ElectricMotorcycleForum.com
Makes And Models => Energica => Topic started by: ultrarnr on April 14, 2018, 07:34:20 AM
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I currently own a 2016 Zero SR with over 14k miles on it. Previously had a 2014 SR with 24K miles on it. I recently bought a 2018 Energica Eva 107 and currently have over 1300 miles on it. Here is a comparison report.
The Eva 107 is Energica’s street fighter electric motorcycle. At first glance you don’t even realize it is an electric motorcycle as the body panels conceal the battery and motor very well. If there is any doubt about the size of this bike as you walk around the rear of the motorcycle you notice the 180/55/ZR17 rear tire. Parked next to the Zero SR’s 140/70/-R17 it looks absolutely massive. As you walk around the front you notice the dual Brembo front brakes. The suspension up front is handled by Marzocchi 043 mm shocks. The front fender is carbon fiber as is a section under the rear seat. Previously Energica had offered a carbon fiber upgrade kit but for 2018 has put two major pieces as standard. Nice touch.
Swinging a leg over the Eva 107 you become fully aware this is a full size motorcycle. Turning the key causes the dash to light up as well as a series of LEDs in the tank area. The dash reveals an amazing amount of information on the screen and by scrolling through you realize there are three more screens! The Zero SR’s screen can display up to 18 bits of information. The Eva’s screen basic screen reveals 28 bits of information and there is more on the following screens. If you like lots of information on the dash you will love the Energica.
Regen: Regen on the Eva can be set in four positions, off, low, medium and high. On high it is significantly stronger than the Zero and in many ways it becomes your primary brake. In other words you roll the throttle on to go and you roll it off to stop. It doesn’t take long to be able to modulate the regen, the more you move the throttle closed the more regen. With regen set on high you will rarely use your brakes. The brake light will also flash as the regen slows the bike down.
Power: No doubt about it, the Eva’s 145 HP and 148 ft lbs of torque far out shines the SR’s 67 HP and 106 ft lbs of torque. The Eva pulls a lot harder than the SR all the way to the top of its range.
Charging: CCS charging is AWESOME!!!!!!!!!!!!!! First time I used it I was at 18% SOC. It took 17 minutes to add 50% and took 22 minutes to reach 80%. Tapering starts slowly at 70% SOC but by 95% SOC you are still charging at 7kW. I have twin Elcons for my SR so able to charge at 6.3 kw which still means two hours or so. The one downside to the Eva is the L2 charger is only 3kW so if you have to use L2 instead of CCS you might be there for over 3 ½ hours.
Maintenance: Zero wins here. The Eva has a liquid cooled motor, liquid cooled invertor, and a gearbox with oil in it that has to be checked and occasionally replaced. It also has a chain drive.
Range: This is where the Zero SR smokes the Eva. I thought Zero was rather “optimistic†about their range figures but Energica is far worse. Energica claims the Eva has up to 125 mile range in Eco mode. I have discovered you will only get that if you don’t exceed 25 MPH. WTF????? At 55 MPH don’t expect much over 60 miles. I am hoping more miles and warmer temps helps the range.
Brakes: The Eva has Brembo’s which not much needs to be said about them except if you like lots of regen you will rarely use them. The brakes on the 2016 SR are far better than what I had on the 2014 but even with the regen turned all the way up you will use the brakes on the Zero far more than you ever will on the Eva.
Tires: The Eva tire sizes mean you have a full range of tires available to put on it. The SR has small tires and a very limited selection. I don’t expect tires to last very long on the Eva though.
Modes: Eva wins here. The Eva has Eco, Rain, Urban, and Sport. The SR has Eco, Custom and Sport. I just keep it in Sport mode. The Eva has Regen modes of Off, Low, Medium, High. You can also turn off the ABS. Zero allows you to teak the regen between closed throttle and brake. This may work better for some people though.
Battery Sizes: Easy to be confused here. Energica says it has a 11.7kW battery, Zero claims 13.0kW battery. But the Energica’s 11.7kw is what you have available. The Zero’s 13.0kw is total size. Actual battery size of the Eva’s battery is about 13.5 kW. I have the Power Tank on my SR so combined have 15.8 kW. But the actual amount available is just over 10.5kW on my SR.
