BMW K 1600 GTL: 1000+ Miles on a 2-Wheeled 7-Series

(This piece originally appeared on BMWBLOG on August 19th, 2022. You can check it out here.)

Can a motorcycle cosset?

That seems the question BMW Motorrad is asking with the new K 1600 GTL, BMW’s flagship touring motorcycle.

In the hierarchy of BMW automobiles, the 7-Series has long occupied the top step in terms of luxury and ability to effortlessly cover long distances in style.  Each iteration seems ever more powerful, technically advanced, trendsetting in design, and outfitted to cover long distances with minimum fuss and maximum comfort.  In other words:  Cosseting.

So why am I mentioning this in a review ostensibly about a motorcycle?  Because the K 1600 GTL is the closest thing to a 2-wheeled 7-Series that BMW Motorrad has yet built. 

Released as a new model in 2011, the K 1600 has been BMW’s motorcycle standard-bearer ever since, as well as the Motorrad’s showcase for innovation.  Electronically adjusted suspension? Adaptive headlights? Throttle-by-wire? Multiple ride modes?  All pioneered on BMW’s K 1600 bikes.  Newly updated for 2022, BMW started delivering this next-generation uber-K bike to European customers late in 2021, and it’s now available here in the United States. 

Over the course of several weeks, I had the opportunity to experience the K 1600 GTL in many different environments: From the urban landscapes of Dallas and Fort Worth to the rolling ranchlands of rural north Texas; from the treed hillscapes of eastern Oklahoma to the undulating prairies of southern Kansas and western Missouri; and back again.  And after more than 1000 miles in all manner of weather and on a variety of road types, I came to anticipate and enjoy each mile on the renewed big Beemer immensely.

Buttery Smooth Inline-6 Power

There are officially four models in the K 1600 family, but really there are two models with two variations apiece:  The GT and GTL, and the B (for “Bagger”) and Grand American.  The differences are subtle, though meaningful.  Think of the B and Grand American as the longer and lower cruiser twins of the more mature GT and GTL and you’ll be on the right track.  And the GTL and Grand American versions are more passenger-friendly than the more solo-oriented GT and B bikes.  The GTL is the ultimate luxury-touring model of the family and adds to the overall package nicely integrated rigid cases (top and sides) for ample and usable storage.

Regardless of the version, power is provided by one of the sweetest engines ever to grace a motorcycle, an oil/water-cooled 1649cc inline-6 that makes 160-hp at 6,750rpm and a whopping 132.7/ft/lbs of torque at 5,250rpm.  This engine debuted in the K 1600 line in 2011 and has been steadily updated and improved ever since.  Like BMW’s venerable inline-6 automobile engines, this one is linear and supremely smooth.  Riders more accustomed to the shimmy of BMW’s horizontally opposed Boxer engines will likely find the buttery smoothness of the GTL’s engine a bit disorienting; it’s a progressive, drama-free buildup of power and torque that seems almost electric.

The engine has almost preternatural balance.  Place your hand on the tank while the bike is at rest and give the throttle a twist.  The tachometer and your ears register the motor revving but there is barely any vibration on the bike.  I recently got off the GTL and onto a Ducati Multistrada V4 Pikes Peak, a wonderful bike by any measure with the most advanced of the Italian marque’s engines.  It seemed almost coarse in comparison with the BMW’s inline-6.

It’s an absolute honey of a motor, with a smoothness perfectly in keeping with the bike’s overall velveteen demeanor.  I’m sure the Motorrad’s boffins could squeeze more power out of this powerplant with little effort, but I applaud the restraint BMW has shown in not overpowering this bike with pointless top-end.  Never once did I want for any more juice, even when passing in high gear on the highway, where the bike seems to pull without limit (there’s that plentiful engine torque in action for you).  BMW lists the GTL’s top speed as “120+,” and while I didn’t put that entirely to the test, at speeds close to that (for science, you understand) the bike was entirely unflappable. 

All that power is delivered to the rear wheel through a 6-speed multi-disc, oil-filled clutch that drives the typical BMW Motorrad shaft.  The bike has quick shift (both up and down) that works seamlessly, with a nicely weighted clutch lever, useful for getting the big bike rolling (especially on hills), or if you’re just old-fashioned like me and still enjoy the hand-and-foot ballet of manually switching gears.  The big bike also has BMW’s Hill Start Control to aid with, well, starting on hills, as well as a reverser, useful when parked nose-in on slight down grades.  As of yet, BMW hasn’t equipped the GTL with a dual-clutch transmission (as on Honda’s Gold Wing), but between the smooth quick-shifter and the buttery clutch feel, it’s hard to imagine any significant payoff for the engineering effort. 

