BMW R 18 First Edition
BMW Motorrad step into the big-cube league with the R 18, their largest Boxer yet. With 901 cc per cylinder and a wide load of torque, the R 18 looks set to be the talk of cruiser town
Munich looks set to take the cruiser world by storm
What sort of images does your mind conjure up when you hear the words “big-cube cruiser”? Cruising down long, wide, and empty stretches of highway, white lines whizzing by, and a mountain range in the distance? i was brought back to reality with a loud honk as a pick-up truck loaded with milk containers attempted to overtake me from the left, precariously overloaded, all set to tip over its side at half a moment’s notice. nevertheless, the BmW r 18 has more than enough grunt to handle these types of situations and the climb from 1,500 revs to 2,500, without bothering to shift a gear, sees the big Bavarian create some distance from the puzzled driver in the yellow-plated truck.
the r 18 is a heritage model for BmW motorrad in the truest sense. although it has several modern amenities and equipment, it’s a bold throwback to the munich marque’s historic range of boxer-twin
Motorräder. in this “first edition” guise, it even brings the classic black paint finish with white pinstripes garnishing it and a lot of chrome. the “Berlin Built” inscription at the centre info dial and the master cylinders on either side of the handlebar — for the hydraulically actuated dry clutch and front brakes — are another nod to its modern origins: münchen and Berlinspandau for over seven decades. the old-school front fork tubes have a 49-millimetre diameter and as much as 120 mm of travel. the perceived hard-tail appearance is courtesy a cantilever rear suspension set-up. it still allows for up to 90 mm of travel. the highlight, though, is the
exposed 30-mm drive shaft going to the universal joint to drive the rear wheel. the wheels — wire-spoked front and rear — see a 19-inch front and a 16-inch rear. the choice of michelin Commander iii touring tyre sizes should seem familiar to a cruiser buff: a 120/70 r19 front and a 180/65 B16 rear; think VrsCdX night rod front and Chieftain rear.
it clearly has the american cruiser market in its cross hairs. the “there’s no replacement for displacement” philosophy, even with double-digit power figures, seems to take precedence. it’s all about “cee-cees”. the more the cc, the more the power? grossly inaccurate. But, for those in the know, it also means a nice plateau of torque early down to make tackling mountains and, dare i say, mountain roads, child’s play. this boxer twin has a 107.1-mm bore and a 100-mm stroke. that’s as wide as my fist. and that translates into a swept volume of 901 cc per cylinder — like two fists and with the nickname “Big Boxer”; apt indeed for this low-slung behemoth.
that prodigious displacement means it matches some established names — its primary targets, which are also available here in india — the harley-davidson fat Boy
114 (1,868 cc), heritage Classic softail 107 (1,745 cc), and even the touring range models, road King et al, and the 1,811-cc indian motorcycle models, notably the Challenger, Chief Vintage, and springfield. it’s not just about displacement; it’s also about torque and, more importantly, price. Where the r 18 begins from rs
18.90 lakh (ex-showroom), this “first edition” costs
a tad more: rs 22.40 lakh, again ex-showroom. that also brings the even larger triumph rocket 3 gt into the picture. What that sort of price gets you, though, apart from the badge, is a load of cubes, torque, and presence. the BmW r 18 thunders to life with more than a shudder as i thumb the starter button with the smart key-fob safely tucked into my pocket. the Big Boxer settles into a potent feeling idle at 950 rpm; with the handlebar seemingly doing a little dance. the solitary centre dial, an analogue and digital unit, shows the tell-tale lights, speedometer, and a digital inset cluster that shows engine speed, ride modes, and trip info, among other things. a sure clunk first and i’m off. the clutch action is light and quite effortless; a pleasant surprise. the moment it gets going, the 345-kg weight figure seems redundant. the fish-tail exhaust pipes bark but stay well within sound limits; only startling the neighbourhood dogs. the foot-pegs — not boards — are positioned below the horizontal bucket-like cylinders and, unlike first impressions, have enough room for my size 12s to manoeuvre over and under the gear lever. they aren’t forward-set either, making it easier for me to reposition my body or lift myself up when an ungainly speed hump comes by — something that happens far too often here. find an open stretch of road, though, and it really opens up.