去年(2021)五月我買了Yamaha EC-05電動機車來通勤上班，順便有事沒事來上山下海一番。新鋰電池世代的電動機車從2015上市以來，即使在換電網路最密集便利的台北市，經過七年業者經營與政府補助，市占率依然沒能突破10%；市場占有率最大的Gogoro2與其衍生的4部PBGN(Powered by
Gogoro Network)車款(除EC-05外的3輛是Aeon宏佳騰Ai系列、PGO比雅久Ur系列、Suzuki台鈴eReady)，EC-05有相當豐富且相對成熟度高的設計語彙，但銷售量每個月不到100輛，僅Gogoro2銷售量的5%，同時也是使用Gogoro2車架底盤的PBGN家族裡的後段班……，這裡面肯定有一些誤會(^^!)。
這篇文章以長期使用者的觀點來評論EC-05，也有一些產業視角來觀察電動機車市場。但畢竟是上市3年的舊產品了，關於外觀、性能、配備等常見於一般試車報告的內容，會以精簡的文字帶過，以節約篇幅與讀者時間。
(其實會寫這文章的起因是我一個堂堂戴西瓜安全帽穿短褲騎車的阿北騎這部車在路上經常被攔下來問這車哪裡買，我跟朋友開玩笑說被攔車10次就寫篇試車報告好了。結果去年九月在三芝淺水灣，一個廿多歲年輕人認真攔車問了我15分鐘，這是第10次……)
EC-05的設計語彙
Gogoro2是睿能創意公司迄今最成功、銷量最大、也是多家機車業者甘願掏錢購買底盤研發衍生車款的產品。直至目前為止，睿能在Gogoro2之前與之後推出的車款，仍與市場消費者的喜好需求有一段距離，甚至Gogoro3近日已經提早畢業停產，這與該公司個人風格強烈的企業文化有關。台灣山葉推出的EC-05，就設計層面來看，除了宏佳騰Ai系列投入許多創意堪與比較之外，Gogoro2與其他車款相形之下就像是大學院校學生的習作產品。我瞭解這評論聽來相當刺耳，但設計內容平心分析看來如下：
(1)
鯊魚頭車前造型：除了跳脫一般速克達機車的圓潤可愛或銳利跑格，產品辨識度高之外，也具備劃破風阻穩定導流後方的實質效果。白話來說，除了夏天飆車時前方亂流小，冬天寒流下雨天騎車時，阿北比較不會冷(以後你們年過50歲就知道……)，這功能不錯。
(2)
平整寬大超長的椅面與良好座墊支撐：這是一部適合2個成人舒服騎乘的中型速克達。再就細節來看，椅面提供良好的摩擦力卻仍然耐髒易於清洗。與適合單人騎乘、臀部大腿易滑很難穩定支撐騎姿的與Gogoro2系列家族(其實台灣許多機車廠家也是)相比，品質內涵差距很大。Gogoro直到2代之後的VIVA XL系列才注意仿效改良了座墊，但又硬塞了對角斜切的座墊分隔縫線，擺明就是不管你後方乘客屁股怎麼不爽，我就是要展現設計功力就是了。
(3)
耐磨的消光車身塑料件烤漆：漂亮、光滑圓潤的後車身飾板應該是初代Gogoro2最大的設計盲點。滿街的Gogoro2後輪飾板不是刮花傷痕累累、就是得穿上車罩保護，看的出來設計團隊在研發階段沒能將台灣的沙丁魚機車停車法考慮進去。PBGN其他車廠畢竟都是機車專業廠家，所有本系列的衍生車款(包括漸次改款改良的Gogoro2自己)都規避了這個設計盲區，而Yamaha更是裡面的佼佼者。除了上述烤漆材質的應用，利用寬大座墊幫下方飾板騰出幾厘米的空間閃避其他機車摩肩接踵湊上來停車；家族內唯一的雙色車身除了增添設計質感、視覺交錯降低對飾板刮花的注意力，黑色飾板即使刮花修補也容易。EC-05在路上能看到的大部分都很光鮮亮麗，我自己的車注意細看其實小傷痕也會有，可以歸功於這一項易於清洗維護與視覺轉移效果的整合設計。
(4)
向前輪方向內縮的車頭內飾板：細膩地為騎乘者爭取更大的腿部空間。雖然是同時期的後進(改善)優勢，PBGN其他車款都採用了台灣消費者喜愛的置杯空間、犧牲了比Gogoro2還多的腿部空間，這部分與女性車主置物習慣、短途行駛為主的台灣市場特性有關。但我認為Yamaha保留Gogoro2的置物掛勾把、將飾板前推內縮的簡約工程換得長期的騎乘品質，這樣的設計理念層次略勝一籌。
(5)
心靈感受很大的車身進入角：目前找不到各家關於懸吊系統的規格性能數據，但就個人主觀使用經驗來看，除了Gogoro2這個前14吋後13吋輪圈的絕佳原始設計之外，EC-05在山林有路沒路穿梭，心理陰影面積跟一部騎爛的速克達差不多，這是一個令騎乘者放心的讚美；在市區則是人行道爬上爬下(不良示範)很好用。但是EC-05跨越角與離地角的表現則是很差，底盤還有電動車必備的變電器馬達水冷系統，本質仍不是越野機車的料。
