Starting Friday, Sept. 8, and resuming Monday, Sept. 11, we’ll be announcing two MOTY finalists per day, with the big reveal of Rider‘s 2023 Motorcycle of the Year winner on Friday, Sept. 15. So bookmark this page and keep checking back. –Ed.
If Rider’s Motorcycle of the Year, now in its 34th year, were a person, it would have graduated from college or completed military service, launched a career, got married, bought a house, and started a family. It would have a couple motorcycles in the garage, perhaps a cruiser or sport-tourer for the open road and a dual-sport or adventure bike for exploring the backcountry.
In other words, it would be like the rest of us: a dedicated motorcycle enthusiast.
Rider has been bringing you “Motorcycling at Its Best” for almost 50 years. We’ve tested nearly every street-legal motorcycle on the market, with an emphasis on real-world bikes that are within reach for most of us. For every $100,000 Arch 1s we review, we test dozens if not hundreds of motorcycles you’ll find in dealerships and garages across America, from sea to shining sea.
Rider’s 2022 Motorcycle of the Year: The 2022 Suzuki GSX-S1000GT+ (Photo by Kevin Wing)
Unlike car dealers, most motorcycle dealers don’t offer test rides. Demo rides are great, but they are few and far between and often involve parade-pace conga lines that don’t allow riders to experience a motorcycle’s true capabilities. We know you count on us to provide honest, in-depth reviews to help you make informed purchase decisions – or to just keep you up to date on the latest and greatest bikes on the market.
Every year, we ride as many new or significantly updated motorcycles as we can and evaluate them within the context of their intended use. Then we put our collective heads together and identify those that best fulfill their intended purpose and advance the state of motorcycle design, performance, and function.
For 2023, there were more than 80 eligible contenders. We narrowed them down to 10 finalists and one winner. Starting Friday, Sept 8, and resuming Monday, Sept. 11, we’ll be updating this post with two finalists per day, with the big reveal of this year’s 2023 Motorcycle of the Year winner on Friday, Sept. 15. So bookmark this page and keep checking back.
Without further ado…
2023 Motorcycle of the Year Finalists:
1. BMW R 18 Roctane
BMW R 18 Roctane (Photo by Jörg Künstle, Markus Jahn)
The fifth member of the R 18 family is a unique alternative to the ubiquitous American V-Twin. It’s powered by the BMW 1,802cc “Big Boxer” Twin and features blacked-out styling, a midrise handlebar, a 21-inch front wheel, and hard saddlebags. The Roctane has admirable curb appeal, good comfort and handling, and high-tech features including Rock, Roll, and Rain ride modes.
CFMOTO has been on the gas lately, expanding its motorcycle lineup from seven to 10 models, including two versions of the Ibex 800 adventure-tourer powered by a 790cc parallel-Twin adapted from the KTM 790 Adventure. The top-of-the-line Ibex 800 T is comfortable, capable, and packed with useful features yet retails for an accessible $10,499.
The new black midrise handlebar and blacked-out powertrain on the R 18 Roctane definitely make it stand out from its siblings.
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
At this stop by Lake Plansee in Austria, it was hard to know what to pay more attention to, the Roctane or the scenery.
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.
The increased trail on the R 18 Roctane contributes to better straight-line stability, an attribute that BMW believes will be appealing to American cruiser riders.
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.
It’s hard not to argue that if you saw this bike coming your way, you’d want to get a second look as it passed you by.
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.
The insect overlord is here to lead the R 18 troops into battle. OK, I definitely needed sleep at this point in the trip.
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.
Although the R 18 Roctane has the same Rock, Roll, and Rain ride modes as the other R 18s, on a day like this, I’d say there is really only a need for one: Rock.
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.
I didn’t mind the Big Boxer cylinder restricting the forward movements of my legs, but I would’ve preferred bigger footboards and better shift lever and brake pedal positioning.
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.
This display at the BMW Museum shows how the times have been a-changin’, but the instrument cluster on the R 18 Roctane turns back the clock. (Don’t mind the BMW Museum typo next to the bottom TFT display.)
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.
The 2024 BMW R 18 Roctane has a minimalist instrument cluster built into the headlight nacelle. The time of day is displayed in this photo, but the rider can also choose from a number of other options.
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.
The Metzler Marathon Ultra tires were tested – and performed admirably – in a variety of weather conditions.
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.
The Roctane’s blacked-out engine nicely complements the high gloss chassis bits and Dark Chrome exhaust.
