Zero’s new FXE ridden & rated
New 2022 model Zero FXE supermoto gives their e-bike platform a high-tech makeover
‘Zero worked with a San Francisco design house’
An aura of mystery surrounded MCN’s invitation to the unveiling of the 2022 Zero FXE. The email invite specified that we weren’t to mention the manufacturer, model name, or even the existence of the launch to anyone. We weren’t even told whether we needed road or off-road riding kit, only that we’d have a total of just one hour on a new bike. Curiosity piqued, we arrived at the launch to learn that the new FXE is the old FXS supermoto’s battery, motor, and chassis with allnew bodywork, dash, and lighting kit. The new look is a collaboration between Zero’s in-house engineering team and Huge Design – a San Francisco industrial design studio that usually works with Silicon Valley tech giants. As a result, the new bodywork shares its aesthetic with tech products, not other motorcycles.
TIE Fighter whine
The Z-Force 75-5 motor is an interior permanent magnet, brushless unit rated at 34 kW (just under the A2 limit for EVs). This translates into about 46bhp, but the motor’s character is determined by another key figure: its 78lb.ft of torque. That torque’s available at any revs, so throttle response is key to rideability.
In the FXE’s case, response is controlled by Zero’s Cypher II operating system, which converts up to 550 amps of power into smooth, linear thrust which complements the composed chassis. The system has preset Eco and Sport ride modes, and a Custom mode that can be set up on the Zero smartphone app. Since it’s beltdrive, there’s not even chain noise; just a quiet Star Wars TIE Fighter whine.
The FXE has a 7.2 kWh battery that makes a smart trade-off between range and weight. The battery will drain in 40 miles at a sustained 70 miles per hour, so motorways are not the new bike’s natural habitat. But unlike petrol machines, the range increases in stop-and-go settings. So in Eco mode, it can cover up to 100 miles in urban settings. The challenge is keeping it in Eco mode, when an intoxicating wave of torque is available just by thumbing the mode button.
Quality Showa kit
The FXE is one of the lightest ‘high power’, electric motorcycles at a claimed 135kg. The 41mm Showa fork and remote reservoir Showa shock are adjustable for spring preload, compression and rebound damping. On stock settings, they offer plush high-speed bump absorption suggesting that the FXE would easily handle potholed British roads. There was just enough pitch under braking to set up for turns. The brakes are Spanish J Juan items. Up front, a twin-piston floating caliper grabs a single rotor that’s mounted directly to the front wheel. At the back, there’s a single-piston floating caliper. They provide excellent feel thanks to braided steel lines and the ABS is Bosch Gen 9. The tyres are Pirelli Diablo Rosso IIs, with a 140 rear section and a 110 front. That smallish rear tyre and light weight make the FXE easy to turn. The steering geometry is about typical for a small supermoto bike, but the amount of torque isn’t, so accelerating hard out of slow corners can occasionally inspire a waggle in the handlebar.
A high price to pay
The FXE is a lot more expensive than, say, a KTM 390 Duke that is intended for similar use. But that price is offset by low running costs, great style and an overall impression that it is a premium product. We liked the rugged footpegs and adjustable brake lever, although the welding visible around the headstock is not up to the aesthetic standard set by the rest of the machine.
As with modern high-end electric bikes, the experience has much to do with the ease of selecting and customising ride modes and usefulness of the digital dash display. Zero are better than average in this regard; the dash is bright and useful without info overload. Since it’s closely based on the proven FXS platform, reliability should be excellent, too.
‘The Zero has an intoxicating wave of torque to tempt you’