BMW R18 Classic: Discover the best cruiser for non-cruiser riders

BMW has not typically been known for cruisers.  Their first effort in the 1990s was featured in the James Bond film Tomorrow Never Dies.  While some loved it (I test-rode it when it came out & was impressed), it never really took off and was discontinued after just eight years.  So, it turned heads when BMW had a concept bike at Concorso d’Eleganza at Villa d’Este in 2019 with a massive engine and an extended low profile.  The response was so positive that it was announced to go into production in April 2020, with the official launch in September 2020.  Could the BMW R18 Classic be the best cruiser for non-cruiser riders?

We sometimes use affiliate links in our content.  This won’t cost you anything extra, but if you purchase something from one of the links, we may earn some money for coffee.  As an Amazon Associate, I earn from qualifying purchases.

A Short History of BMW

The company that would become BMW was started in 1910, albeit with a different name. It became BMW or Bavarian Motor Works in 1922. BMW was an aircraft engine manufacturer during World War I, so it’s not surprising that many think the logo is meant to be a spinning propeller. However, blue & white are the colors of the province of Bavaria.  Following the Treaty of Versailles, they were forced to stop making aircraft parts and had to look toward other business options.

Motorcycles became popular transportation in the teens and twenties as a lower-cost alternative to cars. Of course, Harley & Indian had been making bikes since the early 1900s. While both those marks are forever associated with the V-twin mounted inline with the frame, it does have some fundamental limitations for cooling the rear cylinder.

BMW took a different route when they built their first motorcycle in 1923, the 494cc BMW R32.  Many of the design elements common in most BMW motorcycles today were evident in that first model.  It had a flat twin (boxer)  engine with the cylinders sticking out the sides of the frame in the airflow for optimal cooling.  The engine and gearbox were a single unit.  It had a shaft drive that worked perfectly with the rear-facing output shaft from the engine to lead to a ring gear to power the wheel.  The simplicity of the design also contributes to durability.  It’s not unusual to find BMW motorcycles with hundreds of thousands of miles on them, a testament to their reliability.

Following the R32, BMW introduced several new models, many of which were used in racing, especially in the 1930s, when record-breaking was such a marketing benefit. Ernst Henne, having set 76 world records aboard motorcycles, had the unofficial title of “World’s Fastest Motorcyclist,” including a 134MPH run over the flying mile on an autobahn near Munich in 1929.

Not all BMWs were race bikes, though.  Many were practical transportation & some had the avant-garde style of the era.  However, one model stuck out in the minds of BMW’s designers when building the concept that would become the R18.  The 1936 BMW R5 had several design features that are commonplace today.  It was the first bike to include telescopic forks, as all bikes before had used leaf or coil springs.  It was also the first BMW to include a foot shifter to control the four-speed transmission powered by the ~500cc boxer twin.

Eighty years later, releasing the R5 homage in 2016 was fitting.  It had the same teardrop gas tank, cradle frame, telescopic forks, exposed drive shaft, and rear hub design of the first R5 in 1936.  And, of course, a boxer flat twin motor with the cylinders out in the breeze.

That homage was refined into the Concept R18 at the Concorso d’Eleganza Villa d’Este three years later. Many design elements that harkened back to the 1936 BMW R5 remained. The most significant change was reflected in its name. The R18 had an 1800cc boxer engine, the largest motorcycle engine BMW had ever built.

While there are always some changes from a concept bike to production, most of the elements in the Concept R18, including the exposed driveshaft, were carried over to the production version. That first version was launched in pure black with classic white pinstripes typical of many earlier BMWs. This model was initially just called the R18.

Barely one month after the R18 was announced, a second model featuring saddlebags, a windshield, and cruise control was announced… the R18 Classic.    

Why I chose to buy the R18 Classic

I’ve been riding motorcycles for nearly 30 years, mostly riding adventure bikes or naked bikes. While I have appreciated cruisers’ engine sound and rumble, they always felt like they’d only be home on straight highways. I find highways incredibly dull, and you miss out on all the beautiful sights along the way, so cruisers didn’t appeal to me.

But as I got older, I thought adding a cruiser to the stable would make sense, so I started looking at Harley and Indian. After test-riding a few Harleys, I realized why those riders stay on highways and seem to go through corners so slowly. These weren’t bikes for me. The Indians were much better through the corners, but forward controls had me wanting to take a break after just 20 minutes due to all the pressure on my tailbone.

