{"id":8948,"date":"2026-10-19T11:12:51","date_gmt":"2026-10-19T11:12:51","guid":{"rendered":"https:\/\/silvybrand.com\/?p=8948"},"modified":"2026-10-19T11:12:51","modified_gmt":"2026-10-19T11:12:51","slug":"maeving-rm2-electric-motorcycle-review-specs","status":"publish","type":"post","link":"https:\/\/silvybrand.com\/?p=8948","title":{"rendered":"The Maeving RM2 is high-style electric riding with a few compromises"},"content":{"rendered":"


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There\u2019s a fast-growing category of two-wheeled electric vehicles splitting the difference between high-end scooters and entry-level motorcycles, fresh bikes with avant-garde style but approachable performance.<\/p>\n<\/div>\n

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I\u2019m talking about offerings like the Infinite Machine P1 and BMW CE 02<\/a>, similar concepts but with wildly different attitudes. Among this class, the Maeving RM2 stands out. It has a distinctly retrofuturistic flair, bringing together the vibe of classic British motorcycles like the Triumph Bonneville or Royal Enfield Continental GT, just without the literal vibes caused by internal combustion.<\/p>\n<\/div>\n

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Quite the contrary, in fact. The RM2 is one of the quietest, smoothest motorcycles I\u2019ve ever ridden. It also has an innovative solution to a common electric motoring problem. Unfortunately, its rough edges make the $10,995 asking price feel a bit extravagant.<\/p>\n<\/div>\n

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UK-based Maeving was founded in 2018 and currently has three motorcycles in its stable: the RM1S, the moody Blackout edition, and the RM2. All are based on the same basic drivetrain and battery technology, with similar power output and range.<\/p>\n<\/div>\n

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The difference is the layout. The RM1S and Blackout offer a solo seat, while the RM2 has a longer saddle and beefier frame that lets you invite a friend along for a ride.<\/p>\n<\/div>\n

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A lightweight friend, anyhow. The RM2 features a 15-horsepower, 193-pound-foot electric hub motor integrated into the rear wheel. That\u2019s more torque than the beefiest of muscle motorcycles, so it gets off the line reasonably well. However, that anemic power figure means it struggles to pick up speed.<\/p>\n<\/div>\n

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It\u2019s officially rated for up to 70mph, but in its most powerful mode it barely clipped over 63mph with me holding the throttle wide open for as long as I dared.<\/p>\n<\/div>\n

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If I put my chest on the tank and tucked in my elbows it crept up a few points to 67mph, but to hit 70 I had to wait for the road to pitch down into a valley. On the climb back out I struggled to maintain 60. (For reference, I weigh 172 pounds.)<\/p>\n<\/div>\n

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That\u2019s not the kind of performance that would make me feel comfortable riding with a passenger on the back. Power, then, is not the RM2\u2019s forte, but that isn\u2019t to say it\u2019s lacking charm.<\/p>\n<\/div>\n

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While I do love the sound of many motorcycles, I\u2019ve lately come to adore the serenity of riding electric. I\u2019ve thrown a leg over plenty of electric bikes over the years, but none offered the peace and quiet of the RM2.<\/p>\n<\/div>\n

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The hub motor design means there\u2019s absolutely no drivetrain noise at all. Most electric motorcycles rely on chains or belts to send power to the rear wheel, and even the quietest add some sort of commotion to your commute. On the RM2, all I can hear is the wind.<\/p>\n<\/div>\n

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Well, the wind and a persistent buzz from the front fender whenever I hit a bump. As many vehicle manufacturers have learned, the outright silence of an EV means that noises formerly drowned out by the white noise of internal combustion can suddenly become quite annoying.<\/p>\n<\/div>\n

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That sadly wasn\u2019t the only thing rattling on the RM2 I tested. The left bar-end mirror was so loose I was worried it might fall off, and the front wheel seemed to chatter over every asphalt imperfection, creating an unsettled feeling from the nonadjustable front fork.<\/p>\n<\/div>\n

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Overall, the bike\u2019s suspension just didn\u2019t seem up to the task. Bigger bumps launched me out of the saddle so harshly that I got in the habit of standing up when approaching obstacles. And that\u2019s despite my test machine having the $995 upgraded shocks at the back.<\/p>\n<\/div>\n

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That rear suspension has more to do thanks to the weight of the hub motor. But mounting it there frees up room within the RM2\u2019s frame, creating a delightfully simple look and keeping weight low: just 320 pounds. Combine that with a seat height of 30.5 inches and you have a wonderfully easy machine to ride.<\/p>\n<\/div>\n

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The traditional engine spot in the frame is filled by a forward-leaning battery unit. Press a button on the left grip and the battery door swings open, exposing a pair of removable packs. Each has its own button to release it from the bike, then just swivel out the integrated handle and carry it inside to charge under your desk.<\/p>\n<\/div>\n

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That\u2019s the theory, anyway. In practice, you\u2019ll have to hit that button a few times, as it never worked for me on the first try. Likewise, the bike often didn\u2019t recognize when I\u2019d closed the door again, showing an error code on the digital dash until I\u2019d opened and slammed the door a few times.<\/p>\n<\/div>\n

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Each of the 2.73-kilowatt-hour packs weighs 36 pounds and features an uncomfortably thin plastic handle. Want to feel what it\u2019s like to carry one? Fill a 5-gallon bucket three-quarters of the way to the top with water, then lug it up to your office or apartment. While great in concept, it\u2019s not something I\u2019d want to do regularly.<\/p>\n<\/div>\n

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Sadly, you might have to if you don\u2019t have access to outside charging. The RM2 is officially rated for 80 miles on a charge, but I think the only way you\u2019d hit that is by keeping to the bike\u2019s default ride mode, limited to 45mph. In Sport mode, I averaged roughly 50 miles per charge.<\/p>\n<\/div>\n

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If you don\u2019t want to carry those packs around, you can charge the bike directly via a connector on the side. Sadly, it\u2019s proprietary and only works with the included charger. Maeving does offer an adapter for charging on a standard SAE J1772 connector, but that costs a whopping $440 and doesn\u2019t increase charging speed.<\/p>\n<\/div>\n

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The good news is there\u2019s room to store that charger right on the bike. What looks like a fuel tank is actually a locking storage compartment. It\u2019s the perfect size for a quick run to pick up some milk or takeout from your local Thai place.<\/p>\n<\/div>\n

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The RM2 certainly has a lot of room for improvement, but at the end of my time with the thing, I was still quite charmed. It\u2019s such a good-looking, easy-riding machine that I wanted to hop on it for every errand I had to run.<\/p>\n<\/div>\n

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Well, every errand that didn\u2019t take me on the highway or more than 25 miles away from home, anyway. I wouldn\u2019t trust the RM2 to go any farther, and with an 80 percent charge taking four hours on the standard charger, road-tripping is out of the question.<\/p>\n<\/div>\n

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And then there\u2019s the cost. The Maeving RM2 starts at $10,995, but when you add the matte paint, upgraded suspension, and carbon fiber fenders of my test bike, you\u2019re looking at $13,275. For that money, you could buy two Royal Enfield Continental GT motorcycles, and as much as I love electric motoring, that\u2019s a tough financial pill to swallow.<\/p>\n<\/div>\n

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Photography by Tim Stevens \/ The Verge<\/em><\/p>\n<\/div>\n

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