I test-ride electrickick scooters as a part of my job. They’re fantastic to ride and zip around town, but they are not cool nor particularly comfortable. You’re standing on this L-shaped object, like a meerkat on wheels. Motorcycles, on the other hand? There is no other category of vehicle that oozes this much style, especially one that looks like Maeving’s new RM2.
If you love the roar of a motorbike and the smell of petrol, this electric motorcycle is probably not for you. Seb Inglis-Jones, Maeving’s cofounder, tells me the company is after a demographic of people who perhaps want something more robust than an electric bicycle but not as intense as a gas-powered bike. Someone who may actually prefer the practically silent ride experience (read: me). However, you still need a motorcycle license in the US to ride.
The Maeving RM2 opens up for preorder today in the US for $10,995, a small jump from the prior RM1S and a bigger price bump from the original RM1. They’ll ship in January 2026. It shares the same powertrain as the RM1S, hitting a top speed of 70 miles per hour with an 80-mile range.
However, the RM2’s calling card is the bench seat, so you can finally ride with a passenger. The tank is shorter and wider to accommodate the pillion seat, but you can enjoy a more upright sitting experience. An added boon: You can also add a rear rack and top box for helmet storage.
Electric Start
Maeving’s RM2 comes in red.
Photograph: Julian Chokkattu
Maeving was founded in the UK right before the pandemic by Inglis-Jones and Will Stirrup, neither of whom had a background in motorbikes (or vehicles, for that matter). The duo decided to build a company together after meeting at university, with two stipulations. They didn’t want to start a business right out of college with no experience, and whatever they built should in some way help combat climate change. Stirrup went to work in the finance world after college, and Inglis-Jones dove into a sales and marketing career.
Unlike in most three-row SUVs, sitting at the back of the Buzz was a comfortable experience for my 6-foot-3 body. We also piled four WIRED colleagues into the van for a long loop around the neighborhood, and everyone had plenty of room.
With all the seats in use, the cargo space behind the third row is 18.6 cubic feet. That’s enough for a large grocery haul or several peoples’ luggage. The third row of seats can be folded down to make a flat surface in the back, and VW offers an insert for the rear cargo area that comes with two handy drawers. If you need more space, the third row can be removed entirely.
To help keep items from sliding around, the Buzz is equipped with velcro partitions that are stored in the walls of the cargo area. The center console is removable and moveable. You can move it from between the front seats to the second row in vehicles equipped with captain’s chairs. Or just pull it out entirely. One nice touch: The dividers in the center console double as a bottle opener and an ice scraper.
Meanwhile, VW has gone full USB-C. Every seat gets at least one charging port. There are seven ports in total. There’s also one 15-watt USB port near the rearview mirror to accommodate a dash cam. A 110-volt, 150-watt power outlet is available under the passenger seat.
This all before you get into the world of aftermarket add-ons, where you are sure to find a plethora of options for the Buzz. It’s all very clever, and a reminder that the VW bus is a canvas for your lifestyle.
Finally, the issues that have famously been plaguing VW’s infotainment system for years have been solved. The 12.9-inch display was easy to use, navigate, and more importantly, had little in the way of latency. VW has added ChatGPT integration for the voice assistant, but that requires a network connection, and I wasn’t able to fully test it, since most of the drive was in areas where cell service was spotty or absent. When I was able to test it, it returned a solid answer in a timely fashion.
Weirdly though, as an adventure vehicle, the Buzz does not ship with a dog or camping mode. When asked about this, Volkswagen said it was looking into it. More than a few journalists inquired about these features, which are found in Rivians and Teslas and make all sorts of sense for the Buzz. So don’t be surprised if those modes show up in an OTA software update.
How Much Again?
Which brings us to the second sticking point of the ID Buzz. The RWD Pro S model starts at $59,995, and this is because Volkswagen essentially offers a mid-level trim as the entry-level model. For example, this starting configuration ships with 12-way adjustable heated and vented front seats with a massage feature. Heated seats are also standard for the second row. It has three-zone climate controls.
All those USB ports are also standard. So is that 110V outlet. For those late night raves, a 30-color ambient lighting feature is standard.
Volkswagen is building all its ID Buzzes at a single factory in Hanover, Germany. This means US buyers cannot claim an EV purchase tax credit, since the Inflation Reduction Act requires vehicles to be assembled in North America to qualify for the tax break. If the automaker offers a lease, then the van does become eligible.
Volkswagen is aware this is a niche vehicle. While the buzz around the Buzz has died down, it will still likely sell out in its first year. VW would not comment on whether it will offer a cheaper trim option in the future or whether it plans to expand its production to the US.
Yet even with its lack of a true entry-level price and a range that, while underreported, is less than anticipated, the ID Buzz is exactly what it should be. It is a fun-to-drive nostalgia machine with enough storage and utility to make it a solid weekend hauler for families who enjoy an active lifestyle. And your five children will be quite comfortable in the back as you bore them to tears with your Summer of Love playlist.
I had My first-ever professional massage last December during a spa day with some friends. Everyone opted for a traditional massage, which required a preliminary consultation. They disrobed, and the massage took place in a private room. I opted for a shiatsu massage—a clothed experience in a semiprivate area, and while I felt physically relaxed afterward, I didn’t have the best time. My limbs were stretched painfully too far, and I couldn’t wait for it to be over.
