bmw bike cruise

2023 BMW R 18 Classic Highline Cruiser Ride Review

A Ride & Review of BMW’s Full Fat Retro “Touring Cruiser”

Review Summary

• The R 18 is a superlative cruiser, but the engine is the star of the show here. It’s big, super torque-y and it has a truckload of character– and all with a distinctly German style of refinement
• It handles better than it has any right too, and with more torque than a Suzuki Hayabusa (and on slightly less than a Kawasaki HR2) it can really get up and go when you want it to
• Build quality is awesome and there’s just the right amount of modern tech and retro vibes, but the factory screen buffets your helmet at highway speeds and the exhaust note from the stock pipes is just a little too polite

Like cats and lasers, or Donald Trump and the Truth, BMW Motorrad has a difficult relationship with American-style Cruisers . Like a lighthouse, the genre calls to manufacturers one and all. “The world’s biggest economy LOVES cruisers!” it says, seductively. Company executives see all those desert highways and mountain passes across the US that are flooded with megabuck Harleys and their associated (and very expensive) accessories and they drool like Great Danes just before dinner time. Surely getting their hands on some of that sweet, sweet USD revenue wouldn’t be such a hard task, would it? All you need is an unnecessarily large engine, over-the-top styling, an exhaust note that makes retirees cry out in pain and you’re home and hosed. Easy, huh?

But of course, it isn’t that easy. Not at all. Just Ask Victory or Indian – or pretty much all of the big Japanese manufacturers. Hell, BMW themselves have tried to climb this mountain before with their 1997 R 1200 C and they ended up dying in a frozen heap by the side of the road seven years later. Not even an extended chase sequence in James Bond’s “Tomorrow Never Dies” helped it sell – or maybe that only made matters worse? Personally, I’m a bit of an R 1200 C fan, but I’ll readily admit that it’s very much a love based on pity and a few giggles as much as it is an honest appreciation of the bike. You can still pick them up for chump change and I’ve always wondered what one would look like as some kind of no-hold-barred custom. So is the R 18 a case of history repeating itself or has BMW learned from its past mistakes and come up with something that’s going to be around for the foreseeable future?

I’ve spoken at length about their S 1000 RR before, but bear with me while I do a quick recap. BMW’s judgement on spending big bucks developing and releasing this model looked similarly questionable; released at a time when many thought that sportbikes were done and dusted as people woke up to the fact that they were uncomfortable and impractical for most road riding, they went on to be a best-seller for the company. Here the design principle was simple – do what the Japanese manufacturers were doing but do it better. And it worked. The bike was a noticeable improvement on the Far East’s inline four litre bikes, it had a bunch of electronics tricks and it came ready-stamped with World Superbike creds. BMW also bet on the fact that sportsbikes would always be a thing and they were right again. They had a hit on their hands.

So framed in that way, the R 18 makes a lot of sense. BMW would do what Harley and Indian are doing , but one-up them on quality, refinement and without all those troubling ponytail-wearing, redneck-y associations. Riders like you and I who don’t live in trailer homes don’t really want to buy into that part of the genre, do we? So thanks to BMW, we could still get ourselves a beefy bike that made us feel like kings out on the open road with oceans of torque and a “more is more” aesthetic that we all know we want deep down inside. What could go wrong? But the bike’s been on sale for three years and I hardly ever see them on my local roads around Sydney. Also, when I type “Is the BMW R 18…” into the Google Search engine, its very first autocomplete suggestion is “…a flop?” Oh dear. That’s not good. But what is it really like and should you be considering one for your next purchase? Read on to find out…

Features of the 2023 BMW R 18 Classic Highline Cruiser

Fittingly for the market segment, BMW leads the marketing blurb on the R 18 with the fact that the 1800cc boxer twin is the “the boxer with the most displacement we have ever built”. No doubt it’s designed to stand chin-to-chin with the Harley’s Millwaukee Eight et al; taking the 2023 Fat Bob’s 114ci donk as an example, both bikes have remarkably similar power and torque figures. Coincidence? I think not. But putting the engine aside for one moment (remember – lift with the knees) the rest of the package is clearly an exercise in nostalgia and size. With the bike’s epic pipes (including the “fishtail” ones on the base model), drop-shaped tank and very 1950s “streamlined” looks, blind Freddy could see what the designers were intending here. The addition of the screen and bags on this “Classic Highline” variant means you should be set up to ride all day with ease. Other nice features include the exposed propeller shaft, the very American-looking riding lights placed on either side of the headlight, and the high quality saddlebags.

Make no mistake here, the R 18 is all about the engine. Cartoonish in its size and with enough torque to kickstart the QEII, it makes up a full one third of the bike’s overall weight. And it dominates visually, too. Even with the bags, screens and luxo seating on offer, it still dominates the bike’s looks and those cylinder heads are as big as they are sticky outtie. Like any trad BMW boxer since 1978, it’s oil and air cooled, with the former’s cooler sitting smack bang behind the front wheel and quite low, too. Adding to its vintage vibes, the thing also uses camshafts masquerading as pushrods to actuate intake and exhaust valves, which are displayed proudly atop the cylinder heads like some radial biplane from 100 years ago. But the real story here is the engine’s character. We’ll get into the nitty gritty details soon, but suffice to say that it’s the star of the show and not only because of the epic amounts of go it makes. It’s also all about vibes – both vintage and the physical kinds – that never let you forget about it or how it makes its power.

Electronics

While the bike does an impressive job of keeping things old school and simple, it’s also a modern BMW and as you might expect, it’s not as simple as you may first assume. With traction control, riding modes, a keyless fob, LED lights, heated grips, cruise control, hill start, adaptive headlights, tyre pressure sensors and much, much more if your bank account allows it, the thing is remarkable in the fact that it has a butt tonne of tech yet it’s also able to hide it so well. This is mostly achieved by a nicely designed single circular display that looks to all intents and purposes like a plain old speedo, yet the inbuilt LCD readout gives you a heap of data including revs, engine temp, service information, fuel consumption and a whole bunch more. The downside here is that the system is so minimal, the BMW engineers have had to prioritise the way this info is displayed, so should you be (for instance) riding with your heated grips turned on while also using the hill start and having the bike tell you that your first service is due, the information is forced to fight for your attention by cycling or even cancelling each other out. It’s not bad, but it is clearly a compromise.

Other Features

The exposed prop shaft is the one feature that really jumped out at me on first viewing the bike in the flesh. Full of “olden days” vibes and possessing just enough of those “are you sure this is safe?” feels to make things cool, it’s a real shame you can’t see it spinning while you are riding the thing. But once I got over that, it’s the bike’s clear “built to be customised” intentions that scream out to you. And while BMW had their hands tied behind their back thanks to COVID when the bike was first released, suffering from bone dry supply chains and generally shitty manufacturing outlook, it looks like all the bells and whistles for the bike are now available. Of course, Harley pretty much invented this upselling process whereby a customer on the showroom floor can easily double their outlay when buying a new bike by opting for all the fancy accessories. Similarly, BMW has a raft of custom options when it comes to wheels, seats, pipes, ‘bars and shiny bits to make sure that there are as many options available for new R 18 owners as there are drunk guys with beards at the Sturgis rally. I would have put money on the fact that a set of Ape Hangers would never be featured in any BMW Motorrad catalogue, but here we are.

The gargantuan 1800cc engine is an air/oil cooled two-cylinder four-stroke boxer engine with two chain-driven camshafts. Compression is a comfy 9.6:1, which makes me wonder what it could do with 12:1. The final output is a decent 67 kW (91 hp) at 4750 rpm with a maximum torque figure of a jaw dropping 158 Nm (117 lb ft – 6 more than the 2023 Suzuki Hayabusa and only 7 less than the supercharged Kawasaki HP2) at 3000 rpm. Damn. The R 18’s Top speed is just over 180 kmh (113 mph). The tank has a 16 ltr (4.2 gal) capacity with an included reserve of 4 ltrs. Fully fueled and lubed, the bike weighs in at an epic 345 kg (760 lbs) and the seat height is a correspondingly low 690 mm (27 in). My bike was shod with chunky Michelin Commander rubber, with a 130/90 B16 on the front and a 180/65 B16 at the rear.

