Los Angeles is awful to get around. But this scooter made it work!
Last month, I had the chance to visit Los Angeles and attend Micromobility America, a yearly industry tradeshow focusing on e-bikes, e-scooters, and other small-format vehicles. To get around the city for a few days, I borrowed a VMAX VX2 Extreme from VMAX’s Los Angeles distribution center and it made all the difference in navigating a city that is notoriously hard to get around.
My regular readers and viewers will know I’m an e-bike first guy, but that I won’t say “no” to any form of micromobility. I’ve ridden almost everything, so you can bet that I count electric scooters in my stable, too, even if it’s predominantly comprised of e-bikes. And I must say that there’s something nice about being able to stash your scooter in the trunk of an Uber or under a train seat when necessary.
While in LA, I was excited to finally get a chance to review a VMAX scooter, since I’ve followed the company’s US expansion with interest over the last year or so. As a Swiss-based company, VMAX first found success in Europe before expanding into the US with larger and more powerful models.
The company let me borrow a VX2 Extreme electric scooter, which is a 25 mph (40 km/h) scooter that is surprisingly powerful. It doesn’t look much bigger than a dirt-cheap GoTrax or similar budget scooter, yet it is much faster and more powerful—to the tune of 1,600W of peak power.
You can see how it rides in my video review below, or keep reading for the whole story.
VMAX VX2 Extreme Video Review
Becoming a scooter guy in LA
LA is notorious for being difficult to navigate, and even if you have a car, that doesn’t mean you’ll be getting anywhere quickly. Depending on who you ask, the public transportation system is either a trainwreck or somewhat decent, though no one will tell you LA has well-developed public transit.
That’s why I knew I wanted to be able to rely as much as possible on my own independent transportation while in the city, and a scooter made sense. With the VMAX’s 25 mph top speed, I could keep up with most city traffic, yet I could still easily stow it to fit in the trunk of a rideshare car or stash it in my hotel room without drawing much notice from the front desk.
My trip started with visiting VMAX’s distribution center in downtown LA, which had me taking a 30-minute walk that was both refreshing and a great reminder of how slow it is to get around a massive metropolitan area on foot alone. Don’t get me wrong – I love walking and I also use jogging as my primary form of exercise. But a pair of shoes just isn’t a very fast or efficient transportation method in a big city.
After getting to tour VMAX’s large warehouse and see how they fulfill customer orders from all over the US (as well as get a look at several different models they offer), the team let me borrow a VX2 Extreme and sent me on my way. My next stop was an event down in Costa Mesa near Irvine, which Google Maps told me would be a 43-mile (69 km) journey from Downtown LA, and which just so happened to be the exact range of the longest range version of the VX2 Extreme scooter (it comes with three battery options of between 28-43 miles of range depending which battery size you choose).
However, those range ratings are rarely at the scooter’s maximum speed and power level, which I intended to be rocking for most of the trip. But Google Maps suggested to me that it would be an easy train ride instead, with just a couple miles of scooting to and from the train station on either end. Awesome!
I scooted on over to the train station and arrived just in time… to miss the train by two minutes. No worries, back home there’s a train every 10 minutes or so. I checked the train schedule and to my horror, the next train wasn’t scheduled for more than two hours from now. Thanks, LA.
I didn’t have that kind of time – I’ve got a micromobility conference to get to! So I had to swallow my pride and order an Uber. Fortunately the scooter folded up and fit easily in the trunk along with my travel backpack and my camera backpack. That’s not something I can normally do on my e-bikes!
Forty-something miles later, I was in Costa Mesa with time to spare, which I spent happily burned by scooting around. It was my first chance to spend more than a couple of rushed minutes riding the scooter more pleasurably to get a real feel for it. The VX2 Extreme doesn’t have suspension but still felt quite good on the city streets, even when hopping the occasional curb or speed bump.
The build is obviously quite robust, without giving me the rickety feeling I get on cheaper quality scooters. And the power is surprisingly potent. When I put the scooter in its highest power setting, known as Beast Mode, I would often accidentally wheelie it while starting, since I tend to keep my rear foot on the board and push off with my front foot. Those wheelies were fun, but I decided to mostly scoot around in one notch below the highest power mode, as that felt more reasonable for everyday riding. But it’s nice to know you’ve got more power than you need, instead of merely maxing it out 100% of the time.
