BMW CE 02 review – quirky electric scoot makes perfect sense for affluent city riders

BMW confirmed the arrival of their CE 02 urban electric motorbike in July 2023, with the bike arriving in UK dealers for spring 2024.

It follows on from the German firm’s larger CE 04 electric scooter as the second battery-powered city bike in their current range, and is the only model they have in dealers that can be ridden on an A1 licence, or after completing your Compulsory Basic Training (CBT).

BMW make no secret that this is a machine designed to attract a new, younger audience to the brand – who likely aren’t interested in large capacity boxer twins, screaming fours, or parallel twin adventurers. Instead, this is about hooking the next generation of planet conscious riders, ahead of whichever alternative fuel sources global governments and the motorcycle industry choose to adopt in the future.

We sampled the £8450, 14.8bhp version on our ride, which uses dual lithium ion batteries charged via a conventional three pin plug. It can be ridden at 17-years-old in the UK as a 125 equivalent, with a smaller 4kW version also available with a max speed of 28mph.

This can be ridden by riders as young as 14 in some European markets (16 in the UK) and by car drivers in others. It also can’t be updated to become the more powerful version, meaning you’ll have to sell this one and buy another should you want to progress.

Looking almost identical to the concept CE 02 first shown in 2021, it’s a radical departure from traditional BMW styling – with large (but grippy) balloon tyres on 14in cast alloy wheels, a 3.5in TFT dash, upside down forks, flat bench seat, sophisticated switchgear, and a single sided swingarm. There’s even two sets of pegs for the rider, with the front pair also doubling up as a cradle for a skateboard.

Compared to its battery and combustion competition, the CE 02 looks like something from another planet, with the futuristic styling likely to appeal to existing two- and four-wheeled BMW owners as an advanced, efficient means of urban transport.

It’s also easy as pie to ride, with a twist and go transmission, vibe free electric motor, and easy going ergonomics. There’s no noise, no engine heat, a low seat height, and a 132kg kerb weight – making it one of the simplest two-wheelers to ride in today’s market.

It never feels intimidating, with the quality suspension soaking up all but the worst cracks and cobbles of Lisbon’s historic side streets with complete ease. It requires very little brain power to operate, which is exactly what you need in this market.

However, what’s much less appealing is the price, with the 28mph option yours for whopping £7450 and the larger 14.8bhp/60mph version starting at £8450. From there, the bikes we rode on our launch test were closer to £9500 – featuring the £880 Highline package plus other additional extras.

That’s simply not accessible for the vast majority of young riders, and whilst the impressive tech spec is welcome, a lower level of trim and reduced pricing would’ve arguably made much more sense for mass market appeal.

The best thing about the BMW CE 02 is how easy it is to ride. Imagine your childhood BMX with a torquey electric motor plonked in the middle and you’re about there.

It may not have the practicality and weather protection of its conventional commuter rivals, but steering is light and direct - working with the Michelin City Grip tyres to flick around craters in the road with the slightest push on the chunky bars.

Use the front set of pegs and it feels like riding a silent, torquier version of a conventional scooter, with the back set making it feel more like a conventional small-wheel motorcycle, such as a Honda MSX125 Grom. These rests can also be swapped out for stunt pegs if you want to take that BMX feeling a little further.

Annoyingly, neither set of these pegs retract, and it is quite easy to painfully bash your leg against the rear duo when getting on. You’d get used to their placement over time though.

Elsewhere, the upside down 37mm forks and preload adjustable shock do incredibly well at swallowing up bumps in the tarmac, without going to mush when you show it some lean. This is handy too, as there’s a surprising amount of ground clearance – with the front foot rests never once touching down despite sticking out so far.

It’s also poised under braking, with the single front disc set-up operated with no more than two fingers on the lever and the ABS system never getting involved. At the rear, you’ll find no ABS or linked braking system at all, allowing the CE 02 to pull monster skids when you fancy messing around.

