A Bad Trick Now and Then.

All star crew and what a line:
'The sword is always bloodier than the pen'.
Ringo and the iconoic tom-tom beat. Joe Walsh shredding slide.
Turn this up:

H-D Fat Bob

A Great Bob — No Bull

Dave has fun with the FXFBS Fat Bob.

When I look at the latest version of the venerable Fat Bob, it takes me back to 2006 and the very same question I asked myself about the 96-cube Dyna version back then.

That is, ‘how does a bike with this big fat front tyre handle as well as it does?’

It seems to fly in the face of conventional wisdom or logic that a machine with a normal-size 180/70B16, 77H rear tyre, married with its wide 150/80-16, 71H front, should arguably be the best handling of all the Milwaukee-Eight-powered Harley-Davidsons.

It still doesn’t add up.

For what Harley describes as a muscle cruiser, this bike is remarkably nimble. It is well balanced and very stable on the road.

It’s a real joy to throw into a tight hairpin or a long, sweeping left-hander, and the soles of my boots are well worn from dragging the outer edges that overhang the forward controls.

H-D claims 31/32-degree lean angles and it’s easy to use all of them.

Those forward controls, married with the wide, flat bars that sit on stylish risers, and the generously padded seat with its big rear bolster, all contribute to what I found to be a very comfortable and efficient riding position — even for a tall rider.

Add the great handling and the performance of the now-familiar 114-cube Milwaukee-Eight engine, and it’s a package that is an absolute joy to be aboard.

It’s also a great-looking motorcycle that drew praise for its stance, even from the non-Harley folks, and the Redline Red paint — add $365 — is stunning.

There is so much to like about this bike, but there are still a few things that I would change.

Aesthetically, the silver mufflers seem a little out of place, and they are very restrictive.

Like all the stockers we’ve tested lately, the standard tune and breathing is all about torque and it’s a short-shifter’s delight — so much so that it almost makes first gear redundant.

When launching, I found I was only leaving it in first for a very short burst, then changing up through the cogs quickly to keep it in its torque zone.

Click-click-click, and then tap it out some.

It’s not a bad thing, and still quite rewarding, but a Stage One kit would make a huge difference.

While on dislikes, the tank-mounted instruments are incongruous with the bike’s overall performance.

It has a medium-size analogue tacho with a small inset digital speedo and trip computers at the base of the dial.

It’s hard to read, particularly when on the gas, and there are times with the sun or reflections overhead where it’s almost illegible.

It’s the same gripe as we had with the earlier Low Rider S.

A bike with this sort of chutzpah needs bar-mounted instruments. Even something like the Breakout’s small digital display would be an improvement.

The mirrors also aren’t as good as on other Softails I’ve tested lately. I had to tilt my head slightly to get past my elbows.

Another thing, appearance-wise, that seemed a little out of place is the polished derby cover against the all-black engine.

In overseas markets — and on the Harley website — the bike is fitted with a side-mounted number plate, but for Australian compliance it has the ‘tow bar’ plate holder and small mudguard in lieu.

A tail tidy would be on my agenda there too.

But all that is beginning to sound like I didn’t like the Fat Bob — and that is entirely not the case, because I thoroughly enjoyed this bike every time I threw a leg over.

None of the above would be a deal breaker.

In fact, it may have even supplanted the Road King as my favourite Harley-Davidson now.

It’s a delight in the city, and I spent many evenings cruising around the late-spring Brizzy boulevards.

It’s narrow and compliant in traffic, very comfortable on the motorway, where the ergonomics and bars had me leaning into the wind slightly with no need for a windscreen.

Then, when you do get amongst it on a mountain climb, with nothing between you and the breeze, and with the way it handles … well, it made my days.

When trying to work out why it flies in the face of conventional wide-tyre wisdom and handles as it does, I asked several pundits for their theory.

‘Matched rubber and tyre profiles’ was a common answer.

