Zero LS1 review: Finally time to ditch petrol?

Zero Motorcycles understood the assignment. The company’s new LS1 scooter manages to not only be an environmentally friendly vehicle for navigating hyper-urban environments, it also harnesses the inherent benefits of electric power to deliver a two-wheeler that is actually, you know, fun to ride.

Crucially, it is also useful. And it isn't insanely overpriced compared to (some) petrol-powered alternatives. The LS1 is not a novelty; it is a legitimate urban tool and a reminder that the world of electric mobility is rapidly evolving. Knowledge and assumptions formed even a few years ago are no longer accurate.

The UK and EU may have recently backtracked on pledges to ban the sale of new petrol- or diesel-fuelled vehicles by 2035, but an electric future still feels inevitable - especially if you commute through a major UK city centre. Clean Air Zones and London's ULEZ grow more and more punishing. 

Meanwhile, fuel prices won’t be dropping anytime soon, and trains are increasingly priced for the rich. So, not only are electric scooters better than they’ve ever been, they are more relevant.

Recently, I got a chance to navigate the traffic nightmare that is Brighton on a sunny afternoon while aboard the new Zero LS1. Here is what I learned.

How we got here: Zero’s evolution in Europe

As I mentioned recently in my review of the Zero XE electric dirt bike, Zero Motorcycles is the old man of the turbulent electric moto world. The brand has somehow managed to stay alive for two decades while dozens of competitors have risen, over-promised, and spectacularly fallen.

You may also be interested in: 2026 Zero XE: Stupid levels of fun

Founded in Northern California in 2006, the company moved its headquarters to Amsterdam late last year. Outwardly, the brand stated: “Europe is where the pace of EV adoption is being set… Moving our global headquarters here allows us to react faster, focus harder, and lead the transformation of the powersports industry.”

As an American expat, I find it disheartening that a pioneer EV company feels it cannot succeed in the United States. However, Zero is quick to point out it maintains a ‘spiritual connection’ to the tech-driven mindset of Silicon Valley. 

Nonetheless, Zero no longer claims its vehicles are “crafted in California,” acknowledging that most models are now built in the Philippines.

The move to Europe coincided with a shift in Zero’s thinking, with smaller, A1-licence-friendly vehicles showing up in the line-up. First came the X line of dirt bikes, and now the LS1 scooter.

Electric scooters are a rapidly growing segment across the Europe, with as many as 600,000 units sold each year. 

Zero says it is explicitly targeting riders in cities like Paris or London, where strict environmental regulations are altering how people travel. For the UK market, the LS1 sits squarely in the A1 category, meaning you can ride it on L-plates.

Design, storage, and ergonomics: The £4,500 question

Previous to encountering the LS1, my only experience with an electric scooter had come some seven years before, when I test-rode the Vespa Elettrica. That scooter was a hoot, but ultimately inadequate and impractical for genuine urban use. It was anaemic from a dead stop and had a restricted top speed of just 29.8 mph. It also cost way too much.

Approaching the LS1, I noted that Zero’s scoot was roughly the same size as the Elettrica - diminutive - and braced myself for disappointment. Outside of its physical footprint, however, the LS1 is a completely different machine. Its styling is modern; there is no attempt to tie the scooter to a heritage. It is a vehicle for right now. 

Zero says it is actively speaking to companies like UberEats about introducing LS1 models to delivery fleets, but as a commuter, you won’t feel like you need to wear an oversized, reflective puffy jacket to be seen on this thing.

With a starting price of £4,500, the LS1 is spicy compared to a budget petrol-powered Lexmoto OCR 125 (£1,699). But put it up against the (also) petrol-powered Honda PCX 125 (£3,549), and the total cost of ownership becomes more competitive when factoring in things like no road tax, cheap electricity, and minimal servicing. 

It is even more competitive against other modern electric scooters; the Honda CUV-e costs £3,800 but has a lower top speed (51.5 mph) and markedly less range (45 miles). The LS1 also costs £1,500 less than the Elettrica did seven years ago, while offering significantly more functionality.

That said, elements of the LS1 convey a sense of something built to a price point. The mirrors are flimsy and largely useless for seeing anything other than your own torso. The overall feel is more plasticky than I’d prefer; you hear a fair bit of clattering from the bodywork when navigating pothole-ridden streets. It wouldn't put me off purchasing an LS1, but it’s enough that I would research competitors before buying.

The switch to unlock the seat is fiddly, but once popped open, there is a large space underneath. Zero claims it has “enough space for two helmets.” I cannot imagine how this could be true in the real world. Bicycle helmets, perhaps, or two open-face "jet" helmets stacked in Jenga style. Definitely not two full-face lids.

There is enough room, however, for a single full-face helmet or a decent-sized commuter bag. I am confident you could fit a Kriega US20 tail bag in there alongside a heavy-duty chain lock. 

Alternatively, you can use the space to store a third optional battery, effectively extending the LS1’s urban range to a claimed 97 miles.

Stepping into the scooter and lowering onto its 780mm seat, the LS1 feels a bit cramped for a 6-foot-1 rider - as practically all scooters do. The seating position reminded me of a well-behaved schoolboy: feet neatly together, knees bent at 90 degrees, back straight. There is not much room to stretch out if you are long of leg. It’s not uncomfortable, just cosy. I could manage a daily 40-minute commute across town without complaint.

Power, performance, and a 62 mph top speed

The LS1 houses two 1.86 kWh lithium-ion batteries under the floorboard, powering a centre-mounted electric motor that promises peak outputs of 11.2 bhp and an absurd 177 lb-ft of torque at the rear wheel.

