BMW R12 vs Harley-Davidson Nightster Special | Can BMW's new cruiser out-perform the H-D on UK roads?

BMW can’t stop shooting at the US cruiser heavyweights, Harley and Indian… first with the R18 and now with the new R12. But this time it’s different. Where the R18 was an all-new, air-cooled, boxer take on the US V-twin theme, the R12 (effectively a smaller, entry-level brother to the R18), is a more subtle variation of an existing model. In this case the recently updated R12 nineT.

Different wheels, riding position, a retuned engine, renamed riding modes and more are intended to give the BMW a more cruiser flavour – but is it enough? We pitted it against the definitive American cruiser in this price band, Harley’s Nightster Special, around the MCN250 test route, to find out.

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What is the MCN250?

It’s Britain’s toughest road test route. A fun but punishing mix of A- and B-roads, busy motorway, towns and villages. It’s all Britain’s road types compressed into one route. There are three sections and we combine the two that best test the bike’s character. On average we ride 450 miles per bike, per test.

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Dive into the detail

BMW R12

£11,990

• Engine 1170cc air-cooled DOHC boxer twin
• Power 95 bhp
• Torque 72 lb.ft
• Fuel Capacity 14 litres
• Frame Tubular steel space free
• Suspension F. 45mm USD telescopic forks. R. Monoshock
• Front brake 2x310mm discs with four-piston Brembo monobloc radial calipers. ABS
• Rear Brake 1x265mm disc with two-piston caliper. ABS
• Seat Height 754mm
• Kerb Weight 227kg (kerb)
• Check out MCN’s in-depth expert review of the BMW R12 here
• Also check out MCN’s comparison test of the BMW sister bike, the BMW R12 nineT vs Triumphs Speed Twin 1200

Harley-Davidson Nightster Special

£14,495

• Engine 975cc liquid-cooled 4v V-twin
• Power 89 bhp
• Torque 70 lb.ft
• Fuel Capacity 11.7 litres
• Frame Tubular steel double cradle
• Suspension 41mm RWU telescopic forks. R. Twinshock
• Front brake 1x320mm disc with four-piston caliper. ABS
• Rear Brake 1x320mm disc single piston caliper. Cornering ABS
• Seat Height 715mm
• Kerb Weight 225kg (kerb)
• Check out MCN’s in-depth expert review of the Harley-Davidson Nightster Special here

‘The Nightster is Harley’s best small V-twin’

The R12 is a cruiser version – and a fairly subtle one – of the R12 nineT. That potentially makes it better dynamically than a conventional cruiser but also leaves it vulnerable to criticism around authenticity.

Trouble is, conventional cruisers aren’t what they once were, either. With latest regs forcing the abandonment of air-cooled V-twins and today’s demand for TFT tech, rider modes and more, the result is that even Harley’s entry-level bikes – the new Sportster family – are no longer as authentic as they once were.

The result is that, when seeing these two together for the first time, the likely outcome isn’t as obvious as it might first have seemed. The BMW, moody, slightly laid-back and slathered in extra bling (£3500 worth of it) does pretty much tick the cruiser box.

The Nightster Special, with its homogenous liquid-cooled styling, slightly crude exposed wiring and ‘Made in Thailand’ sticker, doesn’t impress as much as it might.

Until you start to ride it, that is. On board for the first A-road leg to Grantham, there’s no doubting the low-slung, laid-back Nightster is a cruiser and a fairly comfortable, easy-to-ride one at that.

• Related: Complete the look and read our recommendations for best retro motorcycling clothing.

The engine may need more revs than I’d like (although it’s better after switching from Road to Sport); its switchgear may be excessive and its detailing (exposed wires, plasticky panels, overlong bolts) more CFMoto than premium American icon, but it steers sweetly, is reasonably comfy and there’s no ignoring the appeal of cruising with ‘H-D’ on your tank.

But after switching to the BMW in Grantham, it was immediately clear the R12, not just dynamically, but cosmetically (albeit largely due to the added bling) and in terms of quality, is in a different league.

Yes, its fancy TFT dash costs extra, but I’d be more than OK with the standard analogue version. And, yes, the cruise, quickshifter and heated grips cost extra, too (the latter are standard on the Harley), but that’s largely irrelevant. Instead, it’s the BM’s easy ergos, intuitive manageability and handling and, best of all, its engine that impress most.

On paper, the performance of these two look similar. In reality, the bigger, retuned boxer has masses more midrange and instant acceleration whereas the Harley needs to be revved hard. And even then doesn’t sound as good. It never used to be like that.

The BMW came together best around half-way through our initial A-road loop. The Harley had forced the first fuel stop due to its smaller tank; its seat, after an hour or so, was also suggesting a break.

Meanwhile, the BM was majestic through Leicester’s congestion (a result of its more upright riding position and tractable engine) then thrillingly ballistic, due to its extra potency and better suspension and brakes, on the fast A47 to Stamford.

After lunch I swapped back to the Harley, turned onto the B-road route and didn’t have high expectations. But in truth, though probably ridden harder than most Nightsters are ever likely to be, and limited-travel rear shocks and equally limited ground clearance aside, it took it all in its stride.