So I was intrigued when I learned about Aescape, a fully automated massage table. The contraption is equipped with two robot arms on each side of the table and will sit right at home in any sci-fi flick’s medical examination room. I wouldn’t say it gives off zen vibes, but I was willing to look past the tech because it offers complete privacy—there’s no other human in the room during your massage.
The entire experience is designed to be on-demand. Using Aescape’s companion app, you can browse different massage options and book a session based on available tables in your area. I tried it out at Aescape’s headquarters in New York City, and the company has partnered with Equinox to launch its massage tables in 10 locations across New York City in May. (You don’t have to be an Equinox member to sign up for a session.) The company didn’t specify when or if the experience will come to other cities in the US, but it says it plans to add other locations such as hotels and spas in the future. Each session starts at $60.
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Robot Engaged
Photograph: Aescape
An Aescape massage has the same setup process no matter which location you book. Once I arrived, I had to change into Aerware—the company’s custom apparel built specially for the massage—to wear during the session. This helps the depth sensors overhead see your body and guarantees a level of friction when the touch sensors, called “Aerpoints,” come in contact with it. It felt like standard workout wear, so it was comfortable throughout the entirety of the massage.
Once I changed my clothes, I lay down on the massage table, rested my head on the face cradle, and was greeted by a touchscreen display that prompted me to pick a massage. At launch, Aescape will offer 20 massage programs with more to come later in the year. Some will focus on athletic recovery, while others will target general wellness. I was only able to try the Total Back and Glutes massage for my demo.
The next step is a body scan. Directly above the massage table are infrared sensors that capture a 3D computational model of the body. Aescape says this generates over 1.1 million 3D data points that accurately map your body’s position and identify key areas for the targeted massage. Basically, it’s what helps the Aerpoints know exactly where they are relative to your body.
I’ve been trying to ride this electric hydrofoil board for over an hour now, and have been bleeding for nearly half that time. The open wounds are on my hand, inflicted after the electric jet propulsion motor shot me and the eFoil board up and out of the water, and we splashed back down in a jumble of wet limbs, metal, and carbon fiber.
I don’t know what part of the board hit me this time. It’s hard to keep track of which fall has whacked which body part. I float for a moment, panting, hand bleeding, toes, knees, and elbows bruised. Then all I want to do is pull myself back up on the board again.
The appeal of an eFoil is probably obvious: It’s a small, self-contained watercraft similar to a short surfboard, but with an electric hydrofoil underneath that propels you at up to 30 mph. The motor is mounted on a mast below the water and has fins attached to its sides. When that motor engages, the board pops up out of the water, gliding a foot or so above the surface for a smooth ride that feels like flying. Efoils surged into prominence a few years ago, when Meta CEO Mark Zuckerberg became the unfortunate pasty face of the product after he was photographed riding one. Now the industry is growing, and companies are offering more ways to let you soar over the water than ever.
The Flitescooter.
Photograph: Flite
Flite is an Australian company with several eFoil models in its lineup priced between $7,000 and $17,500. Flite wants to make these flying surfboards more accessible to beginners, which is where its $12,995 Flitescooter comes in. This beginner-oriented model was introduced at CES in January 2023. Flite has positioned it as an easy-to-learn device that’s ideal for resorts, yacht goers, and families.
Flite wants you to think of the Flitescooter as a kind of Segway of the sea—an easily mounted surf-skimming device that will appeal to beginners and water-sport mavericks alike. It’s meant to be a fun, chill time, but in my experience, the Flitescooter is not exactly smooth sailing. In fact, the Flitescooter smoothly tumbled me into the water repeatedly as I struggled to get used to riding it.
The Flitescooter’s inflatable platform has a carbon-fiber core, a design which aids both buoyancy and portability. The foils, stem, and board can all be disassembled to make transit simpler. A removable handle that resembles the handlebar of an electric kick scooter ostensibly makes it simpler to control, though I found that the handle didn’t always make things easier. (More on that in a moment.) Inflated and assembled, the Flitescooter weighs 61.7 pounds by itself. Flite offers three battery sizes, which come in 13-, 24-, and 32-pound options. So it’s more transportable than a jet ski, but harder to lug around than a surfboard.
The rectangular batteries are swappable; they snap into the board’s core just beneath your feet. Flite says the battery for the hydrofoil lasts around an hour and a half before needing a recharge. I rode it for nearly that long, and the battery got down below 20 percent, so the company’s estimate feels right.
The removable handlebars have a throttle and a display.
Photograph: Flite
The electric jet motor powers the hydrofoil action.
Photograph: Flite
Flite’s foilboards have a variety of propulsion options, from spinning propellers to jet engines. Flite’s latest foray into its motor tech is the AMP Jet, which is built directly into a newly designed board. That model is sadly not available for testing yet. The Flitescooter, one of several Flite models you can already buy and the one I rode, only comes with Flite’s existing jet motor. The jet engine on the Flitescooter is fully encased, so there’s no danger of losing any digits to a spinning propeller. That said, the fins on the sides of the hydrofoil are sharp and wide, so it takes some mindfulness to avoid kicking them when splashing around—or falling. Which you’ll be doing a lot.
I’ll pause here to offer the teensiest of credentials. I’ve wakeboarded, surfed, snowboarded, and lounged around on paddle boards. I’m by no means a watersports expert, but I’m at least decent at keeping my balance on these kinds of fancy rafts. Despite that, whatever kraken had apparently chosen to possess my Flitescooter clearly wanted to keep me down in the deep.