I also suspect that the answer lies in the relatively steep 28-degree rake and shorter wheelbase of 1615 mm.

Whatever the dark magic is, it works.

So too does the pairing of its single-cartridge 43 mm inverted forks with triple-rate springs and the Softail’s familiar coil-over monoshock, with 56 mm of travel available.

I wish all of the Softails had the convenient remote preload adjuster like the Fat Bob.

The brakes are well suited to the performance package too.

It has four-piston fixed front and two-piston floating rear calipers with Split Seven-Spoke floating rotors all round, and they are strong, fade-free brakes requiring minimal lever effort.

And that’s a nice segue into a description of the Fat Bob.

It’s a bike that requires minimal effort overall.

It’s very easy to be aboard and enhanced by a number of nice touches.

The headlight performs exactly how it looks, with a wide, flat beam.

The easy-to-use electronic cruise control is a welcome addition, particularly considering the speedo location.

The 13.2-litre fuel tank gave a reasonable range and H-D claims 5.5 litres per 100 kilometres.

It’s not touring-model range, but it will do around 300 kilometres between stops, depending on wrist work.

The full Harley spiel describes it as the bike where ‘muscle meets performance’, and in the context of older-type muscle cruisers it’s an apt claim.

Weighing in at under 300 kg dry, with 93 horsepower at 5020 rpm and 155 Nm of torque at 3000 rpm on tap, there’s no need to ‘ride around’ a huge rear tyre, compensate for weird geometry or poor clearances.

This one is a tight-handling machine that’s as at home on a twisty road as it is on a leisurely bar cruise.

It’s not perfect, but it’s a real beauty — and that’s no bull.

Things I Liked

Handling
Looks
Comfort

Things I Didn’t

Instruments
Exhaust
Mirrors

Things I’d Change

Fit a Stage One kit
Wider mirror stalks
Add a tail tidy
Black derby cover

Harley-Davidson FXFBS Fat Bob 114

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Performance

Power93 hp / 69 kW at 5020 rpm

Torque155 Nm at 3500 rpm

TransmissionSix-speed

Primary driveChain

Final driveBelt

Lean angle31 / 32 degrees

Engine

TypeMilwaukee-Eight 114

Bore102 mm

Stroke114.3 mm

Compression ratio10.5:1

ExhaustTwo-into-two shorty dual; catalyst in muffler

Chassis

SwingarmSoftail

Front suspensionSingle-cartridge 43 mm inverted fork with triple-rate spring

Rear suspensionHidden free-piston coil-over monoshock with hydraulic preload

Rear travel56 mm stroke

Front brakeFour-piston fixed caliper

Rear brakeTwo-piston floating caliper

Dimensions

Length2340 mm

Seat height710 mm

Rake28 degrees

Trail132 mm

Ground clearance120 mm

Wheelbase1615 mm

Fuel capacity13.2 litres

Dry weight296 kg

Boosted Fat Boy

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Boosted Beast

That ’90s brand of awesome.

We posted an invitation on the HEAVY DUTY Facebook page for Brisbane readers to ‘show us their bike’, and Andrew’s 1997 FLSTF Fat Boy immediately warranted a closer look.

Or, more specifically, the supercharger that adorned it.

A few days later we were sitting at Wellington Point and I started asking him about the magnificent, supercharged Fat Boy parked beside us.

“The bike was an import. I bought it from a guy down on the northern side of the Gold Coast who brings in custom bikes. He had quite a number of them. This one caught my eye.

“It’s a ’97 and was a one-owner bike in the US, and I’m the first registered owner in Australia. From what I understand, the original owner had everything done to the bike before it left the dealership.

“It’s got a Harley Stage Three Street Stalker body kit, a 96-cube stroker motor with S&S internals, Keith Black pistons, an oil-pump upgrade and, obviously, the Magna Charger supercharger, with a 44 mm polished-chrome CV carb, a six-speed RevTech gearbox and an Arlen Ness billet swingarm with belt drive.”

