At the scenic Villa d’Este by Lake Como, BMW Motorrad unfurled the BMW R20 concept. 

The BMW R20 concept is unique in that the Big Boxer engine takes a central, almost sculptural role in its design. Markus Flasch, Head of BMW Motorrad, calls it a “mechanical masterpiece,” emphasising that it’s distinctly BMW in spirit and execution.

With an aura of what might be called ‘casual gentility’, the R20 encapsulates the essence of BMW Motorrad: a blend of traditional aesthetics and exhilarating mechanics. Its tank complements the minimalist yet powerful design of the rear, highlighting the bike’s muscular stance.

The framework of the R20 is a newly crafted chrome-molybdenum steel, creating a robust yet sleek double-loop main frame that enhances its road presence. Its wheels sport a black spoke design, with substantial tyres that promise solid grip and responsive handling.

In terms of performance, the proven BMW Paralever technology has been adapted into a new two-arm version, ensuring that all that power from the Big Boxer engine is seamlessly transferred to the road with grace and stability. Attention to detail is meticulous, from the radially mounted ISR brake callipers to the finely milled aluminium rear axle carriers.

The design extends to the ergonomic and aesthetic details, like the integrated taillight in the Alcantara and leather-upholstered single seat, and a modern LED headlight that seems to float within its 3D-printed aluminium ring.

Alexander Buckan, Head of Design at BMW Motorrad, sees the R20 concept as a bold reimagining of BMW’s design language, marrying oversized proportions with a minimalist aesthetic to create a bike that is undeniably present and unique.

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The world of automotive journalism can be quite varied and interesting. Imagine riding a petrol-powered 1,802cc 400kg behemoth one day and a cute and nifty-looking 110kg electric motorcycle the next.

Ever since meeting the good folks at Quantum Mobility at National Bikers Weekend Singapore 2023, I’ve been looking forward to this test ride and my first electric motorcycle experience ever.

The Bike

The Quantum G2 is touted as “Singapore’s first mass-market electric motorcycle” but before y’all continue screaming at your screen, let’s call it what it is – a scooter. It’s also similarly easy to ride, and, believe it or not, its looks turn heads!

To begin, simply insert the key, twist the bezel to turn the Quantum G2 on, then pull twice on the right-hand brake lever and you’re ready to roll. There’s even a reverse function to make getting in and out of parking spots that much easier.

The digital instrument display is large and easy to read provided there isn’t strong direct sunlight. There’s also a cubby with a USB port to hold and charge your smartphone, and built-in Bluetooth speakers if you’d like to stream music on the go.

The Ride

On the road, this electric scooter is comfy and easy to ride. The front brakes can come across as grabby at first, but one gets used to it pretty quickly. I’d much rather have strong brakes for emergencies.

Otherwise, riding is quiet and pleasurable. One can slice through slow-moving traffic with ease, and get ahead of everyone else sitting in traffic on four wheels.

With my portly frame pretty much doubling the weight of the bike, acceleration is rather adequate. If you’re built like Sean, things should be more brisk.

Speaking of weight, heavier riders should take into consideration that weight will blunt not only performance but range as well. My test ride covered street-level 60-70km/h zones from Quantum Mobility’s Ayer Rajah office to AutoApp’s Tampines stomping grounds, and via KPE, MCE and AYE back to Ayer Rajah.

The ride started with the swappable twin battery packs at 98% charge. Keeping with the flow of street-level traffic was easy, with the Quantum G2 happily purring along with a simple twist of the wrist.

However, 70km/h zones proved to be more of a challenge, especially uphill sections. Heavier riders may find that speed slowly drops even with the throttle pinned wide open, and should plan ahead to build and carry momentum uphill.

Given how much full throttle I’d used en route to Tampines, arrival was with an indicated 58% state of battery charge. However, by the time the KPE tunnel had been entered, the battery charge had dropped to 48%. This meant sticking to the left lane, engaging cruise control and moseying along at a relaxed 65km/h to conserve battery.

Yep, the Quantum G2 has standard cruise control available to use via a switch, to allow the rider to conserve energy and ride more comfortably. Neat!

This strategy worked well, and I arrived back at Ayer Rajah with 18% battery remaining. Take note though that at lower battery levels, acceleration will be noticeably reduced to protect the battery packs from damage, so plan manoeuvres accordingly.

The G2 Quantum is said to be able to do 80km on a full battery charge. Given the 1,123Wh battery pack and 80% charge used, the test ride consumed a calculated 898.4Wh over 52.6km. This works out to approximately 0.06km/Wh or 1,708Wh/100km, which was slightly off the manufacturer’s claimed 0.07km/Wh or 1,429Wh/100km. Again, this is very likely due to my weight.

