This new electric moped is coming for your streets and bike lanes, and that’s a good thing
Olto, the second electric two-wheeler model from the mobility startup Infinite Machine, was just unveiled as a bike lane-ready moped ready to conquer US cities. Combining slick design with high-tech features, it brings many automotive-level hallmarks to the e-bike market.
After the Cybertruck-looking Infinite Machine P1 was revealed nearly two years ago, offering a nearly highway-capable electric two-wheeler, the company is now back with a much tamer model designed to be easier to produce… and to purchase.
The result is still just as futuristic as we’d expect, given Infinite Machine’s penchant for those metallic body panels and slick design scheme. But the performance is more muted, allowing it to fit into Class 2 e-bike regulations for full compliance with bicycle lanes in most cities and eschewing any pesky licensing or insurance requirements.
That means it has a top speed of 20 mph (32 km/h) and functional pedals, even if they aren’t likely to get used very much. Infinite Machine seems to understand that point, designing a magnetic leveling feature that holds them flat to better serve as footrests when they’re being used as, well, footrests. The top speed matches Class 2 e-bike regulations, though it can be unlocked in “Off-road mode” to reach 33 mph (53 km/h).
The UL-certified battery is a 48V 25Ah pack with 1.2 kWh of capacity – or enough for a claimed 40 miles (64 km) of real world range.
The battery is easily removable, with the clever design allowing it to be dropped into the battery compartment in any orientation. Unlike a typical electric bicycle battery that needs to be carefully aligned on small guide rails, the Olto’s battery can simply be plopped into place in whatever orientation is most convenient based on where the rider is standing.
A home charging dock allows the battery to be similarly plopped onto the charger, with fast charging bringing the battery back up to 50% charge in just an hour or fully charged in three hours.
If that’s still not fast enough, a second battery could presumably be kept on the charger to be swapped in while the first is charging, though 40 miles (64 miles) is likely plenty of range for most urban commuters. The 20 lb (9 kg) battery is light enough to be carried indoors to charge at work or another destination if a planned route is expected to exceed 40 miles round trip.
High-tech features throughout
Despite the electric bicycle-level performance, the Olto carries technology and features that seem more at home in the automotive world.
For example, the anti-theft features are numerous. On the electronic side, they include GPS and LTE tracking with movement notifications to the owner’s phone, as well as a dedicated AirTag slot for added peace of mind, plus an electric lock that prevents the motor or rear wheel from turning. A second auxiliary battery in the vehicle ensures these features still work even when the main battery has been removed for charging, and the major components like the motor and battery are electronically locked to the Olto. On the physical side, turning off the moped engages a steering column lock that prevents the handlebars from being turned, and a special U-lock mount has been built into the scooter for even more secure parking.
The Olto includes several physical designs that go above and beyond what we generally see in bike lane-ready vehicles, such as totally hidden wires and suspension (oh right, it’s got full suspension for both the front and rear), insertable sidewalls for the step-through portion to enable more cargo carrying capacity, and a long enough bench seat with hidden pop-out rear passenger footpegs and grab handles for carrying a second rider (though the bench doesn’t look like the most comfortable seat I’ve ever seen). Two helmet hooks built into the under-seat storage area allow riders to leave their helmets hanging yet securely locked to the moped, similar to a motorcycle. Bag hooks, like on a seated scooter, make it easier for riders to carry light cargo between their legs.
Unlocking the Olto can be performed with the owner’s phone using Bluetooth proximity unlocking (or an NFC card, if your phone is out of battery or not with you). That digital unlocking feature also allows riders to share temporary or permanent access with friends or family so they can also unlock and use the moped from their phone. Speaking of phones, there’s a secure compartment with USB charging so riders can charge their phone while it’s safely locked on the moped. The high-visibility LED lighting system includes high and low-beam headlights, daytime running lights, and a full turn signal package. There’s also a genuine motorcycle horn – not one of those weak e-bike “meep meep” horns.
While the high-tech features feel more automotive-level, the Olto still draws inspiration from the e-bike industry, especially with its line of bolt-on accessories. From utility racks and baskets to child carriers, the add-on accessories feel very much like the type of gear you’d add to a traditional electric bicycle to gain even more functionality from it – though Infinite Machine’s versions certainly do look a bit sleeker.