As the winter sun set quickly, it gave me my first chance to check out the lighting and turn signals on the scooter. Those turn signals are actually quite bright during the day, lighting up the handlebar ends up high for better visibility, as well as motorcycle-style turn signals down low on the rear of the scooter. The rear turn signals are flexibly mounted, meaning they can bend and bounce back into position instead of breaking when they inevitably hit something.
The turn signals were weirdly impressive. You can see in the image above how the lower ones light up the road and the upper ones are quite visible by sticking out to the sides on the handlebar ends.
Normally, I deride most e-bike and e-scooter turn signals because they’re typically diminutive and unclear, mostly serving as a flashing light so close to the vehicle’s centerline that they don’t achieve their goal of actually indicating direction. But VMAX has done a great job with these, as they’re both attention-grabbing and clearly indicate that you’re about to turn—which is important when quickly riding around cars at night.
I also found the speed of the scooter to be both a blessing and a curse. I forgot that LA weather isn’t always “Santa Monica in June”, and I was absolutely freezing in my hoodie – the only garment with long sleeves that I had packed.
Flying fast at 25 mph down wide Costa Mesa roads wasn’t helping, with that airstream cooling me even further. I had to decide between going faster to get to dinner sooner at the risk of turning into an icicle along the way or slowing down to cut the windchill. Unfortunately, the battery was so large that I couldn’t use the efficiency argument to encourage me to slow down, so I just continued bombing it down to the Balboa Peninsula at 25 mph, meeting up with friends to offer freezing cold handshakes and high-fives. Dinner was great, but the ride back was even colder. I thought I might go slower climbing the hills on the way back from the coast, but the dang thing zipped up the hills fast enough to keep my fingers feeling like they were encased in ice. But hey, at least the fast speed meant I could shorten the trip as much as possible!
The next day, I scooted to the show in the morning and found that the fairgrounds where it was hosted were closed off at most entrances. I guess they do this to limit how cars can enter (and ensure everyone gets charged to park), but I was an elitist with my own right-sized transportation and not about to let things like traffic control stop me!
Some scooting across the weeds and carrying the 45 lb (21 kg) scooter over a couple barricades later, I was in! I’m not saying you should ride in places you aren’t allowed, but just that there’s an advantage to being able to take creative routes when the vehicle you drive weighs as much as your leg.
I locked up at a bike rack and made it to the show in record time, taking full advantage of the fact that micromobility vehicles often allow you to chart your own path.
That was how I got around for next two days, putting around 30 miles (50 km) on the scooter. I charged it each night at my hotel, but I never used more than 30% of the battery, so I’m not sure I really needed to charge it all.
Ultimately, the VMAX VX2 Extreme scooter proved to be an ideal way to navigate the city. I took it on many rides, both for my morning and evening commute, as well as to meet up with friends and simply scooting around for pleasure. It always offered me more than I needed, both in terms of power and range, and felt comfortable while doing it. The 10″ tubeless pneumatic tires have enough squish to give me some comfort on rougher patches and are large enough diameter to handle all the sidewalk cracks and minor potholes I threw at them.
Basically, I was pretty darn happy with it. Of course you pay more for such a well-built scooter from a Swiss company, to the tune of $899, but it seems quite fair to me. It’s a long range and incredibly powerful scooter that hides in a surprisingly portable package, easy enough for me to toss in a vehicle or carry over a chain barricade. And with the extra features like safety lighting with turn signals, the 1,600W of peak power, the easily readable 4″ color TFT screen, the weather-sealed drum brakes combined with electric motor braking, and the stable folding design, the scooter treated me better than well for my three days riding it around central and southern LA.
VMAX has other even more affordable models starting from around $400, but I’d say the VX2 Extreme is a great Goldilocks option that offers more power and range than most people need in a portable package at a fair price.
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Tesla is launching a new car rental program out of its stores in the US, as sales are crashing due to the end of the federal tax credit.
It’s available at select stores in the US right now.
Tesla’s demand in the US, like that of most other electric vehicles, has crashed after the federal tax credit for electric cars ended last quarter, pulling forward a lot of demand.
With inventories piling up at stores and dealers across the country, Tesla has found a new way to use its inventory: it is now renting (not leasing) its vehicles from its stores.
