Seventeen years after discontinuing the R 1200 C, BMW re-entered the cruiser market with the 2021 R 18. The Bavarian brand was finally ready to do things differently. It was finally ready to do things the American way. The R 18’s stretched wheelbase and vibe-heavy boxer are results of that shift. Despite borrowing Harley-Davidson’s roadmap for the R 18, BMW takes a very different route for its newest cruiser, the R 12.
The new bobber may be the R 18’s smaller sibling, but it shares much of its DNA with BMW’s popular (and recently renamed) R 12 nineT. The two share the same 1,170 cc opposed twin, but each gets model-specific tuning. They both feature a one-piece trellis frame, with minor geometry changes between them. Even their tech packages are largely identical.
All those shared qualities left me wondering whether the R 12 is a bona fide cruiser or an R nineT cosplaying as one. After spending several hundred miles in the saddle of a 2024 model, I now know the answer.
Box it out
The oil/air-cooled boxer found in the R 12 dates back to the 2007 HP 2 Sport. To this day, it retains its 101 mm bore, 73 mm stroke, and 1,170 cc volume. In that respect, the mill is a known entity, but within the R 12, it offers a brand-new experience. Much of which comes by way of the R 12’s technology.
Like its big brother, the R 12 maintains the R 18’s ride mode nomenclature. That includes “Rock” and “Roll” modes. The former offers responsive throttle action while the latter grants a gentler power curve. Both options reach the model’s claimed 95 horsepower and 81 foot-pounds of torque. They just take different paths to get there.
BMW goes two steps further with IMU-based traction control and engine drag torque control, which prevents rear-wheel lock-ups caused by abrupt downshifts. Both systems are active upon start up but only traction control is switchable. These modern upgrades might refine the trusty twin, but they do little to conform to classic cruiser conventions.
Whereas the R 18’s torque (116 foot-pounds) peaks at 3,000 rpm, the R 12 doesn’t produce its max torque until 6,000 rpm. Peak horsepower doesn’t arrive until 6,500 rpm. That’s much closer to the R 12 nineT, which reaches its maximum torque and horsepower at 6,500 rpm and 7,000 rpm, respectively. The R 12 rides as such.
That’s to say, its boxer doesn’t specialize in low-down torque, like most cruisers. Power is accessed higher in the rev range. But that comes with its own drawbacks. By 5,600 rpm, vibrations creep into the handlebar and pegs. They beg for an upshift by 6,000 rpm. To avoid those buzzy tendencies, I frequently short-shifted. That often killed two birds with one stone, as shifting in the lower rev range smoothed the quickshifter’s gear transitions, too.
Many quickshifters perform better at higher rpm. The opposite is true of the R 12’s optional Gear Shift Assist Pro. Upshifting anywhere above 5,500 rpm often sent the R 12 jumping forward like a prodded cow. Even though the effect lessened in the higher gears, butter-smooth shifts were hard to come by. Luckily, downshifting delivered less abrupt, more consistent engagement, but it, too, benefitted from letting the rpm fall.
Long story short, the R 12’s boxer is still a boxer. It sounds like a boxer. It rumbles like a boxer. It even rocks to the left like a boxer. At the same time, it’s still a derivative of the R nineT’s boxer, not the R 18’s boxer. For that reason, the R 12 feels like it’s one part roadster, one part cruiser. Its handling only reinforces that.
What a drag
When BMW devised the R 12’s chassis, it largely abided by the mid-cruiser playbook. The model’s 29.3-degree rake, 5.2-inch trail, and 59.8-inch wheelbase rival that of the Indian Scout and Harley’s Sportster S and Nightster models. Its 19-inch front wheel, 16-inch rear wheel, and 29.7-inch seat height also follow segment standards. Despite its “raked out” stance, despite its longer wheelbase, remnants of the R nineT’s spirit still live within the modified chassis. That’s most evident in the model’s steering.
The R 12 is keen to lean. There’s no easier way to put it. Simply press on the bar and the cruiser cuts in that direction. Its 150-section rear tire and 100-section front offer little resistance at tip-in. Unfortunately, that nimble nature is quickly undermined by dragging parts — namely, peg feelers and boot soles. Because the bike is so apt to turn in, because it’s so instantly agile, the limited cornering clearance is only that much more frustrating. I share those same sentiments for the R 12’s suspension.