Initial Impressions of the 2023 BMW R 18 Classic Highline Cruise

I’ve seen plenty of R 18s before, but their sheer size always manages to impress and/or intimidate me just a little. The dealer rep asked if I’d “be OK” with it. This was a polite way of asking if I thought I’d drop the thing while riding out of the dealership and to be honest, I’m glad that I didn’t check the bike’s curb weight before I picked it up. Assuming it was probably somewhere in the 290 – 300 kilo range, I felt OK with the upcoming wrestle. Had I known it was closer to 350 kg, I probably would’ve been second guessing myself and bringing on all the trouble that this incurs. The other thing that crossed my mind was just how much this particular paint job (called “Option 719 Mineral White Metallic” by BMW) reminds me of an American (Californian?) police bike. I knew I should have grown a moustache for this review. Personally, I’d more likely opt for the Black Storm metallic option with the classic BMW pinstriping, but the police look of the loaner is still pretty awesome.

German Pirates

Now is probably a good time to make a frank confession. I’m much more of a cafe racer type guy than I am a cruiser aficionado. Put a gun to my head and make me buy a Harley from the 2023 range and I’d probably opt for a Sportster S or a Fat Bob, but they wouldn’t be my first choice for a new bike without the firearm encouragements. So in a way this is an ideal starting point for reviewing the R 18. It’s easy to see how a dyed-in-the-wool Harley fan could come at the R 18 in a negative way and get off on the wrong foot with it. But for me, my vague indifference to cruisers hopefully means that I can call a spade a spade and make a fair assessment of the bike. As I stand in front of it in the dealer’s forecourt, it does impress. In the grand tradition of speaking loudly and carrying a big stick, it’s definitely not a bike for the faint hearted. Big, bold and black, the cylinder heads stick out of the bike’s sides like freshly painted boilers jutting out of a rather well appointed and very intimidating 1940s German steam train.

Circling the bike produces some accessory notes in my phone detailing the baggage and how well made it seems to be. It also doesn’t take long for anyone to realise that some storage on the back of a bike is always something that always comes in handy. I much prefer this style to the always fugly “top boxes” that never fail to ruin a bike’s looks. I scope the round exhaust pipes and remember that I was a fan of the fish tail items present on the very first generation of the R 18. Yes, I know they were controversial, but I kinda liked them as a bold and unexpected choice for the bike. It harkened back to the original style which I’ve always liked. My mind starts wandering and I recall how much interest the 2019 R 18 concept bike managed to garner. It too had the fishtail pipes on it, but it somehow managed to also look a lot lighter and more airy than the final bike does. With its lower profile rubber and seat, along with its distinct lack of accessories, it had even the likes of us cruiser sceptics sitting up and taking notice. But the final bike proved to be much more chunky and Harley-ish; a process no doubt spearheaded by the BMW marketing and sales departments than from the bike’s original designers.

Rock ‘n’ Roll ‘n’ Rain

Kicking the bike into life is more a process of inciting a minor earthquake than anything else. Clearly an engineering decision that is as bold as it is un-German, the bike rocks back and forth at idle like a washing machine trying to spin dry a gold bar. The vibes are still present as the revs rise, but some clever Berlin engineer has ensured that there’s a constant reminder as the bike sits stationary that this isn’t any normal boxer twin. And although it’s kind of counterintuitive, chilling at the red light while the bike you’re on has its own little dance party is kind of cool. But here’s where the bike’s riding modes come into play. It’s a little confusing at first, but the three different settings available to you are ”ROCK”, “ROLL” and “RAIN”. Sure, rain is pretty obvious – but what about the other two? Well, as I only discovered after I’d ridden the bike, ROCK is the ROCK at idle. Change it to ROLL and it’s much more well-behaved both at idle, under acceleration and in how it delivers the torque to that giant donut of a rear wheel. I get it, but also why would you?

Riding the 2023 BMW R 18 Classic Highline Cruise

Riding in the city.

With a bike that’s fully 66% heavier than my daily ride, I (and anyone with a few neurons to rub together) will treat the R 18 with the respect it demands – at least until you know its needs and abilities. And this goes doubly at low speeds. While some R 18 models come with a reverse gear, mine was sadly unequipped. As such, there were a few occasions when manoeuvring the bike at low speeds that I got myself into a “oh shit, what do I do now” type situations. Invariably, the answer always seemed to be “do a 12-point turn” which lacks the cool factor but is clearly much cooler than dropping the enormous bastard on its rocker covers. My advice to myself here was to think about my next ride when parking the R 18; if you are forced to spend 5 minutes at the end of a ride slowly turning the thing around in your suddenly-very-small garage, it’ll pay definite dividends. Who wants their next sunday ride kicking off a sweaty German wrestling competition against an opponent that is guaranteed to be well about your weight division? Thank himmel that the seat’s nice and low; the more leverage I have to move the bike around here the better, and there’s no way this thing is being turned around with your tippy toes.

But once you’re up and away, things settle down and you fall into a very pleasant groove of low revs, oceanic amounts of torque and that undeniable feeling that yes, you are in fact the King of the Road. Sure most bikes have this in some fashion or another, but there’s just something so ego-boosting about sitting atop a big bike on a sunny Sunday. In this mindset, the bike seems happiest at 2500 to 3500 rpms and once you reach the high end of the tacho, the vibes and your feet bouncing around on the running boards suggest in a very clear way that it’s probably time to grab another cog. But don’t be fooled into thinking that the bike is shy of revs. In a strange engineering feat, the bike is more than happy to blast up the revs from a standstill and you hit the limiter at around 5600 much sooner than you’d expect. But if you’re cruising along and you give it some gas, revs in the high threes start to feel a little too vibey and I found myself sticking to that 2500-3500 sweet spot. Unsurprisingly, this is where the engine produces most of its torque, too.

Interestingly, the bike has a certain VW Beetle sound as it barges you around the city and the surrounding suburbs. Now don’t take this the wrong way; I’m not saying that the bike is old, or weak or hopelessly retro. There’s also a meaty heft to the exhaust note and engine sounds that clearly sets it apart from its four-wheeled German brethren. But it’s definitely there. Roll on the throttle and that air cooled boxer melody changes into an impressive roar as the redline approaches. No, it never reaches the angry, pensioner-deafening riot that a Harley does as part of its stock-in-trade. I’m not sure how this experience varies once you start adding the R 18’s many exhaust pipe options up, but the ones on mine were definitely on the polite side of things and – to be a little critical – seemed to be underplaying the massive chorus that surely is emanating from this huge 1800cc power plant. And that’s a shame. I’d love to hear the Akrapovic can option when it’s on song.

Other notes from my collection discuss the fact that the gear lever is unusable in the “normal” fashion with anything resembling proper riding boots on; there’s simply not enough clearance between the footboards, the cylinder head and the air intake to allow it. So you either risk your toes and ride in sneakers, or you’re forced to change gears using the heel lever. And how good is having storage space on a bike? Personally, I’m just so damn used to either taking a backpack or going without, but riding the R 18 around and suddenly yes, as a matter of fact I will stop by the local shops for some Friday afternoon beer and chips. I can see exactly why Harley riders are sometimes a little on the heavier side of things. Damn you saddlebags. Damn you and my waistline to hell.

Riding in the Curves

I’d like to apologise in advance to BMW Motorrad Australia for the absolute torture I inflicted on the pegs under the R 18’s footboards during my loan. At one point I even got down on my hands and knees and inspected them to make sure I wasn’t about to start sacrificing the boards themselves. And this scraping wasn’t limited to just the curves; I was getting them down pretty much everywhere. No, this wasn’t anything really to do with the R 18. Sadly enough it was more to do with me reigning in my enthusiasm and learning that the R 18 prefers to be ridden in a certain way. Just like the engine’s polite hints that there’s no real need to go above 3500 revs, the bike’s lean angle also delicately prompts you that no, those sparks flying up from under the bike aren’t cool or fun or normal. So this is what cruising’s all about, hey? I could get used to this. One gear. No big leans or any gymnastics through corners. Like surfing on a longboard, everything’s very smooth and the board’s size and weight seem very forgiving. But this is nothing new for anyone familiar with this style of bike.

