2023 BMW R 18 Roctane First Ride

[Hugh Janus]

BMW describes the R 18 Roctane as a hot-rod tourer. (BMW/)

One hundred years after BMW created its first production motorcycle, the German manufacturer is inarguably among the most technologically advanced on the planet. It’s ever upward and onward for the Berlin factory as its engineers, designers, electronics wizards, and aero boffins relentlessly drive the sportbike, the adventure bike, and the tourer into the exciting future.

Set apart from this technological march is the R 18 Roctane: the latest Big Boxer BMW cruiser directly inspired by the company’s output of a century or so ago. A machine that’s as aerodynamic and cutting edge as a paddle steamer and built not out of carbon or titanium but 100 percent nostalgia.

BMW’s R 18 Roctane features a blacked-out treatment, an apehanger handlebar, and hard bags. (BMW/)

For all its progression and innovation, the market’s love for the feel and flavor of times gone by means BMW’s Heritage range continues to grow stronger each new-model season. That’s why this, the Roctane, is no less than the fifth variant of the 1.8-liter heavy cruiser to be seen since the R 18 was unveiled back in 2020.

The R 18 blew the socks off the cruiser market, announcing itself as a retro-boxer that was somehow as German as schnitzel yet thoroughly American in outlook. Low and long as a train, it featured an 1,802cc air-cooled engine packing 116.5 lb.-ft. of gooey torque, and styling that sat somewhere between 1930s Berlin and a near-future sci-fi thriller.

A round gauge fits the stripped-down and throwback aesthetic of the R 18 Roctane’s front end. (BMW /)

Other models using the base R 18 platform soon followed. The R 18 Classic is easily identifiable by its large screen, spoked wheels, and soft luggage. Then there is the R 18 B, a bagger with hard luggage and cut-down top fairing, complete with a huge 10.25-inch screen and a four-way sound system. The daddy of the group is the R 18 Transcontinental, a gargantuan full dresser with hard luggage and a huge rear 48-liter top box large enough to swallow two full-face lids.

The fifth bike to adopt the R 18 platform (excluding the R 18 100 Years limited edition) is this, the new R 18 Roctane. The Roctane stands out from the rest with a blackout finish, a large 21-inch front wheel, mini apehanger bars, and hard-shell bagger luggage. BMW describes it as a touring hot rod. R 18 aficionados would probably place it between the standard R 18 and the R 18 B (Bagger) as a non-faired Bagger.

A 21-inch cast aluminum front wheel is fitted to the R 18 Roctane. (BMW/)

Price-wise the Roctane comes in somewhere between the two at $18,695 (R 18 base is $14,995 and R18 B is $19,945). And while you could argue that it doesn’t pack the tech of the Bagger, most notably that bike’s clever 10.25-inch display and sound system, it does feature extra cosmetic details. It has one of  the most exquisite finishes you’ll see on a production bike this year, and a stunning pair of 21-inch front and 18-inch rear cast aluminum wheels, which look like they have come directly from a specialized custom outfit.

No matter which variant is sitting outside on the drive, casting cool shadows across the front yard, this machine is primarily about the engine. The R 18 platform is the largest BMW boxer the German factory has ever produced and is air-cooled like the old days, so without apologetic radiators and the clutter of hosing. When you sit on the bike—low and supported on its 720mm-low (28.3 inches) dragster seat—you’re surrounded by heavy engineering, especially those two huge protruding cylinder heads rocking underneath you.

The largest BMW boxer ever produced tips the scales at 244 pounds. (BMW/)

The 1,802cc powerplant, gearbox, and intake remain unchanged and top the scales at just a tick over 244 pounds, which if this was a human boxer, they would be classified as a serious heavyweight. If you want a killer stat to throw into the mix, the R 18 bore size is 107.1mm in diameter, and about the same as a German beer stein.

Once you’ve sampled an R 18′s deep-breathing engine, it’s almost impossible not to become enthralled by the beast. Inch the throttle open between 2,000 rpm and 3,000 rpm and you’re already getting 110 lb.-ft. of torque shoving you through the back of the seat. It grunts for a living; past cars, trucks, even sporty bikes and their somewhat surprised riders, and always feels unrushed and mighty. With so much low-down drive on tap concepts such as peak power seem almost irrelevant but for the record it is 91 hp at 4,750 rpm—and it is all over and done with by the lofty heights of 5,000 rpm.