In response to my quizzical look, Andrew continued.

“Yes, Dave, the belt deals with it easily, but as far as peak power goes, I don’t really know. I’d say probably around 100 horsepower, but I don’t know for sure.

“Typically, people say 150 is about right for blown setups, but I haven’t dynoed it — and I’m not going to. It doesn’t interest me.

“I’m all about riding it. Power’s just numbers to me.”

Those Wheels

“Okay. Tell me about those wheels?” was my next question.

“They are Carriage Works billet-alloy wheels, pulley and discs. It’s fitted with Performance Machine brakes and Pro-One forward controls.

“It also has polished lower fork legs, with Progressive suspension in the lowered front and rear.

“It’s been fitted with LED lights and braided lines throughout — everything, even fuel and brake lines — and it has chrome hand controls as well.”

What’s It Like to Ride?

“I took it out a couple of weekends ago. I probably did nearly 400 kilometres for the day.

“Surprisingly, it rides and handles really nicely. It’s hard as a rock on the road because of the suspension and seat, but it rides well. It’s definitely not a pig to ride.

“The blower doesn’t make it awkward either. Power delivery is smooth and constant. Once you roll it on, it just keeps on coming.”

“Does it come on with a surge?” I asked.

“No, not really. It pulls right from the bottom. Once you hit the accelerator, it just keeps pulling.

“I’ve had it past 100 miles per hour and it was still going. I’ve ridden plenty of turbo bikes — they lag, then come on hard. This doesn’t do that. It’s very linear.

“Once it starts picking up revs, it just keeps going and doesn’t want to stop.

“It’s also very tractable, with what I describe as broad, friendly power. And it’s really easy to ride around town. I’ll ride it anywhere.”

“That’s the other thing with some boosted bikes — they’ve got a hair trigger,” I noted.

“Yeah. Not this thing,” Andrew replied. “And it’s very reliable. No problems at all.

“I actually took another bike out one weekend recently — a CVO — and had a battery light come on. So I swapped back to this and did another 400 kilometres that day without any issues.”

What Comes Next?

“Are you planning on doing anything else to it?” I asked.

Andrew smiled.

“Little things. I have already changed the lights to LED and upgraded the grips and levers, and swapped some of the nuts and bolts for chrome.

“I might change the exhaust at some stage. I’m not particularly happy with the look of the current one, even though it works well.

“And possibly the bars. I actually like what’s on it now, but I’ve picked up a set of earlier-style bars with about a one-inch rise — more of that old-school look — but we’ll see.

“That’s about it, really.”

Pointing to the bike, he added, “That’s the original paintwork from 1997 and it’s still in good nick. There are a couple of small scuff marks, but that’s the quality of the original paint.

“Interestingly, the Stage Three Street Stalker kits only came out in the burgundy colour.”

With that, we headed out for a photo shoot, and I got to listen to how good it sounds — and see how good it looks on the road.

Andrew also has an impressive collection of Springers.

“They are my real passion,” he said, so keep an eye out for that sort of attention to detail in an upcoming edition.