The GTL’s Duolever front-end, unique from the Telelever on BMW’s R 1250 GS and RT bikes, steers with lightness, precision, and accuracy, and provides consistent anti-dive behavior when heavy on the brakes.  (The difference between the Duolever and Telelever being that, while the Telelever suspension leaves some load through the bike’s headstock and frame, the Duolever completely isolates the suspension from steering duties.) Steering feel on the GTL is great, progressively weightier as the bike speeds up but lightweight and responsive at slower speeds.  In fact, for a bike of the GTL’s size and heft, the delicacy of steering at slow speeds almost seems like a parlor trick.

Underway, the bike is agile and deliberate, and does a better-than-expected job of concealing its mass.  While the GTL is most certainly no sport bike, it tracks precisely when leaned over and responds quickly and accurately to all manner of steering input.  I’ve loved the handling on any BMW I’ve ever ridden that’s equipped with one of these trick front ends, and the GTL is certainly no exception.

While there is certainly no entirely fooling physics, the giant brakes (four pistons in front, two in the rear) do an admirable job of bringing the roughly 800-lb GTL to a stop with little drama (much of it due to the Duolever’s intrinsic anti-dive properties).  The braking is even more sure-footed due to the Motorrad’s Partial Integral ABS, a system which applies the brakes to both wheels when the rider squeezes the hand lever, but only applies the brakes to the rear when the rider presses the foot pedal.  It’s a seamless system, with none of the somewhat unnatural feel I recall from the integrated braking on the R18.

A Robust Technology Package

The rider’s primary interface with the bike’s myriad systems is a bright, easily legible 10.25” TFT display, with the various menus and controls accessed through buttons arrayed around the left grip and in concert with BMW’s novel Multi-Controller wheel.  I’ve always found this rotary controller somewhat unintuitive when I first use it, but like an iDrive controller on BMW’s car side of the house, familiarity comes quickly with a few twists and pushes.  While I’m still old-fashioned enough to prefer a smattering of analog gauges (as with the gauge cluster on the Honda Gold Wing, or the previous K 1600 for that matter), the GTL’s TFT display is easy to live with and configurable, though as with most large digital panels, it’s prone to washing out in direct sunlight.

All variations in the upgraded K 1600 family are laden with electronic paraphernalia, including Dynamic ESA (Electronic Suspension Adjustment) with automatic load-levelling, integrated navigation (in conjunction with the BMW Motorrad Connected app; more on that later), and BMW’s Audio System 2.0, which, while not at quite the level of the fantastic Marshall system on the R18, provides loud, clear sound with numerous connectivity options (including Bluetooth) for your favorite sound sources (including SiriusXM).  There are numerous additional comfort and convenience features as expected on a bike in this class , including standard heated grips and seat, though in the 100-degree Texas heat, I took BMW’s word for it and didn’t give these a try.

BMW has kept ride modes on the GTL simple:  Road, Rain, and Dynamic.  Each adjusts throttle response, engine drag-torque control, traction control, and ESA (suspension) depending on conditions, and are configurable on the fly.  I put the Rain mode to the test during a five-hour stint in the pouring rain between Oklahoma City, OK, and Kansas City, MO, and the bike was nothing but stable and sure-footed.  In dryer conditions, I found the Dynamic setting to bring the most character out of the bike.

The electrically controlled windscreen is height-adjustable with a dedicated switch on the left handgrip, and I was able to find multiple positions that enhanced comfort in multiple situations.  At its lowest setting, plenty of air came over the top lip for cooling, while underway at speed, I found a middle position that blended airflow with calmness (though the top edge made a clean bisection of my sightline, like a non-progressive bifocal lens; my brain adjusted quickly).  At its highest position, the airflow curled up and around and intersected with my helmet to produce an annoying subwoofer-like buffeting, but that’s more a fact of my height relative to the bike than any sort of design criticism.  There are also a pair of adjustable fairing-mounted wind deflectors that when extended look a bit like insect mandibles, or maybe the curb feelers from your Uncle Jimmy’s ‘72 Eldorado. Regardless, they redirect oodles of airflow into a rider’s lap, which is most welcome in the summer heat.

