Can A Zero Motorcycle Improve With Age? Yes.

I bought my 2020 Zero Motorcycles SR/F in December 2019. As I approach the 5-year mark and pass 22,000 miles, it’s gotten better with age thanks to the magic of firmware updates and a company that cares about its customers. 

Post your Zero SR/F questions or comments here.

In terms of wear items, I’ve replaced the tires at 10,000 and 20,000 miles. In both cases I likely could have gotten an additional thousand miles or more out of the tread before reaching the tire cord. 

Tires have been lasting on my SR/F significantly longer than on my old Kawaski Vulcans, which usually chewed through rear tires by about 8,500 miles.  

I replaced the Zero’s belt at 20,0000 miles out of an abundance of caution, although it wasn’t showing any abnormal signs of wear. Outside of that I’ve had the dealer change the brake fluid once since I’ve owned it.  

I also took it in for two minor recall notices that didn’t affect the operation of the bike. Once was for a cruise control improvement and the other was for a rear rotor bolts torque check. 

That’s it for maintenance since there’s no oil to change, chain to lube or coolant to replace. 

In terms of range and fun: it’s actually gotten better.  A big reason for that is Zero’s over the air firmware updates.  

Since I first bought the bike Zero has overhauled its LED gauge cluster via firmware updates, which in my opinion was a nice improvement over the original design. The cluster is broken into information sectors, which can be easily swapped depending on what information is most important to the rider. 

For example, I personally like to have both trip mileage odometers showing along with the time and temperature. But some riders prefer seeing watts per mile, or maybe motor temperature and battery temperature. 

Those functions are easily swappable thanks to Zero’s upgraded app. 

Zero also boosted my SR/F’s charging speed from 5.8 kW to 6.6 kW with a firmware upgrade performed by the dealer. Zero charges for the update but at the time my dealer had a “firmware updates for life” promotion that allowed me to claim the unexpected upgrade for free. 

Zero also made a new reverse gear feature available to 2020 model year owners.

Here’s what really has me sold on the Zero brand. About four years into owning the bike I started noticing a slight drop in range. The bike would only charge to 98%.  

It also developed what some in the Zero community have referred to as “magic charging,” where the indicated charge increases by a few percent during a ride or after the bike has been turned off a while, even though the reality was the battery was of course continuing to discharge.

I reported the issue to Zero, which had me download and email-in my bike’s log files. Zero then reached out and said I needed to take the bike into my dealer to have its battery checked more extensively.  

After more log files were exchanged, Zero decided my battery should be replaced. It shipped out a brand-new free warranty-replacement pack. Better yet, the new pack has a 15.6 kWh rated capacity, compared to my bike’s original 14.4 kWh pack.  

My SR/F now has more range than the day it came off the showroom floor back in 2019. 

The new battery should also hold up well over the long haul since it has the latest cell chemestry and has a real capacity of 17.3 kWh, although Zero capped it at 15.6. But that’s okay. With that much buffer I’m guessing the battery will likely last a decade or more without any noticeable range loss. 

What this tells me as an owner is that Zero cares about its customers. Zero warrants its battery for five years with unlimited mileage. 

My 2020 SR/F still brings a smile to my face every time I ride it.  It still feels great. The Showa suspension is holding up well although the front disc rotors have developed a slight pulsing under braking, likely meaning either the rotors or pads are starting to warp. 

It’s not enough for me to bother messing with yet, but still, that is a weak spot given I rarely encounter heavy braking situations thanks to the bike’s excellent regen, which quickly slows me down when I leave off the throttle. 

Although I also own a Yamaha Tracer 9 GT+, the SR/F gets the most saddle time because it’s so much fun. That’s especially true during our hot Florida summers since my Zero doesn’t put out any noticeable motor or battery heat, whereas with the Yamaha I can quickly lose my cool while sitting at traffic lights.  

My SR/F has also been very economical, although that’s somewhat offset by the high upfront cost. Here in Florida a good number of Level 2 charging stations are still free and my local utility gives me a $7 per month credit for charging off peak.  

