2010 Zero DS Review

We currently had the opportunity to ride one on street and trail for a few weeks, after Zero gave us one of only two it had just uncrated – rather late-in-the-season – as part of a press fleet it is starting to assemble. Although our bike is a “2010,” these bikes are only now being introduced as all-new in Australia and Brazil, and will be considered current until Spring, 2011.

The most salient point we can think to say up front is this is a neat little bike, although limited on range. This notwithstanding, as a first time effort, Zero gets credit for doing a lot of things right.

While the motorcycle borrows from petrol-powered designs in its form and styling, aside from its obviously radical drive train, it also differs from traditional machines in its wonderfully strange and eclectic mix of proprietary, ultra-high-quality, hand-machined components, alongside some rather generic off-the-shelf parts.

For example, the 18-lb alloy perimeter frame penned by company founder Neal Saiki is virtually an avant garde expression of moto-artistry. Add to this the unique square-tube alloy kickstand, elegantly simple front wheel speed sensor pickup, rear brake lever with clever hidden spring, attractive front floating brake rotor with “cooling fingers,” shaped into the gold-anodized alloy carrier, to name a few highlights.

Lovely stuff.

Then consider some less than over-awing aspects. Despite having high-quality braided steel lines, the front brakes are only adequate. And unfortunately, our model came spec’d with a right-sided rear caliper mounted on the left side. While it works well, the bleeder valve’s positioning prohibits proper servicing while mounted on the bike, and the caliper must be removed and tilted before it can be bled – an oversight Zero says it has since remedied.

Similarly, the instrument panel Zero sourced was originally intended for a petrol machine, and uses the fuel gauge complete with an icon of a gasoline pump to display electric power. Also, it shows speed in both analog and digital readouts.

Since the bike has no tachometer, the sweep needle had to be used for something, and so speed is redundantly shown. The tiny cluster’s shift light illuminates green when the bike is powered up, as sort of an “on” indicator, for lack of a better purpose.

But these are mostly minor nitpicks. How does the bike function?

Quite well overall. The 4.0 kWh lithium-ion battery is 20% stronger than anything Brammo has yet been able to deliver – and the only recyclable and landfill-approved EV battery we know of.

The brushed permanent magnet Agni motor zips the 277-lb bike ahead quicker than average car traffic, and will top out at an indicated 68 mph. Performance can fluctuate depending on temperature, rider weight, wind patterns, and we’ve heard this bike can hit 71 mph in optimal conditions.

2012 Kawasaki Ninja ZX-14R Preview

Last 2008 Kawasaki implemented a number of tweaks and updates to the 14 aimed at improving low-end power, but the new model was given a head-to-toe going over for 2012. Although the land rocket of a sportbike retains a familiar look while gaining the R designation, below the surface the biggest of the Ninjas received its most comprehensive revision since its 2006 debut.

Headlining changes are a host of revisions for the big inline-Four powerplant, along with two firsts for the ZX-14: Kawasaki’s traction control system (KTRC) and a slipper clutch.

Leading off engine updates is a 4.0mm increase in stroke, from 61.0 to 65.0mm, while the 85mm bore remains unchanged. The ZX’s previous 1352cc was a class-leading displacement figure, but with the new 85.0mm x 65.0mm bore and stroke the 14 ensures its place as displacement king with 1441cc. Compression is also up, from 12.0:1 to 12.3:1.

Combustion chamber shapes were optimized for 2012, and they’re now surface-milled now rather than cast. Intake ports are reshaped and polished for improved flow, and new, longer intake valves have better durability, according to Kawasaki.

New camshafts have increased lift and revised profiles, while a stronger cam chain and revised tensioning system have improved reliability. Newly designed forged pistons with thinner crowns are lighter, and like many of the engine components, offer increased durability. The new pistons (paired to stronger connecting rods) are cooled by a new oil-jet cooling system that pumps a continuous stream of lubricant at the underside of each piston. Kawasaki says testing shows the engine runs considerably cooler with this piston cooling system.

Crankshaft main journals are thicker, from 38 to 40mm, and the engine’s dual gear-driven counter balancers have revised balance weights to help mitigate vibes in the longer-stroke engine.

A new air-cleaner element is larger and thicker, with 10% more surface area and 40% more airflow capability, allowing better breathing for the revised fuel injection system. The exhaust system is essentially all-new with reshaped, larger-diameter tapered header pipes, and larger-volume, reshaped mufflers each house a catalyzer.

Manufacturers aren’t always willing to divulge horsepower ratings, and this time is no different, but we can safely speculate crankshaft power above 200 ponies. The previous model claimed 190 hp at the crank with peak torqe at 113.5 ft-lbs at 7500 rpm. The last time Motorcycle.com dyno tested the 14, the big ZX produced 159.5 hp at 9550 rpm and 99 ft-lbs at 7800 rpm.