Perfect E-Motorcycle for Commutes and Light Off-Road Jaunts: Zero FX Dual Sport Review

Dual-sport motorcycles are all about versatility. They’re fun on the street and capable in the dirt. And they can even pull budget-friendly adventure duty with a few choice modifications.

With that being said, the dual-sport genre can be a tough one to define. On one end, you’ve got mild-mannered and uber-reliable staples like the Honda CRF300L. While on the other, you’ve got high-strung and barely legal dirt weapons like the Husqvarna FE350s.

Long travel suspension, single-cylinder engines, and street legal status were once the only constant variables defining the dual-sport formula. But Zero’s FX blurs the lines even further with its all-electric powertrain and complete lack of any clutch or transmission.

Is there room in the dual-sport equation for plug-in power, or will electric propulsion fail peer review? This month, I took the latest 2025 Zero FX on an all-terrain joy ride to find out.

In short: The 2025 Zero FX is an undeniably capable performer. It delivers nimble handling, thrilling acceleration, and excellent adjustability with minimal effort. As is often the case with electric motorcycles, the FX falls short of gasoline-powered alternatives when it comes to range. But it’s a force to be reckoned with, as long as there’s juice in the tank.

Zero FX Review

Overview

The Zero FX was among the first bikes the California manufacturer ever brought to market. It’s received numerous improvements over the years, like a bigger battery, TFT dash, and better suspension.

But its mission remains unchanged. It’s a simple, air-cooled, all-electric dual sport that’s little more than a chassis, a motor, and a throttle.

As such, the FX is effectively Zero’s “entry-level” machine. It forgoes the impressive electronics, plus-sized batteries, and creature comforts of its flagship models like the DSR/X.

Instead, the FX relies on a more affordable price and the raw thrill of instant electric torque to garner appeal, as well as the promise of true off-road capability and a lighter overall package.

With roughly 9 inches of fully adjustable Showa suspension, a sub-300-pound weight, and more than double the torque of a KTM 500, the little Zero should have everything it needs to be an absolute riot on pavement and off.

Zero FX Testing

My test of the Zero FX was simple. First, I spent a month living with it day-to-day around town. Then I took it to Suches, Georgia’s de facto motorcycle playground, to give it a proper shakedown on a mixture of winding mountain roads and off-road trails.

My plan was to start at 100% battery, ride until I hit the 51% mark, and then turn around and come back to the truck. As such, the day served as both a performance test and a range test of this bike in a mix of real-world street and off-road conditions.

True Range

I’ll get the obvious bit out of the way first. The Zero FX’s 7.2kWh battery is a dramatic improvement over previous iterations of the bike. But the range remains the bike’s limiting factor.

Zero claims a 102-mile “city range” for the FX, but that figure is based on constant low-speed, stop-and-go traffic. In other words, it’s a figure you’ll never see because it’s based on conditions you’ll never encounter for any significant length of time.

I’ve ridden electric motorcycles before, most recently Zero’s own flagship DSR/X. I’ve found that the “high-speed highway range” is generally an accurate representation of the kind of mileage you can expect.

If you enjoy the bike’s incredible acceleration, cruise at speeds above 60 mph, and only use the regen when it’s convenient, that’s about the figure you’ll get every time you ride.

Such was the case with the Zero FX, which has a claimed highway range of 57 miles. On my first pavement-only test, I left the house on a full charge and rode the bike in sport mode as I normally would. I rolled back into the driveway after 44 miles with 9% battery remaining.

That same range applied to my mostly off-road test. It was a 2-hour ride covering 32 miles and a little less than 3,000 feet of elevation gain.

By the time I got back to the truck, I had about 10% battery remaining. Most of that ride was done in eco mode by necessity (more on that below). But big handfuls of throttle were still applied anytime it felt right to do so.

The conclusion here is that if you want a big range, you have to ride very conservatively. And the power mode didn’t seem to have any significant impact. That was incredibly difficult to do when I had such a monster of a motor between the knees. But if I rode this bike with intention, I squeezed out a little more juice between charges.

On the Road

Around town, the Zero FX was the epitome of what’s right with electric propulsion. The simple twist-and-go throttle, lack of any clutch or gears whatsoever, and near-silent operation all combined to make an absolute peach of a commuter.

It was easy to own and live with, and it was sublimely peaceful to ride on a warm, sunny day. If you want to sprinkle in some thrills on your daily commute, the occasional red light sprint or power wheelie is never more than a big twist of the throttle away.

The complete lack of any traction control, combined with switchable ABS braking, further amplified the FX’s rowdy character when called upon. Or I could have left it in Eco Mode, relaxed, and enjoyed some stress-free, one-handed riding.

The FX’s roughly 50-mile range, combined with its lengthy recharge time, meant a full day of riding my favorite roads was off the table. Shuttling the bike to and from the destination with a pickup truck is the ticket to riding faster for longer. But it’s also an inconvenience, and the bike is still limited to 2 to 3 hours of fun.

With that being said, make no mistake: the Zero FX was a very fun thing to ride on the street. The adjustable Showa suspension, combined with an all-aluminum chassis, made for a very firm and supportive ride on fast-flowing backroads.

The FX handled nicely, although a little vague due to its inherent lack of flex. It was roughly par for the course when pushing a 21-inch front wheel on a twisty road.

