Paul Yaffe’s BMW R 18 One Eight “C” is built on the BMW R 18 Transcontinental luxury touring cruiser.
Paul Yaffe of Bagger Nation has recently revealed his latest creation: the BMW R 18 One Eight “C” built on a BMW R 18 Transcontinental. This custom incorporates hot-rod appeal while remaining as authentically BMW as possible and joins Yaffe’s extensive list of customized bikes.
Yaffe is well-known to the custom motorcycle world. His bikes show up across the globe at various bike shows, rallies, and events, and he’s been awarded recognitions such as three “World’s Most Beautiful Motorcycle” awards from the Oakland Roadster Show and two “Builder of Year” and three “Trendsetter of the Year” awards from Easyriders Magazine. He was also inducted into the Sturgis Hall of Fame in 2015.
To get accustomed with the BMW R 18 Transcontinental, Yaffe rode more than 6,000 miles on one before getting started with the project. The BMW R 18 Transcontinental was introduced for 2022 as a luxury touring version of the company’s R 18 cruiser platform. It features the same 1,802cc “Big Boxer” opposed Twin as other R 18 iterations. The Transcontinental comes with a handlebar-mounted fairing, a passenger seat, locking hard saddlebags, and a top trunk with integrated passenger backrest – everything needed for racking up miles on cross-country trips.
Yaffe’s goal with this custom was to create a big-wheel bagger that retained as many original BMW parts as possible. The eye-catching 26 x 5.5-inch front wheel was commissioned and cut from solid aluminum, and the 180mm front tire is handmade. To accommodate the large front wheel, the frame was stretched and raked.
The R 18’s batwing-style fairing was cut into several pieces and restructured, and the steel front fender was made from scratch. The bike also features a chin spoiler that conceals the radiator and closes the gap between the fairing and the fuel tank. Also included is a set of Yaffe Monkey Bars.
In keeping with Yaffe’s goal to keep as many BMW components on the bike as possible, his team retained the saddlebag lids, latches, and speakers but included a new set of “skins” that create a stretched look. The team also extended the original rear fender by crafting a second R 18 fender.
Yaffe kept the original R 18 taillights and fitted them into handmade filler panels. He also included a spot for a license plate in the fender and stretched the side covers to cover more area and flow toward the saddlebags.
The R 18 One Eight “C” features air suspension with a Yaffe-designed air tank and distribution system. A frame under the saddlebags accommodates components of the air suspension. The team’s goal with the side pipes was to “preserve the distinct BMW feel” of the build. They kept the classic Boxer head pipes, removed the catalytic converters from the head pipes, and installed a perforated high-flow baffle system. They also included a three-step muffler system and a wide-open megaphone for a classic hot-rod sound.
The focus on the bike’s cosmetics was centered on elegance and simplicity. “We went to work perfecting all the fabricated body panels and smoothing everything to a glass-like finish,” said the Bagger Nation team. Painter Hector Martinez applied the gloss black paint for a timeless look, and Guys Upholstery created the oxblood red saddle and the dash console. Martinez matched the front calipers’ color to the saddle.
The BMW R 18 One Eight “C” will debut at the Motor Bike Expo in Verona, Italy, the weekend of January 19-21, 2024.
The 2022 BMW R 18 B and R 18 Transcontinental are great bikes once they get rolling, but they can be ponderous to maneuver at lower speeds – especially sharp turns – due to the stock handlebar’s 45-degree rearward sweep. Enter the Tour Commander bar from HeliBars.
The new Tour Commander bar is specifically for the R 18 B and R 18 Transcontinental and is 1 inch wider than stock, with a more relaxed wrist angle (a 22-degree angle versus the stock 45 degree angle), providing more comfort and better steering leverage and control.
The relaxed 22-degree wrist angle and increased width of the Tour Commander from HeliBars can be seen in comparison with the stock bar above it.
The bar can be rotated forward almost 6 inches above stock bar height for taller riders or mounted 3 inches closer for shorter riders. The bar is currently available in black powdercoat starting at $479.
The 2022 BMW R 18 B “Bagger” and R 18 Transcontinental (above) are BMW Motorrad’s first foray into the heavyweight traditional touring cruiser segment. (Photos by Kevin Wing)
BMW has long been committed to designing and building motorcycles for travel, and the all-new 2022 BMW R 18 Transcontinental continues that tradition in a new segment for the German brand. BMW’s current lineup is filled with sport-tourers, adventure tourers, luxury tourers, and even a bagger, but all occupy the modern, performance-oriented end of the spectrum. Many are popular and sell in respectable quantities each year, especially on a global scale.
But here in North America – the biggest market for large-displacement motorcycles – cruisers are king. And when it comes to heavyweight touring cruisers, Harley-Davidson is by far the dominant brand.
With a batwing-style fairing, audio and infotainment system, hard saddlebags, a trunk, a passenger seat with a wrap-around backrest, and other amenities, the R 18 Transcontinental is fully equipped for two-up, long-haul touring.
According to data from Infobike, two Harley-Davidson model families – Street Glide and Road Glide – accounted for 65% of global sales for heavyweight cruisers last year. If you add in Harley’s Electra Glide, Sport Glide, and Road King models, that number jumps to 84%. Of 67,859 units sold worldwide, Harley-Davidson accounts for 57,178 of them, and 49,331 (73%) were sold in the U.S.
That’s a lot of iron.
Carving out even a small slice of the big cruiser pie can be profitable, which is why the Japanese brands entered the traditional cruiser segment years ago. Taking a bite out of Harley’s market share motivated Polaris to launch Victory in 1998 and buy Indian in 2011. BMW gave it a shot, too, when it launched the R 1200 C back in 1998, but its small engine, funky ergonomics, and out-of-touch styling failed to resonate with buyers.