Shaken out of my smooth cruising dreams, a learner in a small yellow car pulls out from a side street and onto this, the go-to Sunday ride road for a large part of Sydney’s motorcyclists. To be honest, I think my parents probably brought me here to learn how to drive too. But not before I had terrorised the quiet industrial back streets of the Sydney suburbs with my snail’s pace and properly learnt how to keep up with the general flow of traffic. But not this family. The speed limit through the “Nasho” is 60 kmh. Most riders will know that the local police – while always on the lookout for riders really pushing things – will ignore fines for speeds below 80 kmh.

But here’s a learner doing 40 kmh; in other words half the speed most two-wheeled traffic behind it is used to. But I get it. To the uninitiated, this seems like a quiet country road. In a move which I instantly regret, I choose the worst possible place to overtake in the entire park and roar past the terrified L-plater through the deep forest “Lady Carrington chicance.” Ironically it’s the only one on this entire stretch of road. Yes, I’m an arse . But unlike my judgement and patience, the R 18 doesn’t miss a beat and we leave the young learner and their undoubtedly angry parent in our leafy, sparking wake. Sure it’s 345 kilos and it touches down at the blink of an eye but boy did it take this dumb move in its stride.This sure proves a point; monstrous torque counts for a lot when you find yourself in a sticky overtaking situation.

Best Foot Forward

Much fuss was made by the general public on the bike’s release when they noticed that the R 18’s cylinder heads rule out any chance of those classic cruiser “foot forward” pegs as options. Sure, you can rest your legs on top of them if you need a change of position on long rides, but I didn’t really understand the criticism at the time and I’m even less convinced now that I’ve ridden it. With the possible exception of tall riders and people with go-go Gadget legs, the R 18’s riding position is just about as comfortable as is physically possible on any motorcycle, let alone one this luxurious and long. Yes, there’s an inherent balance between the low seat height and the placement of the foot boards to make sure your knees aren’t too folded up, but anyone who outright rejects the R 18 as an option on this issue alone is either bloody minded or they own shares in a recliner furniture company. Yes, it’s your god-given right to shrug this argument off and retort with something as basic as “I like to ride that way!” Personally, I’m not all that fussed and I’ve also been stuck in traffic on a foot-forward bike and boy, does that up and down get old quickly.

Now I’m out on a fast freeway and hopefully right into the R 18’s prime hunting ground. Of course, it sings here. I’d be genuinely shocked if it didn’t; this is its raison d’etre. The long wheel base. The low, substantial weight. The big tyres and all that torque. Here we are, and the bike is loving it. In sixth gear, the revs are at 2600 and everything is perfect in the world. Overtaking is accomplished so easily and so quickly it’s like the bike is humble bragging about how good it is. The cruise control is up to the same usual BMW standard, so it’s refined and easy to operate. A quick test with both my hands on my hips sees the bike tracking straight as a die and without any form of saddlebag-induced wobbles or wandering. My natural akimbo stance cools my legs in the still-not-quite-spring Sydney breeze, but tucking them into the tank protects them nicely. Vibes are pleasant without being overbearing and everything is in its right place. It’s now that the “more polite than Harley” exhaust note makes sense; I could do this all day as the balance between ‘tood and character seem pretty much perfect so the bike’s roar doesn’t get too annoying.

My attention turns to the screen and I note that my head is being buffeted in the wind. As the speed rises, so does the turbulence. Ducking down, things improve but there’s no way I could ride for any length of time hunched over like this. Flipping the test, I raise myself up on the ‘boards and find the clean air just above the turbulence. Both are a relief and I’ve only been on the freeway for 60 minutes or so. I hold up my left hand and the results are the same. There’s a storm of wind that seems to be aimed directly at my helmet. And it’s not just a little storm. I recreate this issue on subsequent rides and a little voice in my head tells me to get all DIY on the bike by removing the (non-adjustable) screen to see what things are like without it. But I resist, settling on the thought that the screen just isn’t cutting der mostrich. No, screens and bike aerodynamics aren’t a simple problem to solve. And sure, perfecting this kind of stuff is hard thanks to infinitely variable rider heights and helmets, but my average height and mix of garden-variety open and closed-faced helmets proved that it was a constant on any roads where speeds got above 80 kmh. Ouch.

What Could Be Better on the 2023 BMW R 18 Classic Highline Cruiser

I don’t think I’m being unreasonable when I say that a cruiser would make you want to – you know – cruise . And then some. One minute you’re out for a quick blast and the next thing you know, you’re in a different state and the sun is setting. So I’d really like to think that a screen designed to reduce the wind blast would make things better and not worse. As it stands, I began to imagine the headache I’d have after a full eight hours in the saddle with all that constant buffeting. Like a lot of this stuff, it seems like a minor issue at first but the effect builds up over time, as does the annoyance. If this were my bike, I’d be back at the dealer quicksmart asking them why it was happening and how they’d fix it. Otherwise it’d be goodbye screen. What’s the point of paying for it if it only makes things worse? Your mileage may vary, but for my height and my helmet, it wasn’t up to scratch.

I would have also liked to hear a bit more of that awesome engine’s vocal chords coming out of the pipes and I would have liked the reverse gear included as standard, not as an optional extra. But if you countered that thought with a point around my distinct lack of cruiser-wrestling experience, I’d probably have to agree. I guess the task becomes easier as you learn what’s what and develop a better sense of what the bike will and won’t like when it comes to low speed garage and parking moves.

Final Thoughts on the 2023 BMW R 18 Classic Highline Cruiser

To finish this thing off, let’s do a little role play. You are in the market for a big new cruiser but you don’t want a Harley thanks to all the questionable brand baggage that comes with owning your own little piece of Trailer Park ‘Murica. You’ve also ruled out a Japanese bike because you already have a litre sportbike in your garage. That leaves you with a surprising small list that contains only two bikes; the R18 and Indian’s Super Chief. Talk about Harley market domination. And even if you decide to include the Japanese options back into the mix, would you really choose a Suzuki Boulevard over an R 18 or an Indian? Ironically, this also shines a light onto the core issue here. Harley (and to a lesser extent, Indian) own this segment like Google owns internet search or McDonald’s owns cheeseburgers. Wanting a cruiser but not wanting a Harley is nothing if not masochistic or just plain illogical. BMW has bet the farm on this type of customer but as someone who knows a little bit about marketing alongside writing overly verbose motorcycle reviews, I’m just not sure that in 2023 it’s a big enough target to hit while also making a profit.

History tells us that BMW is in the game for the long haul and you’d have to be high or supremely naive to suggest that the cruiser segment is done and dusted. Trends rise and fall. So do bike genres. And while there are plenty or armchair experts on YouTube proclaiming that BMW isn’t selling enough R 18s and how it’s destined to fail, you could say the exact same thing about Harley or Indian bikes, too. Making bikes that sell is a tough business and the amount of money that needs to be spent on them before they magically appear on your local showroom floor is astronomical. This isn’t the Berlin giant’s first rodeo either; they know this is a long game and that making a real splash in the cruiser segment is going to be a long, hard road to ride. After all, they’ve been doing it for over a 100 years now…

But I digress and that’s not really an issue for you and I, is it? As a rider who may be thinking about buying a big cruiser, I can – hand on heart – say that the R 18 is a genuinely good choice. And it’s also the one I’d be making if I were to be in the market for a bike like this. I’m just not a Harley guy and I know that BMW is essentially the same company it was 100 years ago, whereas Indian spent 50 years out of action before it was revived in 2011. This may not matter much in 2023, but I’ve always been more of a boxer twin kind of a guy than I have been an Indian v-twin fanatic.