Low SOC: At 1% SOC the Eva goes into Limp mode and an icon lights up on the dash and power it cut. I have always been close to home in a 25 MPH zone so can only say trying to go faster than 30 mph is not easy. At 3-4% SOC you can still do 60-65 MPH with the EVA. The SR will cut power at low SOC but it is a lot more random as to when power gets cut. Yes the 2016 SR is far better than the 2014 SR was but I found the Eva to be extremely predictable at very low SOC and the 2016 SR isn’t.
Handling: Eva wins by a long shot here. This is not about just the difference in suspension. As I said earlier the Eva is very much a full size motorcycle and handles like one. The SR is a lot smaller motorcycle and for some people this may be a better fit. But for me it is a lot easier to move the Eva around and I am more comfortable do it than I am on the SR.
Neat bits: The Eva has reverse. Very easy to back up an incline. This is also important given the weight (620 lbs) of the Eva. The Eva also has 90 degree air valve stems. Can’t forget dual lighted USB charging ports on the Eva.
Conclusions: No question the Eva costs more than the SR but you also get a lot more. Far more power and far faster charging, better handling. The Eva allows single grip control of power and over 90% of your braking due to regen. I like the size of the Eva as the SR always has seemed small. A lot of times I find myself comparing the Eva to my KTM 1290 SA which is truly another beast of a machine. But the Zero has far better range than the Eva. Based on statements on Energica’s web site and comments on this forum I expected a lot more range. But I knew the risks of being an early adopter, I gambled and I lost. So far I can commute on it so at least I can put some miles on it. Hopefully more miles and warm temps will get me better range. If you love the SR but are wanting a more of everything then take a look at the Eva. The Eva is an SR on a massive amount of steroids and lives up to its street fighter image and style. Just make sure you can accept the limited range.
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Best Energica review I have read. Coming from a guy who know electric motorcycles, and have no hidden agenda.
Interesting to hear the range differences, I guess this is the price you have to pay for a top end electric motorcycle.
Sent from my XT1585 using Tapatalk
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Thanks for the detailed comparison review, ultrarnar. An excellent review and one that we are not likely to see very often, if ever, in the future, especially in a motorcycle press publication (for a variety of reasons).
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This is really interesting; thank you. I may include it on the unofficial Zero manual under a new comparisons page.
Can you say more about the regen roll-on and whether the ergonomics of the throttle allow efficient coasting? It's occurs to me that maybe some of the difference in ranges is eaten up by coasting regen.
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Great review, thank you very much ultranar. :-)
By the way, how go you get on with the extra noise the Eva creates? Always sounds quite intrusive on the video reviews I've seen.
A number of reviewers have commented on the bike feeling too heavy. Do you feel the same and does it affect the handling and confidence you feel in the bike much?
For those seriously interested, there should still be some great discounts available on 2017 models. In the UK I believe you can pick one up for around 19-20k. A Zero SR with charge tank retails for £18,500.
I've been giving an Eva a lot of thought recently since I had a chat with the guy on their stand at an EV event. Unfortunately, putting my passion for EV's aside, I have just ruled out getting an SR on two counts: Cost and charging time. For the same reason, I'm also ruling out an Eva. Particularly now we've got some real world info on range.
Thanks again for the review and please keep us updated with how you get on.
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I currently own a 2016 Zero SR with over 14k miles on it. Previously had a 2014 SR with 24K miles on it. I recently bought a 2018 Energica Eva 107 and currently have over 1300 miles on it. Here is a comparison report. ...
Awesome! Thanks for posting.
The only thing you seem to have omitted is discussion of battery warranty.
And I look forward to hearing about how it performs after some hard miles and some weather.
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I've added this to the manual under a new page: https://zeromanual.com/index.php/Manufacturer_Comparison#Energica
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BrianTRice,
On one hand the precision of the throttle would allow for coasting but I am not sure you will do much with the Eva. I think when you reach the point on the throttle you consider coasting I think the bike will slow down a lot more due to the drag of the drive train and the weight of the bike compared to coasting with a Zero.
Yes the Eva is a lot heavier than the SR but so far it doesn't seem to be a big deal as far as handling goes. Right now I am planning on going out to Deals Gap around the 4th of July and will see how the Eva handles tight twisties then.