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.
One of the many sweeping corners on our test route, this one wrapping around Lake Plansee in Austria, enhanced the joy of riding the Roctane.
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.
“Filler stripes” that cover the space between the 27-liter top-loading, locking hard cases and the bike can be selected as accessories.
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.
The Roctane shares the same braking as other members of the R 18 family, with 4-piston calipers biting dual 300mm discs up front and a single 300mm disc in the rear.
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
BMW may not be aiming to be “the better Harley-Davidson,” but that new 21-inch front wheel on the Roctane feels like all-American cruiser.
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.”
One of the beautiful stops along the way during two days of riding the 2024 BMW R 18 Roctane.
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.
The 1,802cc “Big Boxer” Twin engine is an imposing feature of the R 18 family, but it’s also a unique look that drew me to the cruisers.
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.
BMW Motorrad has announced details on the 2024 BMW R 18 Roctane, the fifth member of the R 18 family and a bike the company calls “a cruiser, a bagger, and everything in between.”
The Roctane joins the R 18, R 18 Classic, R 18 B, and R 18 Transcontinental but borrows styling cues from other past BMW models, such as the 1936 BMW R 5, where the iconic air/oil-cooled Boxer engine is the epicenter of the “streamliner” design. Other key design features drawn from the past include the double-loop frame, exposed drive shaft, and rigid-style rear.
What Makes the BMW R 18 Roctane Rock?
The heart of the new BMW R 18 Roctane is the 1,802cc “Big Boxer” opposed Twin, mated to a 6-speed transmission and a single-plate dry slipper clutch and a nickel-plated driveshaft.
When we put the 2021 BMW R 18 on Jett Tuning’s dyno, it sent 80 horsepower at 4,500 rpm and 109 lb-ft of torque to the rear wheel at 2,900 rpm.
The new R 18 Roctane can be equipped with optional Reverse Assist and Hill Start Control, and the bike comes standard with keyless start and the same three ride modes R 18 riders are familiar with: Rain, Roll, and Rock, with distinct throttle maps and settings for Automatic Stability Control and Engine Drag Control in each mode.
The R 18 Roctane stands apart from its siblings with a blacked-out engine and drivetrain and a Dark Chrome exhaust system. The larger 21-inch front and 18-inch rear alloy wheels, combined with the mid-rise, black-coated handlebar give the Roctane what BMW calls “a more purposeful look.”
The 3.5-inch-wide front wheel is shod with a 120/70 B21 tire, while a 180/55 B18 tire wraps around the 5.5-inch rear wheel. The 21-inch front wheel extends the trail to 7.3 inches on the R 18 Roctane (vs. 5.9 inches on the standard R 18) for better straight-line stability.
Braking comes from 4-piston fixed calipers biting dual 300mm discs up front and a single 300mm disc in the rear, and BMW Motorrad Integral ABS is standard. The R 18 Roctane has a 49mm telescopic fork and a central rear shock with travel-dependent damping and adjustable spring preload, providing the same 4.7-inch/3.5-inch front/rear travel as the R 18.
Also inspired by the 1936 BMW R 5 – and almost all BMW motorcycles until the early 1970s – the R 18 Roctane’s round instrument cluster is integrated into the metal LED headlight housing and includes information such as engine rpm, gear indicator, status inquiry, and trip computer details. An adaptive headlight is still optional and works by activating separate LED elements in the main headlight depending on the lean angle.
The R 18 Roctane features a slim two-level seat that tapers towards the rear, with rear passenger straps, and is equipped with footboards and a heel-toe shifter. The 28.3-inch seat height puts the R 18 Roctane an inch higher than the standard R 18 but right about on par with the R 18 B.
The R 18 Roctane is also equipped with body-color painted saddlebags with integrated LED taillights. They offer 27 liters of storage capacity on each side and optional removable liners are available. The “filler stripes” that cover the space between the bags and the bike can be selected from the available accessories. The original BMW Motorrad Accessories range also offers soft luggage options such as the rear bag or frame bag made of waxed canvas with leather trim.
The bike has a 4.2-gal fuel tank and a claimed wet weight of 825 lb.
The 2024 BMW R 18 Roctane will come in Black Storm Metallic, Mineral Grey Metallic Matte, and Manhattan Metallic Matte starting at $18,695. It’s expected to launch in the third quarter of 2023, but Rider will be heading to Germany in late May for a first ride, so we’ll share our impressions soon.