But there’s also buckets of feel here too, helping with low speed control, U-turns, and moderating speed on downhill descents – especially important on our undulating test ride. The off-throttle battery regen in some riding modes also helps with getting the CE 02 stopped.

Elsewhere, both levers are span adjustable, which is a touch not often seen on bikes of this class, with the entire switchgear set up offering quality that wouldn’t be out of place on the latest BMW R1300GS.

Adding to the CE 02’s ease of use is the flat bench seat, which offers more space to move than its rivals. It’s also very slim, placing your legs in the conventional step through scooter  position, without the flat footboards in front of you.

This perch sits at 750mm as standard, meaning riders of almost any height will be able to get both feet flat with ease. Our test bikes came with an additional Highline comfort seat, which adds 20mm of extra padding, but even then it sits comfortably low.

After around five hours of stop-start city riding, there were no aches in my backside, and I would’ve happily stayed put for plenty more. I wouldn’t fancy long rides two-up though, with the rider’s bum taking up most of the perch when sat in a natural position.

The BMW CE 02 comes available in a 14.8bhp (11kW) version and a less powerful 5.4bhp (4kW) version, capable of 28mph.

Both can be ridden on L plates in the UK, with the smaller capacity model open to kids as young as 14 in some European markets (16 in the UK), providing they have obtained their AM licence. The larger version can be ridden in the UK from 17 and up, making it an alternative to a conventional 125cc scooter.

During our launch test around the city streets of Lisbon, Portugal, we were only able to sample the full capacity model, fitted with the optional Highline package. This meant access to all three riding modes – the standard ‘Flow’ and ‘Surf’, plus an additional ‘Flash’ set-up. Modes are chosen via the right switchgear, with the button slightly too far out of a reach to operate whilst on the go.

As you might expect, Flash is the sportiest, most direct of the three options, with Surf offering full power and zero battery regeneration when off throttle for maximum coasting. Flow is designed more for the inner city, with a softer throttle response and some battery regen.

Surf is the easiest to use around town, with the lack of resistance off the throttle making for a smoother ride. I rarely switched into the least powerful Flow setting, with the power delivery in the other two options still soft enough for slower speeds and tight manoeuvres.

Tested on a mixture of crumbling cobbled roads, tram tracks, steep hills, and open dual carriageway ring roads, the CE 02 feels right at home amongst the Portuguese traffic.

It may only have 14.8bhp, but the instant torque provided by that electric motor means you can out drag anything from the traffic lights. Snapping into life instantaneously thanks to its twist and go transmission, you can keep up and stay ahead whilst enjoying a subtle whine from the electric motor.

It’s also butter smooth, with no vibes through the bars, pegs, or seat. The lack of noise, engine heat, and clutch allow you to appreciate your surroundings more too and unlike a normal petrol motorcycle you can hear things like the tyres against the road, and the brakes biting onto the single discs. It’s different, but in a good way.

Sticking with the version we rode, BMW offer a claimed range just shy of 56 miles, plus a 20%-80% charge time of 168 minutes on a 0.9kW charger. Equipped with the Highline’s 1.5kW charger, this time drops to 102 minutes.

This is done via a charging pack, which plugs into the left side of the bike and provides power via a standard wall socket. With a cable length of around three metres, it’s an odd choice given how many city dwellers live in high-rise flats.

Both the 13kg batteries can be removed and must be in order to service the belt drive on the motorcycle, however BMW made it clear that this has been designed with on-bike charging in mind. This is because the technology is borrowed from BMW’s car division – a decision the brand say was made to limit the cost and environmental impact of development.

As such, to charge the bike securely will likely mean the need for a powered garage, or driveway, which comes at a premium in cities. And, given the current state of house prices, it’s a luxury that many budding bikers are unlikely to enjoy in these areas.

I began the day with 98% charge, and finished with 29%, having covered around 32.6 miles.

Compared to the conventional petrol, and plug-in powered competition, the BMW stands head and shoulders above as the best equipped and best finished in its class. In fact, it’s better specced than many bikes you can only ride on an A2 licence and above.

