I have a morbid love for motorcycles, and I am interested in all vehicles that accelerate when I twist my right hand, even if it is not an engine. I am also very interested in electric motors.
This time, I offered to test ride an FW-06 I caught on SNS and borrowed a prototype from Motorist.
Interviewed by: Motorist **JP Website
- Design is as sophisticated as X-ADV! The position is difficult to get a good foot grounding
- Speed is about 4-stroke 100cc, 150cc level with S-button activation!
- Reaffirming that electric motorcycles are quiet and comfortable, intercom music can be heard well.
- Practical cruising range is about 100 km, and at 160 yen per liter, the electricity cost is 77 km.
Design is as sophisticated as X-ADV! The position is difficult to get a good foot grounding
The FW-06 first captivates the eye with its sophisticated and sporty design. Many of the electric-only models from other companies have some design treatment unique to electric models or have an inorganic battery in a position where the engine would normally be seen, which makes the model feel uncomfortable.
However, the design of the FW-06 is outstandingly cool. It has a style similar to the X-ADV and the sharp underbone sports popular in Asia while taking advantage of the exhaust system-less design of the electric model. I love this design! I hadn't glanced at my reflection in the glass for a long time.
The balance between length and height is like a Honda Grom. The seat height is 784mm, which is the same as that of the Cross Cub 110. I felt that it would be easier to get used to a seat that is a little lower than that of the Cross Cub 110 because the seat is hard enough to make my butt hurt after riding for an hour and my feet float even though I am 176 cm tall.
It also gives the impression that the steering head position could be lowered by about 2 to 3 cm, which would make it fit a wide range of riders with a wide range of body sizes. The wide, low steering wheel and high step position give it the feel of a motard vehicle. If this motivated step were a little lower, it would be a natural position.
FW-06 [FELO] An electric motorcycle released by a new Chinese motorcycle manufacturer and sold in Japan by Motorist. The size is similar to a Class 2 moped, but in Japan, it is classified as a light motorcycle with a rated output of 5 kW. It is priced at (approx.) 7340 USD.
The tail area resembles a supersport with vertically arranged tail lamps and ducts on both sides. The tandem seat is smaller. The body structure is simple and exhaust system-less.
The riding position for a 176cm tall rider is a little tight in the knee bend due to the high step. The upper body can be ridden relaxed.
The footing of a 70kg person is such that both feet float on the ground. The concept of this model is evident in its emphasis on sportiness.
Speed is about 4-stroke 100cc, 150cc level with S-button activation!
To start the machine, turn on the power and press the start button, and the LCD meter will show STANDBY. Then just twist the right-hand throttle and it will run. To prevent jumping out of the motorcycle, or if you are touching the brake, twisting the right-hand throttle will not produce any power. It takes some getting used to for U-turns, etc.
Acceleration is relatively mild after the initial don to the first speed, and the maximum speed at high speed is about 80 km/h or less over time. To use an analogy, it is like a 4-stroke 100cc scooter. However, this is a hawk mode with hidden claws, and when the S button on the left side is operated, the suppressed power is released, and along with the feeling of a direct connection between the right hand and the motor, acceleration is stronger than that of a 150cc class scooter, depending on the speed range.
I used the S button for a few seconds each time I was cruising at around 50 km/h and wanted to use the S button for a few seconds when I wanted to accelerate here and there, or when merging, leading a signal start, or when climbing a hill. I could see triple-digit km/h at high speeds if I pressed the S button and continued to accelerate at full throttle.
Naturally, heavy use of this torque ghost device (S button) will have an effect on battery life, so if you use it a lot, you may worry about battery life.
Use it in moderation! This is a function that should be used only in moderation.
The two-faceted riding experience is enjoyable: in normal mode, the motorcycle is economical in Class 2 moped class, and with the S button, it transforms into a power feel that is above its class.
Power is increased as long as the S button next to the horn is held down. In this state, the gas pedal is operated with the right hand.
Reaffirming that electric motorcycles are quiet and comfortable, intercom music can be heard well.
Handling is a combination of a stiff front and a rear suspension that tracks well. The exterior design and riding position makes you want to ride with a lot of energy.
When entering a corner while leaving braking, the motorcycle feels a little sloppy. Since the basic packaging is good, it will likely improve with custom brake pads, rear shock, tire choice, air pressure, etc.
The wheelbase of 1236 mm is short, shorter than the Lead 125, Cygnus Griffas, and CT125 Hunter Cub, and slightly longer than the Grom. The FW-06 has a small steering wheel angle, so the short wheelbase saved the day when maneuvering the vehicle in a garage.
Electric motorcycles are comfortable even when music is played over the intercom, as they emit only a slight motor noise and no vibration. Really comfortable. The sensation of having only the wind noise of the helmet while riding is a silent world not usually found in gasoline-powered motorcycles, and the silence of the helmet itself, which is not usually a concern, is enough to make one wonder about the silence of the helmet itself.
The prototype F-brake had some judder, but we expect improvement. Single-channel ABS is used on the front only.
The rear adopts a mono suspension without links. The motor seen in the back is a belt-ridden motor. I felt a little uncomfortable that the power was cut off when the brakes are activated.
The cantilever swing arm uses a two-stage system. On the axle shaft is an Automatic Torque System (ATS) with two automatic gears for smooth starts.
The pipe handle is wide and low. The power source is a smart key type and is operated by turning the central knob. The rubber material of the handle grip is slippery and hard, and it seems a little thick.
The black-back LCD meter was easy to read. It displays the battery level gauge and possible mileage. The clock is GPS-positioned, but the prototype did not conform to Japanese coordinates.
Practical cruising range is about 100 km, and at 160 yen per liter, the electricity cost is 77 km.
We drove for four days, covering a distance of 60-70 km each time, mainly on commuting roads in the middle of winter when the temperature was about 0-7 degrees Celsius. We drove from residential areas to mountain roads with many ups and downs, as well as congested main roads.
Day 1:69 km run, 21% remaining energy consumption → 4.89 kWh on recharge
Day 2: Running 64 km, remaining 27%→Energy consumption by recharging: 4.64 kWh
Day 3: Running 70 km, 24% remaining power consumption→Energy consumption by recharging 4.77 kWh
Day 4: Running 60 km, 38% remaining, 3.90 kWh of electricity consumed on recharge
We were not able to test the range of electric power failure. Based on this record, I would guess that the nominal value of 140 km is not so strict, but as a realistic value, it is possible to run about 100 km.
Next, let us consider economics. The total of the aforementioned data shows that after driving 263 km, the electricity used for recharging is 18.20 kWh. The unit price of electricity is difficult to estimate because of recent rapid changes, but if we assume 30 yen per kWh, the unit price is 546 yen. 546 yen per 263 km, or 207 yen per 100 km.
If fuel costs 160 yen per liter, it is possible to run 77 km for the same cost, which is more economical than the cost of gasoline even with the rising cost of electricity.
However, considering the expense of nearly 1 million yen for the main body, can you get a moto with the total amount? As for the question, can hybrids and EVs in motorcycles get the moto? It will be a similar controversy.
The battery is built into the vehicle body, so a power source is required in the parking lot. The charger connector socket is located on the right side of the dashboard by opening the lid.
Power consumption during charging is measured with a simple wattmeter and should be used as a guide only.
The Yamaha E01 and the BMW C Evolution are in different classes. Since higher acceleration and top speed are traded off against cruising range, each company's policy can be seen in the balance between the two.