Every ride is about short-shifting through the smooth six-speed gearbox as you keep the revs low and ride the Roctane’s torque. It comes with footboards and a heel-and-toe gearshift (the standard R 18 has pegs), which complement the style of the new model. Change up at 2,500 rpm, or 3,000 rpm when you’re in a sporting frame of mind, or don’t bother to downshift from fifth when cruising through villages at 30 mph while heads turn to see what was shaking the ground.

Cornering clearance is increased on the R 18 Roctane in comparison to other R 18 models. (BMW/)

Cruising is as relaxed as you’d expect; even at 80 mph the revs sit below 3,000 rpm. Above that things get vibey and you can rev on to 5,500 rpm, where you hit a soft limiter. Snappy overtakes can be accomplished with a minimal twist of throttle, no matter the chosen gear, with the fueling on point throughout. As mentioned, there’s no power increase for the Roctane but it does feel livelier than the R 18 B and Transcontinental, which is probably due to the fact that the new bike is lighter than its bigger, fully loaded siblings. This  makes it quicker to respond when you open the throttle. It’s just a shame the stock exhaust system doesn’t sound as good as it looks.

Given that BMW is happy to describe the Roctane as something of a tourer, despite its lack of protective bodywork and those high bars, I was delighted to discover that it is indeed a seriously comfortable machine for all-day rides. Having covered big miles on the standard R 18 touring on the harsh roads of Costa Rica and suffering numb-bum by the end of the trip, it’s great the Roctane comes with a plusher, dragster-style seat that makes a significant difference. On the standard bike you can do 200 miles without a problem but on the Roctane you can extend that by another 100 without any complaints at all, obviously stopping for gas along the way.

Even without a fairing for wind promotions and a tall apehanger handlebar, the R 18 Roctane is all-day comfortable. (BMW/)

Ride quality is impressive. BMW hasn’t cut corners when it comes to the nonadjustable setup. Some cruisers feel like the suspension was the last part of the bike to be designed, but not so with the R 18. On the German autobahn and fast sweeping turns, the ride is soft but still incredibly stable even at high speed. Same in long sweeping fast corners. It’s only when you hit bumpy backroads or large potholes around town that you feel any discomfort. Suspension travel is 4.7 inches front and 3.5 rear, and on one or two occasions the rear shock would run out of travel on our test ride along the  Austrian/German border.

Cruising means riding rarely riding above 80 mph, so the wind protection of a fairing isn’t really missed when the Roctane is used as intended. At 75 mph, the Roctane’s mini apehanger bars work well, balancing the rider’s upper body against the breeze.

Although the Roctane uses a similar base chassis to the rest of the R 18 range, its  21-inch front wheel and 18-inch rear wheel combination, as opposed to the 19/16 combination on the other models, aside from the Classic which runs 16/16, raises the ride height and gives more ground clearance. The larger-diameter rims also sharpen the chassis geometry giving a more responsive feel to the steering, despite adding marginally more unsprung weight.

Manufacturers, BMW among them, have become ever smarter at disguising the mass and bulk of their bigger machines. The enormous Roctane handles with the natural smoothness of all modern boxers. Stability is absolute, as you’d expect, and while you’re always aware you’re piloting an especially large vessel, it is a rewarding chassis to hustle, one that matches its power unit perfectly.

There’s actually two more cubic centimeters than what is advertised on the R 18 Roctane’s engine badging. (BMW/)

BMW R 18 Roctane_Action1.jpg | There’s actually two more cubic centimeters than what is advertised on the R 18 Roctane’s engine badging.

You learn to go with the Roctane: Get the braking done early, roll in—footboards sometimes touching down at the apex—then open the taps and let the torque come flooding through. Electronic rider aids are restricted to traction control and ABS, with neither being lean-sensitive. With the TC switched off, a cold tire first thing in the morning can easily be provoked into a smoky spin, and in the wet it’s recommended to use extra-docile Rain mode and keeping the TC active.