If you want a Harley, by all means get a Harley. It’d suck going with something other than what your heart is telling you to do. Just go for it. But if you think that there’s more negatives than positives for you as a cruiser rider if you hitched your life to the Milwaukee Bandwagon, then the R 18 is pretty much all upsides and very little down. The engine is a brutal work of art that also knows when to take centre stage and when to shut the hell up. The build quality and reliability is going to be hard for any Harley to match and the bike’s refinement is something that will likely impress in the long term over and above a Harley’s charismatic “livin’ for the moment” rebel yells. No, the R 18 isn’t going anywhere in a hurry. It’s too good for that. Mark my words when I say that it’s here for the long run and similarly if you’re the kind of rider that likes long runs involving relaxed, torqued-out cruising, then you best not ignore this Berlin brute.

The 2023 BMW R 18 Classic Highline Cruiser

See Also : 2023 BMW Model Lineup

• Engine is a a beast with oceans of torque and mucho character
• It handles and accelerates better that you’d expect
• A quality bike with near-perfect fit and finish
• It’s not a Harley
• Where fitted, the factory screen buffets your helmet at freeway speeds
• Gear lever feels cramped in its position under the massive left cylinder head
• Exhaust note is a little too polite

2023 BMW R 18 Classic Highline Cruiser Photo Gallery

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2021 BMW R18 review: An American cruiser through a Bavarian lens

BMW's R18 is an epic bike in many ways, but it's perhaps not what some American Beemer fans might have had in mind when dreaming about an ultimate riding machine.

You could spend all day picking out the throwback details here. They are many and the execution is sublime.

Do you know what Harley-Davidson's largest market is outside of the United States? You'd be forgiven for guessing it's China, since so many other American brands have found such great success there as of late. Or perhaps India, a place with somewhere near 40 million motorcycles on the road. Neither, however, is correct. 

The answer is Germany, a fact I provide not to ensure you're well-prepped for the next trivia night at your local bierhaus, but because knowing that fact is key to understanding not only why the R18 exists, but indeed why it is the way it is. 

The BMW R18 is a long, low, slow and beautiful cruiser. At about $18,000 to start, it's also quite expensive. This is, in many ways, a Bavarian-built Harley, a machine designed to fend off that Milwaukee presence on the Autobahn. If that sounds like a curious proposition, it is, but it's also a well-executed one. 

BMW's R18 takes retro style to excess

You have to start with the look, which is something like a cruiser caricature of BMW's iconic R series of motorcycles. My test bike is painted black with white pinstripes, an understated scheme for such an outrageously designed bike, but a look that is, for Beemer fans at least, as iconic as a pair of pistons sticking out the frame at odd angles. 

Indeed the pistons are horizontally opposed on the R18, something a legally blind individual could easily tell from 100 yards away. BMW owners often call the cylinders on their bikes jugs but these are bigger than a gallon by far, wrapped in chrome and cooling fins and sprouting a giant exhaust pipe that sweeps forward before turning back and flaring into an almost laughably huge muffler. Somehow, though, the styling works.

Between the cylinders sits the heart of the machine, an engine faced by yet more chrome and its own inset BMW logo. There's no radiator here to hide the simple frame or the perhaps overwrought details of the motor, just a little oil cooler situated down low where you'd barely notice. 

Handily fends off the inevitable "How big's the motor on that thing?"

If you had any doubts about the sheer mass of that engine, the giant "1800cc" badges on either side quickly put that to rest. Large in displacement, yes, but not necessarily output. BMW's 1,802-cc lump is officially rated at 91 horsepower and 116 pound-feet of torque. I'm tempted to compare this to a modern performance engine, like the 1,103-cc V4 that makes 214 hp in the Ducati Panigale V4 S -- more than twice the power from an engine that's 60% the size -- but that's a bit unfair. 

A better comparison might be to another air-cooled BMW, like my 1965 R69S and its 594-cc, air-cooled, horizontally opposed twin. New, that bike was rated for 35 hp. Do the math and you'll see that's slightly less than one-third the displacement yet more than one-third the power. How far we've come in 55 years. But, to circle back to the Harley-Davidson comparison, this motor could perhaps best be set against the Milwaukee-Eight 114 found in the 2020 Fat Bob and others. That 1,870-cc engine does 86 hp and 119 lb-ft of torque -- right in line with the R18. 

Numbers are unimportant compared to how a thing feels, and suffice to say the R18 feels every bit a motorcycle that weighs in at 761 pounds fueled. You'd best have both feet on the ground as you heave it off its side-stand and thumb that starter, because the force of the engine turning over wants to throw the bike back on its side again. Blips of the throttle are also met with similar displays of Newton's third law of motion, so make sure you're not standing in a puddle of oil the next time you want a little extra attention while sitting at a stoplight. 

And how does it sound? Nice, actually. It's clearly a twin, but a more orderly sounding one than the lumpy, "potato-potato" noise of a Harley. The R18 is reasonably quiet when cruising. It's restrained even when accelerating hard, and while I like that audio mix myself I'm sure many will be stripping off those gorgeous, sweeping pipes for something a fair bit louder. 

Look as close as you like from any angle, visually this bike does not disappoint.

The throttle response is good and this is a bike better driven with torque than power. Though there's a digital tachometer available within the tiny LCD nestled inside the speedometer, it isn't needed. When the vibration gets so bad the mirrors are blurring and your fingertips start going numb, it's time to grab the next gear. 

The ABS-equipped brakes are remarkably good and the six-speed transmission is so snappy and responsive it actually caught me by surprise. The R18 snicks into the next gear with the sharpness of a sportbike. There's an optional reverse here, too, something I'd call a necessity on a rig this large, but it is rather less easy to engage. This R18 actually uses its starter, an engagement process requiring you reach down and find a small lever next to your left knee before pressing the starter button. It's nowhere near as cleanly integrated as that on the  Honda Gold Wing .

Indeed, moving the R18 around a parking lot is a real chore, where it very definitely feels its weight. Up to speed, though, and it's a charming ride. Once you get the rear shock's preload dialed in the bike Hoovers up road imperfections and is a great companion for leisurely rides. On its sharpest throttle response (your options are Rain, Roll and Rock), it's even reasonably sprightly. It isn't, however, one of those magic machines like the Gold Wing that hides its weight in the corners. On the R18, the pegs start dragging at the first hint of aggressive cornering. You're always well aware that you're astride something substantial, something that feels most at home at speed on long runs. Sadly, however, there's a problem that has me eager to climb off after less than an hour at a time. 

The R18, you see, is a literal pain in my ass. The bike is understandably festooned with BMW logos, plus "Berlin built" graphics, but some questionable soul decided to put a big, metal "BMW" on the saddle. It's positioned in the perfect place to press against my tailbone. There are multiple seats available, but as far as I can tell all of the factory units contain this unfortunate and unnecessary bit of branding. You may need to budget a little extra for an aftermarket saddle depending on the shape, size and sensitivity of your posterior. 

Seriously, who thought this was a good idea?

You'll need a healthy budget regardless. The starting price of a BMW R18 is $17,495. What you see here is a First Edition bike, which adds that necessary pinstriping and much of the chrome. It also has the Premium Package, adding in the reverse function plus some other niceties, and the Select Package, including an alarm and heated grips. Add another $250 for the slender passenger seat and you're looking at $22,265 after a $695 destination fee. And that's before you delve into the dozens and dozens of machined, polished, chromed and otherwise bespoke components that can be spec'd out to provide the perfect amount of visual flair to match your style. 

It's a configurator that I confess I spent a fair bit of time pondering well before I was given the opportunity to test this bike. I was so utterly smitten by that initial concept I had serious thoughts about ordering one myself. Now that I've had what amounts to an extremely extended test ride, I'm left with mixed feelings. The R18 is stunning to behold and I could go on for days calling out the throwback details -- the wire wheels with black hoops, the finned nuts on the exhaust, the classic single round headlight... I couldn't help but grin every time I looked at the thing and, on the move, the package makes me feel incredibly special. However, the bike itself rides like just another cruiser, and I'd hoped for more. When Ducati built a cruiser, the Diavel, it was undeniably different than anything else on the market. I didn't know what to expect from a BMW cruiser, but I certainly hadn't expected it to feel so American. 

