A matter of taste

Unlike electric cars, electric motorcycles are still relatively rare on the road. The range is nonetheless widening more and more: alongside various start-ups, several established manufacturers now offer battery-powered two-wheelers as well. Even though these machines are still in their development phase, a comparison based on the essential criteria seems relevant to me in any case. I should stress that this kind of head-to-head contains, alongside factual observations, an unavoidable element of subjective judgement. To deliver an assessment that is as neutral as possible, we rely on two motorcycles from the same segment, that of adventure bikes, which we tested thoroughly for a week under varied conditions. They are the fully electric Zero DSR/X and, as the combustion model, the Voge DS 900 X. The dimensions, ergonomics, weight, engine power and equipment of the two bikes are, without being identical, at least comparable.

Powertrain:

In terms of power, the two models are practically equivalent. There is, however, a notable gap in torque. While the electric bike has a spectacular 229 Nm available from a standstill, the combustion machine is limited to 95 Nm, accessible only from 6,000 rpm. Pulling away at a red light, the electric version clearly has the advantage. But on the move, and this is interesting, the build-up of power does not feel as different as the figures might suggest. On the electric bike, the considerable force is delivered very smoothly and progressively: as a rider, you constantly have, through the throttle, a sense of full and complete control. This extremely linear thrust does, however, feel a little lacking in emotion compared with the lively character of the twin-cylinder; without passing judgement, this is certainly a matter of taste. The same applies to the transmission. For riders who are not keen on changing gears, the electric bike is a perfect fit: no clutch lever, no gear selector. The energy is transmitted to the rear wheel by a toothed belt, which has the advantage of eliminating the unpleasant jolts that occur during load changes. Working the clutch, shifting gears and keeping the engine in its optimal rev range are, conversely, an integral part of riding a motorcycle. Performed with precision, these actions give the rider real satisfaction.

Road behaviour:

As road-going adventure bikes, light off-road sections must be possible, so both machines already move relatively easily by virtue of their design. This is due partly to the chassis geometry typical of adventure bikes, and partly to the width of the handlebars. Differences are nonetheless felt: when tipping into a corner, the rider of the electric bike has to apply more effort at the handlebars to lean it over. Despite a battery mounted as low as possible and a weight difference limited to 9 kg in the electric machine’s disfavour, part of the mass here seems positioned a little higher, which is felt both when manoeuvring and on the move. The combustion bike is a touch easier to handle. The electric bike’s reverse gear, on the other hand, proves extremely practical. The fork and rear shock settings are well judged in both cases. Braking, however, differs markedly. As on an electric car, the electric bike’s deceleration is achieved, depending on the riding modes, almost exclusively through energy recovery; operating the brake levers becomes unnecessary in most situations. Regeneration allows a very gradual, smooth transition between acceleration and braking, and the result is a particularly flowing ride. The purist may perhaps miss the traditional braking action combined with a perfectly timed downshift.

Consumption and range:

The petrol bike consumes, depending on riding style, around 5.5 l/100 km, for a range of a little over 300 km. Zero claims 288 km in the urban cycle for the electric machine; at moderate speeds, we covered around 180 km, which matches the manufacturer’s data for mixed town-and-road use with motorway speeds capped at 100 km/h. If you adopt a more sporting pace, or ride constantly at 130 km/h on the motorway, the range melts away before your eyes. The 17.3 kWh high-voltage battery can be recharged in about an hour via a Type 2 socket.

Purchase and costs:

Both bikes are already very well equipped as standard. At purchase, the base version of the electric bike will lighten your account by 23,340 €, compared with 10,599 € for the combustion model, a substantial price gap. The electric machine, on the other hand, makes its case through very low maintenance costs.

Conclusion:

On one side, the battery-powered bike proves particularly practical and accessible in use: no more clutch, no more selector, and the use of the brakes is kept to a minimum. The bike is ridden on the throttle, much like the “one-pedal mode” familiar from electric cars. This concept is perfectly suited to city traffic or the daily commute, and asks less of the rider. Touring also remains possible with the available battery capacity. The near-silent, low-emission gliding is, moreover, in tune with our times. The rider for whom the emotional aspect and authentic riding with clutch and gearbox matter more will lean instead towards the combustion bike: the charm of the non-linear power build-up specific to a four-stroke, the pleasant intake sound, the positive vibrations caused by the rotating parts in the engine and gearbox, in other words this mechanical whole that converses with the rider.

As this comparison shows, these are two diametrically opposed conceptions of riding a motorcycle. In light of your personal preference, the choice should become easier. As we said, without passing judgement: a matter of taste.