Motorcycle specifications BMW 2025 More cruiser than cruiser

The imposing German custom offers itself a small evolution. The need to review the internal parameters to make it pass Euro5+ is not without effect because the enormous flat-twin gains 5 Nm of torque. Now equipped with 163 Nm, it will bring a spoonful of satisfaction in addition. The R18 takes advantage of this to redesign certain elements: the mudguards, the exhausts, the side casing covers, the saddle (thicker), the light signature and the rims. They are no longer spoked (flute) and the rear one goes to 18 inches. For more comfort, the rear shock absorber is reworked. The new silencers refine the silhouette and allow to better release the spectacular transmission and its cardan to the open air. Finally, the fork is no longer faired.

BMW's biggest Boxer is also the biggest engine in its range. With a cubic capacity as massive as that of the products from across the Atlantic, it also has a certain special feature that will arrive in October 2021. A2 license holders will be able to discover and enjoy it. The manufacturer will offer the possibility of limiting its power to 35 kW.
However, this machine is not really intended for novices. A third of a ton, a buffalo engine, torque and character... It's a far cry from an MT-07 or Z 650, and their ease of use. But it's enough to give newly-licensed muscle-bound riders the chance to treat themselves to one hell of a baby.

You could say it knows how to present itself. BMW makes a strong entry into the custom segment with its R 18. Long-awaited, the machine let desire take over until it adopted a huge, elegant presence. With its 1802 cm3 Big Boxer, R5 (1936) look and exposed cardan shaft transmission, this cruiser makes a solid impression from the outset.

Power! Big arms, a dimension that spreads out, a precious moment ridden on a heap of lyrical mechanics - here the R18 custom asserts itself. It makes us forget so much about the botched R 1200 C episode that we won't devote more than this line to it.
This time, BM wants to strike hard in this segment. And since you can't compete with the category's big boys without a solid foundation, the Bavarian company has combined its intense memories of yesterday's technology with today's guns.

BM clearly emphasizes the affiliation between its R5 and this R18. Well... The inspiration comes more from the American buffalo, primarily from Milwaukee and Springfield.
While we're on the subject of crossed histories, let's briefly compare a few facts about the 1936 bike and its great-great-granddaughter. Small is not necessarily the right word.
The R5 produced 24 horsepower; today, we're talking 91 horsepower - almost 4 times as much. Both are flat-twin engines, with 494 cm3 in the '30s and 1802 cm3 eight decades later. In terms of weight, it's the gazelle (165 kilos), given the excess cream, torque, fat and metal (345 kilos) of its descendants. Inflation in every sense, and the Big Boxer sums it all up.

enormous, with a dazzling presence, proud of its lungs exploding the perimeter space, the R18's engine resembles a metal ogre. At (almost) 111 kilos, it already weighs 2/3 of an R5. For enthusiasts, you need cubage, aplomb, a Dantesque hand that lifts your steel and your heart. 1802 cm3 to be exact, making it the biggest of BMW Motorrad's twins... and the biggest of all the manufacturer's mechanical motorcycles.
From its innards, the Big Boxer already pumps out 15.3 mkg at 2,000 rpm. A minimum value, since the peak reaches 16.6 at 3,000 rpm. Push a little harder on the fat, and it's 150 Nm up to 4,000 rpm. Keep going until you reach maximum power, with 91 hp at 4,750 rpm. But you'll have shifted gears long before that.

BMW hasn't applied any of its latest (or even older) innovations to this 1800. No Shiftcam, no liquid cooling, not even overhead camshafts. You'd almost expect to see carburetors... and that would suit it just fine. This block is entirely new, but the manufacturer wanted it to smell authentic, the scent of a time when metal flowed through men's hands. Here, the camshafts are located in the center of the engine, actuating the valves via rocker arms proudly displayed above the cylinders. This OVH configuration takes us back in time; yet, all around, it's 4 valves per cylinder, injection with BSM-O engine management, dual ignition, as well as an anti-dribble system to counter hard downshifts. We're not going to bombard you with technical details - except for the enthusiasts who want to find out more about this big twin.