國際級車廠與地方媽媽初生之犢廠家的實力差距，在這批5家車廠競艷的同源車款可窺一斑。
EC-05的騎乘經驗
(1)
騎乘品質：拜騎乘握把、腿部、坐墊空間都比同源車款們大了半號，座墊與懸吊的支撐搭配也很理想，這部車的長途騎乘品質非常優異，連續爛路的路面處理很棒，2個成人騎乘除了攬牢牢也可以裝不熟保持一點距離……，應該是PBGN家族裡最優的一部。
(2)
操控表現：騎姿重心是PBGN家族車款裡最高的、單導向輪胎的雨天排水很差，高速急彎表現是弱項。極限過彎可以用大幅擺動身體來補償，要多一點後天練習(順便犁田幾次)才行，誠心不建議拿EC-05玩賽道動作。操控失控的臨界點反饋很清楚、車身即使打滑的重心偏移也很小，是一部即使沒配備UBS/ABS光靠碟煞也能玩的很舒服流暢的好車。
(3)
加速扭力表現：在今年(2022年四月)降級改用9.5匹馬力小馬達的EC-05應該是PBGN這5部車裡面最慢的一部。起步加速還維持電車的彈出感；我的初代10.3匹馬力車款與初版電腦設定時，刻意坐姿重心往後並使用方格旗(加力檔)還可以玩一下翹孤輪。但在更新為以延長續航里程調教的第二代軟體後，(很離奇的)起步加速就只與油車差不多。至於時速55km/hr之後的中後段加速，EC-05完全不是油車速克達的對手。年輕人馬路上想要尬車熱血一下，麻煩方格旗按下去就是了。
(4)
極速表現：我的這部7.6 kW / 10.3匹最大馬力的車款，極速實測92 km/hr(與型錄手冊說明的90 km/hr差距很小)；一般汽機車的「快樂錶」，EC-05也無例外，錶差約略是5%，所以實際極速是87分不能再高了。相對於油車，電車這樣的極速設定是糗很大。但就這樣軸距與車重的速克達，這個規格限制對人車安全的保護較合宜，尤其是在路面常有無預警坑洞的台灣。
(5)
置物空間：北部(尤其台北市)機車用車習慣與南部不同，除了安全帽直接掛在車上較不常見，雨衣與手套是常見的標準配備，所以北部市場對於機車的置物空間要求較高。拜Gogoro2的原始設計之賜，EC-05放的進2頂4分之3的安全帽、2套全身雨衣、1付機車手套、1支手機架，必要時還放的進手機在置物箱裡充電。想要用車收納的乾淨俐落，這部車很可以。
(6)
行駛里程：電動車行駛里程與個人使用習慣、電池效能、車輛的電源管理BMS、操作軟體設定、以及路況等因素相關。這部EC-05正好經歷了2位車主(我是跟機車行老闆買的一年齡中古車)、Gogoro Network電池由18650系列漸進替換為21700系列(後者的推估輸出功率kWh比前者高出約25%)、Gogoro2全系列的電源管理程式BMS改版、以及Yamaha的電動機車App改版，所以我的使用經驗應該是蠻有參考價值。
在18650電池當道的時代，EC-05用方格旗(跑車)模式在台北市狂飆，可行駛里程只有20幾公里(機車行老闆每天忙進忙出卻得要跑加油站去換電2次，難怪騎了3個月僅1仟多公里就把新車打入冷宮，放在家裡守活寡)；我上下班在紅綠燈之間可以善用滑行(煞車回充電能)，電池(滿格)預估里程通常是55公里，實際騎乘45公里(電量約剩9~10%)換電；使用21700電池時，電池(滿格)預估里程通常是80公里，實際騎乘65公里(電量約剩9~10%)換電。
今年(2022年) Gogoro2的BMS與Yamaha操作App改版，我的初代EC-05從一部油車125cc級速克達降級100cc等級，方法應是改寫控制馬達經常在恆定馬力的狀態、延遲與減少馬達輸出最大馬力的狀態，騎的真是不爽(一直被超車)但利益是行駛里程顯著增加。18650電池(滿格)預估67公里，實際騎乘55公里(電量剩10%)；21700電池(滿格)預估87公里，實際騎乘77公里(電量剩10%)換電。如果有機會出了市區遊玩，紅綠燈數量大減，無論是上高山逛沙灘，由於電動馬達爬坡功率額外耗損低與下坡電能回充的特性，使用21700電池可以輕鬆續航破100公里。
使用中的里程焦慮是大家都會有的事，我個人焦慮的啟動點大概是電量表剩1格(錶示電量10%，實際電量剩15%)，錶示可行駛距離約剩15公里的時候。腦袋就開始擔心盤算該前往哪一個換電站了。
(7)
