jason takes spin on the new bmw r18

turgis 2021 was an event that changed the way I forever view the events that I have attended for decades. s The first issue of TORQUE Magazine was launched, we hosted our first performance show, and I found out that BMW was entering the V-Twin Bagger market. I caught a glimpse of the new bagger models from a distance, and I was instantly drawn to them. BMW has a stellar reputation for performance motorcycles. Their dualpurpose bike is lauded by those that ride them, and the BMW S1000RR is one of the world’s fastest production motorcycles with a top speed of 188mph in stock form. I was certain that if BMW Motorrad had decided to enter the bagger market, they hadn’t come to play…this was serious business! I stopped by the BMW Motorrad display and was instantly greeted by a fellow named Oleg. I was eager to ask questions, and Oleg was eager to oblige with answers. Almost immediately, I offered to ride one home to Florida. Oleg couldn’t make that happen, but he offered to allow me to attend the upcoming press ride in Denver a few weeks after Sturgis, so that would have to do.

First Impressions: Immediately upon first inspection, I was impressed. Even though the R18 bagger models (two of them) are newly engineered and designed, they were very “BMWesque.” Their boxer engine and shaft-

driven driveline were in place just as I expected they would be. BMW engines, particularly the “boxer” type engines, are a signature of BMW motorcycles, for good reason. The opposed-twin engines are very balanced by nature. Their cylinder design lends itself to an amazing ability to cool itself. It also makes for an interesting overall look. I later found out that this engine design also provides ample torque for a smooth ride, but we will get into that in a minute.

I would like to point out that BMW went to great lengths to attract potential new customers without sacrificing the mechanical advantages that BMW is most known for. One example is the nickel-plated driveshaft. BMW cruisers have always been shaft-driven. Rather than compromise and install a belt drive, they elected to accentuate the driveline by making it stand out. Nickel is a warm plated finish and really adds panache to an otherwise mundane but necessary part of the driveline. The paint is elegant, as are the body lines. It is clear that BMW designers and engineers spent ample time studying what types of aesthetics riders in the States are most inclined towards. Europe offers very different riding opportunities, and European riders have very different riding habits. Since the R18 Transcontinental and R18 Bagger (as it is called) were intended primarily for the U.S. market, it was very important that designers hit the mark with a bike that fits into U.S. consumers’ expectations both mechanically as well as visually.

Once I arrived in Denver and the rider meeting and press briefings were over, the riding that we all came for began. The guided tour of 35 members of the press, dealers, and other notable BMW dignitaries was broken into two large groups. Each group was then broken down into smaller cohorts of four riders plus a BMW factory guide for a day-long ride through the mountains of Colorado. The bikes we rode were actual production models prepped and ready for dealers.

My group was to ride the Transcontinental model (full dresser) first. Then we would switch at lunch to ride the Bagger models, which fit right in line with a Harley Street Glide to finish the day.

Riding Impressions: Right out of the gate, the R18 was impressive both aesthetically and mechanically. I had anticipated that I would feel like I was riding a luxury sport machine. The R18 did not disappoint one bit. The first thing I noticed with the engine was the TORQUE. The boxer engine did not waste a single revolution. It didn’t bark [or bite]. There was zero ancillary or unwanted engine chatter even later in the day once the engine was red hot from riding through the mountains of Boulder, Golden, and Estes Park. The powerband was very different from the baggers I am accustomed to. While I never felt like the front wheel would, or could, come off the ground, there was ample (not too much/not too little) TORQUE throughout the entire powerband. The engine never once detonated, and never once did I feel there was not enough power to pass on the freeway or the surface streets without downshifting to do so. I would characterize the engine operation as strong, steadfast, and engaging no matter the speed of the motorcycle or the engine’s RPM. Overall, the engine performed precisely as I expected it would.