BMW R 18 Cruiser Motorcycle Is Big, Beautiful, but Must Battle Harley

Shouldn’t more people be buying these things?

• After three years on the market there are now five versions of the BMW R 18 cruiser motorcycle, and with each hard-won sale they make another dent in the Harley-Davidson cruiser-bike juggernaut.
• Dealers say you can get an R 18 for a lot less than the equivalent Harley.
• She’s a beaut, ain’t she?

BMW sold a record 202,895 motorcycles worldwide last year and remained in first place in the global premium motorcycle segment. BMW Motorrad USA sold 17,690 bikes to set a record of its own. The top sellers continue to be the new R 1250 GS and GS Adventure , with what BMW calls “strong performance” from the superbike S 1000 RR and even the M 1000 RR. But the Roundel also gave credit to a “freshened product lineup of new models like the all-new R 18 B and R 18 Transcontinental ,” both variants of the historically significant R 18 cruiser bike.

When it came out in 2020, the R 18 was almost universally regaled as a beautiful bike. Even riders who weren’t familiar with the R5 of the 1930s that inspired it loved the styling of the new R 18 and could probably recognize some historical heritage in the hardtail-looking frame, pinstriped gas tank, and big, honking cylinder heads poking out sideways from the case.

Before anyone actually rode it, the R 18 got great reviews from people who simply loved the way it looked. I, too, went a little bonkers with enthusiasm three years ago.

But the big Beemer faced a whole set of challenges all its own, most of which had nothing to do with how big and beautiful it was or how well it cruised. It had to compete with Harley-Davidson. Harleys have been the darlings of American bikers for 120 years, since shortly after the first motor was placed in the first cycle. There’s a culture built up around it, a way of life, an all-consuming identity that would make any modern moto marketer mince.

Globally, Harley did not sell as many motorcycles as BMW. The Motor Company, as it’s known, shipped only 193,500 Harleys to BMW’s 202,895 sales. Sales and deliveries are different things, and BMW is ahead. But while BMW offers a wide variety of motorcycles, Harley specializes in cruisers.

BMW’s challenge with the R 18 was to crack the cruiser market that Harley has owned for seemingly ever. How to do that? They’re dealin’!

“The way they’re going about that is a very aggressive finance rate, as well as a rebate,” said Kevin Reynolds of BMW Motorcycles of North Dallas, one of the leading R 18 dealerships in the country.

While you can easily spend over 30 or 40 grand on a CVO Harley, followed by adding options on it that Harley buyers love, the bikes Harley lists as "Cruisers" start at $14,399 for the Softail Standard. But on the Softail Standard you get almost none of the tech and safety features found on the BMW R 18. You don't even get dual front disc brakes. You can get onto a 2023 R 18 for $15,890. BMW Motorcycle dealers are offering financing as low as 0% for 60 months and rebates as high as $3000, depending on year, make, model, and probably a few other things.

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You can get a Harley-Davidson Heritage Classic for $21,199 with ABS (standard on the R 18) but then there’s dealer prep and destination, which can vary widely by dealer. While BMW offers zero percent financing, Harley offers 8.99% for 84 months. BMW also has a deal where they cover the buyer’s first four payments.

When you add it all up…

“They’re cheaper than the equivalent Harley,” said Dagan Klipfel of BMW Motorcycles of Ventura County, adding, “Harley doesn’t disclose their full price out the door.”

“Three of our big sales/finance team (members) here are ex-Harley employees, so we’ve got people that can talk that turkey and explain it, go, ‘Hey, this is going to have everything that your CVO does, and it costs $10,000 less, and you’re gonna be able to keep it on the road for a lot cheaper,” said Reynolds.

Then there’s another thing BMW offers over its American competitor.

“I think mainly it’s the safety and technology,” said Lawrence Garrett, sales associate at BMW Motorcycles of Seattle. “Our bikes come with a lot more technology than the Harley-Davidsons do. They’re a lot safer. They have different ride modes, traction control, ABS.”

They also have dual disc brakes in the front (which all but one of what Harley lists as its "Cruiser" bikes don't), a handy reverse gear (which Harleys don't), and air and oil cooling with both cylinders poking out into the airflow while the Harley’s aft cylinder gets less air than the front one. But the Harley has a more comfortable seat, possibly a more comfortable riding position, and 120 years of hard-ridin’ heritage to BMW’s 100 years.

"You are on record here saying BMW offers safety and technology, and Harley doesn’t?" asked my friend from Harley when she saw that assertion.

In fact, Harley does offer something called the Reflex Defensive Driver System, or RDRS, as standard on 2023 Street Glide and Road Glide bikes, but it's not available on the eight bikes Harley lists under "Cruiser" on its website. That's too bad, because RDRS offers: Cornering-Enhanced Electronic Linked Braking that applies front and rear brakes evenly despite what you're doing with the brake levers; Cornering-Enhanced ABS; Drag-Torque Slip-Control System that keeps the rear wheel from locking up or slipping during deceleration; as well as Harley's take on a Hill Holder clutch and even a tire pressure monitoring system. But BMW offers its take on those systems, plus more, on its R 18.

BMW just wants people to give their bike a try.

“Once people actually get on these bikes and they’re actually riding them and taking the time to have longer than just a test drive, they are loving them,” said Reynolds. “We’re seeing converts.”

“There’s a lot of social pressure influencing people’s decisions,” said Klipfel. “Because of social constraints, they (traditional Harley riders) are afraid to even try it.”

And once they do? Many complain about the BMW’s mid-mounted foot pegs, whereas on a Harley you can put your feet farther forward. The BMW’s massive cylinders prevent you from doing that (though some have installed engine protection bars and then just rest their boots on top of those).

Also, the R 18 has a distinct sideways whap-a-whap-a-whap as the cylinders move back and forth, which is particularly noticeable at stop lights when the bike is idling at 950 rpm. Harleys are much less intrusive in that regard. Those wide cylinder heads are also a bit disconcerting during cornering, when you may be worried you’re going to scrape a head off (don’t worry, that’s the foot pegs you hear scraping).

The first time I rode an R 18 three years ago, it felt big and ungainly in a way no Harley ever had. The second time, too. As well as the time I rode an R 18 Transcontinental for a couple weeks. But last week I felt just fine on the latest R 18 I rode, putting about 400 miles on it. I loved the looks and so did everyone who had anything to say about the bike. You don’t have to know about the R5 to love the R 18.

And yet, BMW still lags behind Harley sales in the cruiser segment.

“BMW’s having to invest in the younger generation,” said Klipfel. “But unfortunately, people don’t even want to learn how to drive—let alone ride—a motorcycle.”

If they had access to an R 18, I bet they’d want to ride.

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PressClub Global · Article.

The bmw cruise m-bike limited edition. a bicycle for every bmw m enthusiast., 10.04.2015 press release.

Munich. BMW is complimenting its bicycle collection in spring 2015 with the presentation of a colorful tribute to the BMW M automobiles: a limited special edition BMW Cruise M-Bike. The characteristic Austin Yellow Metallic of the BMW M GmbH was adapted for this edition, which has been limited to 500 exemplars. Each model of the limited edition comes with a specially made plaque and a certificate.

Press Contact.

Susanne Herrmann BMW Group Tel: +49-89-382-24716 send an e-mail

This article in other PressClubs

The BMW Cruise M-Bike stands out with its modern design and lightweight construction elements. An optical highlight is the so-called "Bullneck" on the top tube in the front frame, which was borrowed from motorcycle design and is reminiscent of the tank position. Its hydro-formed aluminum frame and carbon components make the BMW Cruise M-Bike both light and stable. Despite its low weight, the frame is very rigid, which ensures maximum power transmission at the lowest possible effort. The ergonomic handlebar concept, which is individually adjustable, allows for a comfortable ride, while the hydraulic disc brakes from Shimano guarantee a safe arrival.

