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Extended test: ZERO DSR.

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We continue to gain miles and experience with the ZERO DSR.

But this time, the wallet test: how much and is it at all justified to switch to an electric motorcycle economically?

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• Zero

• zero

• Metro

• motorcycle

• Two wheels

• electric motorcycle

Keenan Cohen

Tuesday, 14 September 2021, 17:16 Updated: 17:31

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So two more weeks passed on the DSR, quite a few of them we moved away from it because of family trips of the end of the holiday, holidays and other matters - so to add to the experiences of using it in terms of riding itself, we do not have much. It's still the same tool that takes some time to connect to its character, but once that happens (if it does, it's not for everyone) - start really liking the little guy. The quietness with which he hums from place to place, the unfortunate reactions, and especially this feeling of kicking in the ass of both of you in accelerations. After a bit more playing with the adjustable dampers I even found the point of balance between comfort and support and restraint of the tool. His charging routine and calculations at the top of the agenda in terms of miles to the power point in between have become a pretty automatic part, but that's mostly because of my very unconventional agenda.

In any case, since he spent the last period mostly standing, this is a great opportunity to address one of the more central aspects of this type of motorcycle and the choice of it - money.

How much does it cost, how much does it save and for whom is it good.

More on Walla!

Electrification: Zero DSR in extended test - first report

To the full article

It is first and foremost a practical means of transportation, but with a twist (Photo: Keinan Cohen)

Not spontaneous, calculated

Note before we begin. The motorcycle market is saturated with categories, sub-categories, volumes and prices. And if you compare tools with an internal combustion engine, it's already becoming quite a salad category - trying to find someone to match the DSR with has already become quite complex. It is clear to me that there are those who will be debating between him and the significantly cheaper Honda CB500X (NIS 50,000) or even NC750 (NIS 65,000) or X ADV as a large Dush scooter and identical in price to the DSR (NIS 80,000), there will be those who will also appear on their list Suzuki V-Strom (NIS 66,000)

Here I chose to compare the maintenance costs to the Yamaha Tracer 7, it combines a significant price gap between it and the Zero (NIS 57,000), extensive usability, user-friendliness, in general one of the glittering deals for a multi-tasking biker, but mostly Due to the reason that the treatment price list published by the importer "Metro" is transparent and famous on its website, which allows not only me, but everyone to easily compare his own and those of the Zero.

The Tracer 700 was chosen to be the comparison in terms of costs (Photo: Manufacturer's website)

So for starters let's put aside what the tracer (or any other internal combustion motorcycle) is and zero no - a different use and riding experience. If for you the operation of the motorcycle, gears, sound, etc. is an integral part of riding - Tracer. Zero replaces it with quiet and operation that boils down to gas and brakes. In terms of use, an average test range of 160 km in mixed use followed by a charge of 8-9 hours makes it clear that this is not a spontaneous tool for riding just like that, and certainly not for weekend trips. The

gap starts at the showroom. As mentioned, the price of the Tracer 7 is NIS 57,000, while that of the Zero is NIS 80,000. But what happens when you roll out of the showroom, here the story gets interesting.

The paddle strap - one replacement for 36,000 km at a cost of NIS 900 (Photo: Keinan Cohen)

There is the issue of discounted licensing fees for power tools, but here the gap does not break savings funds.

The one from the Tracer will cost you NIS 305, compared to NIS 44 for the DSR.

But in multiples of 3 years, it's definitely a nice amount to leave in the coffers.

The cost of compulsory insurance for Zero, according to my personal data, ranges from NIS 1,658 for the cheapest offer to NIS 2,959 for the most expensive.

In the Tracer 7, the prices ranged from NIS 3,521 to NIS 6,405, there was also an exceptional one at NIS 8,371, but we put it aside.

That is, an annual gap of about 2,000 to 3,500 shekels in insurance costs.

Regenerative braking also contributes to easy savings in the use of brakes, and is also expected to affect wear (Photo: Keinan Cohen)

Also when it comes to routine maintenance there are gaps between the tools, while tires for example are a perishable component in which there will be no gap between the tools, but more a derivative of the nature of the ride.

As for the other complexes, there is a gap and it is significant.

In terms of treatments only, at Tracer you will pay NIS 3,630 up to your first 20,000 kilometers together.

