In 1965, when Elvis Presley bought nine new Triumphs for himself and his friends — the so-called Memphis Mafia — to ride around together, they probably weren’t thinking that there’d be a 2025 Triumph that looked very similar and had Elvis’ name on the tank.

On the other hand, now that it’s 2024, if you know anything about Triumph’s affection for special editions, you’re probably not surprised.

Triumph has issued limited-edition motorcycles tied to Bond movies, the Distinguished Gentleman’s Ride, and a Swiss watch company, to name just a few. Now we have the 2025 Triumph Bonneville T120 Elvis Presley Limited Edition, of which 925 will be available worldwide.

Triumph has issued limited-edition motorcycles tied to Bond movies, the Distinguished Gentleman’s Ride, and a Swiss watch company, to name just a few. Now we have the 2025 Triumph Bonneville T120 Elvis Presley Limited Edition, of which 925 will be available worldwide.

This one is inspired by the story of Elvis impulsively buying new Triumphs for all his friends. Triumph has been attempting to track down the original bikes Elvis bought 60 years ago, but so far without definitive success. Last year, the company created a specially painted Bonneville and paired it with a matching Gibson Les Paul guitar and auctioned them off to support the Elvis Presley Charitable Foundation. Now we have an Elvis-themed Bonneville for well, not for the masses, but at least for some.

If you are one of those can’t help falling in love with this Bonneville and you’re all shook up about the prospect of owning one, inquire with your Triumph dealer soon. And if you do get one, be sure to take good care of it and love it tender. Maybe with a spot in a nice heated garage, never riding it in a cold Kentucky rain. You know, treat it like a teddy bear, not some old hound dog.

Blue suede shoes sold separately.

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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.

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 the same time, BMW believes the e-scooter performs equivalent to a 200 cc combustion engine, which explains the “02” surname. That might be a gap too far to bridge, unfortunately. California prohibits motorcycles and scooters under 150 cc from freeway use. Although BMW positions the model as 200 cc-equivalent, its stature and performance is much more akin to a 125 cc mini-moto. And yet, the CE 02 is still permitted on the freeway. 

California’s 150 cc restriction only applies to motorcycles and scooters powered by internal combustion engines, not electric motors. Low-speed electric vehicles are also banned on Golden State freeways, but the CE 02 doesn’t qualify for that category either. Still, the thought of merging onto Interstate 405 at full speed was nothing short of nightmare fuel. That’s why I often clung to city streets, where the CE 02 truly belongs. 

Charging challenges

To keep the CE 02’s weight manageable, BMW elected for an air-cooled motor. Lower-voltage systems don’t necessitate liquid cooling, saving weight, in turn. That build philosophy extends beyond the motor itself. Instead of integrating the charging electronics into the vehicle, BMW built them into its charger pack. About the size of a first aid kit, the external charger wouldn’t be such an inconvenience if it wasn’t the only way to recharge the electric scooter. 

Because the low-voltage e-scooter doesn’t support Level 2 charging, BMW developed a proprietary socket. This limits the model to wall outlets, as charging station plugs aren’t compatible with the CE 02’s port. That doesn’t pose a problem if you can complete your round trip on a single charge. My daily commute isn’t one of those trips.

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.

The e-scooter has several things going for it. It’s quick off the line. It’s light, agile, and well-suspended. Like most electrics, it’s also user-friendly. The CE 02 can be everything BMW says it is — creative, fun, and stylish — but its limitations often overshadow those strengths. The lack of charging compatibility is chief among them. Electric charging infrastructure (or lack thereof) already deters many would-be adopters. The model’s limited charging options, in addition to its limited top speed and range, only stand to deter more.   

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People are more connected than ever these days. Our smartphones talk to everything from our smart watches to our smart toilets. 

It’s worth clarifying that crash-detecting systems are used for various purposes, not just contacting emergency services.

Fly Racing’s Formula S helmet leverages impact-detection algorithms and proprietary circuitry developed by Quin helmets. The Dallas-based company claims its tech can differentiate between an accidental helmet drop and a major crash. When the latter occurs, the Formula S sends location, health, and safety data to the rider’s emergency contacts via text message, e-mail, and push notifications. Unfortunately, Quin only alerts emergency dispatchers for customers with an Apex membership ($7.99 monthly). Otherwise, a user’s friend or family member will need to hail medical services themselves. 

While most crash-detection systems function like Quin’s, there’s no shortage of options at the customer’s disposal.

Airbags aren’t the only protective gear showcasing this technology.

BMW was the first motorcycle OEM to offer onboard crash detection when it debuted Intelligent Emergency Call (IEC) as an option in 2016. Unlike the Formula S helmet, which hinges on Bluetooth connectivity and the user’s mobile device, IEC benefits from its own mobile network module. When the bike’s acceleration and lean angle sensors detect a spill, the program contacts one of BMW’s qualified call centers.

Crash detection has come a long way in the last 60 years. From airbag vests to comm units, from onboard systems to cloud-based algorithms, the technology grows more sophisticated by the year. With that said, more impact detection isn’t necessarily better. 

According to Apple, its service “won’t override any existing emergency calls placed by other means.” Instead of purchasing multiple crash-detecting devices, it’s best to choose the solution, or solutions, that suit your needs. After all, who can afford multiple ambulances or airlifts arriving at their crash site?  

Each option has its strengths and shortcomings. Apple’s Crash Detection boasts satellite connectivity but its car-oriented algorithm may not identify the same subtleties as BMW’s IEC or Cardo’s PackTalk Pro, two products developed for motorcyclists. In the end, the choice comes down to where and how the customer rides and what level of features is desired. Our world may be more connected than ever, but that’s not necessarily a bad thing, especially when it comes to the safety provided by today’s crash-detecting tech.

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