Service Manual
 
The information on these pages is only valid for:
2016 Zero FX/FXS Service Manual
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Component Location Views
 

Legend

1. Rear Power Pack
2. Front Power Pack
3. Fuse Center/Turn Signal Flasher
4. Integrated Power Pack Charger
5. Main Bike Board (MBB)
6. Brushless Motor Controller
7. DC/DC Converter
8. Brushless Motor

Right Handlebar Switches and Kick Stand Switch
 
High Voltage
 
C79 Chassis Ground Connector Face View
 

C79 Chassis Ground Connector Face View

Connector Part Information

  • 12103515
  • 1-Way Eyelet

Pin

Wire Color

Function

GRN/YEL

Power Pack Ground

Lift Side of Frame, Above the Power Pack Frame Connectors

C432A Front Running Light Connector Face View
 

C432A Front Running Light Connector Face View

Connector Part Information

  • 2-Way F (WHT)

Pin

Wire Color

Function

1 GRN Running Lamp Ground
2 BRN Running Lamp Supply Voltage

Bottom of the Headlight

Main Bike Board (MBB)
 
Under the Cover, Below the Front Power Pack

Description and Operation
 

Power Pack

The battery is located within the power pack and requires no special break in period. The charging time will remain the same if the onboard charger is connected to a 120 V AC or a 240 V AC supply.

The normal recharging time of the power pack to 100% is usually less than 3 hours in mild ambient temperatures. Out of the normal temperature range charging and run-time times will vary. The power pack should not be used outside of the range of 23°F to 140°F (-5°C to 60°C); the Battery Management System (BMS) turns off the power controller outside of this range.

Note: The Battery will not charge if below 0°C or 32°F.

WARNING! Only charge the Zero power pack with the Zero charger.

Power Pack Charger

Keep the power pack connected to the charger when the motorcycle is sitting in storage or if it will be sitting unused for more than 30 days. The power pack must be charged within 24 hours if fully discharged, and charged within 90 days if stored fully charged. Zero recommends to plug in the Zero Motorcycle after 30 days, even if fully charged. Leave the Zero Motorcycle plugged in whenever possible.

WARNING! Only charge the Zero power pack with the Zero charger. The chargers are located under the fairing panels in front of the front power pack.

When charging the motorcycle’s power pack, the charger can be left ON, even after the power pack is fully charged. There are two possible cases that can occur:

• When connected to the charger, the power pack will receive a full charge. Once fully charged, the charger will check the status of the power pack once every 72 hours to ensure that it maintains a full charge. When fully charged, a green light illuminates on the charger. Should the charger not read that the power pack is full, it continues to attempt to fully charge the power pack. In this event the green light may not illuminate; however, the power pack may be fully charged. To ensure that the power pack is charged, check the charge indicator on the dash display prior to riding.

• If the power pack terminates the charge before the charger reaches the state previously mentioned, then the charger continues to cycle and tops off the power pack until the power pack is removed from the charger, or the charger reaches the complete state previously noted.

Charging the Power Pack

WARNING! Charge the Zero power pack with the Zero charger.

It is possible for lithium ion cells to overheat and fail.

Note: Charge the Zero Power pack in a location that is well-ventilated and away from combustible materials. If charging the motorcycle outdoors, avoid charging in the rain.

The maximum power pack internal charging temperature is 122°F (50°C). If the power pack’s internal temperature is over 122°F (50°C), it will not accept a charge until it is moved to a cooler location. Also, if the power pack has just been run hard, it may internally be above 122°F (50°C) even if the ambient temperature is lower. If you experience a power pack that will not take a charge, you should ensure the internal temperature is below 122°F (50°C). If the power pack was recently run and it will not take a charge, the power pack should cool and begin taking a charge in around 30 minutes or less. The maximum charging temperature cutoff is a power pack longevity feature. Charging at higher temperatures can shorten the life of the power pack.

Note: Frequent top off charging is good for the power pack’s life span, so do not hesitate to charge frequently.