Andrew Rauchle’s 1997 Harley-Davidson FLSTF Fat Boy

General

OwnerAndrew Rauchle

Model1997 FLSTF Fat Boy

BodyworkHarley Stage Three Street Stalker kit

Estimated power100+ hp

Maximum revs6800 rpm

PaintOriginal 1997 Harley Stage Three Street Stalker finish

Engine

TypeEvolution 96-cube stroker

InternalsS&S components and Keith Black pistons

HeadsWorked

Oil pumpS&S

InductionMagna Charger supercharger

Carburettor44 mm polished-chrome CV

Air cleanerK&N element

IgnitionDyna 2000

ExhaustTwo-inch drag pipes

TransmissionRevTech six-speed

Frame, Suspension & Wheels

FrameHarley Fat Boy / Softail

Front suspensionLowered Progressive

Rear suspensionLowered Progressive

SwingarmArlen Ness Tech Series billet chrome

Front rim16 x 3-inch Carriage Works Cyclone billet

Rear rim16 x 3-inch Carriage Works Cyclone billet

TyresMichelin Commander MT90B16

BrakesCarriage Works Cyclone chrome discs

CalipersPerformance Machine billet four-piston

Controls & Finish

Bars1.25-inch Western bars on one-inch risers

GripsHarley chrome Narrow Band billet

SeatStreet Stalker

LeversHarley chrome

Master cylinderHarley chrome

Forward controlsPro-One billet chrome

PegsKuryakyn Iso

IndicatorsMini LED

HeadlightLED Daymaker

Tail lightMini billet-alloy tombstone LED

LinesBraided throughout

Harley Breakout

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Trending Now

Harley’s Breakout stays on course.

Around HEAVY DUTY’S virtual editorial desk we have had some differing opinions regarding the Breakout. Or, to be more precise, ‘when’ the Breakout.

Operatives in Adelaide, Melbourne and Brisbane all have hotlines to the Publisher’s Sydney command centre, and there’s occasionally a debate on the relative merits of various machines.

What we do agree on is that the 2023 incarnation is a lot different to the original Twin Cam units that bore the Breakout name.

Mind you, I liked that bike too. Whereas Mick, well … not so much.

Back then, the CVO Pro model was good fun and great looking, with all the ‘fruit’. But compared to 2023, it was a straight-out muscle cruiser. Power — meet ground and keep to the straights.

Its 240-section rear end could sometimes have a mind of its own, particularly on less-than-perfect surfaces — like all of the muscle cruisers I had tested up to that point. Handling-wise, they carried the burden of dealing with the huge rear tyre.

Then, with the Milwaukee-Eight engine and the new Softail chassis, the game changed, and this is also the nub of our differing opinions.

I think the 2023 unit doesn’t handle that much differently from the unit I tested in 2021. Maybe it’s a bit tighter overall, but I found the previous model quite amenable, whereas Mick’s evaluation from attending the regional launch was that the 2023 unit heralds a new age for the Breakout.

The best explanation we can come up with comes down to the ergonomics. The bars on the latest incarnation sit on taller risers and maybe it’s the ‘levers’ that make the difference, plus the fact that I’m a fair bit taller than the Boss.

The Other Differences

My pal Chris has a nicely sorted 2020 model, so we went for a short ride and put the two side-by-side to compare.

The most obvious differences were the wheels, the tank, the risers, the Heavy Breather and the chrome.

The 26-spoke cast-aluminium wheels are beautiful. They are two-sided, with alternate spokes blacked out or polished, and they set the line of the new model off to a tee.

The risers add a degree of comfort and, as speculated, they possibly improve its manners.

It has a new Heavy Breather intake hanging off the side of the upgraded 117-cube engine, previously 114-cube. The combination of bigger engine and better breathing has changed the cruising characteristics of the bike too.

It taps out harder and longer — and the motor feels very strong when you give it a handful.

Conversely, it is less inclined to chug along at 60 km/h in top gear than its predecessors. The trade-off is that it tends to need a gear or two lower at moderate or city speeds.

More Same, but Different

The abundance of chrome finishes works well for its pure-cruiser appeal and Harley says the seat has been reshaped to accommodate the bigger tank, but it’s not immediately obvious, which is the same for the rest of the bike.

The instruments are still nicely integrated into the risers and the wide, curved bars, like the saddle, are very comfortable. So too are the forward controls.

The 18.9-litre fuel tank, up from 13.2 litres, however, is a welcome addition. It adds around 100 kilometres to the comfortable touring range.

To that end, I did a very enjoyable 330-kilometre ride with the trip computer telling me I still had around 111 kilometres in reserve when I got back to base.