A collection for any demand. For over 60 years, BMW has demonstrated its expertise in the development of modern, high-quality bicycles. The current bicycle collection stands for versatility and quality. For children and adolescents, two suitable models are available: the BMW Kids Bike and the BMW Cruise Bike Junior. For lovers of difficult terrain, the BMW All Mountain Bike is the perfect companion. For rides in the city, the BMW Cruise Bike, with its symbiotic interaction between dynamics and functionality, has its advantages. A sporty alternative is The BMW Trekking Bike with its hub dynamo, sturdy luggage rack, and integrated bicycle pump. In addition to the different bicycle models, the BMW bicycle collection offers matching equipment such as helmets, water bottles, bicycle locks, or a practical bike backpack.

The BMW Cruise M-Bike Limited Edition is available at selected BMW retailers. The other models in the BMW bicycle collection as well as the matching equipment are additionally available online at shop.bmw.com

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15 Motorcycles With Cruise Control

I f you know how to drive a car, you probably already know what cruise control is. You get up to your desired speed, set the cruise control, and allow the vehicle to do the work. There's no need to step on the gas, and it makes cruising more enjoyable by reducing the work and helping you achieve better gas mileage.

What if you could have these benefits on your motorcycle? Fortunately, with some modern motorcycles, you can. These bikes come ready for cruising and long-distance riding on the highway thanks to cruise control being included as a standard feature. Try it for yourself with these fifteen motorcycles, or check around for yourself and find a model that you like. There are numerous bikes that have come out for the 2023 model year that have this feature built in.

Updated April 2023: A substantial number of bikes on the market have cruise control as a standard or offer it as an optional component, so it is hard to write about just a few. That is why it was decided to add a few more to a list that needed updating anyway. So, below, you will find the original ten motorcycles with cruise control and a few new ones that have been added.

Related: Most Expensive Motorcycles In 2023

Cruiser: Harley-Davidson Sportster S

The Harley-Davidson Sportster S is the bright shining star of the Harley lineup , yt may not be the biggest bike produced by Harley, but it is definitely the sportiest. This punchy little bike is incredibly popular because it offers the perfect combination of performance and comfort. It has a surprising amount of agility for a cruiser. You may not use the cruise control while cruising around town, however, it will come in handy when you get out on the open roads on the weekend. The Revolution Max 1250T engine powers the Sportster outfitted with traction control, drag-torque slip control, wheel lift mitigation, and cornering enhancement.

Cruiser: Indian FTR

The cruiser title is a bit unfair for the Indian FTR, as it has a 1,203cc liquid-cooled V-twin engine that packs plenty of punch. Cruise control is only a natural addition; as Indian claims, this is the "do anything" bike. Thanks to improved rider ergonomics, you can comfortably and confidently cruise around town, commute to work, or conquer the mountain twisties. The base FTR model is pretty bare-bones, however, the FTR Sport and FTR R Carbon have ride modes, lean-sensitive stability control, cornering pre-control, and wheelie mitigation.

Cruiser: Ducati XDiavel

The Ducati XDiavel is the Italian version of a cruiser , the overall riding position is more upright and relaxed, a departure from the traditional forward tuck we typically see on a Ducati. However, the XDiavel doesn't tread too far from Ducati tradition regarding technology and performance. In addition to cruise control, it has a ride-by-wire system, power launch, and Bosch IMU.

Cruiser: Honda Rebel 1100

The Honda Rebel is one of the most popular cruisers on the road today , it is low and light, and the engine is lively with plenty of torque. Your body will relax into the saddle as you make your way around the back country roads. The Rebel has a fresh new take on cruiser motorcycles with a blacked-out style. It comes equipped with cruise control, anti-lock brakes, and wheelie control. There is even a USB-C port under the seat, making it easy to charge your devices while on the go.

Related: Cruiser Motorcycles To Watch Out For In 2023

Adventure Bike: BMW R 1250 GS Adventure

It should come as no surprise that the BMW R1250 GS Adventure comes with cruise control. This is just one of many technology features that BMW has packed into the bike , for example, the headlights fully swivel to be adaptive for maximum road illumination. What makes BMW adventure bikes so popular is their rider comfort. You can customize the seat height, adjust the handlebar height, and there is a selection of seats that you can choose from. The increased comfort instills confidence in the rider. In addition, the comfortable riding position and engine reliability allow riders to travel further.

Adventure Bike: Yamaha Super Tenere

The Yamaha Super Tenere is a legendary adventure touring motorcycle that has proven itself year after year , while you probably won't use cruise control during the off-road stints, it will be handy on the pavement. The Super Tenere shines when you challenge it with an epic cross-country trip. Powering the bike is a cross-plane crankshaft engine designed to withstand rugged riding conditions. Yamaha ensures riders are ready with included cruise control, electronic suspension, traction control, advanced fuel injection, and rider-friendly ergonomics.

Adventure Bike: Ducati Multistrada V4 S

The radar adaptive cruise control takes a little getting used to when first driving this bike because when it senses that you are within a specific distance of another vehicle, it will automatically back off the throttle. Yes, it makes it safer for you while on the roads, but it can sometimes become frustrating when trying to reach your destination.

Related: 10 Reasons Why The Ducati Multistrada V4 Is The Most High-Tech Adventure Bike

Naked Bike: Yamaha MT-09 SP

You wouldn't expect the Yamaha MT-09 SP to have cruise control. However, this gritty inner-city prowler has this convenient feature and much more. The MT-09 SP is like a new era for Yamaha , Yamaha engineers put in some serious work revamping this bike, and thankfully, they listened to the people. The result is a bike that has a lighter and more powerful engine. The torquey response will make you smile as you remember how fun motorcycles can be. There are three ride modes, plenty of rider aides, and cruise control.

Naked Bike: CFMoto 700CL-X

This Chinese-engineered bike is relatively new to the States, but the CFMOTO 700 CL-X has been overseas for more than a few years. It is a motorcycle designed with all the tech that could be imagined at a surprisingly low entry-level price. It has a 74 horsepower liquid-cooled engine that can push out up to 50.2 pound-feet of torque at 6,500 RPM.

Sport Bike: Kawasaki ZX-10R

The Kawasaki ZX-10R may stem from Kawasaki's years of racing experience, but it shines on the road too , this liter bike has a laundry list of features, making it a great value. In addition to the electronic cruise control, it comes with launch control, engine brake control, cornering management, and traction control. These rider-assist features help the bike perform better while riding on the street or testing your skills on the track. Twist the throttle and feel the smooth power delivery from the 998cc engine.

Sport Bike: Aprilia RS 660

Sport bikes are not as popular as they once were, but there are still a number of bike enthusiasts out there that will ride nothing but a sport bike. One of the best sports bikes to hit the market in the last decade or so has to be the Aprilia RS 660 that brings all the available technology to the table, including cruise control and a powerful 100 horsepower 660cc engine that delivers an incredible experience.

Touring Bike: Moto Guzzi California 1400 Touring

The Moto Guzzi California 1400 Touring is a bike that may not turn heads, but what it lacks in style, it makes up for in performance. Built for riding long distances, cruise control is a natural feature to include. It is just one of the many creature comforts that make this a luxury motorcycle. The saddlebags boast an impressive 9+ gallons of storage. Then there is the smartphone connectivity that lets you view the bike's data with a tap of a finger.

Touring Bike: Honda Gold Wing

Since the early 70s, the Honda Gold Wing has been one of the premier touring bikes on the market. Since the 80s, it has been one of the few bikes that always offered cruise control as a standard feature because the people at Honda knew how important comfort is to consumers when cruising across the country on a motorcycle. The new Gold Wing will continue with this tradition with an optimized cruise control function, along with other innovative technology such as four ride modes, a smart key for keyless access to saddlebags, a tire pressure monitoring system, Apple CarPlay, Android Auto integration, and more.

Sport Touring Bike: Yamaha FJR1300

The Yamaha FJR1300 proves you can still have fun riding a touring bike , the cruise control feature is one of the simpler features on this bike. For example, it has lean angle-sensitive LED lighting, traction control, and advanced ride-by-wire fuel injection. In addition, you and your passenger can adjust the seats for maximum riding comfort. The integrated luggage system has a quick-release system, making packing and traveling easier. A nice touch is the fairing glove box. This hidden compartment also has a 12V outlet inside. This makes it perfect for charging electronics or plugging in your heated gear while you ride.