Quick Charging (Off Board Accessory Charger)

The “scalable” quick charging feature allows up to three supplemental accessory chargers (in addition to the existing integrated charger) to be connected to the motorcycle. Use of supplemental accessory chargers can reduce the charging time by up to 70%.

Note: The time for charging the motorcycle using quick charging will vary with the number of chargers used.

The accessory charging connector (1) is located above the motor. For more information on how to connect additional chargers, refer to the quick charger’s owner’s manual.

Cold and Hot Weather Considerations

Cold Weather

Cold Weather operation of the motorcycle has no permanent impact on its battery pack/cells; however, the rider may see a reduction in range due to the effect cold temperature has on the amount of energy the pack/cells can release. The colder the weather, the greater the effect; so that, as compared to operation in 80°F (27°C) ambient, at 30°F (-1°C) ambient the rider could experience a temporary reduction in range of up to 30%. In extreme cold weather the motorcycle may also experience a temporary reduction in power and, correspondingly, achieved top speed. It is not recommended that the motorcycle be ridden while its battery temperature is below 23°F (-5°C). If it is, its battery needs to be put on the charger at a temperature above 32°F (0°C) as soon as the ride is concluded. It is worth noting that the Battery Management System (BMS) will not allow the battery to be discharged below -22°F (-30°C), which is the absolute lowest discharge temperature prescribed by the cell manufacturer.

Storage of the motorcycle for the winter in a non-heated garage is acceptable, as long as:

1. the coldest temperature in the garage does not fall below -31°F (-35°C)

2. the battery is left on the charger continuously

3. the battery is initially topped off at a temperature above 32°F (0°C)

Storage temperatures below -31°F (-35°C) may result in accelerated permanent decay of the battery performance, and hence, it is not recommended. Above this temperature, working as a system with the BMS, the charger will ensure the battery survives winter storage with no permanent damage, even if the temperatures dip well below freezing for weeks at a time. Note that, to prevent battery damage, the BMS will prevent the charger from charging the battery at a temperature below 32°F (0°C). Again, as long as the battery was initially topped off by the charger above 32°F (0°C) and remains on the charger through the winter at temperatures above -31°F (-35°C), the system will guard the battery from damage.

Hot Weather Operation

Operation of the motorcycle in hot temperatures should not result in any noticeable performance changes. However, the BMS will not allow motorcycle operation and its associated battery discharge above 140°F (60°C), as measured at the battery. In hot temperatures greater than 110°F (43°C), the charger reduces its charge current to the battery, increasing charge time accordingly; the hotter the ambient temperature, the greater the effect. Above a battery temperature of 122°F (50°C), the BMS will no longer allow charging.

Note: Storing the motorcycle or its battery in direct sunlight in ambient temperatures above 105°F (41°C) may result in accelerated permanent decay of battery performance, and hence, it is not recommended.

Battery Management System (BMS)

Every power pack contains a Battery Management System (BMS) which monitors the condition of the cells, and optimizes the charging process to provide the highest-performance, longest-range, and longest life for the power pack. The BMS safeguards the power pack by means of safety interlocks. These interlocks turn off or control certain operations that could damage the power pack. The BMS also monitors the power pack for a host of predefined conditions, and then takes actions according to those conditions. The BMS is sealed inside the power pack.

Safety Interlocks

If the BMS detects a serious internal fault, it can take either or both of two actions to prevent damage to the power pack:

• Throttle Disable. The BMS disables the throttle if the power pack is empty, or if the BMS detects certain serious internal problems. The motorcycle can’t be ridden until the problem is resolved.

• Charger Disable. The BMS prevents charging if it detects certain serious internal problems - even if the power pack is connected to a charger and plugged in to AC power. The power pack cannot be charged until the problem is resolved.