That means many months I’m able to basically ride for free in terms of fuel costs. And of course I don’t have mess with oil changes or chain maintenance. 

The rest of what I said in my 10,000-mile review of my SR/F still holds true. I’m looking forward to the next 20,0000 miles of adventures on my SR/F and I hope you’ll come along for the ride. 

The post 22k Mile Review: Zero SR/F Gets Better With Age appeared first on EV Rider.

This week on EV Rider we’ve got a tail of the tape, a direct comparison between LiveWire’s S2 Mulholland and Zero’s 2024 base S model. The 2024 S has the same battery size as my personal 2020 SR/F that is seen in some of the video shots.

I’ve owned the 2020 model year Zero Motorcycles SR/F since 2019 and recently got to spend a day with the 2024 S2 Mulholland featured in the video at the top of this post, courtesy of Adamec Harley-Davidson. During my day with the LiveWire I racked up more than a hundred miles (see full Mulholland review here).

First let’s go over LiveWire vs. Zero pricing. For the 2024 model year Zero makes variations of its S-line motorcycles. The fairest comparison is to Zero’s base S model, which carries a retail price of $14,995. The Mulholland starts a thousand dollars higher at $15,999. Keep in mind prices may have changed by the time you read this or watch the video and those base prices don’t include any dealer discounts or potential incentives. 

The S-line Zeros featured in the video are the 2024 S and a 2020 SR/F Premium. The 2024 SR/F features a bigger battery than my 2020 and a lot more torque than the base S, so when referencing stats I’ll be referring to the 2024 Zero S to keep this comparison fair. 

The Zero S and Mulholland are closely matched in a lot of ways, with the biggest difference being battery sizes. The S comes with a 14.4 kWh battery with 12.6 kWh of usable capacity,  while the Mulholland has 10.5 kWh of usable (nominal) capacity.  

When it comes to torque and horsepower, both bikes have more than enough for most of us but the LiveWire screams with 194 lb-ft and 84 horsepower. LiveWire says that’s good for a 3.3 second 0-to-60 mph run, which based on my seat of the pants experience feels right.  

The Zero S has 97 lb-ft of torque and 65 horsepower. If you want more you’ll have to step up to the SR/F but that’s really a closer competitor to the LiveWire One, so we’ll stick with the S.  

The Mulholland also wins in the weight department coming in at just 432 pounds compared to 492 pounds for the S. The Mulholland sits a little taller than the SR/F.  

Out on the road they both feel light on their feet. Around town I’d say the Mulholland feels a bit more flickable although the Zero’s lower seat height (31-inches vs. Mulholland’s 31.75-inches) makes for a more comfortable experience when you’re stuck at stoplights since more riders can flatfoot the Zero.  

In terms of overall comfort, the Mulholland wins hands down. The Mulholland’s seating triangle is more relaxed compared to the Zero’s more aggressive riding position. The Mulholland’s seat is also more comfortable as the miles start piling up.  

Next let’s move on to build quality. I’ve got to give the nod to the Mulholland. Nothing against the Zero. I own the Zero featured in the video at the top of this post. But I’ve got to say I felt the fit and finish is superior on the LiveWire. That makes sense. Harley has been in this business a very long time. When it comes to range, the Zero beats the Mulholland all day long.

Zero says the S will go up to 101 miles in a 50/50 mix of city and interstate riding at 70 miles per hour. LiveWire does its testing a bit differently but says you can expect 91 miles going 55 miles per hour. 

Out in the real world it quickly became clear the 2024 Mulholland has significantly less range than my 2020 SR/F, which had the same size battery as the 2024 Zero S. 

When it comes to handling, that’s tougher. I didn’t get to spend enough time with the Mulholland to be able to make a good assessment on but first impressions were strong.  

You can’t really go wrong with either of these bikes. They’re both great urban commuters, although if you want to do some light touring you’ll probably want to lean toward the Zero. 

