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richccrockett · 3 years ago

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5 things we love about driving the BMW R 18 B.

By: AdvWisdom Title: 5 things we love about driving the BMW R 18 B. Sourced From: advwisdom.com/a/5-things-we-love-about-driving-the-bmw-r-18-b/ Published Date: Mon, 11 Oct 2021 11:20:45 +0000

We firmly believe that you can have an adventure on any motorcycle, so we’re always interested in swinging our legs over the latest and greatest touring bikes. Simply put, if it’s two-wheeled and moving your body and mind in one ride, it’s up our road.

That’s why we cruised through the German countryside at the beginning of September with the BMW R 18 B, the brand new excavator-style cruiser from the Bavarian manufacturer.

If the numerous chrome details and the retro-American design are not enough as a promotional gift, the R 18 B is clearly not a traditional one APR Bicycle. But don’t be fooled by the fact that a spin on it is less adventurous.

On the ride, we found that BMW has produced a stunning motorcycle and packed loads of boasting and character from every shiny column. In fact, we liked it so much that it took every ounce of our self-control to avoid that huge wing panel turning south and heading into the Alps when our day ended with it.

Instead, to give you a little foretaste before you go to the upcoming November / December issue of. write a full review APR, written by Chief Bike Tester Julian Challis, we have put together five things that we liked about driving the BMW R 18 B.

That monstrous boxer engine

The heart of the R 18 B is the iconic boxer engine from BMW, which many adventure bikers are already familiar with. However, it was compared to the horizontal cylinders of the R 1250 GS.

At 1802 cc, the air and oil-cooled engine with 91 hp is the largest boxer of all time from BMW. And what makes it even more impressive (and more important for a cruiser) is a whopping 158 Nm of torque at just 3,000 rpm, 150 of which come at just 2,000 rpm.

This is a comfortable cruising bike and it delivers properly. More than capable of dragging you, your significant other, and all of your luggage across the asphalt with ease.

Combined with the typical boxer low profile and the lush growling of the exhaust, it is safe to say that you are on a winner with the R 18 B if you are a fan of the flagship engine from BMW.

Classically good looks

Looks are subjective, but there is something about sitting on a retro-style motorcycle that speaks to the soul.

Ask 100 non-bikers to sketch a motorcycle and I guarantee you at least 90 of them would draw something similar to the R 18 B. It’s a definite eye-catcher when you’re out on a cruise, and let’s face it, there’s something in there for all of us who enjoy the attention.

With four colors available, including two blue and matte green options, there is a wide choice too. Mine is the Manhattan Metallic Matte, but we did our test drive with the black model with white details as you can see in the picture above.

Seamless technology

While the R 18 B has the look of a bike that fits into the quaint towns of Route 66, under the skin it is anything but old-fashioned.

The electronic suspension is extremely comfortable and has travel-dependent damping and automatic load balancing. This automatically adjusts the bike to your riding style, regardless of whether you are traveling alone, as a couple or fully loaded for a week.

We also love the huge 10.5-inch TFT screen, which you can navigate through with the BMW wonder wheel on the left handle. The inclusion of four analog clocks across the vivid screen is a nice nod to the cruiser heritage, especially when we synced our phone (which we kept in a fan-cooled pocket in the center of the tank) and used that TFT as a sat nav.

After all, we’re fans of the three riding modes, which do a great job of curbing the big boxer engine and controlling the power delivery when the conditions are far from ideal.

The names of the modes Rock, Roll and Rain bring another pinch of cruiser splendor to the new edition of the German manufacturer.

Relaxed comfort

If we were planning a cross-country road trip in the US, the new Bagger would undoubtedly be high on the list when it comes to bike choice.

It’s just comfortable all day. The seat is soft, the posture relaxed and natural and the front fairing offers plenty of wind protection so you can sit behind on the motorway.

The conventionally positioned footrests, unlike the front sets found on other cruisers, also make it easy to get used to the seating position, especially when riding off our usual adventure bikes.

Armed with a large, high-torque machine, it was just a pleasure to hang the R 18 B in a high gear, sit relaxed in the saddle and enjoy the ride.

Riding to a soundtrack

And we’re not talking about the throaty exhaust.

BMW has teamed up with the legendary British loudspeaker manufacturer Marshall to equip the R 18 B with a full sound system for the ultimate cruiser experience. At launch, each bike had a carefully curated playlist that boomed everything from Deep Purple to Metallica, and we loved it.

