This British Startup Finally Figured Out Electric Motorcycles

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Seemingly every few weeks, another startup announces a new vision for the future of electric motorcycles. In fairness, all the benefits of electric propulsion seem absolutely perfect for two wheels, and especially appealing to urban riders. Cleaner, quieter, less range required, quick-charging, no emissions—yet the market seems to stay relatively stagnant, and nobody can quite say they’ve cracked the code. Charging often still seems like a hassle, while the tradeoff between performance, power, and weight never winds up quite perfect. And for many potential riders, a loud motorbike is pretty much the whole point anyway.

The U.K. firm Maeving represents a new entrant into the movement here in the U.S., quite literally a new face on the block because the company’s flagship store opened about five minutes from my house. Here in West L.A., the shop should fit into what should be the global hub for greenie-weenie and high-tech e-motos. I still see surprisingly few around town, though. Maeving’s new RM2 aims to change that sad state of affairs not by reinventing the wheel, but by trying to nail a unique combo of style, range, power, and easy riding to make daily commuting an absolute breeze.

Designing for Form and Function

The British startup’s heritage shines through quite clearly in the bike designs, which only makes sense given that founder Graeme Gilbert formerly served as head of product at Triumph. But even older British bikes also informed the Maeving aesthetic, especially for the RM2’s RM1S predecessor. The single seat, longer tank, and lower bars all cue up memories of Nortons, or even Vincents, but with a hint of futuristic edge. The battery compartment in particular combines art deco-ish brushed metals with carbon fiber, while the clever braided metal treatment for the main power cable looks functional—and at least not bright orange.

Most of the other wiring also hides away nicely, unlike on other e-bikes and e-motos or even traditional ICE motorcycles. Chalk the tidiness up as another advantage of simpler electric powertrains, which don’t require routing fuel and coolant and oil lines everywhere in a chaotic mess. The RM1S itself represented an evolutionary step of Maeving’s original RM1, which debuted in Europe back in 2022, by snugging better batteries and a more powerful motor into the same chassis. Two battery packs house 2.73 kilowatt-hours of cells each, and weigh 36 pounds apiece. The 11-kilowatt rear hub motor can manage 15 horsepower and a much more significant 193 lb-ft of torque, allowing for a top speed of 70 mph and a max range of 90 miles.

The RM2 takes those improved mechanicals and stretches out the seat for two-up riding, and costs another grand at $10,995 versus $9,995 for the RM1S. Doing so dictated developing a beefier chassis with revised suspension geometry, which added some mass to the tune of about 60 pounds for a total curb weight of 320 pounds. That’s still super light for a two-seater, though, and the whole point for Maeving was to hopefully attract back in buyers whose WAGs apparently vetoed many a pre-order.

Not Fast, At Least on Paper

The minimal weight contributes to at least modest acceleration despite the minuscule horsepower rating. As with most EVs, the torque figure matters more. Throttle response off the line builds up steadily, though never with any semblance of neck-snapping jerk. I stayed in S mode for just about the whole time to max out power delivery, though this drops the potential range to more like 52 miles. If I truly felt pressed for miles, modes E and 1 reduce output and top speed to allow for that max number.

Even with 193 lb-ft on tap, the RM2 doles out just enough juice to scoot away from traffic. I crested just a bit above the claimed top speed of 70 mph, though admittedly this took a while and required a full supertuck for aero. Freeway riding makes little to no sense on the RM2, since battling the wind eats into range quickly and especially because the retro-style tires tend to tramline nastily at speed. And really, the tires create a limiting factor while trying to lean over like a sport bike, too, as both the front and rear end squiggle early on due to the relatively square shoulder profile.

I spent more time just cruising around, quiet and comfortable on relatively soft suspension that, even if somewhat unrefined—as expected due to the low pricing—still makes most road imperfections vanish. Only big bumps sent jarring impacts through the frame to my hands and seat. And though the RM2 gains 60 pounds versus an RM1S, this bike still feels so light. The narrow waist and seat contribute to the sensation, with a slight forward cant that subtly encourages sitting slightly further forward than I initially expected.

Because the RM2 weighs so little, the physical geometry then enhances the impression that this is just one of those motorcycles that anybody can swing a leg over and start riding easily, with no learning curve required for either new riders or regular gas motorbike fans either. Subtly shifting my hips, or my hands on the bars and feet on the pegs, initiates easy maneuvers in traffic. All as the round gauge cluster keeps info simple and clear, and the switchgear on the handlebars just make sense. Pull the right hand brake lever and click into Drive with your right thumb, then the same button cycles through riding modes. The RM2 even has a neutral selection, rather than requiring the electric motor to switch off entirely as I’ve experienced on a few other electric bikes.