That’s simply because you’ll get a few extra miles of range before you need to stop for a charge. Even here, there’s not a clear winner because the base model S only charges at 3 kW, while I saw a 5 kW peak charging speed from the Mulholland and I’ve seen other Mulholland owners report 5.5 kW peak charging speeds. 

Back on the road the two bikes take a different approach to braking with the Zero using dual J-Juan discs upfront while the Mulholland features a single Brembo. 

Both have antilock brakes with the Zero using Bosch’s Base Motorcycle Stability Control system and LiveWire using cornering enhanced antilock brakes.  

When it comes to the guage clusters I prefer the Zero because it displays more information and allows for more customization of what is displayed. However, the Zero doesn’t offer navigation. At the time of this post Zero had pulled its navigation after troubles during beta testing. I do not know whether Zero plans to reintroduce it via a firmware update.

The LiveWire’s navigation is attractive, offering a full map view. The Mulholland also offers multimedia controls, which the Zero lacks, allowing Mulholland riders to easily control their music apps.

If you were to ask me which bike I think looks better? That’s a tough call. I really like the look of both motorcycles. I know that’s a bit of a copout but let’s face it, styling is subjective anyway.  

Both bikes feature a wide range of riding profiles and allow the rider to customize things like torque and regen. Both motorcycles also feature over-the-air firmware updates, meaning even fewer trips to the dealer for service.

Adding it all up, if we stick to the base model Zero S, which bike wins? To me, the Mulholland. It’s got the base S beat due to the LiveWire’s stronger performance and more premium feel.  

But it’s a razor thin margin when you consider the Mulholland costs more and has a smaller battery. 

As I said earlier, if you’ll be sticking to primarily urban use cases, you can’t really go wrong with either bike. If you’re looking for a more all-around EV motorcycle with faster charging and more range, then the LiveWire One or Zero’s SR/F, SR/S or DSR-X are worth a look.

What do you think? Would you go for a LiveWire or Zero? Let me know in the comments and for additional details be sure to watch the video at the top of this post and if you enjoy it, please give the video a like and subscribe to my YouTube channel so I can bring you more adventures in EV motoring 

The post LiveWire S2 Mulholland Vs. Zero Motorcycles S appeared first on EV Rider.

If you’re considering buying a used Zero Motorcycle, here are few shopping tips to consider. 

There’s no getting around the fact that electric motorcycles are expensive, but the good news for preowned shoppers is when it comes to buying a Zero, like many of their gasoline counterparts, their value tends to drop pretty fast on the used motorcycle market, making a gently used Zero a potentially attractive proposition, especially when the low fuel and maintenance costs are figured in. 

For the purpose of this post and video I’m focusing on used bikes from the latest generation of Zeros. This generation platform first debuted in 2019 for the 2020 model year with the SR/F and has since expanded to the SR/S, SR and DSR/X. 

Related

• Owner Review: Zero SR/F After 2 Years & 10K Miles
• Zero Motorcycles SR/F Vs. Kawasaki Vulcan 900 Classic LT

Zero also offers a variety of lower priced models based on earlier platforms. But those bikes are topics for another day. 

The majority of the SR/F and SR/S bikes that have hit the used motorcycle market have 14.4 kWh batteries, although the newest bikes now come with a larger 17.3 kWh battery.  

When considering a used Zero perhaps the most important thing to try to figure out is its battery health. Unfortunately, it’s also the toughest thing to evaluate without special equipment. But there are a few questions you can ask and things you can look for that will provide some clues. 

When you’re heading out on a test ride set the bike’s trip odometer to zero. If you don’t know how, ask the owner to reset it for you. Take notice of how quickly the battery drains as compared to the miles ridden.  

If you’re riding the bike in mild or warm temperatures at speeds of 55 miles per hour or below, expect to see a range loss of roughly one percent per mile if it has the 14.4 kWh battery. If the percentage loss is much higher than that it might be a sign of a battery that’s had a hard life or is degrading faster than usual. 