The G2 Quantum is also said to top out at 90km/h but the fastest I managed to do in the entire test ride was an indicated 83km/h downhill with a tailwind. Again, this is likely due to my performance-blunting weight.

The Market

Quantum Mobility offers three utility plans for varied use cases in Singapore with the G2 Quantum. Pay-per-use allows much flexibility for short-term mobility needs that require no commitment and would be perfect for short-term expats and those who want to experience electric motorcycling.

One can also choose to lease the scooter from a minimum of three months to a five-year lease-to-own program, ideal for longer-term expats and office workers who wish to either have their own pair of wheels or switch to full-electric.

Finally, there’s a full subscription package with an all-inclusive rate that covers islandwide parking and charging for the more committed EV aficionado on two wheels.

In terms of current use cases, I’d say the Quantum G2 presents a very credible solution for those whose offices are relatively close to home, within a 5-7km radius. Can the Quantum G2 do longer trips such as from Tampines to Ayer Rajah? Yes, but with the proviso that charging is available in at least one end if not both, and if rush-hour commuting is one’s priority, for this electric scooter is perfect for lane-filtering through traffic jams.

When battery pack swaps become more commonplace, this will make the Quantum G2 that much more flexible. No more having to wait around for batteries to charge; instead, simply swap and go. This is something that Quantum Mobility is working towards and we hope to see this happen as soon as possible.

There’s so much to like here, and despite my gravity-enhanced frame-blunting performance and range, the G2 Quantum is a solid step in the right direction for motoring in a cityscape environment like Singapore. That’s why it’s such a likeable urban hero.

Now, all that’s left is for you to take a test ride, which is by appointment only. Contact details in the link below.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

G2 Quantum Electric Motorcycle
Motor:  Mid-drive DC centre motor
Power: 3,000W (max. 5,000W)
Battery: Lithium 43.2V 26AH (1,123.2Wh), swappable
Charger: Type-2 fast charging
Charge Time: approx. 90 minutes (10-80%) and 2.5 hours to full (claimed)
Range: 80km (claimed)
Top Speed: 93km/h (claimed)
Kerb Weight: 110kg
Length: 1,850mm
Width: 685mm
Height: 1,080mm
Contact: Quantum Mobility Singapore

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Coming away from my first cruiser experience recently, I was keen to have a go at BMW Motorrad’s offering. The time came to meet the bike, and my initial internal reaction was, “ohhhh…. s**t…” Then the sweats started.

Although having been informed ahead of time that the R 18 B would be the bike on media loan, somehow my sodden brain processed it as the R 18 instead.

After a thorough briefing on the cruiser’s myriad functions, I rode away slowly and apprehensively. But all it took was a mere 100-150 metres for my tune to change to, “hey, this isn’t too bad at all!”

The R 18 B comes from BMW Motorrad’s heritage series of bikes, and can trace its roots to the 1936 BMW R 5. ‘B’ stands for ‘Bagger’, which means this cruiser goes up against the likes of the Harley-Davidson Street Glide.

Does this German have what it takes to win someone over? Yes, oh yes it does.

But first, the mechanical bits…

Make no mistake, this is a big bike.

B-I-G-G.

Weighing in at just 2 kilos under 400kg, this is an imposing-looking cruiser. Sitting here in Racingblue Metallic hue, it gets noticed in a big way, and other motorists give you a wide berth when you’re out and about cruising. Not to mention all the gawking and staring from them.

Powering this behemoth is an air and oil cooled 1,802cc boxer-twin that BMW Motorrad has chosen to label “1800cc.” The engine sits low, causing the centre of gravity to be lowered. That’s a good thing because of all the additional weight up top from the cowling, windshield, and what they hold within.

Furthermore, with each cylinder head right out there in the open air, this engine has the advantage of running cooler than a V-twin, which has the entire engine ensconced within the frame with one cylinder head sitting behind another, causing that one to run hotter.

With 91hp and 158Nm of torque, this burbling beast is a torque monster, and it’s very easy to short-shift, pick up pace and ride smoothly.

Said short-shifting comes courtesy of a six-speed manual gearbox. This bike needs its rider to heel-and-toe. Heel to shift up, and toe to shift down.

Combined with the floor board, this task becomes muscle memory very quickly and I found it to be the superior way to upshift as opposed to kicking up.

Drive is sent to the rear wheel via a driveshaft. No external chain or belt, just a shaft that runs rearward on the right side that’s tucked away neatly behind the exhaust pipe.

Speaking of wheel, it’s interesting how the R 18 B has a 120/70 R19 radial tyre up front but a 180/65 B16 blackwall item at the rear – the latter probably in a nod to its heritage.

Twin 300mm discs at the fore are clamped by two 4-piston calipers up while a single 300mm disc clamped by a single 4-pot caliper at the aft take care of slowing and stopping duties, aided by BMW Motorrad Integral ABS.