Ease of use pervades the whole Maeving lifestyle, very much on purpose. The RM2’s metal “tank” actually serves as storage—and critically, can hold eight liters, or enough to fit a charger that plugs into a standard 120-volt wall outlet. Alternatively, the batteries slide out in just a second and feature a handle to make carrying inside to a floor charger a cinch. I never tested the claimed 160-minute 20 to 80 percent charge speed, but the low total capacity makes that number seem entirely reasonable. Maeving will also sell batteries individually for $1,395 each, and the bikes can run on just one. This can shave even more pounds but locks out S mode, so I figure keeping both topped up regularly makes the most sense other than in desperate situations.

Maeving also let me take an RM1S out for a back-to-back spin. I dug the single seat, and definitely enjoyed leaning forward more due to the sportier geometry. The road cyclist in me appreciates that cafe racer edge, though the whole chassis felt significantly less planted—a matter of taste, without a doubt, likely due to a narrower rear tire and the lighter curb weight.

Not that the RM2 lacks that perfectly coiffed aesthetic. In comparison, the RM1S seemed to eat through remaining range a little less quickly. Of course, my impressions over two days lack any semblance of scientific accuracy, so this might be due to the additional mass or riding demeanor on a given stretch of road. Either way, the claimed 50 miles of range in S mode—S might as well stand for Simply mandatory—despite riding full throttle most of the time, also appeared entirely reasonable.

A Two-Seater, In Theory

I never forced my girlfriend to ride two-up with me, since she can barely ride a bicycle and is so petite none of my safety gear comes even close to fitting. But given the relatively lackluster power output, I can’t imagine the RM2 benefits much from a second rider climbing aboard. Doing the math, an average sized passenger in gear will probably add another 25 percent of the total combined weight of the bike and me—which might affect the acceleration and riding dynamics significantly. At least the rear suspension might droop a little more, to level out the seat and stop me from scooting forward and crunching the family jewels quite as often. Because the brakes, without any regen, do work quite well!

The fact that Maeving declined to switch the rear brake to a hand lever makes less sense, too, given the lack of a clutch. But again, sticking with the friction of pads and rotors rather than trying to work in concert with regen programming keeps the RM1S and RM2 simpler. And as a simple daily rider, the RM2 legitimately makes a strong case for being the most well-rounded electric motorcycle on the market. It’s not an ADV, which makes even less than no sense given charging infrastructure woes on adventure rides. It’s not about brute power nor extended range, both of which dictate dreaded weight gains.

The closest comp in my mind does occupy a similarly retro-futurist design: Harley’s Livewire Alpinista S2. But the Alpinista manages far more shove, at 84 hp and 194 lb-ft, which results in a curb weight of 434 pounds—even if it also rides much lighter than specs on paper suggest. The similarly svelte Stark Varg EX winds up in a whole different ballpark, essentially as a dirt bike with the bare minimum equipment necessary for road-legal homologation. And none of the various Zero models, nor any other startups I know of yet, can quite match the Maeving’s dailyable appeal.

Instead, as a lightweight, tossable electric motorcycle that manages to feel somewhat sporting despite a lack of overt performance metrics, the Maeving lifestyle therefore comes to the forefront. I do wish the space between the frame and motor control unit maximized a bit more potential volume for storage. The lack of ABS also needs rectification. And sure, a bit more top-end power and speed in exchange for a few miles of range sounds worthy as a tradeoff. But for running down to the third-wave coffee shop or out to the beach club, why not hop on the RM2?

Despite the electric power train’s silence, reduced filth, and minimal maintenance requirements—or maybe because of those pros—I reminisced back to the days riding on the back of my dad’s Yamaha, maybe 8 years old, before I ever needed to worry about oil changes or brake fluid flushes or tire pressures. Just hop on and ride. The Maeving in my imaginings serves perfectly for introducing motorcycles to a new generation growing up in the electric age. But this bike can also ideally convert those remaining few stubborn internal-combustion riders to a more accepting mindset surrounding electrification, since I truly believe one ride on the RM2 really would be all it takes.

Specs

• Powertrain: Rear hub motor, single-speed direct drive
• Horsepower/Torque: 15 hp/193 lb-ft
• Battery: Dual removable lithium-ion batteries (2 × 2.73 kWh)
• Top Speed: 70 mph
• Weight: 320 pounds
• Seat Height: 30.5 inches
• Range: 80 miles
• Price: From $10,995