A Bigger Boxer
For its traditional cruiser reboot, BMW focused on both style and substance. First, it needed an engine – a big one. Just as Harley-Davidson is known for V-Twins, BMW is known for its horizontally opposed “boxer” Twins. In the spring of 2019, BMW unveiled a prototype engine it called the Big Boxer, which was the centerpiece of The Revival Birdcage, a minimalist custom built by Revival Cycles and shown at the Handbuilt Show in Austin.
Later that year, BMW unveiled the Concept R18 /2 and revealed that the Big Boxer displaced 1,800cc, making it by far the largest boxer to come out of Germany. In early April 2020, just as the pandemic began to suck all the air out of the room, BMW announced a production-ready model called the R 18. Rather than the modern styling of the Concept R18 /2, the R 18 had traditional styling inspired by the 1930s-era BMW R 5.
Aimed at solo riders, the R 18 B foregoes the trunk and has a slimmer seat and a shorter windscreen. It also weighs substantially less than the TC.
When we finally got a chance to test the R 18 late last year, former EIC Mark Tuttle wrote: “At 788 pounds fully fueled sitting on a long 68.1-inch wheelbase, the R 18 looks and feels overbuilt, like there’s a roomful of bagger and dresser bodywork tucked away somewhere just waiting to be hung on the sturdy platform.” The R 18 Classic, equipped with a windshield and semi-soft saddlebags, soon joined the lineup. But it wasn’t until this past summer that BMW announced the models that would compete with all those Road Glides and Street Glides.
Flight of the Hard Baggers
The R 18 B “Bagger” and R 18 Transcontinental fully realize the vision of what the Big Boxer platform was meant to be. Both have a handlebar-mounted batwing-style fairing, an infotainment system, hard saddlebags, and a comfy passenger seat. And the Transcontinental adds a top trunk with a wrap-around passenger backrest.
BMW invited Rider to test both models at their U.S. press launch in Denver, Colorado. After the one-day press ride, I spent four days riding an R 18 Transcontinental (TC) more than 1,500 miles through five states, with my wife, Carrie, as a passenger and the luggage packed full of gear.
PHOTO CAPTION: Carrie and I loaded up the R 18 TC and set off on a 1,500 mile journey. Starting in Denver, we rode west through the Rockies, crossing the Continental Divide several times (Loveland Pass, Hoosier Pass, and Monarch Pass) and visiting Black Canyon of the Gunnison National Park. We continued west through Utah and Arizona, riding through the red rocks of Monument Valley, crossing the Colorado River, and visiting the North Rim of the Grand Canyon. (Photos by the author)
Whereas the K 1600 B and K 1600 Grand America are high-performance, high-tech touring bikes powered by BMW’s inline-Six, the R 18 B and R 18 Transcontinental take a different approach. The K 1600 mill is ultra-smooth and makes 130 horsepower and 106 lb-ft of torque at the rear wheel. Traditional cruiser buyers aren’t concerned about horsepower. They want generous torque at low revs, and they want an engine with rumbling sound and feel. When we put the R 18 on Jett Tuning’s dyno, it made 109 lb-ft of rear-wheel torque at just 2,900 rpm, with more than 100 lb-ft of torque on tap from 2,000 to 3,600 rpm. Horsepower topped out at 80 at 4,500 rpm, and the rev limiter kicks in 6,000 rpm.
BMW’s 1,802cc Big Boxer lives up to its name.
The R 18 B and R 18 TC are both equipped for long-haul touring, but they’ll appeal to different buyers. With its low windshield and slim seat, the R 18 B is suited for solo touring and boulevard cruising with the occasional passenger. Designed for two-up touring, the R 18 Transcontinental is equipped with a tall windshield, a wide seat, wind deflectors, driving lights, heated seats, highway bars, a trunk, and a passenger backrest. The saddlebags hold 27 liters each, and the TC’s trunk holds 48 liters. Fuel capacity is a generous 6.3 gallons (up from 4.2 on the R 18), and over the course of more than 1,500 miles on the TC, every one of them ridden two-up and fully loaded, we averaged 42.5 mpg, which translates to about 268 miles of range.
The Right Tool for the Job
The R 18 B and R 18 TC are not just the R 18 with a fairing and luggage tacked on. Their shared frame was beefed-up to carry more weight; even with their higher curb weights, load capacity meets or exceeds that of the standard R 18. Compared to the R 18, the B and TC have a shorter wheelbase (66.7 inches, down from 68.1), less rake (27.3 degrees, down from 32.7 degrees), and more trail (7.2 inches, up from 5.9). They also have more rear suspension travel (4.7 inches, up from 3.5), which translates to additional cornering clearance (35 degrees, up from 32), and the rear shock auto-levels to accommodate various loads. The B and TC are heavier, but they handle better, especially on twisty roads and during low-speed maneuvers.
Compared to the standard R 18, a beefed-up frame increases load capacity, revised chassis geometry improves handling, and additional rear suspension travel increases cornering clearance.
The R 18 B and R 18 TC bikes we tested were equipped with optional packages that BMW believes most buyers will want. The Select Package adds a locking fuel filler cap, central luggage locks, a tire-pressure monitoring system, an anti-theft alarm, and heated seats on the B (they’re standard on the TC). The Premium Package adds the Adaptive Headlight with a mechanical cornering light function, which swivels +/-35 degrees to illuminate the inside of curves, as well as hill-hold control, reverse assist, Active Cruise Control, and Marshall Gold Series speakers in the saddlebag lids and, on the TC, in the passenger backrest.