Great Days in the Saddle

After the big ride I sat down at my desk to peck out some thoughts on the outing and the bike. The first thing I did was open the thesaurus and look up ‘Nirvana’.

I knew that one of the definitions is ‘an idyllic state or place’, but I was looking for something a little less pretentious, or clichéd — or accurate — to describe some of the feelings I experienced.

From a short list that included “the promised land; bliss, blessedness, ecstasy, joy, peace, serenity, tranquillity”, it was ‘joy’ and ‘serenity’ that best hit the target.

To anyone who isn’t a motorcycle tragic, ‘serenity’ may be unfathomable.

There’s a scene in the classic Australian film The Castle where the family are aboard a small boat with an outboard motor roaring loudly as they cross the lake to go fishing, and Darryl exclaims above the din, “How’s the serenity!”

Maybe I’m reading more into that scene than the comedic intent, but there were several times on the ride where it was entirely relatable.

As we traversed the Numinbah Valley, winding our way north amongst the time-ravaged ramparts of the long-dormant volcano that forms the Scenic Rim region, I definitely started ‘zoning’.

The lush, green landscape was beautiful, the Breakout was purring sure-footedly, with great power and intent beneath me.

I’d just enjoyed a nice meal in the company of good friends, one of whom I’ve known since childhood, another for pretty much all of my adult life, and several others met latterly, but with a common interest and joy of two-wheeled camaraderie.

We were 200-plus kilometres into the ride, and I’d become extremely comfortable with the Breakout. Not just on it — but with it. This is a very easy bike to enjoy.

I’ve tried to describe it before, but I find there’s occasionally a point on a ride where it feels like I’ve become one with the machine.

It’s something I’ve never experienced in a car, but on a bike … man and machine move in true concert — and it’s a wonderful feeling.

I had a select playlist featuring New Order, Chris Rea and Dr Feelgood cranked right up through my Forcite helmet. It was sunny and just the right temperature for wearing leather, with virtually no wind, and it was simply … glorious.

It was plenty fast enough, and that’s an oft-misunderstood part of riding a Breakout — it’s rewarding, enjoyable and fun, without the need for light speed, yet can still be exhilarating.

And while potential danger lurks around every corner or crest, at the same time you are completely attuned, aware, in concert, relaxed, ready, peaceful, focused and … “How’s the serenity.”

The 330 kilometres started in Brisbane and headed down the M1 to meet up with the crew near Reedy Creek on the Gold Coast.

On this leg I really appreciated that the Breakout now comes standard with cruise control.

There were three speed cameras on the way, and being able to relax without keeping one eye constantly on the speedometer is very handy.

I also found the bike’s ergonomics very comfortable at freeway speed. The combination of forward controls, bars and taller risers gave a position that allows me to lean into the wind comfortably. No screen necessary.

Bumps and Grind

I found the Breakout’s short-travel suspension was surprisingly good at soaking up bigger hits — much better than I expected over decent bumps.

Where it could do with longer travel and better damping is when dealing with surfaces that have undulations and bumps that are close together — like on the lumpy concrete sections of the M1 around Coomera.

That rapid-fire combination can make the ride feel quite rough. Conversely, on country back roads it dealt with things quite admirably.

I had the easily adjusted rear preload set to the softest setting and didn’t bottom it out at all. I did dial it up on previous rides and found it quite harsh, though.

To the Hills

After our Reedy Creek hook-up we headed over Tomewin Mountain. It’s a nice twisty crossing, but the roads were quite wet from overnight rain, so I was cautious.

Even so, the handling was so much better than the 240-section rear ends of old, and it was a quite relaxed run.

Across the cane fields to Murwillumbah the roads dried out and I got a clear run over the Burringbar Range.

That crossing to our first coffee stop at Mooball is Harley heaven. Fast, sweeping, well-made, smooth surfaces — and the Breakout was a delight. The 117-cube motor is smooth, strong and its long legs are an open-road gem.