Each of the K 1600 models feature BMW Motorrad’s LED adaptive headlight array, whereby the low-beam LEDs swivel up to 35-degrees into a curve according to the lean angle of the bike, along with a 2-degree up/down deflection to keep the lights level under acceleration and deceleration.  This sounds complicated, and it undoubtedly keeps the bike’s IMU on its toes, but in practice it works seamlessly and provides supreme illumination.

The GTL’s 7-gallon fuel tank keeps fill-ups to a reasonable minimum.  During my time with the bike, I saw an average of 37.8 mpg, but my throttle wrist tended to want to exercise the wonderful inline-6 more than would be typical for normal touring use, so your results will likely trend towards the higher side.

One small miss is the lack of backlit buttons on the thumb controls and various other buttons.  This isn’t a big irritation on the primary controls, but at night the four configurable buttons on the lower left fairing are basically invisible.  While this might seem like a small thing, it’s an expected refinement for a bike in this class.

A much bigger miss, particularly on a bike with the GTL’s touring intent, is the lack of an Adaptive Cruise system.  Having used such a system on several recent bikes (including BMW’s own R18), I can attest to that system’s utility and function, one which makes long-distance cruising that much more effortless and pleasant.  It’s a curious omission on BMW’s part, particularly since they have the system in their parts bin, though I imagine the GTL’s trick LED headlight array takes up the real-estate where the adaptive cruise system sensors would naturally live.  But on a bike of this caliber, it’s an obvious upgrade that would have blended perfectly into the cruising role, and I’d expect to see the system on the next iteration of the K 1600 family.

Navigation System Pains

As mentioned, Navigation is built into the GTL’s large, configurable TFT screen.  But there are a few significant caveats.  For starters, the nav system relies on the BMW Motorrad Connected app, which, while relatively simple to use, isn’t nearly as feature rich as users have come to expect with Google or Apple Maps.  The system also relies on a mobile device for its connectivity, so a persistent connection between your mobile phone and the bike is required for the dashboard Nav system to function.

BMW has also engineered a nifty little cooled cubby (with a power-port) at the base of the windscreen to hold your mobile device, but unfortunately the windscreen needs to be fully deployed to access the cubby.  And did I mention the windscreen automatically retracts when the bike is turned off, thus trapping your phone in the storage compartment?  On more than one occasion, I found myself turning the bike’s power on and off to raise and then lower the windscreen, just to pry my mobile phone out of the compartment, which was a tight fit for my iPhone 13.  Additionally, the only wonky buttons on the entire bike seem to be the ones that latch the cover for the device storage compartment, so just getting it to latch correctly was hit-and-miss and a minor frustration.

But…when it all comes together, with the phone in its cubby and the app paired, the Nav arrows and directions on the bike’s screen are legible and responsive and generally helpful, in a simple quick-glance way that’s useful on a motorcycle.  So okay.  But BMW, really, consider rethinking this entire approach for the next iteration of this machine.  Please.

Elegant Design & Colors

The GTL’s design is elegant, powerful, streamlined, and fully resolved, a flagship Federation Starship in motorcycle form. (Contrast that with the design of BMW’s own venerable GS bikes, which are closer to an attack ship from The Expanse, with their angular, more industrial-rugged design.)  More than once while getting fuel, some fellow rider or driver remarked how great the bike looked, and almost everyone also mentioned how plush and comfortable the machine seemed.  I was happy to confirm their observations.

The bike is indeed a looker.  My tester example was a 2022 model, finished in last year’s available Option 719 choice of Mineral White Metallic with deep navy-blue accent stripes, as well as a delicious saddle brown diamond-stitched seat and passenger backrest, with chrome accents aplenty.  For 2023, the available colors are Black Storm Metallic, Gravity Blue Metallic, and this year’s Option 719 choice of Meteoric Dust II Metallic.  I’m a little bummed the Mineral White Metallic was only available last year, as it’s a sophisticated, classy color combination.  If you feel the same, I encourage you to scour BMW Motorrad dealers for one in stock.

Base price for a 2023 K 1600 GTL is $27,790, with the price of this particular 2022 bike coming in at $31,790 (including the Premium Package, Option 719 paint and seat, and floor lighting options).  That’s a hefty price for any motorcycle, but for the small handful of ultra-luxe bikes in this class (Honda Gold Wing, HD Ultra Limited, Indian Roadmaster), it’s in keeping with expectations. 