Sport Touring Bike: Kawasaki Ninja 1000SX

Arguably one of the most commonly known sport bikes from decades past is the Kawasaki Ninja, and even today, it is one of the most talked about models around the campfire. The Ninja 1000SX is a newer model that offers you, as a rider, numerous creature comforts such as cruise control, traction control, power modes, ABS, smartphone connectivity, traction control, and more. To top that off, the inline-four 1043cc engine offers 124.3 horsepower at 9500 RPM and 75.4 pound-feet of torque at 8000 RPM. That gives the bike a 0 to 60 time of 2.99 seconds and a quarter-mile sprint of 10.9 seconds.

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2024 BMW R 18 Roctane | First Ride Review

In my early days with Rider , the BMW R 18 caught my eye. I had never ridden a BMW, and as a cruiser guy it was right up my alley. When one of my fellow editors, Allison Parker, got a chance to ride an R 18 at the BMW U.S. Rider Academy , I expressed interest to Rider EIC Greg Drevenstedt about doing the same.

A few weeks later, BMW announced a new R 18 – the Roctane – and invited Rider to get a first ride on the bike in Germany, so I made my pitch. The ride would coincide with the recently opened 100 Years of BMW Motorrad exhibition at the BMW Museum in Munich, so I figured this would be the perfect opportunity to get a little additional perspective on how we got to this point.

I came away from the trip not only wiser but after two days of riding through the Bavarian and Austrian Alps, much happier.

BMW R 18: A Growing Family

The 2024 BMW R 18 Roctane is the fifth member of the R 18 family, which launched its first model in 2020 and was inspired by the iconic BMW R 5 from the 1930s. The Roctane, which BMW describes as a “cruiser, a bagger, and everything in between,” joins the standard R 18, the R 18 Classic, the R 18 B (Bagger), and the R 18 Transcontinental.

Related: 2022 BMW R 18 Transcontinental | Road Test Review

As with the other R 18s, the Roctane has an air/oil-cooled “Big Boxer” Twin engine displacing 1,802cc (or 110ci in the parlance of American cruisers) and mated to a 6-speed transmission, a single-plate dry slipper clutch, and a nickel-plated driveshaft. We dyno’d the 2021 R 18 , and it made 109 lb-feet of torque between 2,000-4,000 rpm at the rear wheel.

This thing is a monster, figuratively and literally. The afternoon I arrived in Munich, I went to the BMW Museum. There are some amazing sights to be sure (more details are available here ), but one area of note is dedicated to the R 18. It includes a display stand with the 1,802cc Boxer mounted on it. I had seen this display in a photo, but it wasn’t until I was standing in front of the massive engine that I truly realized why it is called the “Big Boxer.” With the partial exhaust pipes coming out of the cylinder heads and hooking down in front like mandibles, it looked like a giant alien insect head dipped in chrome.

Of course, that could’ve been the jetlag and an overactive imagination, but it was still pretty striking.

Beyond the engine, the R 18 Roctane also shares the same braking and suspension systems as its siblings, with 4-piston calipers biting dual 300mm discs up front and a single 300mm disc in the rear and a 49mm telescopic fork and central rear shock with travel-dependent damping, adjustable spring preload, and 4.7/3.5 inches of travel front/rear.

As to what makes the Roctane unique from other bikes in the R 18 family, one only had to step back and look at it next to other R 18 models at the launch, including the beautiful 100 Years Edition .

The Roctane has a blacked-out engine and drivetrain, a Dark Chrome exhaust, a black midrise handlebar, and a larger 21-inch front wheel.

The Roctane’s chassis geometry and seating position falls between that of the standard R 18 cruiser and the R 18 B(agger). Its 7.3 inches of trail is 1.4 inches longer than the R 18 but similar to the R 18 B, while its 67.7-inch wheelbase is right in the middle of the two bikes. At 28.3 inches, its seat height is about an inch taller than the R 18 and again similar to that of the R 18 B.

• Helmet: HJC RPHA 91
• Jacket: Highway 21 Motordrome  
• Gloves: BMW Motorrad BoxerTorque
• Pants: Highway 21 Blockhouse Jeans  
• Boots: Highway 21 Low Primary Engineer  

Balancing the Past, the Present, and the Future

In the BMW Museum, there was a fascinating wall display of some of the different instrument panels used on the company’s motorcycles over the years, starting with the round analog speedo of the 1930s BMW R 61 and R 71 progressing to the much larger, rectangular display of the present-day BMW R 1250 RT and K 1600 GT.

BMW took a different tack with the newest member of the R 18 family. Again inspired by the 1936 R 5, the Roctane’s instrument cluster is incorporated into the top of the metal headlight nacelle, with a classic analog speedometer and an inset multifunction digital display. Some may wish for a little more than the understated display, but for a cruiser, the simplicity works. On the Roctane, in addition to speed, ride mode, and gear selection, you can scroll through other info such as rpm, time, odometer, trip meters, and fuel economy.

But wait, where’s the fuel gauge? Seriously, no fuel gauge? I’d like something more than just a warning.

Personally, I love that the ride modes of the R 18 family are called Rock, Roll, and Rain. While somewhat unorthodox, there’s no question of what you’re getting here, and I sampled all three modes on our ride – Rain not necessarily by choice, but it sure is pretty in Germany this time of year. 

Each mode moderates throttle response, traction control, and ABS but not the power, and while Roll and Rain were more sluggish, even in Rain, during a couple moments when I needed to overtake a car, the Roctane had what I needed. I just had to twist the throttle harder to get it. In Rock, there was no hesitation, and I was pleased to find that it wasn’t snatchy. Throttle response was immediate, powerful, and smooth, even polishing out some of the engine vibration present in Roll.

I would argue – and a BMW rep actually agreed with me – there isn’t really a need for Roll. Besides starting off the ride in Roll and using it coming down from the breathtaking cliffside Burghotel Falkenstein on some narrow, frost-heaved switchbacks that were wet from the previous night’s rain, I mostly kept it in Rock or Rain.  

When it came to rocking, the Roctane’s ample trail contributed to reassuring straight-line stability. Blasting down the autobahn at 140 kph (that’s about 87 mph to you and me, kids), it felt solid. There was a decent amount of windblast at those speeds, so if I had to do much of that, I’d be inclined to install one of BMW’s accessory windshields.

Among the journalists on hand during our ride, the general consensus was that the Roctane would be a better bike for cruising wide-open roads in the U.S. than bending through all the twists and turns in the Alps. Besides the highway stints, most of our high-speed riding over the two days consisted of long sweepers rather than twisties. Those were a true joy on the Roctane, but even for the few spots that were a little tighter, I didn’t have any problem flopping the bike from side to side, even with its 825-lb curb weight.

I was also pleased with the Metlzer Ultra Marathon tires, which were grippy in all conditions, from dry to wet to really wet on some occasions. This is a bike I would gladly take over the well-known Hogback of Scenic Byway 12 in my home state of Utah.

And even though the Roctane is a long, heavy bike, the Big Boxer helps keep the weight low and provides better than expected balance and maneuverability at low speeds. The R 18 Roctane can also be equipped with optional Reverse Assist and Hill Start Control, both of which would be especially handy if the bike was loaded to capacity.

There are a few areas in which the R 18 Roctane could be improved, the first being the position of the foot controls. As we noted in our review of the R 18 Classic , the location of the shift lever relative to the footboard made it nearly impossible to get my boot underneath it. I was able to upshift with the side of my big toe sometimes, but more often than not, I just used the heel shifter. However, given the midmount controls and my 32-inch inseam, it felt awkward. The rear brake pedal seemed similarly difficult to access with my boot. I love the long footboards on my cruiser at home, but on the Roctane, I found myself envious of the guys riding the R 18s with footpegs.

The second area in need of improvement is braking. Like other R 18s, standard equipment on the Roctane includes BMW Motorrad Integral ABS, where the hand lever applies braking force to both wheels but the foot pedal applies braking force only to the rear wheel. This is the first bike I’ve ridden with integral ABS, and while I was able to shed speed when necessary, I was surprised that the brakes didn’t feel more responsive, especially considering those big dual discs up front. I had to apply more pressure at the lever – while also trying to get my boot on that elusive rear pedal – than I would’ve guessed.