That second number is what matters most. But the LS1’s claimed top speed of 62 mph certainly helps, too. That’s well in excess of what you need in urban zones, and fast enough to tackle brief blasts on faster roads without feeling like a mobile chicane. I wouldn’t take it on the motorway, though.

Because this is an electric powertrain, all that torque is available instantly. It ensures that you get ahead of practically everything at traffic lights. You will out-gun standard petrol scooter riders, delivery drivers, and most cars (that aren’t also electric). The joy of that silent, seamless acceleration is so delightful you will find yourself hoping the next light turns red just so you can do it again.

When you aren't deliberately hammering the throttle for fun, power delivery is impressively smooth and intuitive. And you never have a problem keeping up with the chaotic flow of city traffic.

Battery tech, charging, and range anxiety

Both standard batteries are located low down in the floorboard, keeping the centre of gravity close to the tarmac. This pays dividends for low-speed handling. The curb weight of the LS1 is very manageable: 134 kg.

Crucially for city dwellers, the batteries are fully removable. You can lift them out, bring them into your flat, and charge up via a standard UK three-pin plug. Charging from 0 to 100 percent via the standard off-board charger takes around 4.5 hours. You can also buy an accessory 1500W fast charger that drops that time to 2.6 hours, or a mere 99 minutes if you are topping up from 20 to 80 percent.

The claimed urban range for those two batteries (combined) is 70 miles. As mentioned, you can extend that to 97 miles if you sacrifice the underseat storage to house a third battery. That extra power pack will set you back £1,045. Honestly, I don’t think it is necessary for anyone other than delivery riders.

Chassis, brakes, and the Brighton pothole test

Let's be realistic: the LS1 is a scooter. Scooters are not known for plush suspensions or the capacity for aggressive cornering. Within the context of scooters, however, there is very little to complain about here.

The roads of Brighton are notoriously bad - potholed, deeply rutted, and scarred by heavy bus traffic. The LS1 managed them surprisingly well. I never felt a sense of losing control.

The brakes are sound - holding up well in the constant start-stop, wiggle-scoot action of rush-hour congestion. The initial bite is not too aggressive, so there is no annoying diving action in low-speed use. It’s worth noting, perhaps, that my test ride was on dry roads.

The LS1 uses a carbon-reinforced belt drive rather than a messy chain or a heavy hub motor. Because of this, although you can hear the rattling of the plastic bodywork when traversing a pothole, there is very little drivetrain noise.

Tech, displays, and crucial anti-theft security

From the saddle, you are greeted by a 5-inch colour TFT display that is relatively easy to read in bright sunlight and switches to dark mode when the sun goes down. The screen provides speed, range, battery percentage, and time. Zero is perhaps missing a trick by not offering on-screen navigation via a dedicated smartphone app. 

Zero's PR team simply offered a Quadlock mount for my phone. Admittedly, attaching my phone to use Google Maps is exactly what I would personally choose to do anyway.

The LS1 comes equipped with traction control as standard. It might sound fancy for an A1-legal scooter, but it is absolutely necessary for a vehicle delivering 177 lb-ft of torque to a tiny rear wheel. Back in 2017, I rode a Zero DSR around a rainy Birmingham without traction control, and taking off from traffic lights in the wet was a squirrely experience, to say the least. 

Of particular interest to UK riders, perhaps, the LS1 also features smart anti-theft tech. Motorcycle theft is a ceaseless reality in London and beyond. If the LS1's wireless key fob is out of range, the scooter automatically immobilises itself. If someone tries to forcefully roll the scooter away, the motor actively fights back, triggering torque pulses to lock the rear wheel.

Filtering through city traffic like a god

Awful, soul-destroying traffic jams are where the LS1 truly shines. Basically, if there is a gap between two cars big enough for you to walk through, you can get the LS1 through it.

The narrowness of Zero’s urban weapon is such that you will routinely leave much wider maxi-scooters stuck in the queue behind you. At red lights, you filter to the front, hang out with the cyclists, and then rocket past when the light turns green.

I demonstrated this to myself over and over while navigating Brighton. The LS1 genuinely feels like a cheat code when it comes to getting around congested environments. The overall smallness of the scooter does leave you feeling a little physically exposed at times, but being able to filter like a god makes up for it somewhat. And the fact that you have a 62mph top speed means you can confidently explore beyond the city centre.

Verdict

I am old and busted. And the older and busteder I get, the less I am able to tolerate urban chaos, noise, and congestion. I live in the country and have no plans to leave.

The LS1, however, is the sort of tool that would make life in the city sufferable - the kind of machine that could possibly change my mind about urban commuting altogether. And the simple fact that it is fully electric means that you do not have to feel guilt about eschewing public transport. You are not dirtying the air, nor are you waking the neighbours.

Indeed, an electric scooter makes the relentless urban thrum almost enjoyable. There is no real need for earplugs at these low urban speeds, especially since you have no engine noise. You can hear cars, pedestrians, and so on - allowing you to better experience the world around you. That improved sense of auditory connection will make you a safer rider.

Maintenance is minimal. There is no engine oil to change, no valves to check, and no complex transmission to service. The LS1 is svelte enough that it can easily be wheeled into a house.

The everyday use case of a small-capacity scooter is always going to be somewhat limited to urban sprawl. But for those UK riders for whom a ULEZ-busting runabout makes sense, the Zero LS1 makes a whole lot of sense.

Gear worn in photos

Helmet: Shoei Neotec 3
Jacket: 55 Collection Hard
Gloves: Aerostich Elkskin Competition Ropers
Jeans: Pando Moto Boss 105
Boots: Spada Strider S

2026 Zero LS1 specs

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