![]() But then, that’s why there’s the DSR with 116 ft-lbs. The DS could use a lot more than 81 ft-lbs to make it truly feel like an electric motorcycle. The DS felt so sluggish compared to my 275 lb FX that I often wondered where all that torque went. Charles Fleming at LA Times had the Zero DS 6.5 while I had the 13, and he was able to make it to work all week and just charge on the weekends. Obviously, it’s got twice as much battery. ![]() The 2017 DS has about twice as much highway range as the 2017 FXS 6.5. Which is logical, but range anxiety doesn’t always listen to logic. 50% on the FX is a MUCH shorter distance than on the DS. He didn’t need to do that, as he’d held back a bit the whole way up, accustomed as I am to what those bars mean on the FX. It’s a popular destination for motorcyclists, and they welcome any EV to plug into the 110v outlet in their parking lot at any time. Robert rode the DS up Angeles Crest Highway to Newcomb’s Ranch, 36 miles from home, up a 5,000 ft hill. I knew I could run the FX down below 50% battery on this ride, since the return route would be a shorter and slower 8.6 mile ride on city streets. This overheating problem has been fixed in the newer models, so of course I never saw that light on the DS, nor did Robert. Within a couple miles at 70 mph, the warning light usually shuts off. Which it did, about 7 miles in, while riding the 2013 FX. Zeroes WILL slow down when they’re about to overheat, so it’s best to just slow it down to 70 mph when that light starts flashing. The 2013 FX, with it’s 85 mph (indicated) top speed had a bit of trouble keeping up with traffic, especially when the engine started getting hot. ![]() It’s 15 miles of mostly highway, and practically empty by LA standards. Meanwhile, I rode my old FX the long way to a client in the Hollywood Hills. That’s 60 miles R/T at high speed with ~10% left to spare. I also didn’t have to plug in, or hold back on the 30 mile return ride. However, it was awesome being able to ride as fast as I dared, even breaking the ton and finding top speed on a ride to Braid Theory’s Ignite22 in San Pedro. I even get pulled over riding at the speed limit. OK, at ~70 mph is how they measure it, and I didn’t test range at top speed the whole time, because I’m a cop magnet. Range on the DS is indeed as advertised at close to 150 miles around town, 70 miles at top speed on the freeway. A DS scrambler would be so cool I’d even ride it (patiently) to Babes Ride Out. Hollywood Electrics has done some gorgeous customs, like this FX café racer. They’ve been able to start spending money on better suspension and brakes and such. It’s been exciting to watch Zero improve quality while reducing price, as the cost of batteries has been dropping. OK, this is a cost-saving measure, but it’s a shame for Zero to miss out on the scrambler trend. It’s got those funny-looking scrambler tires, but otherwise looks the same as every other Zero. In my opinion, the DS should be a scrambler. The DS has far more appropriate tires for sand riding, and is considerably lighter at 413 lbs. He said that riding that bike in the sand was like trying to steer a heavy sled. He’s also ridden the Thruxton on a grand tour of northern Mexico, including in a few miles of sand. His other bike is a Triumph Thruxton, a 494 lb beast best suited for bringing a cute bird home from the pub. Robert, on the other hand, thinks the DS is the ultimate city bike, as he likes a more planted feel. Both models are great for daily commuting in a city with some of the worst pavement in America, or if your commute includes dirt roads. Well, the newer FX’s are even better, but I own mine, so that’s an advantage worth keeping when money is tight. I’ve been riding my FX(S)* every day since 2013, and consider it the best streetfighter ever made. We argued over which was the ultimate urban warrior - the Zero DS or the Zero FXS. ![]() Robert and I took it through the paces both around Los Angeles and off road. Zero entrusted us with a 2017 DS 13.0 for a month.
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