https://www.motorradonline.de/typen/top-10-beste-motorraeder-2019-testredakteure-highlights/January 1st 2020
Translation with DeepL
TOP 10: THE BEST MOTORCYCLES 2019MOTORRAD test editors name their favourites
No 1,000 points or test bench curves count here. It's all about big feelings: Which motorcycles from the 2019 test year have driven themselves into the hearts of the editors?Number 10:
Zero SR/F (Peter Mayer)
Seldom have we had more severe reader reactions than in the top test of the Zero SR/F. Because as omnipresent as electric mobility and the benevolent discussion about it is in the automotive segment, it is not currently penetrating the motorcycle community any deeper. And the Zero cannot invalidate the arguments of the electric opponents. Too expensive! 24,000 euros - otherwise this figure would at best be under a sales contract for a six-cylinder BMW. Short range! 140 kilometres on the country road, 65 kilometres on the motorway are sobering. Too long loading time! Four hours at the household socket, two hours at the quick charging station. Okay for bikers who read Tolstoy during the mandatory break. No sound! No sound.
The bottom line is that there is really not much in favor of zero. At least not reason. But riding a motorcycle is emotion - which is only defined differently by the Zero. Because emotion is also when you don't bother anybody when you're riding silently. Emotion is when you experience passers-by showing the whisper-quiet e-biker their thumbs up. Emotion is when people ask friendly about the technology of the Zero. And emotion is also when the rest of the mobile world doesn't stand a chance against the clutchless and gearless electric bike during the traffic light sprint. By the way: With electric bikes, the term track closure would be unknown. So it's high time someone invented cheaper, lighter and more powerful batteries. Then not only I will like the unloved Zero.
Original reporthttps://www.motorradonline.de/elektro/zero-sr-f-premium-test/July 15th 2019 /
Translation with DeepL
Electric motorcycle in intensive checkWith the SR/F, Zero attacks the combustion establishment with a sporty naked bike at eye level. For the first time, a top test will clarify how well a modern electric bike rides - and also how long. An exciting encounter.This top test could begin like this: All e-mails are checked, all phone calls are done. Before Karsten Schwers waves for the waiter, the head of the test operation walks to the quick-charging station next door. The remaining charging time flashes in the display of the Zero: 30 minutes. Annoyed, the jumpy colleague orders a cappuccino. The third since he plugged in the electric motorbike an hour and a half ago. But the text could also begin like this: ...when the Zero hits the charging station, passers-by stop and ask questions. How fast, how far, how expensive? The SR/F is sure to be admired. Great bike! Especially no noise. In the sympathy ranking the electric Zero beats every Ducati Panigale. At least among non-motorcyclists. Which puts us right in the middle of the world of electric mobility. And the discussion about its performance, ecological balance and development potential.
Handling course, circular track, brake measurements
However, this top test will only marginally deal with the currently so intensively conducted dispute about the fundamental issues. After all, the Zero SR/F is the flagship of the currently very manageable electric powered two-wheeled vanguard. With 105 HP it is one of the most powerful electric motorcycles, has the largest battery with 14.4 kWh and proclaims rapid performance. And that is why it is the first electric motorcycle to pass the top test of MOTORRAD. With handling course, circular track, brake measurements.
QUESTIONNAIRE
What do you think about the electric motorcycle?
5688 TIMES TUNED
Out of the question for me.
44%
The future of the two-wheeler for urban traffic.
30%
There is no way around the electric motorcycle.
26%
Just everything it takes to get a motorcycle out of the reserve. Without puppy protection and zeitgeist bonus. And yet in the knowledge that the curve swing on the last groove of an electric concept may still be a secondary virtue behind the decisive questions: How large is the range? How long does the battery take to recharge? And how much does the bike cost? One after the other.
