WORLD LAUNCH | 2026 BMW F 450 GS

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BMW’s F 450 GS might be learner-legal on paper, but it’s gunning for class honours in the dirt and on the road

We first caught a tantalising glimpse of the BMW F450 GS as a prototype back in 2024, before excitement rose at last year’s EICMA show when BMW unveiled the real thing: a 420cc and 35.7kW (48hp) adventure bike that brings the GS brand to new and less experienced riders. Only 420cc and 48hp? Don’t be fooled. This is a big bike for BMW. With the entry-level adventure class growing globally, it’s strategically important for competing manufacturers to capture young hearts and minds early in their riding careers. And what better way for BMW to do so than to slap the legendary GS logo onto an exciting and accessible mid-capacity ADV.

The F 450 GS is a clear statement of intent that BMW wants a slice of the learner-legal ADV action. A large slice. In terms of design and performance, that means playing by a slightly different set of rules because, to be compliant, the bike must produce no more than 48hp and weigh no less than 175kg. Put another way, its power-to-weight ratio must not exceed 0.2 kW per kg. At 178kg fuelled and ready to go, the F 450 GS is towards the permitted minimum weight, while its 48hp is bang on the max. With those strict parameters in mind, BMW designed this model from scratch, developing a new four-valve, DOHC parallel-twin engine with an unusual 135-degree crank pin offset. BMW also introduced an Easy Ride Clutch (ERC), which comes as standard with the top-spec model and is essentially a centrifugal clutch that doesn’t need to be used when stopping and starting.

The engine is used as a stressed member in a completely new steel-tube frame supported by KYB suspension front and rear. Wheels are 19-inch diameter front, 17-inch rear, while 180mm of suspension travel and 220mm of ground clearance point towards an off-road capable machine. Despite being entry-level, there’s a large raft of rider aids (all lean-sensitive) and enough factory extras to convert your GS into a serious tourer or mud-hungry off roader.

We headed to rainy Sicily to test two variants: the Sport (in Racing Red) on the road, and the classy looking GS Trophy off-road and on Metzeler Karoo 4 rubber.

Is the entry-level F 450 worthy of the GS name?

The Ride

There was a stampede of interest when the GS was first unveiled in Milan in 2024, but now it feels like the bike has been a long time coming. Here in Italy, finally ready to go, it doesn’t disappoint. The Trophy edition, with spoked wheels and a white frame, looks great in the flesh. Like a scaled-down F 900 GS and certainly part of the wider GS family.

Manufactured in India in partnership with TVS Motor, the F 450 certainly impresses in terms of spec. The dash is the same 6.5-inch TFT display as the 1300 GS and other BMW models. It displays similar information and is supported by the same multi-controller nav wheel and switchgear. Even the same heated grips are fitted as standard. The result is a familiar look and premium feel – the best not only in this segment but in all motorcycling. That’s a big plus.

It’s the same story with rider aids and safety. The GS features multiple riding modes plus ABS and traction control that, unlike some of the competition, are lean sensitive. Wheel lift control and engine drag control add more clout to the spec sheet along with BMW’s all-new (and optional) Easy Ride Clutch.

Our tester found the exhaust system subdued the engine’s distinctive firing order too much

On board, it also feels much like a larger-capacity GS. The ignition is switched on by a traditional key rather than the keyless system on premium models, but I wasn’t expecting such high quality. The gold-finish handlebar looks classy, and if you choose the optional sports suspension you gain compression and rebound adjustment on the front fork.

We started the day on dirt aboard the top-spec Trophy model fitted with the Easy Ride Clutch and more off-road biased Metzeler Karoo 4 rubber, before switching to the road and the Sport variant for the afternoon. And the first job was working out how to move away.

For the first time, BMW has fitted its Easy Ride Clutch system, which is essentially a centrifugal clutch that behaves much like a scooter’s. There’s still a clutch lever on the left ’bar, should you want to use it, and a gear selector, but the ERC allows you to stop and start without engaging the clutch manually. Once moving you can change gear conventionally, or with the optional Gear Shift Assist Pro up-and-down quickshifter.

With the parallel twin running, it feels odd to tap it into first gear without first pulling in the clutch and then pull away with the throttle alone, like a big scooter. As the revs build slightly, the GS simply starts moving smoothly forwards. Once fully underway, you change up and down gears through the gearbox normally but don’t need to use the clutch. And when you come to a standstill, there’s again no need to disengage the clutch. If you stop in any gear, the bike will still pull away, but you get a warning on the dashboard suggesting that you should backshift if you are in the incorrect gear.

Single front 310mm disc with a four-piston monobloc caliper

ERC is a flexible system. You can still dip or slip the clutch for a wheelie or to spin the rear tyre off-road. You can pull in the clutch like a normal bike, but if you want to be lazy, the clutch lever is redundant. The system appears to be the best of both worlds; you can have a clutch or not and, for a new rider, it’s perfect because it’s impossible to stall the engine.