If you’re leaning hard into the throttle during the test ride, then this idea won’t work since you’ll naturally be chewing through the charge at a much faster rate. Batteries are also sensitive to temperature so if you’re riding on a cold day expect lower range. 

Ask the owner of the motorcycle about his, her or their charging habits.  

If the owner always charges to 100% and leaves the bike sitting for days or weeks at a time plugged-in, then the battery may have had a harder life. Zero says, “unplugging the charger when not needed ensures the best long-term health of your power pack.”  

Conversely, if you get on the bike and notice it’s at less than 30% of charge, that might also a bad sign. Zero specifically advises owners to never leave a power pack sit below 30% for extended periods of time. 

Another thing to check is whether the owner has been taking advantage of Zero’s built-in battery management program that allows riders to set their bikes to charge to a pre-determined level, such as 70 or 80 percent.  

If an owner has been using that feature, chances are the bike’s battery health is good. 

Ask the owner how much the bike is averaging per charge. If it’s anything below 70 miles, that might be a reason for concern.  

Riding style and temperature play a huge role in range so it’s not necessarily a deal breaker but if the owner is getting less than 70 miles of range, especially if it’s in city stop-and-go traffic, that’s a bad sign. 

I’d also recommend staying away from any Zero that hasn’t been garage kept since all bikes decay faster when kept outdoors. Exposure to constant rain, sub-freezing temperatures and baking hot sunny days can’t be good for the electronics or long-term battery health. 

Because Zero’s have so much torque, another item to carefully check is the belt. Look for cracks or any missing teeth.  

If you see any, just realize you’ll need to replace the belt soon to avoid risking having it snap during a ride.  

My 2020 SR/F is still on its original belt with more than 15,000 miles but I don’t lay into the full amount of torque it offers very often. 

Other general motorcycle inspection tips include the usual stuff such as checking for leaky brake lines, fork leaks, lights or electronics that aren’t working or abnormal tire wear. 

As with gas bikes, if the bike’s brakes grab abnormally that could be a sign of warped brake rotors or discs but also remember that Zero’s have anti-lock brakes so a bit of pulsing is normal.  

With the bike turned on, take note of any error messages. If the bike has any errors a tiny triangle logo will illuminate. If you see the triangle, you’ll want to use the bike’s mode function to navigate to data, then errors and jot down the error code or codes showing.  

If the owner can’t explain the error code, you can look up the code to see if it’s something to be concerned about by using these resources:

• Official Zero owners’ manuals
• Zeromanual.com error codes (wiki maintained by Zero owners)

Zero SR/F’s and SR/S’s come standard with a 3.5 kW Level 2 charger that also works with Level 1 household outlets. Make sure the charger still has its Level 2 NEMA 6-20 outlet adapter. 

You’ll want to verify the bike spools up properly when plugged into charge. If for any reason it doesn’t power up within a few seconds, that may be a reason to walk away on the spot, unless it’s a case of the owner having set up an off-peak charging profile.

Related: Off-peak charging could get you thousands of miles worth of free fuel each year

If the owner has set up a profile, ask the owner to disengage it so a charging check can be done. 

When it comes to used SR/F and SR/S models be sure to confirm what you’re getting. They’re offered in two trims, standard and premium. 

Premium models come with double the charging speed, which came from the factory with maxing out at 5.8 kW once charging losses are figured in. They can also reach 6.6 kW if an optional Cypher Store unlock is purchased from Zero.  

Correction: An earlier version this story incorrectly stated cruise control was not originally included on standard SR/F models. Zero has confirmed to EV Rider that it has in fact been included on all SR/F models since they were originally released.

2022 and newer SR/F’s and SR/S’s are all basically premium models when it comes to hardware. Now Zero sells software unlocks for things like a parking mode and heated grips while the SR has basically taken the place of the previous version of the SR/F standard model. 