Finally, the top-loading, locking hard cases are stylish and easy to use, but at just 27 liters of capacity in each side, they are on the small side. (The saddlebags on the R 18 B and R 18 Transcontinental are the same size.)

What’s Next for the BMW R 18 Roctane? A Matter of Faith

Those who are considering the R 18 Roctane probably fall into one of three groups: 1) Those who appreciate cruisers and are curious about this one; 2) Those who love all-things-BMW Motorrad; or 3) Those who like Harley-Davidsons and have an open mind.

In any discussion of heavyweight cruisers, Harley-Davidson is always the elephant in the room, even if everyone tries to ignore it. At dinner on the first night, I had an illuminating conversation with Christian Pingitzer, BMW Motorrad’s head of product management, after he asked me about my personal bikes and I told him my main ride is a 2004 Heritage Softail Classic.

“We’re not trying to be the better Harley-Davidson,” he said at one point. “Harley is like a religion.”

It’s no secret that the R 18 models have not sold as well on this side of the pond as BMW might have hoped, and there’s no denying the Roctane bike looks more the part of an American cruiser than its predecessors. On the second day, Tim Diehl-Thiele, head of communications, said that the company was “fully on track” with sales of the R 18s in China and Europe, but “in the U.S., we need time.”

Then he went on to call H-D a “super cool brand” and also referred to it as a religion.

This is interesting to me. I’m a cruiser guy and I’m not religious, but I do agree that Harley-Davidson is like a religion. However, what I’ve come to believe since I’ve been with Rider is that BMW is something of its own religion, and they have their own passionate adherents who love the brand and ignore all the others.

Similar to how I choose to dabble when it comes to matters of faith, I also enjoy dabbling in a lot of motorcycle brands. When it comes to the Roctane, I enjoyed the thrill of the power coupled with the confidence it inspired and the comfortable cruising. And I look forward to seeing – and hopefully dabbling in – the future developments of the R 18 lineup.

2024 BMW R 18 Roctane Specs

• Base Price: $18,695
• Price as Tested: $21,900 (Mineral Grey Metallic Matte, Select Package, Reverse Assist)
• Website: BMWMotorcycles.com
• Warranty: 3 yrs., 36,000 miles
• Engine Type: Air-/oil-cooled, longitudinal opposed flat-Twin, OHV w/ 4 valves per cyl.
• Displacement: 1,802cc (110ci)
• Bore x Stroke: 107.1 x 100.0mm
• Horsepower: 80 hp @ 4,500 rpm ( 2021 R 18 , rear-wheel dyno)
• Torque: 109 lb-ft @ 2,900 rpm (2021 R 18, rear-wheel dyno)
• Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch
• Final Drive: Shaft
• Wheelbase: 67.7 in.
• Rake/Trail: 34.7 degrees/7.3 in.
• Seat Height: 28.3 in.
• Wet Weight: 825 lbs.
• Fuel Capacity: 4.2 gal.

See all of Rider ‘s BMW coverage here.

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Bought a 2021 R18 Classic when they went to clearing out prices. A beautifully designed and constructed, and technology laden machine. But it has its flaws. Vibration, weight and somewhat limited low speed cornering clearance. On the plus side, it is a remarkably capable chassis. It has the power and rock steady handling to hustle along medium and high speed twisty roads. The gold standard and best all around cruiser in my garage is a 2017 Road King. But the R18 is tops when the going is fast and twisty.

I have a 1974 R90/6 which I love, I can’t imagine 2x the engine in this machine. I think it’s beautiful.

I also have an R18 C. In my opinion it’s much more visually appealing than my 2008 Road Glide and stiff competition to a Road King. I suppose I wanted to ride something different than the crowd. Part cruiser, part vintage classic along with BMW fit and finish makes my R18 the best ride for me.

The 2021 Classic is let down by a hard seat, massive buffeting over the screen above 65, short range and little room for foot braking or shifting. Otherwise, what a thrill to ride. I leave it in rain mode due to the incredible thrust.

i have the 2022 18b , the engine vibration is its worst enemy , the floor boards at 70 mph plus is numbing , the fairing is too short too narrow , almost like riding naked, gps is a joke,

BMW has been trying sell a cruiser in America for years. Maybe the Roctane will give them some amount of success. All motorcyclists are aware that BMW’s have their issues. Reliability issues and a small network of dealers in the USA does nothing to make American riders warm up to the brand either. Here’s the bottom line. Harley Davidson is a religion. Dealers everywhere. Better reliability. Much better looking machines. Resale value that BMW can’t come close to matching. So, why would anyone pass the HD store, or the Honda, Yamaha, Suzuki, Kawasaki stores to buy one !? At least the pics of the German countryside were really beautiful.

I agree with you to a point Larry…..However, I am picking up a NEW 2022 R18 transcontinental loaded with Adaptive Cruise, Central Locking bags, TPMS, heated seats/Grips, Marshall 6-speaker sound system and more for a discounted priced of $20,500 AND at 0% with BMW picking up the first four payments and 3/36K warranty…..I’m willing to overlook a few things at this price point. A comparable Harley would be $45K (CVO)

“Better reliability. Much better looking machines”- you cant be serious.

What is it that you don’t like about this statement? Harley’s have better reliability. That’s a truth. Looks are subjective.

I have owned a BMW motorcycle and many others including Harley Davidson. The BMW was the best road handling bike I have ever owned. When it came to service the BMW was easy to work on also.

I have two standing gripes with the R18 range . No fuel gauge (absurd) and the horrible rear suspension . I can’t understand for the life of me why BMW won’t change the R18 rear suspension geometry to that of the R18B or R18TC – make that standard across the whole range . The R18 ; R18 classic and the Roctane all seem to persist with the R18 std suspension at the rear and that just does not deliver comfort on less than perfect Tarmac.

I just returned from my first long trip on my 2022 BMW R 18 Transcontinental. Nearly 5,000 miles in 9 days. Over 1,100 miles in one continuous day of riding. It is a fabulous machine and is as good and better than any other touring motorcycle I have owned. I have owned and ridden over 50 different motorcycles of varying makes, years and styles. Each serves their own purpose. I have yet to find a single motorcycle that doesn’t have some type of shortfall. Therefor there is rarely a time when I only have one motorcycle parked in my garage. I understand that reviews must include content that will answer the many questions that different consumers will have. The R 18 line of motorcycles are purpose built. If ridden for their intended purpose they are excellent machines. My 2021 R 18 FE is a blast to ride. I have ridden many multi-hundred mile days. Would I want to tour on it for multiple back to back multi-hundred mile days? Not if I have other options. Riders are like fingerprints. We are all individuals and our individual desires and “needs” vary. To each their own. To my knowledge there doesn’t exist a true do everything excellent motorcycle. There are a few that come close. Chose a bike that best meets your desired purpose and consider having multiple bikes to fill the need for different purposes. Can I scrape the pegs on my R 18 or the footboards on my Transcontinental? Yes I can. Every time it happens it is a reminder that I am riding too fast on the wrong bike. I rode my R 18 FE once for 12 miles on a well maintained gravel forest road because it was 50 miles one way to get to an alternate paved route. I survived and it handled it perfectly well. Would I purposely do it again? Not a chance. Again wrong bike. As a cruiser the R 18 is a terrific motorcycle. The Transcontinental is a lovely touring motorcycle. For any other riding styles/preferences there are far exceedingly exceptional motorcycles. Ride the motorcycle of your choice but please judge its abilities with consideration of its intended purpose. Consider getting a bigger garage. You NEED more than one motorcycle. It is a fact. Safe riding to all!!

Took a 2022 R18 on a 120 mile test drive … pretty much loved the bike except for the awful, overly stiff rear suspension … although I could see where vibration could be an issue for some people, at least I can say it didn’t bother me because at highway cruising speeds in 6th gear, it wasn’t any worse than my 96 Honda 1100 ACE

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Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

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