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On one hand the precision of the throttle would allow for coasting but I am not sure you will do much with the Eva. I think when you reach the point on the throttle you consider coasting I think the bike will slow down a lot more due to the drag of the drive train and the weight of the bike compared to coasting with a Zero.
That's interesting. I'll bet that regarding range differences, the battery capacities really are equivalent, and the Energica just has some combination of powertrain losses and accessibility of coasting that limits the range a rider can get.
Oh, I guess I can think of another factor: IGBT vs MOSFET losses in the controller, since IGBTs are required for powertrains operating at 350-400V. So, while the high voltage powertrain is much more robust at lower charge states, the IGBTs are more taxing across the range.
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Superb report!
Regarding range, ehh, unless you ride a side-by-side comparison at constant speed, in the real world, the more power you have, the more power you will use and the more energy you will need for the same distance. Therefore (and also the other reasons stated) more consumption and more joy (hopefully!).
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My guess is that range would be mostly affected by the heavy weight of the Energica and its very powerful motor, which might not be as efficient as the Zero motor under a light loads and low rpm running, such as when traveling at legal road speeds. ???
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My guess is that range would be mostly affected by the heavy weight of the Energica and its very powerful motor, which might not be as efficient as the Zero motor under a light loads and low rpm running, such as when traveling at legal road speeds. ???
Could be. But also a more powerful motor with variable regen might do a better job of avoiding friction braking. I suspect the Energica might give better range for someone who brakes more agressively, and Zero might give better range for someone who rides like they have no brakes.
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Thanks for posting this great review. Everything you wrote is spot on! It is very realistic review, I know because I own the same bike as of 2 weeks ago. Of course you can't compare it to my multistrada 1200cc or BMW R1200rt in terms of comfort but, as I look at it, its meant to be a sport bike. Its very enjoyable and exciting for short & spirited rides. Oh yeah!!! That being said riding in the city is more comfortable and better on my Zero FXS then the EVA.
sorry I only have around 100 miles on my EVA due the bad weather in New York, but as I ride it more I will have more to say. I hope I see you in Austin this weekend!
Once again, GREAT REVIEW and thanks for posting, you really left no stone unturned!
---Enjoy your ride!!!
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Feel free to correct me but the total capacity is volts times amp hours.
With higher volts giving you more speed and higher amp hours giving you more range.
Zero uses lower voltage so less power but more range with the opposite being true of Energica.
The trade off gives you faster DC charging with the Eva thanks to the higher voltage.
The lower cycle life of the Lipo batteries in the Eva could be an issue as well, long term.
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buki67,
I am curious to hear how your Eva 107 stacks up against your Multi! I have a KTM 1290 SA which is truly a beast! But even in its prime RPM range (north of 5K) I think the Eva pulls harder. Of course the KTM has a higher top end but it is rare that you can go that fast at least in my area.
Any prospects of a dealer in your area for Energica? Right now my Zero dealer is looking at becoming an Energica dealer as well.
Let me know how your Eva does out there.
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Ultrarnr,
Multistrada is a very strong bike in every sense (comfort,power,brakes,etc) but EVA
is a different animal, very smooth power delivery and strong ANYTIME you want it. Definitely pulling stronger then multi and probably any other similar motorcycle.
I have ridden motorcycles for a long time but nothing compares to EVA, yes it's 620 lbs but is easily manageable when you are moving, suspension is hard and on the sporty side, but I need some time on the bike to set it up. So far I felt a lot of weight on my hands in the original handlebars position, but after installing 2'' Rox risers it's much better for me. This motorcycle is not meant to be my daily ride: it's much different then anything else but I am learning more about it every day. I like the technology and challenge behind it, and this is probably the future of transportation (necessity or pure pleasure) and I don't want to be late.[/size]
And as far as I know any dealers that I go to have no interest or never even heard of Energica.
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I just finished reading the April issue of the UK publication Bike. At the back of the magazine they have a summary of all of the motorcycles that they have tested in recent years and here is what they have to say about the 2017 Eva:
Price: 27,999 pounds; Top Speed: 125 mph; Power: 107bhp; Range: 60 miles per charge; Comments: Great acceleration, ace response, great quality. But pricey and charging points are still rare. Rating: 6/10; Tested: Oct 2017.
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" charging points are still rare"
This is a typical smoky vehicle driver/rider statement. Very effective at deterring people from buying EV's. No matter the number of wheels. For MB even more than for cars, the main charging point is at home. And this point is not really rare, usually available every day, or night!