操作與使用介面；軟體換裝為Gogoro2第二代BMS與Yamaha第二代App之後，除了感受輸出馬力被降級之外，舊版軟體介面在Smart(AI智慧自動調控)模式、方格旗模式、Gogoro Network電池性能版模式的差距不明顯，意即只要全電門催落去，三者之間的加速與里程消耗的差距不大，或是準確地說3模式騎起來像是2模式。但是新版介面的設定，這3個模式使用起來就清晰有感。
整體來說，騎上EC-05(動)就當它是一部機車，電動車有許多油車沒有的安穩暢快優點；養車(靜)就當它是一台電腦，看來功能琳瑯滿目但是常用的程式設定就是那幾個。即使是與Gogoro同步升級的「一踢即行」功能，除了外送騎士較實用之外，其他騎乘狀況可用的時機不多。另外，與家用電腦相仿：當機、bug、強迫改版升級的麻煩一樣也不會少。在這個部分，我認為EC-05與甚至現有的換電式機車，操作感受的差距會很有限。
EC-05的設計缺陷與品質缺點
說真的，惱人問題與毛病不少，難怪消費者的口碑闕如、銷售很難振作，又或許2022年小改款的EC-05有加以改善也說不定。這裡面我認為有Yamaha應該負責的部分：
(1)
防水排水設計，有多處盲點：只要下過大雨，龍頭內部會積水，牽車時龍頭積水會倒向置物鉤，順便讓我購物袋裡的早餐泡水；下雨超過一星期，龍頭把手內的控制開關累積水氣不易揮發，例如我的方向燈回復彈簧會卡死(曬太陽5天才回彈正常)、與啟動/鎖車連動的煞車燈開關總成泡水燒掉1組；若是傾盆大雨超過一星期，座墊內部會開始輕微滲水。不過座墊遇久雨滲水的現象，是一般機車常見的問題，這算是對Yamaha品牌的額外苛求。
(2)
座墊位置過高：事實上，如果車主身高不及167cm，在EC-05上面會找不到舒服適用的坐姿，等同拒絕了台灣一半以上的消費者。這大致可以算是EC-05賣不出去的原因之一。
(3)
左手按鍵位置安排不佳、操作品質不好：Yamaha採用汽車常見的方向燈自動復位開關，立意很好但實際上路品質很差，彈簧回彈的設定像女人的心情，初一十五不一樣、左彎右彎不一樣、晴天雨天也不一樣，最惱人的是手動回彈還常會自動再多跳(彈)一次，一不注意就整路方向燈閃不停。另外，方向燈開關與喇叭開關距離太近，以普通男性拇指粗細，在緊急情況下容易誤按。精神欠佳騎車時，很容易就當了馬路三寶。
(4)
傳動鋼帶鍊條的上坡噪音：一方面要感謝Yamaha取捨後採用耐用、壽命長的傳動鋼帶而非皮帶，另一方面鋼帶在大扭力拉扯時的噪音與頓挫很難避免。這個算是必要之惡。
接下來，是車源廠睿能與Yamaha都有責任的部分，裡面大多是Gogoro2的原罪：
(5)
若有似無的大燈：其實亮度不算差，但燈光色溫太高(近白光6,000K以上)與反射面配光設計貧乏導致空氣穿透力差，在下雨天夜晚騎車這燈只剩下提醒對方來車的功能。Yamaha沿用Gogoro2的大燈組，PBGN的宏佳騰則是自行改換升級了Ai車款的大燈。
(6)
遙控器、電氣系統多天待機後經常當機：只要幾天不用車，Yamaha的遙控器就很容易與主機失聯，偏偏它的防駭模式啟動早，要等約30秒才能重按，所以會在路邊敲木魚傻等；Yamaha第一代的App，藍牙連結常在一個月後自動解離，要再搜尋配對也像談戀愛要靠運氣。有意思的是第二代App我使用已完全沒有上述問題，這是好事。與Gogoro2相關的部分是本系列車款的操作控制系統(指非動力馬達的部分)是由另一組獨立的低電壓小電池來供應電源，但這組控制系統包含許多監控監看程式相當耗電，所以為了省電常常會自動休眠(據說是8小時)，再者也不耐長期待機，這就解釋了EC-05(其實我懷疑其它PBGN車款也是)只要幾天不騎就很容易當機叫不醒(可選按開機鍵進行喚醒)。另外，小電池的失效損壞傷荷包也時有所聞，但我尚沒遇到，謹附傳聞給大家酌參。
(7)
牌照架放在後輪擋泥板位置過低：又是Gogoro2設計團隊的盲點，我看到EC-05與Gogoro2、宏佳騰Ai、PGO Ur的後牌照，大概有3成以上都是被撞凹折彎的。台鈴的eReady倒是貼心地把牌照架重新設計拉高到車架的位置，在這一個細節處理卓然勝出。
(8)
冷天的大(主)電池衰敗明顯：事實上睿能包含Gogoro2的全系列機車的鋰電池置放已經是最安全與適合保持恆溫的位置。但鋰電池在30。C具備最佳工作效能，每降溫10。C電容量衰減10%，以及機車基本上都採用強制氣冷的結構，是躲不掉的基本課題。所以冬天往山上出遊，在上坡+低溫+氣冷通風3個不利因素加成下，愈騎人愈冷里程掉愈快，更要注意隔夜車休眠一睡(凍昏)不醒的風險。所以冬天上山，在經過最後一個換電站後，建議要估算保留50%的額外寬限里程。