In the Saddle
During the one-day press ride, I logged about 100 miles on the R 18 B. With its low, 28.3-inch seat and mid-mount footboards, my knees were level with my hips and my back was straight, which I preferred over the hip-rotating “clamshell” seating position that’s common on many cruisers. A comfortable reach to the pullback handlebar allowed me to maintain a relaxed bend in my elbows, and smooth airflow over the low windscreen hit right at helmet level with no buffeting.
Luxury touring amenities on the TC include plush heated seats, a passenger backrest, and surround-sound audio.
Because the Big Boxer’s cylinders jut far out to the sides, the rider’s legs are hemmed in place, limiting options to adjust knee and hip angle during long stints in the saddle. The engine is too wide to accommodate highway pegs, so BMW will offer (though we didn’t get a chance to test) accessory leg rests so riders can stretch out their legs on top of the cylinders without roasting their calves. The TC has highway bars in front of the cylinders, and my legs are long enough that I was able to put my heels on them and mostly straighten out my knees, though only briefly because it felt awkward.
Thicker foam in the TC’s seat adds nearly an inch of seat height, which resulted in more legroom and additional comfort during the 350- to 400-mile days in the saddle on our ride from Colorado to California. Carrie found the TC’s passenger seat and backrest to be all-day comfortable, and she liked the comfort and convenience of the footboards, especially when climbing on and off the bike.
The BMW R 18 Transcontinental is designed for America’s wide-open spaces.
Airflow over the TC’s tall windscreen went above my helmet, and Carrie appreciated the calm pocket of air with no turbulence. The top edge of the non-adjustable screen was in my line of sight, which was sometimes distracting during back-and-forth cornering. At the bottom edge of the TC’s fairing are adjustable air flaps that can be closed or opened to direct air into the cockpit. It also has non-adjustable wind deflectors mounted atop the highway bars, which were helpful when temps dropped as low as 40 degrees on Colorado’s Million Dollar Highway, but less so when we encountered triple-digit highs in the deserts of Arizona and Nevada.
Large and In Charge
To assist riders while piloting these machines, the cockpit is packed with data, functions, switches, and buttons. Behind the fairing are four analog gauges (speedo, tach, fuel, and power reserve) and an enormous 10.25-inch TFT color display, with different screens for vehicle info as well as music, phone, and navigation functions via a smartphone and the BMW Motorrad Connected app. BMW’s Multi-Controller wheel on the left grip makes menu navigation, volume control, and other functions easy, but the TFT’s hardened, glare-resistant screen isn’t touch-enabled.
Mission control includes analog gauges, a huge 10.25-inch TFT display, BMW’s proprietary Multi-Controller wheel on the left grip, and sensibly placed buttons.
BMW partnered with Marshall to create a premium audio system for the R 18 B and TC, and the standard setup includes two 25-watt speakers in the front fairing. The Premium Package adds two 90-watt subwoofers in the lids of the top-loading saddlebags and brings total output up to 230 watts on the B. The Premium-equipped TC gets another pair of 25-watt speakers in the passenger backrest, for a total of 280 watts. The surround-sound audio pumps out the jams, and the subwoofers add serious bass.
One downside of the extra speakers is that they reduce storage capacity by 0.5 liter in each of the saddlebags and 1 liter inthe trunk. The saddlebags seem large on the outside, but their narrow interiors present some challenges with packing (BMW offers accessory drop-in liner bags that should make the process easier). The trunk has a spacious, carpet-lined interior with a charging port. Pop-up metal levers with positive actuation make the luggage easy to open, close, and latch even when filled to the brim, and the central locks add convenient security.
On the Road
The R 18s have three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction-control intervention. In Rock mode, they feel lumpy and shake a lot at idle to add some visceral theater, and throttle response is direct. But in Roll and Rain mode, the response feels duller and slow to respond. The single-plate dry clutch requires some slip when pulling away from stops on hills and riding up steep hairpins, but the 6-speed transmission shifts smoothly and the heel-toe shifter comes in handy.
The TC’s fixed-height windscreen was sometimes distracting while cornering. The LED Adaptive Headlight swivels up to 35 degrees in each direction.
Like most heavyweight cruisers, the R 18 B/TC work best when they are short-shifted and kept in their peak torque range. Riding the TC day after day, it cruised smoothly in top gear and when maintaining steady throttle on flat stretches of road. Rolling on and off the gas while accelerating or negotiating curves and grades, however, sent a fair amount of vibration through the seat and grips that became tiresome after a while.
Despite the weight of the fairing on the handlebar, the R 18 B/TC steer with stability and confidence, though some effort is required. The massive brakes with BMW’s linked Full Integral ABS slow down the heavy bikes with authority, and the large brake and clutch levers are adjustable for reach. The R 18 and R 18 Classic have spoked wheels with tube-type tires, but the R 18 B/TC roll on cast wheels with tubeless tires, which is a real boon for roadside flat repairs.
Dynamic Cruise Control is standard on the B and TC, and, if necessary, it applies the brakes to slow the bikes on steep descents to maintain the set speed. Active Cruise Control, which is part of the Premium Package, uses radar sensors embedded in the front fairing that scan the lane in front of the bike when cruise control is activated. If a vehicle is detected in front of the bike, the system will automatically reduce speed to maintain a fixed distance. Using inputs from the lean-angle sensors, ACC also adjusts speed to assist with safer cornering. The system works well and isn’t affected by vehicles in adjacent lanes.
An early-morning exploration of roads near Golden, Colorado.