The R18 was a contender with the BMW’s mid-controls and the looks of a 1932 R5. My main worry was the insanely low seat. Being used to ADV bikes with >35” seat height, the 28” seat height of the R18 Classic, while typical amongst cruisers, could be like sitting at the kiddie table for someone over 6’ tall.

I had test-ridden the base R18 in the spring of 2021 and laughed out loud at the motor’s rumble. While the base R18 was the first model in the range and had many design elements from the concept, I wasn’t keen on the fishtail exhaust or the large front wheel. I also wanted the option to travel with a bike, so having bags would be helpful. A windshield would allow me to ride in colder weather. The Classic was the bike that fit those needs.

That summer, two more variants of the R18 were announced.  This time, they had fairings instead of the naked look of the first two variants as the R18 B and Transcontinental joined the family.  At the end of the summer, when the demo truck was at my local dealer, I test-rode each model back to back to see which was the right one for me.   The fairing bikes with the longer rear travel had better overall compliance over bumps, and the steeper rake made them easier to maneuver in parking lots than the original two models.  But, the downside of a fairing is it’s not easily removed.  Most of my bikes are naked with no windshields, ideal for summer riding to keep cool.  The Bagger and Transcontinental also had much more tech, including a full LCD screen, adaptive cruise control, and stereo.

Earlier in my riding career, the tech was a big selling point to me, but as I’ve gotten older, the machine’s simplicity has been a bigger draw, so the fairing bikes were out of the running.  The convertible nature of the Classic, where I could add the windshield for winter riding or strip it down into a base R18, pushed me over the edge.  I’d initially planned to get a 2022 in the spring, as I am not a big fan of the chrome on the First Edition, but my dealer reached out with some fantastic deals on the First Edition package bikes in the fall of 2021.  Fortunately, my wife is very supportive of my riding, and she encouraged me to go for it, so I bought the bike in November of 2021.

Experience

Looks

The R18 Classic has most of the design elements of the base R18 and looks like a super-sized 1932 BMW R5.  The rear hub is in two tones, with the black frame surrounding the grey interior of the hub.  It connects to the nickel-plated exposed drive shaft leading toward the motor.  Below the drive shaft is the straight exhaust pipe with a matching one on the other side.  The drive shaft meets the transmission output, and the air intakes covered in chrome lead to the top of each 901cc cylinder on either side of the bike.  The cylinder has fins to aid with cooling, and being a flat twin, they get plenty of airflow to keep them cool.  The valve cover is finished in chrome with the First Edition package.  At the front of the cylinder, the exhaust pipe begins and makes a 180-degree turn to run underneath the cylinder.  The floorboards are outside the exhaust, so there is no need to worry about heat.

The straight exhausts look more typical for cruisers than the fishtail of the base R18, so it doesn’t have quite the love/hate response.  I was at a BBQ place in Rhinebeck, NY, a few weeks back, and I pulled into the lot where there were 4 Harleys and a BMW K1200LT.  The group of riders finished eating just before me & as I came out to get on my bike, they were all around the R18, ogling it and saying how great it looked.  They were surprised when I mentioned it was a 2021 model year, as they thought it was much older - the R5 origin coming through.

While it’s cliche, the R18 is the bike I find myself looking back at after I park it.  It has a presence unlike any other motorcycle, owing mainly to the big cylinders sticking out on either end.  While it is similar in capacity to other big twins, the boxer configuration makes the engine seem…. bigger.

Character

Like any big twin, the BMW R18 Classic is more of an experience and character bike than a raw performance one.  But if you think it will be like a typical V-twin, you’re in for a surprise.  The boxer twin motor is oriented across the frame.  This means the output shaft runs in line instead of across the frame, as found in most bikes.  As a result, instead of a chain or belt running to the rear hub, a drive shaft is used.  While this might initially seem like a cosmetic difference, a few aspects affect the experience.

With two 900cc cylinders getting going from a stop, starting the R18 shifts the bike to the left as the torque reaction takes effect.  While other boxer motors have a similar character, the massive size of these cylinders and the focus on torque accentuates the effect.  BMW wants you to hold onto both handlebars, so even with the transmission in neutral, you have to pull the clutch lever in with your left hand while you thumb the starter with your right hand.  Without the clutch pulled in, it won’t activate the ignition.

Revving the throttle will similarly cause torque twists to the left as the entire bike wants to rotate. Anyone who has sat in a big V8 muscle car knows that hitting the accelerator can cause the vehicle to shift to one side due to the similar torque effect. Having that in a bike makes it seem like an even larger motor than the 1802cc displacement would suggest.