EC-05的改裝空間
一如許多熱血暢銷車款，EC-05從頭到腳都可以改。不過老實說這部EC-05我認為前任車主(機車行老闆)改的簡潔有質感，我只改了2個小地方，另有其他資訊看法如下：
(1)
六角形後視鏡(寬視野)、四角扣手機架(手機摔不掉、手機座可收納)、牌照框(耐撞防撞)，這些是機車行老闆改的。
(2)
附可摺式貨架的後座靠墊；如果經常有2人騎乘需求，這個是好看、後座安全舒適好坐，但是不好用的加裝配備。原因是後座人員上下車很不方便，得要腿骨Q柔軟度高才行。比較適合後座腳踏板是地板式的車款，Gogoro2家族均使用彈出式腳踏棒，不合適。
(3)
龍頭的扶手橫桿：短程去菜市場穿梭買菜，掛上大包小包時很好用，這個功能要有年紀的阿嬸阿北才懂；年輕人看來是用這個橫桿裝手機架；平日沒用時視覺也不礙眼算時尚……
(4)
大燈的沙魚齒貼紙(像是陳納德將軍的飛虎隊飛機塗裝)、牌照架含燈改到後車架(約7仟元)，我認為是蠻適合年輕人自娛娛人的好改裝。
(5)
至於改成Gogoro2S的裸把、傳動皮帶、性能版避震器、煞車碟盤等……，建議可以到EC-05的社群爬文逛逛。
可參考網址1：YAMAHA EC-05電動車改裝特輯：車友怎麼改？PBGN電車可參考 https://incar.tw/post/yamaha-ec-05%e9%9b%bb%e5%8b%95%e8%bb%8a%e6%94%b9%e8%a3%9d%e7%89%b9%e8%bc%af?fbclid=IwAR0vKGbAUEyg2hxNkYPv5E31s8urom6gulD069g3Fi0qmhIOCyhRtG0cwzs
參考網址2：YAMAHA EC-05 Club
Taiwan https://www.facebook.com/groups/YamahaEC05.TW
延伸閱讀推薦
進擊的阿北-Yamaha EC-05試車報告-(2)產業篇
https://seztwnscope01.blogspot.com/2022/09/yamaha-ec-05-2-wild-hogs-test-ride-of.html
I’ve bought a
Yamaha EC-05 e-scooter in May 2021 for commuting to work, and occasionally to
ride over mountain to sea. Since the new generation of electric scooters with
lithium batteries hit the market in 2015, even in Taipei City, where the
battery-swapping network is the densest and most convenient, after seven years
of business development and government subsidies, the market share still hasn’t
broken through 10%. The market leader is the Gogoro 2 and its four derived PBGN
(Powered by Gogoro Network) models (apart from the EC-05, the other three are
Aeon Ai series by Aeon Motor, PGO Ur series by PGO, and Suzuki eReady by Suzuki
Taiwan). The EC-05 boasts a rich and relatively mature design language, but
monthly sales are less than 100 units, just 5% of the Gogoro 2’s sales. It’s also
among the lower performers within the PBGN family, which all share the Gogoro 2
frame and chassis... there’s definitely some misunderstanding here (^^!).
