bmw r18 tour

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Base model $14,995 MSRP

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MSRP excludes destination & handling fee of $895, tax, title and registration.

The BMW R 18

The R 18 invokes our history and the iconic hallmarks of our brand which we have worked very hard on. A legacy that we live by every day in the spirit of #SoulFuel. The result: a cruiser full of character featuring a boxer engine with the highest cubic capacity we have ever built, plus timeless design features. 

The design of the R 18

Your style counts.

The R 18 is now available in a range of new paint colors. The choice is yours.

Black Storm Metallic

The basic version of the R 18 in Black Storm Metallic insists on purity.

Black Storm Metallic/Vintage

As individual as you are: the Black Storm Metallic and Mars Red Metallic paint of the BMW R 18.

Option 719 Olivine

The Velvet Green Metallic paint underscores the iconic look of the BMW R 18.

Manhattan Metallic Matte

Engine and transmission in Nürburg Silver, polished aluminum parts and high-gloss chrome handlebars lend the R 18 contemporary characteristics.

Classic chrome

The limited edition model on occasion of BMW Motorrad's 100th anniversary including chrome design option and many other highlights.

A cruiser at first glance.

The flyline is elongated and low. The double-cradle steel frame covers the powerful, sculpted engine that underlines the impressive presence of the bike. Riders also have a number of custom equipment options: the R 18 is scaled back to its core to allow for full customization. 

The high-quality machined engine housing cover made of milled aluminum impressively give the boxer engine an attractive look.  

Optional Accessory Items Shown.

For a true boxer riding experience. 

The high-quality 2-Tone-black cylinder head covers made of milled aluminum perfectly give the boxer engine an attractive appearance.

The R 18 design emphasizes the distinctive cruiser silhouette.

The high-quality machined fuel filler cap made of milled aluminum adds a striking design highlight with its two-tone look.  

The R stands for boxers and has done so for over 95 years.  Option Shown.

The open, nickel-plated driveshaft puts the focus on the torque.   

Clean and authentic in every detail. 

Make your personal cruiser

The R 18 in the Olivine model variant comes with an exclusive, high-quality Option 719 package. This package includes the weatherproof seat with diamond-shaped stitching, and fine forged wheels. And of course, there are other ways to further customize this special look and create your dream bike.

Experience the sound of the R 18

We have counted on the boxer since 1923 with conviction. The 1,802 cc two-cylinder boxer engine of the R 18 is the highest displacement boxer that BMW has ever built. It delivers a maximum torque of 116 lbs-ft at 3,000 rpm. At 4,750 rpm, the Big Boxer delivers 91 hp combining its core tradition with modern technology for pure emotion on the road. 

3 year warranty

Ride on & on & on. 

Get up to 3-years or 36,000 miles warranty on all new motorcycles. 

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The right way? Your own

#soulfuel means always keeping your passion and curiosity. Even when you are not sitting on your bike. 

2022 BMW R 18 B First Ride Review: A Tour(ing) De Force

Conquering california’s coast with a bavarian bagger..

BMW made no bones about moving in on the Harley -dominated cruiser market when it launched the R 18 in April, 2020. Drawing from the Motor Company's Softail Slim , the Bavarians literally took a page out of Harley’s book to attract buyers. BMW then returned to the well in October, 2020, introducing the R 18 Classic . Equipped with leather bags and a large windshield, the variant shared more than a moniker with Harley’s Heritage Classic.

That first offensive wasn’t BMW’s endgame, however. To truly hit the Harley where it hurts, the company went after the Bar and Shield’s bread and butter: the grand touring segment. Released in July, 2021, the R 18 B added long-distance comfort and convenience to the platform’s repertoire. BMW did more than just slap on a full-size fairing and hard bags though. The House of Munich re-engineered the chassis to suit the cruiser’s new touring ambitions as well.

A 19-inch front wheel steps in for the R18’s 16-incher, the rake tightens to 27.3 degrees, and the wheelbase shrinks to 66.7 inches. That revised double-loop frame not only accommodates two-up touring but also lightened the standard model’s heavy steering. BMW addressed another common R 18 complaint when it increased the bagger’s rear suspension travel to 4.7 inches while adding position-dependent damping and hydraulically adjustable ride height.

The advanced technology doesn’t stop at the tail end though. The new front fairing houses the IMAX of all motorcycle displays, a 10.25-inch-wide, HD resolution (1920 x 720) TFT dash. On the left switchgear, BMW’s trademark WonderWheel makes its R 18 debut, allowing riders to scroll through the bike’s diagnostics, settings, and available navigation. The Marshall stereo system encourages users to jam out to local radio stations or Bluetooth-connected media while the optional radar-assisted adaptive cruise control outfits the R 18 B for the long haul.

Improved geometry and cutting-edge tech may lead BMW’s latest charge, but the Beemer still has to stand up to the class benchmark: the Harley-Davidson Street Glide. With that gold standard in mind, we set out for a 1,100-mile trip up the California coast to test whether the new BMW R 18 B is a checkmate in a brewing battle of the baggers.

Despite all the changes that went into the R 18 B, the big-bore boxer remains unchanged. The air/liquid-cooled, 1,802cc opposed twin still produces 116 ft-lb of torque (at 3,000 rpm) and 91 horsepower (at 4,750 rpm). For that reason, the Beemer shines between 3,000 rpm and 4,000 rpm. Within that range, the bagger pulls like a freight train, but as the torque curve dives, the R 18 B’s direct throttle response trails off as well. Beyond the 4,000-rpm mark, the burly boxer still chugs up to its 5,500-rpm redline, but without all the gusto found in the mid-range.

Though the R 18 B idles at around 1,000 rpm, riders have to coax the 1.8-liter engine up to 2,000 rpm, or else it stutters and bogs away from the line. Lean fueling (due to modern emissions standards) may be the root of the issue, but riders can manage takeoffs with a conservative clutch hand and a liberal right wrist.

The narrow powerband may be a limiting factor, but the mid-range also dampens the boxer’s raucous vibrations. In the lower gears, the vibes are most prominent, buzzing through the bars and mini-floorboards. At highway speeds, however, the sensation is much more tolerable.

At 70 mph in sixth gear, the R 18 B lumbers along at a steady pace, though throttle pick up slightly lags. As a result, I regularly cruised at highway speeds in fifth gear to stay within the 3,000-4,000-rpm sweet spot, which yields the best passing power for emergency situations. While the power pulses and delivery presented challenges, the optional adaptive cruise control (ACC) smoothed out all the rough edges.

Gallery: 2022 BMW R 18 B

The Bosch-developed system operates similar to standard cruise control, but with a following distance button at the right switchgear, the rider remains in control of the semi-automated functions. Even in the closest setting, the three-second buffer between the BMW and the vehicle ahead leaves enough time for the evasive maneuvers. If that following distance is too close for comfort, two additional settings enable users to extend that cushion to a more cautious gap.

On the open road, ACC proved invaluable. Those familiar with motorcycle cruise control systems know that the technology not only covers ground in the most efficient manner but also provides much-needed rest for the rider’s right wrist. With ACC, on the other hand, the user is even freer to set it and forget it. Gliding down the road at 75 mph, I regularly let the system take me along for the ride while I added intermittent steering inputs. Even when a car cut into my lane, the R 18 B throttled down to a comfortable 65 mph in a matter of seconds to maintain my buffer zone.

In those situations, ACC kicked in immediately but not abruptly. I never felt like I (or the system) was out of control. Of course, pulling in the clutch or brake lever disengages the cruise control, but users can also override the system with extra throttle if they need to escape a hairy situation. The ACC is also quite intuitive, slowing to the set speed after a throttle burst or ramping up once the vehicle ahead switches lanes.

The system not only accurately distinguishes between cars in neighboring lanes, but if the fairing-integrated radar detects a vehicle ahead picking up speed, it proportionately adds throttle as well. In its category, BMW’s R 18 B is the first to adopt the Bosch-developed ACC and that gives the Bavarian bagger a definite edge in technology. However, there’s more to touring than gizmos and gadgets, and the R 18 B brings its own bag of tricks to the party.

Every Twist And Turn

While the standard R 18 favored a stance and style perfect for bar-hopping, BMW had to outfit the touring variant for cross-country travels. To make the handling more responsive, the firm steepened the bagger’s rake by more than five degrees. The 19-inch wheel may seem counterintuitive to those goals, but the R 18 B changes direction with the slightest input at the handlebars.

Shod in Bridgestone Battlecruise H50 tires, the larger front wheel and 49mm fork did a commendable job of communicating the differing road surfaces. From super slab interstates to gravel-strewn backroads to tar-snaked twisties, I always understood the bagger’s available grip. At lean, the front end was just as accurate, providing predictable feedback and response. However, it’s hard to shower the rear suspension with similar praise.

The R 18 B’s updated monoshock certainly improves on the standard model’s harsh rear end. With just 3.5 inches of travel, the original shock sent each bump and pothole straight through the rider’s back. To atone for that oversight, BMW jacked up the bagger’s back end to 4.7 inches of travel, delivering an ultra-plush ride. The Beemer practically negates all road irregularities as a result, smoothing out even the hardest hits. Unfortunately, the soft rear end and direct front fork don’t always get along.

At tip-in, the R 18 B is planted and predictable. Conversely, if the rider deviates from the original line or encounters mid-corner bumps, the rear wallows with a slight undulating action. As a result, the feel out back becomes vague and disconnected. If you select and stick to a line throughout the curve, the bike plows right through without so much as a wobble. Unfortunately, unforeseen adjustments quickly expose the buoyant back end. Of course, we don’t expect a bagger to hustle around corners, but a manually adjustable monoshock could go a long way to addressing the issue.

It’s a similar story with the brakes. The dual four-piston calipers and twin 300mm front discs provide enough stopping power in the end, but they don’t provide much in the way of initial bite or feel. For those that favor the front brake, BMW’s system distributes a portion of braking power to the single four-piston caliper and 300mm rotor out back as well. The linked brakes help shed speed more efficiently, but you can also feel the system borrowing braking power at the lever. That’s a disconcerting sensation when you’re descending a steep hill. Luckily, the rider aid only intrudes in select situations and heavy braking zones.

Comfy Confines

Even if the R 18 B’s bag of tricks is a mixed bag, the infotainment system draws from BMW’s industry-leading interface. Unlike the R 18’s stripped-down controls and throwback circular speedometer, BMW throws the kitchen sink at the bagger’s new fairing. Four analog gauges report remaining fuel, speed, rpm, and voltage while the 10.25-inch TFT boasts enough room for a dual-pane layout. Using’s BMW’s intuitive Wonder Wheel and menu button, the user can access trip data, local radio stations, smartphone media, navigation, and bike settings.

While the system puts endless options at the rider’s fingertips, navigating those options with the Wonder Wheel and menu button can become cumbersome. Accessing certain submenus requires punching the menu button while others involve a lateral press on the Wonder Wheel. With practice, your left thumb develops the muscle memory necessary for jumping through the folders quickly, but a simplified interface would also speed up the process. Additionally, the turn Wonder Wheel is located next to the turn signal switch, and I embarrassingly pushed the wrong control during many a left-lane change.

As for the infotainment system’s performance, the Marshall speakers deliver crisp, clear audio. With two fairing-mounted speakers and optional subwoofers in each bag, the sound literally envelopes the rider. During testing, the system worked seamlessly with Apple iOS devices but frequently encountered connectivity issues with Android smartphones. Upon connecting, the interface offered full operation of the phone’s media, but functionality would suffer after a second startup. Disconnecting and reconnecting the device restored full control to the rider, but I eventually switched to the radio to avoid the hassle.

The rest of the R 18 B’s cockpit prioritized comfort and convenience as well. With wide buckhorn bars sweeping back to the rider, the upright position suits long-distance road trips. The broad fork-mounted fairing mitigated buffeting but the short windshield left turbulent air dancing on the top of my helmet. A taller windscreen from BMW’s catalog will easily remedy that situation for taller riders, but anyone under five foot, eight inches will be just fine with the stock shield.

Further back, BMW raised the seat 1.1 inches over the standard model’s saddle to relax the bend at the rider’s knees and the adjustment worked. Due to the massive outboard cylinders, the bagger’s legroom hasn’t increased over the R 18, but the taller seat does help relieve stiff knees during long journeys. On the other hand, extra padding on the touring seat would have gone a long way as well, but my bony back end typically endured the 225 miles between fill-ups.

The features that I can’t praise enough are the heated seat and hand grips. During my travels, I hit spots of rain and heavy winds. The chill temperatures eventually receded by the afternoon, but the five-level heated accessories allowed me to maintain my mileage quota in relative comfort. The premium features made the long stints in the saddle more enjoyable than ever, but they all come at a price.

Bringing It Home

Starting at $21,495, the 2022 BMW R 18 B slightly undercuts the 2021 Harley-Davidson Street Glide’s MSRP ($21,999). However, BMW’s Premium Light Package (hill start assist, adaptive headlight, reverse assist, and Marshall subwoofers) tacks on $2,300. The Select Package (alarm system, locking fuel cap, heated seat, tire pressure monitor, and electric bag locks) adds another $1,275 to the price tag. Throw in Roland Sand Designs milled cylinder covers, an engine housing cover, a two-tone black wheelset, and Vance & Hines slip-ons, and the asking price swiftly approaches $30,000.

