Old age vs New Age
Life long biker, former drag racer, ex-bike shop owner, engineer. And now electric bike convert. Pip Higham rides the new Zero SR/F. He likes it…
Zero is my name… can you hear that hum? That’s the sound of tomorrow beckoning...
I’m sitting here looking out of the window every few seconds waiting for the arrival of a Zero SR/F. I’m excited. From what I’ve read the Zero will be unlike anything else I’ve ridden. We’ll see. I already have an electric bike, I converted my Trek bicycle a few years ago, with the 36 volt battery off my Bosch mower. It goes like stink and I love it. The only other electric I’ve ridden was a Winn City, it used a Singer Gazelle starter motor and a pair of six volt Reliant Regal batteries. I ran over a brick on the way down to Swinton on it and the front fork snapped. I had to carry it home! Oooh my carriage, or my bike to be more precise, has arrived. It’s ten thirty and it’s chucking it down. On close inspection the Zero turns out to be a chunk, but beautifully finished and loaded with quality components. It is clear that Neal Saiki, the founder of Zero Motorcycles, and his protégé Abe Askenazi obviously like bikes and understand what appeals to motorcyclists. Not all motorcyclists I hasten to add – this bike is, for my money, the VW Golf of bikes. It’s not trying to leap tall buildings or lap the ’Ring in seven minutes. Quite where it will fit in the array of bikes out there is still uncertain. Let’s see if I can get under its skin…
Cognoscere est vincere: to know is to conquer
I spend a while reading the online manual. It’s pretty complicated but covers stuff relating to set-up rather than getting bogged down with endlessly repetitive warnings about lighting the blue touch paper while wearing inappropriate clothing. I hate excessively wordy manuals – make the product intuitively correct and leave it to sensible people to make rational decisions. The diagrams are clear and simple, my kind of manual. One ‘mode’ button action appeals to me: return to the riding screen while in any menu screen by holding left. That one sounds good, no faff, back to base. There’s also a nice simple section on the factory fitted heated grips. I couldn’t help laughing at this – they are pretty clued up at ground Zero, they know we like to keep our fingers warm in any language.
I’m intrigued to see what, if any, maintenance is required. Other than brake pads, tyres and an occasional drive belt there’s nothing needed. More time to spend riding.
Charging. But not like a wounded Rhino
There is a Zero branded bag which contains the charge cable. Like every other part I’ve seen its quality shines. A piece of wire that’s quality? Yup, the cable is supple yet very substantial and there’s a stonking great connector for the bike and a superior plug at the business end. I tentatively plug it in and energise the charging process. The display lights up green and tells me stuff I need to know – most importantly the state of charge (SOC). I get the feeling that I may well encounter Three Letter Acronym Overload (TLAO) in the near future.
LEDS blink peacefully on the display and on the charge plug. This bike has a heart beat. I sit for twenty minutes just watching.
A few digits toggle back and forth and all appears to be reassuringly well. One hundred per cent clocks up on the display interface and there is a gentle click as the Zee drifts gently off to sleep. Lights out.
MOTOR
Early EVS used motors sourced in the industrial sector due to their rugged construction. The current weapon of choice is generally alternating current (AC) based. The SR/F has a stonking chunk of a motor (200mm wide, 260mm in diameter) producing 82 kilowatts (110bhp) from the 900 amp, three phase AC internal permanent magnet unit. The magnets are Neodymium magnets and achieve their power, ‘are you ready for this?’ By virtue of the fact that the tetragonal ND2FE14B crystal structure has exceptionally high uniaxial magnetocrystalline anisotropy. Well I warned you! Apparently this refers to the orientation of the crystalline structure of the magnetic elements which go to make up the rotating part of the motor, these crystals are aligned uniformly which increases their magnetic-ness.
Out there on the road, but not like they do it on the Youc hoob. We’re off into Manchester’s urban clutter
A fair bit of the footage I’ve seen of the Zero is slightly mental, various chaps smoking the tyre because they can, and generally acting daft. But I’m keen to see if the Zee will look after me in the normal give and take, hurly burly, of west Manchester’s urban clutter. On a wet day. Let’s go for a ride…
Well that’s interesting. After five miles I’m beginning to wonder why bikes have clutch levers? With the mode set to Eco I set off onto the A580, a dual carriageway with several very busy Gatsos. Zee is on his/her/its best behaviour, the surface is damp and I’m acutely aware of the re-gen capability while in Eco mode. If I have a positive setting – that is open throttle – then Zee is just like a very quiet, very well behaved big bike. But as I transition to closed throttle the effect of the re-gen is
CONTROLLER
Controller technology is an area that gives up little. That is, people who know the answers don’t tell, which is understandable when their secrets have cost zillions to perfect. I can’t even see the controller on the SR/F. It could be the size of a matchbox (doubtful) or as big as Keith Richards’ life story. Quite what is in there who knows? And Zero, despite my polite requests, aren’t saying.
BATTERY
Battery configurations are changing at an amazing pace, from lead acid in the early days via Cyclon cells to the original Lithium 123 cells, which look like a normal torch battery, to the pouch style batteries that are being used in the current crop of EVS, both bikes and cars. Just to complicate matters Tesla have developed their own adaptation of the 123 cell by increasing the size and energy density. I don’t pretend to know or understand the science behind battery evolution, in fact, there is an argument for not even calling them ‘batteries’ any more as now they are more akin to capacitors. It’s complex with a capital ‘C’.
felt immediately, to the extent that normal braking is virtually eliminated. On the basis that most motorcycle braking is performed at say ten to twenty percent of the brakes’ capabilities – use of much more than that in normal traffic conditions would soon result in unwanted contact from any number of comatose drivers texting or simply unaware of anything outside their metal cocoon – the regenerative braking is beneficial in terms of energy preservation. But is it how I want to ride?
