Testing Harley’s LiveWire S2 Del Mar electric motorcycle: First you ride it, then you want to buy it
If the last thing you need is to try and convince your significant other of why you need to buy another motorcycle, then do yourself a favor and don’t ever get on a LiveWire S2 Del Mar. Because as soon as you do, you’re going to want one. Trust me, it happened to me.
Harley-Davidson’s electric motorcycle brand LiveWire has just reopened reservations this morning for its second electric motorcycle model, the S2 Del Mar. The first round of reservations opened back in May for the Launch Edition, but they sold out in 18 minutes.
The company let me get an early test ride before reservations reopened, and now I can’t imagine going back to my boring old life before this bike.
That’s not to say that the Del Mar is perfect, but the bike itself checks nearly all of my boxes. The only major downside is that it’s still a bit pricey, at least for a motorcycle that will admittedly be used largely in a commuter role by most riders.
It’s certainly more affordable than the $22,799 LiveWire One, which currently serves as the brand’s flagship electric motorcycle. LiveWire had hoped to launch the production version of the LiveWire S2 Del Mar at closer to $15,000, but inflation pressures and supply chain drama saw the price creep up to $16,999. That’s still a big move in the right direction compared to the LiveWire One’s price, but it still keeps it a bit out of reach of a lot riders.
If you can swing it though, you’re going to be glad you did. Take a look at my first ride video below showing off my morning ride on the S2 Del Mar. Then read on for all of the details.
LiveWire S2 Del Mar first ride video
Newly revealed Del Mar specs
In addition to opening up orders for the S2 Del Mar, LiveWire also revealed more concrete specs and performance figures.
The updated city range is listed at 110 miles (177 km) on a charge, and we also got more info about charging options. Both Level 1 (think: normal wall outlet charging) and Level 2 (think: public charging station) will be available on the bike, but there’s no Level 3 DC fast charging like on the LiveWire One.
Even so, the company says a Level 2 recharge of 20-80% (indicative of real-world charge stops) will take around 75 minutes. That’s longer than a coffee stop, but it means that a lunch stop or shopping trip could conceivably put a nearly full charge back into your “tank.”
We don’t have an exact power rating yet, but the bike has nearly equal off-the-line performance to the LiveWire One, scoring a 0-60 mph time of 3.1 seconds. And when putting the bike in Sport Mode, I can vouch for what that feels like. There’s no clutch or gear shifting to get in the way, either. You’re going from feet on the ground to flying at 60 mph in barely the time it takes to say, “well I’ll be damned.”
The 418 pound (189.6 kg) Del Mar is a bit lighter than the 560 pound (254 kg) LiveWire One, so with the same acceleration times then it stands to reason that it will have a slightly lower power rating than the LiveWire One’s 78 kW motor.
LiveWire hasn’t announced the Del Mar’s top speed, but let’s just say it’s higher than you’ll ever need. I got it up to speeds that I had no business reaching on a New York highway and it seemed to have plenty of room to keep going. I wasn’t about to risk my license (or a speeding ticket on a bike I didn’t own) by pushing my luck any further than I already had, but suffice it to say that whatever the top speed is, there’s no road in America that you’ll be able to legally hit it.
For me, the Del Mar felt like a Goldilocks bike. It’s got a shorter reach than the LiveWire One, meaning you’re sitting more upright and don’t feel like you’re leaning out forward over the tank to grab the bars. But it’s also not too small either, and gives you enough height over the pegs that your legs aren’t tucked up underneath you. It’s no cruiser, but it’s at least closer to that end of the comfort spectrum.
I’m a more relaxed type of rider, anyway. As much fun as it can be crouching into an Italian sport bike, I’m much more at home in a comfortable upright position. And so the S2 Del Mar speaks to me.
In fact, I thought the Del Mar would be smaller than it was. Each time I looked at images of the Arrow platform, which is basically the structural battery and motor combo that the Del Mar is built on, it all just looked so compact. But the bike still has serious presence when you walk up and throw a leg over it. No one is going to think you’re on a small bike.
And when you blow them away at a traffic light, leaving them in your dust, they’ll be sure you weren’t on a small bike.
When it comes to battery capacity, we’re still left in the dark. LiveWire isn’t spilling the beans on that info just yet.
Based on the 110-mile city range offered by the company, and the Level 2 recharge time from 20 to 80% in 75 minutes, I’d wager that the battery will fall in the 9.5 to 10.5 kWh range. But that’s just an educated guess at this point.
