Though there were no freeway miles, the pace was rather spirited, with top speeds approaching 70 mph at times. The trip to Alice’s Restaurant, our mid-way point, was about 45-miles. This time, though, I purposely kept the bike in Sport mode and didn’t hold back, riding like I would any other motorcycle. This is a tough one to answer since range is heavily dependent on riding style. What you, the readers, always ask is how far it can go on a charge. The monstrous acceleration wasn’t a surprise after experiencing the SR, and I was quite happy with the DSR’s ability to live up to the S in its name through the twisty (and wet) asphalt. So far, the performance of the DSR has been about what I expected. Even the rear brake, which was an on/off switch in the past, now has a reasonable amount of feel at the lever. Other than that, the single 320mm petal disc, twin-piston caliper and steel-braided line provided impressive stopping power and feel. I will say, though, that hard braking over bumpy pavement is enough to confuse the system into activating – a situation I learned to remedy by applying the brakes earlier and with less force. Some editors on the ride found the ABS intervened too soon for their taste, though I was not one in that camp, especially considering the wet roads. Pirelli’s MT-60 is far from a sport tire in its edge grip, however, with overnight rains the day before our ride making the roads slick and littering them with dirt and debris, the DSR was still able to blast a quick pace, the knobby MT tires providing a bit of confidence in the crummy conditions. On pavement, the 19-inch front hoop results in a motorcycle that’s less eager to flick into turns than its SR cousin, but a good shove on the bars will point the bike where you want it. That said, the calibration of the e-throttle is very progressive and user friendly – Zero engineers knew not to give 100% power at the slightest degree of throttle turn. The only noise heard is the whine of the motor and the friction from the belt drive. waiting to be freed, the DSR gallups away in the blink of an eye. Torque is the name of the game with electrics, and with 106 lb-ft. The seat itself is still a little hard for my taste, but that thought quickly fades away with a twist of the throttle. Seating position is fairly neutral, with a relaxed knee bend and the new-for-2016 handlebar being slightly taller than before for a more upright ride. 31.8 in.) is the most noticeable difference. Having ridden the SR model previously, hopping on the DSR isn’t entirely different. Along the way, making a turn off pavement to give a taste of the DSR’s mild dual-sport chops was also in the cards. To put the new DSR through its paces, Zero invited journalists to its Scotts Valley, California, headquarters to go on a spirited ride through the local twisties on the way to the famous Alice’s Restaurant, roughly 45 miles away.
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