You’ll want to confirm what Cypher store upgrades the bike has and check the prices on anything you want to add before agreeing to a purchase price. Zero has confirmed to EV Rider that Cypher store upgrades are good for the life of the bike and will transfer to the new owner. 

Another thing to know before buying a Zero is whether there is a dealer in your area.  

While any competent service technician should be able to handle things like a tire swap, when it comes Zero-specific parts and electronics, that’s likely going to require a dealer. Although, Zero did tell me it does partner occasionally with independent repair shops to support individual repairs.

Related: Zero Motorcycles dealer locator

You’ll get most of your firmware updates over-the-air but some owners, including me, have seen updates fail to install occasionally, requiring a visit to the dealer to keep your bike up to date. 

The good news is that you should be visiting the dealer much less often with a Zero as compared to gas bikes since there is no coolant, oil, or filter changes; or a need to mess with stuff like clutch, chain and valve adjustments. 

If you’ve got any questions about Zero Motorcycles, go ahead and post them in the comments and I’ll do my best to answer them or at least point you in the right direction. 

If you’ve found this EV Rider post and video useful please give it a like and subscribe to my YouTube channel.   

The post Zero Motorcycles SR/F & SR/S Buyer’s Guide appeared first on EV Rider.

Let’s get this out of the way right up top; practically no one is going to cross-shop a Zero Motorcycles SR/F and Kawasaki Vulcan 900 Classic LT. Yet here we are, comparing two motorcycles at opposite ends of the spectrum. 

I own both bikes, so I figured why not do a tale of the tape. 

My Vulcan is a 2009, but Kawasaki is still making the same bike in 2022. Meanwhile, Zero’s SR/F is evolving. The 2023 model year SR/F comes with a bigger 17.3 kWh battery than my 2020 SR/F’s 14.4 kWh pack, although outside of that it is also the same basic bike. 

Post your SR/F or Vulcan questions and comments here

Let’s start with handling. No surprise here. The Zero crushes the Vulcan. If you can imagine the difference between driving a new sports car and an old sedan on a curvy road, that sort of sums up the difference. 

With instant torque, Bosch stability control, anti-lock brakes, dual discs up front and no gears to mess with, the Zero just blasts in and out of corners, making me feel like I’m a much better rider than I am. 

Conversely, taking tight turns on city streets is a chore on the big, heavy Vulcan. It’s a porker with a wide turning radius and it’s easy to scrape the LT’s floorboards. The 2023 Classic LT has a curb weight of 657 pounds, while a 2023 SR/F has a weight of 500 pounds. 

Despite the Zero’s lighter weight, it also feels more confident at interstate speeds. The Vulcan’s floaty suspension is fine if the pavement is smooth but expansion joints, rain grooves and other imperfections easily upset it. 

In the city is where the SR/F really shines, especially in the summertime, since there is no heat coming from an engine or exhaust to bake you while you’re stuck sitting in traffic.

On the performance side, by now, just about all motorcycle fans know high-end EVs crush quite a few gas bikes when it comes to acceleration – and that’s especially true here.  

It took me a month or so of ownership before I worked up the nerve to try the SR/F at full throttle in Sport mode. New Zeroland reported a 0-60 time of 3.12 seconds when demo riding a 2020 SR/F. 

Because of all the nannies, achieving perfect 0-60 runs without lifting the front tires or losing traction is easy with the Zero. 

As far as the Kawasaki goes, MotoSnax got made it to 60 in 6.9 seconds on a Vulcan VN900, which is about 40 pounds or so lighter than my loaded Classic LT. 

At speeds of 70 miles per hour and below the Vulcan is perfectly happy to keep chugging along all day, but at higher speeds I find myself wishing the Vulcan had a sixth gear to quiet the revs of its smooth V-Twin.  

Meanwhile, the Zero will happily and near-silently maintain any reasonable speed you throw at it. 

For the two performance numbers that really count, the Vulcan has 57 lb-ft of torque, while the SR/F has a whopping 140 lb-ft. 