Is the Olto an electric bicycle or an electric motorcycle?
It’s fairly obvious that the Olto is walking a fine line when it comes to legality. The whole point of this vehicle is that it is intended to fit into electric bicycle regulations, allowing its use in bicycle lanes instead of being limited purely to surface street use, as well as free riders from the licensing, registration, and insurance requirements of motorcycles. And to achieve those goals with a vehicle that is as “grey area” as they come, the spec sheet walks a fine line as well.
For example, the rear hub motor is listed as 750W nominal, though is capable of 2 kW in “off-road” mode. The Olto’s top speed is 33 mph (53 km/h), though again, only in off-road mode. In the on-road mode, which riders presumably are expected to pinky promise that they’ll stick to when riding in bike lanes and city streets, the speed is limited to 20 mph (32 km/h), or the same as a Class 2 electric bicycle.
Then there are the pedals. They are fully functional, though they aren’t exactly necessary. That’s not different than a typical Class 2 e-bike, at least on the surface. It’s common for electric bicycle riders in the US to treat pedals as stationary footrests, relying instead on the throttle for power. But the difference with the Olto is that the pedals have a feature to magnetically level them for more comfortable footrest-like use by riders who don’t care about the charade of “well, I could pedal it if I wanted to…”.
So again, everything here checks the box to make it a street-legal electric bicycle in nearly every jurisdiction in America. But the Olto is also obviously designed to make it as convenient as possible to ride as a scooter instead of a bicycle.
The company put it well, describing the Olto as a mobility tool that gets more people out of cars and onto more efficient, city-friendlier vehicles. “We believe the best way to get around cities is with smaller, smarter vehicles. We started Infinite Machine to build the best of them. Olto is our second product—and for many, their first step beyond cars. A Class 2 e-bike built for the bike lane. No insurance, no registration—just freedom. A product and a tool. Infinite Machine isn’t about autonomous vehicles. It’s about autonomous humans—tools that let people carve their own path.”
But if it has e-bike performance, then what’s the point?
Priced at US $3,495 (and now taking $100 reservations for delivery later this year), the Olto is either a cheap moped or an expensive e-bike, depending on how you look at it. And since it has e-bike performance, I can see many people asking why they would expect to pay so much more for a 20 mph ride.
And that’s the exact question I posed to Joe Cohen, the CEO and co-founder of Infinite Machine. As he explained, it’s all about what the Olto provides that conventional electric bikes have missed out on, and how all of those feature combine in a single vehicle.
“What makes Olto special isn’t any single feature—it’s how everything comes together,” Joe told me. “Rather than retrofitting a bicycle with a battery and motor, we started from first principles to build the perfect bike-lane vehicle: it is snappy and quick, sturdy, nearly impossible to steal, and beautiful. It has automotive-grade components (hydraulic brakes, horn, turn signals, lighting) and technology throughout (LTE/GPS always-on tracking). It prioritizes real-world use cases with a hot-swappable, high-capacity battery, seating for two, and a modular accessory system. But in the end, when you’re riding Olto, you forget about all of these details—it all just works.”
Electrek’s Take
Here’s the thing. This isn’t the first time we’ve seen this concept of two-wheeled vehicles designed to act like bicycles, but I think it’s the most elegant example yet. And I also think it’s the most ethical example yet. Most of the time, we’re talking more about Sur Ron-style bikes that are effectively 50 mph e-dirt bikes with bolt-on pedals used as a cheap attempt to skirt the law. But this isn’t that. In this case, Infinite Machine has built something that is halfway between an e-motorcycle and an e-bicycle, but instead of giving it motorcycle performance with e-bike parts, they’ve given it e-bike performance with motorcycle parts. And that’s the key to making this type of vehicle actually work in our cities, both on the street and in the bike lane.
