Zero Adds Grunt For More Electric Motorcycle Pleasure

Zero is by far the largest selling electric motorcycle maker in the world. It offers a full line of models for both pavement and off road riders. At this year’s EICMA show in Milan, the company used the occasion to introduce its newly tweaked lineup. The big news is that all Zero electric motorcycle models now come with a new IPM (Internal Permanent Magnet) motor.  A new higher amperage motor controller permits faster acceleration times. The drive belt is now slightly wider to accommodate the extra torque of the IPM motor.

Zero S and DS

The basic Zero electric motorcycle is the S. Intended for pavement riding, the 2017 S comes with a 13 kWh battery and sells for $13,995. Horsepower is up from 54 to 60 and torque jumps from 68 to 81 lb-ft. It weighs 408 pounds and has a city range of 161 city miles. The dual sport DS sells for the same price, carries 5 extra pounds and has a slightly shorter range.

The big news for S and DS customers is that there is now a less expensive option that features two battery modules instead of four. The S 6.5 sells for $10,995 and weighs 313 pounds. Horsepower is 46 and torque is 78 lb-ft. Range is 81 city miles. The DS 6.5 is the same price, weighs 317 pounds and has a city range of 74 miles.

In previous years, Zero offered S and DS customers a choice of a three or four brick battery but it has decided to offer 2 and 4 brick models this year. The smaller battery pack is considerably less money and almost 100 pounds lighter. The smaller battery also leaves room for a lockable storage compartment. Zero believes the bikes with the smaller battery will be perfect as urban commuters with more than enough performance to be entertaining to ride and sufficient range for zipping to work and back.

Zero SR and DSR

There’s no half-battery option for the R series bikes. They are all about power and an exhilarating ride experience. With the new motor controller, torque jumps from 106 to 116 lb-ft. Horsepower is up from 67 to 70. Range and price are unaffected.

The 2017 Zero SR sells for S$15,995, weighs 414 lb and has a city range of 161 miles. An optional Power Tank boosts range to 202 city miles. The 2017 Zero DSR sells for US$15,995, weighs 419 lb, and go 147 city miles. An optional Power Tank boosts range to 184 city miles (296 km).

Zero FX and FXS

For dirt bike fans, the FX and FXS also feature more power this year. They are available with either a single brick 3.3 kWh battery or a two brick 6.5 kWh battery. The FX 3.3 sells for $8,495. It weighs only 247 pounds and has 27 horsepower and 78 lb-ft of torque. Range is 41 city miles. The FXS 3.3 costs the same, carries a few extra pounds and has a slightly longer range.

The FX 6.5 sells for $10,495, weighs 289 pounds, has 46 horsepower, and 78 lb-ft of torque. Range is quoted as 82 city miles. The FXS sells for the same price, weighs 293 pounds and has a range of 90 city miles. Horsepower and torque are the same. Both bikes are priced $500 less than last year’s models.

Zero has made impressive gains in both motor and controller technology but kept prices the same on most models. The top ZX models are actually less money than before. That’s the way to keep customers satisfied and build even more sales momentum.

Source: New Atlas  Photo credit: Zero Motorcycles

2014 Zero S ZF11.4 Review

The Zero S charges up while I enjoy some quality time at my favorite mall.

Last week, Zero Motorcycles handed me the keys to a long-awaited ride, a 2014 Zero S ZF11.4. I was completely blown away by the range, even without thePower Tank, and even riding the way I do- pretty much the opposite of hypermiling. I’m one of those people who thinks hypermiling is far more dangerous and wrong than speeding. Honestly, I just wanna go fast. If you want to go slow, that’s what busses are for.

Thus I was not ready to own an electric motorcycle until 2013, when I felt like they were finally fast enough to survive in LA. The 2014 Zero S is plenty fast to keep the CHP happy to see me and to compete in MWGP instead of M1GP. This is great news for sportbike enthusiasts looking for a bike that’s fun to ride, costs almost nothing to maintain, and can be refueled while you sleep, for a fraction of what it costs to keep a proper sportbike fueled.

