2022 BMW R 18 B Review

The 2021 BMW R 18 B could be the bike that opens up the German manufacturer’s cruiser range to a whole new audience.

In case you hadn’t already figured it out, the B stands for bagger, and that is exactly what the R 18 B is. Like the Harley-Davidson Street Glide and the Indian Chieftain, the BMW R 18 B is a grand American tourer with a fork-mounted fairing.

But, unlike the Street Glide and the Chieftain, the R 18 B is not born and bred in the US of A. Nope, this bagger is Berlin Built (it even says so on the dash). So have the Germans succeeded? Well, yes...for the most part at least.

Related Reading:
2021 BMW R 18 Review
BMW adds two high-tech tourers to R 18 line-up for 2022
BMW presents custom Blechmann R 18 cruiser
BMW upgrades motorcycle audio to eleven with Marshall Amps

When BMW released the original R 18, it was a big deal. The Munich firm’s re-entry into the cruiser segment was highly-anticipated. Its last attempt was the ill-fated R 1200 C, but this time was always going to be different. The Concept R 18 unveiled in 2019 previewed a classy, stylish, and serious motorcycle powered by the biggest boxer engine ever produced by BMW.

The production BMW R 18 was released in April 2020, and it was impressive to say the least. It highlighted BMW’s impeccable attention to detail, and its ruthless pursuit of perfection. It was a very fine example of a heritage-inspired cruiser, but it was a rather simple affair and its primary purpose was just to make a statement.

Considering that H-D and Indian each have a vast range of cruisers that expand on similar platforms, it would have been foolish to think that BMW could get away with just one basic bike. But, of course, this is BMW we are talking about – and, as always, it kept a few tricks up its sleeve.

Next up was the R 18 Classic, which added a windshield and some leather side bags. It certainly added a touch of touring practicality, but it was really no more than an accessorised R 18.

Fast-forward to late 2021, however, and BMW revealed its true party trick. The R 18 B and its slightly better-equipped sibling, the R 18 Transcontinental, are not just base R 18s in fancy dress; they are all-new models which greatly expand on the R 18 platform.

Of course, all the R 18 hallmarks are still there – the 1802cc ‘Big’ boxer engine, the beautiful nickel-plated drive shaft, and the classy BMW styling – but BMW has transformed the platform from classic cruiser to supremely-capable touring machine with a wide array of extra equipment.

The most obvious difference is the sizeable fork-mounted fairing, which takes inspiration from H-D and Indian, but adds a good dose of BMW style. The faring houses a full infotainment system, four analogue gauges, and an all-new Marshall speaker system.

The other big visible difference is the addition of two lockable side cases, which are capable of housing an optional pair of additional Marshall Speakers.

If you opt for the heavier and more-expensive Transcontinental version, you’ll get more comfort for pillion passengers, as well as a top box, but we’ll focus on the R 18 B for now.

The R 18 B also has some less-visible changes, like the revised chassis to accommodate the extra equipment and weight, and the addition of optional radar-driven Active Cruise Control.

From a tech point of view, BMW has nailed it. The 12.5-inch TFT display (which debuted on the 2021 BMW R 1250 RT) is brilliantly clear and easy-to-read. It has plenty of info and adjustment, and has the ability to display full-colour navigation. Throw in smartphone connectivity and BMW’s clever selector wheel, and you have no complaints from me.

The addition of a speaker system is not uncommon for bikes of this ilk, but BMW’s partnership with legendary guitar amp company Marshall is unique. Whether it results in better audio quality than other brands is to be determined, but the Marshall’s do a good job nonetheless.

Some critics argue that installing speakers on a motorcycle is a pointless endeavour, but as I was cruising down sunny Beach Road in St Kilda listening to Metallica’s Seek and Destroy, I couldn’t have disagreed more – the speakers have my vote.

All of the usual electronic features do a fine job, with the ride modes offering flexibility and the ABS and traction control functions giving riders a good security blanket. The addition of radar cruise control is great too, especially for a big tourer like this.

So far so good, right? Sadly, the R 18 B does lose a few points on the road, but let’s look at the positives first.

Like the original R 18, the B makes great use of the Big Boxer engine. It is a torquey beast that will get you moving quickly and it offers plenty of flexibility through to the redline. Of course, the added weight makes the B work a bit harder than its standard sibling, and at times it does feels a little slower off the mark, but you’ll still have a blast.

Speaking of weight, the R 18 B weighs in at a monstrous 398kgs wet, making it quite a bit heavier than the Street Glide (375kg wet) and the Chieftain (373kg wet), as well as the standard R 18 (345 kg wet). Surprisingly though, the weight disappears when you hit the road.

Through a combination of good weight distribution, and the revised chassis, the R 18 B actually handles better than the standard R 18 (crazy, I know). The standard version is agile for its size and design, but the B takes it up a small notch. It tips from side to side easily, and tackles corners without too much stress or fuss.

That said, it is still a big bike and a little bit of care needs to be taken when cornering. But it does give you an impressive dose of confidence to push a little bit harder and harder each time.