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nothing compares to EVA, yes it's 620 lbs but is easily manageable when you are moving.
holy crap! I understand a bike feeling weightless when moving, but I did not know it weighted THAT MUCH.
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" charging points are still rare"
This is a typical smoky vehicle driver/rider statement. Very effective at deterring people from buying EV's. No matter the number of wheels. For MB even more than for cars, the main charging point is at home. And this point is not really rare, usually available every day, or night!
I agree that the statement is very effective at deterring people from buying EVs. Unfortunately it is a true statement here in the UK.
I also agree that the main charging point will be at home for motorcycles. That's true for all EVs, but even more so for electric motorcycles that are only really suitable for commuting at the moment.
I've been through the cycle of owning both an electric motorcycle and a car. I've still got the motorcycle but I ditched the car. There are a lot of charging points, but nowhere near enough. This is especially true for rapid chargers, which is what the Eva relies on to make up for its lack of range.
Through bitter experience, I've found that it isn't enough to have one option at each stopping point. There needs to be another option within a mile, just in case option 1 isn't available for whatever reason. People don't mind waiting for a couple of minutes for a petrol pump to become free. Well, they do mind, but they'll tolerate it. If they can drive to another petrol station within a couple of minutes they'll do that instead of waiting. I have to say that it's the lack of charging infrastructure and its poor quality that is holding EV adoption up here in the UK.
If I was wealthy enough, I'd have a Zero SR and an Energica Eva or Eco. I'm sure I'd also have a couple of ICE bikes in the stable too. I'm not though and most people aren't either. They can afford to own one bike, maybe two. That one bike has to do it all; be fun, do the commute and be capable of longer trips when the opportunity presents itself. Yes, I'm talking about my own circumstances here, but I'm sure they're not that dissimilar to many others'.
The best all-round bike I've owned was the Fazer 1000. It's in my profile photo. It did it all. I had to make some big compromises when I bought a Zero, but I've kept it for over two years because it's the best bike for commuting and that's most of my riding.
I would dearly love to buy an Eva. Failing that, I would dearly love to buy an SR with the new charge tank. It's just the cost of it all. Bum.
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I just finished reading the April issue of the UK publication Bike. At the back of the magazine they have a summary of all of the motorcycles that they have tested in recent years and here is what they have to say about the 2017 Eva:
Price: 27,999 pounds; Top Speed: 125 mph; Power: 107bhp; Range: 60 miles per charge; Comments: Great acceleration, ace response, great quality. But pricey and charging points are still rare. Rating: 6/10; Tested: Oct 2017.
A lot cheaper in California. Clean air cap and trade subsidy, I hear.
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While I was riding my Zero today, I saw a very green Eva in the wild. The rider was turning right from Linda Mar Blvd. on two northbound Highway 1 in Pacifica, CA. The time was exactly 11 am PDT.
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Hi, I am Sjerp, living in the Netherlands. Very nice review! I own an Energica EsseEsse9 since April 17th, which I ordered early December. I have done 600+ miles in a week and before I got the Esse, my dealer lent me a 2017 Eva for a month, on which I did 1900 miles. I have tested a 2017 Zero SR for two days commuting, just as a BMW C-evolutiuon a year earlier. Before electric, I have been driving a BMW 1150RS for 8 years.
I almost ordered a 2018 Zero SR with charge tank and luggage kit but decided to visit the Energica dealer (who also sells Zero) to compare the deal. I then learned that the Eva was actually not that much more expensive* and had CCS charging (3x faster than Zero with new charge tank), a total game changer. After the two days test, I was convinced, not so strange though, as a BMW driver.
I underline the power consumtion difference: I have the impression that the Zero is a bit more economical, probably a combination of drive train efficiency and overall aerodynamics (Eva is also wider). With the Eva staying below 10kW/100 km is a challenge. For my commute (38 miles) not a problem at all. With 60-80mph travel, I always arrive at work with 40-48% battery left. With heavy traffic, I can manage 50%.
On the first meters, I have the impression that the Eva 80kW acceleration is a match with the Zero SR. The Eva has a more delicate launch. At mid-speed Eva pulls much harder.
Again, very good review of the Eva 107. If there are questions regarding the EsseEsse9, I'm happy to open a topic.
