A Current Affair
Photo: Alex Washburn/WIRED
I cheated. I admit it.
My quest to live almost exclusively on a Zero DS electric motorcycle came to an ignominious end this past Friday. I had to make the trek to Laguna Seca, a 212-mile round trip from my home, and far beyond the 60-70 mile range of the Zero. With no quick charging option on the bike, there was no chance of making it on an EV. But it posed an interesting opportunity.
One of the rationales behind my six month experiment was to see if I could live full-time on two wheels. I've ridden before, but not regularly. So the experience has been a combination of learning to stay alive and stay electric. But I needed something to compare with the Zero; a gas-powered approximation of the DS to use as a baseline. So I rang up a local motorcycle rental shop and booked a 2012 BMW F650GS.
It was a wake-up call. From the suspension to the brakes to the overall fit and finish, the only things the bikes had in common were two wheels and handlebars.
To begin with: shifting. Because the Zero doesn't have a transmission and maximum torque is available at the twist of my wrist, my clutch hand had atrophied over the last three months. Clutch control, friction points, throttle smoothness, and gear selection were all things I had to re-learn. And the curve was steep for the first few hours and dozen stalls. But once I was headed to the track, the real differences between the Zero and the BMW began to show through. And it wasn't good for the Zero.
The first epiphany was the ride. The BMW actually has a sorted suspension. It soaked up bumps and undulations with the kind of ass-coddling comfort you'd expect of a modern machine from Germany. With more stroke and a softer rear suspension, it was a magic carpet ride compared to the Zero – even with 40,000 rental miles on the clock. Unlike the touring-oriented BMW, the Zero is more stiffly sprung, which is great when bouncing around backroads and slicing through city traffic, but on the highway it feels like there’s a chunk of rebar between my butt and the pavement.
The second realization was the amount of onboard electronics that provide everything from ambient temperature to fuel economy and how many miles until empty. All of it was clearly viewable on a big LCD screen, with a handlebar-mounted button allowing me to toggle from one bit of info to the next. The Zero basically has a speedometer, a "fuel" gauge, a few idiot lights, and that's it.
However, that's where the Zero smartphone app comes in, connecting over Bluetooth to provide all that information and more. But since it's not built in, I have to have the foresight to pull out my phone, strap it in the cradle, and load up the app before I get rolling. I love the app – particularly its ability to change the motor's power output and brake regeneration with a simple slider – but it's clear that Zero decided that building all that information on board was more expensive than using the rider’s smartphone. And I can't fault them for that, even if it's an occasional inconvenience.
"More than anything else that set the BMW and Zero apart was the sense of freedom."
But far and away, the biggest issue with the Zero are the brakes. And the BMW's stoppers mercilessly punctuated that point.
To begin with, the rear brakes on the BMW actually do something. Laying into both stoppers brought the 650 to an immediate halt when an inattentive minivan decided to make a last millisecond lane change. Even with the ABS disabled, there was no drama and no question that I would stop in time. I know the Zero would've done the same, but I'd be much closer to the mom-mobile's bumper.
The DS' front brakes are perfectly adequate and are actually a half-inch bigger than those on the BMW, but the rear brakes are nearly two inches smaller, and feel like pressing on a chunk of balsa wood. There's no feel, no progression, and more importantly, no confidence. And yes, I'm well aware that the front brake is the safest to use the majority of the time. But with rainy season approaching, that back brake is going to get more exercise, and my concerns grow exponentially each time a cloud forms in the sky.
Other notes from the ride: I missed softer throttle response and instantaneous wave of torque on the Zero. On the BMW, the process for passing involves contemplating what gear I need, pulling in the clutch, downshifting, then rolling onto the throttle with delicate precision. On the Zero, it’s just twist and go. But despite that torque, the Zero just won’t wheelie — not an issue with the BMW — and while the 95 MPH limit on the DS isn’t something I’ve flirted with on a regular basis, there’s something comforting about knowing the BMW doesn’t have any restrictions on speed.
Turning radius. The BMW actually has one, whereas the Zero requires multi-point turns to get situated when parking. The seat on the 650 feels like it's out of the Four Seasons compared to the DS, something I'm sure the aftermarket can address. And while I like the slightly lower seat height of the BMW when I'm stopped, I prefer the additional two inches of clearance on the Zero while on the road.
But more than anything else that set the BMW and Zero apart was the sense of freedom. If the 650 didn't have to be back at shop by 5 PM, there was nothing stopping me from leaving Laguna, hopping onto Highway 1, and not stopping until I crossed the border into Mexico. Not that I would, but I could. Which is one of the reasons motorcycles still have that rebellious sense of adventure. But let's be real.
I use the Zero for commuting, errands, and fun on the weekends, just like the majority of motorcyclists. We're all not Ewan McGregor and Charley Boorman – even if we think we could be. And as soon as I threw a leg over the Zero, I felt at home. I felt like I was riding the future. A better-than-beta version that was still waiting for all the kinks to be ironed out.
And when I got home and looked over the gas receipts from the trip, I did some back of the napkin math. In three months and 1,700 miles, I've spent $29.14 topping up the batteries on the Zero. In two days and a little over 400 miles, I spent $26.82 in fuel. It doesn't make the Zero's rear brakes any better or its suspension any more compliant, but like everything else in this world, it's all a series of compromises. And even at $16k — $5,000 more than the BMW when new — I’d still take the Zero as my daily rider. It would take a while to recoup the costs in gas savings, but for my purposes, the Zero fits the bill 95 percent of the time. Although having something petrol-powered in the garage for the occasional road trip wouldn’t be out of the question.
#### 2013 Zero DS ZF 11.4 | $15,995
Engine: Z-Force™ air-cooled brushless motor
Horsepower: 54
Torque: 68 LB-FT
Transmission: Clutchless direct drive
Top Speed: 95 MPH
Weight: 395 lbs.
Wheelbase: 56.5 inches
Seat Height: 34.4 inches
Front Brakes: 12.3-inch single disc with Nissan 2 piston caliper
Rear Brakes: 8.7-inch single disc with Nissan 1 piston caliper
Front Suspension: 38mm inverted forks
Rear Suspension: Piggy-back reservoir shock
Front Tire: 100/90-19
Rear Tire: 130/80-17
#### 2012 BMW F 650 GS | $10,155
Engine: 798cc water-cooled inline two-cylinder
Horsepower: 71
Torque: 55 lB-FT
Transmission: Six-speed with wet multi-plate clutch
Top Speed: 100+ MPH
Weight: 395 lbs. (dry)
Wheelbase: 62.0 inches
Seat Height: 32.3 inches
Front Brakes: 11.8-inch single rotor with single piston caliper
Rear Brakes: 10.4-inch single rotor with single piston caliper
Front Suspension: 41mm telescopic fork
Rear Suspension: Double sided aluminum swingarm
Front Tire: 110/80-19
Rear Tire: 140/80-17