Many riders will opt for the base package, but a fair share will also order the works, and for good reason. Features such as the tire pressure monitor system, heated seat, and Marshall Gold Series Audio amplify the R 18 B’s touring chops. However, it’s a solid package in stock trim. No, the new Beemer isn’t a death blow to Harley-Davidson, but it’s a worthy competitor. At 877 pounds, it has 22 pounds on its main rival, but it’s also the only bike in the category to offer adaptive cruise control and a 10.25-inch TFT display. The R 18 B may not be BMW’s endgame either, but it definitely changes the game for bagger customers.

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Evans Brasfield’s Kawasaki KLX300 and KTM 790 Duke

Abhi races a honda cb160, part 3 – service and…sale, join me – nate kern doublerfest at barber, 10/9, abhi races a honda cb160, part 2 – the shakedown run, abhi races a honda cb160, part 1 – introduction, what do you want to know 2022 krämer hkr evo2 s, first ride review – 2022 yamaha mt-10 sp, a week with the 2022 bmw k1600 gtl – intro, what do you want to know 2020 bimota tesi 3d final edition, first ride review – 2022 yamaha xsr900, first ride review – 2021 harley-davidson screamin’ eagle road glide king of the baggers, db customs build – 1982 suzuki katana restomod, i’m still alive, meet a reader – wheelz270.

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First Ride Review – 1,200 Miles With The 2022 BMW R18 Transcontinental

In Cruiser , Reviews , Touring by Abhi September 7, 2021 Leave a Comment

“ I’ve never seen a BMW that big. ” I’m in Alamosa, Colorado and a gentleman at the fuel pump across from me has been eying my BMW R18 Transcontinental loaner for the last couple of minutes. Once he finally says something, I take my earplugs out and ask him to repeat himself. “ I can’t believe BMW built something that large ,” he confirms.

I paused for a moment, reflecting on the BMWs I’ve loved over the years before coming up with an underwhelming response: “ I can’t, either .”

Say hello to 942 pounds of Bavarian Beef.

When I got the opportunity to ride the BMW R18 a few months back, I liked the engine and the styling but I struggled to understand why it had been created in the first place – I thought it was too weird for cruiser fans and too cruiser-y for BMW fans. I concluded the review by saying, “ I think this platform makes a lot more sense with bags and possibly a fairing, so I look forward to seeing what BMW has planned next on the R18 chassis .” Looks like it’s time to find out.

• This bike is much better as a bagger.
• Possibly the most impressive two-wheeled showcase of technology available today.
• Weight – 942 pounds in Transcontinental trim.
• Horrible clutch feel, poor brake feel.
• Not great at actually being a motorcycle.

First Ride Review – 2021 BMW R18 Photos by Kevin Wing .

See you later, Colorado!

Any time I hit the road, I try to bring back Vy a snack (usually chips) that can’t be found in Los Angeles. We didn’t expect to find any unique chips in the Mile High City, but Vy discovered a specialty soda shop that she was intrigued by because they had flavors like Prickly Pear, Black Cherry, and Elderberry. Because of that, my first stop was at Rocky Mountain Soda Company . I walked into their headquarters, only to find out that it was the manufacturing plant and they didn’t have any retail sales. But a kind employee told me two things:

The top-loading side cases fit 27L and the trunk fits 48L, however those numbers decrease to 26.5L and 47L respectively with the Marshall speakers, which I assume just about everybody will be ordering. The bags are obviously waterproof, and BMW offers custom-fit canvas inner bags as an accessory. You’ll want them, because unlike with most BMW bikes, the luggage on the R18 Transcontinental is not designed to be easily removed and brought in with you. This is because the brake lights/turn signals are integrated into the trunk and mounted to the saddlebags.

Then the gentleman walked outside while I was looking up directions to my next stop and he said a third thing: “ Wow, that’s the new BMW? Looks just like a Street Glide !” I suspect BMW would be glad to hear that, and I do think that BMW has created a fine looking machine in their efforts to steal away Harley-Davidson and Indian buyers.

He took a few photos to send to his dad, a BMW GS rider.

Soda sourcing established, I started the trip in earnest. The problem is, my original plan was to head west, but the Caldor Fire and the air quality issues it was causing made me think that was a mistake. I instead headed south, but now I had to improvise. So I pulled up Google Maps to see if there were any fun roads that would keep me off the interstate, and Route 67 looked promising. I started with a little bit of boring slab on Route 25, and within a couple of miles I had a tail from the Aurora Police Department. I wasn’t speeding but I kept checking the mirrors (which offer a great view but vibrate too much) for some flashing lights behind me. They never came, and after 4-5 miles the officer pulled up along side me, started at the side profile of the R18 for a few moments, and gave me a thumbs up. I guess he approved of the styling, as well.

The full R18 family – base, Classic, B (Bagger), and Transcontinental.

Photos and GoPro video never seem to capture how steep it really is.

My dirt adventure ends just a couple of miles later, and then I’m following the Platte River on the unsurprisingly-named Platte River Road. I’ve got tunes blasting on the Marshall sound system, loud enough so I can enjoy them but hopefully not loud enough to disrupt the shocking amount of angler fisherman wading in the river.

90W subwoofer in the side case, which takes up .5L of the available 27L.

More on this bike when the embargo lifts on Wednesday…

The attendant told me that I’d be sent back down the mountain if anyone caught me speeding. I told her that wouldn’t be a problem on this bike.

This seemed extra appropriate with my current ride, because these bikes are BIG. The B weighs 877 pounds , while the Transcontinental weighs a hefty 942 pounds , making it the second heaviest bike you can buy right now (1st place goes to the 963-pound Yamaha Star Venture ). You feel this getting the bike off the kick stand, approaching a stop light, and while maneuvering at walking speeds – there’s just no way to hide bulk like that, but it’s also what comes with the territory of big twin-cylinder touring.

It scrapes and sparks, just not as much as the original R18 .

The branding is strong, but the brakes are weak.

One of many beautiful views on Hwy 160.

What’s also quite apparent at night is the screen, which is beyond impressive.

I wasn’t sure what to do with my second day on the road. I had roughly 800 miles to cover to get home, and my hope was to split that up over another three days or so. But Vy had just wrapped up a month-long shoot on a movie set and I had a lot of work to do for some charity auctions Iconic is running with Honda (more on that later, but here’s the listings if you’re curious: 2005 , 2007 , 2009 ), so I decided to really put a test to the Transcontinental’s long distance/highway chops and knock it all out in one day. With that said, I still had another 310 miles of Hwy 160 before I got to Interstate 40 – and I had a pleasant surprise in the next major city!

This is also when I fell in love with the R18’s ACC – or as BMW would prefer I call it, Adaptive Cruise Control. The Germans are not the first to bring this technology to motorcycling, as Ducati debuted it with the V4 Multistrada. However I have a friend who owns a V4 Multistrada and he says that it wasn’t approved by the feds when Ducati first started selling the bike here so he has to take his bike into the dealership in a couple of weeks to get it turned on. Anyone else have a V4 Multi that can comment on that? Regardless, it was my first experience with the technology, and I am simply blown away by it. I’m not going to buy a bike just because it has ACC, but I was stunned by how well it worked and I’m going to make a short YouTube video for you soon to show you how it works on the road. For now, you’ll have to settle for my written description:

Chilling in the passenger seat while comfortably cruising at 85.

Those bolts mean the windshield ain’t going anywhere.

Look Ma, no trunk!

Put weight on either edge of the passenger seat and it will flex.

In my effort to blend a review with a ride report, there’s a couple of things I left out. Have any questions? Please let me know in the comments and I’ll respond as soon as I can!

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2022 BMW R 18 B and R 18 Transcontinental First Look

New touring variants based on 1,802cc Big Boxer engine ready to take on the open road.

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2022 BMW R18B (And R18 Transcontinental) Review - First Ride

Riding 1,475 miles to see if the BMW R18B has the bagger chops to ease into this competitive market

As I pull the 2022 BMW R18B out of the underground parking of the hotel where BMW had hosted its new model introduction, I wonder if a 7:30 departure still qualifies as my crack-of-dawn goal. Within a couple of blocks, I’m fully embroiled in the peak Denver commuter bump-and-grind. Still, I settle into an easy rhythm of following the mechanical voice instructions paired with their informative visual counterparts on the massive TFT screen. The saddlebags are packed to the point of bulging, and the overflow gear is rolled up and strapped down on the back. Yes, I’d have more room with the BMW R18 Transcontinental, but I prefer baggers for their cleaner lines and lower weight. Eventually, I head up the entrance ramp that will guide me to I-70 W out of the city. When I roll the throttle open, accelerating up to cruising speed, the beefy Boxer shudders its approval. The mountains and the road west beckon.

2022 BMW R18B

BMW Releases Details On “Big Boxer” R18 Engine

2021 BMW R18 Review – First Ride

A Big Boxer

Ignoring the ginormous cylinders jutting out of both sides of the “Big Boxer”engine is simply impossible. Nothing about the 1,802cc Big Twin is subtle. Take its 244-lb. weight, for example, which is about 13 lb. more than a Honda Grom. Or how about the 107 mm x 100 mm bore and stroke? Despite its historical origins, the air- and oil-cooled Big Boxer is a thoroughly modern, Euro 5-certified beast. The four valves per cylinder are operated by fork rocker arms (with traditional locking screw adjusters for easy home-garage adjustment), which in turn are manipulated by pushrods. The dual cams are positioned above the crankshaft to help minimize pushrod length and reciprocating mass and contribute to the overall tighter tolerances of a modern engine.

Power is transferred from the engine to the exposed drive shaft via a constant mesh 6-speed transmission. Controlling the exchange of power is a single plate, self-reinforcing dry clutch, complete with a back-torque limiter to prevent rear wheel hop under hard deceleration or botched downshifts.

Working my way through the morning traffic is an object lesson in how clutch effort need not be hard on a torquey, large-displacement engine. My hand can easily manage the repeated clutch releases in the shuffle from one stoplight to the next. One feature that is not as sunny as this Friday morning is the clutch’s friction zone and final engagement point, which seems to vary with the throttle position. So, if I try to get a quick launch by giving a little more throttle, the clutch ends up slipping more, making me sound like I don’t know what I’m doing. The workaround I settle on is getting the clutch fully engaged while almost lugging the engine and then rolling on the throttle, which works quite well in traffic. Still, I’d prefer a more consistent clutch engagement point.

Once I enter the mountains and leave the interstate behind, I can really focus on the engine’s power delivery. The Big Boxer has a sweet spot between 2,000 rpm and 3,500 rpm, and if you can ride the crest of the torque wave here the engine seems its happiest. Get up above 3,500 rpm, and vibration becomes pretty prominent. Above 4,000 rpm you become acutely aware of how huge those pistons are as they slam back-and-forth inches from your feet. There was some discussion about engine vibration among the journalists, with some of them finding objectionable vibrations occurring below 3,500 rpm. Personally, I find that if you can keep the rpm within that 1,500-rpm range, the vibration is really quite pleasant and part of the character of a Big Twin. Try to rev out the engine to redline, and unless you are accelerating very quickly, the vibration becomes oppressive, particularly above 4,000 rpm.

Rolling through seemingly endless corners through the Rocky Mountains is a great way to test the EFI’s fuel metering. As I found with the R18 when I had one in my possession last year, the fueling is spot on. Nothing I could do would make the power delivery hiccup in any on/off or off/on throttle transitions. While I’m sure the flywheel effect helps to mask any small miscues, the overall impression is one of polished precision.

The same can be said of the slick-shifting transmission. Once I had the heel and toe shifters height adjusted to my preference, running through the gears was simply a joy. What makes the shifter adjustment so critical is that there is precious little space for the rider’s toes to access the shifter, and having the front shifter only slightly too high or too low makes shifting quite difficult. Still, on my journey through the Rockies, I frequently wondered why BMW chose not to outfit the R18B with its typically flawless Shift Assist Pro system. Given that the engine’s happy place is only 1,500 rpm wide, the rider has to stir the gearbox a little more frequently than is typically required of a Big Twin.

Updated Chassis

BMW could have simply installed the fork-mounted fairing and saddlebags without making any changes to the chassis (we’ve seen it done before), but that would have compromised the chassis rigidity and stability of the R18B and the R18 Transcontinental even more so. Consequently, the BMW engineering team tackled the chassis from two directions. First, the headstock and backbone were strengthened to handle the additional loads of the fairing, saddlebags, passengers, and cargo. More interestingly, the rake was changed, and the fork tubes were moved behind the steering stem. These changes were made to give the bike a lighter steering feel at lower speeds and to lessen the tendency to fall into corners at higher speeds.

BMW was successful in both goals. Once you get the R18B (and Transcontinental) moving, parking lot maneuvers are pretty sprightly for a machine claimed to weigh 877 lb. In my travels home from the Denver introduction, I bent the bagger into hundreds of corners and not once did I feel an inkling of falling in. Quite the opposite. The R18B wants to stand up slightly and understeer in corners, requiring a bit of pressure on the inside grip to hold a line. This is not to say that the rider has to fight the bike, and the tendency is not increased by rolling off the throttle or applying the brakes mid-corner. It’s just a characteristic that I noted and played around with throughout my ride, and it does not affect the ability to change lines mid-corner at all.

