Bike Review | ZERO DSR/X electric adventure sport

I put a fortnight on ZERO’s flagship adventurer, the DSR/X, clocking up mountain sprints, weekday commutes and freeway slogs. It’s a jaw-droppingly quick, beautifully balanced machine, yet Australia’s charging gaps expose its electric Achilles heel.

“Twist the throttle and 229Nm hits instantly, enough for a verified 0–100 km/h just over three seconds and a governed 180km/h top-end”…

I love motorcycles of every persuasion, but the ZERO DSR/X delivers a grin I rarely get from anything with an internal-combustion engine. Turn the key, prod the starter, and the 75 kW Z-Force 75‑10X motor, with the highest torque of all ZERO models, whispers to life. Twist the throttle and 229Nm hits instantly, enough for a verified 0 – 100km/h just over three seconds and a governed 180km/h top-end (161km/h sustained). Aside from perhaps a Yamaha VMAX, or SR/F, I can’t think of a bike that is this quick. Mind blowing…

“Aside from perhaps a Yamaha VMAX, or SR/F, I can’t think of a bike that is this quick”…

On my first blast up the Old Road I forgot all about gears, clutch or engine noise, instead I became addicted to the silent surge, the way the 247kg bike pivots effortlessly with its wide handlebars, and the torque-slingshot exits no petrol ADV can touch. this thing is quick, and unfazed by bumps…

Tom Reynolds from ZERO Motorcycles came up North and we rode for a day on the SR/F and DSX/R. Not a bad day in the office! Tom was able to give me a full understanding of the tech on hand and take advantage of the settings.

Founded in 2006 in Santa Cruz, California, ZERO Motorcycles was one of the earliest companies to take electric motorcycles seriously. Starting with minimalist off-road machines, they developed proprietary motors and batteries that redefined EV performance. By the mid‑2010s they were fielding electric bikes capable of rivaling petrol machines.

The Z-Force 75-10X and Z-Force Li-Ion intelligent integrated system, 17.3kWh battery combo produce the most torque of any ZERO power combo. In Sport or Canyon modes, you need to hold on tight, a we mean it!

Today ZERO’s range stretches from urban commuters to this adventure-focused DSR/X, a fully electric ADV challenger, or is it? It has a 19in front and 17in rear wheel combo, decent travel, and ADV ergonomics. But it’s more a soft-roader…

Read our 2024 ZERO SR/F Review here…

That chassis deserves a good wrap though. A newly designed steel trellis frame mates to an alloy sub-frame, designed to handle the rough stuff and centralise mass. Ground clearance is a class-leading 246mm, and a rugged, coaxial swingarm suspends the rear. Underneath sit fully adjustable SHOWA suspension with 190mm travel front and rear, a BPF fork set and a piggyback shock that soak up anything you can throw at them. I stiffened the forks two clicks, added preload at the shock, and the bike coped through rough country roads well, while also handling smooth grippy hotmix and dirt roads.

19in front wheel, Pirelli tyres and J.Juan brakes.

17in rear wheel, Pirelli tyres and J.Juan brakes.

SHOWA fully adjustable shock, 190mm travel.

SHOWA fully-adjustable forks, 190mm travel.

Bosch’s Motorcycle Stability Control (MSC) adds linked braking, cornering ABS, off-road mode, Vehicle Hill Hold and drag-torque control. Each ride mode has an off-road option, ABS and TC are switchable also and it has a 6-Axis IMU for cornering TC and cornering ABS. Top level kit for sure… And it all works brilliantly to keep things on rails at all times, but turning off TC off-road is not recommended.

Mode switch, basic but easy to use switches.

Not quite premium, but they do the job.

Heated grips, radial-pump master-cylinder.

Belt drive.

Vibe free mirrors.

Easily adjustable screen.

The J-Juan radial four-pot front calipers gripping 320mm discs, and a 265mm rear, offer precise stopping power, decent feel and progressive modulation, and the system feels reassuring whether charging into dirt corners or twisty tarmac. The carbon belt drive with mud-clear sprocket and Gate Moto X9 belt adds to reliability without constant adjustment concerns. It’s all pretty easy.

Each ride mode has an off-road option, ABS and TC are switchable also and it has a 6-Axis IMU for cornering TC and cornering ABS. Top level kit for sure…

The riding experience is something very different. Over a 300km test ride covering urban, country, mountain twisties, smooth dirt and highways, the DSR/X surprised me again and again. In tight mountain roads it handles like a lighter sportbike despite its 247kg curb weight, with strong brakes and high clearance lending confidence. On smooth dirt it remains composed, though on tighter trails weight and torque can overwhelm traction.

The suspension is road tuned, though, and can’t cope with hard off-road use, it bottoms out pretty hard. In town it steers well at low speeds, despite the weight, and yes, I’d ride it daily. On the highway it’s smooth, with excellent wind protection from the adjustable screen and a plush ride, though motorway speeds chew through battery power fast.

The ZERO DSR/X is a lovely bike to ride on smooth dirt country roads and well maintained fire trail type tracks.

Battery-wise the ZERO is more unpredictable than some EV bikes including the ZERO SR/F. It features a 17.3 kWh battery (15.1 kWh usable) with rapid charging potential via optional Charge Tank or decent standard charging. Range claims are 288km city and 172 km highway. In practice, my main-day loop started at 279km range remaining and 100 per cent charge. Two hours later I was at 44km left, and after topping up to 86  per cent with a 6.2kW Type 2 charger, I ran low again mid-afternoon.

I started out with a range of 279km on 100 per cent but that was not the reality.