If we look at the legal side, this is absolutely, 100% a street-legal Class 2 electric bicycle (in most places in the US). But they’ve managed to bring so much of the design, manufacturing, and technology used in electric motorcycles to the e-bike world that riders are now getting an e-bike that offers 10x what it used to. Hidden locks, GPS tracking, full-suspension, steering lock, tamper notifications on your phone, secondary battery to power anti-theft measures when the first battery is removed, fast charging dock, designed to be left outside in the elements, locking storage, motorcycle horn, real mirrors, motorcycle grade hydraulic disc brakes, upright scooter-like riding position, and so much more. Your e-bike might have a couple of these features, but I can guarantee it doesn’t have all of them.
And at the same time, let’s be honest: most people are going to put it in off-road mode on their first day and never see the 20 mph speed limit again. That will allow riders to better pace car traffic in big cities, something that we at Electrek have long felt is a safety feature for two-wheelers. Being able to keep up with traffic on an e-bike or scooter, even if that means going a few miles-per-hour over the legal limit, means fewer interactions with cars and a safer environment for everyone. However, with appropriate emphasis added, 33 mph on a 176 lb vehicle is much too fast for a bicycle lane, and it would be egregiously irresponsible for riders of a vehicle like this to endanger other cyclists in the bike lane like that. So I hope that riders can be responsible enough to realize that, and only use off-road mode where it is safe to do so. But considering we let anyone over 16 years old choose how fast they want to drive a 6,000 lb vehicle, I’m not exactly going to overexert myself suggesting that it’s the sub-200 lb, sub-35 mph two-wheeler category where we should be focusing our regulatory or enforcement efforts just yet.
Long story short, bravo, Infinite Machine. You knocked it out of the park on this design. Now, you just have to deliver on your promises. Good luck, we’re all watching.
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Mark Kay’s iconic Pink Cadillac awards are driving into the future for 2025. The company’s first-ever electric Pink Cadillac OPTIQ made its debut during the Mary Kay annual Seminar in Charlotte this weekend, symbolizing a “recharged vision” for the future of the popular brand.
Pioneers in monetizing friendships female empowerment and entrepreneurship, the Pink Cadillac is considered one the most coveted symbols of achievement for Mary Kay sales reps, signifying not just great sales (GM Authority reported that it took ~$102,000 in annual sales to qualify back in 2001), but also leadership, a history of mentoring others, and a sustained reputation of excellence among their peers.
The women you see behind the wheel of the Pink Cadillac are the real deal, in other words, and the big Caddy really does mean something to people in the know.
The iconic pink Cadillac was born in 1968 when Mary Kay Ash purchased a Cadillac Coupe De Ville from a Dallas dealership and promptly had it painted to match the pale pink Mary Kay lip and eye palette. General Motors later named the color Mary Kay Pink Pearl, and the shade is exclusive to Mary Kay.
MARY KAY
Now, the Pink Cadillac is going to stand for environmental sustainability, too, enabling Mary Kay’s top performers to set yet another positive example for anyone aspiring to their success.
“For decades, the Mary Kay pink Cadillac has symbolized accomplishment, aspiration, and the power of recognition,” said Ryan Rogers, Chief Executive Officer of Mary Kay. “With the introduction of the all-electric OPTIQ, we’re honoring that iconic legacy while driving into a transformative future—one grounded in our commitment to sustainability and dedication to inspiring and celebrating the achievements of our independent sales force for generations to come.”
Mary Kay announced its new Pink Cadillac with this video, below.
Same Legacy, New Energy
“The legacy continues with the new, all-electric (and still very pink) Cadillac Otiq [sic],” reads the official Mary Kay copy on YouTube. “The Optiq remains instantly recognizable with the pink pearl exterior, while modernizing with sleek, cutting-edge features. In addition, this vehicle showcases our commitment and dedication to sustainability by reducing our carbon footprint while continuing to inspire.”
Speaking of inspiration, I can’t hardly hear the words “Pink Cadillac” without thinking of the song. But, since “Bruce Springsteen” has become something of a trigger word for the MAGA snowflakes in the audience, I’ll post a different, but similarly great song about rose-tinted GM flagships from Dope Lemon. You can let me know what you think of it in the comments.
As ever, the Cadillac is not a “gift,” per se – but typically takes the form of a two year lease paid for by Mary Kay. No word yet on what the exact shape and form the OPTIQ deal will take.