This article
reviews the EC-05 from the perspective of a long-term user, and also includes
some industry insights on the electric scooter market. However, since this is
an older product, having been on the market for three years, I will keep the
usual content on appearance, performance, and features, commonly seen in
standard test ride reports, brief to save space and the readers' time.
(The real reason
I’m writing this article is that I, as a wild hog wearing a stupid helmet and
shorts while riding this scooter, often get stopped on the road by people
asking where to buy it. I joked with my friends that after being stopped 10
times, I’d write a test ride report. Last September at Qianshui Bay in Sanzhi,
a young man in his twenties seriously stopped me for 15 minutes to ask about
the scooter, marking the 10th time…)"
Design Vocabulary of the EC-05
The Gogoro 2 is
Gogoro’s (GOGORO TAIWAN LIMITED)most successful and best-selling product to
date, with multiple scooter manufacturers willingly purchasing its chassis for
developing derivative models. So far, the models Gogoro has released before and
after the Gogoro 2 have not fully aligned with the preferences of the market,
and even the Gogoro 3 has been discontinued earlier than expected. This is
related to the company's distinctive corporate culture. In terms of design, the
EC-05 launched by Yamaha Taiwan stands out, aside from the creative Ai series
by AEON. By comparison, the Gogoro 2 and other models seem like student
projects from a university. I understand this critique might sound harsh, but
when analyzing the design content objectively, here’s the breakdown:
(1)
Shark-head front design: In addition to
breaking away from the typical round and cute or sharp sporty look of regular
scooters, the design achieves high product recognition while also offering the
practical benefit of cutting through wind resistance and stabilizing airflow
behind the scooter. In simpler terms, not only is there less turbulence when
speeding during summer, but riding in cold or rainy weather during winter will
also keep older riders from feeling too cold (you’ll understand this once
you’re over 50). This is a nice feature.
(2)
Smooth, wide, extra-long seat with good support: This is a
medium-sized scooter suitable for two adults to ride comfortably. When looking
at the details, the seat provides good friction while still being resistant to
dirt and easy to clean. Compared to the Gogoro 2 series (and many other
Taiwanese scooter brands), which are designed more for single riders with a
seat that tends to cause slipping and doesn't provide stable support for riding
posture, the difference in quality is significant. It wasn't until the VIVA XL
series, after Gogoro 2, that Gogoro noticed and improved the seat, but they
awkwardly added diagonal stitching that essentially ignored the comfort of the
rear passenger, instead showcasing their design prowess.
(3)
Durable matte plastic body parts and paint: The smooth and
glossy rear body panel of the original Gogoro 2 was its biggest design flaw. On
the streets, you'll see Gogoro 2 scooters with scratched or damaged rear panels
unless they’re covered with protective wraps, showing that the design team did
not account for Taiwan’s crowded parking conditions. Other manufacturers under
the PBGN umbrella, being more experienced in scooters, have avoided this design
pitfall, including later versions of the Gogoro 2 itself. Yamaha stands out in
particular. In addition to the use of durable paint materials, they cleverly
left a few centimeters of space below the seat to help avoid parking scratches
from other scooters. The dual-tone body not only enhances the design’s visual
appeal but also shifts attention away from scratches on the body panels. Even
if the black body panel gets scratched, it’s easy to fix. Most EC-05s on the
road still look sleek, and while my own scooter has some minor scratches upon
close inspection, it’s thanks to this well-integrated design that maintenance
and cleaning are easy, and any wear is less noticeable.
(4)
Recessed front inner panel towards the front
wheel: This subtly provides more legroom for the rider. While later designs
from other PBGN models cater more to Taiwanese consumers’ preference for cup
holders, sacrificing more legroom than the Gogoro 2, this aligns with the
storage habits of female riders and Taiwan’s short-distance riding culture.