*Edit: end of 2017 my dealer started lowering 2017 Eva prices. In EU, now a 2017 Eva is cheaper than a 2018 SR with Charge tank.
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SBK74,
Congratulations on the Esse! Have you tried CCS charging yet? What regen setting do you use?
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Ultranr,
I also have a Zero, a 2017 DSR. I've been happy with all aspects except the chassis which rides poorly to me. I have experimented with suspension adjustments as has the dealer a couple of times, but what I find is that small bumps seem to make the chassis vibrate for a period. This can be especially annoying if I'm on the freeway and I hit a series of expansion joints or other bumps at a particular rate. If the pavement is bump free, the ride and handling are fine, but if the chassis gets going... not so good. I have never felt this happen on my other bikes. My conclusion is that it has something to do with frame stiffness or lack of it.
Enter the Energica Eva, I just picked it up, but the ride and performance feel similar to one of my previous bikes a BMW K12RS. The ride is slightly firm, but feels very controlled and familiar. Hopefully the range will not give me too much trouble since twisting the throttle (is that what we still call it) is fun well beyond where the Zero tapers off.
Question to you and other US based owners, who are you buying insurance from?
D
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SBK74,
Congratulations on the Esse! Have you tried CCS charging yet? What regen setting do you use?
Thanks, yes, I have tried CCS charging, works well. The biggest Dutch fast charging operator (FastNed) offers 'autocharge'; the charger recognizes the vehicle after plugging in and starts charging automatically. Must say that CCS charging is only for my (weekend) trips, but allows me to stick with one bike. For regen I always use medium or strong. The blinking brake light is also great to keep traffic at safe distance. I already had a 'Oh sh*t' moment, that I had switched it off (to zip a right pocket), and before a corner anticipating on the regen to be active...
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D,
I have my insurance through Progressive, have had them for a few years now, no problems. Agree with the throttle fun. The Zero launches hard but tapers at the upper levels, the Eva pulls hard all the way.
I played with regen settings a bit but now keep it on strong. When I switch to my KTM I have to remember that rolling off the throttle does not slow the bike down and that I have to use the brakes! So easy to get used to accelerating and braking through the use of the throttle. I did ride my Zero last week and it was like there is no regen at all once you are used to the Eva.
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Hi all,
I’m currently running a Zero SR in the U.K. Seriously thinking on upgrading to an EVA but I’m really struggling to find an insurance company willing to cover the EVA. I didn’t experience too much trouble with the Zero. Any suggestions from other Energica U.K owners on which insurance companies offer cover?
Many thanks in advance for any help.
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Hi all,
I’m currently running a Zero SR in the U.K. Seriously thinking on upgrading to an EVA but I’m really struggling to find an insurance company willing to cover the EVA. I didn’t experience too much trouble with the Zero. Any suggestions from other Energica U.K owners on which insurance companies offer cover?
Many thanks in advance for any help.
Welcome Gilly. Try Wicked Quotes.
What model year SR do you have?
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Hi Ultrarnr,
Thanks for the reply, I’ve tried Wicked Quotes, it was a no to the EVA. I insured the Zero with Wicked for one year but I’m currently with Carole Nash. I’m still in discussions with Carole Nash to see if they would cover the EVA, they’re first response was no.
The Zero SR is a 2015 withPower Tank. I am very happy with the SR but the temptation of CCS charging and the bigger physical size of the EVA are getting very hard to resist!
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Hi Mostly Bonkers,
Apologies I used the incorrect user name in my perevious post!
Thanks
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While I was riding my Zero today, I saw a very green Eva in the wild. The rider was turning right from Linda Mar Blvd. on two northbound Highway 1 in Pacifica, CA. The time was exactly 11 am PDT.
HAHA small world, that was me. You were on an Zero S turning left onto LMB from HW1 right?
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While I was riding my Zero today, I saw a very green Eva in the wild. The rider was turning right from Linda Mar Blvd. on two northbound Highway 1 in Pacifica, CA. The time was exactly 11 am PDT.
HAHA small world, that was me. You were on an Zero S turning left onto LMB from HW1 right?
Right. :)
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Anyone have a real world range on the Ego at cruising speed? 65 or 70MPH? I'll take Ego data even...about to buy one and want to make sure it can actually make the ride home - 250 miles, in one day. Don't want to stop every 50 miles to charge...a Zero DSR could do much better.