When it comes to fuel economy, the Zero is a strong illustration of why EVs are catching on. My Vulcan’s lifetime average is just over 41 miles per gallon on regular, while the SR/F gets the equivalent of 206 miles per gallon on the interstate and a staggering 404 mpg equivalent in city riding. So think in terms of pennies instead of dollars when it comes to the Zero’s fuel cost. 

After more than 14,000 miles of riding, my SR/F is using an average of just 69 watts of power per mile. To put that in perspective, that means it costs me about 97 cents to ride 100 miles based on my utility’s current per kilowatt rate of 14 cents. 

Where the Vulcan crushes the Zero is range. It can go about 215 miles or so with its 5.3 gallon tank. My Zero struggles to reach 100 miles of range per charge in all but stop-n-go city rides. A new SR/F would probably see about 120 miles of range in the same riding conditions, and even more with an available Power Tank extra battery option. 

In terms of comfort, as experienced motorcyclists know, what is a comfortable riding position for one rider can be agonizing as the miles pile up for another.  

It’s all about the pressure points on the arms, back, neck and butt. Unlike cars, most motorcycles don’t have adjustable riding positions, so that alone can knock a bike out of consideration, depending on your body type. 

I find both bikes tiring after a 100-miles but I’d rate the Vulcan more comfortable on longer rides due to its stretched-out riding position, although the posture it encourages is harder on my back, while the Zero’s more aggressive stance is harder on my forearms and legs. 

I’ve added adjustable risers to both bikes to help with comfort and added Zero’s lowered footpeg kit on the SR/F. I’ve also added a Corbin seat to the Zero and a seat cushion on the Vulcan.

Whether you find the style of either bike attractive is subjective, but I’m a fan of both. The Vulcan’s retro vibe with acres of chrome is a throwback that still appeals to me, while I also like the sleek, modern lines of the SR/F.  

The Vulcan has that old school charm for those of us that still enjoying shifting and a more mechanical experience. Speaking of shifting, its neutral can sometimes be hard to find at rest or low speeds. It does include a heel-and-toe shifter, which provides a nice variation on longer, leisurely rides.  

Perhaps the greatest strength of the Zero is that it’s a bike that will grow with you. Because it’s relatively light, has no shifting and strong handling, it should be confidence inspiring for new riders. 

The SR/F has adjustable levels of torque and stability control. So new riders can start off with the lowest torque level that will feel roughly like a 400cc bike. Then, as their skills increase, they can gradually up the performance to sport bike levels. That way there’s no worry about misjudging throttle response when first starting out. 

Both bikes have belt drive. The Vulcan keeps its instrumentation simple with a speedometer, fuel gauge and one small LCD display that you can switch between the odometer, trip mileage and a clock. 

The Zero’s gauge cluster is – as you would expect – fully digital and highly configurable. The one you see on my bike in the video at the top of this post is actually outdated since it hasn’t been updated yet to Zero’s latest firmware, which includes a redesigned gauge cluster. 

The Zero also gives you ability to record your rides with a  smartphone app that keeps track of things like energy usage and lean angles.  

At this point you might be thinking, so why would I ever consider a Vulcan, or any gas bike for that matter? 

The two primary reasons the Vulcan is still in the game comes down to value and range. 

A 2022 Classic LT, which is Kawaski’s fully optioned Vulcan 900 cruiser option, was priced at $9,499 at the time of this video’s posting, while a 2023 model cost $9,999.

Meanwhile, a 2023 SR/F, before options will set you back $23,795. Those options can quickly add up if you want things like faster charging and luggage, easily pushing the price over $26,000.  

The 2023 SR/F does include standard niceties like cruise control and heated grips that aren’t available on the Vulcan. 

If you are a high mileage rider, you may find that over the life of the bike the fuel savings may be great enough to negate the high up-front cost of the SR/F.  

In theory, maintenance costs should also be less with the Zero since it doesn’t use oil or coolant or have as many moving parts. Although, I have seen some Zero owners report mechanical and electronic issues, so just like a gas bike, there are no guarantees once the warranty expires. 

