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BMW Motorrad presents a “Big Boxer” of a R 18.

Munich. Motorcycling in a many authentic form:
instinct over mind, record not for a possess effect though as a approach of
formulating space for anticipation and absolute tension rather than sober
speculation and pattern calculation. This was a summary that
accompanied a entrance of a BMW Motorrad Concept R 18 during a Concorso
d’Eleganza Villa d’Este in May 2019 – a renowned reconstruction of a BMW
Motorrad code core, namely a fighter engine.

More than any other present-day BMW motorcycles before it, the
Concept R 18 translated a hint of famous BMW Motorrad classics
into a complicated era, in sole in terms of form, while during a same
time providing a glance forward to a volume-production motorcycle that
would heighten a BMW Motorrad Heritage universe of knowledge in a near
future: a BMW R 18.

The highest-capacity 2-cylinder fighter engine of all
The heart of a new BMW R 18 is a completely
newly grown 2-cylinder fighter engine – a “Big Boxer” – that has
played a pivotal purpose not usually in a twin BMW Motorrad prototypes – the
Concept R 18 and a Concept R 18 /2 – though also in a tradition bikes
upheld by BMW Motorrad, namely “The Departed” by ZON and “Birdcage”
by Revival Cycles. BMW Motorrad now presents this new, highly
particular engine in detail.

Not usually in terms of a considerable external appearance, though also
from a technical indicate of view, a new “Big Boxer” ties in with the
normal fighter engines that were synonymous with motorcycles from
Munich and Berlin-Spandau for around 70 years, from a commencement of
BMW Motorrad prolongation in 1923 by to a coming of the
air/oil-cooled successor: these were engines with a transparent design,
total for best trustworthiness and palliate of maintenance, featuring
logically organised nonetheless absolute technology.

With a OHV valve expostulate along with a apart engine and
delivery housing, a new “Big Boxer” has a same structural
comforts that renowned a really initial BMW Motorrad fighter engine,
that during that time had aside tranquil valves. The
highest-capacity twin-cylinder fighter engine ever used in motorcycle
array prolongation is a 1 802 cc engine, ensuing from a 107.1 mm bore
100 mm stroke. The engine outlay is 67 kW (91 hp) during 4 750
rpm. The limit torque of 158 Nm is already accessible during 3 000 rpm.
More than 150 Nm is now accessible from 2 000 to 4 000 rpm. This
ensures huge pulling energy and – in and with a generously
sized flywheel mass – indication using fibre as well. These are
a advantages of this turn of opening and torque during riding.
The limit engine speed is 5 750 rpm, while a waiting speed is 950 rpm.

Air/oil cooling, plumb separate engine housing and triple
plain temperament crankcase.
The new “Big Boxer” is
air/oil cooled, has vast ribbed cylinders and cylinder heads and
weighs 110.8 kg including gearbox and intake system. It has a
plumb separate aluminium engine housing.

Unlike a classical air-cooled 2-valve fighter engines done by BMW
Motorrad, however, a “Big Boxer” crankshaft, fake from quenched
and gradual steel, has an additional categorical temperament during a centre,
that was required due to a huge cylinder volume in sequence to
forestall unattractive tortuous vibrations of a crankshaft.

Like a crankshaft, a twin joining rods with I-shaft are
mounted on plain orientation and are further fake from quenched and
gradual steel. They accommodate expel aluminium pistons with two
application rings and an oil wiper ring. The using aspect of the
light steel cylinders is coated with NiCaSil.

Lubricating and cooling oil is granted by a soppy sump
lubrication complement with a two-stage oil siphon around sleeve-type chain
driven by a crankshaft.

Classic OHV valve expostulate with twin camshafts as in a legendary
R 5 to R 51/2 total with complicated 4-valve record and dual
Although a new “Big Boxer” has 4 valves,
twin ignition, a complicated explosion cover architecture, intake
plural injection and a BMS-O engine government complement for a best
probable torque as good as best expenditure and emissions, it uses
a classical OHV pattern for a valve expostulate – as was the
use followed by BMW Motorrad over a duration of some 70 years.