The exact number of speakers depends on which specification you choose. two are included as standard in the cladding, others can be fitted in the cases as special equipment.

So launch Spotify and prepare to sing your heart out. When the speakers are on, no one will be able to tell.

BMW R 18 B

We really enjoyed our time with the BMW excavator in Germany. While it’s undoubtedly a far cry from the usual boxer bikes we ride from the brand, cruising through the countryside on the big, throbbing cruiser had something soul-stirring, a true adventure in the truest sense of the word.

Whether or not you feel the same is entirely up to you, so we encourage you to learn more about the R 18 B on the BMW website or go to your local dealer right away to put it to the test. Go on.

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olivereliott · 6 years ago

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Review: Riding the new Indian FTR 1200

For a brand that only relaunched five years ago, Indian Motorcycle is making some bold moves. The Scout FTR750 racebike has cleaned up in the flat track scene and Indian has now released a matching flat tracker for the street: the hotly anticipated FTR 1200.

When the FTR1200 Custom concept broke cover 18 months ago, everyone with a pulse and a love for two wheels went all giddy. And even though the production-ready FTR 1200 has been watered down by practical and regulatory considerations, it’s every bit as appealing.

It’s as if Indian have taken the classic ‘win on Sunday, sell on Monday’ approach—but that’s only half the story. The motorcycle industry is morphing, and Indian are looking to attract younger, hipper riders; riders that want a slice of Americana, but have no interest in cruisers or baggers. (And yes, they’re obviously riding the wave of flat track racing‘s popularity, too.)

It’s also no secret that the American cruiser market is struggling. But Indian has seen significant growth in Europe—so the FTR 1200 is a bid to appeal to a wider audience, and pitched directly at European motorcycles.

Does it succeed? Does the FTR 1200 look half as good in real life as it does in photos? And does it go as good as it looks? I headed to LA for a day of Californian canyon carving to find out.

Even when parked up, there’s a lot to like about the FTR 1200. It’s closer to a full-on flat tracker than any other production bike out there. Indian very wisely parked it next to their FTR750 racer at the launch, and the shared DNA is unmistakable.

The FTR comes in three flavors: The $13,499 base model (above), the S version at $15,499, and the ‘S Race Replica’ at $16,999. The S is the benchmark and comes in two colors (below right): the base model sacrifices a number of features and comes in plain black, while the Race Replica adds Akrapovič cans, race replica paint and a red frame (below left).

All three share the same chassis, and the same liquid-cooled, 1,203 cc 60-degree V-twin motor. Numbers are respectable; 123 hp at 8,250 rpm, and 120 Nm of torque at 5,900 rpm. Power is handled by a slip assist clutch, a six-speed transmission and chain drive.

The S models also get a TFT touchscreen display, traction control and three switchable riding modes: rain, standard and sport. And they have additional rider aids like stability and wheelie control. The base model has an analog clock, no traction control, and no riding modes. Its fueling is equivalent to ‘standard’ mode on the S bikes.

All three models share the same Sachs suspension; 43 mm inverted forks and a mono-shock, with 150 mm of travel front and back. Both ends are fully adjustable for preload, rebound and compression on the S models, but on the base model, you only get preload and rebound adjustment at the back. Nothing up front.

The ten-spoke alloy wheels are a perfect compromise between flat track style and day-to-day practicality: a 19” up front, with an 18” out back. (The 18” rear offers a wider tire selection than a 19” would.) They’re wrapped in Dunlop DT3Rs—road-ready versions of Dunlop’s popular DT3 dirt track tires, developed in collaboration with Indian for the FTR.

Rounding out the impressive parts spec are Brembo brakes, with twin 320 mm discs up front. ABS is standard on all models, but on the S it utilizes a six-axis IMU, and is switchable.

Everything’s packaged in a steel trellis frame, with an aluminum subframe. And it’s one hella clean package too. From the cable routing on the handlebars to a distinct lack of visible plugs and gadgets on either side of the motor, Indian’s design team went to great lengths to keep things as tidy as possible.

It’s quite a compact design too. The airbox sits right on top of the throttle bodies to improve airflow, with the 13-liter fuel tank dipping down under the seat. So the faux tank you see up top is really just a set of plastic covers, with a shape that mimics the FTR750’s tank flawlessly.

The FTR 1200 has a premium feel, right down to the paint. The base model’s black is a straight-up gloss black, but all three S bikes have a deep flake that’s just stunning when the sun hits it. And the Race Replica is a dead ringer for the race bike, with multi-colored flake in the black paint that’s downright hypnotic.