As my ride takes me out of Colorado and into the remote southeastern corner of Utah, I encounter bumpy pavement that gives me the perfect environment to consider the suspension and chassis stiffness. Having been spoiled by semi-active suspension, I miss it a bit on the rough pavement. The taut fork and shock that stabilize the chassis in corners feel a little harsh in this environment. However, given the choice between a firm ride in the corners with a little more delivery of bumps to the rider and a pillowy ride that wallows in the corners, I’ll take the firmer suspension every time. Despite the firmness, I can clearly feel the additional suspension stroke allowed by the 4.7-in. travel BMW claims in the rear. Where the R18 felt harsh as the shock ended its stroke, the R18B (and Transcontinental) does a better job of handling big jolts.

Encountering bumps while leaned over, particularly in high-speed sweepers, is a great way to test the stiffness of the chassis, and in all but the biggest of the rolling bumps encountered mid-corner, the chassis displays no flex. Those big hits, which are followed by G-outs, give a slight, momentary hinge-in-the-middle feeling but not the oscillation that can turn into a wobble.

Not surprisingly, the limiting factor in cornering is the floorboards. While the shock is 1.2 in. longer, the ride-height only increased by 0.3 in. So, the R18B has marginally more cornering clearance and, like its older sibling, drags cleanly when the peg/floorboards do touch. Still, the cornering fun ends sooner than I like. However, by the time I arrive in Utah, I’ve had two days of riding to adjust my lean angle sensors and only drag the floorboard twice in the state while still having fun at a cruiser-touring pace and continuing to be the fastest bike of all those I encounter on the road.

Capable Cruiser Brakes

I come up with this description of the R18B’s binders, as I’m trail-braking into a long, downhill, slightly decreasing-radius corner along Utah’s scenic Highway 12. The phrasing is meant to imply that, while they are decent, the brakes are not up to sporty-touring standards – not that it’s really a problem since the R18B is a cruiser. So, what we have is a pair of axial-mounted four-piston calipers squeezing 300mm floating rotors up front with a single four-piston caliper and 300mm disc out back to handle your deceleration requirements.

While the lever is mushier than I would like – and consequently, limits feel – the front braking system is plenty powerful and can haul the big bike down from speed with gusto if necessary. Notably, the brakes are linked, making the front brake also apply the rear brake to some degree. This is a good thing since the brake pedal position makes it difficult to cover or even apply the rear brake in a hurry. I can only guess that the position was an attempt to address the issue with the R18’s pedal. Unfortunately, the new location is a detriment to the rear brake’s use.

So, how does a performance-oriented rider navigate a turn on this touring cruiser? The long wheelbase means that the Big Boxer plays a big role on corner entry with an early throttle roll-off on approach and a possible downshift to begin the deceleration. When I choose to apply the brakes is a function of how I see the corner’s path. Typically, I lift to a neutral throttle position and trail the brakes into the corner using them to keep my lean angle within the ground clearance parameters. When the exit is in sight (or I’m certain my speed is correct for the rest of the corner), I release the brakes and begin the throttle roll-on. This technique is fun, challenging, and allows the R18B to make remarkably good time through a series of corners despite the ground clearance limitations.

Rider Comfort

The area of rider comfort is quite subjective. So, I believe I should start with some dimensions. I am 5 ft. 11 in. with a 32-in. inseam. At the R18B’s introduction, I encountered journalists – both taller and shorter than myself – that rated the riding position less than ideal. I’ll start with the legroom. I was riding 400-500 miles per day and never felt cramped by the floorboard position. However, I heard a rider who is a couple of inches taller than me say that the legroom was less than optimal for him. Similarly, he felt that the B’s windshield created excessive buffeting while I had no issues with it – even at triple-digit speeds.

(An aside about the taller Transcontinental windshield: I was able to just barely see over it, with the line crossing the lower third of my field of vision, but a shorter rider of around 5 ft. 8 in. said he could only look through it, which would be a consideration for riders in rainy or buggy environments. Since the Bagger and Transcontinental windshields are interchangeable, the lower option would fit on the Transcontinental. There is also a wind deflector option that is even lower, but I did not get a chance to see or sample it.)

When traveling multiple hundreds of miles per day, any seat will get uncomfortable. That said, taking occasional breaks to stretch my legs and get fresh blood in my buttocks helped immensely. I’d rate the R18B’s seat at a solid 8 out of 10 for long-distance comfort. There is also plenty of room to move around on the seat to ease the bun burn during tank-draining stints.

With regards to my upper body, the reach to the handlebar was just about perfect for me, and only during tight turns did I feel like it was a stretch for my outer arm to retain a comfortable grip on the throttle, brake, or clutch.

Storage Capacity

The fact that the B has less storage capacity than the Transcontinental is fairly obvious, and both bikes offer a fairly typical saddlebag capacity of 27 liters. However, it was a single miscalculation (the hard sides of my helmet case made it take up half of the saddlebag’s space) that forced me to strap my duffel bag to the back seat for my ride home. The electronically-locking saddlebags feature an interesting double locking system. You press the lid down until it clicks, and then you press down a lever to secure the latch. The electric lock is also keyed for non-powered use. If I were in the market for this bike, I’d go for a version without the saddlebag speakers since they eat into the storage space, and I never use a motorcycle’s speakers unless I’m testing the sound system for an article.

Electronic Touring Amenities

Here is an area where BMW typically excels, and for the most part, this is true with the R18B and R18 Transcontinental. Many of the options, when they work properly, are completely unobtrusive and go unnoticed. For example the automatic ride-height adjustment on the shock. How do I know it worked? The R18B felt completely balanced front and rear both with and without my belongings in the saddlebags. Then there are the de rigueur heated grips and seat (the grips I used when summiting Mt. Evans in 42° F weather and 30-mph winds).

Riding after dark to my hotel gives me a chance to really test the LED headlight. With the Headlight Pro with Mechanical Cornering Lights, I expected to be able to see a difference as I turned in for corners. Well, I don’t notice the low beam pivoting, but I am impressed by how far through a corner I can see after dark. BMW claims the low beam pivots over a range of +/- 35°. This is particularly important since I am riding through dusk to full darkness in the mountains…in open range…where 1,700 lb. of beef in a black fur coat could be awaiting me just out of the light’s reach. The high beam is impressive, giving me a great view down the road, but I’m even more thrilled by the low beam’s light pattern that gives plenty of illumination without prompting a single oncoming car to flash lights at me.

Perhaps the most impressive piece of electronics in the R18B’s arsenal is the Adaptive Cruise Control. Not only does it take into account the vehicles in front of you, but it also responds almost immediately to climbing or topping a hill, typically delivering just 1 mph of variation when encountering these challenges. The more I play with the cruise control the more impressed I am with it, which is why I have it set to allow for the closest following distance possible. The front radar has a remarkably narrow beam and only selects the cars in your lane, although sometimes, in a curve, the car icon on the TFT will flash for an instant before correcting itself as the car in the next lane crosses the radar’s field of view. However, with a field of view this precise, it is possible for it to miss the bike immediately in front of you when riding in a staggered formation. Riding a little more towards the center of the lane, rather than the right or left side, eliminates this issue, but you still need to pay a little more attention with bikes in front of you than with other vehicles.

Why did I wait so long to write about the 10.25-in. TFT display when I spent so much time looking at it during my ride? Perhaps, I was saving the best for last. The screen really is a sight to behold, and it offered all of the information I needed at any given time save for the fuel gauge and the tachometer, both of which were only glanced at periodically more out of curiosity than need.

Once you’re indoctrinated, the BMW’s menu system is easily manipulated with the control wheel while under way. The TFT is easy to read in all lighting conditions – even with direct light shining on it. The dual trip displays allow me to track my trip both from beginning to end and through each tank of gas. That’s how I discovered that I averaged 59 mph over the entire 1,475 miles. (I’ll leave it to you to figure out how that happened with all the small towns I passed through with 30 mph speed limits.) I really can’t say enough about how nice the screen is, and how its width allows you to view multiple readouts simultaneously, particularly the navigation map alongside the turn-by-turn directions. Which brings us to…

BMW’s Odd Choice of a Navigation System

I’ll state my thesis right off the bat: A motorcycle company that can design such an intuitive menu system manipulated by a control wheel should be able to integrate that system with both Apple CarPlay and Android Auto. Instead, the engineers give us the BMW Motorrad Connected app, which, in order to work, must always be in the foreground with your phone fully awake. Don’t get me wrong, there are some strokes of brilliance in BMW’s system, like the waterproof phone locker with the USB C port and a fan to keep your phone cool. (Although, one journalist was unable to get his iPhone Plus to fit in the locker with the charging cable attached.) Wireless charging was ruled out because of the heat it generates. How many touring bikes have I ridden over the years in which the storage for charging a phone appeared to be an afterthought? (I remember a pouch hanging inside of a fork-mounted fairing. What bike was that?)

But back to the Connected app. My preparation for my ride back to Los Angeles began in its usual fashion for a touring bike. I massaged a route into shape for each day with Google Maps and then converted the URL for the route into a GPX file for transfer to a navigation system. A reasonably workable solution, and up to the point of getting the information into the Connected app the process is the same as with every bike-based GPS. However, utilizing the app and the navigation system proved to be an occasional challenge.

For the basic operations, like Bluetooth pairing for phone calls and music, the R18B’s process is straightforward. The issue is the connected app. First, it takes a couple of minutes for the system and the phone to completely connect. So, my traveling routine is: start the Connect app, load the route I want to travel, plug the iPhone into the bike, turn on the ignition, wait for the connection process to complete, and finally start the engine. The process was only slightly shortened if the app was already running the route prior to stopping.

Once it’s fully connected to the bike, the display on the TFT is a sight to behold. My preferred setup is to have the map on the left side of the screen and the directions on the right. That way I always know how far it is to the next turn and what the road’s name is. I used this screen setup for my entire ride. Unfortunately, while riding, periodically, for no apparent reason, the system either freezes or disconnects from the phone, leaving me with a flashing icon for the display. If the phone doesn’t reconnect in a minute or two, the only recourse is to pull over and try quitting and restarting the Connect app and possibly the bike, too.

While this disconnection happened on every day of my ride, the first and last days were the worst. Although I can’t prove it, I suspect that heat was part of the issue. During the hours I spent in the desert with the temperature ranging from 104° – 109°F the disconnections were most frequent. But there’s more to the instability.

This isn’t the only issue with the app. What the design team appears to have overlooked is that people like to run more than one app at a time on their smartphones. While I have access to my address book for phone calls and the music stored on my phone via the TFT, I am out of luck if I want to stream music or listen to podcasts from my favorite app. So, I ended up unpairing my helmet from the entertainment system and pairing it back to my phone. This way I can run the other apps I want to use and the Connected app at the same time. Sort of.

My final day of riding starts with the map refusing to display. Since the app is still announcing turns (and my trip is a straight shot down I-15 to Los Angeles), I decide to ride without the map. Once the podcast I’m listening to finishes, the map immediately pops up on the screen, and directions start to function normally. So, if heat isn’t responsible for the multiple disconnections with the Connected app, the attempt to run multiple apps simultaneously is.

What BMW appears to have overlooked is that people don’t just use their phones for calls, music, and navigation. Instead of trying to reinvent the wheel, BMW should have spent its time getting their system to work with the CarPlay and Android Auto environments, which would allow people to use their phones as they would in their car. Then the Connected app would work in conjunction with the other apps instead of trying to completely take over the phone. If Honda can make the Gold Wing compatible with Car Play and Android Auto with a less intuitive control system, one would think that BMW is more than capable of doing the same thing. Or is this simply a case of the same “We know better” arrogance that for years forced BMW riders to use three buttons where one switch would work better for turn signals?

The End of the Road

Pulling into my driveway, I’m grateful for my time with the BMW R18B. I’ve gained a depth of understanding of the bike’s strengths and weaknesses that I didn’t have from the one day, 200 mile ride at the introduction. While I can learn a lot about how a bike rides during an intro, a touring bike, because of the complexity of its systems, really demands an extended test. I couldn’t have figured out the intricacies of the Connected app without the seat time, nor would I be able to say that the calculated range from my average of 48.2 mpg is 304 miles.

As I sit here looking back on the ride, I consider the 2022 BMW R18B to be an extremely capable touring companion with one glaring flaw for the market in the form of the BMW Motorrad App requirement for navigation. Although BMW’s representatives said (and it is fairly obvious) that the Harley-Davidson Street Glide was an inspiration behind the development of the R18B, I don’t think that the bike will steal many sales from the HD faithful. Rather, the R18B and the Transcontinental will attract the bagger-curious and other riders who are attracted to the relaxed cruising-tourer style of riding but were put off by the weight that the Harley name carries in some circles, or perhaps, they simply don’t like the traditional V-Twin configurations offered by Harley, Indian, and the Japanese marques in this riding segment.