From Mooball we doubled back to Chillingham and then on to lunch at Tyalgum. The pub is under new management and it’s a worthwhile destination for a feed now.

After lunch it was back through Numinbah and, as the Gold Coast locals peeled off at their respective turn-offs, I made my way back to the M1 and Brisbane base.

The day was superb, the company, choice and the bike an absolute delight. Quite serene, in fact.

Conclusion

The latest incarnation of the Breakout has added some welcome touches: better range, more comfort and great looks.

It has been a mainstay of Harley sales for some time now. The 2023 improvements should see a continuation of that trend.

What I Like

Comfort
Looks
Those wheels
Feel-good factor

What I Don’t Like

Pillion accommodation
Rear suspension travel

What I’d Change

Add a backrest
Longer-travel rear shock
Slightly wider mirrors

BMW Rocktane

Video

A New Idiom

BMW leans American.

“Straßenkönig.” That’s how my high school German would translate ‘Road King’.

Apt because with the new Rocktane model, BMW have attempted to translate their R18 series motorcycles into an American idiom – and have done a good job of it.

Our Paul Bailey compiled the Australian launch report, Mick dragged himself away from Project Packhorse and the Dyna Super Glide build for long enough to put together a quick spin in HEAVY DUTY Issue #192, and now the task of a compiling a full review has fallen north of the border.

Happy Dave

And I couldn’t be happier about it, because just like the R18 Standard and Classic models I previously tested for this masthead, I really, really enjoy riding this motorcycle.

“It just shows that we’re all different – and that’s a good thing.” Mick said, because frankly, he doesn’t share my enthusiasm.

But I see the Rocktane as refreshingly different.

It’s quirky, and it has an occasionally weird mix of old-school, big-bore, back-to-basics charm – with a dash of sometimes incongruous modern tech thrown in.

European thinking

For example, it has a detailed trip and efficient fuel consumption computers, tyre pressure sensors, hill hold, slipper clutch and advanced ABS, and a raft of modern niceties – but no fuel gauge or warning light, just a reverse countdown display when hitting reserve.

It shows a fuel pump icon and starts measuring the distance from the time it hits reserve with no way of telling how much of the allocated 4 litres is left – or how far till it’s completely dry - without an approximate calculation from the litres per 100km readout.

I guess owners will only need to find out once. I was hitting reserve around the 240km mark, depending on conditions and right wrist work.

Foot room under those big pots for my size 14s is minimal too – it’s viable, as long as I don’t wear heavy work boots. If I keep my summer cruiser boots on, it’s all good. I could get very comfortable by hanging my feet partly off the end of the footboards when cruising.

But the nub is that the very impressive-looking motor sings to me. Loudly.

“That’s the biggest bike motor I’ve ever seen!” Exclaimed the bloke who was watching our photo shoot with Roothy. We all know it isn’t – but it gives that impression, particularly from the riders perch and it made me feel good just looking down at it.

The 1802cc horizontally opposed boxer twin is an air and oil cooled four-stroke two chain-driven camshafts above the crank shaft.

It produces 91hp @ 4700rpm and 158nm @ 3000rpm. Which are similar numbers to a 114-cube Road King. (1868cc - 93hp and 158nm.)

It features fly-by-wire EFI with three riding modes: Rock, Roll and Rain, with the throttle responses moderated accordingly.

Spaß - German for fun

I pretty much left it in Rock mode and had a ball.

The way it gives a healthy shake when you boot it up made me laugh out loud, a portent of things to come and I really enjoyed the note from the 2-1-2 dual exhaust with tapered mufflers.

The 6-speed gearbox changed well, although I did miss a few 1st to 2nd upshifts due to the foot position. Current thinking around the HEAVY DUTY Editorial desk is that if it was ours, some modifications to the lever would be in order. Mick would shorten it. I’d put a longer peg on it.