Toward the Horizon
Given BMW’s extensive experience in the touring segment, it’s no surprise that it built fully featured, highly functional heavyweight touring bikes right out of the gate. Traditional cruisers, though, are as much about style as they are about substance, and it’s tricky to strike the ideal balance. The R 18 B and R 18 Transcontinental are good-looking motorcycles that caught the attention of many people we encountered at gas stations, restaurants, hotels, and national parks.
Cruiser buyers tend to be conservative. They’re wary of unconventional styling and will embrace high-tech features only if they don’t alter the look and feel of the motorcycle. BMW’s Big Boxer is a large-displacement air-cooled Twin, but its configuration is very different from a traditional V-Twin.
Likewise, there was no small amount of skepticism from the ADV crowd about Harley-Davidson building an adventure bike, a segment long dominated by BMW. But the Pan America 1250 proved itself to be highly capable, and Harley says it has become the best-selling ADV in the U.S.
For those interested in a heavyweight bagger or full-dress tourer with traditional styling, the R 18 B and R 18 Transcontinental are worthy choices
Our R 18 Transcontinental test bike was equipped with the Premium and Select Packages, First Edition Black Storm paint scheme, Vance & Hines exhaust, and select Roland Sands Design accessories, for an as-tested price of $35,244.
2022 BMW R 18 B / Transcontinental Specs
Base Price: $21,945 / $24,995 Price as Tested: $28,420 (Premium & Select Packages, Galaxy Dust metallic/Titanium Silver 2 metallic) / $35,244 (Premium & Select Packages, First Edition Black Storm, Vance & Hines exhaust, Roland Sands Design accessories) Website:bmwmotorcycles.com
ENGINE Engine Type: Air-/oil-cooled, longitudinal opposed flat-Twin, OHV w/ 4 valves per cyl. Displacement: 1,802cc (110ci) Bore x Stroke: 1 x 100.0mm Compression Ratio: 9.6:1 Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-O EFI w/ 48mm throttle body Lubrication System: Wet sump, 4.2 qt cap. Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft
CHASSIS Frame: Tubular-steel double cradle w/ tubular-steel double-sided swingarm Wheelbase: 66.7 in. Rake/Trail: 27.3 degrees/7.2 in. Seat Height: 28.3 in. / 29.1 in. Suspension, Front: 49mm telescopic fork, no adj., 4.7 in. travel Rear: Single cantilever shock, adj. for spring preload, 4.7-in. travel Brakes, Front: Dual 300mm discs w/ 4-piston opposed calipers & ABS Rear: Single cantilever shock, adj. for spring preload, 4.7-in. travel Wheels, Front: Cast, 3.5 x 19 in. Rear: Cast, 5.0 x 16 in. Tires, Front: 120/70-B19 Rear: 180/65-B16 Wet Weight: 877 lbs. / 941 lbs. (claimed, base models) Load Capacity: 512 lbs. / 448 lbs. (claimed, base models) GVWR: 1,389 lbs.
PERFORMANCE 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) Fuel Capacity: 6.3 gals. Fuel Consumption: 42.5 mpg Estimated Range: 268 miles
The first time you lay eyes on a BMW R 18 Transcontinental First Edition, you have to take a step back just to breathe it all in. This is the largest twin-cylinder motorcycle BMW has ever produced, in every sense of the word.
2022 BMW R18 Transcontinental ‘First Edition’
Weighing a claimed 427 kg with a full 24-litre tank of fuel, the Transcontinental is nothing but imposing. Its luxurious bodywork adorned with chrome accents and a flat-twin motor that wouldn’t be out of place in an art gallery.
The fuel tank holds a generous 24 L on both R 18s
Then you glance at the R 18 B next to it. Paired back in that classic bobber style, it weighs (only) a claimed 398 kg ready to ride. It’s wholly more inviting than the Transcontinental, which has an air of exclusivity about it more akin to a fancy nightclub than a motorcycle.
The 2022 BMW R18 B is the stripped back version, retaining most of the touring bent
The weight difference comes solely down to the extra bodywork and trimmings fitted to the Transcontinental. While both bikes get twin 27-litre side cases, the Trans gets an extra 48-litre top case that’ll fit two helmets and a backpack depending on your stacking skills.
There’s also a much larger screen, that’s unforgivingly non-adjustable, and the fog lights that come with it, but aside from those differences, the two bikes are mechanically identical.
The R 18 Transcontinental features the 48 L topbox
Powering them is the same 1802 cc flat-twin we saw debuted last year with the arrival of the R 18 First Edition and the R 18 Classic. That motor alone weighs a hefty 110 kg, giving you a hint of what’s in store when you eventually thumb the starter switch.
Just the engine on the R 18 cracks the scales at 110 kg
BMW claim a mere 91 hp/67 kW for each of the R 18s on test, although that is offset somewhat by the 116 lb-ft/158 Nm of claimed torque. In practice, the motor feels a little anaemic for such a massive motorcycle.
Not helping matters was the elevation of 1670 metres to our ride destination of the Stanley Hotel in Colorado, USA (yes, that Stanley Hotel where Jack Nicholson played his career-defining role in The Shining), meant we did not experience ideal conditions to let the motor shine. It made our destination a curious choice by BMW.
The R 18 flat twin produces 91 hp or 67 kW
Five gears and a sixth gear purely for overdrive sit inside the gigantic gearbox. Mitigated by a single disc dry clutch, this was the cause of more than a few frustrating issues on our ride. We suffered some clutch slipping issues on our Transcontinental test bike meant acceleration was neutered in the lower gears – right when you need everything the motor had. Perhaps it had some suffered some abuse before we got our hands on it, but we can only report what we find. Earlier R 18 models had suffered some clutch issues which BMW said were fixed with a mapping change. This was not the case for several journalists on this launch, so I’m not too sure BMW has completely cured the problem.
