Fast, Fun, Fancy Electrified Dual Sport: 2025 Zero DSR/X Motorcycle Review

The idea of electric motorcycles is compelling, but efforts have come up short for me. The range has been horrific, and the bikes seemed not fully baked. After hearing from moto friends and journalists that Zero Motorcycle models fared well, I had high hopes for the DSR/X dual-sport machine.

The 2025 Zero Motorcycles DSR/X is an impressive-looking electric dual-sport/adventure motorcycle. Its aesthetic matches the incredible amount of technology and engineering hiding behind the attractive trellis frame and fairing.

When Zero delivered the bike, it was impossible not to notice the massive 17.3 kWh lithium-ion battery that occupied almost the entire frame area. It dominated the bike, and as such, straddling the bike bore out the 545-pound curb weight. But Zero claims the relatively tiny motor, mounted in front of the swingarm, churns out up to 100 horsepower with a 112 mph max speed. This instilled some excitement and confidence that the bike would feel much lighter.

I tested the Zero DSR/X in the Hill Country of Central Texas for 3 months. It barreled down dry dirt roads every time it left my home, and cruised over rough country tarmac. The rides ranged from quick grocery runs to half-day discovery tours on dirt and pavement that I’d never seen.

After riding it for 3 months with half the mileage on dirt, I am still amazed by the large amount and smooth delivery of torque and power. But there is one aspect that holds the DSR/X back.

In short: The Zero DSR/X is a marvel of engineering that results in a mighty dual-sport machine that is incredibly capable on the streets and adequate for light dirt duty. No performance factor on the street did anything less than amaze me. But it fell short of my preferences on dirt. If I had to peg a ratio of my perceived effectiveness, I’d give it 90% street, 10% dirt. Like other electric motorcycles, the main drawback is range.

Zero Motorcycles DSR/X Review

Battery Technology

The overwhelming visual cue was the massive “Z-Force” lithium-ion battery. But for me, the range of electric bikes has always been the Achilles’ heel.

Zero claims a 179-mile range, partially due to its battery temperature management efforts. Plentiful and deep aluminum fins and purposeful heat sinks help moderate temperatures. The DSR/X has a Level 2 charge port on the top of the “gas tank” behind the head tube.

The large fairing is hollow and provides generous storage space. This space can also house an optional, dealer-installed Power Tank to extend battery capacity to 21 kWh. I didn’t have this extra battery for my test period.

Torquey Motor

Of everything on the technically advanced Zero DSR/X, the Z-Force 75- 10X direct drive motor’s claimed 189 pound-feet of torque dropped my jaw. That amount of peak torque surpasses the giant, six-cylinder Honda Goldwing! The small electric powerplant’s 100-horsepower rating at 3,500 rpm pairs with this incredible number. The claimed top speed is 112 mph, with a sustainable speed of 100 mph.

The Zero DSR/X is the first electric motorcycle to use the Bosch Offroad Motorcycle Stability Control (MSC) system. Zero pairs the MSC to its Cypher III+ motorcycle operating system. This combination is designed to optimize motor output and traction control efforts. This system is future-proof through over-the-air updates and offers Standard, Eco, Rain, Sport, and Canyon drive modes. The DSR/X also has a reverse mode. All that torque and power gets to the rear wheel via a Gates belt drive. It wraps around a humorously large 90-tooth rear sprocket.

Chassis and Brakes

Zero put Showa suspension on the DSR/X at both ends, instilling confidence in riders with a history of internal-combustion bikes. A 47mm Separate Fork Function pair of legs controls the front. A 46mm piston, piggy-back reservoir shock tames the rear.

The 7.48 inches of travel with compression and rebound clickers made me giddy. Most other electric motorcycles I’d ridden lack in this department. The pilot can adjust the fork spring preload with a tool and the shock preload with a hand.

Front wheel braking force comes from dual 320 x 5mm discs clamped by a pair of J-Juan (a subsidiary of Brembo) radial 4-piston calipers. A J-Juan dual piston caliper binds a 265 x 4.5mm disc at the back.

A 120/70-19 Pirelli Scorpion Trail II tire wraps the front wheel, while a 180-17 version of the same tire graces the rear wheel. The DSR/X has a 60-inch wheelbase, 32.8-inch seat height, and a 545-pound curb weight.

Zero DSR/X Street Performance

The Zero DSR/X looks more on the street side of adventure bikes, and this is where the powertrain impressed the most.

Powertrain Performance

The heaps of torque were apparent from the moment I rolled on the throttle on the blacktop near my home. As long as the rear tire had enough surface area to bite on, I never even got close to the limits of off-throttle acceleration the DSR/X could provide.

Nose over the front, sitting as far forward as possible, squeezing my legs and rowing my arms with all my might, I still backed out of it. The motor ripped from a standstill or low speed like no other bike I’d ridden.

And the power came on incredibly smoothly. Unlike a gas motor, there was no sudden spike in power, just a predictable surge that had me giggling. I toggled through all the Eco, Sport, and Canyon modes. And if the road was halfway decent and bone dry, the Canyon mode was the default because it was so fun.

The surge of incredible torque and the vibration-free, silent acceleration was an absolute hoot. I’m a dirt bike guy; I generally don’t like riding on pavement unless it’s a track. But on the Zero DSR/X, I was glad to see asphalt, and I knew I had the throttle response to use acceleration to get out of trouble if needed.