A 45 mm inverted fork and a preload- and rebound-adjustable rear shock practically come standard issue on modern middleweight cruisers. The R 12’s 3.5 inches of travel at both ends also uphold the cruiser status quo. That’s why I wasn’t surprised by the shock’s stiff damping. Even minor bumps and potholes regularly stress-tested my spinal column. Dialing back the shock’s preload (with the side-mounted adjuster knob) offered some relief, but that only welcomed bottoming over harsher hits.
Not all parts of the chassis left so much to be desired. The brakes, for instance, far exceeded my expectations. The dual Brembo calipers up front not only offered strong bite but also brought the 502-pound bobber to a stop in a hurry. That’s partly due to the model’s linked braking system, which engages the rear caliper with each pull of the front brake lever (the brake pedal only controls the rear brake). It’s a prudent feature, no doubt, but it also renders burn-outs impossible. While that’s a shame, it isn’t out of character for the R 12. The model represents a more refined cruiser. That much is apparent when sitting in the saddle.
The sweet spot
The R 12 doesn’t subscribe to the manspreading ergonomics so prevalent among cruisers. Its footpegs are mid-mounted, with the rider’s feet positioned underneath them. The handlebar is narrow and the reach to the grips is short. The knee bend is only slightly acute, with little room to shift from front to back.
In a word, the cockpit is compact. That shouldn’t be confused with crowded. Not once did I feel cramped. The solo seat may lock you into a pocket, but it’s a comfortable pocket, at that. It’s one thing for me — at five feet, 10 inches tall — to applaud the riding position. It’s another for Zack Courts to issue no complaints, considering he stands at six feet and three inches.
The R 12’s controls are just as inoffensive. Simple and easy is the theme here. A rocker switch cycles through the LCD’s readouts. A dedicated ride mode button changes the bike’s mood on demand. A DTC switch deactivates traction control. And that’s about it. Such uncomplicated interfaces are rare in today’s tech-heavy market. It’s something I welcome.
For once, I could start up the bike and just ride. The only decision to make was whether to turn off TC — which I often left on, anyway. While minimalistic, the dash reports data like ambient temperature and average MPG. Thanks to the optional Tire Pressure Monitor (TPM) installed on my test unit, the gauge even relayed each tire’s PSI.
That’s why I was disappointed to learn the R 12 doesn’t display a fuel range estimate. The system notifies the rider when the fuel is running low, but even a gas gauge would go a long way. That, in itself, is a microcosm of the R 12. The mid-size cruiser has so much potential, but much of it goes unmet.
Identity crisis
When BMW announced the R 12 and R 12 nineT, I was perplexed. All the name recognition belonged to the outgoing R nineT. Rebranding it the R 12 nineT made no sense, especially when the R 12 is a variant of the R nineT, not the other way around. It felt like BMW committed an unforced error. The German marque was known for dressing up the R nineT as a road racer, a scrambler, and an ADV. This time around, it dons a cruiser costume. But, the fit is somewhat suspect.
Some guy named Shakespeare once said, “ Your greatest strength begets your greatest weakness.” In the R 12’s case, its greatest weakness is that it has no great strengths. It’s powerful, but only if you can withstand its vibrations. It’s agile but lacks cornering clearance. It’s stylish, but not enough to turn heads.
That’s why it’s difficult to classify the R 12 as a through-and-through cruiser. At the same time, it rides nothing like the nineT that birthed it. In that way, the R 12 is an original.
| 2024 BMW R 12 | |
|---|---|
| Price (MSRP) | $14,839 (as tested), $12,345 (base) |
| Engine | 1,170 cc, air/liquid-cooled, eight-valve, flat twin |
| Transmission,final drive | Six-speed, shaft |
| Claimed horsepower | 95 @ 6,500 rpm |
| Claimed torque | 81 foot-pounds @ 6,000 rpm |
| Frame | Tubular steel trellis |
| Front suspension | 45 mm inverted fork, non-adjustable; 3.5 inches of travel |
| Rear suspension | Monoshock, adjustable for spring preload and rebound damping; 3.5 inches of travel |
| Front brake |
Dual four-piston calipers, 310 mm discs with ABS
|
| Rear brake |
Two-piston caliper, 265 mm disc with ABS
|
| Rake, trail | 29.3 degrees, 5.2 inches |
| Wheelbase |
59.8 inches
|
| Seat height |
29.7 inches
|
| Fuel capacity |
3.7 gallons
|
| Tires |
100/90R19 front, 150/80R16 rear
|
| Measured weight | 502 pounds |
| Available | Now |
| Warranty | 36 months |
| More info | bmwmotorcycles.com |
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