In sport modeFlashback. A few hours before the involuntary caffeine overload, Zero is on the test floor. Only a few weeks ago the SR/F was presented. The American manufacturer has been working on electric motorcycles since 2006, but with its latest creation it has virtually turned a new page in its model portfolio. Tubular frame instead of aluminium bridge frame, 105 HP electric motor, traction control and curve ABS from Bosch as well as Showa suspension elements. No doubt, the Californians are serious. The bike looks tidy. The air cooling saves radiators and hoses, the appearance reminds of a Ducati Monster. Colleague Schwers is not fiddling around. On the test bench the SR/F in sport mode has put 105 HP on the roller. Good cards for the most archaic of all tests: Acceleration from a standing start. The Drag Race succeeds foolproof. No clutch that has to be dosed at the start, no gearbox that has to be stepped through the gears. The SR/F whistles ahead like lightning. After 3.8 seconds the 100 km/h mark drops, after 6.2 seconds 140 km/h are reached. The values are impressive. The KTM 790 Duke from the MOTORRADE endurance test fleet, which is conceptually designed as a naked bike and with 105 HP also comparable to the SR/F in terms of performance, hardly stands out in a direct duel (3.3/5.5 seconds). The difference is mainly due to the difference in weight.
The Duke weighs 187 kilograms and the Zero weighs 231 kilograms. The battery block contributes 85 kilograms. It's understandable that the fast sprint is only possible in this sport mode. In the other three driving modes (Eco, Rain, Street), the Zero holds back and thus already hints at the central theme of an electric vehicle: Energy saving. But more about that later. Nevertheless, the focus remains on the power storage on the test track. The massive box is already noticeable when manoeuvring. Feeling a lot of weight on the front wheel. But when weighed out, the distribution is barely out of line at just under 53 percent. This is not an unusual value for super sportsmen, for example. In the narrow curves of the test track, the US bike demands a decisive leading hand and wobbles stiffly through the slalom despite the steep steering head angle (65.5 degrees). However: At the tightly circled turning point the Zero shines with its drive concept. Because the electric motor mounted on the swing arm axle allows a constant tight tension of the toothed belt and also the control of the electric motor responds as soft as butter, the SR/F cuts precisely around the corner without any load change pressure. This aspect rehabilitates the Zero, and ultimately forms the opposite pole to the somewhat sluggish handling. Especially as the speedy stroke is only limited by the grip of the sticky Pirelli Diablo Rosso III. Or by the decreasing battery. The vehement sprint marathon has sucked in a lot of power. After 44 kilometres, the TFT display shows only 18 kilometres remaining range. The power supply company's app locates the next quick charging station at a distance of 13 kilometers.
1 hour and 50 minutesAn E-Golf and a BMW i3 already occupy the two parking spaces. We are lucky. Only the VW is hanging on the power line. We squeeze the Zero between the cars. Just the fact that the E-pillar accepts our payment chip makes us proud. The fact that the type 2 plug then pumps the flood of electrons subito into the dwindling battery completes the feeling of success. None of us remember ever being so happy about a functioning petrol pump. Heralds of an e-mobilized change in consciousness? Maybe - until the display shows the charging time on the screen: 1:50 hours. After that, only the café owner is happy - about the order of a total of six cappuccini and two banana splits. That may sound sarcastic. Because in e-mobile relations two hours charging time is a usual value. But the SR/F only manages this time thanks to the two chargers built into the tested premium version (extra charge: 2,200 euros). Until we can drive on again, the rush hour traffic clogs the roads. Annoying?
On the contrary. Because the maximum torque - 190 Nm in the case of the Zero - is available from the first rotation of an electric motor. This means that it is fully operational at the traffic lights. Gas on, and after the blink of an eye the line of cars in the rear-view mirror shrinks to the size of a fingernail. The fact that the 790 Duke is able to beat the Zero at 50 km/h on the test track may be objectively measurable, but in practice it is of little consequence. Until the rest of the motorized environment uses a clutch to bring transmission and speed into harmony, the e-biker is gone. Literally in the twinkling of an eye. But it's not only the triumph in the power sprint that compensates for the waiting loop when refuelling. As soon as we roll through the first small villages after the city limits, the flush of victory turns into an electric mildness. To drive past the people on the terrace during their after-work beer almost noiselessly, not bothering anybody with the side effects of your own hobby, that doesn't leave you untouched. This may sound sentimental and, on top of it all, ignore the exhaust emissions that are shifted to the power plant. But one thing is clear: If there were only electric motorcycles, the term "track closure" would probably not have been invented yet.
driving analysisBack to the real world. We swing from curve to curve. The sluggish handling in the sharpened art world of the top test area can only be felt to a lesser extent on the country road. The SR/F feels stable and unagitated. Like a down-to-earth motorcycle, type Suzuki GSX-S 1000, only less comfortable. At least in the back. While the Showa Big Piston fork works properly, the rear end hits the rider mercilessly. What feels as hard as a board is probably the combination of an unlucky damping tuning and a too soft spring, according to MOTORRAD's sag measurements. This makes the shock work too deep in the progressive range and ignores even moderate edges. Only on smooth asphalt the SR/F flatters itself again, pushes forward with this so easily usable pressure. And the impressive bang is by no means only experienced in the 105 hp Sport mode. If you feel that the SR/F is missing a bit of steam on the country road in the 38 hp Eco mode at most, you can already subjectively draw from the full in Rain or Street mode (65 hp each) - at least as long as the battery supplies enough power.