However, I believe Yamaha's decision to retain Gogoro 2’s storage hook and
recess the inner panel forward, in favor of long-term riding comfort, showcases
a higher level of design philosophy.
(5)
The significant emotional impact of the vehicle’s
approach angle: While I can’t find specific data on suspension
system specs, based on personal experience, apart from the Gogoro 2’s excellent
original design of 14-inch front and 13-inch rear wheels, the EC-05 performs
similarly to a well-used scooter when navigating through rough terrains. This
is praise for how reassuring it feels to ride. In the city, it’s also very
convenient for riding up and down curbs (though not recommended). However, the
EC-05’s ground clearance and climbing angles are quite poor due to its chassis
and the necessary cooling system for the electric motor, making it less
suitable for off-road use.
The gap in
capability between international manufacturers and local startups is evident
when comparing the five competing derivative models from these manufacturers.
Riding Experience of the EC-05
(1)
Ride quality: Thanks to the
larger handlebar, legroom, and seat space compared to its sibling models,
combined with excellent seat and suspension support, this scooter offers superb
long-distance riding comfort. It handles bumpy roads remarkably well, and even
when two adults are riding together, it allows for either close contact or
keeping some distance between riders. It’s likely the best model within the
PBGN family.
(2)
Handling performance: The riding position
has the highest center of gravity among the PBGN family models, and the
single-direction tires have poor water drainage in the rain. Its performance in
sharp, high-speed turns is a weakness. While it's possible to compensate by
significantly shifting your body, it requires extra practice (and perhaps some
trial and error). I would sincerely advise against using the EC-05 for racing
stunts. That said, the feedback at the point of losing control is clear, and
even when the body slips, the shift in the center of gravity is minimal. It’s a
great scooter that offers a smooth ride even without UBS/ABS, relying solely on
disc brakes.
(3)
Acceleration and torque performance: Since the downgrade
to a 9.5-horsepower motor in April 2022, the EC-05 has likely become the
slowest of the five PBGN models. Its initial acceleration still retains that
electric scooter punch. My first-generation 10.3-horsepower model, with the
original computer settings and a backward-leaning riding position, could even
pull off wheelies in boost mode. However, after updating to the
second-generation software that prioritizes extended range, the initial
acceleration has become more comparable to that of gasoline scooters. When it
comes to mid-to-late acceleration after 55 km/h, the EC-05 can't compete with
gas-powered scooters. If younger riders want to engage in a quick street race,
pressing the boost mode is the way to go.
(4)
Top speed performance: My 7.6 kW / 10.3
horsepower model has a measured top speed of 92 km/h (which is close to the 90
km/h stated in the manual). Like most vehicles, the EC-05’s speedometer has
about a 5% error margin, so the actual top speed is 87 km/h. Compared to
gasoline scooters, this top speed is quite underwhelming. However, for a
scooter of this wheelbase and weight, this speed limit offers a better balance
of safety, especially given Taiwan’s roads, which often have unexpected
potholes.
(5)
Storage space: Riding habits in
northern Taiwan (especially in Taipei) differ from those in the south. In the
north, hanging helmets directly on scooters is less common, and rain gear and
gloves are standard equipment. This makes storage space more important to the
northern market. Thanks to the original Gogoro 2 design, the EC-05 can fit two
¾ helmets, two full rain suits, a pair of gloves, and a phone holder, with
space to charge a phone inside the compartment if needed. If you want a scooter
that’s neat and organized, this one fits the bill.
(6)
Range: The range of an
electric scooter depends on personal habits, battery efficiency, the vehicle's
Battery Management System (BMS), software settings, and road conditions. My
EC-05 has gone through two owners (I bought it as a slightly used scooter from
a shop owner), a battery transition from the 18650 to 21700 series (the latter
has an estimated 25% higher output), a BMS update for all Gogoro 2 models, and
a Yamaha app update. So my experience should be quite insightful.
In the era of 18650 batteries, using boost mode around Taipei gave me
a range of only about 20 kilometers. The previous owner (a shop owner) would
frequently have to change batteries twice a day. No wonder, after just three
months and a little over 1,000 kilometers, the scooter ended up sitting idle.
My daily commute, using regenerative braking between traffic lights,
gave me a typical estimated range of 55 kilometers with a full charge, and I
would actually ride about 45 kilometers before swapping batteries (with 9-10%
battery remaining).
With the 21700 battery, the estimated range is usually 80 kilometers,
and I would ride about 65 kilometers before swapping (with 9-10% battery left).