If you think you might be interested in either the R18B or the Transcontinental, they are currently arriving in showrooms. The base (and therefore impossible to find) model starts at $22,590. The price, as tested, for the R18B that I rode home is approximately $25,520. It includes the following packages: Premium Light Package ($2,300) and Select Package ($1,275). Then it also received a nice selection of BMW Accessory Roland Sands Designs parts, but no price is available for them: 2-Tone-Black brake fluid expansion tanks, 2-Tone-Black engine housing cover, 2-Tone-Black cylinder head decorative trim, and 2-Tone-Black handlebar end caps.

Go take a look and a ride. Let me know what you think.

• Cruise-friendly torque curve
• Great touring range
• 10.25-in. TFT screen
• Limited ground clearance
• Phone-based navigation system not ready for prime time
• Missing Shift-Assist Pro

Helmet: Shoei Neotec 2

Jacket: Alpinestars Brera Airflow Jacket (Discontinued)

Gloves: Castor Sport Leather Gloves

Jeans: Alpinestars Riffs (Discontinued)

Boots: TCX AirTech EVO Gore-Tex Boot

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Like most of the best happenings in his life, Evans stumbled into his motojournalism career. While on his way to a planned life in academia, he applied for a job at a motorcycle magazine, thinking he’d get the opportunity to write some freelance articles. Instead, he was offered a full-time job in which he discovered he could actually get paid to ride other people’s motorcycles – and he’s never looked back. Over the 25 years he’s been in the motorcycle industry, Evans has written two books, 101 Sportbike Performance Projects and How to Modify Your Metric Cruiser, and has ridden just about every production motorcycle manufactured. Evans has a deep love of motorcycles and believes they are a force for good in the world.

More by Evans Brasfield

Join the conversation

Looks good. Doesn't look like it's just trying ape Harley styling.

Like Ducati and BMW my Triumph app is also finicky and sometimes irritating requiring shutting down the app and bike to reconnect. In theory the idea is great but execution suffers on all. I might say the same for TFTs. It is really nice to have multiple trip meters, fuel mileage, media control and ride settings available on the fly, but I miss the feel of a classic beauty of an analog rpm gauge. Motorcycles are about visceral feel and a digital analogue lacks the experience of a sweeping arm that offers connection to the engine. Oh well, we can’t have it all and the riding experience of these modern bikes is head and shoulders above bikes of only a decade ago. What we gain in precision and practicality loses on gritty feel. I suppose there is a time for each if you can have multiple machines. For a long distance commuter and year round rider, TCS, ABS, heat and reliability are hard to turn down.

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To the extent that historical press releases reference BMW Manufacturing Co., LLC as the manufacturer of certain X model vehicles, the referenced vehicles are manufactured in South Carolina with a combination of U.S. origin and imported parts and components.

PressClub USA · Article.

The new 2022 bmw r 18 b and r 18 transcontinental., 29.07.2021 press release, woodcliff lake, nj – july 29, 2021…bmw motorrad usa is proud to announce, two new additions to the r 18 family – the 2022 bmw r 18 b “bagger” and r 18 transcontinental. both new models deliver beautiful styling, new infotainment experiences with superb short-distance cruising and long-distance touring comfort and luxury – whether riding solo or two-up with baggage., press contact..

Oleg Satanovsky BMW Group Tel: +1-201-307-3755 Fax: +1-201-573-8416 send an e-mail

Related Links.

• Cruiser and Luxury Touring models join the R 18 and R 18 Classic.
• New Audio Systems in partnership with Marshall Amplification.
• 10.25-inch TFT display with BMW Connected app navigation.
• MSRP of $21,495 for the R 18 B and $24,995 for the R 18 Transcontinental.
• Market launch in August/ 2021

Woodcliff Lake, NJ – July 29, 2021 …BMW Motorrad USA is proud to announce, two new additions to the R 18 family – the 2022 BMW R 18 B “Bagger” and R 18 Transcontinental. Both new models deliver beautiful styling, new infotainment experiences with superb short-distance cruising and long-distance touring comfort and luxury – whether riding solo or two-up with baggage.

Special features of the new R 18 Transcontinental include: Front fairing with high windshield and wind deflectors. A cockpit with four round analog instruments and 10.25-inch TFT color display, additional headlights, Marshall sound system, engine protection bars, side cases, top case, seat heating, chrome trim and an engine finished in Silver metallic.

In contrast, the new R 18 B does without a top case and offers a low windshield, a slimmer seat and a matt black metallic engine finish.

The most powerful BMW boxer engine of all time.

The new R 18 B and R 18 Transcontinental stand for relaxed cruising and touring accompanied by a high level of comfort for both rider and passenger.

The heart of the new R 18 B and R 18 Transcontinental is the 1,802 cc / 110 cubic inch 2-cylinder flat twin engine, the "Big Boxer". With its impressive appearance and technical specifications, the new "Big Boxer" picks up where the traditional boxer engines left off.

Designed for maximum reliability and ease of maintenance, BMW boxer engines were synonymous with Munich and Berlin-Spandau built motorcycles for around 70 years - from the beginning of BMW Motorrad production in 1923 until the appearance of its air/oil-cooled successor. The OHV valve head along with separate engine and transmission housings means that the new engine has the same structural features that made the very first BMW Motorrad boxer so distinctive.

The 1,802-cc engine is the largest boxer engine ever used in series production motorcycle. It features 107.1 mm bore and 100 mm stroke and an output of 91 hp at 4,750 rpm and 116 lb-ft. of torque at 3,000 rpm. More than 111 lb-ft. of torque is available from 2,000 to 4,000 rpm. This ensures enormous pulling power and – in conjunction with a generously sized flywheel mass – exemplary smoothness. The maximum engine speed is 5,750 rpm and the idle is 950 rpm.

Air/oil cooling, vertically split engine housing and triple plain bearing crankcase.

The new air/oil cooled boxer engine features large finned cylinders and cylinder heads and weighs 244 pounds including gearbox and intake system. It has a vertically split aluminum engine housing.

In contrast to the classic air-cooled two-valve boxer engines from BMW Motorrad, the forged heat-treated steel crankshaft of the "Big Boxer" has an additional main center bearing, which is necessary due to the large cylinder volume in order to prevent undesirable longitudinal vibrations from the crankshaft.

Like the crankshaft, the two I-shaft connecting rods are mounted on plain bearings and are likewise forged from quenched and tempered steel. They accommodate cast aluminum pistons with two compression rings and an oil control ring. The inner cylinder walls are coated with NiCaSil.

Lubricating and cooling is supplied by a wet sump lubrication system with a two-stage oil pump driven by the crankshaft via a sleeve chain.

Classic OHV valvetrain with modern four-valve technology and dual ignition.

Although the boxer engine powering the R 18 B and R 18 Transcontinental has four valves, dual ignition, a modern combustion chamber design, intake manifold injection and the BMS-O engine management system for the best possible torque and optimum fuel economy and emissions, it uses a classic OHV configuration – as was the practice on BMW boxer motors for almost 70 years.

When developing the valvetrain for the new engine, BMW Motorrad engineers were inspired by a very special historical BMW engine design – the 2-cylinder boxer engine of the R 5/R 51 (1936 – 1941) and R 51/2 (1950 – 1951), the latter having been the first post-war BMW boxer motorcycle. In contrast to other BMW OHV designs, this historical engine – highly valued by collectors – has two camshafts driven by the crankshaft via a sleeve-type chain.

The two camshafts are also positioned to the left and right above the crankshaft in the new boxer engine. The advantage of this “twin-camshaft boxer” is shorter pushrods. This arrangement reduces the moving masses, decreases deflection and minimizes the linear expansion of the push rods. A generally stiffer valvetrain with improved control precision and higher speed stability is the result of this more elaborate design.

Fork rocker arm and manually adjustable valve clearance via adjusting screws as in the traditional BMW boxer model.

In the traditional BMW Motorrad boxer design, the two pushrods separately actuate the intake and exhaust valves on each cylinder and are guided in a sealed pushrod tube on the top of the cylinders. The two intake and exhaust valves are actuated in pairs via fork toggle levers. The valve clearance is adjusted - as has been the case for decades with most classic air-cooled BMW two-valve boxers - by means of one adjusting screw with lock nut per valve.

As was formerly the case in the classic 2-valve boxers, valve clearance adjustment (0.2 – 0.3 mm) in the R18 “Big Boxer” can be done very quickly. The valves are made of steel, with a disc diameter of 41.2 mm on the inlet side and 35 mm on the outlet side. The valve angle is 21 degrees on the inlet side and 24 degrees on the outlet side.

Constant mesh 6-speed transmission and self-reinforcing single-plate dry clutch with anti-hopping function.

With the exception of the air/water-cooled boxers from 2012, BMW boxer engines have featured a single-disc dry clutch, and the R 18 is no exception. For the first time, it is designed as a self-reinforcing anti-hopping clutch to eliminate undesired rear-wheel hop caused by engine drag torque during hard downshifts.

The constant-mesh 6-speed gearbox is located in a two-part aluminum housing and is designed as a four-shaft transmission with helical gear pairs. The transmission input shaft with cleat damper drives the two transmission shafts with the gear wheel pairs via a countershaft. A reverse gear is available as an optional extra. This is driven by an intermediate gear and an electric motor and can be shifted manually.

Open secondary drive.

As in all BMW boxer motorcycles, torque is transmitted from the gearbox to the rear wheel in the R 18 B and R 18 Transcontinental via a propeller-shaft or universal shaft drive with universal joint, shaft and rear-axle drive with bevel and ring gear. The drive shaft and universal joint are open and nickel-plated, as was commonly the case in BMW Motorrad models up to 1955. A so-called tripoid joint is installed on the gearbox side.

Double-loop steel-tube frame and rear swinging arm with enclosed axle drive in a rigid-style frame design, as on the legendary BMW R 5.

The centerpiece of the suspension in the new R 18 B and R 18 Transcontinental is a double-loop steel tube frame manufactured in the Berlin-Spandau BMW Motorrad plant. Compared to the R 18 and R 18 Classic, the fuel tank in the new R 18 models has been enlarged from 4.2 gallons to 6.3 gallons thus requiring the new frame to be designed as a robot-welded double-loop tube frame. It is painted in high-gloss metallic Black with a backbone made of sheet metal formed parts.

The chassis geometry of the new R 18 B and R 18 Transcontinental has been adapted with the aim of achieving superior ride stability with excellent handling qualities - even in two-person operation and under full load. The steering angle (rake) is now 62.7 degrees (R 18 / R 18 Classic: 57.3 degrees) and the wheel castor is 7.2 inches (R 18 / R 18 Classic: 5.9 inches). Compared to the R 18 and R 18 Classic, the wheelbase of the R 18 Transcontinental and R 18 B has been shortened from 68.2 inches to 66.7 inches.

The two, frame down tubes are each bolted together at four points. The high attention to detail in the manufacturing process is evident in areas such as the welded joints between steel tubes and cast or forged parts. Some of the tube joints are cut at an angle, which makes the connection visually pleasing.

The rear swing arm is made of steel tubes and cast or forged parts. Like the legendary BMW R 5, it surrounds the rear axle drive by bolted connections. The look of the rigid frame used historically in the R 5 was recreated for the R 18 models by BMW engineers based on a central cantilever suspension strut that is almost aligned with the frame’s top tube and “concealed”, along with a tube guide for the swing arm that connects seamlessly to the main frame. As a result, the frame and swing arm not only form the core of the R 18 suspension, their rigid-frame layout also provides the so-called flyline – thereby ultimately defining the design of the new “Big Boxer” models.

Telescopic fork with fork covers plus cantilever suspension strut featuring travel-dependent damping  and automatic load compensation.

The suspension elements of the new R 18 B and R 18 Transcontinental feature a telescopic fork and a directly mounted cantilever suspension strut ensuring excellent wheel control and comfort. In order to achieve the best possible ride response, even when riding with a passenger and fully loaded, the rear suspension strut features travel-dependent damping and automatic load compensation.

Depending on the load, the spring preload is adjusted based on information from a height sensor via a hydraulic unit actuated by a servomotor and linear drive so that an optimum ride height is always achieved. The telescopic fork tubes are encased with classic-style fork covers. The fork tube diameter is 49 mm, while suspension travel is 4.7 inches, front and rear.

Comfortable ergonomics and mid-mounted controls for touring and cruising with the best possible motorcycle control .

The new R 18 B and R 18 Transcontinental offer comfortable ergonomics. Traditionally, the decisive measure for the seating position is BMW Motorrad's ergonomic triangle of the handlebars, the seat and the footrests or running boards. This, together with other parameters such as seat height, width, height and offset of the handlebars, has a major influence on the rider's feeling of comfort and control. The standard seat height is 28.3 inches for the R 18 B and 29.1 inches for the R 18 Transcontinental.

The R 18 Transcontinental is equipped with an especially comfortable standard heated seat to ensure long-distance riding comfort even with two people. The R 18 B has a somewhat shorter and narrower two-person seat bench seat.

The new R 18 B and R 18 Transcontinental feature mid-mounted controls and footrests in keeping with BMW Motorrad’s philosophy. This classic position of controls behind the cylinders of the boxer engine also allows for a relaxed and active riding position for the best possible motorcycle control.