Chassis Manners

I had to dial out a bit of compression on the shock. But after this adjustment, the bike held to the line and felt settled even on moderately undulating chipseal roads. Large, square-edged potholes were met with a metered thud but were manageable. The stock suspension on the DSR/X was the best, by far, of any electric dual-sport motorcycle I’d ridden. It was surprisingly good, and I’m used to some excellent suspension on dirt bikes.

One thing that affected how the bike handled while seated was the relatively tall and wide bars. I wanted my hands lower and closer together when I leaned the bike over. Because the handlebars were so high, I lost the leverage advantage of the width as I leaned over the “tank.”

The Bosch MSC traction control and ABS were on the more noninvasive side compared to others. The asphalt would get a bit greasy on hotter days. The dip in power to reign in rear wheel slip when accelerating was noticeable, but not unsettling. It cut in at the exact instant I felt the tire squirm and engaged before I could elicit a response myself. Bravo.

Ditto for the ABS. It was the same scenario as above, but in reverse. While trail braking on the same slippery asphalt, the ABS cut in to keep the front from locking before I could do anything. It reacted without upsetting the chassis and saved me from a few slides that may not have caused a crash, but would have spooked me.

The brakes did precisely what they were supposed to do, linearly and predictably. They didn’t knock my socks off. But like the suspension, they were the best I’ve ridden on an electric dual-sport bike.

Do It in the Dirt With the Zero Motorcycles DSR/X

A bike as heavy and massive as the Zero DSR/X makes me wary of dirt, but I gave it the college try.

In Off-Road mode, the Zero DSR/X moderated the motor’s output and disengaged the rear ABS. This sounded great, but in stock form, this bike doesn’t come with street-legal knobby tires. This is true for most dual-sport bikes and is often the most significant setback.

The electric motor’s linear power development was the show’s star. The bike’s lack of power spikes kept it tracking and predictable. If the rear tire broke loose, getting it to slide to bring the back around was almost always intentional.

The torque offset the bike’s heft in many situations. If a gas bike were as heavy, getting the bike to behave would require much more clutch and throttle work. But with the DSR/X’s fantastic torque on demand, many situations were relieved with just a smooth turn of the throttle. After a few hours, I essentially forgot how heavy the bike is.

I could tell if I had deeper knobbies on the Zero DSR/X, and in loamy terrain, the abundant torque would be incredibly fun. If this were my bike, I would mount the deepest DOT-legal knobbies I could find before taking delivery.

Unloading or lofting the front wheel, or manualing over obstacles, was highly entertaining and manageable. And would be even more so with aggressive tires. Exiting a rutted turn (I didn’t have any, unfortunately) with traction would be amazing — like a superbike racer but on dirt. I imagined all the fun I would have if I had moist loam or in a just-rained-on gravel wash.

The lack of knobbies would similarly affect braking. All I can say is that the brakes were not grabby, so with care, I rarely broke loose. With even deeper knobbies and moist dirt, with the amount of stopping power on board, I could have slowed down incredibly quickly.

The bars that felt too high on the street were perfect for dirt; I rarely sit, and most stock bikes often force me to drop my shoulders. This was not the case with the DSR/X’s stock setup.

Ergonomics

I’m 5’11” with a 32-inch inseam, and the DSR/X fit me well for such a powerful bike. The seat initially felt tall, but I quickly got used to it, and the reverse function mitigated the most likely source of concern. Rolling backward under power was quite handy since the bike is hefty.

Aside from the high handlebar height, the rest of the bike’s ergonomics felt appropriate for a big adventure bike. The manually adjustable windscreen was high enough for me to avoid buffeting, except at the top of my helmet when sitting upright. But a little tuck made that disappear.

The standard heated grips felt luxurious on colder rides and eliminated the need to wear thick gloves, which I hate to do because I value the sensitivity in my hands.

After months of use, my only nitpick was the left-hand, two-way rocker switch that toggled the various ride modes and traction control options. It wasn’t as intuitive as having a four-way switch to scroll through the menus and submenus. But in no way was it anything more than a nuisance.

The “gas tank” opens from the top to provide ample storage space, but it is a tad too small to fit a large helmet. The fairing is mainly hollow and is where the range extender batteries would live.

Zero Motorcyles DSR/X Electric Dual Sport Bike: Who’s It For?

The Zero DSR/X is a marvel of engineering, and its torque and power were astounding. But as with other electric motorcycles, range anxiety was a constant reality on any adventurous ride.

Zero claims a 179-mile range, but I never experienced anything near that. I averaged just over 100 miles, and sometimes, it was less. Even this range wouldn’t be a deal-breaker on a gas bike. However, the relative lack of charging options and the reality of charging times, especially in places adventure riders like to wander, was a significant weakness of the DSR/X and other electric motorcycles.

The Zero DSR/X would be a fun and luxurious urban commuter capable of a short foray into the woods on the way home. It can handle a weekend jaunt of a few hours on nearby country twisties and gravel ribbons.

However, engineering, technology, and desirable performance traits come at a cost. With a starting MSRP of $22,995, enjoying the impeccably smooth and controllable rise in power and speed requires significant funds.

The Zero Motorcycles DSR/X, though, represents the highest level offering of the current crop of electric dual-sport motorcycles.