The rental duration is a minimum of three and a maximum of seven days, starting at $60 per day and increasing depending on the model.
Tesla appears to be using this to show potential buyers how convenient it is to own a Tesla vehicle, since it also includes Supercharging and Full Self-Driving (Supervised) for free with every rental.
If a rental customer decides to order a vehicle within a week of having rented one, Tesla gives them a $250 credit toward the purchase:
Order your own Tesla within seven days of your rental to get up to a $250 credit toward your purchase.
The program is starting with a couple of locations in Southern California, but it is expected to expand before the end of the year.
Car rental giant Hertz has previously bought a large fleet of Tesla vehicles in an effort to electrify its rental fleet.
However, Hertz has been divesting from Tesla vehicles and selling them over the last 2 years, as declining resale values crushed its fleet economics amid Tesla slashing prices due to declining demand over the last 3 years.
Electrek’s Take
It’s rough out there for people selling electric vehicles in the US right now. The lack of policy consistency is resulting in inconsistent demand and discouraging automakers from pushing electric cars, as they do in Europe and Asia.
It’s particularly challenging for automakers like Tesla, Rivian, and Lucid, which sell only electric vehicles, because most people who planned to buy an electric vehicle in 2025 have already bought one in Q3 or earlier.
This rental service is not a bad idea, though, but it’s obviously far from a solution to the demand problem in the US.
It’s wild to think that Tesla’s own CEO is largely responsible for creating this situation by backing Trump in the last elections.
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NIU is back at EICMA 2025 (the Milan Motorcycle Show) with a fresh lineup of electric two-wheelers that push the boundaries of performance, design, and smart connectivity. The Chinese electric mobility giant, already known for selling over 5 million electric scooters and motorcycles across over 50 countries, used the Milan show to unveil its 2026 product range – and it’s clear NIU is looking to hang on to that leader status.
For those unfamiliar, NIU launched its first electric scooter way back in 2015 and quickly rose to prominence with sleek, connected vehicles that combined urban practicality with stylish design. There are a lot of electric scooters out there now, but NIU has consistently been known for high-tech and slick-looking models.
Now, a decade later, NIU’s lineup has matured into a globally recognized suite of smart mopeds, e-bikes, scooters, and electric motorcycles. And at this year’s EICMA, the company made it clear that it’s ready to dominate even more niches.
A smarter NQiX Series
The NQiX Series has already gained traction in Europe’s L1e and L3e vehicle categories, but for 2026, it’s getting even better. All models in the series will be updated with improved motor and battery efficiency for longer range and better consistency. Most notably, NIU is adding onboard navigation powered by Google Maps – a major step toward true “smart” scooters.
The biggest news, though, is the introduction of the NQiX 1000. Packing 15.5 kW of peak power and topping out at 125 km/h (78 mph), this model is aimed at commuters who want speed, range, and flexibility. With three removable 72V 28Ah batteries and over 100 km of range, it looks set to be a practical yet powerful urban workhorse. The NQiX 1000 will launch in Q3 2026 with a starting price of €6,499.
My first NIU scooter ever was an NQiGT that I got back in 2020, and it helped me fall in love with the brand. The NQiX series has extended what made the original so impressive, and the NQiX 1000 will push that model line into brand new territory, both for technology and for performance.
FQiX brings a fresh face to urban riding
NIU also introduced a completely new design platform called the FQiX Series, targeted at city dwellers who want tech-forward transportation with a bit of flair. Think sleek body lines, distinctive lighting, and a minimalist aesthetic – paired with smart features like a 5-inch TFT display, rear radar, and Bluetooth/NFC/keyless unlocking.
The FQiX 150 (L1e) and FQiX 300 (L3e) offer two tiers of performance but share the same connected tech ecosystem, powered by NIU’s new “Link Crown” interface. These will also arrive by Q3 2026, starting at just €2,399 – making them a compelling choice for first-time e-scooter riders.
This one definitely feels like NIU’s targetted attempt to bring on younger, more budget conscious riders while still giving them access to the technology that separates the brands’ scooters from much of the competition.