After the 2022 BMS update and Yamaha app revision, my first-generation
EC-05 was effectively downgraded from a 125cc-class gasoline scooter to a 100cc
equivalent. The motor’s output was adjusted to maintain constant power,
delaying and reducing peak power output, resulting in a less enjoyable ride
(constantly being overtaken), but with a significant increase in range.
With the 18650 battery, the estimated range is now 67 kilometers, and
the actual range is 55 kilometers (with 10% battery left).
With the 21700 battery, the estimated range is 87 kilometers, and the
actual range is 77 kilometers (with 10% battery remaining).
If venturing out of the city, with fewer traffic lights and more
consistent riding conditions, the EC-05 with the 21700 battery can easily
exceed a range of 100 kilometers, thanks to the motor's efficiency on inclines
and energy regeneration on downhill stretches.
Range anxiety is a common concern, and for me, it starts when the
battery indicator shows 10% (the actual remaining capacity is around 15%) with
an estimated 15 kilometers left. At that point, I start planning my next
battery swap.
(7)
Operation and interface: After upgrading to the
second-generation BMS and Yamaha app, aside from the noticeable downgrade in
power, the difference between the older software’s Smart, Boost, and Gogoro
Network performance modes was hardly perceptible. That is, as long as you
floored it, the acceleration and range consumption across the three modes felt
nearly identical, or rather like just two modes. However, with the new
software, the distinction between these modes is now much clearer and more
noticeable.
Overall, when
riding the EC-05 (in motion), treat it like a scooter. Electric scooters offer
many smooth and stable advantages that gasoline scooters don’t have. When
maintaining the EC-05 (at rest), treat it like a computer, full of features but
with only a few settings you’ll frequently use. Even the "kick-start"
feature, which is synchronized with Gogoro, is mostly useful for delivery
riders and not often applicable in other riding situations. Like a home
computer, bugs, crashes, and forced upgrades aren’t rare. In this regard, I think the EC-05 and even current
battery-swapping scooters have limited differences in terms of user experience.
Design flaws and quality issues of
the EC-05
To be honest, there
are many annoying problems and defects, which explains why the EC-05 has a poor
reputation among consumers and why sales have struggled to take off. However,
it's possible that the 2022 minor revision of the EC-05 may have addressed some
of these issues. Here's what I think Yamaha should be responsible for:
(1)
Waterproofing and drainage design, which has
several blind spots: After heavy rain, water accumulates inside the
handlebars, and when I move the bike, the water pours onto the storage hook,
soaking my shopping bag, including my breakfast. If it rains for over a week,
moisture builds up inside the handlebar switches, making it hard to dry out.
For instance, my turn signal return spring got stuck and only returned to
normal after being in the sun for five days. Additionally, the brake light
switch assembly, which interacts with the start/lock function, shorted out due
to water damage. If it rains heavily for more than a week, water also starts
seeping into the seat, although this is a common issue with many bikes. So, the
seat leakage might be considered a bit harsh on Yamaha’s part.
(2)
Seat height is too high: If a rider is
shorter than 167 cm, they will have a hard time finding a comfortable riding
position on the EC-05, essentially ruling out more than half of Taiwan’s
potential buyers. This might be one of the reasons the EC-05 has struggled to
sell.
(3)
Poor left-hand button layout and quality: Yamaha uses an
automatic turn signal reset switch, common in cars, which seems like a good
idea in theory. However, the on-road performance is awful, with the spring
return mechanism behaving inconsistently depending on conditions. The most
annoying part is that manually resetting the switch often causes it to jump (or
spring) again, leading to continuous flashing without noticing. Moreover, the
turn signal and horn switches are placed too close together, making it easy to
accidentally press the wrong one in emergency situations. Riding when you’re a
bit tired makes you a potential hazard on the road.
(4)
Noise from the transmission steel belt when going
uphill: On one hand, I appreciate Yamaha's decision to use a durable,
long-lasting steel belt instead of a belt drive. On the other hand, the noise
and jerking from the steel belt under high torque are inevitable. This is a
necessary evil.
Now for the issues
that are the shared responsibility of both the manufacturer (Gogoro) and
Yamaha, most of which stem from the original design of the Gogoro 2:
(5)
Headlights that seem almost non-existent: The brightness
isn’t too bad, but the color temperature of the lights is too high (above
6,000K, near white light), and the poor reflection design results in weak air
penetration. On rainy nights, the lights serve only to warn oncoming traffic
that there’s a bike approaching. Yamaha adopted the Gogoro 2 headlight
assembly, while Aeon in the PBGN family upgraded their Ai series with better
headlights.