Front brakes are BMW’s universal, across-the-range, twin 300mm discs, with another 300mm disc on the rear. The Roctane tops the scales at a claimed 825 pounds, wet, which is heavy compared to the standard R 18 at 761, but lightweight compared to the Transcontinental at 941 pounds. However, if you need to slow up the R 18 in a hurry, you’ll need all four fingers on the lever, not just two. The all-important rear brake is strong and, given the bike’s long wheelbase and lack of weight transfer under braking, is used more frequently than with most bikes.

Although it tips the scales at 825 pounds, the Roctane handles curving roads well as a hot-rod cruiser. (BMW/)

The Roctane gets the beautiful 4.2-gallon fuel tank of the R 18 and not the 6.6-gallon tank of the Bagger. It managed just over 41 mpg during the test—BMW claims 50 mpg—which gives a theoretical range of just over 170 miles. The fuel warning light (there’s no gauge, unfortunately) comes on between 130 and 150 miles.

Cruise control is standard on the Roctane (it’s an extra on the R 18), as is ASC (Automatic Stability Control) traction control. You also get the three riding modes and LED lights. There is keyless ignition, while the top-loading cases share the same key and are easy to open and fill but are fixed, meaning you have to use an inner bag as you can’t take the solid luggage with you.

Each hard bag has a capacity of 27 liters. (BMW/)

Our bike had heated grips fitted which, unusually for BMW, aren’t standard equipment. Other optional extras most riders will want include Hill Start, TPM (tire pressure monitoring), and reverse gear, and there are countless factory accessories available to ensure you configure your R 18 Roctane just so.

All of that adds up to a well-balanced and thoughtful evolution of the R 18. The apehanger bars, bagger luggage, and larger-diameter wheels especially help make this the best riff on the R 18 we’ve ridden. Long-distance comfort is improved along with cornering ground clearance—and there’s a freshness to the way it goes about its business when the roads become more involved. It should also be noted that mere photographs and video struggle to convey the impact this machine has on the places it passes through. It’s an immensely charismatic motorcycle that hits the mark for cruising coolness.

2023 BMW R 18 Roctane Specs

MSRP:	$18,695 (base model)
Engine:	Air/oil-cooled, horizontally opposed twin boxer; 4 valves/cyl.
Displacement:	1,802cc
Bore x Stroke:	107.1 x 100.0mm
Compression Ratio:	9.6:1
Transmission/Final Drive:	6-speed/exposed shaft
Claimed Horsepower:	91.0 hp @ 4,750 rpm
Claimed Torque:	116.0 lb.-ft. @ 3,000 rpm
Fuel System:	Electronic fuel injection w/ 48mm throttle bodies
Clutch:	Dry, single plate; hydraulically activated
Engine Management/Ignition:	BMS-0 electronic engine management w/ throttle-by-wire
Frame:	Double-loop steel frame w/ bolted beams
Front Suspension:	49mm telescopic fork; 4.7 in. travel
Rear Suspension:	Steel swingarm w/ central cantilever shock, travel-dependent damping and adjustable spring preload; 3.5 in. travel
Front Brake:	Fixed 4-piston calipers, dual 300mm discs w/ linked ABS
Rear Brake:	Fixed 4-piston calipers, 300mm disc w/ linked ABS
Wheels, Front/Rear:	Cast; 21 x 3.5 in. / 18 x 5.5 in.
Tires, Front/Rear:	120/70B-21 / 180/55B-18
Rake/Trail:	34.7°/7.3 in.
Wheelbase:	67.7 in.
Seat Height:	28.3 in.
Fuel Capacity:	4.2 gal.
Claimed Wet Weight:	825 lb.
Contact:	bmwmotorcycles.com

Source

[Buckster]

@Marcel will have one of these in a few weeks.

[Marcel le Moose Fondler]

9 minutes ago, Buckster said:

@Marcel will have one of these in a few weeks.

No chance...never been a fan of those boxer engine...cylinders sticking out on both sides .

[boboneleg]

It's a cool loking bike but like you @Marcel  I can't get past those fecking great cylinders sticking out