Electrek’s Take
Whatever you might think of MLMs or businesses like Amway, Avon, or Mary Kay, they play a big part in the social dramas of hundreds (if not thousands) of neighborhoods and online communities. The people at the top are influential, and the people “below” them genuinely try to emulate them and follow their lead.
Thanks to Mary Kay, that might soon mean a decision to buy an electric vehicle – and that result would be a win for everyone.
SOURCE | IMAGES: Mary Kay.
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RBW, a British handcrafted electric car manufacturer, brought its cute little Roadster out to Santa Monica and invited us up for a drive.
RBW has built cars in the UK for a few years now, but is about to set up US manufacturing in Virginia. Along with that comes a version of its Roadster modified for the US market, and we got a sneak peek with a short drive in Santa Monica.
The RBW Roadster is a small, hand-built, retro-style EV, meant as a modern take on British classics. But it’s not an actual classic itself – it’s a newly-built vehicle, with a new body, modern safety features, and even some electronics, like CarPlay and Android Auto (but not much else – there’s no huge, cockpit-defining screen, just a 9″ one, with retro gauges in front of the driver. But it does have a backup camera!).
Our drive was short, just a quick trip up and down the most trafficky part of Pacific Coast Highway in Santa Monica, without much chance to really stretch the vehicle’s legs. So we can’t verify range or tell you how it handles on the limits, but we can tell you about the basic controls and feel of the vehicle.
On a mostly smooth road, the car offered a comfortable ride dynamic. We didn’t get a sense of chassis noise because the top was down (which I surmised was an intentional effort by the company – I’ve used the same trick when showing off my car before).
The steering is tight and has a good weight to it, and the retro-style steering wheel felt great in my hands.
Of particular interest to me, as a long-time EV driver, is how the throttle pedal is tuned. Lots of EVs add some intentional delay or smoothing to throttle inputs, which ends up making the pedal feel mushy and indirect, reducing the control you have over the vehicle.
For reference, the cars I drive most often are the Tesla Roadster and Model 3, which both have excellent direct pedal feel.
And I’m happy to report that the RBW Roadster’s throttle pedal feels very similar to the cars I love to drive. The car feels quick, and responds exactly to what I want it to do, when I want it to do it. But it’s not excessively “punchy” like some of the more absurdly-powered EVs can be (like the Tesla Model S Plaid or the Macan Turbo S).
It does not, however, have off-throttle regenerative braking, aka one-pedal driving. Pressing the brake pedal engages regen, but letting off the throttle lets you simply coast. I personally prefer one-pedal driving, but one consideration RBW had is that since the car does not have traction control, regenerative braking on the rear axle (where the motor is) could potentially present a safety issue on slippery roads. So, fair enough I guess, but I still do prefer one pedal.
Speaking of pedals, the brake pedal was placed quite far from the accelerator. This is a plus and a minus – a minus because it’s quite different from most vehicles these days, where the pedals are placed closer, for ease of reaching them with your right foot. A plus because higher separation might reduce the chance of “crossing the pedals” and accidentally pressing both with the same foot in an emergency situation, and because it enables left-foot braking, which is generally better for performance driving… in the hands of a trained driver, anyway.
That said, this isn’t exactly a performance car. It’s fun, it’s responsive, but it’s not powerful. The version we tested had a 0-60 time of only around 9 seconds, so it didn’t give you the “throw your head back” feeling that so many EVs on the road these days do. It’s responsive, but not fast.
RBW says the American version will have more motor power than the UK version, but it’s still trying to figure out exactly how to tune it. This should bring 0-60 times down by about a second. But we can’t help but think that it would be nice with even a little more power than that, which we think should be possible given the car’s 50kWh battery and ~2,900lb weight, specs that are similar to my similarly-sized Tesla Roadster (as you can see below – along with the GT version of the RBW, on the right).
Here’s an issue: all the specs we were given seem extremely fluid. While talking to the company, I got several different numbers for any given specification. It seems to me like the company is still figuring out exactly what changes it will make for its US models.
This is somewhat to be expected of a small, hand-built manufacturer, especially since buyers can ask for certain modifications or personalizations (seat height, for example, which is important in a small car like this). But it does make it tough to write an article about it.
