorcycling’s future,” said, adding, “At any if Zero’s products and zeal for are a reliable indication of where the industry is headed, I’ll embrace the electric motorcycle as of my riding experience.”

Banman the company receives funding Invus. a New York-based private firm. While Zero is not in the yet, and Banman is hesitant to outright projections, he says possible the company could profitability in as little as a couple

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