The new R 18 Transcontinental is equipped with standard rider and passenger running boards while the new R18 B features footrests. Optional rider running boards are available for the R 18 B and combine a natural seating position with a traditional look. Rider leg rests, also available as BMW Motorrad Original Accessories, ensure an effortless riding position on the highway. An infinitely adjustable rocker switch is available for comfortable gear changes as part of the running board equipment.

The new R 18 B and R 18 Transcontinental equipped for luxurious cruising and touring offering a high degree of comfort, nostalgic flair and lots of storage space.

The new R 18 B and R 18 Transcontinental are ideally equipped for cruising and luxury touring thanks to the large handlebar-mounted fairing with windshield, a passenger seat and hard cases finished in body color. The cases offer 27 liters each (26.5 liters with optional audio). An additional storage compartment with charging for mobile phones is integrated into the fuel tank. In addition, the new R 18 Transcontinental is equipped as standard with a 48 liter (47 liters with optional audio) top case featuring an integrated backrest. Both the side cases and top case can be fitted with liners (Original BMW Motorrad Accessories).

The Original BMW Motorrad Accessories range also offers additional soft luggage options such as the organizer for the top case and a rear bag in waxed canvas / genuine leather.

The R 18 Transcontinental offers adjustable ventilation control via two flaps mounted on the side of the fairing, thus allowing the rider to benefit from the cooling airstream. The new R 18 Transcontinental is also equipped with standard wind deflectors mounted on the engine guards in order to further increase long-distance riding comfort.

Front double-disc and rear single-disc brakes with BMW Motorrad Full Integral ABS and light alloy cast wheels.

The new R 18 B and R 18 Transcontinental feature a double 300 mm front disc brake setup and a single 300 mm rear disk brake setup in conjunction with four-piston fixed calipers. The brake system is equipped with the proven BMW Motorrad Full Integral ABS. Here, both the hand brake lever and the foot brake lever activate the front and rear brakes together. BMW Motorrad Full Integral ABS adjusts the brake force distribution between the front and rear brakes during braking according to the dynamic wheel load distribution.

The R 18 B and R 18 Transcontinental feature cast light alloy wheels. The 3.5 x 19-inch front wheel is equipped with a 120/70 R 19 or 120/70 B 19 tire (depending on the manufacturer), while a 180/65 B 16 tire is mounted on the 5.0 x 16-inch rear wheel. Original BMW Motorrad Accessories offers additional rims in chrome, Machined or 2-Tone-Black.

Standard Dynamic Cruise Control (DCC) and optional Active Cruise Control (ACC) with integrated distance control.

The R 18 B and R 18 Transcontinental come equipped with standard Dynamic Cruise Control DCC.  BMW Motorrad Full integral ABS is an indispensable prerequisite for this as well as for the optional Active Cruise Control (ACC).

In the standard Dynamic Cruise Control (DCC), “dynamic” means that the pre-selected speed is kept constant even when riding downhill. If the braking effect of the engine is not sufficient to maintain speed, the full integral brake is automatically activated. This means an increase in both comfort and riding safety.

The optional Active Cruise Control (ACC), goes one step further – to provide an entirely new riding experience. It allows relaxed riding with distance control – without the rider having to adjust the speed to the vehicle in front. With the aid of radar sensors integrated in the front fairing, and a detection range of some 130 yards, the motorcycle can either accelerate to reach the set speed or the new, standard full integral braking system is applied for deceleration purposes. For the demanding touring rider, this means increased comfort and safety while at the same time providing relief during times of heavier traffic.

Speed and distance to the vehicle in front can be set conveniently via a button. The distance can be set in three stages and the desired speed can be set between 18 and 99 mph. with the individual setting being visible at any time on the TFT screen.

Two settings can be selected in terms of cruise control response: “comfortable” or “dynamic”, influencing both acceleration and deceleration as appropriate.

ACC also ensures particularly safe cornering. Where necessary, the cornering control system automatically reduces the speed, giving the rider the right speed for a comfortable and safe banking angle. Braking and acceleration dynamics are limited as the banking angle increases. This results in a stable riding experience and a safe ride feel.

The ACC allows for full control at all times: the responsibility always remains with the rider, who can intervene at any time. The rider can override ACC by accelerating. ACC is also deactivated by applying the brake or turning the throttle forward beyond the zero position. The ACC distance control function can be switched off if required, enabling Dynamic Cruise Control (DCC) to be used. DCC can be used from 9 to 111 mph.

The ACC only reacts to vehicles that are moving. Stationary vehicles – for example at the end of a traffic jam – are not detected. In this case, the rider has to apply the brakes.

  State-of-the-art LED lighting technology classically interpreted.

The new R 18 B and R 18 Transcontinental also set standards when it comes to vehicle lighting in the cruiser segment - both in terms of design and safety. Once again, BMW Motorrad demonstrates that state-of-the-art LED lighting technology is also ideally suited for use in classic headlamp designs.

The R 18 B and R 18 Transcontinental feature a strikingly designed LED main headlamp with optimized low beam and high beam.

In addition, newly designed LED front turn signals and rear integrated LED turn signals with integrated rear light function mounted on the cases ensure a modern yet classic look.

A stylish rear view is ensured thanks to a filigree LED number plate illumination system encased in a chrome housing. In addition to the LED headlamp, the R 18 Transcontinental is equipped with two LED auxiliary lights.

Optional Adaptive turning light with swivel module for better cornering illumination.

The optional “Adaptive Turning Light”, newly developed for the R 18 B and the R 18 Transcontinental introduces a swivel function where the low beam turns (± 35°), into the curve according to banking angle. This way, the turn is almost fully illuminated because the light moves to where the motorcycle is heading.

In addition, this technology is also used to ensure the high beam maintains a constant range by adapting the headlamp and maintaining the luminous height (± 2°) of the two high beam modules according to load and ride height of the motorcycle.

This also happens during dynamic riding in that motorcycle movements are compensated by pivoting the module. The high beam enhances the low beam with excellent brightness, offering the widest illumination range of all BMW motorcycle LED headlamps.

Classical round instruments and 10.25” TFT color screen with navigation and extensive connectivity.

The new cockpit, specially designed for the new R 18 B and R 18 Transcontinental, includes four round analog instruments and a 10.25-inch TFT color display. In addition to the large and easy to read analog speedometer and tachometer, the new R 18 B and R x18 Transcontinental also feature an analog fuel gauge and the analog "Power Reserve” instrument. As in the BMW Group Rolls-Royce Motor Cars brand, this display provides information about the power reserves still available.

The 10.25-inch TFT color display allows a navigation map to be displayed in the instrument cluster via a smartphone and the BMW Motorrad Connected App, thus eliminating the need for any additional displays.

In order to ensure longevity, the screen is fitted with a hardened and tough glass cover. It features an anti-reflective coating which also protects the screen from soiling and scratches. The full HD resolution with 1920 x 720 pixels offers excellent detail and sharpness.

The screen can display information in either full screen mode or in split screen view to allow several functions to be shown simultaneously. The main display – or “Pure Ride Screen” – shows the speedometer and engine speed display as well as the basic functions and selection menu. Alternatively, the navigation map is also displayed if navigation is active via the BMW Motorrad Connected app. The additional split screen shows either the on-board computer, the on-board trip computer, arrow navigation, a current phone call or radio/media.

The tiles shown can be used to select the “My Motorcycle”, “Radio”, “Navigation”, “Media”, “Phone” and “Settings” menus. There is seamless integration of the display and operation of the optional extras Riding ACC and audio/radio.

The screen has two radio antennas for connections to a helmet or smartphone. One antenna is available for Bluetooth, another enables data exchange via wireless LAN and Bluetooth.

Vehicle functions such as “Settings”, “Navigation” and “Communication” are operated using the standard handlebar Multicontroller.

Thanks to the smartphone-based architecture, navigation is always on board: it couldn’t be simpler to make route changes during a coffee break or share a route with friends. The smartphone app provides the rider with the latest navigation software and maps on an ongoing basis, as well as offering the latest functions. The app also allows maximum planning flexibility: It can be used for route planning itself, importing planned routes from Basecamp or downloading suggested routes from websites.

The BMW Motorrad Connected App can be downloaded free of charge from the Google and Apple app stores. It also includes additional functions such as route logging and the display of other travel statistics and information. In this way, logged routes can be shared directly with other motorcyclists via the Rever community.

A smartphone can be securely accommodated in a storage compartment in the fuel tank that is protected from the elements and its battery can be kept charged via the USB connection. 

Convenient Keyless Ride.

As with other BMW Motorrad models, the Keyless Ride System replaces the conventional locking system for the ignition and steering lock on the new R 18 B and R 18 Transcontinental. The side cases and the top case (R 18 Transcontinental) can be locked using the optional central locking system via remote control. The storage compartment for the mobile phone does not lock. The ignition and alarm system (optional) are controlled by means of a transponder integrated in the vehicle key, which transmits a radio signal with a vehicle-specific frequency. The key can therefore remain in the rider's clothes, for example. The ignition is operated via the button on the right-hand handlebar.

Standard riding modes "Rain", “Roll” and "Rock" and ASC and MSR for riding enjoyment and safety.

In order to meet individual customer needs, the new R 18 B and R 18 Transcontinental feature three riding modes "Rain", "Roll" and "Rock" as standard. The standard trim also includes ASC (disengageable Automatic Stability Control), which ensures a high level of riding safety.

In addition, the new R 18 B and R 18 Transcontinental are equipped with engine drag torque control (MSR) as standard. Electronically controlled, MSR prevents the rear wheel from slipping as a result of abrupt throttling changes or downshifting. An anti-hopping clutch is opened from a mechanically preset threshold to prevent the rear wheel from locking. If the tire's available grip level is below this opening threshold, in wet conditions for example, the rear wheel could still exceed the traction limit due to the engine drag torque and simultaneous activation of the rear wheel brake and then slip. Thanks to MSR, the new R 18 B and R 18 Transcontinental detect this danger at an early stage. Depending on the coefficient of friction between the tire and the road surface, the throttle valves are opened within milliseconds to compensate for the drag torque and the rear wheel remains within its traction range. This results in enhanced safety, especially on slippery roads.

In “Rain” mode, throttle response is gentler and the control characteristics of ASC and MSR allow for a wet and therefore more slippery road surface to achieve a very high level of riding safety.

In "Road" mode, the engine offers optimum throttle response, while ASC and MSR are set to achieve balanced performance on all road types.

The "Rock" mode allows the rider to explore the full dynamic potential of the new R 18 B and R 18 Transcontinental. Throttle response is instantaneous and direct, and ASC allows a little more slip.

In each riding mode, the optimum interaction of engine throttle response, ASC control and engine drag torque control is provided. This means that the three riding modes offer optimum adjustment options - both with regard to road conditions (Rain mode) and the rider’s personal ride experience (Rock mode).

Optional Reverse assist and standard Hill Start Control.

The new R 18 B and R 18 Transcontinental also make maneuvering easy thanks to the optional reversing aid. It can be activated via the selector lever when needed. The forward gears are blocked, and the reverse gear is engaged. Movement itself is initiated by the rider by pressing on the start button.

The standard Hill Start Control system makes it particularly easy to start off on an incline. It is activated by briefly operating the hand or foot brake lever.

Marshall sound systems for new digital sound experience.

Equipped with the new Marshall sound system, the R 18 B and R 18 Transcontinental offer an intense sound experience. The invisible radio antenna for radio is now integrated the body.

The highlights of the audio system:

• via the helmet: one profile (studio).
• via loudspeakers: four profiles (bass-boost, treble-boost, voice, balanced).
• Highly flexible sound architecture design options (treble/bass) with a very broad output spectrum (output range), even at high speeds.
• FM/AM band, HD radio and optional SiriusXM Satellite radio.

The new R 18 B and R 18 Transcontinental are equipped with a standard sound system developed together with the British manufacturer Marshall featuring two 2-way loudspeakers, each with 25 watts output, integrated into the front fairing, black speaker grills and white Marshall lettering. In the standard audio system offers an exhilarating sound experience. For 60 years, Marshall, originally from Hanwell, London, now based in Bletchley, Milton Keynes (UK), have produced legendary guitar amplifiers used by the world’s best musicians. Since 2012 they have expanded their audio quality into award winning headphones and active speakers designed for music lovers.

Optional Gold Series Stage 1 and Stage 2 Marshall sound systems meet even the highest audiophile expectations.

The optional Marshall Gold Series Stage 1 and Stage 2 sound systems are available to provide even greater listening pleasure. Special visual features of these sound systems are grey speaker grill covers with gold Marshall lettering. The Marshall Gold Series speakers feature neodymium magnets and modified speaker cones to provide enhanced sound quality.

Marshall Gold Series Stage 1

The optional Marshall Gold Series Stage 1 equips the new R 18 B and R 18 Transcontinental with four speakers plus amplifier. Two Marshall 2-way speakers with 25-watts of output each are integrated into the front fairing. They are each complemented by a 90-watt subwoofer in the front upper section of the side cases. The amplifier has an output of 180-watts.

  Marshall Gold Series Stage 2

The Marshall Gold Series Stage 2, available for the R 18 Transcontinental, includes six speakers and an amplifier that meets even the highest demands in terms of sound quality. Two Marshall 2-way speakers with 25-watts of output each are integrated in the front of the fairing, each complemented by a 90-watt subwoofer in the upper front area of the side cases. In addition, there is a 2-way speaker with 25-watts of output in the front side section of the top case backrest. The amplifier also delivers 180 watts.