Contrary to people’s worries, hitting the throttle doesn’t mean the bike will be out of control while riding. You can easily compensate for it, but it adds to the bike’s character and keeps you returning for more.

It feels like an airplane

Many piston-powered airplanes use boxer engines. BMW’s origin story as an aircraft engine manufacturer feels like a prologue to the experience of the R18. Between 3,000 and 4,000 RPM, the engine makes a sound that evokes an old propeller fighter plane to my ear. The engine pulses, the bike shakes, and the noise creates an experience that you can’t help but smile or laugh out loud in my helmet as I often do. It is one of my favorite aspects of the bike.

Ergonomics

The R18 Classic is a big bike, no matter how you measure it.  It has 1802cc displacement, putting it in the upper ranges of bikes.  The huge cylinders with a 4.2” bore on either side of the bike also make the bike look bigger than v-twin cruisers with similar displacement.  A 96.1” total length means this needs ample space to park it in.  The total length is about 3” longer than a Harley Davidson Fat Boy and slightly longer than a Harley Davidson Road Glide.  While some naysayers will claim that the big cylinders make the R18 much wider than other bikes, the handlebars stick out the most.  The width of the R18 at 38.0” is an inch less wide than a Road Glide, so splitting lanes is no more challenging on the R18.

There is a prejudicial misconception that the boxer motor limits your ability to move your legs around.  The R18 Classic comes with footboards instead of pegs, so you can choose where to put your feet on the boards while riding.  The cylinders are a good 5-6 inches in front of your legs, and at my height of 6’3”, my knees are at about a 90-degree angle, just like sitting in a regular chair.   While BMW offers, leg rests that mount over the cylinders to stretch your legs out, I’ve found that just laying my legs directly on the cylinders for 30 seconds is enough, as I find mid controls more comfortable overall.  I’ve found that on forward control bikes, I have fewer options for my legs, as they are always straight out with no option to move to a normal seated position like a bike with mid controls.

The wide bars offer plenty of leverage, and the sweep keeps my back vertical, not reclining like I’ve found with other bikes with too much sweep back for my long arms.  The switchgear is easy to operate on the left-hand side, offering controls for signals, cruise control, driving lights, flash to pass/high beam, and menu controls, including the three ride modes.  The right side has the starter, power, and heated grip controls.

The stock seat on the Classic looks like the one on the base R18 but slightly taller.  Despite the increased height, it was about a 45-minute seat.  It’s so narrow that it puts a lot of pressure on a small portion of your butt.  I swapped it out for the BMW Weekender seat, where the OEM is the Massachusetts-based Mustang Seats.  While not taller than the stock seat, this is much wider and provides more support.  I also opted for the back rest that integrates into the rider’s seat.  This seat becomes a tank of gas seat, meaning I’ll want a break after riding through a tank of gas.  But then I can go again for another tank, repeating the fill, ride, refill/rest routine the whole day.

My only complaint is, again, due to my height; my knees are slightly above my hips.  As a result, my hips can get tight.  Stretching my legs onto the cylinders helps relieve this.  Adding an Airhawk gives me just enough extra height for long days in the saddle.  I’ve done 3-400 mile days without issues on this setup.  I’m not an iron butt rider, and most of my miles are back roads, so I find a 3-400 mile day is perfect, giving enough time to stop and explore the sights you see on your ride but still make some reasonable distance and keep your ride in daylight hours.  If it is less than a 200-mile day, I skip the Airhawk.

If you look at the coffee rides published on the Tank of Coffee site, you’ll notice I use the Beeline Moto for my GPS needs on the R18. This is a discrete GPS that matches the look of the bike very well. Read our review of the Beeline Plus subscription. We have an article on how to find the best biking roads that can help you find new places to take your BMW R18.

Performance

Although the bike weighs over 800 lbs, it is happy to hustle through twisties at speeds well above the posted limit, let alone the yellow suggested signs. I shouldn’t be surprised, as most BMWs have always been good-handling bikes. Boxer motors contribute to a lower center of gravity, allowing the bike to switch directions rapidly.  It isn’t a sportbike, but it will provide a spirited riding experience for most real-world public road riding.

While some will also gleefully suggest that the cylinders sticking out keep the bike from leaning, the peg feelers will hit first, not the cylinders.  The R18 Classic has a 32-degree lean angle on both sides.  To compare, a Harley Road Glide is 31 degrees to the right and just 29 degrees to the left.  A Heritage Classic is even worse at just 27.3/28.5 degrees.  The Indian Springfield is just 31 degrees.  So, compared to similar-weight cruisers, the R18 Classic has the best lean angle of the bunch.