Throttle Disable Interlock

The BMS communicates with the main motorcycle control module. The BMS can send a signal to the main motorcycle controller requesting that the throttle control on the motorcycle be disabled. When the throttle control is disabled, the motor will not deliver power to the rear wheel, and the motorcycle cannot be ridden. If the throttle is disabled while riding, the motorcycle will cease to provide power, and the operator must pull over to a safe location. All conditions which would cause the BMS to disable the throttle are also signaled by a flash code pattern at self-test. If you suspect that the BMS has disabled the throttle control on your motorcycle, turn the key switch OFF and back ON again to enter self-test mode. The flash code pattern from the BMS reports any of the error conditions which would cause the BMS to disable the throttle.

• Power Pack Empty

• Too Hot

• Power Pack Unbalanced

Charger-Disable Interlock

When the charger is attached and plugged in to AC power, the BMS communicates with the charger. The BMS can send a signal to the charger requesting that charging terminates immediately. When the charger is disabled, the indicator lights on the charger displays that charging has stopped. There are two conditions that cause the BMS to disable charging:

1.Too hot

The BMS detects an internal power pack temperature above 122°F (50°C).

2.Too cold

The BMS detects an internal power pack temperature below 32°F (0°C).

Description and Operation
 

Suspension

Description and Operation

The front and rear suspension can be adjusted for sag and damping. For adjustment procedures, refer to Suspension Adjustment.

Front Suspension

The fork assembly contains the triple tree and fork legs (shocks). The triple tree holds the fork legs in place and attaches the fork assembly to the frame.

The shock has two main actions: Compression when the shock gets compressed, and rebound when the shock returns back to full length. Compression damping is the adjustment that determines how fast or slow the fork compresses. Rebound damping is the adjustment that determines how fast or slow the fork rebounds.

Rear Suspension

The rear suspension is a swingarm with a monoshock design. One end of the swingarm is connected to the frame (pivot end) and the end to the wheel. Controlling the action/movement of the swingarm is the shock.

The shock is a fully adjustable coilover design. The coilover shock contains a spring surrounding it. The spring rate is adjustable and is factory set for a 82 kg (180 lb) rider. The rate is a measure of how much force is required to compress the spring a given distance. The higher the rate, the more force it takes to compress it a given distance, and the less it compresses under a given force.

The shock has two main actions: Compression when the shock gets compressed, and rebound when the shock returns back to full length. Compression damping is the adjustment that determines how fast or slow the shock compresses. Rebound damping is the adjustment that determines how fast or slow the shock rebounds.

Anti-Lock Brake System (ABS) Description and Operation
 

Anti-Lock Brake System (ABS) Description and Operation

General Information

Bleed the hydraulic brake system any time a brake hose, ABS module, master cylinder or brake caliper has been opened or disassembled, or whenever the brake lever operation feels "spongy." Bleeding evacuates air from the system leaving only incompressible hydraulic fluid. This system requires a special bleeding procedure.

Caution: Use only fresh, uncontaminated DOT 4 brake fluid. Fluid containers that have been opened may have been contaminated by dirt or moisture. Use of contaminated brake fluid may adversely affect braking ability and lead to brake failure which could result in death or serious injury.

Notice: Cover adjacent surfaces when removing, draining, filling and/or bleeding brake system components. Spilling brake fluid on painted or other finished surfaces can result in cosmetic damage. Immediately wipe up any spilled brake fluid and thoroughly clean affected area.

ABS Major Component Locations

1. ABS Hydraulic Control Unit (HCU)

FX_ABS_fig1

2. ABS Module Fuse (25 amp)

FX_ABS_fig2

3. Rear Wheel Speed Sensor

FX_ABS_fig3

4. Front Wheel Speed Sensor

FX_ABS_fig4

The Antilock Braking System (ABS) consists of the following components:

• A conventional hydraulic brake system

• Antilock components

The conventional brake system includes the following components:

• A rear master cylinder

• A front master cylinder

• Front disc brake

• Rear disc brake

• Interconnecting hydraulic brake lines

The ABS includes the following components:

• An ABS (Antilock Brake System) Hydraulic Control Unit (HCU)

• Two wheel speed sensors

• The interconnecting wiring

• An amber ABS warning indicator

The ABS HCU controls hydraulic pressure to the following areas:

• The front caliper

• The rear caliper

The ABS HCU controls hydraulic pressure by modulating the hydraulic pressure. This action prevents wheel lock-up.