The FTR 1200 does stray a little from the look of the FTR1200 Custom prototype. But according to the Indian product team at the launch, this was unavoidable. That concept had a one-gallon fuel tank, no airbox, an uncomfortable seat, and a high exhaust that ran hot—making it impossible to homologate and sell.

Still, there’s a lot to love on the FTR 1200. The LED lights at both ends look great, especially the taillight, which even has a subtle Indian script logo in it. I don’t even hate the chunky dual exhausts—though I will say that the Akrapovič option looks miles better, and the catalytic convertor lurking under the bike is an eyesore.

But it’s only when you swing a leg over the FTR 1200 that you realize just how much thought went into its development. Indian has absolutely nailed the ergonomics. It starts with the beefy ProTaper handlebars: they have a flat track feel to them, but the measurements are more suited to street riding.

The foot pegs are ever so slightly back from mid, and titled a touch forward. Combined with the seat height and bar position, it makes for a rider triangle that hits the sweet spot between comfort and control. Oh, and the seat is remarkably cushy too—even for a full day of riding.

The cockpit area is a letdown though. The TFT display on the S models is hit and miss—it packs a lot of information into an easy-to-read package, but the display itself is a lot smaller than the physical enclosure, and the graphics aren’t particularly great.

On the positive side, the touchscreen works great, and the unit has a lot of functionality—like the ability to interface with your phone and Bluetooth comms. But it’s also tricky to navigate.

There are three buttons on the switchgear, and three buttons on the display itself—some of which do the same thing. Switching modes means hitting one button to flick the display to the next screen, then either using the touchscreen or the joystick (which is on the other side of the bars) to pick your mode. (Oh, and you can’t switch traction control and ABS off independently.)

To be honest, I far prefer the analog clock on the basic FTR. Plus, the actual handlebar switches are incredibly dinky too, and the grips look and feel cheap. Which is a downer when compared the level of finish everywhere else on the FTR.

Can you look past these niggles when you’re out on the road? Absolutely. Indian took us on a route that lead out of Santa Monica along the Pacific Coast Highway, and into the twisty hills above Malibu for some spirited canyon riding.

I spent most of my time on the S model, and it was bags of fun in the canyons—as soon as I got used to a couple of things. I applaud Indian for being brave enough to put street-legal flat track tires on the FTR, but it took me half of the day’s riding to get along with them.

I’m not sure if they just suck when they’re cold, or if I’m just not used to the way they behave, but there’s little to no feedback from the Dunlops. By lunchtime I’d figured them out, and realized I could push them a lot harder than I thought—and from a style perspective, they’re perfect.

The 19F/18R wheel combo is not as sharp as a set of 17s would be, but that’s not necessarily a bad thing. It just makes for a different ride characteristic. Its compactness also belies how heavy it is. At 222 kg dry the FTR 1200 is several kilos heavier than the BMW R nineT, which is 208 dry and 220 full fueled. It’s a lot heftier than it looks.

To put this into perspective with other roadsters with sporting pretensions, the Ducati Monster 1200 is a mere 185 kilos dry, and the Triumph Speed Twin is 196 kg.

Luckily the FTR 1200 carries its weight well, with the low fuel tank helping to centralize mass. But it does mean that you need to manhandle it—rather than simply flick it—through corners.

The spot-on ergonomics help muscle it from turn to turn, and once you’re pitched over, it holds its line like it’s on rails. With the right kind of riding style, and plenty of body English, the FTR’s capable of setting a fast pace.

Thanks to solid suspension and brakes, it doesn’t get bent out of shape too easily either. Those Brembos are sharp and predictable, and the suspension felt dialed out of the box, even on shoddier road surfaces. (With extra room for adjustment, expert riders should be able to fine-tune it to perfection too).

Twisting the throttle will remind you that you’re riding a chunky American V-twin. There’s a lot of torque, but the throttle’s snatchy—even more so when you switch it into ‘sport’ mode. The FTR 1200 gets enough power down to keep you entertained, but current emissions controls have it sounding a little bunged up (even with the optional Akrapovič units).

The slipper clutch is feather light, and shifts from the six-speed box are rock solid. I’ve been riding a lot of bikes with quick-shift systems lately, and immediately missed it on the FTR—but Indian’s people assured me it’s on their radar.

All in all, the FTR 1200 will give as much back as you’re willing to put in. Whack the throttle, trust the tires and throw your weight into it, and it’ll respond. Even the base model FTR is a hoot to ride, and might just be the ticket for riders that want a simpler bike, and don’t need to fuss with suspension settings.