Which brings us to the final and yet most important point of an electric bike: the range. With five consumption measurements, this top test maps the entire range of use of a motorcycle. You can't do this on an e-bike in a hurry. Despite fixed recharging times in electric relations, the minimum forced pause of the SR/F Premium between riding cycles on a rapid charging station is two hours, on a 220-volt socket it is just under four hours for the MOTORBIKE measurements. The option of an additional retrofit charger (6-kW rapid charger), which would then be stored in the luggage compartment, would reduce the charging time to an enticing and also credible 60 minutes, but would cost a further 2,690 Euros in extra charge. In order to extend the life span, the 14.4 kWh battery only bunkers 13.2 kWh per charging process (MOTORWHEEL measurement). This corresponds to the energy quantity of 1.6 litres of petrol. Taking into account the higher efficiency of an electric motor, you start with the equivalent of 3.9 litres of petrol in the tank.
The battery testFirst test, the maximum load: motorway, full throttle. The Zero runs at a measured 194 km/h. But already after four kilometers the temperature warning light glows. The engine management system reduces the speed to 170 km/h. Up to kilometer 36 the Zero can keep up this speed. Then it slows down, dropping below the 140 km/h mark at 40 km/hr. We're breaking up. We've just enough juice for a 10-kilometer return trip on the highway. Second test: this time closer to everyday life. Back on the motorway. 130 km/h continuous speed. In terms of performance, a ride for the Zero. But after only 65 kilometers, the display shows only eight percent remaining capacity, the electronics reduce the speed and 130 km/h can no longer be maintained. Again we stop, this time at four kilometres remaining range. Hope is resting on the country roads. Eco-mode with recuperation, tranquil speed (maximum 90 km/h), moderate acceleration.
The distances are getting longer. Nevertheless, after only 138 kilometres, it is already over. When driving a faster country road lap in street mode, the power supply is only sufficient for 110 kilometres. Again we are dismayed. Five years ago (issue 12/2014) MOTORRAD drove the Zero SR (11.4 kWh battery) already 156 kilometres. The meagre action radius cannot be due to the outside temperature of 15 degrees. Also charging time, the amount of electricity fed into the grid and the display always matched. The disillusioned mood can only polish up the city tour. The SR/F manages 228 kilometres in stop-and-go traffic. This is considerable, but for a full-fledged motorcycle that was ultimately designed for country roads, it is rather little consolation. Especially because the price also justifies higher demands. The basic version costs 20,490 Euros, the premium version 22,690 Euros. Not including the money for cappuccini and banana split.
Comment Peter Mayer, test editorIn the end, the top test of the Zero proved one thing above all: The physics also apply to electric vehicles. In the emotionally heated public discussion about electric mobility, this fact is often ignored. In this respect, the Zero is doing a good job. No internal combustion engine can do a fast 100-kilometer drive on a country road with the energy of 1.5 liters of gasoline.
The catch: The accumulator of the SR/F, after all the largest accumulator in electric motorbike construction at present, can only store the energy equivalent of 1.6 litres of petrol. It is solely the battery technology that sets the limits for electric vehicles. As soon as more powerful batteries are available, all debates will fall silent. In any case, I'm already looking forward to a quick and yet whisper-quiet evening round. But it will have to be longer than is currently possible.
CONCLUSIONThe SR/F looks like a conventional motorcycle - and it rides like one. But ultimately this Zero defines itself with the typical strengths of an electric motorcycle: the impressive sprint and pulling qualities as well as the very easy handling. However, it also has the weaknesses of the E concept: the short range, which is too short for the sporty concept, and the handsome price.
Author
Topic: MOTORRAD test editors name their favourites (biggest bike journal in Europe) (Read 408 times)