The exposed shaft drive is great. It looks good and has no lash, no slop – just a nice feel to it, and that applies right through the drive train.

Simple

Same for its naked, chin in the wind outward simplicity. It’s a motorcycle that feels more like you are sitting on it – than in it.

That feeling is enhanced by the headlight mounted instrument panel and mini ape hanger handlebars.

There’s nothing between you and the breeze, (my preference).

The instruments are a mixed bag. The analogue Speedometer is clear and legible at all times. The LCD display, not so much. It can display a raft of information, tacho, tyre pressures and much more all selectable from the Menu button on the left-hand switch block. But in bright sunlight I had to shade it with my hand or lean forward to read it. Cloudy days and low light it’s all-good, and I mainly left it to show the digital tachometer.

Lumpy - and not just the camshaft

With its 1720mm wheelbase it’s a large, low motorcycle. It tips the scales at 374kg ready to ride (The Road King is 366kg) but there are times when low speed manoeuvring it feels every bit of it. It can be a lump.

I didn’t engage the reversing function during the test, but if you do mess up and park it downhill, it does have a reverse option that runs off the starter motor.

That said, its bulk disappears once moving and it feels nicely balanced. It handles well and is very stable with 49mm forks and pre-load adjustable central rear spring strut, although the cornering clearances are about average for a footboard-equipped cruiser.

The brakes are good with fully integral ABS and pull it up very nicely.

It’s no canyon carver, but it is still nice to flick around, and I found it very rewarding to tip in, within its limits. BMW calls it ‘relaxed touring’ – and it fits.

It has all the nice touches I’ve come to expect from a modern BMW – efficient switchgear, including the cruise control buttons, self-cancelling indicators, excellent headlight and LED lighting, good mirrors, and premium fit and finish. I loved the paint and overall blacked-out presentation.

The stylish panniers are smaller internally than Harley’s, but were very handy nonetheless, and easily lockable.

Conclusions

Overall, I really liked the R18 Rocktane (Did I already say that!). It pleased me in lots of ways, and I found it’s a big bike that’s very comfortable (once I got the foot overhanging the boards thing.)

I didn’t get any excess heat or discomfort from the engine, I enjoyed the ergos, found the saddle all-day good and spent a lot of time riding it, just for the ride’s sake. And I enjoyed looking at it.

Relaxed touring indeed.

Prompted by the ‘Berlin Built’ badges that it proudly sports in several locations, I think it’s very good… or should I say, “Zehr gut!”

Things I Liked

The engine
The style
The comfort

Things I Didn’t

The gear shifter
The digital instrument display

Things I’d Change

Add a pillion backrest
Not much else — good to go

BMW R 18 Rocktane

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Performance

Power67 kW / 91 hp at 4750 rpm

Torque158 Nm at 3000 rpm

TransmissionClaw-shifted six-speed gearbox with separate transmission housing

Primary driveCardan

Rear driveExposed shaft

ClutchSingle-disc dry clutch

Engine

TypeAir/oil-cooled twin-cylinder four-stroke boxer

Capacity1802 cc

Bore107.1 mm

Stroke100 mm

Compression ratio9.6:1

ExhaustTwo-into-one-into-two black chrome

Frame

FrameDouble-loop steel frame with bolted beams

SwingarmSteel twin-sided swingarm

Front suspension49 mm telescopic fork / 120 mm travel

Rear suspensionCentral spring strut / 90 mm travel

Front brakesTwin 300 mm rotors / four-piston fixed calipers

Rear brakeSingle 300 mm rotor / four-piston fixed caliper

Tyres120/70 B21 front / 180/55 B18 rear

Other

Length2615 mm

Wheelbase1720 mm

Seat height720 mm

Steering-head angle55.3°

Trail185 mm

Fuel capacity16 litres

Wet weight374 kg

Front rim3.50 x 21-inch

Rear rim5.50 x 18-inch