Having ridden Yamaha R1′s pretty much every day since 2002, that is my primary comparison for the 2014 Zero S. My latest R1 has 158HP and 80 ft/lbs of torque. It’s like riding a 2-wheel Lamborghini- much more powerful and capable than most riders will ever need. But as they say, absolute power corrupts absolutely. Until one can find an acceptable substitute. A year ago, I bought my own Zero, a 2013 FX- a supermoto style bike perfect for devouring the mean streets of LA, but seriously lacking in range for any real canyon carving.

Once I took delivery of the Zero FX, I had to force myself to ride the R1 occasionally. It’s complete overkill and too heavy for daily riding around town compared to the electric FX. Plus with fuel economy of 20MPG, it’s almost as bad as driving a Lamborghini around, and a great way to support the poor, beleaguered oil industry. The  2014 Zero S is also a lot more fun in the canyons for a rider of average skill, like me, than the Yamaha Rocketship. Or any liter bike, really.  It’s 40 lbs lighter than the 2009 R1 and yes, boasts only 54 ponies and 68 ft/lbs of torque.

However, I never felt underpowered the whole day in Malibu or even on the LA freeways. I rode in all three modes at different times, and all were fine. I set custom mode to 100% for everything, and the regen didn’t feel excessive. On the FX, I keep the regen at 70%, because 100% is ridiculous. It feels like the bike is about to do a stoppie. Braking regen at 100% is fine on the smaller bike, but not “roll-off” regen. Sport mode and my “all fast all the time” custom mode felt the same, only maybe less regen in sport. This is new for 2014- the 2013 models had “sport” and “eco”.

Eco was where you could use the app to customize the bike. Now that’s in “Custom” mode, while Eco mode is determined by the factory. It’s easy enough to switch between modes while riding. I am still overjoyed that I can tune my bike with my PHONE. Top speed, torque, regen, and braking regen are all just a swipe away. Well, once you realize that you have to have the kill switch “off” to modify the settings. The app and bike are paired via Bluetooth, which is easy enough to sync once and never think about again.

I took a route I commonly take for Sunday rides on the R1. It’s about 60 miles of tight twisties and 40 miles of freeway there and back. We usually stop at The Rock Store and/or Malibu Country Mart for at least an hour. Because the rock store was closed on the Monday I rode, I figured I could make it to Malibu Country Mart.

I did indeed, with 25% leftover after pushing the bike much further and faster than I had the 2012 Brammo Empulse I tested on the same route. I had to skip Latigo and take the shorter, less fun Kanan Dune Rd to get to the Level 2 charging stations at Malibu Country Mart. There are also ample outdoor 110v outlets there, so charging the Zero is easy too.

The Zero S has a lower seat height than I like, at 31.8” (the FX is 35″) I’m 5’11 with a 34″ inseam. I was able to ride much better than I’d thought I would on such an upright bike. After 50 miles in the canyons, my knees hurt about as much as they do after the same route on the R1. Yet my ancient wrists felt fine. Normally they feel like shattered glass after about 20 miles on the R1. On the Zero S, the bars are high enough to not put pressure on my wrists, but low enough to easily counter steer into any corner.

Suspension is softer than the racetrack settings I’ve got my R1 set to. The softer settings are much more appropriate for city and canyon riding, especially considering 70% of LA streets failed LADOT’s grading system. It soaks up the bumps just fine and dips into the corners with authority. I felt more confident on the Zero S than I do on my R1, as it’s lighter yet has plenty of torque to get me where I want to go. Plus there’s none of that mucking about in the wrong gear wishing there was a 1.5th gear for some of the tighter twisties.