When building a valve expostulate for a “Big Boxer”, BMW
Motorrad engineers were desirous by a really special engine pattern in
a story of BMW Motorrad – in gripping with a Heritage concept:
a 2-cylinder fighter engine of a R 5/R 51 (1936 – 1941) and R 51/2
(1950 – 1951), a latter carrying been a initial BMW motorcycle with a
fighter engine after a Second World War. In contrariety to other OHV
designs by BMW Motorrad, this engine – rarely valued by connoisseurs –
has twin camshafts driven by a crankshaft around a sleeve-type chain.

As in a chronological purpose model, a twin camshafts are also
positioned to a left and right above a crankshaft in a “Big
Boxer”. The advantage of this “twin camshaft boxer” is a shorter
pushrods. This also creates for reduced relocating masses, minimised
deflections and reduce linear expansions. A generally stiffer valve
expostulate with softened control pointing and aloft speed fortitude is
a effect of this some-more elaborate construction.

Fork rocker arm and manually tractable valve clearance
remuneration around adjusting screws as in a normal BMW boxer
purpose model.
In a normal BMW Motorrad boxer
design, a twin pushrods induce one pushrod per cylinder side for the
intake and one for a empty side, guided in a hermetic pushrod tube
on a tip of a cylinders. The twin intake and empty valves in the
cylinder conduct are actuated in pairs around flare toggle levers.

In contrariety to today’s widespread engine technology, valve
clearway remuneration is not effected by means of hydraulic elements,
though – as was a box in many classical air-cooled BMW two-valve boxers
for decades – around one adjusting screw with one close bulb for each
valve. As was before a box in a classical 2-valve boxers, valve
clearway composition (0.2 – 0.3 mm) in a R18 “Big Boxer” is also
achieved really quickly. The valves are done of steel, with a disc
hole of 41.2 mm on a estuary side and 35 mm on a opening side.
The valve angle is 21 degrees on a estuary side and 24 degrees on the
opening side.

Constant filigree 6-speed delivery and self-reinforcing
single-plate dry purchase with anti-hopping function.
in many BMW Motorrad fighter engines for decades (with a difference of
vertical-flow, air/water-cooled boxers given 2012), a single-disc dry
purchase transmits a torque generated by a engine to the
transmission. For a initial time it is designed as a self-reinforcing
anti-hopping clutch, thereby expelling neglected stamping of a rear
circle caused by engine drag torque in a eventuality of tough downshifting.

The consistent filigree 6-speed delivery is located in a
dual-section aluminium housing and is designed as a 4-shaft
delivery with scrolled rigging pairs. The gearbox submit missile with lug
dampers drives a twin gearbox shafts with a rigging circle pairs. An
outlay missile is supposing to overpass a stretch and retreat the
instruction of rotation. A retreat rigging is accessible as an optional
extra. This is driven by an middle rigging and an electric motor
and can be shifted manually.

Open delegate expostulate formed on a classical role
As in all BMW motorcycles with fighter engines,
torque is transmitted from a gearbox to a back circle in a R 18
around a propeller-shaft or universal-shaft expostulate with concept joint,
missile and rear-axle expostulate with shelf and ring gear. The propeller
missile and concept corner are examples of fascinating classic
motorcycle record given they are nickel-plated and open, as was
ordinarily a box in BMW Motorrad models adult to and including model
year 1955. A supposed tripoid corner is practical on a gearbox side
for a purpose of length compensation.


You will find press element on BMW motorcycles and BMW Motorrad
supplement apparatus in a BMW Group PressClub during

In box of queries greatfully contact:


Dominik Schaidnagel, Communications BMW Motorrad
Telephon: +49
89 382-50181, E-mail: [email protected]


Tim Diehl-Thiele, Head of Communications BMW Motorrad
+49 89 382-57505, E-mail: [email protected]


E-mail: [email protected]



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