At first, I regarded it as a gimmick, but off-road it becomes a useful tool, as your left hand can just concentrate on holding on to the ’bars. You don’t need to feather the clutch; in fact, you don’t even need to be in the correct gear because the system will do all the hard work for you. And when you stop in a muddy bog or stream it’s impossible to stall. There is a slight lack of feeling, a fractional disconnect with the rear tyre, and you can’t leave the bike in gear on a hill to act as a handbrake because the bike is likely to roll off its sidestand. But for those who feel nervous about riding on dirt, ERC is an incredibly helpful tool.

Single front 310mm disc with a four-piston monobloc caliper

The island of Sicily is dotted with ancient villages with narrow, often cobbled streets that feel like a maze at times. The F 450 GS felt right at home here. The ERC system made riding in traffic as relaxed as a maxi scooter, the rider aids kept the wheels in line on the slippery cobbles, and that classy dash kept me informed and entertained. Yes, the GS may have been designed to conquer the globe, but it’s just as happy commuting and carving up crazy Sicilian drivers.

Rear is a 240mm disc with a single-piston caliper

Power and torque are strong for this class of bike, considering they are controlled by learner regulations. Peak power arrives at 8750rpm, while maximum torque comes in at 43Nm at 6750rpm. BMW claims that 80 per cent of that torque is available from just 3000rpm. The parallel twin engine has a 135-degree crank pin offset, as opposed to a more usual 180 or 270-degree crank normally associated with a twin. BMW says they wanted to do something different to reduce the twin’s inherent vibrations while also adding character to the new engine. With one piston effectively chasing the other, giving a close firing order and then a long wait to the next double-bang, I was expecting the GS to feel quite different at the throttle – but, slightly flatter exhaust note aside, I couldn’t detect any major departure from a comparable twin.

Clutch lever use is optional

Certainly, there is enough power and torque to hoist the front wheel with some clutch in the first two gears. Off-road, this is a useful tool for hopping the front over water or obstacles, of which our GS route had lots. I’ve ridden most of the competition and can’t remember any other machine being this easy to pop up.

Sicily proved the perfect playground for the GS, with river crossings, gravel trails and some lovely off-road mountain sections. The 450 was easy to ride, always manageable and unintimidating, especially so with the ERC. In enduro terms, 178kg isn’t light, but for a road-going adventure bike, it’s comparatively weightless and non-fatiguing to ride.

Adjustment on rear suspension

The GS took on almost anything we threw at it, even when large rocks were bouncing off its crash protection, while its Metzeler Karoo 4 tyres found grip on gravel, mud and everything in between. I chose the optional Enduro Plus riding mode, which disengages most of the rider aids, allowing the rear tyre to spin and rear brake to lock up for fun.

There’s a clean and responsive feeling from the brakes off-road, especially the rear, which I found myself using a lot. We opted for the Sport suspension, which adds compression and rebound adjustment to the front fork. On a few occasions, the fork bottomed out when landing a wheelie and small jumps, and on a longer ride I would have added a little more compression. The optional handlebar raiser and Rally seat helped, but personally, I would like the ’bars a fraction higher.

All-new twin-cylinder engine, built in India, has an unusual crankshaft configuration

Overall, the GS scores highly off-road and is possibly the best in class. It’s extremely easy to ride, especially with the ERC. Even after some prolonged periods off-road, when fatigue can set in, I felt in charge and up for more. The GS also boosted my confidence, allowing me to relax and enjoy the surrounds of Sicily, which is much of what adventure riding is about.

MUD TO STREET

We rode the Trophy on the road with its off-road biased rubber, which actually performed better than I was expecting. Tyres covered in muck have very little to no grip on wet, slippery Sicilian asphalt, meaning rider aids like the TC and ABS really come to the fore when you are jumping from dirt to road and back again.

Just one example of the thought put into the design to make this a practical ADV tourer

After lunch, we jumped onto the road-biased Sport model fitted with standard Maxxis Maxxplore rubber (also made in India), standard suspension and no ERC.

Embarrassingly, I stalled it straight away by selecting first gear without the clutch as I was so used to the system on the ERC.

On the road, it felt very GS-like, only smaller and less powerful. On one occasion I went for an overtake in top gear, forgetting I was on a bike with just 48hp and not the F 900 GS. We had a quick motorway stint where 120-130km/h equates to 7000rpm in top gear – with plenty of oomph left in reserve.

It might be a ‘baby GS’ but it packs many of the features of its big brothers

We didn’t have a long enough stint to discover if the unusual 135-degree crank results in less vibration, but comfort was good.

Cruise control is not an even optional extra, while the mirrors, which I think are stolen from the 1250 GS, are okay, but the screen, great off road, is too low to offer much wind protection at speed. I can see some taller owners looking around for aftermarket screens.

BMW quotes a frugal 3.8-litres/100km fuel consumption; on test we recorded 4.8-litres/100km, even when ridden hard.

The heavens opened up but our Chad and the faithful F 450 GS just kept soldiering on

Fit a taller screen if you’re tall and some luggage – and happy days; the world is your oyster.

Sadly, our test was hit by some of the heaviest rain I have ever ridden in. The GS’s easy-going, softly set-up suspension worked well and the Maxxis tyres coped with the standing water, but the brakes, so positive on dirt, lacked edge and feel on the wet tarmac.