The Vulcan does have one clear advantage that the Zero can’t come close to matching – and that’s the ease of long-long-distance touring. Refueling times are much slower on the SR/F, and in some areas, chargers can be tough to find. If you ride a 2020 SR/F Premium to near 0% you’ll spend more than an hour-and-a-half charging it back up on a Level 2 J-1772 charger.

If you’re a motorcyclist that rides less than 150 miles in a day and lives in a region with a strong charging infrastructure, you’ll likely find the SR/F a more enjoyable bike than the Vulcan 900 Classic LT, at least based on objective measures like handling and acceleration.

As for the general vibe, they really can’t be compared directly since they are going after different riding and styling preferences.

For anyone considering an electric motorcycle, you’ll find a lot more information about EVs on the evrider.tv motorcycles page.

If you’ve enjoyed EV Rider video in this post please give it a like and subscribe to my YouTube channel so I can bring you more adventures in EV motoring. 

The post Zero Motorcycles SR/F Vs. Kawasaki Vulcan 900 Classic LT appeared first on EV Rider.

Just about every motorcycle is a joy to ride on the first day. But what about after two years and 10,000 miles?

This is where the Zero Motorcycles brand starts pulling ahead.

I bought my SR/F in December of 2019. Since then, my only cost has been electricity and the majority of my road trips have included free fuel. That’s because there are still quite a few free Level 2 charging stations here in Florida.

The bike has been problem free.

The only maintenance I’ve done is put air in the tires and do the customary checks from time-to-time, like taking a look at the belt.

I’ve got a new set of tires on order, which will mark my first visit to the dealer for service since buying the Zero.

Although I’ll be switching to Michelin Road 5 tires, I’ve been perfectly happy with the Pirelli Diablo Rossos it came with. At 10,000 miles there’s still tread left. The Diablos have held up better than I would have guessed.

Once I put the bike in the shop for a tire swap the dealer will also be doing a cruise control recall service – although I’ve had no issues. They’ll also be performing a rear rotor bolts torque check, which Zero also recommended in a separate recall notice.

That’s it. The rest has been nothing but fun. For those of you who have never ridden an electric motorcycle, you’re missing out.

By now you’ve heard all the stories and seen the videos about the never-ending torque and once you’ve experienced it, you’ll probably never want to go back. That combined with the SR/F’s handling, anti-lock brakes and Bosch stability control makes it a grin-inducing experience at every turn.

The first question I always get about my SR/F is, “how far will it go?” My short answer: about a 100-miles. The more in-depth answer is the longest I’ve traveled in a single charge is about 116 miles with about 5% of charge left.

I’ve found Zero’s 2020 range estimates for my SR/F have been spot on. Zero estimated 99-miles at 55 miles-per-hour and 82-miles at 70.

Since buying my Zero I’ve made a few modifications.

I added two sets of LED turn signal bulbs with built-in resisters, an MRA windshield, along with a Corbin seat, which was made in Hollister, California; which is about an hour from Zero’s Santa Cruz factory.

I also installed a set of Rox risers, which made a big comfort difference for longer rides. For anyone interested in the details on the risers, here’s a link to the post and video I did on them.

One of the first things I did after buying the bike was install Zero’s OEM luggage rack designed by SHAD along with a top-box to go with it.

I’ve been happy with the Zero’s build quality with two exceptions.

Occasionally after riding the bike in the rain or after washing it condensation sometimes appears at the edge of the gauge cluster. It’s not a big deal and quickly dries out, but on a high-end bike this, it isn’t an issue I’d expect to see.

The Shad rack also missed getting a top-notch quality control mark. One of the bolts didn’t fit properly, forcing me to make a trip to the hardware store.

For anyone considering adding a rack, I’d recommend instead going with the SR/S model’s rear rack system, which is more attractive and will also give you a larger passenger seat.

