Maeving RM2 retro electric motorcycle launches in the US with room for two
British electric motorcycle maker Maeving just launched its first two-seater model in the US: the Maeving RM2. This marks the company’s latest move to bring its classically styled electric motorcycles across the Atlantic – this time with a roomier seat, extra utility, and the same swappable battery design that helped put Maeving on the map.
While Maeving’s earlier RM1S turned heads for its vintage good looks and removable battery setup, it was a strictly solo affair. The RM2 changes that, offering a proper pillion seat for two riders, along with a rear rack and optional 30L top box. That means you can finally bring someone along for the ride – or at least stow your helmet and laptop without having to lug them into the café.
Made for two – finally
At a glance, the RM2 looks like it just rolled out of a 1960s British workshop, with lines reminiscent of a Triumph T120 or the original BSA Goldstar. But under the retro aesthetic, this is a thoroughly modern machine. It runs on a brushless hub motor rated at 7.2 kW continuous (11.1 kW or 15 hp peak), with a 5.46 kWh battery setup split across a pair of packs made from LG M50LT cells.
Maeving says the RM2 can hit a top speed of 70 mph (112 km/h) and offers up to 80 miles (130 km) of real-world range using the WMTC (World Motorcycle Test Cycle). That’s in its standard ride mode, but if you drop down into Eco mode – limited to 45 mph – the company says you can stretch that to around 90 miles (145 km). Both of those figures seem to be stretching the limits of physics as we know it, working out to an efficiency of between 60-68 Wh/mile, which is more in line with 30 mph (48 km) electric motorbikes. But hey, that’s what the spec sheet says.
Charging is refreshingly simple: the dual batteries are removable and charge from a standard wall outlet, no special equipment or EV chargers required.
You can also charge the bike directly if you prefer to leave the batteries installed. A full 0–100% charge takes 6.5 hours, or you can go from 20% to 80% in just under 3 hours.
Practical commuter meets classic cruiser
What sets the RM2 goes beyond just its styling – it’s the everyday practicality. The newly designed bench seat not only adds space for a passenger but also places the rider in a more upright, relaxed position. The result is better comfort and control, especially in city traffic.
That theme continues with Maeving’s three riding modes: Eco, Ride, and Sport. Eco is for relaxed cruising and maximum efficiency. Sport mode unlocks full performance, offering zippy acceleration and a more responsive throttle feel for highway riding or quick overtakes.
The included top box is a welcome addition for commuters. At 30 liters, it’s large enough for a helmet, groceries, or a change of clothes. And because it’s lockable, you don’t have to haul your gear around when you park the bike.
At 330 lbs (150 kg), the RM2 approaches the weight of some gas-powered motorcycles but is still lighter than flagship electric motorcycles like those from Zero and LiveWire. It’s a bit heavier than Maeving’s earlier RM1S, owing to the two-seater configuration and upgraded chassis. Still, with 193 ft-lbs of torque (261 N-m) from that direct-drive rear hub motor), it’s got more than enough punch for quick starts and hill climbs.
Built to welcome new riders
One of the more interesting parts of the RM2 launch is Maeving’s New Rider Program. As part of its push into the US market, Maeving is helping first-time motorcyclists get licensed by reimbursing $250 toward an approved rider safety course. In many states, completing a safety course also lets you skip the riding portion of the DMV test, making it easier to get on the road legally and confidently.
It’s a smart move, especially for a motorcycle that feels tailor-made for city riders and commuters who might be upgrading from an e-bike or just looking for a gas-free way to get around.
Some states let you take your test on your own motorcycle, and we’re starting to see options for driver’s license education courses on electric motorcycles.
Ride quality and hardware
The RM2 features a CrMo steel cradle frame, non-adjustable 37mm front forks with 110 mm of travel, and twin rear shocks with preload adjustability. Braking duties are handled by a 300mm front disc with a three-piston floating caliper, paired with a 240mm rear disc and single-piston caliper. The brakes are linked for added safety, with a 40/60 front-rear bias.
The bike rolls on 19-inch spoked wheels fitted with Mitas H-02 tires, which are said to give it a nicely balanced feel between vintage styling and everyday road performance.
The RM2’s max payload is rated at 474 lb (215 kg). That’s enough for two riders and a bit of cargo without pushing limits.
Electrek’s Take
I love seeing more stylish, approachable electric motorcycles entering the market – and Maeving is doing a great job carving out its own space. The RM2 isn’t a high-speed highway monster, but that’s not the point. This is a thoughtfully designed, city-focused electric motorcycle for people who want the joy of riding without the hassle of gas, oil, or intimidating maintenance schedules.
The removable battery system remains one of Maeving’s killer features. It solves the “where do I charge it?” problem better than most brands, and makes it ideal for apartment dwellers or anyone without a garage.
At $11,995, the RM2 isn’t exactly cheap – but in a market full of commuter-class electrics with similar performance, it’s a welcome and refreshing re-think to the more common designs out there.
If you’ve been waiting for a stylish, practical electric motorcycle that you can ride solo or with a partner – and that you can charge just about anywhere – the RM2 looks like a solid contender. There are more affordable options out there, but few that look like this!
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Founded in 1689, Husqvarna was a musket maker for the king of Sweden – but now, the company best known for quirky motorcycles and commercial riding mowers is becoming an innovator in the field of robotics, and its latest fleet of electric autonomous mowers are eager to get grazing.
Husqvarna’s autonomous lawnmowers made history earlier this year at the AIG Women’s Open, when they became the first autonomous groundskeeping solution to see duty during a UK Major golf week.