At Zero, the treatment intervals are not exactly the same as for gasoline, it will stand at NIS 1,048 and 32 cents for your first 24,000 kilometers (a detailed table is attached).

The difference in maintenance costs amounts to 4,743 for a similar ride between the two vehicles.

And although one has to take into account that the issue of the amount of travel affects the costs, one does not need a sophisticated calculator to understand that the gaps here are very significant.

If we deduce annual meanings of maintenance costs, in the annual journey that we determined as the basic assumption of 15,000 km, the maintenance cost of the tracer will be NIS 2,817 compared to NIS 735 in the DSR. A saving of NIS 2,082.

Comparing treatment costs (Photo: Keinan Cohen)

Even when focusing on the costs of energy - fuel in the case of a motorcycle or electricity in the case of an electric motorcycle the issue of travel greatly affects, but this can be overcome by isolating the cost per single kilometer. This means that it would not be right for each user, the overall picture is applying the paint.

As mentioned above, we set the basis for the calculation of the annual kilometers traveled 15 thousand kilometers, again, because we show a gap, meaning no high number itself, although the gap will grow in parallel to his. Call us dishonest, but just for the sake of it, we gave a number of exorbitant discounts to Tracer and weighed on DSR. For example, we flatteringly calculated the tracer's fuel consumption at 18 km per liter in the real world. Moreover, despite its upward volatility, we are optimistic - so we reduced the price of fuel by 50 cents to 6 shekels. According to this calculation, the annual expenditure The fuel for the tracer will be NIS 5,000.

NIS 7 for a chargeable power for 160 km in the real world (Photo: Keinan Cohen)

On the DSR we weighed, and reduced from its maximum range 20 km to 140 km per full charge.

The home electricity tariff, which stands at 50 agorot per kilowatt-hour, a 14.1 kilowatt-hour battery of the Zero means a cost of 7 shekels to charge.

Weighted by the annual mileage, it is 750 shekels for energy per year.

Here, too, a gap of NIS 4,250 in favor of the zero is significant and extreme.

In the summary of the cost comparison, even with the built-in assumptions (assumptions in the sense of starting point and "choppers" in the calculation for the gasoline motorcycle), the cost differences in terms of licensing, insurance, treatments and fuel are about NIS 8,500 in favor of the DSR in this case.

so that's it?

Everything is simple and easy?

Not really, there are small print.

More on Walla!

Electric touring: Zero SR / S in Israel

To the full article

Make an account

So yes, on an annual basis there is a significant maintenance gap in favor of the DSR and that is in the case of a relatively cheap motorcycle like Tracer 7 in front of it, go up in categories and volume and the gaps will climb accordingly as well as the initial gap they will have to cover in case of more expensive motorcycle. So let's talk about this gap. We started with a gap of 23,000 shekels in the prices of the two tools, we will take our rough calculation of 8,500 shekels a year and in order to cover it you will have to hold the zero, let's say a little less than 3 years. Simple and easy no? We have already told you - no.

Because between the numbers hides real life.

Here there are already weights and considerations that we could not put into the tables and calculate because they depend on the answers that the buyer will provide for himself.

For example, if a monthly motorcycle trip or a jump for friends from the center to the north and vice versa is a part of your life - the DSR is irrelevant.

If the motorcycle is a net personal-practical means of transportation and your rides are urban or short-term suburbs (Rehovot-Tel Aviv or Raanana-Tel Aviv and such) the DSR has no real shortcomings, on the contrary it is just the tool for you with a quick refund bonus Much more of the initial expense due to the improved range in slow riding.

The question of batteries hovers over the entire electrical field, the umbrella of responsibility is what will determine.

Baziro is 5 years old (Photo: Keinan Cohen)

And there are two last points that need to be talked about, but we do not currently have a clear answer on either of them.

The first is that despite its 5-year warranty for its performance, battery and durability over the years (we will try to answer this in the next article) it still disappears not unique to Zero, but casts a shadow over the entire world of electric vehicles.

On the other hand, we have also heard enough about petrol engines that are not exactly the luxury of durability.

The second question is how the used market for these tools will behave in the longer term.

The entry of marketing these motorcycles under the wings of a major importer like Metro about a year and a half ago makes a derivation of meanings of impairment from previous years irrelevant.

And assess what will be the state of the market, tools and experience with the importer in two or three years?

I'm sorry, we are not in the business of prophecy.

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