In terms of what I’ll be doing next to the bike, I’ve ordered Zero’s lower foot peg kit from the SR/S so I’ll have a slightly less aggressive leg stance. I’m also planning to buy Zero’s software unlock that will up my charging speed to 7kWh.

So would I recommend the SR/F? Yes, but with a caveat that I’ll get to soon.

I cross shopped my SR/F against Harley-Davidson’s LiveWire and Energica’s Eva Ribelle.

The Harley was knocked out of the running fast due to its crazy-high price, which was about $30,000 at the time, and by its lack of Level 2 charging speed.

Since then, Harley has spun off the LiveWire into its own brand and made the price much more competitive.  But, it’s also pulling the bike out of most Harley dealers and didn’t fix the lack of Level 2 charging speed.

I did seriously consider the Energica but I preferred my the SR/F’s lighter weight, styling, belt drive and the fact that the SR/F is assembled in America.

I found the Eva pretty top heavy and harder to maneuver at low speeds. Plus, there’s no Energica dealer yet here in Jacksonville, Florida.

Despite being electric, both the Energica and LiveWire use oil-based lubricants. Fellow YouTuber Sam Baker did a demo oil change on his Energica Ego.

Editor’s Note about Sam Baker’s video: Newer Energicas have simplified the fluid change process and lengthened the interval between fluid changes. For more information see the comments section for this video story or visit Energica’s website.

Thankfully – at least from my perspective – Zero went with an air-cooled design for its bikes

For anyone considering an electric motorcycle I’d advise you to study-up on your region’s charging options before buying.

Regardless of what EV motorcycle you choose, there are compromises. Zero has far and away the fastest Level 2 charging available in the industry at the time of this video’s publication.

If you’re planning to do a significant amount of long-distance interstate riding, then the LiveWire or an Energica might be a better option since they both come with Level 3 CCS charging, which Zero still wasn’t offering at the time of this video’s publication. With Zero’s Rapid Charger and Cypher Store unlock, Zero’s can reach charging speeds of up to 13kWh, although most U.S. Level 2 chargers aren’t set up to charge that fast, with the majority only reaching charging speeds of 6.6kWh or less.

By comparison, Energicas can charge at up to 20 kWh per hour using CCS chargers and up to 3kWh per hour on Level 2 chargers. Some other factors to consider: CCS charging is thought to be harder on batteries and usually significantly more expensive than Level 2 charging. Most experts advise using CCS Charging only when needed to maximize the life and range of a vehicle’s battery.

Unfortunately, the perfect bike that includes high-speed versions of both types of charging doesn’t exist in showrooms yet.

The new Zeros are offering bigger batteries with up to 113-miles of range on the interstate, while Energica has made significant strides in getting the weight of its bikes down.

The 2022 Eva Ribelle weighs 573 pounds while a SR/F weighs 500 pounds. But the Ribelle comes with a standard 21.5 kWh battery.

Zero offers a 20.9 kWh Power Tank option. Zero doesn’t list the weight on the Power Tank, but I’d guess it probably hikes the weight to about 545-pounds, given the unofficial Zero manual website listed a Power Tank for a Zero DS as weighing 45 pounds.

Objectively, I can’t recommend the SR/F over its primary EV competitors due to Zero’s lack of CCS charging.

But subjectively, I obviously prefer the SR/F.  The good news for motorcyclists is there is finally a decent number of EV choices out there, and for me, the SR/F topped the list.

If you have any questions about my SR/F that I failed to answer in this video, let me know in the YouTube comments and I’ll do my best to answer your questions.

And if you enjoyed this episode of EV Rider please give it a like and subscribe on YouTube so I can continue to bring you more EV-adventures and reviews along with the people and places in Florida.

The post Owner Review: Zero SR/F After 2 Years & 10K Miles appeared first on EV Rider.

Two Zero SR/F riders – one from Jacksonville, the other from Winter Garden, Fla., meet up in Daytona Beach to cruise A1A and Main Street.

The post Daytona Beach Zero SR/F Meetup appeared first on EV Rider.