BMW first teased the F450 GS in 2024, then came a full reveal at last year’s EICMA show in Milan. It’s a 420cc, 48bhp, adventure bike aimed squarely at newer riders. They’re small numbers, but a big play. With the entry-level ADV class booming, BMW wants riders early, and it’s using the GS badge to do it.
This is BMW going after important A2 market. The rules are tight: 48bhp max, 175kg minimum, with a 0.2 kW/kg power-to-weight ceiling. The F 450 GS skirts the limit: it weighs 178kg ready to ride and has full power of 48bhp on tap – it’s been built to win the A2 class.
Underneath, it’s all new. A parallel twin with a 135-degree crank, plus an Easy Ride Clutch, a new centrifugal setup that takes the sting out of stop-start riding.
Chassis is fresh too: steel-tube frame, KYB suspension, 19/17” wheels. With 180mm travel and 220mm ground clearance, it’s built to leave the paved road. Electronics are lean-sensitive, and the options list is long enough to turn it into a tourer or dirt tool.
We rode two versions in Sicily, taking in wet roads on a Sport specification machine (which costs £450 more than the base model) and tackled plenty of mud on the GS Trophy variant which was fitted with off-road biassed Metzeler Karoo 4 tyres. With prices starting at £6,999, the question is simple: does it deserve the GS badge?
The ride
Interest was huge when the F 450 GS broke cover in Milan almost 18 months ago. Since then, it’s felt like a long wait. At BMW’s press launch in Sicily, finally it lands, and it delivers. The Trophy, with its white frame and spoked wheels, looks every inch a junior GS and carries a £770 premium over the base version (which is painted in any colour you like, as long as it’s black). Think scaled-down F 900 GS. There’s a proper family resemblance.
Assembled in India in collaboration with TVS Motor Company, the base price sits just under £7,000. Add extras and it climbs quickly. The Sport nudges £7,440. The off-road-leaning Trophy hits £7,760. Our test bike? Just over £8,500 once you factor in extras and not including the price of the spoked wheels (which will be available at a later date – Ed).
Spec is strong. It’s not completely ‘all-new’ as the 6.5” TFT is lifted straight from bigger GS models, complete with BMW’s familiar switchgear and controller. It’s a BMW, so heated grips come as standard (of course – Ed). It feels premium, class-leading, in fact.
Electronics back that up. Multiple modes, lean-sensitive ABS and traction control, plus wheelie and engine brake control. Add the Easy Ride Clutch (ERC) and, at around £8k, it’s loaded compared to its rivals.
On board, it feels like one of its bigger siblings. Quality is high and gold coloured handlebars add a touch of class, while optional suspension brings adjustability (the Sport version has adjustable front forks, while the base version doesn’t – Ed). We started off-road on the Trophy, ERC fitted, then switched to the Sport on tarmac. First hurdle: moving off.
The Easy Ride Clutch is BMW trying something new. A centrifugal setup, twist and go, scooter-style. There’s no need for the lever at a standstill. It’s odd at first, then intuitive. Once rolling, shift as normal by tapping on the optional quick shifter. Stop in gear, pull away again. Simple.
It’s clever. New riders won’t stall it (and neither will experienced ones). Off-road, it frees up your left hand and removes the need for clutch control. It’s not perfect, as there’s a slight disconnect and no “park in gear” facility for hills but as a confidence tool, it works.
Sicily’s tight cobbled streets showed its softer side around town. Easy, relaxed, almost scooter-like in traffic. The electronics keep things tidy on slippery surfaces.
Performance is solid for A2. Most of the 43Nm of torque is available low down the rev range. The 135-degree crank promises character, but on the road it feels much like any other twin. There are no fireworks, but lots of usable drive.
Off-road is where it shines. The 450 is manageable, forgiving, and feels lighter than its numbers suggest. Our bike’s Metzeler Karoo 4s find grip almost anywhere, and in (optional) Enduro Plus mode it’s happy to slide and play. Suspension copes well, though it can bottom out if pushed. It’s one of the easiest bikes in class to ride in the dirt. Confidence comes quickly, more so with the ERC.
Back on the road, even on knobbly tyres, it impresses. Switch to the Sport, fitted with the OE Maxxis rubber, and you instantly feel that familiar GS DNA, just scaled back. It’s not particularly fast, but it’s capable. Cruising at motorway speeds is easy enough, though wind protection is limited and cruise control is absent. Fuel economy is strong. Expect 60–70mpg and a range pushing 200 miles from the 14-litre tank, although sadly, we didn’t get the opportunity to test high-speed touring due to the conditions. The brakes lacked feel on wet asphalt, but the chassis stayed composed and rider aids did their job.
A few questions remain of the standard tyres in the dry, as well as high-speed stability, braking in better conditions and vibrations at speed. But one thing’s clear: BMW’s latest GS makes a big impression.
It nails its brief. With 48bhp and 178kg, it has been engineered to explore the edge of A2 limits and leads the class for power. The new 420cc twin is easy, usable and still manages to entertain. Add the Easy Ride Clutch and it edges ahead of its rivals for sheer accessibility, on road and off it.
Price will split opinion. Some will want it cheaper. Others will accept the premium and the finish backs that up. Even the base bike gets BMW’s full-fat TFT dashboard, switchgear and lean-sensitive electronics. Spec is right up there, and with a few options added, it’s arguably class leading.
It costs the same as Honda’s popular NX500 with its E-clutch, but rivals like the KTM 390 Adventure, CFMoto 450MT, Royal Enfield Himalayan, and even Kawasaki’s new-for-2026 KLE500, undercut it by a clear margin. There are niggles too, with no “park in gear” on hills, average wind protection, and a few unanswered questions after our rain-hit test.
Even so, there’s a strong case to say that this is the best A2 adventure bike out there. It looks the part, leads on power-to-weight, and is ridiculously easy to ride. The real question? Will new riders pay 20–30% more for the badge? Time will tell.
BMW F 450 GS Specification
Price: From £6,999
Engine: 420cc liquid-cooled parallel-twin four-stroke. Eight valves, double overhead camshafts
Power: 48bhp (35kW) @ 8,750rpm
Torque: 43Nm (31.7lb-ft) @ 6,750rpm
Transmission: Six-speed, chain
Frame: Tubular steel
Suspension: (F) 43mm KYB forks (rebound and compression adjustment on Sport and Trophy models), 180mm travel (R) KYB single shock with preload and compression adjustment. 180mm travel.
Wheels: Cast aluminium, (F) 19 x 2.5”/ (R) 17 x 3.5”
Tyres: Maxxis Maxxplore (F) 130/90 x 19, (R) 130/80 x 17
Brakes: (F) 310mm disc, four-piston monoblock caliper, (R) 254mm disc, single-piston caliper. Cornering ABS
Weight: 178kg (kerb)
Wheelbase: 1,465mm
Seat height: 845mm (-15mm/+20mm with optional saddles)
Fuel tank: 14 litres
Fuel consumption: 74.3mpg (claimed)
Service intervals: 6,000 miles/12 months
Warranty: 36 months unlimited mileage
Contact: www.bmw-motorrad.com
Words: Adam ‘Chad’ Child
Photography: BMW Motorrad