Many early reviewers claimed the bike scraped the pegs quite quickly; those bikes had the preload set on the shipping position intended to keep the bike as low as possible in the crate & hadn’t been adjusted by the dealer.  Early buyers had a similar issue.  Setting the preload to your weight as the manual suggests, the bike turns better than any 800lb bike has any right to.  It is easily the best-handling classic big cruiser I’ve ever tried.  Only the Rocket 3, with a more performance-oriented geometry and nearly 200 lbs less weight, will beat it.

The bike includes three ride modes.  The names have some controversy to them: Rock, Roll & Rain.  While Rain mode is probably self-explanatory, the other two don’t match typical mode names found on bikes.  Roll is more of a standard or road mode.  The throttle is smooth & the shake is reduced a bit at idle.  If you are putting a lot of miles on the highway, this is the one to choose.  Rock, on the other hand, literally rocks the bike when idle.  The throttle is much more direct and “sporty,” perfect for carving some back roads.  I leave mine in Rock nearly all the time.

Utility

I picked the R18 Classic over the base R18 because it could be a light tourer. It has saddlebags and a windshield, so it has the essential pieces needed for travel. I added the BMW frame bag, which sits on the right side. I have that on the bike all the time. It carries a side stand extender, flashlight, and a USB charger to go in the DIN port with my phone. I don’t need anything else for most day rides.

Like most cruisers, the saddlebags aren’t giant, offering only 30 liters of capacity between them.  Before I got the R18, my BMW R1200GSA was my only “tourer.”  The “small” pannier on the exhaust side is 36 liters, or 20% more than the total capacity on the R18 Classic, so I need to edit a bit when traveling.  I tend to camp when traveling, so I typically have a sleep shelter, clothes & camp shoes, a chair for around camp & cook gear for meals & camp coffee.  This can fit in the R18 saddlebags, except for the shelter, sleeping bag & pad.

I rarely ride with a passenger, so the space where the passenger seat would go was replaced with a luggage rack made by Wunderlich.  When camping, I throw on my Wingman of the Road Toucan tent.  This is a canvas tent in the style of a swag.  Inside the tent are the sleeping pad & bag, all set up.  They roll with the tent, and a waterproof tarp ties it together.  It’s not the most compact nor lightweight setup for camping, but it fits on the R18 easily.  The canvas style fits the bike’s character better than a lightweight backpacking nylon tent. I’ll be posting a long-term review of the tent this summer.  If you are riding to hotels, the saddlebags are perfectly adequate in size to carry some spare clothes and some extras.

I mostly ride without the saddlebags installed.  Fortunately, adding or removing them takes less than 10 minutes, so I can shave some weight and get the look of the base R18.  A backpack works efficiently on any bike if I want to carry anything extra for a day ride.  I’ve used Kriega’s bags for many years &  I still use the Kriega R25 I bought over 15 years ago.  While it is a great day pack, I bought a waterproof Kriega R16 a couple of years ago that is great for carrying some electronics & cameras on a ride.   

I can mount some of the Kriega drybags to the rack if I want the weight off my back.  I’ve got a couple of the 10-liter versions and a 20-liter.  All three can fit on the rack, so if I’m not camping, I could combine them with the saddlebags & have 60 liters of storage.

I ride year-round even though I live in the northeast United States.  Check out our article on extending your riding season.  The quick-release windshield is fantastic on the R18.  In the cooler months, I add it onto the bike as it keeps the cold wind blasting off of me.  The bike came from the factory with heated grips, which can extend the temperatures you can ride.  The DIN socket on the left side, while limited to 5 amps, can run some heated gear, like a heated shirt and socks.  Pairing with some battery-powered heated gloves, I’ve found the R18 is suitable down to about 20F for riding all day.  In temperatures below 20F, I use my GSA, which has more wind protection and includes hand guards.

Conclusion

The R18 Classic has become my favorite bike in the garage.  When I want to go out for a ride, it’s usually the R18 Classic that I wheel out of the garage.  My GSA had been my primary bike as far as miles for many years.  But, in the 2 1/2 years I’ve owned the R18 Classic, I’m averaging about 1000 miles a year more on it than on the GSA.

The draw of the entire R18 series is one of character.  The looks, the unique engine, the sounds, and the vibrations all contribute to an experience like no other.  In many ways, the R18 is a cruiser for non-cruiser riders & I, for one, love it! Of course, the experience is a big part of it, but for those in the know, motorcycles are actually good for you!