Ergonomics: Seat wise the riding position was right in the middle of the pack. I think every single motorcycle in the world deserves a seat that “fits” the rider and the motorcycle. However, for a stock saddle, BMW did a fair job. Honestly, if I were to be critical at all, I’d prefer some sort of leather/Alcontara seat with a firm foam and gel pad combination. Still, honestly, there is little room for overall improvement. I am sure there will be aftermarket solutions right around the corner once the R18 models hit the streets in the marketplace. The instrumentation and audio systems were exactly what I expected to find on a motorcycle from BMW. With near perfect placement, BMW engineers hit the controls out of the park. The push-button main power and touchscreen audio systems are functional and fit the current expectations of buyers today. Foot placement was relaxing and allowed for the rider to move around just enough to not feel stifled. My only complaint here was the height of the toe-shifter, but if one was so inclined (and possessed a small hand tool), the shifter could be adjusted in a dozen different positions to suit the rider’s foot height and shoe size. Closing Thoughts: Overall, between the travel, the accommodations, and the experience of riding new motorcycles from a company that has such a rich history of performance and innovation, I’d say we are on to something. As I briefly mentioned previously, I am slated to ride one of the R18 touring models for an extended test ride very soon. I can only imagine that I will grow more fond of this bike once I get some serious miles on it! My advice: if you are pondering a new motorcycle like one you’ve never ridden or seen before…check out a BMW dealer near you…I think you’ll be surprised.

for years I have been installing, testing, and reviewing performance parts and gear. Whether it be a small part, a big-buck upgrade, or something that I feel makes the riding of your bike better, I am down with showing my readers, fans, and followers on V-Twin Visionary some of the good stuff, and now I want to show & tell about some of my favorites with the readers of Torque. Here are eight different product upgrades to make your riding experience a better one.

Trac Dynamics Billet Series “Classic” Dyna Swingarm $1295 tracdynamics.com

Trac’s Billet Series swingarms feature single-piece CNC machined sides pocketing on the inside. This combination makes a very strong, yet lightweight aluminum swingarm. These swingarms also have and axle interchange system that allows you to change axle diameters without having to purchase a whole new swingarm.

Beringer Brakes Aerotec Radial Brake Caliper $729 beringerbrakes.us

The Beringer 4RO1A Aerotec 4-piston caliper has a 108 bolt spacing in is available in left or right offerings. I have used these brakes on a ton of bike projects and have found them to be some of the very best. And they also come in a myriad of colors to fit your bike’s style and color scheme.

Imzz Elite Big Dick Exhaust $1475-$1750 imzzelite.com Made in-house in Orange, California the IMZZ Elite Big Dick exhaust is built from stainless steel and has a big, booming sound. The pipe is available in brushed or hi-polish stainless for Dynas, FXRS, M8 Softail, and Twin Cam and M8-powered Baggers.

Available in polished, gold, or black these USA-made fits on most 5.5-inch hi-flow washable air cleaner elements adding some class to any machine its bolted to. I like to simpleness of the cover as well as the SDC logo, which is laser etched on the top flange.

ODI x Cult x Vans Slip-On Grips $20 odigrips.com

From the kings of MX and BMX grips, ODI comes the Vans Slipon grips for Harley-Davidson and Indian motorcycles. These 125mm long grips have the famed Vans shoe sole pattern, but they are made in the USA with a top-level proprietary rubber compound. They are available in 10 different colors including gum rubber.

Boosted Brad Death Metal Racing Pegs $189 boostedbrad.com

Booster Brad’s DMR bear trap pegs have BMX styling with a noslip grip. These anodized and laser etched pegs are made in the USA from billet aluminum and have a stainless steel 360-degree adjustable clevis with two locking set screws to secure any and all adjustments.

Thrashin’ Supply Co Street Glide Riser Adapter $199 thrashinsupply.com

There are many of these types of adapters on the market, but I have found the design of the USA-made Thrashin’ Supply Riser Adapter to be the best of the bunch. It includes two grade 8 bolts dropping down through the triple clamp, which is mated to a chromoly steel bushing/nut. This ensures a high-strength connection of performance handlebars to your Batwing motorcycle.

Original Garage Moto Honeycomb Mini Floorboards $299 originalgargagemoto.com

These grippy 5.5” long X 3.5” wide mini floorboards are made in Canada out of 6061-T6 aluminum. They have stainless steel clevises for strength and tapered edges for greater ground clearance. The OG Moto mini boards also have three position selections to fine-tune your ride. Available is silver, black, and a bunch of other colors.