In 2023, Triumph rebranded the Street twin as the Speed Twin 900. Aside from the name change, the model largely remained unchanged. That’s no longer the case, as Triumph makes good on the Speed Twin moniker with a handful of sporty upgrades.

Sum of its (new) parts

The new 900 holds on to much of its retro styling, but a nip here and a tuck there refresh the model for 2025. The side panels are streamlined, the engine cases are trimmed, and the bench seat is slimmer. Even the fuel tank is sleeker, contributing to the Speed Twin’s sportier look, overall. That seems to be a theme with the retro roadster. 

The fork is now an inverted unit provided by Marzocchi. The Italian brand also supplies the piggyback rear shocks, which now connect to a “stiffer and lighter aluminum swingarm.” A larger 320 mm front brake rotor enhances stopping power (according to Triumph) while the model’s new wheels roll on Michelin Road Classic tires.

Triumph’s 900 cc Bonneville parallel twin remains at the core of the Speed Twin 900. Mechanically unchanged, the mill still puts out 64 horsepower at 7,500 rpm. Although, the real headline here is that peak torque — all 59 foot-pounds of it — arrives at just 3,800 rpm. Of course, the engine’s power delivery is determined by the Road and Rain ride modes.

Technology was also a big point of emphasis for Triumph. The Speed Twin 900’s IMU-driven cornering ABS and lean-sensitive traction are prime examples. The LCD/TFT combo display is another upgrade. At least compared to the analog/LCD unit it replaces. A USB-C socket (side-mounted to the gauge) adds charging convenience for those running a bar-mounted device, while all-around LED lighting adds a modern touch to the classic design. 

The 2025 Speed Twin 900 will start at $9,995, just $100 more than the outgoing model. Triumph estimates that the first units will land at U.S. dealerships in February 2025. 

Before those initial deliveries arrive, Common Tread will test the newest entry in the Modern Classics line by year’s end. If you have any questions about the renewed Speed Twin, leave them in the comments section. I’ll do my best to answer them in my upcoming first-ride review.

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It was a timely upgrade for Husky’s futuristic scrambler. There was just one problem. Its partner in crime — the Vitpilen — was missing in action. That all changed yesterday when Husqvarna unveiled the 2025 Vitpilen 801. 

(Nearly) identical twins

Like the 701s they replace, the new 801s share componentry the way sisters share clothes. The Vit retains the Svart’s steel tubular chassis, even linking it to the same 43 mm WP APEX front end and WP APEX rear shock unit. Within that frame resides Husqvarna’s 799 cc p-twin, which still produces the 105 horsepower (at 9,250 rpm) and 64.2 foot-pounds of torque (at 8,000 rpm) that it made in the Svartpilen. 

The Vit also cribs its sibling’s shoes, with the five-spoke 17-inch wheels and J.Juan braking system favoring its sporty sensibilities. Only the Michelin Road 6 tires distinguish the neo-retro roadster from its scramblin’ relative. Given the chassis similarities, it’s no surprise that key dimensions like seat height (32.3 inches) and wheelbase (58.1 inches) remain the same, too. 

The family resemblance doesn’t stop there, either. The Vitpilen 801 also touts IMU-based safety aids such as cornering ABS and lean-dependent traction control. That’s in addition to its four ride modes (Street, Sport, Rain, and Dynamic), Supermoto ABS, bi-directional quickshifter, and five-inch TFT display. All of which come standard on the Svarty, as well. 

What’s the difference?

At this point, you might be wondering just how different the 801s are. Save for the tires the two roll on, they’re mechanically indistinguishable. The Vit’s true differentiator is its styling. 

A side-by-side comparison reveals that the Vitpilen wears a sleeker front fender, a larger belly pan, sculpted radiator shrouds, and trimmed heel guards (can’t forget those, can we?). The headlamp’s central projector light and ring fixture are also distinct features, especially compared to the Svartpilen’s flat LED headlight and fly screen. Although the Vit now favors handlebars (over its predecessor’s clip-ons), the rise in those bars is noticeably lower than Svart’s. 

Other than those minor aesthetic differences, the two twins are practically identical. Considering the similarities, I wouldn’t be surprised if the Vitpilen 801 also copies the Svartpilen’s $10,899 price tag. Unfortunately, Husqvarna hasn’t revealed the model’s MSRP yet, but it does anticipate the first Vitpilens arriving at dealerships in November 2024.

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In 2023, Honda added the Dax 125 to its popular miniMOTO lineup. There was just one problem. Big Red only sent the model to Europe. That all changes in 2025, when the Dax 125 will finally make its way to North America. 

The Dax will arrive with the same air-cooled 124 cc single-cylinder engine that anchors other retro-leaning miniMOTOs like the Super Cub, Trail 125, and Monkey. Fuel injection and a four-speed semi-automatic transmission only make the mill that much more approachable. American Honda lists neither horsepower nor torque figures for the little thumper, but a claimed top speed of 55 mph is respectable for a minibike.

The model’s small stature also benefits its accessibility. With a 30.6-inch seat height and 236-pound reported wet weight, the Dax caters to riders of various sizes and ages. Agility isn’t lost on the newest miniMOTO either, as its 25-degree rake, 3.3-inch trail, and 47.2-inch wheelbase favor light handling. 

Starting at $4,199, the 2025 Dax 125 is the second most expensive miniMOTO model behind the $4,399 Monkey. Honda estimates that the first North American-bound units will roll into showrooms in October 2024. The Dax may be late to arrive in the states but at least we won’t have to wait much longer.