“At the AIG Women’s Open, the Husqvarna portfolio is helping us deliver this goal through improved resource management, regular lightweight mowing and reduced carbon usage,” explains Royal Porthcawl’s Course Manager, Ian Kinley, who has championed the use of robotic technology at the course. “With the AIG Women’s Open set to be the largest-ever women’s sporting event in Wales, we know there’s tremendous pressure to produce playing surfaces that are worthy of such a high-profile event.”
The robots themselves operate a bit differently than Husqvarna’s traditional line of big, bad, zero-turn riding mowers that whip through thick grass once or twice a month with heavy, whirling blades. Instead, they employ a series of tiny razor blades that gently nibble at the grass daily – just like little electric sheep grazing on the turf.
“That cutting system, developed by Husqvarna engineers, has then become the basis for the entire robot mower industry, of which we’re the market leader,” Nick Rawson, VP of Strategy and Business Development at Husqvarna told Forbes.
Events like the AIG Women’s Open are proving that the little robot Huskies can get the job done quietly, sustainably, and with significantly less operator input. As such, you’d think everyone at Husqvarna would be excited about them.
You’d be wrong. The company’s franchise dealers have been hesitant to push them forward, effectively putting the parent company in the position of going B2C, or going home.
“Dealers live and breathe the previous technology,” said Yvette Henshall-Bell, Husqvarna’s President of its Forest and Garden division for Europe, in that same Forbes piece. “They want to protect that servicing, that aftermarket revenue. Whereas if they really thought about what the customer’s problems are and the job to be done, they would be looking at a completely different solution.”
A solution, frankly, that looks a lot like a little robot mower.
The things, themselves
Husqvarna offers three types of autonomous electric mowers aimed at commercial golf courses, but the Husqvarna CEORA for large-area mowing, and Husqvarna Automower, for smaller, steeper and more complex areas, are the models relevant to this story.
The bigger CEORA can handle up to 18 acres of ground twice each week, while the Automower, with its 80V battery and pinpoint precision EPOS (Exact Positioning Operating System) software, can handle another 2.5 acres. Both are fully electric, and can guide themselves back to their pens to recharge as needed.
Prices aren’t public, but the Husqvarna CEORA and Automowers are available as part of a custom lease package through Husqvarna Finance that will include access to the company’s customizable back end and ongoing support. Check with your local dealer for more.
Electrek’s Take
As a typically pro-union, pro-labor type of guy, I am hesitant to heap praise upon a robot taking away anyone’s job. That said, it does seem to be difficult for landscapers and construction crews to keep and find good labor at rates they can afford (and, let’s face it – the current Trump Administration isn’t going to be making that any easier). As such, if companies like Husqvarna and John Deere and Einride and others can build a demonstrably better mousetrap at a compelling price point … good for them. (?)
Let us know what you think in the comments.
SOURCES: Forbes, Golf Monthly; images by Husqvarna.
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Environment
Podcast: Apple CarPlay in Tesla cars, VW on Superchargers, Toyota electric pickup, and more
In the Electrek Podcast, we discuss the most popular news in the world of sustainable transport and energy. In this week’s episode, we discuss Apple CarPlay possibly coming to Tesla cars, VW getting access to Superchargers, a Toyota electric pickup, and more.
The show is live every Friday at 4 p.m. ET on Electrek’s YouTube channel.
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After the show ends at around 5 p.m. ET, the video will be archived on YouTube and the audio on all your favorite podcast apps:
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US EV sales declined in October following the expiration of the $7,500 federal tax credit on September 30, and the average transaction price (ATP) edged up, according to initial estimates from Kelley Blue Book, a Cox Automotive brand. However, there are still deals to be had.
Kelley Blue Book’s initial estimates show that US EV sales fell to 74,835 in October, down 48.9% from September, which was a record month, and 30.3% year-over-year.
Prices also ticked up. The average transaction price (ATP) for a new EV climbed 1.6% month-over-month to $59,125, which is 2.3% higher than a year ago.
Tesla didn’t escape the downturn, but it held up better than the overall EV market. The company’s ATP fell 1.1% from September to $53,526, and its prices are 5.5% lower than they were in October 2024. Sales of the Model 3 and Model Y both declined month-over-month, and overall Tesla sales decreased by 35.3% from September and 23.6% year-over-year, which are smaller declines compared to the broader EV segment.
Cox Automotive senior analyst Stephanie Valdez Streaty said the shift wasn’t surprising:
We expected this shift in the electric vehicle market. With the IRA-backed sales incentives gone, lower-cost EV volume was hit hard, pushing the mix toward more luxury and driving October’s EV ATP to a 2025 high of $59,125 – now $9,359 above the industry average. Affordability has always been the core challenge with EV sales, and this reset only underscores how critical it is to bring more attainable EV options to market.
Electrek’s Take
September was a record-breaking month for both EV deals and sales. Dealers were offering all sorts of sweet incentives to stack with the federal tax credit to move cars off the lot. October’s sales drop was entirely anticipated, like a pounding headache after a big blowout party.
We didn’t know what the post-federal tax credit EV market would look like. As Valdez Streaty rightly states, EVs do have a higher ATP than the industry average. But it turns out that, so far, it’s not all doom and gloom, and the federal tax credit isn’t the only incentive in town.
Every month, I compile great EV lease deals, and for the last few months, some EVs’ monthly lease payments have been cheaper than before the federal tax credit expired. Many states are still offering rebates on EV purchases, and dealers still have really good deals. While cheaper models would definitely be welcome, there are good deals available right now.
And let’s not forget the fact that EVs are much cheaper to drive than gas cars, with or without that tax credit.
Read more: From $189 a month: 5 of the best EV lease deals in November [Updated]
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