The Zero S is a proper sportbike disguised as a standard, thanks to the upright ergonomics. I suspect that and the pink leather jacket were enough to keep both cops from turning around to follow me, despite being the only other soul on those Malibu canyon roads on a Monday afternoon.

Range notes:

• Monday playing in Malibu: Used 75% over 62 miles- 20 on freeways with moderate traffic, the rest in the canyons riding as fast as I dared…which feels so very slow compared to the fast guys.
• 1:50 hrs later the S had 44% so I took the long way to Culver City via Piuma & Las Flores. Got to Culver City with 10% and the odometer reading 95 miles. Plugged in and was back up to 42% three hours later when I was ready to go home.
• Tuesday lunch with a friend: 54 miles round trip 90% on freeways with light traffic. Used 80% of battery pack riding like I stole it.
• All other rides were my usual short trips around town, for which the S has way more than enough range.

Source: Gas 2.

First Long Distance Test | 2013 Zero FX

Photo Courtesy of Philip Wayne. Yes, that’s comedian Alonzo Bodden just hanging out at the Rock Store.

A month ago, I took delivery of a 2013 Zero FX. My first impressions are here. It’s been a wonderful month, even as I’ve had to work hard to keep The Smug from blinding everyone around me. Well, putting in an 80-mile day on Sunday was a great way to temper The Smug. If you aren’t familiar with The Smug, please take a moment and familiarize yourself here in South Park. Granted, that episode aired way back in 2006 when lowly hybrid drivers could think they were cool. Not so anymore, now that pure EV’s are becoming almost as ubiquitous, and Tesla is profitable.

Having plenty of time, I made plans with a riding buddy for a day in Malibu, my favorite way to spend a Sunday. I didn’t change my settings, keeping torque and top speed at max, and regen at 65%. But I tried to keep my speed below 70mph and tucked way down for improved aerodynamics for the 17 mile, mostly freeway ride to brunch at Sunset Blvd & the PCH. Thanks to all that conservative freeway riding (including drafting a van as long as I could) I used only about 35% of the charge. Plugged in at brunch for about an hour and left for the canyons with 73% charge.

Oana rides a Yamaha WRX250 supermoto so we figured we’d have comparable bikes. The Zero FX has about twice as much horsepower and gobs more torque, but she’s much more experienced when it comes to riding supermoto bikes. This was my first time in the twisties on the FX so I was cautious. Supermoto bikes, with their softer suspension and more upright seating position, enable a much broader range of body positions than a 477 pound 177 horsepower rocketship. I had a hard time believing it really is OK to sit however you want, and essentially un-learn all the strict lessons I’ve internalized after a decade on R1′s. As you can see from my Cyclemeter route, the fun in the canyons was dramatically truncated (purple line indicates my usual route) due to needing to be back in Hollywood by 6PM. The Mile 19 average is where Cyclemeter decided I’d launched into hyperdrive and flown over the hill at 108 mph. Not possible on a bike with an indicated top speed of 85mph, which is actually closer to 75mph on radar, but amusing nonetheless.

It felt great to be out in my favorite canyons on a motard, to have a bike far less likely to launch me over the cliff into oblivion for the slightest mistake. The coolest thing about motards is they’re so easy to ride and so forgiving. This was no different. I really want to go out and play in Malibu more often, but it will either take spending the night somewhere in the vicinity before and after or installing CHAdeMO nearby, and getting the $1800 upgrade. I’d totally do it if the Rock Store installed a station. What’s interesting is that I stumbled upon LA’s ONLY CHAdeMO station while sniffing out a new restaurant being built near where I work. Why waste time with half measures like J1772 when we could charge so much faster? Sure, home charging doesn’t need to be more than 110, but for places where we’re just passing through, it’s great to be able to charge fast.

