BMW R 12 (2024 – ) review

It’s fair to say the new R 12 has snuck in under the radar in BMW’s 2024 line-up. While the all-new R1300 GS stole the headlines and the overhauled R 12 NineT retro roadster won many hearts this supposedly cruiser version of the latter largely arrived unnoticed. Which is probably part of the reason why it impresses so much. The R 12 NineT on which it is based is a replacement for the previous R NineT, originally launched 10 years ago to celebrate 90 years of BMW. The new NineT platform gets a new, simpler frame, updated 109 horsepower engine to get through the latest Euro5+ regs and revised styling with a taller, shorter tank inspired by the 1970s R90S. This R 12 is based on that bike but with a detuned (and potentially A2 licence compliant) engine, cruiser style 19-inch/16-inch wheels, single-seat configuration, shorter travel suspension and more laid back riding position thanks to higher bars and more forward positioned pegs. In truth it still comes over as more roadster than cruiser, but it performs well, is very customisable and, tellingly, is almost £2,500 cheaper than the NineT.

As above, the different wheels, bars and peg position offer a more cruiser-like position than the regular NineT roadster … but not by much. And, on the whole, that’s a good thing. The prominent cylinders of BMW’s signature boxer twin engine layout precludes cruiser style forward pegs, after all. Instead, the R 12 is best considered a slightly more laid-back roadster, and as such is easy to get on with thanks to a low seat and natural riding position that’s fun both around town and through the twisties. There’s nothing by way of weather protection and the standard single seat rules out passengers but, on the upside, it’s been conceived to be customisable, so pillion seats, screens and a myriad of cosmetic add-ons are available as extras.

You’d be right for assuming a premium BMW, and a cruiser one at that, might not be the most practical and versatile of machines but the new R 12 defies that preconception. The more roadster-like configuration makes it a good general-purpose motorcycle, easy to get on with, manageable and both great around town and for Sunday rides. The usual array of official accessories means touring screens, luggage, heated grips, pillion seats and more are available (albeit at an extra cost) while, on top of all that, the R 12’s temptingly affordable base price means it’s not quite as precious as it might otherwise be. We can easily see one of these giving great service as both a commuter-cum-city bike and as a stylish weekend toy.

Probably the area where the R 12 impresses most of all – not least because it’s supposedly a cruiser. The reworked R 12 engine has already proven flexible and fun in R 12 NineT guise and it’s arguably even better still in this slightly detuned form. Yes, peak power is down to 95 horsepower but this means it can be restricted to run in 47 horsepower A2 configuration if required, opening it up to a new and younger audience. In ‘full fat’ trim there’s meanwhile bags of lively acceleration, the boxer twin picking up from virtually nothing and blessed with a characterful and fruity sounding vibe. On top of that, there are the slightly cringey ‘Rock’ and ‘Roll’ riding modes as seen on the R 18, with ‘Eco’ as an optional extra. For a so-called cruiser it’s a brilliant performer. The R 12’s brakes are arguably better still – in fact almost too much. The twin front disc and BMW branded (but Brembo supplied) radial four-piston calipers are identical to those on the sister R 12 NineT and, because of that, have the bite to rein in a performance roadster or super naked. We’d almost be inclined to say they’re a tad too powerful, but the finesse and feel to the lever means you quickly get used to them.

Here, too, the R 12 shows its R 12 NineT roots. Although the R 12 has more basic suspension it still has pretty good kit. You still get 45mm inverted forks up front, albeit non-adjustable in this case and with 30mm less travel. Similarly, the single monoshock at the rear is now only preload adjustable and, again, reduced from the NineT’s 120mm travel to just 90mm. On the whole, and given the context, you’ll have no complaints. The ride is controlled and sufficiently plush, though the odd British pothole will highlight the limited travel and thump through your spine. Otherwise, the handling is beautifully neutral and nimble, though. On fast A-roads it’s a delight and you only start to feel the limitations of the slightly soft rear end when pushing hard on B-roads at a pace most cruiser bikes wouldn’t usually encourage. We’d wager winding on a bit more preload would help address this, too.

Large capacity BMWs are rarely the most affordable of motorcycles to run but its big boxer twins are significantly better than, say, its K1600 sixes or S1000 fours. On top of that the new R 12 is priced pretty keenly in base trim and, being the least powerful of its boxer line up and also fairly light is the least demanding in terms of its hunger for consumables such as tyres and brake pads. Being a BMW means the R 12 is also shaft drive, so there’s no need to ever replace (or maintain) a conventional chain.

The R 12 is a new model, with a new version of an engine so, naturally, it’s difficult to be entirely certain about reliability. That said, it’s also a BMW which has a far better record than most when it comes to durability and the engine is an updated version of an updated version of an engine which dates all the way back to the HP2 Sport of 2008, so it’s about as proven and refined as you can get. In this detuned form it’s also the least stressed version of BMW’s big boxer twin, so we’ve very few causes for concern.

BMW is currently one of the few motorcycle manufacturers to offer its bikes with an extended three-year, unlimited mileage warranty covering all parts and labour. Less positively, and likely because it’s a new model, the R 12 and R12 Nine T also have relatively short 6,000-mile (10,000km) service intervals, although, being air-and-oil cooled and exposed, the R 12 should be relatively easy to work on.

This really is a case of how much – or little – you want. As with all BMWs, the standard R 12 is fairly basic, the corporate philosophy being you then pay for whatever spec or equipment you want on top. So, in basic (but affordable) trim it comes in plain black paint with a solo seat, no screen and fairly basic round instrument with built in LCD digital display. You do also get two riding modes, keyless ignition and LED lights as standard, but that’s about your lot. Thing is, being a bare bones cruiser, that minimalism actually suits it, and it wants for nothing more. But if you do there are extras including additional riding modes, wire wheels, a slimline TFT dash with built-in Bluetooth connectivity, heated grips, cornering lights and a whole raft of Option 719 cosmetic goodies. Our test bike featured most of these but bumped the price to over £16K. We’d be happy with the temptingly cheap base version, perhaps with heated grips.

There are a lot of reasons why the R 12 might appeal, making the fact it’s slipped into the range almost unnoticed all the more surprising. If you fancy boxer roadster style, it’s the cheapest BMW currently offers. It’s also the only one currently restrictable into A2 form. If you fancy a flavour of cruiser style, are a BMW fan and want a bike to accessorise, it’s again the obvious choice. For our money though – and ‘money’ is the key word there – the R 12 is also a damn good boxer roadster in its own right, has a lovely engine, most of the appeal of the equally brilliant R 12 NineT yet is available for almost £2,500 less. Just don’t go mad with the accessory catalogue!