BMW R 18 2025 Review

When BMW pulled the covers off the R 18 cruiser in 2020, it was impossible not to view it as a direct attack on Harley-Davidson and Indian. With its enormous 1802cc boxer twin, heritage-inspired styling, and sheer road presence, the R 18 was designed to shake up a segment long dominated by the two iconic American brands.

Now, five years later, the R 18 is still here. It hasn’t defeated Harley or Indian, but it also hasn’t quietly slipped away. Instead, it’s carved out its own place in the market as a genuine alternative. With a few updates for 2025, it’s worth asking: does BMW’s big cruiser still stack up?

As tested here, the R 18 is priced at $29,436 ride-away, putting it in the same ballpark as its closest rivals, the Harley-Davidson Street Bob and Indian Chief Dark Horse. That is in “Blacked Out” trim, with key options and the beautiful Brooklyn Grey Metallic colour scheme. If you’re happy with fewer frills, a base R 18 can be had for about $25k, which still includes the headline Big Boxer engine and classic cruiser styling.

BMW hasn’t undercut its competition on price, but it hasn’t overshot either. What you’re buying is not just another heavyweight cruiser, but a European take on the formula.

The R 18’s styling remains one of its biggest drawcards. BMW has cleverly blended its heritage with modern touches: the exposed shaft drive, open pushrods, and sprawling cylinders echo the 1930s R 5 and give the bike a distinctive identity. The 2025 updates include revised alloy wheels, a larger rear wheel, new-look fork section, and a better-looking exhaust silencer. All of this helps sharpen the design without losing character.

Then there’s the engine. The 1802cc Big Boxer isn’t just a centrepiece, it’s a spectacle. The way it fires to life, with its mechanical pulse and raw torque delivery, gives the R 18 a sense of occasion every time you ride. It’s not refined in the traditional sense, but it’s overflowing with character – something many modern motorcycles lack. 

On the road, the R 18 offers a better ride than its size suggests. At 345kg, it’s no lightweight, but once rolling it handles confidently and turns in with more agility than you’d expect. The new seat is more comfortable, the suspension has been tweaked for a smoother ride, and BMW hasn’t skimped on useful technology. Stability control, ride modes, and keyless ignition come standard, while options like cruise control, reverse gear, hill-start assist, and heated grips can also be added. 

Perhaps most importantly, the R 18 doesn’t feel like a Harley copy. It has a distinctly BMW flavour – mechanical, imposing, and a little over-engineered – which makes it stand out in a crowded segment.

Individuality does come with compromises. The ergonomics are a challenge for taller riders or those with bigger feet, as the cylinders are very close to the footpegs, limiting space. Over longer rides, this can be a bit uncomfortable. 

The vibrations of the boxer twin, while charming at lower revs, become fatiguing if you push the engine harder. This is not a bike that encourages long stretches of high-rev riding, which may deter those looking for relaxed touring comfort.

Weight is also an issue, with the bike being quite the handful when manoeuvring around the shed or rolling at walking pace. There is also no fuel meter, which means you’ll have to wait for the fuel light to know when to fill up. 

And from a market perspective, the R 18 hasn’t redefined the cruiser landscape. Harley-Davidson continues to dominate, Indian remains strong, and BMW’s entry has found only a modest niche. For a brand of BMW’s scale, that’s perhaps less than they originally hoped.

The BMW R 18 is not the sales juggernaut that rewrote cruiser history, but that doesn’t mean it isn’t a good bike. It offers a unique alternative to the American staples, with styling and engineering that are unmistakably BMW. For riders who want to stand out, and who value character over conformity, the R 18 is a compelling option.

But it’s not for everyone. If you want the biggest community, the widest aftermarket, or a legacy steeped in decades of cruiser culture, Harley-Davidson still wears the crown. If you’re after something different — bold, stylish, and undeniably European — the R 18 deserves a look.

Five years on, it’s clear the R 18 hasn’t been a failure, nor a runaway success. It’s simply found its place. And in the often-tribal world of cruisers, that in itself is an achievement.

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: 163Nm at 3000rpm

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

CHASSIS AND RUNNING GEAR
Frame: Double-loop steel tube frame
Front suspension: 49mm telescopic fork, 120mm travel
Rear suspension: Cantilever, 90mm travel
Front brakes: Twin 300mm disc brakes with part-integral ABS
Rear brakes: Single 300mm disc brake with part-integral ABS
Tyres: 120/70R19 or B19 (front), 180/65B16 (rear)
Wheels: Wire-spoked; 3.5 x 19" (front), 5.0 x 16" (rear)

DIMENSIONS AND CAPACITIES
Claimed wet weight: 345kg
Seat height: 720mm
Length: 2440mm
Width with mirrors: 949mm
Fuel capacity: 16 litres

OTHER STUFF
Price: $29,436 ride away (as tested)
Colour: Brooklyn Grey Metallic
Warranty: Three years