Archive – Launch of BMW R18B 2022 and R18 Transcontinental – Long-legged R18s

*Archive – This article is taken from Vol. No. 50 of 8 of Moto Journal.

For special enthusiasts who want to drive comfortably to the Grand Canyon, Lake Louise or the Blue Ridge, BMW offers these new 2022 R18B and R18 Transcontinental In our case, it was in Colorado that we contacted them.

Denver, Colorado.

Considering the decline in sales at Harley-Davidson and considering the abandonment of the special class by several manufacturers that produced it, it is quite reasonable to wonder about the future of this type of motorcycle. To this possible question, BMW responds in a surprising way by enthusiastically jumping into the boat that many others are leaving today. This desire to return to the world of customs was emphasized by the launch of the R18 a year ago and the German brand reaffirms its position in 2022 by presenting this pair of touring frames built on the same basis, but adapted for travel.

During the question period of the North American presentation of the new 2022 R18B ($26,945) and R18 Transcontinental ($29,500), in Denver, I could not help but ask the manufacturer to explain why, considering the difficulties facing the special class, he chose. to return now to these examples. The answer comes down to this: for BMW, success would be equivalent to grabbing a few percent of Harley-Davidson’s current sales in this niche. So the R18B and Transcontinental are not meant to appeal to all Harley-Davidson Street Glide and Indian Roadmaster fans. Just a small part. They are also committed to keeping, as much as possible, BMW customers in BMW in the event that they want to drive the American way.

This is a role that is important to understand, as it describes the non-innovative side of new products and their conservative appearance. In some cases, such results will be considered negative. But in this, since the desire of the manufacturer is limited to join the niche without causing an attraction to steal a few sales from rival brands, the familiar climate of the R18B/T becomes logical and we understand well why, at first glance their Boxer the largest of 1802 cm³, the new products give off an image of déjà vu, suggesting they were inspired by baggers and the habits of visiting competing brands. Indeed, the right and the boxes or even the total number remind something of the examples of the same opponents. So it seems quite clear that BMW has willingly contented itself with a formula accepted and adopted by the average motorcycle enthusiast.

The conservatism of the two new products does not prevent them from giving some specific, even unique, characteristics to them. The most important is clearly this impressive mechanical sculpture which is their big air and oil cooled Boxer twin. According to BMW, it’s the same 91-horsepower engine found in the base R18, with no difference in the six-speed gearbox or final drive. Immediately, the special technical characteristics of the R18 tradition are recognized on the R18B/T, especially the deep and quiet sound of the controls, the acceleration of the “torque” and the heavy beats of the Big Boxer, not to mention the marked track. which this makes the pitch of the motorcycle go to the left after the acceleration stroke, neutral. However, we notice that the intensity of these sensations seems to be slightly reduced on the R18B/T compared to the previous R18. This is probably related to the construction of the new product, as the sound of the controls reaches the test ears less directly due to the side cases (not present on the R18) and the higher mass of the R18B and the Transcontinental takes up some space. of twin cylinder pulses.

Moreover, if there is one characteristic of the R18B/T that impresses from the first minutes in the saddle – and which we never forget afterwards – it is their very high weight. We are talking about 397 kg for the B and 426 kg for the Transcontinental, the latter is therefore very close to 1000 lbs. When it comes to production motorcycles, they are some of the heaviest, which I noticed surprisingly just before hitting the road. After I got into the Transcontinental and started it up, I lifted it off its stand. I expected that a great deal of effort would be required to lift it, but I was surprised to feel it pass vertically and begin to lean in the other direction, requiring a second effort to straighten it. During all the time I spent driving the new product at low speed throughout the test, this little episode did not leave my mind and reminded me that their large number required me to be precise and careful. If it is true that all behemoths in this category need the same kind of attention, Transcontinental in particular does not give its place in this matter and requires its pilot to have enough experience and physical strength, and even more so if the suitcases are full and the passenger sits in the back.

Without the weight mounted on the Transcontinental’s main box, the R18B is less intimidating during low-speed maneuvers, but it remains stiff and still requires a good amount of experience from its pilots.

The high density of both versions also has a noticeable performance impact. From happy on the R18, it is reduced to moderate on the R18B and weak on the R18 Transcontinental. These are not motorcycles that pretend to be fast and these displays of fear therefore do not represent a disappointing step, especially since the riding experience is greatly enhanced by the pleasant character of the big Boxer. But those who like it should not expect lightning speed.

Of course we expect a high level of comfort on long rides from frames like the R18B and R18 Transcontinental. However, they are based on the tradition of the R18 whose ergonomics have been highly criticized due to the short distance that separates the very low saddle and the footrests whose central position is dictated by the large cylinders. Fortunately, this criticism does not apply to the R18B/T. Although their footpegs are positioned in the same place, the higher saddles open up the leg angle and eliminate the stuck-in feeling commonly found on the R18. Additionally, since the reason the R18/T saddles are higher is the increased padding, their comfort level increases admirably. Because it is thicker and higher than the R18B, the R18 Transcontinental saddle is definitely the best choice when it comes to racking up a lot of kilometers, especially since it improves the driving position and makes it more open. The Transcontinental’s travel advantages don’t end there, as it has a tall windshield that provides excellent protection against the elements. However, we can criticize the latter for only arriving in the field of vision of many pilots. We get used to it, but otherwise, a simple solution would be to install a shorter, but still effective, R18B glass, since they are variable. Note that the Transcontinental’s higher and more comfortable saddle with its high windshield can be installed just as easily on the R18B, which makes the bag more suitable for longer distances.

Although the traditional ergonomic controversies of the R18 have disappeared from the R18B/T thanks to their more relaxed and open driving position, one aspect of the new models still angered all ergonomic journalists, myself included. Indeed, reaching the front of the heel and the gear selector with the left foot seemed very difficult and required, among other things, to turn the foot inward. Kneeling down to look under the cylinder why shifting gears was so difficult and annoying, I discovered that the lever can be adjusted. It should have been done before the journalists started their test. I asked for a correction to be made during the lunch break, which was easily accomplished and resolved the issue. Since most of the other testers continued to ride the bike as it is, it wouldn’t be surprising to see criticism pop up here and there. But the fact remains that a simple fix is ​​enough to solve the issue.

BMW has made it clear that it has no intention of reinventing the wheel when it comes to transporters and touring customs with the R18B and R18 Transcontinental, and it clearly hasn’t, as the only unique feature of the new one. The final product is the charismatic Big Boxer who brings them to life. For others, if not unique, they still prove to be quite capable. Their handling is firm and precise, their steering is light once they’re on the move, their suspension works well and their integrated brake is strong and easy to adjust. Their price is not unreasonable (be careful with the options that can include it) and their equipment list is long – it includes, among other things, a good sound system created in collaboration with Marshall and cruise control and radar.

But the most important aspect of the new features is that once all these features are combined, the R18B and especially the R18 Transcontinental will be able to provide a very legitimate version of American motorcycle transportation. They are aimed at motorcyclists who want to cross long distances comfortably and without hurry while admiring the passing scenery with the rhythm of the heavy pulse of the big twin cylinder. For those fans of baggers and big touring customs, even if they do not offer the most innovative or traditional product on the market, they certainly represent options that deserve attention.