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The history of knee dragging has been the subject of another Common Tread article, so I don’t have to cover that all over again, but the CliffsNotes are it developed organically over the 1960s and rose to prominence with Kenny Roberts in the mid-1970s. Just like Rossi’s leg dangle, if Kenny was doing it and winning, why wouldn’t others adopt the same style? It spread quickly after that, but Kenny was not the very first.

Aesop’s Fables has the story “The Fox and the Grapes,” where a fox covets some high-hanging grapes but finds them out of reach. In his frustration, he declares the grapes must be sour. That’s the source of the expression “sour grapes.” Many riders who haven’t been able or had the opportunity to drag their knee have sometimes taken that position, stating, “It’s not that important,” “I’m focusing on my skills,” “It’s not worth the risk,” or some other statement. We’ve all done this in one area of our lives or another. It’s sometimes referred to as “self-serving bias.” With that said, I have witnessed blazing fast riders who rarely, if ever, touch a knee down running circles around riders who regularly grind their knee pucks to nothing. Knee dragging is not a reliable indicator of speed or skill.

Let’s get some context, however. In my opinion, if you are going fast enough to drag your knee on a public road, you are generating enough lateral acceleration that altering your line for a sudden change of conditions lies somewhere between difficult and impossible. Excessive speed on public roads has a more sinister layer beyond exposing the rider to danger: it exposes other motorists, pedestrians, bicyclists, and bystanders, who never agreed to that level of danger, to life-threatening scenarios.

However, dragging your knee is like your first kiss: You’re likely to remember it for the rest of your life. I did a poll on social media asking whether wheelies or dragging a knee was more desirable, and the knee down won by a significant margin. In a way, it’s transformative, but why? How can skidding your knee across the asphalt be important? Some drag the side of their boot and don’t get anywhere near the “moment” the knee provides. There must be something to it.

Are there any real benefits to dragging a knee?

I think there are a few things. The first that comes to mind is what my father, Keith, wrote back in 1982 in “A Twist of The Wrist Volume I” “Knee dragging gives you a sense of security. It is strange how this works, and I don’t really understand it, but somehow being in close proximity to the pavement makes falling off seem less dangerous. Perhaps it is because you have already contacted the enemy and know where he is.”

Perhaps the most practical advantage, in my opinion, has to do with proprioception. Proprioception is the body’s ability to sense its position, movement, and orientation in space. It helps you know where your limbs are without looking and allows for coordinated movements. As a lean angle gauge, the knee is probably more accurate and sensitive than you might think. Even a millimeter of movement on the hip joint can be perceived with ease, giving the rider a very keen sense of lean and, sometimes more importantly, changes in lean in a corner.

What do you think about dragging a knee?

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Electric vehicles already fight an uphill battle. They often cost more than their petrol-powered counterparts and rarely achieve the same range. Gas stations far exceed the number of charging stations and charge times far exceed fueling times. These factors place EVs at a marked disadvantage. That’s especially true for two-wheeled vehicles.

BMW is well aware of this fact. That’s why it hardly positions the CE 02, its latest C-series electric scooter, as the practical option. Skim the model’s web page and descriptors like creative, fun, and stylish jump out; not specs like range and battery voltage. That’s no mistake.

The German marque hopes the CE 02 customer is less concerned with those details. It also expects that customer to be young. That’s evident in the model’s futuristic form and cyberpunk graphics. BMW goes as far as rejecting conventional titles like e-scooter and e-motorbike, calling it an e-Parkourer instead. 

On paper, on pavement

Photos alone will tell you that the CE 02 is compact. Its dimensions only drive that fact home. The wheelbase is a short 53.3 inches. The seat height is a low 29.5 inches. Its curb weight is 296 pounds (measured on the RevZilla West scales). Even its wheels are miniaturized at 14 inches, falling somewhere between a scooter and a mini-moto. That’s the kind of company the CE 02 keeps, with BMW listing Honda’s Grom, Vespa’s Primavera 150, and Kawasaki’s Z125 as the model’s main rivals. 

Similar to its competition, the e-scoot handles best in close quarters. It picks through traffic like a mouse in a maze. That’s thanks in part to its narrowness and lightweight construction. With much of its weight centrally located (and no top-heavy fuel tank to bear), the zero-two is impeccably balanced. Steering is predictable and precise, the two attributes you want when negotiating the millimeters between your handlebar and a car’s side mirror. 

The CE 02 is just as comparable in the power department. Many 125-class models top out around 55 to 60 mph. BMW claims a 59 mph top speed for the CE. That’s not giving it full credit, though. The speedometer often reads 63 mph before the 02 limits further acceleration; a laudable figure considering that BMW lists the air-cooled, current-excited synchronous motor at 8 horsepower (15 horsepower peak).

At a distance

The CE’s two 1.96 kWh lithium-ion batteries carry a total charge of 3.92 kWh, which theoretically nets a maximum range of 56 miles, per BMW. One factor that greatly influences the practical range is the selected ride mode. The base model comes standard with Flow (gentle acceleration and medium regenerative braking) and Surf (direct throttle response and no regen). The optional Flash mode, which is exclusive to the Highline package, pairs dynamic acceleration with aggressive regen.    

While Flow is easily the most conservative and economical setting, Flash often yielded more mileage than Surf. I chalk that up to Flow and Flash’s regenerative braking. To me, riding an electric without using regen is like frying bacon without a shirt. High risk, low reward. Sure, regen only recovers an extra mile or two over the course of the trip, but that could be the difference between reaching or not reaching your destination. Or in the CE 02’s case, reaching your destination or calling a tow truck.

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