BMW promised earlier clutch issues had been fixed with a different tune, however some issues were still apparent
You’ve got three riding modes in Rain, Roll and Rock to choose from, although, truth be told, you only really need the more direct Rock mode. The revs are gained quite quickly, so if you’re not careful you’ll rip past the 3000 rpm peak torque point and the 4750 rpm torque point faster than you’d expect. For such a massive machine, it really could do with some more ponies.
Lots happening on the switchblock of the R 18, although syncing a phone and using navigation or playing music proved difficult
BMW has fitted radar-assisted Active Cruise Control to the R 18 Transcontinental and the R 18 B, and it’s a system that works almost flawlessly. Almost. There’s three options of distance to the vehicle in front you can select along with cruising speed – if you’ve never used ACC on a bike before, it takes a leap of faith as having a bike slow down and accelerate beneath you is a strange sensation indeed.
Active Cruise Control is also featured, sensing nearby cars and automating speed to suit
Setting my distance to the middle level was ideal for me, but the system sometimes did not detect the bike in front of me and thus had me accelerating and closing the gap way faster than I wanted. Cars were recognised by the system however, no worries. So not quite flawless, yet.
The riding modes and more are accessed through what can only be described as the most extravagant dash on any production motorcycle, with four chrome-cast analogue clocks – one for revs, one for speed, one for fuel and a fairly useless available engine power gauge on the right.
The dash setup on the R 18s includes four clocks and a huge TFT display
When you’re cruising the freeway with minimal throttle input, the gauge needle will sit near the 90 hp mark. Crack the throttle and the needle dives to nearly zero, indicating you’ve used the full whack of engine power. I don’t know, give me a nice clock made by Breitling or Tag Heuer. I might look at it more than once.
These gauges sit above a massive 10.25-inch/260 mm digital display, where you’ll find all the usual stuff for your trips and access to the optional Marshall Marshall Gold Series Audio sound system. Although not as loud as what you can find on some Harley models, the sound is crisp enough to hear over wind noise and plenty loud enough that everyone will experience your terrible taste in music as you glide by.
Marshal provide the sound system, which while not the loudest does the job on the R 18
We were asked by BMW not to pair our phones as we had two machines to test – for fear of our phones syncing to our old bike when we switched. It seemed a strange request, which later bore more suspicion when, after all the journalists paired their phones anyway, we realised that using the navigation and music was annoyingly difficult.
Using Spotify was a pain, as you would have to manually play one song after the other, rather than letting it just play through. The only way the system seemed to work was when you played songs directly off your phone on a playlist you’d previously set up.
I only had a couple of tracks on my phone, so after listening to the same song over and over, I turned the system off. The system’s sound still isn’t as good as a decent Bluetooth headset and speakers, anyway. Although I am sure software updates will cure most of the ills we experienced.
Charging a phone in the tank is possible, but fitting a modern large smartphone may be a struggle
Atop the tank sits a compartment for your phone with a USB-C port and internal fans to keep everything cool. The issue is unless your charging connection is 90-degrees to your phone, you need to flip your phone upside down to make it fit. And if you have a larger screen iPhone (like me) or one of the bigger Androids, space is at a premium in this little compartment.
There’s no electronic suspension adjustment on either the Trans or the B, but there is auto-sensing load on the shock so you’ll always have the correct pre-load regardless of if you’re travelling solo or you’re two-up with luggage.
Auto-sensing preload on the rear suspension on the R 18 ensures it’ll always be set to suit the loadout
Despite the weight, especially in Trans form, the ride is delightfully smooth. In a way the extra weight helps plant the Trans on the road, and once you learn to flow with the motorcycle, you’re in for a good time.
This is not a machine to bully around. It’s a massive hunk of steel and alloy underneath you, and there’s only a claimed 34-degrees of ground clearance at your disposal so it’s best to play nice.
The R 18 Transcontinental is smooth, but lean capability limited
It gets a little easier on the B, given less weight and the fact that the weight is not mounted high up behind you. The B will roll through corners quicker, the reduced frontal area to the Trans giving the B a more nimble presence that mysteriously works its way into the rider’s psyche.
Interestingly, both machines are more nimble than the base model R 18 that came out last year thanks to a revised chassis that has the forks mounted behind the steering wheel. This has in turn sharpened up the geometry, especially giving the B greater agility in the tight stuff without losing any high speed stability.
The R 18 B’s weight savings pay dividends in the handling department
Just as the screen is non-adjustable on the Trans, there’s an equally annoying problem on the B in that the stumpy standard screen’s cut-off sits right in my eye sight line. I’m 183 cm tall, and this was a problem that many taller and shorter riders experienced on this launch.
I either had to squat down or raise my torso above the screen to get a clear view, which became pretty tiresome, to say the least. A simple fix would have been to have a raiseable/lowerable screen, which both bikes should have as standard. I guess it will take some box ticking in the optional accessories catalogue, which is vast, to get something that suits you.
The non-adjustable screen placement ends right at eye level for many riders
The fit and finish is beautiful on both bikes except for one fatal flaw on the Transcontinental. Both seats (Trans and B) attach at only two points but the Trans’s rocks up and down with about 5 cm of free play. At first I thought it was just my test bike, but then after checking about six other models at the launch, it appears to be the same on all models.
The seat on the R 18 Transcontinental also didn’t seem to mount solidly
When I then went riding, aware the seat was not as secure as it should be, it immediately became an infuriating problem.