The lack of a clutch to finesse or gears to select allowed me to focus on fundamentals like braking, line choice, and throttle inputs. It probably made me a bit faster through the corners than I’d normally be on my gas-powered dual sport.

On the Dirt

The Zero FX legitimately surprised me in the dirt. I’ve always assumed the FX was essentially a glorified commuter bike with a 21” front wheel. But it felt right at home on both fast fire roads and tight singletrack I rode for the test.

A quick word to the wise, though. Dirt was no place for sport mode. With its full 78 pound-feet of torque on tap, the FX was practically unusable off-road. It spun the rear wheel further and faster than I could control with anything but the lightest twist of the throttle.

For reference, KTM’s benchmark 500 EXC-F makes about 30 pound-feet of torque at its peak. It builds up to that number in a gradual, controlled fashion as the engine gains steam. With the Zero, you get 100% of its torque immediately off idle. This was riotous fun on the pavement but a hindrance anywhere else.

For that reason, I quickly learned that Eco Mode was my friend in the dirt. The FX’s additional customizable rider mode worked even better for dialing in the ideal percentage of power, regen, and engine braking for off-road duty.

With the power dialed in and the ABS switched off, the FX was a damn good time on gravel roads. It slid with ease and pulled wheelies at a moment’s notice.

Once I had that sorted out, I moved up from Suches’ pitted dirt and gravel roads to narrow single-track trails. This is where I learned another important lesson: the FX’s Showa suspension components are the real deal.

Nine inches of travel isn’t exactly ideal for woods riding. But the FX ate up roots, rocks, and fallen trees without complaint. The rigid aluminum chassis and surprisingly firm fork did a number on my wrists initially. But after dialing the compression back a few clicks, I had no issue finding my flow through the heavily wooded trails.

In fact, the main limitation I found on the FX was its heavily street-biased Pirelli Scorpion A/T tires. They got slippery fast in the damp, loamy soil. A proper set of knobbies would do wonders for the FX. But this probably wouldn’t make sense for most buyers using the Zero as a commuter first and a toy second.

The Downsides of the Zero FX

I’d summarize the Zero FX as a hugely enjoyable motorcycle that’s tragically hamstrung by the current limitations of battery power. The range was the single biggest chink in the FX’s armor. A true 100-mile range, regardless of speed or power, would make for a much more compelling package.

The FX’s lengthy recharge times further compounded the range anxiety. Because the bike is designed to work with a standard household outlet rather than a modern fast charger, the FX essentially has to be plugged in overnight (9.7 hours for a full charge from 0%) to regain a meaningful percentage of its battery.

Zero offers a quick charger for the FX, which cuts a full recharge down to about four hours. However, it costs an additional $800. Theoretically, you could fit the quick charger in a backpack and carry it around with you. But in reality, it’s a bit too bulky to be practical anywhere but home base.

The battery averaged around 10% charge every hour, which meant a quick top-off to get back home wasn’t possible. The system was ideal for weekday commutes when I could reliably leave the bike plugged in for several hours while working. But for everyone else, the FX will have to live on a short leash.

The other notable gripe I encountered came from the sharp angles of the FX’s aluminum battery cover. This small but mighty aluminum lip is in the perfect position to snag the top of a tall off-road boot — or at least that was the case with my current Sidi Crossfires.

This snagging happened more or less constantly anytime I was standing up or moving around on the bike. It nearly caused me to drop it on a few occasions when riding slow, technical terrain.

Granted, it’s an issue that could likely be solved with a few well-placed strips of duct tape. But I couldn’t help but feel that tape shouldn’t constitute a major ergonomic improvement on a $12,000+ motorcycle.

Which brings me to my final complaint: the FX’s asking price. Twelve grand will buy you a Honda CRF300L and a Kawasaki KLX 300 with enough cash left over to cover fuel and maintenance costs on both bikes for a year. Yes, the Zero FX makes more torque than both machines combined. But in the dirt, that’s about twice as much as you’ll ever need.

Conclusions on the Zero FX Electric Dual-Sport Motorcycle

At the end of my time with the Zero FX, I was stuck asking myself, “Who is this bike for?”

It’s an ideal city commuter that would have nearly zero maintenance, require zero mechanical know-how, and zero gas stations in your immediate area.

It also requires zero knowledge of how to work a clutch. So, if you can ride a bicycle, you can probably hop on the Zero FX and get where you’re going.

It’s also a legitimately capable machine for recreational off-road riding — even if it does require a pickup truck (and possibly even a generator) to make the most of a weekend in the dirt.

Ultimately, I decided the FX fills a small but very real niche of customers who want an electric vehicle first and a traditional motorcycle second. It’s easy to own and ride and tailor-made for city living. So, if you’ve got the cash and the inclination, chances are you’re going to love this motorcycle.

With that being said, the Zero FX faces some stiff competition on the horizon. Can-Am’s recently released Origin offers more tech and faster charging for an extra $2,000. Stark’s upcoming Varg EX promises more power, more tech, more performance, and an equal (if not better) range for nearly the same price.

The Zero FX drives a hard bargain, but it also can deliver big thrills and effortless simplicity. That’ll likely be a perfect formula for new riders who don’t want to bother with a gas-powered bike. But the FX’s days may be numbered if a significant update isn’t on tap sooner rather than later.