Now with the mechy bits done…

…let’s look at the techy stuff .

Y’know, I’ve always wondered… Since Apple CarPlay and Android Auto require the use of touchscreens, and given that there are so many tech geniuses in this world, couldn’t they make something more bare-bones that would use toggle switches and thumb-controls to operate?

In other words, Apple BikePlay and Android Moto. For if they did, the R 18 B would be a perfect candidate for these smartphone integrations.

Not to worry though, for there is the BMW Motorrad Connectivity app to mirror navigation data, telephony and music on screen, controlled by a rubberized thumb-wheel on the left hand grip.

One can also choose to connect their helmet’s Bluetooth communicator to the bike and pass audio and telephony through to the helmet.

There’s even a smartphone holder built into the tank where one can safely store their mobile device away from the elements.

However, if one chooses to “share their music” with everyone else, one can do so through the built-in Marshal Gold Series Stage 1 audio system with four speakers and a 180-watt booster.

I didn’t try this on my ride though, preferring to stream music directly to my helmet’s Bluetooth communicator system instead.

The R 18 B has a keyless start system. Once at the bike, press the button marked with the power logo to unlock, and the electronics spring into life.

Then it’s a simple matter of engaging the starter via the kill switch, and the boxer twin shudders into life with a throb.

Be warned though, for if the throttle is snapped open to rev the bike at a standstill, the boxer engine will strongly torque the bike leftwards. You’d better have a good grip on the handlebar and both feet on the ground before doing that.

There’s also a nifty way to throw the bike in “reverse gear.” On the left and near the gear shifter is a separate chrome lever. With the gearbox in neutral and the engine running, push this lever down, then depress and hold the starter switch.

The bike will start moving backwards, and this is a Godsend in inclined and/or tighter parking spaces where manual pushing would be a strain.

However, the R 18 B is a heritage-series bike after all, and needs touches that speak to that heritage.

Helping out with the Bagger bit are two 27-litre cases, one on either side, that can be suitably packed for an overseas road trip.

Then there are the gauge pods that house various classic-looking dials with BMW fonts, including a Rolls-Royce-esque “Power Reserve” gauge.

It’s not the destination, it’s the journey

Now that we’re familiar with this cruiser, let’s hit the road. Or should I say highway.

It’s not that the R 18 B can’t handle street riding. It can. However, it’s size and weight means that you’ll always be rather wary as to where you ride. Not to mention a pretty physically-taxing experience.

Forget tighter basement carparks. This cruiser can barely park in a standard HDB motorcycle parking spot. Its sidestand WILL overhang the spot even if the bike itself is offset to the right. As I write this article, the R 18 B is currently sitting in the outer-most motorcycle spot with the sidestand sitting on the speed hump to its left.

Here, have a look:

Therefore, the R 18 B is at its happiest out on the highway and loping along, and streets are but a necessary evil to get there. This is where this cruiser absolutely shines.

The test ride began around 2PM. Having previously learned a valuable lesson about NOT doing late afternoon rides during weekdays, this ride proved to be a pleasure.

Three riding modes are available, namely Rock, Roll and Rain. Rain, as the name suggests, blunts throttle response for slippery situations. Rock sharpens it up for more immediacy. Roll is the middle-ground, and for my riding style, the more relaxed option.

With Roll selected, hitting the highway and getting up to speed on the right lane was a cinch. Simply short-shift into sixth gear, keeping the revs around 2,000rpm and this cruiser literally cruises along while burbling boxer beats out of its twin tailpipes.

Then engage adaptive cruise control and relax the right wrist as the bike takes care of business. It kept a comfortable following distance with the vehicle in front and never braked or accelerated abruptly. Not only that, but other motorists gave the R 18 B a wide berth as it cruised along.

No challenges, no tailgating, just space fore and aft for this Bagger to make good progress.

Then it was time to cruise at Malaysian highway speeds.

With ‘Rock’ riding mode selected and a roar from its boxer twin, the R 18 B took off down the highway. It sat rock (see what I did there?) solid at these higher speeds, with the audible rumble combined with pleasing vibrations through the seat a constant reminder that I was indeed riding something special.

However, there was just one fly in the ointment.

The R 18 B needs a taller windscreen, or a wind deflector at minimum. The standard windscreen induced a good amount of vision-blurring buffeting around the top third of my Scorpion EXO-R1 Carbon Air full face helmet. Thankfully, both wind deflector and high windscreen are available from BMW Motorrad as options.

Back to Singapore highway cruising, the R 18 B remained unflappable and serene, loping along at a steady pace. Its suspension soaked up bumps with aplomb and smoothed out rough tarmac with ease.

While returning home, the skies opened up. Though my helmet visor and arms were picking up raindrops, I remained dry from chest down to shins. This, even at a piddling 30km/h. Just goes to show how well the engineers have sculpted that cowl to keep the rider comfortable while cruising come rain or shine.