21289

The HCU constantly monitors the rotational speed of the front and back wheel; if it detects a wheel rotating significantly slower than the other, a condition indicative of impending wheel lock, it actuates the valves to reduce hydraulic pressure to the brake at the affected wheel, thus reducing the braking force on that wheel; the wheel then turns faster. Conversely, if the HCU detects a wheel turning significantly faster than the other, brake hydraulic pressure to the wheel is increased so the braking force is reapplied, slowing down the wheel. This process is repeated continuously.

The HCU is programmed to disregard differences in wheel rotation speed below 5 MPH.

If a fault develops in any part of the ABS, a warning light will illuminated on the instrument panel, and the ABS will be disabled until the fault is corrected.

The diagnostic codes are held in the system and require a special cable to connect to it and retrieve the fault codes.

BMS Replacement and Configuration
 

The BMS is located inside the power pack, behind the cover with the round clear window.

Required Tools

• Computer with Tera Term installed

• 3mm Hex wrench

• 40-04778 REV03 13MY PROG AND DIAG ASSY

• 56-06442 REV03 DONGLE MY14 BMS PROG TO MY13 PROG AND DIAG ASSY

Removal Procedure

Important: REMOVE the B+ fuse before removing the BMS board.

1. Remove the power pack from the motorcycle.

2. With the power pack round clear window facing up, remove the 11 screws and the 1 screw on the upper corner of the connector housing.

3. Lift off the power pack cover to access the BMS.

4. Spread the retaining tabs on the BMS signal connector.

5. Remove the two 3mm hex head screws holding the BMS to the battery. Note There is an external tooth washer on screw (1).

6. Holding the white cell tap connector from both sides, lift and support the BMS and pull the connector straight out of the battery.

7. Once the BMS cell-tap pins are out of the battery pull the BMS out and away from the battery, making sure the signal connector is also released.
IMPORTANT: There are rubber spacers on the standoffs under the BMS, be careful not to lose any of these as they sometimes stick to the bottom of the BMS. Remove the BMS from the battery.

Installation Procedure

1. Peel off the strip of fiberglass PTFE tape (PN 20-00544) from the underside of the BMS and place in the same location on the replacement BMS

Important: DO NOT reinstall the B+ fuse until the BMS is fully connected and mounted.

2. Before installing the new BMS make sure ALL of the rubber bushings (2) (PN 20-06089) and the module cell-tap connector gasket (1) (PN 20-07637) are in place.

3. Apply compound 70 to cell-tap connector (1) and the BMS signal connector (2).

4. Line up BMS with signal connector (2) and mounting holes and press gently down on the cell-tap connector (1).

5. Install the hex head screws holding the BMS to the battery. Be sure to use the external tooth washer with the screw (1) that goes above the pushbuttons.

6. Fully seat the BMS signal connector, there should be an audible click from each retaining tab when it is fully engaged.

7. Install the BMS cover and secure with the 3mm hex head screws.

8. Plug in to BMS programming connector (1) with a computer with Teraterm installed (see service bulletin SV-ZMC-14-202 Log Pulling with Tera Term for Tera Term setup instructions).

9. Once connected to the BMS login with the command ‘login wideopenthrottle’ and you should see the message ‘Logged in at level 2’.

10. Set the date and time with the command ‘set time MM DD YYYY HH MIN SEC’ using that format to enter date and time. The time is measured using a 24 hour clock.

11. Set the size of the battery by entering the command ‘set numbricks 1’ for a single module.

12. Once the date/time and size of the battery have been set, disconnect the computer from the BMS.

13. To ensure the board you just installed has the latest firmware, connect to the OBD-II connector and use the firmware update tools outlined in bulletin SV-ZMC-14-077.

14. Cover programming connector and push buttons with compound 70 and install the cover plug.