General build quality on the R 18s is however exceptional
That one point detracted from the fit and finish dramatically, but there’s no denying both machines are beautiful pieces of mechanical artistry. The problem with art is that sometimes function does not follow form.
The R 18 Transcontinental has its work cut out for it, competing with Honda and Harley’s offerings at $41,675 plus ORC
Riders who love this style of machine will be won over from first glance, but there are too many issues for me to recommend the Transcontinental or the B over something like a Honda Gold Wing or a Harley-Davidson Street Glide.
BMW has made an admirable job of going after the American cruising market, but they already owned a decent slice of the touring market with the K 1600 series, and trying to beat H-D at the one game they are seriously good at, heavyweight touring, is a very hard sell.
The R 18 B on the other hand is available for $39,310 + ORC
The models are available in Australia priced from $39,310* RRP for R 18 B, and $41,675* RRP for R 18 Transcontinental. *Recommended Retail Pricing and includes GST, but excludes on-road costs.
The 2022 BMW R 18 B (shown above) and R 18 Transcontinental are new hard bagger touring models powered by the 1,802cc “Big Boxer.” (Photo by Kevin Wing)
Last year, amid a global pandemic, BMW Motorrad introduced a motorcycle that is a very big deal for the company. With the introduction of the R 18, BMW entered the traditional cruiser segment, a distinctly American category that has long been dominated by Harley-Davidson.
Just as Harley-Davidson is known for V-Twins, BMW is known for horizontally opposed Twins called “boxers.” To compete in the world of heavyweight cruisers, there’s no replacement for displacement. BMW created what it calls the “Big Boxer” that displaces 1,802cc, or 110 cubic inches – much larger than the 1,254cc boxer in most of BMW’s R-series models like the R 1250 RT.
Left to right: R 18, R 18 Classic, R 18 B, and R 18 Transcontinental (Photo courtesy of BMW Motorrad)
Soon after the standard R 18 came the R 18 Classic, which is equipped with a windshield and semi-soft saddlebags. For 2022, BMW has further expanded the lineup with two touring models, the R 18 B and R 18 Transcontinental. Both are equipped with a fork-mounted fairing, a full infotainment system, hard saddlebags, and other amenities. The Transcontinental also has a top trunk with an integrated passenger backrest.
A fleet of BMW R 18 B and R 18 Transcontinental test bikes in Denver, Colorado, ready for a first ride. (Photo by the author)
BMW invited Rider to ride both models at their U.S. press launch in Denver, Colorado. And after the one-day press ride, I spent four days riding an R 18 Transcontinental (TC) more than 1,500 miles through five states with my wife as a passenger and the luggage packed full of gear.
After leaving Denver and climbing into the Rocky Mountains on I-70, we took U.S. 6 up to Loveland Pass for our first several crossings of the Continental Divide. (Photo by the author)
We’ll have an in-depth road test review soon. Here are our top 10 highlights of the new bikes.
1. They Rock better than they Roll
The 1,802cc (110ci) “Big Boxer” is the largest boxer Twin that BMW has ever produced. (Photo by Kevin Wing)
BMW’s “Big Boxer” makes a claimed 91 horsepower and 116 lb-ft of torque at the crank. When we put the R 18 on Jett Tuning’s dyno late last year, its shaft-driven rear wheel spun the heavy drum to the tune of 80 horsepower at 4,500 rpm and 109 lb-ft of torque at 2,900 rpm, which is about what you’d expect after accounting for power loss through the drivetrain.
The R 18s have three ride modes – Rock, Roll, and Rain – that alter throttle response, idle character, engine-drag torque control, and traction control intervention. In Rock mode, the R 18s feel lumpy and shake a lot at idle, and their throttle response is direct. But in Roll and Rain mode the bikes feel dull and lifeless, like a middle-aged couple nodding off at an AC/DC concert.
2. Who doesn’t like big jugs?
Each 901cc cylinder juts horizontally out from the engine case, which forces the rider’s legs to remain amidships with feet on the footboards. (Photo by Kevin Wing)
Ahem. Get your mind out of the gutter. We’re talking about cylinders here. With 901cc jugs sticking out of both sides of the bike, there’s no getting around the size of those things. They are a distinctive styling element, with prominent cooling fins and chrome pushrod tubes.
Even on really hot days – when riding across northern Arizona and southern Nevada, Carrie and I dealt with temps ranging from the high 90s to 113 degrees – the cylinders don’t put out excessive heat felt by the rider and passenger, nor do the exhaust pipes. But they do trap the rider’s legs behind the cylinders, limiting options to stretch out during long stints in the saddle.
BMW offers accessory chrome-plated leg rests to the rider can stretch up with legs atop the Big Boxer’s cylinders. (Photo courtesy of BMW Motorrad)
The cylinders are too wide for highway pegs, so BMW offers accessory chrome-plated leg rests so riders can stretch their stems with calves atop the cylinders, as shown in the photo above. The leg rests weren’t available on the press ride or our ride-away. I tried resting my jean-clad legs atop the cylinders, but that lasted about half a second because those big jugs get hot to the touch. The TC has highway bars in front of the cylinders and my legs are long enough that I was able to put my heels on them and mostly straighten out my knees.
3. Leave the riding to us
The radar sensors for BMW’s optional Active Cruise Control are mounted in the front fairing above the headlight. (Photo by Kevin Wing)
Thanks to the proliferation of throttle-by-wire, cruise control has become a common feature on all sorts of motorcycles, even sportbikes. It’s especially helpful on long, multi-day rides when even moderate tension in the rider’s arm while maintaining steady throttle can lead to sore wrists and achy shoulders.