With a couple of quick thumb flicks on the left hand multifunction switch I change to ‘rain’ mode, this reduces the torque available and also backs off the re-gen effect. Now I know I’m getting on a bit but I don’t feel that the ‘reduction’ in available torque has any adverse effect on the riding experience, the thing is blazingly fast in a way that isn’t easy to describe. But let me try. There are hundreds of occasions when the best way to avoid a threatening situation is to create a gap between you on your bike and whatever tractor, HGV etc you happen to encounter. The Zero can, without drama, fuss or raised volume put you into that safer zone as quickly as your brain can make the decision. Much has been written about instantaneous torque and the ability of electric vehicles to pick up their feet in a heartbeat and I’m going to repeat that assertion – the Zero eliminates any unnecessary debate or speculation about whether it can perform adequately in a potentially tricky situation. You think it, the Zero does it.
The facts are interesting, but irrelevant
Given my slender frame I start by being a bit bothered by the 225kg weight quoted for the Zero – my yardstick for a comfortable weight is based on a late ’50s Triumph Speed Twin which at 180kg is 45kg less than the Zero. But, with my feet planted firmly on the deck, I never feel anything other than comfy, even negotiating road works, pedestrians and wet manhole covers is a breeze. In these circumstances the sophistication of the throttle is beyond reproach – it’s light and at low throttle openings the power delivery is beyond precise. It’s micrometer perfect and I can turn round with the boss on the back, feet up, without any hesitation. The reaction of drivers confronted with a silent bike is slightly bizarre. Usually they just look a bit puzzled, but never (so far anyway) annoyed or aggressive. I rather like that – perhaps my rebellious days are behind me? Changing direction, at any speed and for whatever reason, is easy and quick. The avoirdupois makes its presence felt but, in the absence of Mark Marquez laying a last minute block pass on me, hustling the Zero is a source of great amusement. I’m not sure I’d want to be swapping paint round the Corkscrew, but on our local moorland roads it’s lots of fun and the ability to pick up speed instantly helps to hide my natural inability to charge round the country at death-defying speeds. I try not to do death-defying these days.
‘It’s not a wolf in sheep’s clothing, it’s Usain Bolt with a sensible mac on’
Save the pennies and the pounds…
When I set out for my initial amble I didn’t know what to make of the 84-mile range assessment on the display. But, fifteen miles further on, the figure has risen to 95 miles. How so? Well, I’m not sure, but I think Zee’s weighing up my riding habits and re-calculating my predicted range. In fact, I have the feeling it performs this task on a second by second basis but doesn’t feel the need to share anything other than the happy
news. But it does make me think the previous user had more fun/ drier roads than I’m enjoying. We shall see.
After a fifty mile jaunt, during which the range continues to rise I clock the SOC and it’s at 71%, so 30% has yielded over fifty miles entertainment; Zero’s range claim of 150+ miles is starting to make sense. Working on the basis that the weather might buck up sufficiently to allow me to have a decent ride tomorrow I plug in the charger. Within about an hour we’re up to 100%. Happy.
Go quietly, but carry a big stick
Eventually I get a ride out on dry-ish roads and now I get a bit more opportunity to get to know Zee better. Boy this thing is quick. On long fast curves it’s a breeze, the Showa suspension is firm and very happy on any mix of surface that badly maintained Lancashire can chuck at it. I love that I can make rapid progress anywhere without attracting attention – it’s not a wolf in sheep’s clothing, it’s Usain Bolt with a sensible mac on. I manage to get a few more miles on and I can recall running a 1260cc GSX with a Rajay Turbo running about 20 pounds of boost on the road for a short while. When the turbo spooled up the buzz was fantastic, the Zero does all that and more besides.
I’ve seen the truth and it makes no sense
My views on the Zero are pretty simple: it’s incredibly quick, it’s easy to ride, and although my tenure has been short it’s easy to like. But there’s more to it than that. I, like many other bikers, love the aesthetic appeal of an R1 or a Bonneville and in this respect I think the Zero has unfinished business. The motor is a purposeful lump of technology but it’s contained in an aluminium housing that looks like it belongs in an air conditioning unit and the battery containment is anonymous. It’s drab, I don’t understand which bit is performing which task and I have no idea where the control mechanism is hiding. I’m sure I don’t need to know any of the above, but I sure as hell want to! I want to see sculptured pieces of technology that fit together like the parts of a contemporary Japanese or European sports bike. Similarly the frame is perfectly adequate for the task, but I want more for my seventeen or so grand investment; the black steel trellis, beautifully constructed as it is, is not in keeping with the job in hand. Am I missing the point? Is the technology not enough to make me want one? Possibly, but we are a fickle lot and I think Zero need to examine the other protagonists in the field and up their game. I’m not a betting man but if I was I’d bet they have plans to achieve more kerb appeal, maybe an aluminium perimeter frame and/or styling. And who knows, the next generation of battery technology will reduce range anxiety and speed up the charging process. I have no doubt that the Zero in its current form is just the first salvo across the bows of convention. Can’t wait for the next chapter.
SPECIFICATIONS:
Price £18,490 otr Engine 900 amp, 3-phase AC Power 82kw/110bhp (clmd) Torque 140 lb ft (clmd) Top speed 124mph (clmd) Range City: 161 miles, motorway (70mph): 82 miles (clmd) Economy (equivalent mpg) City: 430mpg, motorway: 219mpg (clmd) Charging 80 mins to 95% using rapid charge (clmd)