The brakes and ABS are strong
enough. Thankfully, the FX has a low
seat height since the mid-section of
the machine carries a heft load. It
weighs in at just under 300
pounds, and you can feel
it when you are bouncing
down a trail or just sitting
at a traffic light.
ing and darting through tight trees. The brakes are ABS,
which means you can’t lock up the rear wheel and brake
slide into a corner. Turning this feature off requires you to
do a burnout. Simple, but the ABS returns once you stop
and restart. It is vibration-free. The rear sprocket looks
like something we ran in the ’70s on a twin-pipe Yamaha
100. It’s huge. It’s fit with a sidestand. The lights are
acceptable, and the ergos are fairly comfortable for a nor-mal-sized pilot. Tall guys will feel cramped, but a thicker
saddle would help here.
ALL PLUGGED IN?
The bike makes incredible instant torque, especially in
Sport mode. Power isn’t an issue, but weight and suspen-
sion travel keep it from being competitive with piston-en-
gine motorcycles in the dirt. Zero could easily address
those issues, but it is still waiting to see if there’s a market
there. Alta is trying to get off the ground with a full-blood-
ed electric dirt bike that carries a price over $14,000. The
price for the Zero we have is $10,495, and there’s one with
a smaller battery for $8495. Once this machine gets some
dirt-worthy weight bias and traction control and the battery
weight gets halved and pushed lower in
the chassis, the dirt world may accept
getting plugged in. o
The frame is a work of art, and the swingarm is well braced
to resist flex. Sitting right there is the battery, which is quite
substantial and helps make the machine feel super top-heavy.
Burnouts are no
problem for the Zero.
It makes big power
with torque numbers
that match, and this