(6)
Frequent failures in the remote control and
electrical system after extended standby: If the bike isn’t
used for a few days, Yamaha’s remote often loses connection with the bike, and
its anti-hacking mode kicks in early, forcing me to wait about 30 seconds to
reset it, often leading to awkward waits by the roadside. Yamaha's
first-generation app frequently disconnects from Bluetooth after a month, and
re-pairing feels like trying your luck. Interestingly, I haven’t experienced
these issues with the second-generation app, which is a good thing. For the
Gogoro 2-related aspect, the operational control system (non-motor-related) is
powered by a separate low-voltage battery, but the numerous monitoring programs
drain the battery quickly. As a result, the system often goes into sleep mode
(reportedly after eight hours) and doesn’t handle long standby periods well.
This explains why the EC-05 (and likely other PBGN models too) tends to freeze
up after a few days of inactivity. The small battery’s failure is also
notorious for being costly to replace, although I haven’t encountered this yet.
I’m just passing on the rumor for reference.
(7)
License plate holder is placed too low on the
rear mudguard: Another oversight from the Gogoro 2 design team.
I’ve seen that about 30% of the rear license plates on EC-05, Gogoro 2, Aeon
Ai, and PGO Ur models have been bent or dented from being hit. Suzuki’s eReady,
however, thoughtfully relocated the plate holder higher up on the bike frame,
setting a superior example in this regard.
(8)
Main battery performance declines noticeably in
cold weather: Gogoro has placed the lithium battery in the
safest and most temperature-stable position in the entire Gogoro 2 series, but
lithium batteries perform best at 30°C. For every 10°C drop, capacity declines
by 10%. Since most scooters use a forced air-cooled structure, this is an
unavoidable challenge. So, in winter, if you head up into the mountains, where
the combination of uphill riding, low temperatures, and air-cooling compounds
the problem, you’ll find that both the cold and the range drop significantly. You
also need to watch out for the risk of the battery going into deep sleep
overnight, where it "freezes" and doesn’t wake up. Therefore, after
passing the last battery swap station in winter mountain trips, it’s wise to
plan for an additional 50% range as a safety buffer.
Customization potential of the
EC-05
Like many popular
sporty models, the EC-05 can be modified from top to bottom. However, I must
say that the previous owner (a motorcycle shop owner) made some tasteful and
high-quality modifications, and I’ve only made two small changes myself. Here
are some additional thoughts and insights:
(1)
Hexagonal rearview mirrors (wide view),
four-corner phone holder (secure and foldable), license plate frame (durable
and impact-resistant): These modifications were done by the motorcycle
shop owner.
(2)
Foldable rear seat backrest with luggage rack: If you frequently
ride with a passenger, this is a stylish and safe accessory that makes the back
seat comfortable. However, it's not very practical because passengers will find
it difficult to get on and off the bike unless they’re quite flexible. This accessory
works better on bikes with floorboard-style rear footrests, but the Gogoro 2
family uses pop-out footpegs, making it less suitable.
(3)
Handlebar crossbar: For short trips to
the market, it's handy for hanging bags, something that older riders will
appreciate. Younger riders, on the other hand, may use this crossbar to mount
their phones. It also looks stylish when not in use, blending well with the
overall design.
(4)
Shark tooth decals on the headlights (like the
Flying Tigers aircraft from General Chennault’s squadron), and relocating the
license plate holder and light to the rear frame (around NT$7,000): I think this is a
fun and entertaining modification that’s perfect for young riders.
(5)
As for switching to Gogoro 2S naked handlebars,
belt drive, performance suspension, brake discs, etc.: I recommend
browsing the EC-05 community forums for more detailed information on these
modifications.
References:
(1)
Yamaha EC-05 electric scooter modification
feature: how do riders modify their PBGN scooters?
https://incar.tw/post/yamaha-ec-05%e9%9b%bb%e5%8b%95%e8%bb%8a%e6%94%b9%e8%a3%9d%e7%89%b9%e8%bc%af?fbclid=IwAR0vKGbAUEyg2hxNkYPv5E31s8urom6gulD069g3Fi0qmhIOCyhRtG0cwzs
(2)
Yamaha EC-05 Club Taiwan
https://www.facebook.com/groups/YamahaEC05.TW
Further
reading recommendation:
" A wild hog’s test-ride of Yamaha EC-05 e-scooter - (2) Industrial
insights"
https://seztwnscope01.blogspot.com/2022/09/yamaha-ec-05-2-wild-hogs-test-ride-of.html
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