The Nightster steered sweetly, revved happily, was well balanced and could even take a pillion, which is something even at near-£16 grand, the BM couldn’t do.

Nor was that the only BMW issue. Although brilliant for A-road carving, as the surface deteriorated so did the BM’s lustre. First those fierce front brakes began to come over as too much, too instant, too aggressive for a cruiser.

Then, bumpy surfaces and rapid changes of direction or camber highlighted its rear end’s slightly undersprung, wallowy nature. And, though I’ve little doubt that with more time we’d have been able to adjust it better, it still took a little of the shine off.

• Keep that cruiser looking good. Check out MCN’s round up of best motorcycle cleaning products

Which is best? We’re talking cruisers, so maybe it’s subjective. The Harley remains the iconic example, and the Nightster Special, despite its faults, is its best performing smaller Vee ever. But it’s also a little disappointing and a less authentic cruiser experience than it once was.

The BMW is better still and can be blinged up to match the best from Milwaukee, but it’s not perfect either and high bars, low pegs and, for me, ‘Rock’ and Roll’ riding modes do not a make a cruiser.

Fuel Facts:

How far can you get between fuel stops?

BMW R12

• Miles to empty: 154miles on a 14litre tank
• Average fuel consumption: 50mpg
• From brimmed to reserve light: 115miles

Harley-Davidson Nightster Special

• Miles to empty: 121
• Average fuel consumption: 47mpg
• From brimmed to reserve light: 85miles

Verdict:

‘The world’s changed…’

The point of this test was to find out whether BMW’s new R12 was a credible cruiser and what you get for your money. As it turned out, the cruiser world has changed so ultimately you need to ask yourself ‘How much cruiser do you want?’

On face value, the Harley Nightster Special is the definitive cruiser benchmark – and it performs pretty well. Trouble is, to get to its 89bhp in a Euro-satisfying way, it’s lost its definitive looks, needs revs to pump out that power, its build quality isn’t brilliant and it’s constructed in Thailand. Or, as co-tester Paul put it more succinctly into a one-liner: “It’s a bit underwhelming.”

But the R12 is no true cruiser, either. Instead, it’s a slightly more laid-back R12 nineT (and as a result a far better bike dynamically) with the potential for customising, yet with a badge that still won’t convince the conventional cruiser crowd.

Me? I’d go for the base version of the R12 in black for £11,990. That bike is a BMW which, for once, doesn’t need any extras yet still has enough cruiser style for nearly £3k less than the Harley-Davidson’s price tag.

Likes:

• BMW performance
• Harley steering
• BMW base price

Dislikes:

• Harley quality
• You don’t need all those extras on the BMW

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What are my options?

‘You don’t have to pay big money’

With big, air-cooled engines increasingly unable to get through the Euro5, the days of having a wide choice of mid-to-big capacity, affordable cruisers are long gone. The XVS950 is no more with Yamaha joining Suzuki and Kawasaki in now having no offerings in the category (although there are plenty of used Intruders and VNs) and, as a result, just one Japanese offering stands out – the CMX1100 Rebel.

Honda’s big brother to the successful CMX500 was launched in 2021 and is based around a detuned, gruntier, 86bhp version of the Africa Twin’s 1084cc parallel twin. It starts at an affordable £9799, comes with the option of Honda’s, semi-automatic DCT gearbox and is also available in bagger fairing and pannier equipped Tour trim. It may not have the bling but is an easy, pleasing ride at a more affordable price.

The options among the European or American brands are equally limited. Where you could once get Harley’s entry-level, aircooled 883 Sportster for under £8k, H-D’s cheapest current bike is the base Nightster starting at £13,295. Indian aren’t much better, with the new 1250 Scout starting at £13,195 (you can still buy the old 1133 Scout for £12,995) and even Triumph’s Bobber is now £13,195.

That leaves Moto Guzzi’s V9 Bobber, starting at just £9600. Introduced in 2016 alongside the now dropped but more traditional cruiser V9 Roamer, it’s got a fat, 16in tyred bobber look, 65bhp from its traditional Guzzi transverse V-twin and has sweet handling and shaft drive. Admittedly it’s also a little crude but it’s a credible cruiser for not a lot of cash.

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While you’re here: How MCN tests bikes

Our highly experienced team of road testers grind out hundreds of miles, come rain or snow, on the UK’s pothole-ridden roads to decide which bike is best in a particular category.

Using years of riding and racing experience (on and off-road), our expert journalists are able to assess the capabilities of a machine and translate that into understandable language to help MCN’s readers make an informed buying decision. Pitching bikes against their main rivals, we aim to give a conclusive verdict on which bike is best for your needs and your budget.

Using their considerable knowledge of the motorcycling market and audience, they can put a motorcycle into context and deliver a verdict that means something to anyone considering buying a particular machine, whether it be a cutting-edge, 200bhp sportsbike, a tall adventure weapon or a low-capacity 125cc machine.

When we ride the bikes in the UK we tend to do at least one full day of riding on various different types of road and in varying conditions. Our testers will then spend another day riding the bike – with rivals – to get images and video footage for our print and online reviews.

We will also, often, weigh the bikes, speed and dyno test them to see just how accurately the manufacturer claims are in these areas to give a more empirical assessment.

Find out more about how we test bikes right here.