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At 1,802 cc, the R 18’s engine rivals that of a compact sedan. Its cylinders are roughly the diameter and length of toilet paper roll. If you thought the 245-pound, 1.8-liter monstrosity was large enough, BMW’s new R 20 Concept is here to tell you, “You’re wrong.”
The Bavarians bill their latest design exercise as a “big boxer roadster” for several reasons. First and foremost, it packs the same oil-and-air-cooled flat twin found in the R 18 cruiser. Except this time, the massive mill is even massive-er, at 2,000 cc. BMW doesn’t specify whether the 200 cc displacement bump is due to a larger bore, stroke, or a combination of both. It does, however, humble-brag about the powerplant’s new oil cooler, cylinder head covers, and belt cover. Talk about flexing the wrong muscles.
To support the beefier boxer, BMW engineers bent chrome-molybdenum steel tubes into a double-loop frame. That robust structure attaches to a hybrid swingarm composed of an aluminum Paralever upper strut and a lower steel unit. Between those two elements rotates an exposed driveshaft, a design feature that’s now synonymous with the R 18 family.
Completing the R 20’s sporty stance is a 17-inch disc wheel at the rear and a 17-inch wire-spoked front wheel. The latter comes shod in a 120/70 tire, while the former’s 200/55 rubber suits the concept’s portly proportions. Although the R 20 flaunts Öhlins Blackline suspension, its 27.5-degree rake and 1,550 mm (61-inch) wheelbase may temper its corner-carving abilities. It shouldn’t have any problems stopping, though, with dual six-piston ISR calipers up front and a four-pot binder out back. Anchors aweigh, matey.
A concept bike just isn’t a concept bike without some show-stealing detail and the R 20’s halo-style LED headlight fits the description. (Well, the hot-pink gas tank and 2.0-liter boxer do, too, for that matter.) Comprised of a daytime running light cradled within a 3D-printed aluminum ring and a main headlight that seemingly floats within that circle, the entire assembly is a taste of the digital and analog age. It's both retro and right now.
What’s important to remember about the R 20 is that it’s a design exercise. As such, BMW hasn’t confirmed whether a production model will follow in its wake. That doesn’t mean the German marque isn’t testing the waters with the attention-grabbing build.
History repeating itself?
BMW originally introduced the R 18 as a concept bike in May 2019. Less than one year later, the Munich-made cruiser shipped to dealerships worldwide. That fast timeline was primarily fueled by the public’s positive response to the Concept R 18, much of which wore off by the time the homologated R 18 rolled into showrooms. The R 20 faces similar prospects.
Odds are, a production model R 20 wouldn’t feature the concept’s floating saddle (especially with its integrated taillights), six-piston brake calipers, or rear disc wheel. It certainly wouldn’t sport megaphone tailpipes. Not without a massive catalytic converter, at least. The 2,000 cc boxer, halo headlight, and Paralever swingarm all fall within the realm of possibility, but such premium preparations also come with a premium price tag.
It all begs the question: why build up a concept bike if the production model falls short of the original idea? There’s a chasm between thinking a model is cool and thinking it’s cool enough to purchase. For many customers, that’s a chasm that the R 18 couldn’t bridge.
Will it be the same story for the R 20? Can a flashy concept generate enough interest to force BMW’s hand? Can social media posts by BMW Motorrad CEO Markus Flasch really move the needle? The real question: Is anyone really asking for one? (And by “asking,” I mean willing to buy one.) After all, that’s the one question that wasn’t clear with the R 18.
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