The Complete Touring Package

For riders wanting the most cosseting combination possible of performance and amenities, the K 1600 GTL hits all the marks.  From the surprisingly flickable way the big bike handles, to the robust complement of conveniences and electronics, to the locomotive smoothness of the brilliant engine, the GTL is the complete package.  I can’t think of a plusher way to gobble up miles, short of a BMW 7-series itself.

"From Berlin to Die Weite Straße (the Wide-Open Road)"

(This piece originally appeared on BMWBLOG on August 20, 2021. You can check it out here.)

Close your eyes and imagine a classic BMW bike from days gone by, then open your eyes and look at the newly launched R18 B and Transcontinental models. The marque’s family heritage is immediately apparent. Recently, I was in the foothills of the Rockies outside of Denver for the launch of these two new motorcycles, designed to appeal to the enthusiast cruiser crowd but also to showcase BMW Motorrad’s long history of designing and building interesting, characterful machines. The two new bikes do not disappoint.

While both bikes are based on BMW’s “standard” R18, the R18 B (for “Bagger”) and Transcontinental are fraternal twins differentiated by subtle, though meaningful, differences. The Transcontinental is essentially an R18 B outfitted for greater comfort and appointed for traveling with a partner on the back. Specifically, this amounts to the addition of a substantial top-trunk with an integrated passenger backrest, and an extended windscreen on the handlebar-mounted fairing, along with some other subtle additions to aid long-distance cruising with a passenger.

Concept Show Looks

The R18 was released in 2020 to much fanfare, as it was BMW’s first foray back into the true cruiser market since the R1200C exited in 2000. That bike was a retro-futuristic design hamstrung by a relatively tepid engine, while the R18’s styling has a clear lineage dating all the way back to the R5.

BMW R18 Concept

As with BMW’s jackrabbit R nineT, the R18 has spawned several iterations. To date, the R18 models include the R18, Classic, and now B and Transcontinental iterations (both available as First Editions). If the standard R18 is more the natural stablemate to the Harley Fat Boy, Indian Scout, Ducati Diavel 1260, and even Triumph Rocket 3 R, the new R18 variants have different competition in mind.

Baggers (essentially cruisers with hard-shell bags) occupy a unique and versatile place in the motorcycle firmament.  At once useful and stylish, a bagger exudes overt attitude but also unmistakable usefulness.  Intimidating and imposing while rumbling down the street, they’re also practical and comfy when plying greater distances.  The latest R18 models fully exhibit these characteristics. With apologies to Lowell George: Tucson to Tucumcari? No problem. Tehachapi to Tonopah? No sweat. If Easy Rider were remade today, Captain America would likely be riding a bagger.

At once nostalgic yet entirely modern, there’s something wonderfully unexpected about the design of all of versions of R18 bikes.  It’s as if the Motorrad’s skunkworks worked with their Marketing folks to make a nostalgic splash for a BMW show display, then somehow managed to sneak the bike onto the production line.  From the front forks sheathed in cladding to partially hide the slider tubes, to the nickel-plated driveshaft, to vintage pinstriping, the detailing and appointments of the bike just seem entirely improbable to have come from a factory bike.  Smile-inducing to be sure.

German Technology and British Sound

As expected with BMW machines, both bikes come festooned with all manner of technology. Most functions are controlled through a bright, responsive 10.25” TFT color display, which is slung beneath four retro gauges (one of which is a cool “Power Reserve” similar to that found on BMW’s sister company Rolls Royce cars). And how can you not love the “Berlin Built” script on one of the instrument dials and several of the fluid reservoirs?

Dynamic Cruise Control maintains the bike’s speed (even when riding downhill), and the optional Active Cruise Control uses radar sensors to maintain a set distance from vehicles in front (and adjusts speeds during cornering). This system is similar to that on Ducati’s Multistrada V4 S models (called Adaptive Cruise Control by the Italians). The list of electronic aids is comprehensive and easily accessed by logical controls on the left handlebar.

Both bikes have LED lighting throughout (the most powerful headlights on any production motorcycle, incidentally), with the option of BMW’s Adaptive Headlights, a system which turns the headlight into a bend to compensate for both lean angle and pitch. ABS is standard, as are a multitude of additional rider aids (Active Stability Control, three riding modes, engine braking control, and the aforementioned cruise control features). Navigation requires a linked mobile phone connection, but there’s a useful carrying compartment for a phone (with USB-C port) built into the tank.