Eyes focus on the pulsating metal, glint around the chrome and then assess the muscularity of the whole R18. Plastic is hardly welcome. The lines are long, deep and uncluttered. It's almost a pity that the rear end is so classic, especially as the proto had promised us more visual character with a stern cleaned up to the extreme. Fortunately, the bobber kit (optional) brings back a much more rebellious cachet, with a suspended seat and trimmed mudguard. An Apehanger kit lets you reach up to tree branches. A little more surly? The Machined kit sets a more aggressive tone. In this way, the R18 shows that it's not limited to one version, but is capable of several demonstrations.
My only regret is that BMW didn't go so far as to include the speedometer in the headlamp, as on the R5. Kitsch certainly, but sweetly disconcerting.

the chassis opts for the most appropriate design for a cruiser. It consists of a double-cradle tubular steel frame terminating in a deceptively rigid rear end. As with the Harley Softail and Triumph Bobber / Speedmaster, a monoshock is hidden under the seat. The huge fork has 49 mm tubes, with no adjustability. As for the 19" and 16" wheels, we could only suffer with spoked rims. The brakes are three 300 mm discs, with 4-piston calipers at the front. Partially integral ABS oversees the action, and a Dynamic brake light is included. This is the kind of gear that can stop 345 kilos of weight. Better to have teeth full of molars.
Performance not being a priority, and wanting to guarantee a certain level of safety, BMW has limited the R18's speed to 180 km/h. The oversized wheelbase (1,731 mm) and generously open spine angle (32.7°) are worthy of note. As practical for tacking as a Panamax ship.

BMW regularly approaches the grail of driving, outrageously dominating the debates with strong road comfort, voyage-like with the RT or expedition-like with the GS. It intends to bring this dimension to the R18, with the particularity (inherent to the category) of having the buttocks closer to the ground. The seat height is only 690 mm. In contrast to the "feet forward" position typical of custom bikes, the German design keeps the panards upright.
Once in place, all you have to do is turn on the ignition.

But where do you put the key? No barrel under the nose. Ah, yes, no, damn; on a custom bike, it's on the side, between the knee and the fork.
Except... there's nothing there either. The "Keyless Ride" sign makes it all the more clear. With the key in the pocket, the bike recognizes the wearer, then unlocks the steering and ignition. This is just one aspect of the R18's digital technology. It also features ASC stability control (disengageable), engine torque control (MSR) acting in concert with the clutch, and three Driving Modes. With some pretty cool names.
- The "Rain" mode needs no definition, but no explanation. Throttle response is smoother, and ASC and MSR control features are calibrated for wet and slippery conditions.
The other two modes are called "Rock" and "Roll". Funny, and a great nod to a philosophy of life.
- With "Rock", you can take full advantage of the R 18's dynamics. Throttle response is very spontaneous and direct, while ASC allows a little more slip
- In "Roll" mode, the engine offers optimum throttle response, while ASC and MSR are set to deliver optimum performance on all roads.
The rider will have plenty of time to test the modes from the very first foray. The 16-liter fuel tank provides (according to BMW) a range of up to 290 km.

as we've seen, this Bavarian also hits the weight mark. BM has included an optional electric reverse gear. Also available are heated handgrips, hill-start assist and a cornering light system that can be housed in the circular headlamp. When it comes to accessories, it's the American way. There's everything you need to get your R18 just right. All the more so as some remarkable names have joined the festivities, such as Roland Sands, Mustang Seats and Vance & Hines.
Returning to the series, the brand has not skimped on the "Heritage" aspect. Berlin built" inscriptions underline the reputation for quality and finish that the designers wanted to engrave in the DNA of their big custom. And rightly so, as the bike is built in the Berlin-Spandau factory.

The 1,802 cc R18 challenges American motorcycles with a similar cubic capacity, comparable power and tonnage, and for a good wedge in the wheel, a premium price.

the BMW R18 custom - key points:

- Largest BMW boxer engine in history, with a displacement of 1,802 cm3.
- Power of 91 hp (67 kW) at 4,750 rpm, maximum torque of 158 Nm at 3,000 rpm.
- Over 150 Nm of torque available at any time between 2,000 and 4,000 rpm.
- A2 license available.
- Exposed driveshaft as on conventional boxers.
- Double-cradle tubular steel frame.
- Rear swingarm "covers" the secondary transmission, creating the visual impression of a rigid frame
- Streamlined telescopic fork and central cantilever shock absorber with adjustable preload.
- 300 mm disc brakes front and rear, spoked wheels.
- State-of-the-art LED technology interpreted in classic style.
- Optional adaptive lighting for optimum illumination when cornering.
- Classic circular meter with integrated trip computer.
- Keyless Ride as standard for added comfort.
- Three driving modes, ASC and MSR as standard.
- Reverse assist for easy parking maneuvers and optional hill-start control.
- Extensive range of customization options, genuine BMW Motorrad accessories and Ride & Style equipment collection.
- For the first time at BMM Motorrad, accessories will be integrated into the Internet configurator.

M.B - Manufacturer's photos