After months of teasers, and even a full reveal of the 1,802 cc “Big Boxer” engine, BMW Motorrad finally unveiled the R 18 this afternoon in a virtual debut. It’s huge, it’s expensive, and it’s a cruiser from B-M-heckin’-W. I think this bike was released all too close to April Fool’s Day, but here we are.
BMW's dreams of a megaboxer have come true. That said, my initial questions about the R 18 (as a marketable thing, not a mechanical thing) haven’t changed, especially because the production bike is so similar to the concepts. Where is the substantial market for this cruiser, beyond the Harley-dominated United States and parts of Europe? Will American riders choose import cruisers over domestics? Why was the oil- and air-cooled R18 engine designed in the first place? “Ours not to question why…”
If it seems like I'm being hard on BMW, it's just that this is not the motorcycle I'd expect from them, and I'm sure other riders are wondering what the R 18's all about, too. Wunder no more.
R 18 specs and design
Let’s run through the spec sheet, then talk about the design of this motorcycle. The 244-pound engine (!) is the largest and most powerful boxer ever built by BMW, with a bore of 107.1 mm, a stroke of 100 mm, and a compression ratio of 9.6:1. The twin produces 91 horsepower at 4,750 rpm and 116 foot-pounds of torque at 3,000 rpm. Redline’s at 5,750 for this two-cam, pushrod, overhead valve mill. One major difference between this engine and the BMWs of years past is the addition of a third main bearing to prevent crankshaft flex. I’m gonna guess that they noticed that happening with Big Boxer prototypes!
The engine is wedged into a double-loop steel cradle frame, carefully designed to appear rigid. A monoshock for the swingarm runs under the seat like you’d see on a new Softail or Triumph Bobber. Up at the front is a 49 mm telescopic fork, adjustable for preload. Power reaches the rear wheel by a shaft. What else on a heritage Beemer?
The rider triangle is largely determined by the hulking engine. The pegs are mids by necessity, and the handlebar has a fairly long reach back to the rider. The seat is about level with the top of the engine at 27.2 inches. Forwards might be a problem unless you want to mount the footpegs and controls to the valve covers!
The R 18 is a little short on tech compared to other BMW models at this price point. You still get three ride modes (Rock, Roll, and Rain), Keyless Ride, ABS, stability control, and engine drag torque control. As options, you can add Hill Start Control, as well as reverse assist, which is activated by flipping a special switch and hitting the starter button.
All lighting is LED, including the unique headlight. The R 18 can be optioned with adaptive headlight tech, which uses lean angle sensors to activate “side-shooter” auxiliary lights hidden in the headlight with the main beam.
As for the design, I think this bike can be summarized by a line from BMW’s press materials: “Like no other BMW motorcycle before it, this model stands entirely in the tradition of historical BMW motorcycles – both technically and in terms of design style.” How can a motorcycle be unlike any other and also grounded in tradition? I’m not sure, but the R 18 is as close to the answer as I’ve ever seen. It's a whole bike's worth of normal BMW choices, except for the genre and the engine's physical size.
To make the R 18 appealing to cruiser riders, who are used to sprawling aftermarket options for customization, BMW built the R 18 to be a “conversion-friendly” and simple canvas for everyone from owners to custom shops. The rear frame is removable, and BMW already has a massive list of optional parts to bolt onto your R 18.
Greaser likes…
The look of that engine. Displacement and weight aside, the R 18’s engine looks like it was meant to be seen. There are a lot of ugly powerplants out there these days. This is such a nice change from engines that were designed to be covered... and then ended up in naked bikes, where I have to look at them.
The exposed driveshaft. I understand that enclosing the shaft is more practical. However, I think the exposed and nickel-plated driveshaft is the most heritage thing about these motorcycles, not the engine. BMW has no history with giant boxers. They’ve been making shaft drives since the beginning, though, and going old school with the driveshaft sells the heritage more than anything else for me. YMMV.
Cornering lights in a round headlight. This weapons-grade cleverness is BMW at their best. A crazy reflector, an array, and some sensors allow a classic style and modern safety to exist in the same headlight bucket. I’ll be very interested to see how that system works.
Greaser does not like...
The looks of that rider triangle. I fit on most motorcycles with my height of six feet. Sometimes I’m a little short on leg room, and I’m thinking this motorcycle would cramp my legs, or at least the legs of riders taller than me. Lance and I agreed that the rider triangle would be one of the biggest obstacles to overcome with a boxer-powered cruiser back when we previewed this model.
The oil cooler/shrouds on the classically styled models. I don’t mind the oil cooler on the Harley-styled models. Yet those very modern shrouds stand out on a motorcycle that’s supposed to recall BMW’s early stuff.
The swoopy pipes. What happened to the pipes from the first concept bike? When did they switch to chrome-plated pitcher plants? The other, slightly tapered exhaust looks nice.
When can I buy an R 18?
Only certain markets will receive the $18,500 standard model. A $19,870 “First Edition” will be the initial offering in most dealerships. First Edition bikes get exclusive paint and chrome, as well as a fancy box of badges and bolts, plus assembly gloves!
According to BMW, U.S. release should come later in 2020, although the virus could push that back.
BMW R 18
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Engine type
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Oil- and air-cooled boxer twin, OHV, four valves per cylinder
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Displacement
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1,802 cc
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Bore x stroke
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107.1 mm x 100 mm
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Compression ratio
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9.6:1
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Fuel requirement
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Premium unleaded
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Power/torque
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91 horsepower @ 4,750 rpm; 116 foot-pounds @ 3,000 rpm
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Transmission
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Six gears, shaft final drive
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Alternator output
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600 watts
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Front suspension
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49 mm telescopic fork, adjustable for preload, 4.7 inches of travel
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Rear suspension
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Single cantilever shock, adjustable for preload, 3.5 inches of travel
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Front brake
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Twin 300 mm discs, four-piston caliperssss
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Rear brake
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Single 300 mm disc
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Tires front/rear
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120/70R19; 180/65B16
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Steering head angle/trail
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57.3 degrees/5.9 inches
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Wheelbase
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68.2 inches
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Seat height
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27.2 inches
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Tank capacity
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4.2 gallons
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Weight
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750 pounds (wet)
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Base MSRP
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$18,500
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