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I have the Power Tank on my SR so combined have 15.8 kW. But the actual amount available is just over 10.5kW on my SR.
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I think something got wrong here.
I have a Zero DS 2013 with a 12.5kW battery: my usable is 11.4kW.
Very precise because I ride every day 75-110km highway and very often come almost empty at destination and 3 times walked... (drive between 110-140km/h.... ::) 8) )
Most recently 'max filled' but not empty yet: 10.814kW (showing 5% SOC, but we all know -5% can be empty and +5% can be empty -> always stay above 10% SOC of Zero App).
Oplaadstation id ! Connector ! Startdatum ! Stopdatum ! Volume ! kWh
EVB-P1402495 ! B1420050 ! 20-08-2018 ! 06:28:55 ! 5199 ! 5.199
EVB-P1402495 ! B1420050 ! 13-07-2018 ! 06:45:07 ! 13-07-2018 ! 14:29:43 ! 9504 ! 9.504
EVB-P1402495 ! B1420050 ! 12-07-2018 ! 06:53:33 ! 12-07-2018 ! 12:51:24 ! 7202 ! 7.202
EVB-P1402495 ! B1420050 ! 11-07-2018 ! 06:37:17 ! 11-07-2018 ! 15:32:49 ! 9429 ! 9.429
EVB-P1402495 ! B1420050 ! 10-07-2018 ! 06:34:29 ! 10-07-2018 ! 16:30:52 ! 9576 ! 9.576
EVB-P1402495 ! B1420050 ! 09-07-2018 ! 06:31:53 ! 09-07-2018 ! 15:36:28 ! 9329 ! 9.329
EVB-P1402495 ! B1420050 ! 06-07-2018 ! 06:30:22 ! 06-07-2018 ! 16:11:28 ! 9834 ! 9.834
EVB-P1402495 ! B1420050 ! 05-07-2018 ! 06:37:04 ! 05-07-2018 ! 12:33:41 ! 7308 ! 7.308
EVB-P1402495 ! B1420050 ! 04-07-2018 ! 06:41:57 ! 04-07-2018 ! 15:53:48 ! 10577 ! 10.577
EVB-P1402495 ! B1420050 ! 03-07-2018 ! 07:33:24 ! 03-07-2018 ! 16:24:06 ! 10814 ! 10.814
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On one hand the precision of the throttle would allow for coasting but I am not sure you will do much with the Eva. I think when you reach the point on the throttle you consider coasting I think the bike will slow down a lot more due to the drag of the drive train and the weight of the bike compared to coasting with a Zero.
That's interesting. I'll bet that regarding range differences, the battery capacities really are equivalent, and the Energica just has some combination of powertrain losses and accessibility of coasting that limits the range a rider can get.
Oh, I guess I can think of another factor: IGBT vs MOSFET losses in the controller, since IGBTs are required for powertrains operating at 350-400V. So, while the high voltage powertrain is much more robust at lower charge states, the IGBTs are more taxing across the range.
Mainly this is due to the larger front area, it is a bigger bike at the end. The powertrain is quite efficient even with IGBT.
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On one hand the precision of the throttle would allow for coasting but I am not sure you will do much with the Eva. I think when you reach the point on the throttle you consider coasting I think the bike will slow down a lot more due to the drag of the drive train and the weight of the bike compared to coasting with a Zero.
That's interesting. I'll bet that regarding range differences, the battery capacities really are equivalent, and the Energica just has some combination of powertrain losses and accessibility of coasting that limits the range a rider can get.
Oh, I guess I can think of another factor: IGBT vs MOSFET losses in the controller, since IGBTs are required for powertrains operating at 350-400V. So, while the high voltage powertrain is much more robust at lower charge states, the IGBTs are more taxing across the range.
Mainly this is due to the larger front area, it is a bigger bike at the end. The powertrain is quite efficient even with IGBT.
From what I’m hearing by owners, the lower experienced range has to do with how the bike is ridden, and not as much about the powertrain. As in, it has some slightly higher losses, but throttle and regen manipulation account for the majority of the difference.
Do you have any way to back up your claim? I had a hypothesis but you replied with certainty that I can’t just accept at face value.