Output data in watts is measured at 4 ohms.

Exterior Design . Endless highways and the proverbial freedom on two wheels are what the new R 18 B “Bagger” and R 18 Transcontinental luxury tourer were designed for. Starting from the highest point - the handlebar-mounted front fairing - the flyline stretches from the fuel tank, which has been enlarged to 6.3-gallons compared to the R 18 and R 18 Classic, and slopes down towards the rear, creating an elongated, teardrop-shaped silhouette in the classic "streamliner" style.

The two side cases with integrated rear lights are blended into the design of the new models. The design of the R 18 B “Bagger” is supplemented with a low windscreen while the R 18 Transcontinental features a higher windscreen as well as a stylishly integrated top case with a comfortable passenger backrest, wind deflectors below the front fairing and additional headlights.

The new R 18 B and R 18 Transcontinental echo the early days of big touring cruisers in the appearance of their engine and frame. From the overall impression down to the smallest detail, the design also carries on the styling cues established by classics such as the BMW R 5. Style-defining elements such as the double-loop frame, visible gloss nickel-plated universal driveshaft, classic housing for the rear-axle gearbox and black paintwork with double-pinstriping (optional) are reminiscent of the legendary BMW boxer models of days gone by.

Similar to the famous BMW R 5, the “Big Boxer” showcases the overhead push rod guides on top of the cylinders, while the belt cover (engine housing cover) and the cylinder head covers echo the legendary R 5 engine’s styling from the 1930s.

The suspension is also reminiscent of the legendary R 5 in appearance. Together with the double-sided swing arm and a cantilever suspension strut, the rigid-frame concept of the historical BMW boxers is visually brought into the modern age. Starting from the steering head, the frame spine and swinging arm top frame tubes form a continuous visual line as a central design feature.

As in numerous BMW motorcycles of past eras – the fork tubes are clad with a cover extending to the slider tubes in the form of contemporary stainless-steel fork sleeves. Newly designed, rearward-curving side covers blend harmoniously with the elongated lines, combining with the handlebar-mounted front trim and round mirrors to give the R 18 B and R 18 Transcontinental a distinctive styling touch.

Integration of cutting-edge lighting technology is blended with classical styling not only in the LED headlamp but also in the rear lights incorporated into the side cases and the finely wrought license plate light set in the chrome housing. These attention to detail is also reflected in features such as the chrome-plated central fuel tank cover and the chrome ACC element.  Other styling details include the R 18 logo embroidered into the seat and the “BERLIN BUILT” lettering in the cockpit – as a reference to the home of BMW motorcycle production.

R 18 B – comfortable cruising and touring.

With a low fairing windshield and a short, narrow two-person seat as well as a long dynamically elegant down-sloping line, the new R 18 B embodies the typical “bagger” style. The engine is finished in metallic matt black as are the black fork and fork sleeves, as well as black rear-view mirrors, handlebar weights and handlebar fittings. The instrument cluster and rings are likewise finished in black, as are the cast alloy wheels.

R 18 Transcontinental – comfortable, luxury travel .

With a high windshield, wind deflectors, painted top case and very comfortable seat, the new R 18 Transcontinental embodies the spirit of the classic touring bike designed especially for long trips.

The R 18 B and R 18 Transcontinental First Editions.  At market launch, the new R 18 B and R 18 Transcontinental will be available in exclusive First Edition versions in addition to the standard models. These combine the classic R 18 look with equipment in exclusive paint and chrome.

Additional equipment extras include chrome components, Blackstorm metallic paint with elaborate double-pinstripes in Lightwhite echoes the bikes’ historical roots. Other highlights include special surface finishes, an embroidered seat and the inscription “First Edition” on the side cases.

First Edition features include:

•   Wheels in black, contrast milled (R 18 B).
• Wheels in silver grey, contrast milled (R 18 Transcontinental).
• Chrome clasps on cases with "First Edition" lettering.
• Chrome-plated handlebar fittings.
• Chrome-plated cylinder head covers and hero chest.
• Chrome-plated intake trim.
• White double pinstriping on fuel tank, fairing and trunks and cases.
• Chrome-plated brake calipers at the front (R 18 Transcontinental only).

Another component is the "First Edition" Welcome Box which is exclusively reserved for buyers of the "First Edition" and contains:

• Box with picture of the engine on the lid.
• Historic fuel tank emblems (copper-colored lettering).
• Historic slotted screws (copper-colored).
• Working gloves.
• Assembly screwdriver (can also be used as a key ring).
• “R 18 First Edition” cap.
• Leather belt with exclusive “R 18 First Edition” belt buckle.
• Book about the almost 100-year history of BMW Motorrad.

Optional equipment and Original BMW Motorrad Accessories.

The new R 18 B and R 18 Transcontinental will be available with an extensive range of options as well as Ride & Style Collection gear. Original BMW Accessories can be installed by the either a BMW Motorrad dealer or by customers themselves. In this way, a motorcycle can also be customized and retrofitted at any time.

  A large variety of parts allow for customizing and individualization.

The Original BMW Motorrad Accessories range offers options for tailoring the R 18 B and R 18 Transcontinental to the customer’s personal taste. For example, the valve covers (cylinder head covers) and the belt cover (engine housing cover) are designed in such a way that they are located outside the oil chamber, making them very easy to change.

Other style-defining features, such as wheels, can be added from the range of Original BMW Motorrad Accessories. For the market launch of the new R 18 B and R 18 Transcontinental, two distinct design collections of milled aluminum parts are available which were created in collaboration with Roland Sands Design: “Machined” and “2-Tone-Black”.

“Machined” parts are components milled from aluminum that feature a color contrast between black and silver. These parts completely anodized in black, then milled and polished once again after the initial milling process in order to lend emphasis to the aluminum look and create the desired color contrast.

Meanwhile the “2-Tone-Black” design collection consists of components which are made from milled aluminum but feature a double black anodized surface with glossy and matt textured areas.

The “Machined” and “2-Tone-Black” parts also include matching front and rear wheels. In addition, the range extends from handlebar end caps to engine housing trim components and covers for the expansion tanks. In short: “Machined” and “2-Tone-Black” offer a wide range of options for upgrading the R 18 B and R 18 Transcontinental to the very highest level of individualization according to the owner’s personal preferences and ideas.

For the accessory and customizing program, BMW Motorrad is collaborating not just with Roland Sands Design but also several well-known suppliers such as Vance & Hines on the exhaust systems.

Warranty extensions and service packages.

Even after years of safe riding, the BMW Motorrad Extended Service Contracts enable you to be on the safe side and ensure repair services after the warranty period has expired.

Option 719 – customization with historical roots.

Decades ago, certain optional extras, unusual special requests and one-off features were assigned the internal code “719” at the BMW Motorrad plant in Berlin. For the new R 18 B and R 18 Transcontinental, BMW Motorrad will offer a range of exclusive optional extras and Original BMW Motorrad Accessories under the name of “Option 719”.

Option 719 Design Package AERO .

The Option 719 Design Package AERO includes cylinder head covers, the front cover and the intake snorkel covers in sheet aluminum with a brushed, clear anodized finish. The cylinder head covers feature finely wrought air vents reminiscent of the “streamliners” of the 1920s and 1930s. The highlight is a badge on the front and side covers made of solid copper, chrome-plated and partially finished in white. The white paint enclosing the number sequence “719” is reminiscent of historical emblems that were typically lined with enamel during that era.

Option 719 seat .

For the new R 18 B and R 18 Transcontinental, the Option 719 seat is an exclusive alternative to the standard seat. In addition to the standard seat height, it offers integrated seat heating as well as a unique material selection and finish. The two black upper sections are combined with diamond-shaped quilted embossing. An embroidered BMW logo and the 719 flag on the side round off the design.

Option 719 Galaxy Dust metallic / Titanium Silver 2 metallic .

Galaxy Dust metallic is an iridescent paint finish that shimmers in the spectrum from violet to turquoise blue, depending on the lighting. In addition, the metallic components create a unique visual effect when exposed to sunlight. This special finish is combined with a Titanium Silver 2 metallic mirror on the fuel tank, cases and front trim. The transition between the two-color surfaces consists of a hand-applied smoke effect familiar from the legendary R 90 S. In addition, the mirror surface is surrounded by a classic white double line. In this variant, the R 18 Transcontinental also comes with the excellently matched matt black engine.

Original BMW Motorrad Accessories.

• Rear bag black, 27-liters
• Case liners. New.
• Top case liner (R 18 Transcontinental only). New.
• Top case organizer (R 18 Transcontinental only). New.

Design and visual appeal.

• LED mini turn signals, front, black. New.
• LED turn signals, chrome, front. New.
• LED turn signals, black, front. New.
• Expansion tank lid for brake fluid, Machined, rear.
• Expansion tank lid for brake fluid, 2-Tone-Black, rear.
• Expansion tank cover, Machined, front
• Expansion tank cover, 2-Tone-Black, front.
• Front wheel, 2-Tone-Black, 3.00 x 19-inch.
• Front wheel, chrome-plated, 3.00 x 19-inch.
• Front wheel, Machined, 3.00 x 19-inch.
• Rear wheel, chrome-plated, 5.00 x 16-inch.
• Rear wheel, Machined, 5.00 x 16-inch.
• Rear wheel, 2-Tone-Black, 5.00 x 16-inch.
• Handlebar end cap, 2-Tone-Black.
• Handlebar end cap, Machined.
• Decorative strip cylinder head cover, Machined.
• Decorative strip engine housing cover, Machined.
• Decorative strip cylinder head cover, 2-Tone-Black.
• Decorative strip engine housing cover, 2-Tone-Black.
• Engine housing cover, Machined.
• Engine housing cover, 2-Tone-Black.
• Cylinder head cover, 2-Tone-Black.
• Cylinder head cover, Machined.
• Engine guard chrome-plated (for R 18 Transcontinental).
• Rear silencer end cap black.
• Rear silencer Round black. New.
• Rear silencer Round chrome-plated. New.

Ergonomics and comfort.

• Hand lever Machined, adjustable.
• Hand lever, 2-Tone-Black, adjustable.
• Rider’s leg rest, chrome-plated.
• Windshield, Transcontinental for R 18 B. New.
• Windshield, Bagger for R 18 Transcontinental. New.
• Windshield, Transcontinental masked. New.
• Windshield, Bagger masked. New.
• Wind deflector. New.
• Wind deflector, tinted. New.

Option 719.

• Option 719 Aero intake snorkel cover brushed, left/right. New.
• Option 719 Aero engine housing cover. New.
• Option 719 Aero cylinder head cover, left/right. New.
• Option 719 seat (R 18 Transcontinental only). New.
• Option 719 seat (R 18 B only). New.

BMW Group in America

BMW of North America, LLC has been present in the United States since 1975.  Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003.  The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and Rolls-Royce Motor Cars; Designworks, a strategic design consultancy based in California;  a technology office in Silicon Valley, and various other operations throughout the country.  BMW Manufacturing Co., LLC in South Carolina is the BMW Group global center of competence for BMW X models and manufactures the X3, X4, X5, X6 and X7 Sports Activity Vehicles. The BMW Group sales organization is represented in the U.S. through networks of 349 BMW passenger car and BMW Sports Activity Vehicle centers, 143 BMW motorcycle retailers, 116 MINI passenger car dealers, and 38 Rolls-Royce Motor Car dealers.  BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

www.bmwgroup.com

Facebook: http://www.facebook.com/BMWGroup

Twitter: http://twitter.com/BMWGroup

YouTube: http://www.youtube.com/BMWGroupview

Google+: http://googleplus.bmwgroup.com

Journalist note: Information about BMW Group and its products in the USA is available to journalists on-line at www.bmwusanews.com , www.miniusanews.com and www.press.bmwna.com . 

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Pressclub information, annual conference 2024..

Munich. Here you can see the on demand webcast of the BMW Group Annual Conference 2024, with the world premiere of the next BMW vision vehicle on the "Road to Neue Klasse".

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Moscow’s best free city tour

I love Moscow – this charming metropolis, its people, its history and its unique cityscape. I would like to share my passion for this city with you. It is my job to show you the most exciting corners of this fascinating metropolis. That’s why, as a travel specialist and your private tour guide Moscow in Russia, I organize a guided free city tour Moscow – so that everyone, regardless of their budget, would be able to enjoy the insider’s view of Moscow.

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Free Tours Moscow – Daily

My free tours Moscow city starts on Slavonic Square (Kitay-Gorod Metro Station), passes the world-famous St. Basil’s Cathedral, which was built by Ivan the Terrible on the south side of Red Square in the 16th century and where the tsars were once crowned. Then it goes across the Red Square at the Lenin Mausoleum, the luxury department store GUM and with a view of the Kremlin towards the historical museum. Of course, you will also learn more about the stories that once happened behind the thick walls of the Kremlin – from the Tsars and Napoleon to Stalin. Then we continue through the idyllic Alexander Garden.

