Zero SR/S 2024 Review

The electric revolution is upon us, so they say.

But you wouldn’t know it given the low enthusiasm the motorcycling community has for battery-powered two wheelers.  

Still, that hasn’t stopped electric motorcycle pioneer Zero returning to the Australian market for an unprecedented fourth time.

The Californian brand has understandably failed in its previous attempts to break into a country where driving 100km for a loaf of bread is not unusual.  

Of course, a lot has changed in the 14 years since Zero first graced our shores – electric cars are now a part of everyday life, and the charging infrastructure is growing quickly.

And don’t forget that the environmental crisis has continued to spiral, with more pressure than ever on governments and corporations to deliver ‘green’ solutions.

So, perhaps the time is right for Zero to step back in and fly the flag for electric motorcycling in Australia.

Backed by the powerful Peter Stevens dealership chain, Zero is hoping to help educate Australian motorcyclists and change the stigma surrounding electric.

Time will tell if its fourth gamble in Australia pays off, but any failings won’t be for the lack of a quality product.

Take the 2024 Zero SR/S, for example.

As one of the brand’s flagship models, the SR/S is a great example of the innovation and calibre that electric motorcycles can represent.

Sure, it’s not cheap, and it is still hampered by range anxiety and Australia’s patchy charging network, but it’s a good indication that we’re heading in the right direction.

One current barrier for electric motorcycles is pricing. And at $42,800 ride away, the SR/S doesn’t offer much in the way of hope.

But let’s look at it from a different angle. After the initial outlay to buy, the SR/S will cost you very little. You don’t have to pay for petrol, public charging costs next to nothing, and servicing is a minimal and cheap affair. Even registration is nearly $200 cheaper for electric motorcycles (in Melbourne, at least).

Maths is not my strong suit, so I’ll leave that to you, but the point is that an electric motorcycle like the SR/S will save you quite a bit of dosh over the length of ownership.  

And okay, $42k is still a lot of money. But Zero also offers cheaper options in its range, such as the DS ($32,600 ride away), the S ($30,500 ride away) and the FX and FXE ($25,500 ride away). You can even get 2023 runout models for as little as $13,200 ride away. And while, all of these models might not have the performance and refinement of the SR/S, they are all still capable and practical electric machines.

If you’ve done any research on electric motorcycles, you’ll know that the first thing everyone talks about is how fast they are.

And I’m not going to change it up now – the SR/S is faaaaasst! All of that instant torque (190Nm of it) means the bike gets off the line quicker than just about any other motorcycle.

This is aided of course by the lack of any extra steps like releasing the clutch lever and changing gears, as well as an incredible traction control system that means you’ll never spin up with a handful of throttle.

While there is no vibration or engine noise, the bike does give you enough feedback through your throttle hand to know when to roll on and off.

The lack of a gear lever and clutch lever was a little jarring at first, but once I got used to it, I found the simplicity of the experience to be very rewarding. The ability to just focus on throttle control, braking, and weight distribution pushes you to be a better rider, and it could pay dividends when you get back on your petrol bike.

Zero describes the SR/S as a sport tourer rather than a sportsbike, and it shows in the level of comfort the machine offers. The ride position is quite neutral (bordering on upright), making longer riders quite easy, while the seat is soft and spacious.

I didn’t find too many issues with weight either. At 235kg, the SR/S is no lightweight, but it carries that weight well and never feels like a handful. The weight disappears on the move, but it’s also easy to manage at a stop or moving around the shed.

Tech is also a big factor for electric, and the SR/S has it in spades. The TFT display presents all the right information, while the five ride modes offer plenty of variation and customisation.

The companion smartphone app also allows you make many changes remotely. You can alter throttle maps, power, torque, regenerative braking, and max speed, as well as set charging targets and see battery information.

Other features worth mentioning include cruise control, heated grips, cornering traction control, and a clever reverse function. The bike also comes with adjustable Showa suspension J.Juan brakes, and Pirelli Diablo Rosso III tyres. All up, it’s a very well-equipped machine.

The SR/S is powered by a 17.3kWh battery and an 84kW motor – the biggest combination that Zero offers. Put simply, that translates to fuel capacity and engine power. The bigger the kWh, the more fuel capacity, but the more powerful the motor, the quicker that capacity will drain.

So, with that in mind, Zero claims a “city range” of 275km and a highway range of 187km for the SR/S, both admiral figures by electric standards.

Of course, in the real world, those figures will likely be quite different. Hills, wind, twitchy throttle hands, and even the rider’s weight will see those figures drop.

That said, from our test, the estimates weren’t too far off. On a mix of country roads and highways, I travelled 100km before reaching my first charge stop and I still had 48 per cent battery left. Not too bad at all. In fact, all-up, I travelled nearly 260km and only charged twice for 20 minutes at a time. I didn’t test the city range, but my guess is that would be pretty close too.

Speaking of charging, it’s a very easy affair and rather quick too. According to Zero, a charge to 95 per cent will take 2.2 hours, or 1.1 hours with the optional rapid charger. That is via Type 2 charging, but you can also plug in at the wall for an overnight charge.

Don’t believe the hype – range anxiety is real.

With a possible 150-180km of mixed road battery range, the SR/S is arguably no worse off than a thirsty sportsbike or naked bike, but the difference is that petrol stations are everywhere, and public chargers are not.

This means that as soon as you venture outside of the city limits, you’ll forever be watching that battery percentage drop with each burst of acceleration. And when you start to get near the red zone, you’ll be anxiously searching for the nearest charger.

Of course, it’s not all bad news. With a bit of pre-planning, you can get a very decent ride in. As above, I was able to bang out nearly 260km with a couple of pre-planned charging stops on the way. And I wasted very little time in doing so.

And it’s also important to note that range anxiety doesn’t exist if you’re just commuting to work or running errands. In urban environments, you should get well over 200km of range, and you can keep the battery topped up by plugging into the wall at home overnight or work during the day.

But there is still work to be done on the charging network. In Australia, useable chargers are still few and far between, and of those that do exist, there is still too much variation in providers, smartphone apps, and plug types. I just want to be able to pull up to a station, plug in, and then ride off without having to think too much. We’re not there yet.

Back to the SR/S, however, and there are a few minor sore points. For starters, the rear brake didn’t impress me. In fact, I ended up relying solely on the front brake. The rear didn’t seem to offer much bite at all, and the pedal was a bit of an awkward shape.

The Showa suspension was also a little underwhelming. It is adjustable which is a bonus, but neither the fork nor shock gave me confidence when the road got rough.

As mentioned earlier, the SR/S carries its weight well, but the nature of having a big heavy battery where the engine and fuel tank would normally be made for a slightly awkward handling dynamic. It felt a little heavy to turn.

And my only other complaint? It’s still $42,800. That’s outside the budgets of the average Australian. Yes, prices will get better. But, for now at least, the SR/S is made for a rather limited audience.

I could tell you to wait for the charging network to grow or battery range to improve, but where’s the fun in that? As one fellow rider explained to me, the best time to buy a new bike is when you buy it.

Electric technology is improving rapidly and there will come a time when electric motorcycles are as normal as sliced bread. Sure, you could wait for that next big development, but there is no harm in getting in on the action now.

That said, if you ride for recreational purposes, then electric isn’t a replacement for petrol just yet. The charging network just isn’t there. Instead, look as electric as a different and complimentary experience. And if you just ride to commute, then electric is perfect.

The SR/S is a great example of how good electric can be, and it gives me hope for the future of the genre. Yes, the price will limit who can actually buy it, but there are cheaper options available that still tick the boxes. And if you can afford it, then lucky you.