XQi goes off-road (and on-road, too)
NIU has been teasing off-road ambitions for years, but the new XQi 300, XQi 400, and XQi 500 take those ambitions up several notches. They follow on the heels of the successful launch of the NIU XQi3, which, for a lack of a better way to describe it, is NIU’s Sur Ron competitor. I had the chance to test it out recently on a trip to tour NIU’s factory. But unlike Sur Rons, Talarias, and most other light electric dirt bikes in this category, NIU made the XQi3 street-legal from the start, meaning riders could register it like a motorcycle and also ride on trails.
Now the XQi3 has been revamped into the XQi 300, keeping much of what made it a success untouched, but adding highly requested features like on-board charging so the battery doesn’t need to be unplugged to recharge. The XQi 400 and XQi 500 add even more power and performance, competing more with the Sur Ron Storm Bee. The XQi 500 Street, in particular, is likely to prove quite popular as a street-legal electric dirt bike with a massive 28.8 kW peak output and a top speed of 110 km/h (68 mph), all in a fairly lightweight 92 kg (203 lb) chassis.
Concept 06 maxi-scooter
NIU also showed off a concept for a potentially upcoming maxi-scooter, and it sounds like they actually want to produce it. This likely isn’t just a crazy concept that will never see the road, but rather a roadmap to what could be NIU’s biggest scooter yet.
The company is projecting impressive performance, including a 20 kW motor, speeds of up to 155 km/h (96 MPH), plus fancy features like a tray table so you can get some laptop work done while you’re charging up.
Electrek’s Take
NIU continues to impress me with its mix of smart tech, eye-catching design, and impressive performance. The addition of Google Maps integration and radar safety features is a clear step forward that I’m excited to see implemented. And with models like the XQi 1000, NIU is branching into serious performance territory. And the new off-road bikes (with street-legal status to ride on the road too!) take what was already a great design and make it even more powerful – and convenient to use.
While some of the subscription models might turn off some users, the base functionality of these vehicles seems generous enough to keep most people happy. And all of that tech on top is what helps separate NIU. If the pricing holds and the specs deliver, I think NIU’s 2026 lineup could shake up both urban and off-road electric mobility in a big way.
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Tesla’s head of the Cybertruck program, Siddhant Awasthi, announced that he is leaving after more than 8 years at the company.
Awasthi is a good example of Tesla’s transition into fostering inside leadership rather than outside hiring.
For better or worse, over the last 5 years, Tesla has virtually had no significant outside hires into high-level leadership roles. It almost exclusively promotes from within.
Awasthi worked on a hyperloop school program, interned at Tesla, and joined the company straight out of school in 2018. Within 2 years, he became an engineering manager. Within 3 years, he was a senior technical program manager in charge of the Cybertruck’s 48-volt architecture.
To say that this is unusual at a major company would be an understatement.
By late 2022, ahead of Tesla’s planned start of Cybertruck production, he was made head of the electric truck program.
He was in charge of the production ramp and future improvements to the electric pickup truck, which has since become a commercial flop. Tesla is having trouble selling 25,000 Cybertrucks per year, despite planning for an annual production capacity of 250,000 trucks.
Today, the young engineer announced on X:
I recently made one of the hardest decisions of my life to leave Tesla after an incredible run.
He tried to “sum up” his career at Tesla in a paragraph:
It’s tough to sum up eight years in just a few lines, but what a thrilling journey it’s been: ramping up Model 3, working on Giga Shanghai, developing new electronics and wireless architectures, and delivering the once-in-a-lifetime Cybertruck—all before hitting 30. The icing on the cake was getting to dive back into Model 3 work toward the end.
In addition to his duties as Cybertruck program manager, Awasthi was also made in charge of the Model 3 program last summer.
Tesla has recently completely revamped its vehicle program organization following a wave of layoffs last year and many subsequent departures amid a talent exodus at the company.
Electrek’s Take
While I’m using Awasthi as an example of Tesla prioritizing internal promotions rather than attracting outside talent, I’m not blaming the failures of the Cybertruck program on him. The blame should always be placed at the very top.
The program failed because someone at Tesla —likely Elon —was way too optimistic about what it could accomplish, and ultimately, what Tesla unveiled in 2019 had very little to do with what it brought to production in 2023.
It had less range, fewer cool features, and all for a way higher price.
But it’s also far from an endorsement of Tesla’s organizational approach, far from it.
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