What I can tell you is that I did around 40 miles (64 km) on the bike and used 55% of the battery, equating to a mixed range of approximately 73 miles (117 km). That ride included everything from city traffic to unreasonably fast highway speeds, so that’s probably a pretty fair “mixed” range figure. If you’re actually doing city riding or at least keeping it under 55 mph or so, that 110-mile range figure is likely within reach.
Between my city and highway riding, the Del Mar felt equally at home in both worlds. It’s small and light enough to be a nimble city ride, yet large and powerful enough to be comfortable on any interstate.
The one thing that felt a bit lacking was any sort of sound. To be fair, I was testing the bike in and around New York City, and so the city cacophony was never going to allow the nuisance of a modest direct drive electric motor whine through. But with a pair of LiveWire Ones on either side of me during much of the ride, I could hear their motors more than I could hear my own.
To be honest, the LiveWire One has always been a bit louder than I’d prefer. It’s got a cool sound to it, and the mechanics of the bevel gear that produce that sound add to the coolness. But when you really lean into it you get a fairly loud signature sound. The Del Mar, on the other hand, is so quiet that I couldn’t really hear it in the city. It left me wanting a little more auditory feedback. But perhaps if I had been in a quieter area, I would have heard what I was looking for.
Even so, the fact that the three of us (including my two LiveWire ride partners Chris and Jon) could all carry on a conversation while riding is testament to how much nicer it is to be on quiet electric motorcycles than rumbling ICE bikes.
All in all, I had a blast riding the LiveWire S2 Del Mar and came away majorly impressed.
I had initially expected to find a downgraded LiveWire One, when instead I was presented with a bike that rivals the LiveWire One’s performance, yet in a more comfortable and manageable package.
Sure, the LiveWire One will still have more range from its larger battery and faster recharging times with its DC fast charging ability. And if you want to go on cross-country rides, that’s the better bike. But for someone that just wants a missile on wheels for cruising the city and local highways, then the S2 Del Mar is the ticket.
It nestles itself right in between bikes like the Zero FXE and Zero DSR when it comes to price and range, meaning it gives a nice option for a middleweight electric bike with more range than pretty much any commuter should need, yet at a price that doesn’t blow past $20K and into flagship electric motorcycle territory.
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We’ve heard it before, that Elon Musk doesn’t want Tesla to ever make an electric motorcycle. But the polarizing CEO has taken to social media to explain why he still says it will never happen.
As Musk confirmed, the issue isn’t that he doesn’t think Tesla could build an electric motorcycle, but rather that he doesn’t think they are safe to begin with.
He replied, “Never happening, as we can’t make motorcycles safe,” in response to an AI video about a fake Tesla motorcycle uploaded to his X platform (formerly Twitter).
Musk then referenced a previous story he has told several times about how he was nearly killed by a truck while riding a motorcycle in his youth.
Though he seemed to direct his feelings more towards street motorcycles. “Dirt bikes are safe if you ride carefully,” continued Musk, “as you can’t be smashed by a truck.”
Tesla’s own Autopilot features have long been criticized for their danger to motorcyclists, with several high-profile deaths caused by Tesla vehicles striking motorcycles while operating under Autopilot. Many have suggested that the company’s vision-focused self-driving setup confuses the more narrowly spaced paired tail lights on the back of cruiser motorcycles for a car farther in the distance, potentially explaining why Teslas have repeatedly rear-ended motorcyclists, with fatal results.
The electric motorcycle industry may not get a Tesla halo anytime soon, but it’s hardly standing still. Legacy brands like Honda, BMW, and Kawasaki are finally rolling out real production models, while companies such as Zero and LiveWire continue pushing the segment forward with higher performance and growing dealer support. Smaller companies like Ryvid have jumped to meet the demand for affordable commuter-focused motorcycles, while Asia’s giants such as Yadea and NIU are flooding the market with affordable scooters, driving global adoption far faster than in the US.
It appears that even without Tesla, electric motorcycling is expanding rapidly, innovating quickly, and attracting more riders every year.
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Climate XChange’s Annual EV Raffle is back for the 10th year running – and for the first time ever, Climate XChange has two raffle options on the table! The nonprofit has helped lucky winners custom-order their ideal EVs for the past decade. Now you have the chance to kick off your holiday season with a brand new EV for as little as $100.
About half of the raffle tickets have been sold so far for each of the raffles – you can see the live ticket count on Climate XChange’s homepage – so your odds of winning are better than ever.
But don’t wait – raffle ticket sales end on December 8!
Climate XChange is working hard to help states transition to a zero-emissions economy. Every ticket you buy supports this mission while giving you a chance to drive home your dream EV.