On the R 18 B and Transcontinental, BMW takes things a step further with optional Active Cruise Control (ACC). Embedded in their front fairings are radar sensors that scan the lane in front of the bike when cruise control is activated. If a vehicle is detected in front of the bike, the system will automatically reduce speed to maintain a fixed distance (both speed and distance are adjustable). Using inputs from the lean-angle sensors, ACC will also adjust speed to assist with safer cornering.
ACC works really well, and it isn’t affected by vehicles in adjacent lanes. This is one of those features you don’t think you need or want until you use it.
4. My, what a big TFT you have!
Above the R 18 B/TC’s 10.25-inch TFT are four analog gauges for fuel level, speed, rpm, and power reserve. The Multi-Controller is the black-and-white knurled wheel on the left grip. (Photo by Kevin Wing)
Most premium motorcycles are equipped with TFT (thin film transistor) instrument displays that offer nearly infinite variation for graphics, color, animation, etc. BMW has offered TFTs on some of its models for several years, but none approach the size of the TFT embedded in the fairing on the R 18 B/TC. It measures 10.25 inches on the diagonal, which is at least a couple of inches more than the largest TFT we’ve seen on other bikes. The thing is like a billboard, and its default background is a copper-colored illustration of the Big Boxer.
Using BMW’s proprietary Multi-Controller wheel on the left grip, navigating through menus is a breeze and keeps the number of buttons to a minimum. But, unlike the Indian’s Ride Command system, the hardened, glare-resistant glass screen isn’t touch-enabled.
5. If it’s too loud, you’re too old
There are two 25-watt Marshall speakers in the front fairing. (Photo by Kevin Wing)
If you’ve seen amps on stages or stood next to huge stacks at a rock concert, then you’re familiar with the cursive script of the Marshall logo. In the movie “Spinal Tap,” there’s even a Marshall amp that goes to 11. BMW partnered with Marshall to create an audio system for the R 18 B and TC, and it rocks.
On the R 18 B, the optional Marshall Gold Series Stage 1 adds two 90-watt subwoofers in the saddlebag lids. On the R 18 TC, the Marshall Gold Series Stage 2 adds the saddlebag subwoofers and two more 25-watt speakers in the passenger backrest. (Photo by Kevin Wing)
The standard setup has two 25-watt speakers embedded in the front fairing. The Premium Package on the R 18 B upgrades to the Marshall Gold Series Stage 1, which adds two 90-watt subwoofers in the lids of the top-loading saddlebags (eliminating half a liter of storage capacity) and brings total output up to 230 watts. The Premium-equipped R 18 TC gets the Marshall Gold Series Stage 2, which adds yet another pair of 25-watt speakers to the passenger backrest, for a total of 280 watts.
6. Get out of my way
The BMW R 18 Transcontinental’s fairing has a tall fixed windscreen, and adjustable wind deflectors are attached to the bottom edge. There are also larger non-adjustable wind deflectors between the fairing and cylinders. (Photo by Kevin Wing)
To complement the classic lines of the R 18, the fork-mounted fairing has a streamliner shape that tapers at the sides, providing wind protection for the rider’s hands. There’s a single round headlight that uses LEDs for low and high beams, and there’s an optional Adaptive Turning Light that swivels +/- 35 degrees to illuminate the inside of curves during cornering.
The fairing parts the wind smoothly, though airflow over the R 18 B’s short windscreen hits the rider’s helmet while airflow over the R 18 TC’s tall windscreen goes over the rider’s head. During our multi-day ride, my wife said she enjoyed the calm pocket of air and never dealt with helmet buffeting like she has on some touring bikes.
When we left Montrose, Colorado, at 7:30am, it was 57 degrees. By the time we climbed into the San Juan Mountains on the Million Dollar Highway, the temperature dropped as low as 40 degrees. (Photo by the author)
Neither windscreen offers height adjustment, which is disappointing, especially on such premium machines. The top edge of the TC’s screen was right in my line of sight, which was distracting during back-and-forth cornering in the Rocky Mountains. While the tall screen provided welcome protection from cold wind when temps dropped into the 40s on Colorado’s Million Dollar Highway (U.S. Route 550), I wished I could lower it when the mercury rose into triple digits several hours later in northern Arizona.
7. Galaxy Dust metallic would have made Prince jealous
The BMW R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic. (Photo courtesy of BMW Motorrad)
Offering an iridescent paint scheme that changes from purple to blue depending on how the light hits it seems a little out there for BMW. And in the studio photos, it looks garish. But in person Galaxy Dust metallic it looks undeniably cool, and the color variations are more subtle than the photos suggest. The colors are darker, the metal flake really pops in bright sunlight, and the Titanium Silver 2 metallic on the gas tank and fairing adds nice contrast.
Unless the Galaxy Dust metallic is in direct sunlight, it looks dark and brooding rather than flashy. (Photo by Kevin Wing)
Such a unique, factory-custom paint job doesn’t come cheap. It will set you back $2,400.
If it were possible to make a sequel to “Purple Rain,” an R 18 B in Galaxy Dust metallic / Titanium Silver 2 metallic with a custom his-and-hers seat and sissy bar would be Prince’s motorcycle of choice.
During our press ride, we had lunch at the Stanley Hotel in Estes Park, Colorado, which provided Stephen King with the inspiration to write “The Shining.” (Photo by the author)
8. Two peas in a pod
The BMW R 18 Transcontinental lives up to its name, with the weather protection, luggage capacity, comfort, and technology for multi-day, two-up touring. (Photo by Kevin Wing)
For long-haul touring motorcycles, rider and passenger comfort is critically important. Carrie and I rode more than 1,500 miles on the R 18 Transcontinental over four days, averaging nearly 400 miles per day. Except for the final day on I-15 through the Mojave Desert, we logged most of our miles on scenic roads full of hairpins, high-mountain passes, and steep grades.