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Practical information:

Time: by arrangement, daily Duration: 1.5 hours Price: Free Language: English

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After the Communist October Revolution in 1918, Moscow became the capital of the Soviet Empire and was the center of socialist orbit for more than 70 years. This left its mark on Moscow, even if the USSR disintegrated more than a quarter of a century ago. The city streets are full of remnants of the communist regime and the Cold War. This is a walking tour where I will show you the most exciting places in Soviet Moscow: from the notorious KGB headquarters, also known as Lubyanka to the Karl Marx Monument to small hidden remains from the time of hammer and sickle. You will also learn about Stalin’s Great Terror political campaign and the system of the GULAG and how the USSR, the communist Russian republic, became modern Russia.

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Explore the unseen Moscow with your Moscow private guide and discover a range of sights during this alternative walking tour.  Away from the main tourist spots (in the central district of Kitay-Gorod), just a short walk from Red Square and St. Basil’s Cathedral, you suddenly find yourself in one of the trendiest districts of Moscow. This place not only has trendy cafes and green squares, but here you can see the most beautiful spray works (according to Albrecht Dürer), hangout-places of the youth and hipsters, as well as learn what Moscow looked like in the 19th century. Here you will also learn exciting and even bloody stories about famous gangsters, eccentric business people and legends like the wandering preacher Rasputin, who is known in Russia either as the “holy devil” or the mad monk. To learn a little more about Moscow’s culture, this is the tour for you. On my alternative tour, you will get to know Moscow away from the tourist hotspots. This tour is of 2 hours duration and you will experience the following on the tour:

• St. John’s Hill, a quiet oasis right in the center, where time has stopped as it did in pre-Communist times
• Khokhlovka Art Center, where Russian hipsters and street artists hang out
• Samoskvorechye District where you can see beautiful streets and hear stories from old Moscow

Time: by arrangement, daily Duration: 2 hours Price: 21 $ Students and children: 17 $ Language: English Included in the price: the guided tour / tram ticket

Kremlin tour – daily (closed on Thursday)

With its 20 towers and high walls, the Kremlin rises imposingly over Red Square. This world-famous fortress with its area of ​​28 hectares is home to over 800 years of Russian history. Described as the eighth wonder of the world, this historic fortress complex is the principal symbol of Russia that sits on the banks of the Moscow River. Today the Kremlin still harbors numerous secrets and has palaces and cathedrals, surrounded by Kremlin Wall. The current wall was constructed between the 15 th  and 16 th  centuries, but the original wall was made of wood around the year 1147. The Kremlin Wall became an important symbol of Moscow’s importance in the Russian Empire. This top tourist destination attracts millions of people every year and there are various sights to see. With my Kremlin tour, you will see the oldest square in the city in the heart of the Kremlin, the once largest cannon in the world and the scene of numerous dramas – from Ivan the Terrible and Napoleon to Stalin. You cannot miss this unique experience.

An advance booking and prepayment for tickets are required.

Time: by arrangement, daily (closed on Thursday) Duration: 2 hours Price on request Students and children: on request Language: English Included in the price: Kremlin tickets / the guided tour

Moscow pub crawl – Friday / Saturday

Experience the real nightlife of Moscow with my Moscow Pub Crawl and enjoy 4 pubs/bars plus 4 welcome shot drinks. Move from one bar to another and get to know travelers from around the world as well as the locals. Play fun adventure games and contests in addition to getting perks in the bars. Between the bars, move from one place to another on foot. The routes are organized as such that you will walk no more than 10 minutes between the bars. Visit the most exciting events, parties, concerts, and dance in the bars. Moscow Pub Crawl is a tour that you will never forget.

This tour runs every Friday and Saturday evening at 8 PM and you need to bring along your passport or an ID card, comfortable shoes, and wear smart casual clothes.

An advance booking and a small prepayment are required!

Time: by arrangement, daily Duration: 4 hours Price on request Language: English Included in the price: the guided tour, 4 shot drinks

1.5-hour boat trip on the Moskva River.

Taking a boat tour in Moscow on the Moskva River is a very pleasant experience. It allows you to know the city from a totally different perspective and admire the beautiful bridges. In this 1.5-hour river trip, you will sail past many beautiful sites in Moscow, so you can take the best photos to commemorate this day. The ship makes several stops on the way. The trip starts from the Ustinskiy Bridge near Sarjadje Park and ends at the Kiev train station.

On this Boat Trip, you can see sights such as: the former Imperial Education House, Sarjadje Park, the “flowing”, “floating” bridge, the most beautiful view of the Kremlin, the Great Stone Bridge, the legendary House on the Quay, the Christ the Savior Cathedral , the monument to Peter the Great on the ship, the central sports arena Luzhniki, the Sparrow Hills, 240 meters high Lomonosov University, the numerous architecturally spectacular skyscrapers of Moscow-City, the Novodevichy Convent, the building of the Ministry of Foreign Affairs etc.

Time: by arrangement, daily Duration: 1.5 hours Price on request Language: English

A military tour – riding on tanks in Stupino (Moscow region)

Russian Military is one of the largest military forces in the world formed in 1992. With my Military Tour experience what it likes to be in the Russian military, shooting guns, ride the Tank T-34 and various models of German tanks from the Second World War, as well as armored personnel carriers and vehicles. You will also shoot from the AK-47 and another combat weapon.

The tour will begin with your private tour guide Moscow in a Soviet army van accompanied with some tasty snacks and tea for a tasty start. Upon arriving, you will have to put on the army safety clothing and climb the Russian armored vehicles. The tour will take you on the noisy, smoky tank, driving through mud roads. All participants will get the chance to drive the tank which is coordinated by the Russian military.

Time: by arrangement, daily Price on request Language: English

Alexander Popov

Welcome to Russia! My name is Alexander, I was born in Moscow and I'm a passionate tour guide. I want to share my passion for Russia and my hometown with you. On my website you will find useful information to make your individual trip to Russia as interesting as possible.

Gorky Park and Sparrow Hills: Green Lungs, place to relax and meet

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10 Cheaper Alternatives To The 2024 Harley-Davidson Road King

T he Harley-Davidson Road King is a legendary motorcycle, known for its iconic style, powerful engine, and touring capabilities. It is powered by a Milwaukee-Eight 114 engine, producing 95 horsepower and 122 pound-feet of torque. The bold and muscular appearance of this machine is accompanied by standard hard saddlebags for touring convenience. Although the design language follows a traditional approach, Harley has equipped the Road King with a few modern tidbits (such as cruise control) to save the rider from fatigue during long journeys.

But, legendary status often comes with a legendary price tag. And in this case, it is a sizable $24,999. So it's safe to say this isn't a heavyweight suited for everyone. But if you dream of cruising the open road on a bike like the Road King with a more down-to-earth budget, this list is for you! You'll be happy to know there are brilliant alternatives to the H-D that offer superb performance and comfort at a more affordable price. We'll explore some of the best options for riders who want the Harley experience without the Harley price tag. Let's jump in.

Looking at the data from OEM websites, authoritative websites like cycleworld.com and motorcycle.com, we have created this list with the most authentic information. Motorcycles on this list are arranged in ascending order of price.

Every 2024 Harley-Davidson Model Ranked By Power

Suzuki boulevard c50t, base msrp: $10,359.

Boulevard C50T is Suzuki's only offering in the touring category. It is a great option for riders looking for an American-styled cruiser but at a budget much lower than the Road King. Featured with Buckhorn-style handlebars, kicked-out fork, and chrome dual exhaust, the C50T makes a strong conventional style statement. The hidden link-type rear suspension mimics the look of classic hardtail Harleys while offering seven-way preload adjustability for exceptional handling characteristics. This stylish machine is equally brilliant in terms of rider comfort, thanks to the wide and thickly cushioned seat and tall windscreen. Powering the C50T is an 805cc V-twin engine. Certainly, not as big as the one on the Road King, but it has enough power and torque for a fun touring experience.

Engine Specification

(Sourced from Suzuki)

Kawasaki Vulcan 900 Classic LT

Base msrp: $10,399.

The Kawasaki Vulcan 900 Classic LT prioritizes both comfort and style for laid-back touring adventures. Featured with only 26.8 inches of seat height and comfortable ergonomics, this bike is approachable for a wide range of riders. The sculpted seat with a standard passenger backrest ensures a comfortable journey for both riders. Concurrently, the bike comes equipped with a tall windshield, deflecting wind and creating a calm riding experience on highway stretches. Premium quality leather saddlebags provide ample storage space to pack your essentials, too. A powerful 903cc V-twin engine sits at the heart of the Classic LT and delivers enough muscle for confident cruising on highways.

(Sourced from Kawasaki)

Honda Rebel 1100T DCT

Base msrp: $10,699.

The Honda Rebel 1100T DCT is not only a cheaper alternative to the Road King, but also a more loaded one. And cruise control is not the only reason behind that. Embracing the spirit of modern Japanese engineering, the Rebel 1100T boasts an impressive array of electronic rider aids designed to reduce fatigue on long journeys. Standard cruise control lets you lock at your desired speed and relax, while the innovative DCT (Dual Clutch Transmission) technology seamlessly handles gear changes for you in automatic mode. Throttle-by-wire technology with four selectable torque control levels and four engine power modes puts you in complete control of your riding experience, meanwhile. Powering this feature-packed machine is a proven twin-cylinder engine with biaxial counterbalances, which translates into a range-wide torque delivery without unpleasant vibration.

(Sourced from Honda)

BMW R18 Classic

Base msrp: $17,995.

The R18 Classic is the touring variant of the base cruiser model with a few functional add-ons. This includes a large windshield, auxiliary LED lights, a two-up seat, and soft saddlebags. The rest of the motorcycle is pretty much similar to the cruiser variant, boasting the signature low and elongated bodyline of the R18 series. On the tech side, the R18 maintains a classical attitude with minimal tech interference. The most notable one is the standard Automatic Stability Control, which functions as traction control by eliminating rear wheel spin in critical riding conditions, such as rain. Other than this, there are three riding modes to adjust power delivery as per the riding condition.

In the meantime, the unique part of this bike is its Boxer engine. The cylinders are placed in a horizontally opposed position, which means the cylinder heads are placed right before your legs while riding. As per BMW , this is the largest displacement and torquiest Boxer they have ever produced.

(Sourced from BMW)

Kawasaki Vulcan Vaquero

Base msrp: $19,099.

Kawasaki might call it a “bagger-cruiser”, but the Vulcan Vaquero is truly a touring machine. This motorcycle seamlessly blends comfort, luxury, and power, making it your perfect long-distance companion. Vaquero's fully-faired front cuts through the wind like a champ, keeping you comfortable on extended rides. To enhance the luxurious feel, the fairing houses an audio system with 40-watt speakers and SiriusXM radio compatibility. Also present are side-mounted saddlebags, each offering 10 gallons of storage space.

The heart of the Vaquero is a muscular V-twin engine, transmitting power to the rear wheel via a carbon-fiber reinforced belt drive. This translates to plenty of torque at your disposal, accentuated by the iconic V-twin rumble. Forget about constantly adjusting the throttle or shifting gears because cruise control is a standard feature on this motorcycle.

10 Most Luxurious American Cruisers For Long Distance Touring

Indian super chief limited, base msrp: $21,999.

Indian Motorcycle has a few good options to replace the H-D Road King and our first pick is the Super Chief Limited. Yes, we could take in the much cheaper Super Chief, but the Limited variant has nearly similar engine displacement and torque figures to the Road King. So that's the prime reason for its presence.

You will get standard saddlebags and floorboards, similar to the H-D machine, but what makes Super Chief a better option is its features. Simply put, the Super Chief excels over Road King in terms of tech features . The H-D has only three electronic tech features onboard - cruise control, ABS, and electronically linked braking. Whereas, the Super Chief Limited comes with a buffet of tech features including a four-inch touchscreen powered by Ride Command, ride modes, ABS, and USB charge port.

(Sourced from Indian)

Harley-Davidson Heritage Classic 114

Base msrp: $22,499.

Can we have a cheaper Road King alternative from Harley itself? A big yes! Behold the Heritage Classic 114. This motorcycle embodies the essence of Harley-Davidson with its iconic silhouette and gleaming chrome accents. Although categorized as a cruiser by the manufacturer, it offers all the comfort and functionality of being a touring machine . Genuine leather saddlebags offer ample storage space for your essentials, while a detachable windshield provides wind protection on long journeys. The low seat height and floorboards create a relaxed riding position, perfect for cruising down the highway in comfort. Power comes from a Milwaukee-Eight 114, similar to Road King. This V-twin powerhouse delivers ample torque, translating to smooth acceleration and a throaty exhaust note.

(Sourced from Harley-Davidson)

Indian Springfield

Base msrp: $22,999.

Springfield is our second pick from Indian's inventory, which has all the qualities to make Road King run for its money. Offered at a competitive price point of $2K less than Road King, the Springfield is a piece of visual elegance . The stylish front fender, flowing design, and shiny chrome at the right places make this machine quite a head-turner. Like the Super Chief, the touring capability of this machine is courtesy of remote-locking hard saddlebags. And if your touring plan is longer than usual, you can easily add extra storage space because the frame is trunk-compatible. Powering this machine is Thunderstroke 111 V-twin. Tech features like cruise control and selectable ride modes are also standard.

Harley-Davidson Low Rider ST

Base msrp: $23,399.