This isn’t a cheap introduction to motorcycling, it feels like a considered, aspirational product that will stand the test of time. Those flat panels should also be easy to wipe clean, with no exposed hot engine to bake in road crud, thrown up behind the front wheel.

The small TFT dash is clear and concise, with quality touches including span adjustable levers and a keyless ignition helping it to comfortably stand out from the crowd. BMW are offering a three-year warranty, with fewer mechanical parts included to require servicing each year.

Early impressions of quality are further backed up by MCN owners’ reviews of the larger BMW CE 04 that arrived in early 2022, with the bike receiving an average of 4.3 out of five stars for reliability and build quality.

Being an electric motorcycle, the BMW CE 02 should theoretically be a cheap bike to run. There are less parts to service than a conventional combustion scooter, no dirty oil changes to make, and no petrol tank to fill up.

A maximum output of 14.8bhp and a 132kg kerb weight should also make it kind on its 14in Michelin tyres, with the 48v batteries charged via a unit that connects to a conventional three-pin plug. Juicing these back up will depend on how much you pay for your energy.

There will of course still be insurance to cover, which will depend on your age and location, and the initial outlay for the bike is very expensive compared to its conventional petrol rivals.

Priced from £8450 in its 14.8bhp guise, the Highline package then bolts an extra £880 to the bill, making it £9330 on the road. Our launch bikes also had a comfort seat, which adds an additional 20mm to the seat height, and around £200 to the price – meaning it’s likely to be more than £9500. The front fly screen shown in the images is also an option, and is yet to appear on BMW’s configurator – taking the cost even further.

That is simply too expensive for the vast majority of the young riders BMW are aiming this bike towards, especially when you add in the cost of an A1 licence or CBT, plus riding kit. Even if their parents are giving them a leg-up, that is still far too much for many to consider.

It gets easier when you break it down on PCP of course, with the full power Highline model yours for £121 over 35 months, with £2332 down (minus the special seat). However, the cost of that deposit could buy you a perfectly serviceable 125 on the used market, which is a route many youngsters will likely go down whilst low emission zones still allow combustion engines.

Chances are then, this will actually become a second bike, or inner city commuter for older riders with more disposable income – especially when you consider traditional petrol models like the £3649 Honda PCX125 can go far further on a tank of fuel, reach a higher claimed top speed, and offer more storage as standard under the seat.

Battery-powered rivals will likely include the Coventry-built £7495 Maeving RM1S, and Kawasaki’s new £7699 ZE-1 naked plug-in motorcycle – with the BMW offering a higher level of tech and sophistication than both.

The BMW CE 02 may only offer 125 levels of performance, but the standard equipment is seriously impressive – featuring a neat 3.5in colour TFT dash, USB-C socket for your devices, and two standard riding modes (Flow and Surf).

Compared to the direct competition, it’s head and shoulders above, but then it ought to be as it’s more expensive than a Yamaha MT-07…

Opting for the ‘Highline’ special edition also gets you gold anodised forks, heated grips, a smartphone holder to connect your phone via an app, and a 1.5kW faster charger for the 14.8bhp (11kW) version. There’s also a third ‘Flash’ riding mode, too.

But it doesn’t end there, with the bike receiving ABS on the front caliper only, plus a handy reverse crawler gear to help in and out of awkward parking spaces. That reverse is surprisingly abrupt if you apply a big dollop of throttle.

There’s space for two-up riding if you want it as well, however it’ll likely be quite intimate. BMW have also chucked in keyless ignition, full LED lighting, and an optional anti-theft alarm.

Other extras include an outdoor cover, plus a number of luggage options to unlock a more practical side to the bike. Customers can purchase a 29-litre top case (the same as on the G310GS, with a different bracket), plus a number of side bags of varied capacities taken from the larger CE 04. You cannot have the top box and side bag installed at the same time, due to the mounting points clashing.

On the smaller 4kW version, there’s also a more subtle bag for the battery compartment, as it only uses one instead of two, however many small capacity combustion scooters still offer more storage as standard.