As mentioned above, the cylinders of the Big Boxer limited my ability to move my legs around during long stints in the saddle. But the seat and riding position were comfortable, and the footboards allowed me to move my feet around to adjust the position of my hips and knees.
Carrie was happy as a clam on the backseat of the R 18 TC. She was all smiles after our first full day on the bike, riding from Denver, Colorado, to Montrose and summiting Loveland Pass (11,990 ft), Hoosier Pass (11,539 ft), and Monarch Pass (11,312 ft), and visiting Black Canyon of the Gunnison National Park. (Photo by the author)
Carrie’s first-ever ride on a motorcycle was on a Honda Gold Wing back in 2009, and she’s measured every passenger seat and backrest since against that experience. With a low rider seat height of 29.1 inches on the TC and a passenger seat just a few inches higher, Carrie, who has short legs, found it easy to climb on and off the bike, aided in part by the passenger footboards. And once aboard, she found the seat to be all-day, day-after-day comfortable and the wrap-around backrest to be reassuring.
We crossed the Continental Divide on the Transcontinental three times in one day. (Photo by the author)
After riding over Colorado’s Monarch Pass on U.S. 50, we visited Black Canyon of the Gunnison National Park. (Photo by the author)
9. A place for my stuff
The top-loading, central-locking saddlebags on the R 18 B/TC hold 27 liters in each side. The trunk on the R 18 TC holds 48 liters. (Photo by Kevin Wing)
As George Carlin once said, “That’s all you need in life, a little place for your stuff.”
The top-loading saddlebags on the R 18 B and TC offer 27 liters of storage each, or 26.5 liters with the Marshall subwoofers installed in the lids. Styling-wise, the bags look great. Function-wise, they are fairly narrow, which presents some challenges with packing (BMW offers accessory drop-in liner bags that should make the process easier). But they open and close easily, with pop-up levers and central locks. The top trunk on the TC holds 48 liters (47 liters with optional audio), and it is spacious and easy to open/close/latch even when filled to the brim.
Atop the fuel tank is a water-resistant, fan-cooled compartment with a USB port for a smartphone. (Photo by Kevin Wing)
In the top of the 6.3-gallon fuel tank is a waterproof compartment for a smartphone. There’s a USB socket or charging and connecting the phone to the bike (navigation is provided via the free BMW Connected app). And since smartphones get hot, the compartment is ventilated with an electric fan. But the smartphone compartment does not lock, so riders must remember to take their phones with them when they park their bike. How else would you check Instagram?
10. Heavy is as heavy does
Before an options or accessories are added, the 2022 BMW R 18 Transcontinental has a claimed curb weight of 941 pounds. (Photo by Kevin Wing)
Heavyweight cruisers come by that description honestly. The 2021 Indian Roadmaster Limited we tested weighed 895 pounds. The 2020 Harley-Davidson Road Glide Limited we tested weighed 922 pounds. The 2022 BMW R 18 B weighs 877 pounds and the R 18 Transcontinental weighs 941 pounds, and that’s before you add the Premium Package and other options/accessories. Part of that major poundage comes from the Big Boxer and its 6-speed gearbox, which weighs 244 pounds – about 35 pounds more than a Honda Grom.
Though it’s a heavy bike, the BMW R 18 Transcontinental handles well and it has 35 degrees of cornering clearance on both sides. (Photo by Kevin Wing)
BMW beefed up the R 18 frame to accommodate the added weight of the fairing, saddlebags, and trunk. Total permitted weight is 1,389 pounds, which translates to a load capacity of 512 pounds on the R 18 B and 448 pounds on the R 18 Transcontinental. Compared to the standard R 18, the B and TC also have a shorter wheelbase (66.7 inches, down from 68.1) and sharper rake (27.3 degrees, down from 32.7 degrees) but more trail (7.2 inches, up from 5.9). Even though the B and TC are heavier, they handle better.
Optional reverse assist is available on the R 18 B and R 18 Transcontinental. Moving the lever on the left side of the bike above the shifter engages reverse, and it is controlled using the starter button. (Photo by Kevin Wing)
Like most touring bikes, you mostly notice the weight when you lift it off the sidestand or move it around a parking lot or garage. Fortunately, our test bike has the optional reverse gear installed, which helped when moving the bike around on an incline. Out on the road, the heavy bikes trundle along just fine. And when the road gets windy, they handle well within the limits of other heavyweight touring cruisers.
We’ll post our full review soon, so stay tuned!
2022 BMW R 18 B and R 18 Transcontinental in Galaxy Dust metallic / Titanium Silver 2 metallic (Photo courtesy of BMW Motorrad)
2022 BMW R 18 / R 18 Transcontinental Specs
Base Price: $21,945 / $24,995 Price as Tested: $29,065 / $31,695 Website:bmwmotorcycles.com 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: 91 hp @ 4,750 rpm (claimed, at the crank) Torque: 116 lb-ft @ 3,000 rpm (claimed, at the crank) Transmission: 6-speed, hydraulically actuated single-plate dry slipper clutch Final Drive: Shaft Wheelbase: 66.7 in. Rake/Trail: 27.3 degrees/7.2 in. Seat Height: 28.3 in. / 29.1 in. Wet Weight: 877 lbs. / 941 lbs. (base models) Fuel Capacity: 6.3 gals. Fuel Consumption: 42.5 mpg (R 18 Transcontinental, as tested) Estimated Range: 268 miles (R 18 Transcontinental, as tested)
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