Would you like a sports touring machine with higher power than the Road King? Then, Harley has the Low Rider ST for you. This West Coast-styled machine is powered by a Milwaukee-Eight 117 engine which, till last year, was the biggest displacement engine Harley offered. With the help of a heavy breather intake and free-flowing exhaust, this engine produces enormous power and torque for an exhilarating riding experience. Now let's take a look at the touring conveniences this bike offers. A frame-mounted FXRT-inspired fairing provides excellent wind protection while the compact removable saddlebags take care of your touring essentials. Electronic conveniences are also there, such as cruise control and an anti-lock brake system.

5 Powerful Metric Cruiser Bikes On The Market (5 American Alternatives)

Honda gold wing, base msrp: $24,700.

You might have two questions here. How is the six-cylinder Gold Wing even comparable to the two-cylinder Road King? And, how is it $300 less? The answer to the first question is that both motorcycles are placed in the touring category with almost similar prices, hence competition is inevitable. For the second question, if you count the benefits and features you get with the Honda Gold Wing , it offers way more value for the money.

First is the unbeatable reliability and overall build quality, which makes it a gold standard of touring . Second, there are a bunch of electronic rider aids, including ride modes, cruise control, torque control, hill start assist, and low-speed reverse. Third, this has a full-fledged infotainment system including a seven-inch full-color TFT with Apple CarPlay and Android Auto compatibility. Plus, there is a 55-watt speaker system. Now, the last thing you may be worried about is fuel efficiency, since it has a big six-cylinder engine. But allow us to burst the bubble as the Gold Wing's fuel efficiency is 42 MPG compared to the Road King's 43 MPG!

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2021 BMW R 18 First Edition | Road Test Review

Some motorcycle manufacturers have a difficult time accepting that Harley-Davidson’s 55-60% share of the cruiser motorcycle market in the U.S. is as much a result of cultural preference as it is affection for traditionally styled bikes. Americans love their cruisers and baggers, but these days mostly want them Made in the USA. Despite an exceptionally good run, the Japanese have pretty much thrown in the towel — with a couple exceptions there hasn’t been a new Japanese cruiser or bagger in a decade. As long as they’re selling lots of ADV, sport and sport-touring bikes, Germany and Italy haven’t paid much attention to our cruiser market, either. But every so often someone on the continent decides that they need a bigger chunk of the American motorcycle market, and out pops a Euro cruiser that either misses the styling dartboard completely or has an unacceptable engine layout. Or both.

BMW’s first attempt was with the R1200C, unveiled to gasps for the 1998 model year. Limited to the existing boxer engine and techy running gear like the Telelever front end and single-sided Monolever swingarm, the result was a nice enough motorcycle in terms of handling and features. But the opposed twin was too small and underpowered to compete in the seismic V-twin market, the ergonomics were weird, and the styling too, er, unconventional. Auf wiedersehn — its last model year was 2004.

This time might be different.

RELATED: 2022 BMW R 18 B and R 18 Transcontinental | First Look Review

In creating the new R 18, to its credit once again BMW did not build a Harley clone, going so far as to boldly stamp the bike with the words, “Berlin Built.” The R 18 still uses a boxer engine instead of a V-twin, and this go-round BMW is fully committed to its iconic powerplant, taking care to highlight the advantages of a mid-mount footpeg position (active, upright seating, etc.) necessitated by the engine’s flat opposed cylinders versus feet forward. And BMW recognized that this time the engine needed to be big — really BIG. So the pair of 4.2-inch slugs and 100mm stroke in the Big Boxer give it a displacement of 1,802cc, or 110ci, which compares well with Harley’s 108s and Indian’s 111s.

To make it look right, BMW’s styling team stepped back into the company’s motorcycling history, taking cues from the 1930’s R5. “We took a deep look at our own museum, and we condensed these icons from the past, and found five super-important things that you will find all of on this bike,” said Edgar Heinrich, BMW’s head of motorcycle design. In fact it’s easy to see the R5 reflected in the R 18’s double-loop frame and swingarm that give it a modern hardtail cruiser look, as well as the teardrop 4.2-gallon fuel tank, exposed final drive shaft, metal fork shrouds, fishtail dual exhaust and pinstriped black paint on the R 18 First Edition. All of this is pleasingly mashed together with contemporary cruiser licks like bobbed fenders, a semi-slammed rear end and fat tube-type wheels and tires to create the first cruiser in BMW’s Heritage family. We’re told it’s not the last.

At 788 pounds fully fueled sitting on a long 68.1-inch wheelbase, the R 18 looks and feels overbuilt, like there’s a roomful of bagger and dresser bodywork tucked away somewhere just waiting to be hung on the sturdy platform. As befits a premium cruiser, BMW styled the R 18 mostly in metal — the engine and gearbox only account for 244 pounds, so we’re talking a whopping 520-pound rolling chassis minus the Big Boxer and a few options. Some parts like the wheels and levers are aluminum, but you’ll find very little plastic, and the tank, fenders, side covers, headlight, instrument and fork covers are all steel.

A little weight is attributable to the extra features on this First Edition (included in optional packages), such as the swath of chrome, heated grips, an alarm system, Reverse Assist (flip a lever, hit the starter button, backward you go) and Adaptive Headlight that illuminates the inside of corners. Electronic wizardry was kept to a minimum, though—riders overwhelmingly told BMW that this bike should not be a rolling computer. It still has Integral ABS of course, in which the front lever actuates both the strong front and rear ABS brakes, and the pedal just the rear. Switchable ASC or traction control, Motor Slip Reduction (MSR), a slipper clutch and Hill Start Control (eases starting out on inclines) are all onboard, and the R 18 has three playful ride modes, Rock, Roll and Rain. In addition to turning the volume up or down on the throttle response, changing modes alters the amount of ASC intervention, and even tweaks the idle. In Roll and Rain, it’s pretty tame, but in Rock at a stop, those howitzer-sized pistons waggle the handlebar and shimmy shimmy ko ko bop shake the bike side-to-side like a vibrating bed. Yet unlike a lot of fuel-injected bikes in the equivalent “sport” mode, throttle response is smooth and linear in Rock without abruptness, and comparatively boring in the other modes.

The R 18 wants to Rock right from startup, too. Quite often those big cylinders light off with a Womp! , and the engine rocks the bike strongly side-to-side — enough that it can yank the grips from your hands if you’re not ready for it. Eventually it settles into a nice loping idle, but when you twist the throttle in neutral or at lower speeds you can also feel the torque reaction of the longitudinal crankshaft rotate the bike slightly on its axis, like BMW boxers of yore. On the Jett Tuning dyno the Big Boxer set a new record for boxer torque at the rear wheel, with 109.2 lb-ft at 2,900 rpm, and 80.3 horsepower at 4,500 rpm. At speed the R 18 feels a lot like most big twins, with loads of torque right from idle that drops off quickly past 4,000 rpm. Redline is way up at 5,750 rpm, but you’ll spend far more time in the rev basement on this bike, short-shifting and enjoying the somewhat muted bark from its two fishtails. Especially since the seat and grips vibrate rather badly at anything above 3,000-3,200 rpm….

Perched with arms outstretched to the wide bar and feet comfortably on the mid-mount footpegs, the R 18’s seating position helps you fight the wind at speed, and at just 27.2 inches high the seat is an easy reach to the ground. Since there’s so little cornering clearance, footpegs drag early in corners, and the crankshaft torque reaction doesn’t really have a chance to detract from the bike’s handling. Which is about as good as you’d expect from such a big bike—slow and stable in corners and on the highway, heavy and ponderous at a walking pace or parking (thank goodness for that Reverse Assist), though tight U-turns can be mastered with some practice. That wide handlebar really helps maneuver the bike, though one grip can end up quite a reach at full lock. Of greater note is the suspension, which only offers spring preload adjustment in the rear and just 4.7/3.5 inches of travel front/rear. That’s not unusually short for a cruiser, and the punishing ride that results is no surprise either. It is eyebrow raising, though, that with all of BMW’s advanced suspension experience it didn’t give its first real cruiser some rear suspension comfortably on par with say, a 2014 Indian Chief. To make matters worse the stock seat is merely a seat-shaped rock — fortunately for anyone who actually wants to ride this bike accessory comfort seats are available.

BMW has given the R 18 adjustable brake and clutch levers, and a powerful twin LED headlight and LED brake/taillights integrated into the turn signals. The single instrument incorporates an analog speedometer and useful digital display with tachometer, trip computer and more, and there’s a handy electrical accessory socket behind the left cylinder. Pages upon pages of accessories hail the R 18’s arrival — there’s even a Bobber conversion and premium Roland Sands machined parts ready to go, as well as an Apehanger conversion with 21-inch front wheel. Knock yourself out, have fun storming the castle….

Obviously I’m of two minds regarding the R 18. On the one hand, I’m disappointed that the bike isn’t nicer to ride. Harsh rear suspension, minimal cornering clearance and heavy vibration can’t be cured with an accessory seat or chrome dingle balls. On the other, I think it’s a great-looking, badass, real-steel cruiser that rides its own path and makes no apologies for it. It also hides a lot of modern tech in a classic platform. “One of the hardest things to do is to develop a modern bike with a classic look, with no exposed wires, no sensors, no black box visible. It’s one of the biggest achievements for the designers,” said Heinrich. No doubt with the possible exception of the mufflers’ size (and keep in mind that the camera puts on 10 pounds), they nailed it. 

2021 BMW R 18 First Edition Specs:

Base Price: $17,495 Price as Tested: $22,120 (Special Edition finish, Premium & Select Packages, Passenger Kit) Warranty: 3 yrs., 36,000 miles Website: bmwmotorcycles.com

Engine Type: Air/oil-cooled opposed flat twin Displacement: 1,802cc Bore x Stroke: 107.1 x 100.0mm Compression Ratio: 9.6:1 Valve Train: OHV, 4 valves per cyl. Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-O EFI w/ 48mm throttle body Lubrication System: Wet sump, 4.2-qt cap. Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft, 3.091:1 Electrical Ignition: BMS-O Electronic Charging Output: 600 watts max Battery: 12V 26AH

Chassis Frame: Tubular-steel double cradle w/ tubular-steel double-sided swingarm Wheelbase: 68.1 in. Rake/Trail: 32.7 degrees/5.9 in. Seat Height: 27.2 in. Suspension, Front: 49mm telescopic fork w/ 4.7-in. travel Rear: Single cantilever shock, adj. for spring preload w/ 3.5-in. travel Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers Rear: Single 300mm disc w/ 4-piston opposed caliper Wheels, Front: Spoked, tube-type, 3.50 x 19 in. Rear: Spoked, tube-type, 5.0 x 16 in. Tires, Front: 120/70-BH19 Rear: 180/65-BH16 Wet Weight: 788 lbs. (as tested) Load Capacity: 447 lbs. (as tested) GVWR: 1,235 lbs.

Performance Horsepower: 80.3 Horsepower at 4,500 rpm Torque: 109.2 lb-ft. of torque at 2,900 rpm Fuel Capacity: 4.2 gals., last 1.0-gal. warning light on MPG: 91 PON Min (low/avg/high) 30.3/34.2/38.2 Estimated Range: 144 miles Indicated RPM at 60 MPH: 2,100

2021 BMW R 18 First Edition Photo Gallery:

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At ~550 lbs. curb, they have a buyer. At nearly 800 lbs., no thank you. I was so hyped when this series was announced; I didn’t realize they’d use lead alloy for the rolling stock.

You meant to say you’re not in the market for a Cruiser right? ; ) But reverse is a option, probably a must for such a heavy bike.

$18k, 144 mile range, terrible cornering capabilities, a “rock” for a seat and a jarring suspension- this is the best that BMW can do after a few years in prototyping, design and testing ? They still can’t get it right.

not bad if you can buy around 13K 🙂

I rode one on a Motorrad BMW event. Fisrt impression was great, i really like the design. Then i got to ride it, and i was convinced to keep my old Valkyrie. Sluggish, almost 5 seconds for 0-60. Had to keep in lower gear to get any acceleration. Engine torque is problematic, accelerating in a curve straightened the bike or made it go lower, making me lose my line a couple times. Brakes and clutch actuated by cables, really? Crap seats, handlebars vibrating so much my hands were numb after 10 minutes. Not for me Maybe for the flashy duck walker riding 500 milles a year, certainly not for me

The 4 I saw for sale all had hydraulics for the cluTHC and front brake. Production change, maybe?

I have an R18 and I find the seat to be very comfortable and turning corners is no problem. I love this bike, especially for long distances.

For what it’s worth, I just saw 4 used ones for sale in NH, each with 4K miles or less. They are beautiful bikes but the stock seat is a plank and the optional seat is better. And after doing some research I was ready to go back and buy one, but the lack of ground clearance dashed that notion.

The benchmarks of the HD Street Bob, Low Rider, Indian Chief Dark Horse are too strong for this effort. I also think it’s beautiful and looks like a bargain on the used market.

Actually, the used prices might be good enough to just do the trick…

Can’t understand why a short evaluation was done on the r18 when they are a very different beast I brought one and after a short period of very regular rides adjusted to it and love every minute of riding it that’s even after recent major heart surgery.

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