Here’s how Climate XChange’s 10th Annual Raffle works:
The Luxury Raffle
- Grand Prize: The winner can choose any EV on the market, fully customized up to $120,000. This year, you can split the prize between two EVs if the total is $120,000 or less.
- Taxes covered: This raffle comes with no strings – Climate XChange also pays all of the taxes.
- Runner-up prizes: Even if you don’t win the Grand Prize, you still have a chance at the 2nd prize of $12,500 and the 3rd prize of $7,500.
- Ticket price: $250.
- Grand Prize Drawing: December 12, 2025.
- Only 5,000 tickets will be sold for the Luxury Raffle.
The Mini Raffle (New for 2025)
- Grand Prize: Choose any EV on the market, fully customized, up to $45,000. This is the perfect raffle if you’re ready to make the switch to an EV but aren’t in the market for a luxury model.
- Taxes covered: Climate XChange pays all the taxes on the Mini Raffle, too.
- Ticket price: $100.
- Only 3,500 tickets will be sold for the Mini Raffle.
Why it’s worth entering
For a decade, Climate XChange has run a raffle that’s fair, transparent, and exciting. Every ticket stub is printed, and the entire drawing is live-streamed, including the loading of the raffle drum. Independent auditors also oversee the process.
Plus, your odds on the Luxury and Mini Raffles are far better than most car raffles, and they’re even better if you enter both.
Remember that only 5,000 tickets will be sold for the Luxury Raffle and only 3,500 for the Mini Raffle, and around half of the available tickets have been sold so far, so don’t miss your shot at your dream EV!
Climate XChange personally works with the winners to help them build and order their dream EVs. The winner of the Ninth Annual EV Raffle built a gorgeous storm blue Rivian R1T.
How to enter
Go to CarbonRaffle.org/Electrek before December 8 to buy your ticket. Start dreaming up your perfect EV – and know that no matter what, you’re helping accelerate the shift to clean energy.
Who is Climate XChange?
Climate XChange (CXC) is a nonpartisan nonprofit working to help states pass effective, equitable climate policies because they’re critical in accelerating the transition to a zero-emissions economy. CXC advances state climate policy through its State Climate Policy Network (SCPN) – a community of more than 15,000 advocates and policymakers – and its State Climate Policy Dashboard, a leading data platform for tracking climate action across the US.
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The CSC Monterey – one of the most charming little electric scooters on the US market – has dropped to a shockingly low $1,699, down from its original $2,899 MSRP. That’s nearly half off for a full-size, street-legal electric scooter that channels major Honda Super Cub energy, but without the gas, noise, or maintenance of the original.
CSC Motorcycles, based in Azusa, California, has a long history of importing and supporting small-format electric and gas bikes, but the Monterey has always stood out as the brand’s “fun vibes first” model. With its step-through frame, big retro headlight, slim bodywork, and upright seating position, it looks like something from a 1960s postcard – just brought into the modern era with lithium batteries and a brushless hub motor.
I had my first experience on one of these scooters back in 2021, when I reviewed the then-new model here on Electrek. I instantly fell in love with it and even got one for my dad. It now lives at his place and I think he gets just as much joy from looking at it in his garage as riding it.
You can see my review video below.
The performance is solidly moped-class, which is exactly what it’s designed for. A 2,400W rear hub motor pushes the Monterey up to a claimed 30 mph or 48 km/h (I found it really topped out at closer to 32 mph or 51 km/h), making it perfect for city streets, beach towns, and lower-speed suburban routes.
A 60V, roughly 1.6 kWh removable battery offers around 30–40 miles (48-64 km) of real-world range, depending on how aggressively you twist the throttle. It’s commuter-ready, grocery-run-ready, and campus-ready right out of the crate.
It’s also remarkably approachable. At around 181 pounds (82 kg), the Monterey is light for a sit-down scooter, making it easy to maneuver and park. There’s a small storage cubby, LED lighting, and the usual simple twist-and-go operation. And it comes with full support from CSC, a company that keeps a massive warehouse stocked with components and spare parts.
My sister has a CSC SG250 (I’m still trying to convert her to electric) and has gotten great support from them in the past, including from their mechanics walking her through carburetor questions over the phone. So I know from personal experience that CSC is a great company that stands behind its bikes.
But the real story here is the price. Scooters in this class typically hover between $2,500 and $4,500, and electric retro-style models often jump well above that.
At $1,699, the Monterey is one of the least expensive street-legal electric scooters available from a reputable US distributor, especially one that actually stocks parts and provides phone support.
If you’ve been curious about swapping a few car errands for something electric – or you just want a fun, vintage-styled runabout for getting around town – this is one of the best deals of the year.
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