But baggers are all about cool, so I’ll pose this question: What do the rock-and-roll tunes Runnin’ with the Devil (Van Halen), Back in Black (AC/DC), Foxey Lady (Jimi Hendrix), and Crossroads (Cream) have in common? Answer: They were all played through Marshall amps. The British manufacturer has partnered with BMW to equip these new R18 models with a new integrated sound system, and it certainly gets the Led out (Jimmy Page reference very much intended). It’s two optional configurations produce clear, clean sound even at higher speeds, and the Marshall logo script lettering built into the speaker grills provides a nice retro touch.

“Big Boxer” is Big Fun

BMWBLOG laid out the mechanical particulars of these news bikes in late-July when they were officially announced, but to recap: Both of these bikes are built around BMW’s new “Big Boxer” engine, an air/oil cooled 1802cc 2-cylinder boxer engine which is the largest of the type ever used in motorcycle production. The engine’s output is 91-hp (67kW) at a lazy 4750rpm, with maximum torque of 110 lb-ft (150 Nm) on tap between 2000-4000 rpm. Maximum engine speed is 5750 rpm, and it idles at a lazy 950 rpm.

To make use of that torque, power is transmitted to the 6-speed transmission through a single-plate dry clutch, which for the first time incorporates an anti-hopping mechanism, eliminating always-exciting stamping of the rear wheel during hard downshifting.  There is also an optional reverse gear driven by an electric motor, useful on a bike that can tip the scales at a curb weight of almost 950-lbs (for the Transcontinental).

On startup, the big lump shimmies like a sumo wrestler with a shake-weight, but when it warms a bit, it settles down into a steady burble; a sumo wrestler with a hula-hoop, if you will.  But be wary of the throttle while standing still.  While the engine has an additional main center bearing, designed to help prevent what BMW terms “undesirable longitudinal vibrations” from the crankshaft, there’s no hiding the sheer amount of reciprocating mass oscillating side-to-side.  Revving it above 3000 rpm while parked might result in a low-speed embarrassing whoopsie for the unwary (and no, this did not happen to your humble reviewer).

A Heavyweight Canyon Carver

At the recent launch, BMW Motorrad put together a route designed to show off the laid-back yet nimble personality of their new R18 versions. During the morning rush hour, we headed off from the Cherry Creek area of Denver with bright skies and climbing temps. The timing provided an opportunity to feel how the bikes handled in stop-and-go urban traffic. As expected, the sheer size and weight of the bikes didn’t make for the nimblest of city companions, but once out on the open road, through Golden and up to Boulder, the bikes came into their own. The load-leveling rear suspension always felt planted to the often-questionable pavement.

North of Boulder, we made our way through the glorious canyons leading to Estes Park, and the bikes proved to be lively companions. Steering is direct and precise, and though the heft of the machines generally makes them want to press onward, a bit of braking followed by a judicious use of throttle lightens up the front and helps with turn-in. While the bikes always feel substantial, they also fall into an easy rhythm; weight transfer is predictable and progressive. Lean angles are necessarily compromised by the size of the cylinder heads, but in the canyons, I found myself regularly scraping the plastic guards under the chromed floorboards. Fun stuff.

In 6th gear, the engine loafs along at 75-80mph turning an easy 3000rpm, which is clearly its happy range.  Above 4000rpm, the big Boxer sends significant vibrations through the handlebars and floorboards.  While the sensation is manageable, it also encourages not spending too much time in the upper reaches of the tachometer.

Braking, given the electronic aids in play, is progressive and confident, though a tad peculiar at first. Controlled by BMW Motorrad Full Integral ABS, the front and rear brakes are linked together, so that using either the brake lever or pedal activates both (with the bias adjusted dynamically depending on wheel load distribution).  This sensation took a while to warm to, and given our twisty route there were times I wished for an actual independent rear brake.  The system ultimately fades into the background, though, and I grew accustomed to the behavior and feel by the end of our morning’s ride session.

One personal irritation was the position of the shift lever.  Between the floor boards below and the cylinder heads in front, I was never able to find a truly comfortable position for my boot to access the shifter.  According to BMW this is an adjustable setting, so I imagine a bit of garage tuning would alleviate this annoyance, but I did miss several shifts while my left foot searched for the lever.  Aside from this minor ergonomic annoyance, gear changes were silky and precise, with a nicely weighted and predictable clutch pull and feel.