The FTR’s biggest win though, is what it signals for Indian. It’s a far cry from a cruiser or a bagger, but doesn’t sacrifice one iota of the brand’s heritage. Think of it as American muscle, with a European twist.

As for customization, Indian have launched four accessory packs alongside the FTR 1200. But in my opinion, they add too much fluff to what is essentially a super-clean bike, as OEM offerings go. I reckon customers are more likely to pick and choose individual pieces (like the carbon fiber body panels in the ‘Sport’ kit).

I asked Indian’s VP of Industrial Design, Greg Brew, how much room for pukka custom work there is, and he reckons there’s a lot. He has a point too—at the end of the day, the FTR has good bones, and in the right hands we could see some exciting builds come out of the woodwork.

He also mentioned that they’d been playing with a few configurations in-house, but wouldn’t get into specifics. What’s clear though, is that the FTR hints at a whole new platform for Indian, rather than just a one-off.

It’s also carving out its own niche. Its closest competitors in capacity and price are the BMW R nineT, Triumph Speed Triple or Ducati Monster, but none of those are quite the same bike. And Harley-Davidson’s product line is woefully missing anything that could compete.

And that’s really the FTR 1200’s biggest selling point. There’s nothing else like it.

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Pricing US 1200: $13,499 | 1200 S: $15,499 | 1200 S RR: $16,999 EU 1200: €14,690| 1200 S: €15,990 | 1200 S RR: €17,290 UK 1200: £11,898 | 1200 S: £12,999 | 1200 S RR: £17,290

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richccrockett · 3 years ago

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Is the BMW R 18 Classic currently the coolest touring bike out there?

By: AdvWisdom Title: Is the BMW R 18 Classic currently the coolest touring bike out there? Sourced From: advwisdom.com/a/is-the-bmw-r-18-classic-currently-the-coolest-touring-bike-out-there/ Published Date: Tue, 24 Aug 2021 10:10:38 +0000

If it’s an adventure for you to drive a big, soul-touching cruiser down a sun-drenched motorway, the BMW R 18 Classic might be the touring version of the bike for you.

The first time I saw one in person was at the ABR festival in June. The glitzy chrome and sleek styling stood out between the rugged, trail-ready adventure bikes on either side, but the small crowd that gathered suggested I wasn’t the only rider who fancied his leg swinging over this inviting saddle.

And why not? Here at ABR we have long believed that there is no one set definition of adventure. Instead, it begins and ends in the gray matter between your ears and that’s why we’re always on the lookout for touring bikes that can take you on two wheels, whether on the road or off it. The BMW R 18 Classic can do this with a lot of style and character.

So what is there to know about this tour-ready cruiser?

BMW’s largest boxer engine

The R 18 Classic is powered by the largest BMW boxer engine to date, with a massive 1,802 cubic centimeters of displacement. Relaxed cruising is the order of the day here. The chrome-plated engine produces a whopping 158 Nm of torque at 3,000 rpm and 91 hp, lots of grunts to pull you, a pillion passenger and your camping equipment over the Alpine passes in summer.

Aside from its beating heart, the obvious appeal of the Classic lies in this look. The detachable touring windshield, detachable 15.5 liter pannier and pillion seat give the BMW a classic tour-ready look that’s ready to take on a long, sun-drenched American highway.

The chunky 16-inch front wheel, faux hardtail frame (there’s a hidden rear suspension to ensure a comfortable ride on the asphalt) and shiny chrome trim further add to a look that is guaranteed to turn heads and onlookers attract everywhere you park.

Despite the styling, the R 18 Classic is also well equipped with modern electronic driving aids. You get traction control, ABS, engine brake control, cruise control and three driving modes to curb the throttle response (rock, roll and rain) as standard, while electric reverse gear and hill start control are available as optional extras.

Of course, BMW has not gone to OTT for electronics, but is concentrating its efforts on the production of a premium cruiser that can certainly be classified as soul-moving.

Prices start at £ 18,990 and there is even one 0% effective annual interest rate on the motorcycle at the moment and places it among its competitors from Indian, Moto Guzzi and Harley-Davidson. You can find out more about the R 18 Classic at BMW website today.

And if the R 18 Classic is not quite to your taste: BMW recently announced two new models, the R 18 Transcontinental and the R 18 B, which also look damn cool. Keep an eye on the ABR website for the next several weeks to check out each of them.

See more photos of the R 18 Classic below

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