The Beemer’s off-road manageability transferred well to the road.

Our tester found the wind protection a bit lacking for prolonged freeway work

Despite the relatively tall 845mm seat height (-15mm and +20mm seat options are available), even as a short rider I felt at home and unconcerned while Rain mode took much of the stress out of the wet ride by softening the power delivery and adding more rider aids.

Verdict

In many ways, the new F 450 GS hits the mark and meets its design brief head on. With 48hp on tap and a kerb weight of 178kg, it flirts excitingly with the learner-legal regulations and is the most powerful bike in this class.

The new 420cc engine is usable and easy-going, yet a lot of fun too. 

Maxxis Maxxplore tyres worked fine in torrential rain conditions

The option of the Easy Ride Clutch takes it a step above the competition and makes it incredibly easy to ride both on and off tar-sealed roads.

Some will argue that an entry-level adventurer, even a GS, should be more price competitive, while others will say that the Trophy’s higher price simply reflects that of a premium brand and higher level of finish. Its specification, even on the base bike, is certainly impressive. It has the same dash and switchgear as other premium BMW models, and lean-sensitive rider aids are again top notch. Add a few extras above the base bike, and it’s perhaps the class leading all-round package.

Soft luggage is just one item on a long list of options

However, those tempting extras push the price up, especially compared to rivals CFMoto 450MT, Royal Enfield Himalayan and upcoming Kawasaki KLE500, all starting at under $12,000.

You can’t use the gearbox as a handbrake when parking the GS on a hill, wind protection is probably on a par with the competition but not to BMW’s usual high standard, and we still have a few unanswered questions due to the weather on the world test.

But there’s a very strong argument to suggest that the BMW F 450 GS is the best learner-legal entry-level adventure bike on the market.

I for one think it’s the most attractive and most appealing. It has the best power-to-weight ratio in this market segment and is incredibly easy to ride both on and off road. But what really matters is whether new riders will be willing to pay 20 to 30 per cent more for the BMW than the competition.

Only time will tell. 

PROS – Premium fit and finish, Easy Ride Clutch genuinely useful, confidence-inspiring ride, impressive off-road ability.

CONS – Price climbs quickly with options, limited wind protection, no cruise control.

 

WHICH MODEL TO CHOOSE AND ACCESSORIES

BMW are offering four models (or packs) to choose from, beginning with the Cosmic Black base bike. The Exclusive Cosmic Black includes enduro footpegs, black hand guards, engine guards, Riding Modes Pro, Shift Assist Pro and a clear windshield. On the road, we rode the Sport in Racing Red, which includes everything from the Exclusive but with Sports Suspension. Finally, the GS Trophy in Racing Blue metallic is the same as the Sport but with white hand guards and main frame, aluminium engine guards, a tinted rally windshield and ERC.

Our test bike was fitted with spoked wheels, a bench/rally seat and engine protection. As you would expect, there’s a long list of official accessories for almost every eventuality, including handlebar risers, rally screens and multiple luggage options.

 

Competition

Kawasaki KLE500 – $TBC

CFMoto 450MT – $9990 ride away

KTM 390 Adventure – $11,395 ride away

Royal Enfield Himalayan – $9190 ride away

 

SPECIFICATIONS

ENGINE

Type Liquid-cooled, 8-valve, four-stroke, DOHC, fuel-injected parallel twin
Bore & stroke 72mm x 51.6mm
Capacity 420cc
Compression ratio 13:1
Clutch Multi disc, mechanically actuated
Transmission Six-speed chain drive

PERFORMANCE

Power 35.7kW (48hp) @ 8750rpm (claimed)
Torque 43Nm @ 6750rpm (claimed)
Top speed 165km/h (claimed)
Fuel consumption 3.8L/100km (claimed)

ELECTRONICS

Rider aids ABS Pro, Dynamic Traction Control, engine drag torque control
Rider modes Road, Rain, Enduro (Enduro Pro optional)

CHASSIS

Frame type Tubular steel
Rake 28.1°
Trail 115mm

SUSPENSION

Type KYB
Front 43mm, USD non-adjustable (rebound and compression on Sport and Trophy), 180mm travel
Rear Single rear shock, preload and compression, 180mm travel

WHEELS & BRAKES

Type Cast aluminium alloy
Front 2.5x19in
Rear 3.5x17in
Tyres Maxis Maxxplore
Front 130/90/x19in
Rear 130/80/x17in
Brakes Cornering ABS Pro
Front: 310mm disc, four-piston monobloc caliper
Rear: 240mm disc, single-piston caliper

DIMENSIONS

Weight 178kg (wet)
Seat height 845mm (-15mm/+20mm optional)
Wheelbase 1465mm
Ground clearance 220mm
Fuel capacity 14L

BUSINESS END

Price: $10,600 +ORC (Exclusive), $10,850 +ORC (Sport), $11,390 +ORC (Trophy)
Colour options Black, Racing Red, GS Trophy (Blue)
Contact bmw-motorrad.com.au

 

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