At the end of the test ride, it did pretty well on the fuel economy side of things too, with 4.72-litres/100km or 21.2km/litre averaged over 166km. BMW Motorrad claims 5.8-litres/100km or 17.2km/litre, and this means 340-400km on a tank of RON95 petrol is doable before hitting reserve.

Frankly, I’ve never felt this excited before to get on a bike and just go for a highway ride while rocking out to my favourite tunes. Moreover, this is a BIGG Bagger! With every passing kilometre, the R 18 B was charming its way into my heart to firmly plant itself there.

If there was a theme song to describe the totality of the R 18 B riding experience described in this article from sweats to sweetness from pick-up to return, this would be it:

The title of this article says “Love At First Ride.” I mean every word of it.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

BMW Motorrad R 18 B
Engine:  1,802cc boxer-twin, air/oil cooled
Transmission: 6-speed manual
Secondary Drive: drive shaft
Power: 91hp @ 4,750rpm
Torque: 158Nm @ 3,000rpm
Top Speed: “over 180km/h” (claimed)
Fuel Economy (combined): 5.8-litres/100km or 17.2km/litre (claimed)
Fuel Tank Capacity: approx. 24 litres, of which approx. 4 litres is reserve
Kerb Weight : 398kg
Length: 2,560mm
Wheelbase: 1,695mm
Width: 970mm
Height: 1,400mm
Unladen Seat Height: 720mm
Price: from $85,800 (with COE, accurate at the time of this article)
Contact: BMW Motorrad Singapore

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Some four decades ago, BMW Motorrad established the touring-enduro segment with the R 80 G/S. Fast forward to today and we find an almost completely new design for the R 1300 GS which shaves 12kg off its predecessor.

The legendary two-cylinder boxer engine is once again found here. At 1,300cc capacity, it produces 145hp at 7,750rpm and 149Nm of torque at 6,500rpm, making this the most powerful BMW boxer engine ever to be produced in series.

The R 1300 GS will also be offered with a newly-calibrated electronic Dynamic Syspension Adjustment (DSA) as a factory option. This DSA goes one step further, combining the dynamic adjustment of the front and rear damping with a corresponding adjustment of the spring rate or “spring stiffness”, depending on the selected riding mode, riding condition and manoeuvres.

The automatic adjustment of the spring rest ensures load compensation, that makes for a more engaging and thrilling ride on all surfaces.

In conjunction with DSA will be offered two more factory options – adaptive vehicle height control and the sports suspension.

With adaptive vehicle height control, the new R 1300 GS offers fully automatic adjustment of the vehicle height depending on the operating condition, thereby ensuring the greatest possible comfort without having to compromise on riding dynamics and banking freedom.

With 20 mm more spring travel at the front and rear and an optional “athletically firm” sports suspension specially developed for the GS, off-road riders can be assured that are well catered for.

As standard, the R 1300 GS comes with four riding modes instead of its predecessor’s three. The “Rain” and “Road” riding modes allow riding characteristics to be adapted to most road conditions. “Eco” riding mode helps eke out maximum range on a single tank of fuel, while the additional “Enduro” mode enables an enhanced riding experience off the beaten track with a specific set-up for off-road use. Riding Modes Pro can be optionally specified to bring additional riding modes to this GS.

Matrix LED headlights consists of two LED units for low and high beam along with four additional LED units for the daytime running light and the side light. State-of-the-art LED light units with newly designed LED turn indicators that are integrated in the hand protectors at the front and function-integrated at the rear, round off the lighting concept of the new R 1300 GS.

Splash out for the optional “Headlight Pro” and the beam of the standard full LED headlamp turns into the bend according to the banking position. In this way, the bend is almost fully illuminated because the light moves to where the motorcycle is heading.

In addition to all this, while the the R 1300 GS comes standard with Dynamic Cruise Control (DCC) with brake function, it can also be optioned with Riding Assistant which brings a slew of electronic rider aids like Active Cruise Control (ACC), Front Collision Warning (FCW) and Lane Change Warning (SWW).

BMW Motorrad Full Integral ABS Pro is fitted as standard equipment, as are Engine Drag Torque Control (MSR), Dynamic Brake Assist (DBC), Hill Start Control (HSC) and Dynamic Traction Control (DTC).

Four colour-scheme variants will also be available – basic, Triple Black, GS Trophy and Option 719 Tramuntana.

As usual, accessories like boxes and panniers will also be available to deck out your GS to carry the necessary barang-barang on adventure rides.

The R 1300 GS is expected to be launched in Singapore some time toward the end of 2023. Local specifications have yet to be confirmed, and we’ll bring you more upon local launch. So… ready to begin your GS adventure yet?

.

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