LA’s first CHAdeMO station. Now, about Malibu, Blink…

However, the bonus of having to hang around the Rock Store for a couple hours is that I ran into a lot of friends I hadn’t seen in months. I rode up with Oana, and didn’t subject her to waiting with me, then rode down to Malibu Country Mart with Christine & Emily on their Ducati superbikes. They were just enjoying a relaxing ride, so we didn’t set a blistering pace. I had about 20% when I arrived at the Rock Store, and about 35% when I left a couple hours later. The ride back was all downhill, and I knew I could make the 13 miles. I plugged in at Malibu Country Mart, having to park on the sidewalk in front of a store. The security guard asked me to move, then took a picture. After I explained that I couldn’t use the J1772 stations on this bike (which were actually full of pure electric cars today!), he said he’d tell his wife, who’s a big advocate for getting more charging stations into the Mart.

After a leisurely lunch, we took off down Sunset Blvd back into town. Except the pace was a bit much for the ~30% of charge I had left, so I barely made it to the next outlet 23 miles away where the bike refused to continue. I knew Everleigh restaurant used to let Brandon and Harlan plug in out front, but that has changed. So I limped through Sunset Plaza desperately seeking an outdoor outlet. I asked a maintenance man if I could just roll into the service hall and plug in, and he told me about the secret outlets in the planters in the plaza.

So I slowly rolled into the plaza and spotted one amongst the pansies. Seriously. Parked the Zero, did some window shopping, then decided to drop into the Verizon store to get my other LiIon battery charged. (I need to stop leaving the Mophie at home!) Sat and chatted with the salesman who was very interested in motorcycles and curious about electric ones. Thanks to the diet Red Bull I’d had at the Rock Store, I was happy to tell him allllll about it. An hour later I had to take off to meet up with some friends 3 miles away. Although the indicator was still flashing and showing no bars, I had plenty to get there, then plugged in (thanks to their extension cord!) and juiced up enough to get home after our dinner.

Yes, the Brammo’s J1772 and longer range allowed me to enjoy Malibu a lot more than I did on my Zero FX. However, the FX is not a direct competitor to the Empulse, and it’s still the winner when it comes to the daily battle that is LA traffic and barely paved roads. The Empulse competitor would be the 2013 Zero S, a version of which I hope to test at Laguna Seca’s REFUEL event. Things I learned on my Zero’s first 80 mile day- having a slow-charging bike makes for a better social life, and it’s funny trying to explain to parking lot attendants that you need to park near an outlet. Many minds were blown that day.

Source: Gas2.0

Zero Motorcycles thrilled to see e-bike tax credits survive fiscal cliff deal

PRESS RELEASE

-- Electric Motorcycles Again Eligible for 10% Federal Tax Credit --

WASHINGTON, Jan. 4, 2013 /PRNewswire/ -- Zero Motorcycles, the global leader in the electric motorcycle industry, today announced the company's complete 2013 model line of street legal electric motorcycles will again be eligible for a 10 percent federal tax credit for plug-in vehicles. In addition to the 2013 model line tax credit, customers who purchased a 2012 model from Zero Motorcycles are also eligible for a retroactive tax credit from the Federal Government. The tax credit was included in the fiscal deal approved by Congress on New Year's Day. The bill was signed into law by President Obama late Wednesday night. The entire Zero 2013 model line will be on display at Washington DC Motorcycle Show this weekend (January 4-6) at the Washington DC Convention Center.

Zero Motorcycles took the lead in working with Plug-In America and a coalition of other electric motorcycle companies to ensure the plug-in tax credit would be extended, including all plug-in motorcycles. Standing together with companies coast to coast, the coalition rallied Congress to take action and expand green jobs in this exciting new industry. Zero dealers, customers and fans weighed in as well, sending letters to Congress in support of the extension of these plug-in tax credits.

"Tax credits for electric motorcycles are not only an effective way to create jobs, but they are also an investment in clean energy technology. We think that America can and should lead the world in cutting-edge clean technology," said Jay Friedland , Vice President of Strategy and Sustainability for Zero Motorcycles. "The electric motorcycle industry is rapidly responding to our country's need for affordable and environmentally responsible transportation. We're pretty excited to combine our passion for motorcycles with something that benefits everyone."

