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Gogoro S2(Series 2)不仅只是原厂精装版还给你更大动力,Gogoro锁定年轻人的街头潮车动手玩

Gogoro S2(Series 2)不同于主打个性化、精品设计而大量使用专用件与不同于传统速可达结构的 Gogoro Series 1 ,去年所推出的Series 2 则为了普罗大众的用车习惯,使用传统速可达基本结构以及通用的避震,同时也加大坐垫设计,符合台湾不少用车人需要双载的需要;今年睿能进一步推出两款各别锁定不同年轻族群的Series 2 ,这次试驾的是标榜运动化的 Gogoro S2 。

正在观望 Gogoro S2,有几篇文章也请不要错过:

  • Gogoro 在换电池的时候有一个隐性缺点,请看一下
  • Gogoro 的补助攻略大全,节省荷包一定要看
  • Gogoro 2 Delight 完全图解

不同于主打个性化、精品设计而大量使用专用件与不同于传统速可达结构的 Gogoro Series 1 ,去年所推出的 Gogoro Series 2 则为了普罗大众的用车习惯,使用传统速可达基本结构以及通用的避震,同时也加大坐垫设计,符合台湾不少用车人需要双载的需要;今年睿能进一步推出两款各别锁定不同年轻族群的 Series 2 ,这次试驾的是标榜运动化的 Gogoro S2 。

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在睿能的产品划分上, Gogoro S2 并未与其它的 Series 2 被归纳在同一个产品线,而是与同样隶属 S Performance 的 Gogoro S1 被归在同一栏目,也暗示 Gogoro S2 这款车款并非只是单纯换色,更是一款强调性能的怪兽。

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既然隶属 S Performance , Gogoro S2 在避震、制动都经过强化, Gogoro S2 采用前后阻尼可调的设计,前叉的调整点藏在右边前叉上,也相较一般的 Series 2 更为粗壮,而双后避震的调整点则相当显而易见;另外前碟盘加大为 245mm ,并采用径向方式锁上的对向四活塞辐射卡钳,同时前后煞车都使用金属油管,并具备 SBS 同步煞车系统。

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在视觉上,承袭 S Performance 的石墨黑配色,以深铁灰作为基底并施家珍珠紫光泽,方向灯也同为燻黑,另外坐垫使用高止滑座垫,相较一般的版本在激烈操驾更不易滑动;不过不同于 Gogoro S1 并未变动基本设计,龙头设计透过年轻人偏好的裸把搭配风镜设计,而车尾的扶手采用短直把,并非如 Series 2 采用 L 型扶手,整体视觉也更为精悍。

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当然这些外观上的变化或者是避震,对消费者来说都是可花钱改装的,甚至避震、煞车等还可以更换更高级别的改装品,然而 S Performance 毕竟是 S Performance ,最核心的价值、也就是动力,还是与 Series 2 其它版本有着决定性的差异。

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同样是比起标准版有更大的动力,但 Gogoro S2 与 Gogoro S1 的手段并不相同, Gogoro S2 并未如 S1 采用磁铁强化的马达,仍是沿用 Series 2  的 G2 马达并进行微调,同时搭配与 Series 2 不同的齿轮比,Gogoro S2 可提供达 7.6kW / 10.18hp@ 3,000rpm 、 26Nm (马达)/213Nm (轮上) @ 0-2,500 rpm 以及 0-50km 3.9 秒的数据。

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乍看下, Gogoro S2 创造出比起 Gogoro S1 更大的帐面动力数据,不过由于车重、传动机构以及转速设定的差异,实际加速感与帐面上仅 9.65hp @ 5,000rpm 的 S1 相较下仍略为逊色,这部分后续会再解释。

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Gogoro S2 的骑姿与 Gogoro Series 2 并无差别,不过全新的避震系统对比 Series 2 偏软的设定,过弯的支撑性以及稳定感都有长足的提升,然而 Gogoro S2 前后避震的基本设定也偏硬,弹跳感相当明显。

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尤其笔者一开始牵车时阻尼预载被调到最硬的情况下,在双北颠颇的路面,左手很容易被震开,后续把预载调软之后才觉得舒适许多,不过若习惯一般 Series 2 舒适的设定,那恐怕需要一点时间重新适应设定。

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至于制动性方面,原本 Series 2 的煞车设定就比起 Series 1 标准版本可靠许多,而采用 245mm 加大前碟盘与对四辐射卡钳的 Gogoro S2 则又更胜一筹,且 SBS 同步煞车亦可省却在非紧急状况下需要左右手并用的习惯,以都会使用来说已经是相当充裕。

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加速性也是 Gogoro S2 的拿手好戏,原本 Gogoro Series 2 就已经比起多数的国产速可达还快,动力提升的 Gogoro S2 又更快一些,但开启方格旗模式却不像 Gogoro S1 一样只要轻加油门就有贴背感, Gogoro S2 需要稍加油门才会有贴背的加速性,不过若比较一般 125cc 速可达的加速特性, Gogoro S2 依旧是相当惊人的。

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然而或许是因为动力曲线相对 Gogoro S1 偏低转速输出, Gogoro S2 的加速感在中后段的衰退感更为明显,表速超过 60 之后可感受整个动力明显缓和,此时传统的燃油机车也会逐步逼近,至于尾速方面即便是原厂的设定,不少国产运动化燃油速可达仍可依旧超过 Gogoro S2 ,不过这点即便是 Gogoro S1 也无法避免。

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但若考虑到都会使用, Gogoro S2 比起 Gogoro S1 可说是实用许多,不仅只是更大的乘坐空间与车厢空间,另外也因为在方格旗模式起步加速,只要不要过度用力添加油门,仍可安稳的缓步前进,对在车阵中穿梭也较为安全;此外也由于 Gogoro S2 的马达并未如 Gogoro S1 的马达采用高磁力磁铁,牵车也没有卡顿感,移车也比较方便。

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对于不想花时间搭配改装性能与安全部品的玩家来说, Gogoro S2 也算是帮准车主预先搞定避震与制动性,同时还有更强的加速性,而对于喜欢自己挑选配件改装的玩家,至少 Gogoro S2 的动力也比起标准 Series 2 更大,同时独特的石墨黑亦是其它版本无法选择的特殊色,做为需要经常在都会中穿梭、追求酷炫的年轻族群,亦是兼具实用与个性化的选择。

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