Nevertheless, the car drives well, and RBW seems to have gotten a lot right about the dynamics of the vehicle. It executes well on its goal – a fun, small British-style roadster, a great weekend car for those who have the means.
As for the means, the RBW Roadster will start in the $140-150k range, so it’s not cheap. But if you’re looking for something like this, it’s just about the only game in town, and it’s a good execution of the feel of a nimble roadster for weekend cruising.
RBW is currently taking $1,000 reservations for 2026 builds, and you can have a look at configurations (paint, roof, interior, wheels) over on its website.
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Canadian startup Beachman has just unveiled its latest electric two-wheeler, the ’64, a vintage-styled electric motorcycle that looks like it rolled straight out of the 1960s. With throwback café racer design and a respectable top speed of 45 mph (72 km/h), it’s a slick little ride with a curious twist: it calls itself an e-bike.
It’s not just a casual reference, but it’s baked into the name. The full model name on Beachman’s website is the ’64 E-Bike.
While I’d generally be inclined to give them the benefit of the doubt, since many motorcyclists refer to electric motorcycles as “e-bikes” and the term has a broad definition in colloquial usage, the company is obviously casting more in the “electric bicycle” end of the spectrum. They even say on their website that it is “rideable as either a Class II E-Bike or a Registered Moped (in most states).”
Despite lacking pedals entirely – and clearly designed more like a lightweight electric motorcycle – the Beachman ’64 comes with a selectable “E-Bike Mode” that limits it to 20 mph (32 km/h). The implication? That riders can use this obvious motorcycle in bike lanes like a Class 2 e-bike. Legally speaking, that’s a stretch, to put it mildly. In fact, I’m not currently aware of any state where that’s explicitly legal, though it could probably pass in many states due to the current state of enforcement we usually see.
According to Beachman, the ’64 has three ride modes:
- E-Bike Mode: 20 mph (32 km/h) top speed, which the company says is “perfect for bike lanes.”
- Moped Mode: 30 mph (48 km/h) top speed, which does match legal definitions for mopeds in some jurisdictions, even without pedals.
- Off-Road Mode: 45 mph (72 km/h) top speed, no pretense – just a motorcycle.
In practice, I don’t think it’s a stretch of the imagination to assume that most riders will likely keep it in Off-Road Mode, where the bike delivers its full 3,000W performance and offers the most fun. And specced with decently large batteries, it could actually do some modest commuting, even at higher speeds. The ’64 comes with a removable 2.88 kWh battery (or optional 3.6 kWh upgrade), and range is estimated at 55–70 miles, depending on configuration. It charges to 80% in three hours and even features regenerative braking.
The company leans heavily on its “timeless design” messaging, and to their credit, the ’64 nails the aesthetic. It looks great. The frame, tank, and seat all channel classic motorcycle vibes while skipping the modern digital overload – no apps or touchscreens here. Just a clean, simple throttle and some retro charm.
But for all the cool factor, the classification confusion raises eyebrows. Calling a 45 mph, pedal-less motorcycle an “e-bike” in any meaningful legal sense is a misfire. Some states allow low-speed mopeds in bike lanes, but others draw the line at motorized vehicles without pedals. The ’64 might get away with it in limited cases, but most jurisdictions will (rightfully) require it to be registered and insured as a motor vehicle. And it’s unclear if explaining to the officer, “But I had it in 20 mph mode…” will help much on the side of the road.
Still, Beachman is aiming at a particular rider who wants motorcycle style and speed without all the baggage. With a starting price of $4,800, the ’64 could be an appealing step-up for e-bike riders looking to graduate into something faster without committing to a full-sized gas bike.
Just don’t expect to blend in on the bike path.
Electrek’s Take
Look: The bike looks fantastic and probably rides well, but come on, it’s a 230 lb (105 kg) motorcycle.
Let’s stop calling every throttle-only EV an e-bike just because it’s got two wheels, a battery, and a button that neuters it to 20 mph. This has gotten silly. You built a great-looking bike. But it’s a bike in the way a motorcycle rider refers to his “bike.” It’s not a bicycle, and it’s not a bike lane vehicle any more than a Sur Ron is. At least not if you respect your fellow two-wheel riders around you.
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