After many months of consistent work with Congress, two major plug-in tax credits, which expired at the end of 2011 were extended as part of the final "fiscal cliff" legislation just signed by President Obama. The bill passed this week:

Extends the EV infrastructure tax credit from the beginning of 2012 until the end of 2013.
In the case of the 2-3 wheeled plug-in tax credit, this covers 10 percent of the purchase price, up to $2,500 maximum, and applies only to vehicles with a 4 kilowatt-hour (or larger) battery pack that can go over 45 miles/hr. The 2013 Zero S, Zero DS, Zero FX, and Zero MX all qualify for the incentive. These tax credits are also retroactive and apply for electric motorcycles or EV chargers purchased in 2012 as well. This means that 2011 and 2012 Zero models that meet the above criteria purchased in 2012 or 2013 are eligible for the tax credits.

Consumers are encouraged to speak with an authorized Zero Dealer to obtain more information about the Federal Tax Credit.
About Zero Motorcycles

Zero Motorcycles is committed to transforming the motorcycling experience by bringing to market highly innovative electric motorcycles that offer exceptional value and performance. Zero is powered by innovation, driven by passion, guided by integrity and measured by results. Through extensive research, insight and experience, Zero combines the art and science of motorcycle development to create and manufacture products that excite consumers and inspire brand loyalty. Zero is determined to be the preeminent global electric motorcycle company.

Follow Zero Motorcycles on Twitter @ZeroMC, become a fan of Zero Motorcycles on Facebook and check out what Zero is doing on YouTube at www.youtube.com/zeromotorcycles.

For more information on Zero Motorcycles or to learn more about its complete motorcycle line including the new 2013 Zero S, Zero DS, Zero FX, Zero XU and Zero MX motorcycles, visit: http://www.zeromotorcycles.com.

E-scooter, motorcycle sales will dwarf plug-in cars' by end of decade

Plug-in cars may be a lot larger than electric scooters and e-motorcycles, but when it comes to numbers sold, two-wheelers will outnumber four-wheelers by a huge margin by the decade's end, Pike Research says. It's a global trend that will be led by big organizations.

Demand from fleet operators like delivery companies, police departments and security departments will push annual e-scooter and e-motorcycle sales to about 18.6 million units by 2018, according to the Pike Research report. About four out of five e-two-wheelers in the world are being sold in China. E-bikes are attractive as fleet vehicles because their lighter weight allows for a longer single-charge range than many cars as well as performance specs that are similar to their fueled counterparts.

In a separate report last week, Pike said that global plug-in vehicle sales will total about 3.8 million units a year by 2020. About 50,000 plug-ins were sold in the US last year.

London police to patrol streets on electric Zero DS motorcycle

London's boys in blue are to embark on a greener era of patrol with the unveiling of the Metropolitan Police's first electric motorcycle: the 2011 Zero DS.

The police squad confirmed this week that it's to trial a Zero Dual Sport (DS) bike manufactured by Zero Motorcycles. The Met squad will use the electric bike in its Motorcycle Tasking Team and in its BikeSafe and ScooterSafe programs. Mick Cheeseman, sergeant in the Motorcycle Tasking Team, says the electric Zero DS will be tested "under everyday police conditions" to assess whether or not it's suitable for widespread use within the squad.

Zero Motorcycles Europe's managing director, Edwin Belonje, predicts London's police will be impressed with the electric motorcycle:

The Zero DS will provide them with an insight into the huge benefits of electric vehicles, including noise reduction – particularly relevant in pedestrian areas – reduced running costs as there are minimal servicing and maintenance costs associated with electric vehicles, and obviously lower fuel costs.

London's trial follows a similar action taken by the Scotts Valley police force in California, which has seen the department use the Zero DS for stealth patrol.



Source: Autoblog Green