Another tick is the comfy seat and ride positon. The upright ride positon and mid-mount foot controls might not be every cruiser rider’s cup of tea, but most people will ride this bike all day without a problem. The only slight issue is that the windscreen is not adjustable and doesn’t provide total coverage from wind buffering for taller riders. If you’re on the shorter side though, you’re laughing.

As stated earlier, the R 18 B is a step in the right direction for BMW, but there are a few issues. Firstly, vibrations. This is something that the original R 18 didn’t really suffer from, but presumably the added equipment and weight has resulted in more opportunities for vibes (and not the good kind). I noticed it mostly through the floorboards and the ‘bar when riding at higher revs. While it wasn’t a deal breaker, it wasn’t the nicest feeling.

As well as vibrations, the bike also had odd airflow through the fairing, and a few rattles, wind whistles and shakes. While the bike is very well-built on the whole (we expect nothing less from BMW), the whole fairing set-up did at times feel a little slapped together.

In other words, it felt like BMW had taken an R 18 and just dropped a fairing on it without thinking about how it would affect the ride experience. We know that’s not the case (because of the chassis refinements), but a few little tweaks here and there might have solved some of these issues. I’m no engineering expert though – maybe those problems are a just a trade-off for this style of bike.

There are a few other misfires too, like the awkward phone compartment, the rather small side cases, and the odd decision to hide the fuel cap under a plastic covering.

But, to be honest, those issues don’t really detract too much from the style, performance, and functionality of this unique bike. The standard R 18 is an exercise in style, but the R 18 B is a genuinely capable and useful machine.

It is a bike made for long highway stints and epic journeys. It’s got plenty of poke, and handles better than expected. And while it does have a few little faults here and there, they will most likely be ironed out over future updates.

Now, what about pricing? As tested here, the R 18 B roughly checks in at a whopping $48,463 ride away. I say roughly because BMW’s vast catalogue of options and accessories can sometimes make things a bit confusing. I believe that figure excludes the optional radar cruise control, but it does include the very attractive Option 719 paint scheme ($4170) and a ‘Design option chrome’ package ($2260).

It’s a lot of dosh, isn’t it? But if you opt for the base R 18 B package then you’ll only pay about $41,860 ride away. Technically it’s not the base package, as BMW only offers the R 18 B in a ‘Deluxe’ package in Australia.

The base…err…Deluxe package comes with all the electronics (minus radar tech), keyless ignition, lockable fuel cap, heated grips and seat, reverse gear, Marshall speakers, floorboards, and advanced LED lighting as standard. Much better value, huh?

When compared to the competition, the R 18 B (without Option 719 and chrome) is in the ballpark. The Street Glide Special checks in at $41,995 ride away, while the Chieftain Limited is priced at $39,995 ride away. In standard trim (or Deluxe for BMW), all three bikes are similarly equipped, though the Indian does feature an electronically adjustable windshield – something the R 18 B could benefit from.

All that said, the R 18 B does look quite splendid when dressed in the Option 719 Galaxy Dust metallic/Titan Silver 2 metallic paint scheme. It only took a short ride through the streets to turn a decent number of heads. But Option 719 aside, the R 18 B looks great anyway. It has plenty of classic BMW style while still giving off plenty of cruiser attitude. Like the original R 18, BMW has succeeded in building a bike that blends both old and new style flawlessly.

The BMW R 18 B might not necessarily trump Harley and Indian, but it certainly gives them a run for their money. And while it’s far from perfect, it is still a successful play by BMW as it delves deeper into the dark arts of the cruiser segment. I can't wait to see what they do next.

ENGINE
Type: Air/oil cooled, four-stroke, boxer flat-twin
Capacity: 1802cc
Bore and stroke: 107.1mm x 100mm
Compression ratio: 9.6:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 91hp (67kW) at 4750rpm
Claimed maximum torque: 158Nm at 3000rpm

TRANSMISSION
Clutch type: Hydraulic single-disc dry clutch
Transmission type: Six-speed
Final drive: Drive shaft

CHASSIS AND RUNNING GEAR
Frame: Double-cradle tubular steel frame with screwed-on downtubes
Front suspension: 49mm telescopic fork, 120mm travel
Rear suspension: Cantilever, 120mm travel
Front brakes: Twin 300mm disc brakes with fully-integrated ABS
Rear brakes: Single 300mm disc brake with fully-integrated ABS
Tyres: 120/70R19 or B19 (front), 180/65B16 (rear)
Wheels: Cast aluminium; 3.5 x 19" (front), 5.0 x 16" (rear)

DIMENSIONS AND CAPACITIES
Claimed wet weight: 398kg
Seat height: 720mm
Length: 2560mm
Width (across hand levers): 970mm
Fuel capacity: 24 litres

OTHER STUFF
Price: $48,463 ride away (as tested)
Colour: Option 719 Galaxy Dust metallic/Titan Silver 2 metallic (as tested)
Warranty: Three years
Bike supplied by: BMW Motorrad Australia