Of the three riding modes (Rain, Roll, and Rock), I left the bikes in the middle Roll mode generally.  The throttle mapping gap between Roll and Rock mode is surprisingly wide, and while Rock mode was useful and enjoyable while racing around bends in the canyons, it was a tad abrupt for city riding.  Rain mode was as somnambulistic as you’d predict, but since the expected precipitation on the ride didn’t appear, I didn’t have an opportunity to really sample it as designed.

At a stopover at the iconic Stanley Hotel in Estes Park, several admirers approached and responded enthusiastically to the bike’s design.  Of the available paint finishes, a particular favorite of onlookers was the “Option 719 Galaxy Dust Metallic / Titanium Silver”; think iridescent purple and silver, which shimmers from violet to turquoise blue in the sunlight.  It is easily the most striking factory paint finish on any motorcycle I’ve seen, and justifies the $2400 upcharge for owners looking for something unique.

Both bikes feature comfortable, supportive saddles designed for the long haul and my backside never once complained.  All told, I put about 185 miles on the R18 B and Transcontinental (split evenly between the two bikes) and found them to be more than agreeable riding companions.

Modest Compromises for Maximum Gain

A criticism of the earlier R18 bikes was that the seating position was a bit low for shorter riders, and that geometry overall could be uncomfortable for folks shorter than 6’.  The flat foot position on all R18 variations, necessitated by the size of the cylinder heads, also tends to exacerbate the R18’s somewhat compromised rider comfort on the more stretched-out model version.

On these new bikes, BMW has taken heed of that earlier criticism.  The steering head rake has been slightly steepened, and the seat height raised slightly (from 27” on the standard R18 to 28.3”/29.1” on the B and Transcontinental models respectively).  These subtle changes make a great deal of difference.  (I’m 6’ tall with an average inseam and arm length, and I found both bike versions to be an excellent fit.)  That said, the windshield height on the Transcontinental hit me right at eye level, so I felt like I was viewing the world through bifocals for much of the time.  The B’s windshield is a tad lower, yet still managed to keep the wind in check and had less obtrusive sight lines.

One other likely unintended byproduct of the new fairing on the Transcontinental is heat abatement.  Underway, the bigger bike’s extended wind-deflectors block out pretty much all air flow, thus allowing less air to pass over the cylinder head cooling fins; all that extra heat swirls around the rider’s legs rather than getting blown away.  There are two smaller adjustable flaps mounted on the lower-sides of the fairing that help, but on our hot riding day, it got a little soupy.  The B version has enough additional airflow that this phenomena isn’t as pronounced.

Admittedly, these new R18s are heavy bikes; as mentioned, the Transcontinental, fully loaded with liquids, tips the scales at 941-lbs; the B weighs in at 877-lbs.  In comparison to the Harley and Indian competition (both of which are in the 900-lb range), the heft of these bikes is within bounds.  But a Honda Goldwing, a reasonable comparison for the Transcontinental model, tips the scales at 787-lbs, so there’s room for some slimming should BMW decide to do a nipping and tucking.

Could these R18 models use a tad more power?  Of course!  (Rhetorical question alert.)  Twenty percent more grunt would place the R18 right in line with Indian’s bagger models, though in fairness the R18’s horsepower and torque specs are a pretty much a mirror-image to that of a Harley-Davidson Electra Glide.  Considering this new boxer is essentially a new design, I imagine there’s more to be had with some tweaking; Roland Sands has already coaxed a rumored 110-hp out of his R18-based drag bike with only some gentle tuning (though he also added a nitrous system, natch).

But really, more power is almost beside the point.  These particular BMW bikes are about style, solidity, and comfort, traits they deliver in abundance.

Make Mine a Bagger

Both the R18 B and Transcontinental are both well-executed, compelling motorcycles, though time and sales figures will tell whether the R18 B and Transcontinental make a dent with the motorcycle cruising crowd. Given their overall style, competence, quality, and copious features, I won’t be surprised to see these new BMW models turning up at rallies where Harleys typically reign supreme. And if I’m asked to join in a ride, please make mine an R18 B. As one of my fellow launch riders said, “Why would anyone buy a Harley over this?”