光陽 Many 110 EV 封閉場地體驗,動力適合都會區速限內的騎乘需求

2018.06.13 07:03PM
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光陽 Kymco 歷經昨天 iONEX 系統電動車的發表會後,今日稍早也在位於汐止的駕訓班場地提供封閉場地的 Many 110 EV 試乘,作為 iONEX 系統的第一款量產車, Many 110 EV 仍大量共享輕型都會車 Many 110 的機構,不過在搭配 iONEX 電化系統之後,在機構與特性方面也有些變化。

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外觀上, Many 110 EV 可看到動力部分改為電化系統,至於消失的排氣管部分則補上一塊飾板避免看起來空空的;而原本位於踏板下的油箱則變更為 iONEX 電池匣機構,由於電池匣整體的厚度較原本底板的油箱機構更厚,故踏板離地高度也變的比標準的 Many 110 更高,除了騎乘姿勢外,也多少影響掛在掛鉤上的物體如塑膠袋提把長度等情形。

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電化之後,雖是沿用 Many 110 的基本結構,不過除了踏板下的 iONEX 電池匣結構外,光陽仍在部分的機構重新設計;首先在手套箱的部分,由於底部不再是油箱,當然也不需要犧牲手套箱空間提供加油孔與導管,不過不像先前 Candy 3.0 (也就是 WeMo 的車款)把加油孔變成飲料罐孔, Many 110 EV 的手套箱直接回歸早期油箱位於車尾時的大空間設計。另外也因為馬達與傳動系統較內燃機引擎尺寸縮小, Many 110 EV 的車廂也較 Many 110 更深、更平整,略為增加容積。

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而多合一鑰匙孔的部分在底部多了側出的 USB Type-A 插槽,可供行動裝置或是行車紀錄器充電,側出設計相較部分車款垂直插槽能避免 USB 端子頭可能干涉鑰匙的情形。

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今天試乘的版本是搭載 noodoe 智慧儀錶板的版本,不過上方的小型液晶顯示器應該是共用的,作為替代油量顯示,會個別顯示包括 iONEX 電池與核心電池目前的電量比例,上面註記的 L 與 R 個別代表踏板下左方與右方的電池,從會場中的車輛的電池容量顯示來看,更可確定 iONEX 兩顆電池採用並聯。另外可見左方握把處的前端有個 R 字,按下後會轉為倒車,但與 Gogoro 設計不同的是操作者按下 R 後需要再轉動油門。

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至於輪框、前叉、後避震、煞車碟盤等配置也維持與 Many 110 相同,採用前碟後鼓 10 吋設計,原廠配胎為建大的高速胎,後座踏板為金屬飛旋式。由於筆者是單人前往活動,故無法拍攝自身體驗的畫面,以下所有試乘者都是其它媒體。

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由於筆者自身擁有過的前後兩款速可達較為偏門,即便是去年換新的 2017 年在台灣上市的車款也都還是採用後置油箱機構,僅有少數機會騎乘到下置油箱車款,乘姿已經習慣低踏板設計;而 Many 110 EV 又由於 iONEX 電池機構關係,較一般車款自腳離地到踏板的高低差更大,一開始還踏錯位置;而開始行進後,以筆者 165 公分身高,騎乘姿勢就呈現略蹲的姿態,有些不習慣,但對於習慣近年主流下置油箱設計的多半消費者應該很快就會適應。

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由於電池下置並配在踏板底下、馬達系統較傳統引擎與變速箱輕盈, Many 110 EV 的前後配重比起一般輕型機車更平衡一些,單人過彎時車尾不會那麼容易飄出;加速性方面較為尷尬,畢竟筆者平時騎乘習慣都是一下子就會加速超過 50km ,可感到 Many 110 EV 會很快的加速到時速 30 km 後迅速衰退,雖然速度仍會提高,但需要相當長的加速距離,以該場地的長度以筆者單人約 65 公斤最高速約錶速 40km 附近就需面臨減速轉彎。

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不過相較筆者多年前試乘台灣早期的綠牌電動車, Many 110 EV 的起步不會過於暴猛,對於剛從燃油車轉換到電動車的使用者應該不會在拿捏起步油門方面有太多狀況;而在靜止時再度壓住煞車並按壓電門,則會進入 Power Mode 加力模式,可些許提升動力以利短爬坡,在會場中剛好會跨過汽車考照上坡起步的小坡,可感受啟動加力模式後爬坡更為順暢,但不知是會場車輛已經經過激烈操駕,或是加力模式無法衝刺太久,在筆者跨過小坡後,馬達似乎陷入過熱保護模式,車速也受到影響,目前還在詢問光陽工程人員關於當時可能的情況。

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不過電動系統的優點還是起步扭力,筆者後來再與認識的媒體雙載,兩人體重加總約 150 公斤左右,在起步與爬坡的影響不明顯,未開始加力擋仍可在上坡起步的小坡以 24km 左右攀爬,但超過 30km 後的加速更為趨緩,筆者最高速似乎不到 35km ,這點也是當前 Many 110 EV 在缺乏串聯式電池與高功率馬達的情況下的硬傷。

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如果騎乘習慣與筆者類似、動輒保守錶速 50km 以上,或是住在需要經常性爬坡的族群,以當下 Many 110 EV 的動力表現較比較尷尬,但若僅是需要如 WeMo 等級的都會短程使用,也多半以錶速 40km 以下騎乘、遵守都會區速限的乖乖牌, Many 110 EV 應該還是堪用的。

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