Type 2 Chargers are not so common these days at public fast chargers, you need to carry a cable.

Stopping at my local BMW shop, Worthington Motorcycle, Kariong, to use their charger.

After 100km, it was showing a range of 44km, that was with a mix of highway, country and Urban, so only 144km range… not quite 279km as shown.

Charging from 28 per cent to 110  per cent later at home took over five hours and was only showing 118km, clearly finicky and the AI range prediction based on riding style not quite spot on yet… Eco and Standard modes stretched range better, but hitting Sport or Canyon drained it fast. The custom BikeReview map set up in the ZERO Motorcycles app helped a bit, low power and max regend, but even after 300km riding, a reliable ‘true’ range remains elusive without long-term testing. Averaging it out over all charging and rides, I work it out to be about 180km range average for varied conditions.

After about 45-minutes I had 86 per cent battery and a decent range to continue my ride, but far from expected.

I later charged at home to 110 per cent and that only gave 189km, the AI estimates are off I think, possibly.

Function-wise the DSR/X is well thought through. The ‘frunk’ holds 28L with a USB port, but with the optional Charge Tank fitted like with ours, that is reduced dramatically (see images). Heated grips are luxurious, and the adjustable screen vents wind perfectly. The 127mm TFT dash is smart, clear, and integrated into ZERO’s Cypher III+ OS, which allows over‑the‑air updates, custom modes, parking mode and ride-mode switching on-the-fly. Quality is spot on but carrying the Type 2 cable in a bum bag or a backpack is a hassle, and I wonder about spare-part and service support outside cities.

Standing or sitting, the ergonomics of the ZERO DSR/X are well laid out and comfortable, a nice place to be…

The ergonomics are good, I am 187cm and I was comfortable standing or sitting, but as the range limits saddle time, I can only say I tested that for a few hours at a time… It’s not cheap. Ride-away begins at $41,800, and my test bike with Charge Tank, topped $50,000. For that, you could own most premium petrol ADVs and still save on fuel. Shortsighted maybe, but comparison is unavoidable. And there is no semi-active suspension, or keyless ignition.

Phone charger outlet is handy.

Comfy seat, there are multiple height options.

The Charge Pack takes up most of the original storage space, leaving what you see here.

12V general outlet is handy.

So what’s the verdict? The DSR/X is a contradiction: thrilling, highly capable, futuristic, yet geographically constrained. In EV-charged regions like Europe, California or Norway, it’s an elegant match of performance, functionality and comfort. In Australia you need route-planning skill, 200km loops, and patience for overnight charging. But for fast local rides, commuting or weekend adventuring, it’s pure joy if you can afford the huge price tag…

My final ride left me home with 50 per cent battery after mountains and motorway and only an $8 at a charge station ($4 max at home). A 200km hard day, ZERO fuel, all grin. Would I buy one? If I had access to reliable chargers, absolutely. As a true long-haul tourer in Australia? Range anxiety bites. Still, like it or not, electric performance isn’t just coming, it’s already here. Now we just need the chargers to catch up abnd the prices to rapidly drop down.

2024 ZERO DSR/X Specifications

www.zeromotorcycles.com.au

Price: From $46,800 Ride Away (June 2025)
Colours: Black Effect, Tungsten
Warranty: Two-Years on bike, Five-Years on Powerpack (unlimited km)
Claimed power: 75kW[100hp]@3500rpm
Claimed torque: 229Nm [169ft-lb] Top Speed: 180km/h
Wet weight: 247kg
Range: km Claimed (City): 288km (Highway): 172km
Range: km Measured (Combined) 180km.
Servicing: 1000km then 6000km or every 12-months (Owners Manual here)

Engine: Z-Force 75-10X passively air-cooled interior permanent magnet AC motor with enhanced thermal efficiency and increased torque output, 900 Amp controller with regenerative deceleration, clutchless direct carbon belt drive. Power: Z-Force Li-Ion intelligent integrated system, 17.3kWh battery (15.1kWh nominal), 6.6kW integrated charger, approx. 2.7h charge time (home), approx. 1.0–1.5h with optional Charge Tank via 12.6kW charging. Optional 3.6kWh Power Tank increases total capacity to 21kWh (cannot be combined with Charge Tank).

Chassis: Steel trellis frame, cast alloy sub-frame and footplate mounts.
Rake: 25.0º Trail: 109mm
Suspension: SHOWA 47mm Big Piston Separate Function forks, fully adjustable, 190mm travel; SHOWA piggyback reservoir shock, fully adjustable, 190mm travel, direct mount (no linkage).
Brakes: Bosch Advanced MSC with cornering ABS, dual J-Juan radial four-piston calipers with radial master-cylinder, 320mm rotors (f); single-piston floating caliper, 265mm rotor (r), switchable ABS and traction control.
Wheels & Tyres: Cast alloy wheels, 3.00 x 19in (f), 4.50 x 17in (r), Pirelli Scorpion Trail II 120/70 – 19 (f), 170/60 – 17 (r)

Dimensions:
Wheelbase: 1525mm
Ground clearance: 200mm
Seat height: 828mm (805 – 865mm)
Overall length: 2213mm
Overall width: 905mm
Overall height: 1465mm

Instruments & Electronics: 127mm TFT dash with torque meter, smart key, immobiliser, steering lock, tip over sensor, LED lighting, Bosch MSC cornering ABS & traction control (Street, Sport, Rain, Off), Drag Torque Control (DTC), five ride modes (Eco, Street, Sport, Rain, Custom), cruise control, heated grips, Bluetooth and ZERO App connectivity, integrated Battery Management System, optional Charge Tank and Power Tank.