BMW just dropped the long-awaited F 450 GS, and for once, the whispers were wrong! They actually came through with their promises!! At least on the looks department…
A brand-new 420 cc parallel twin, 48 horsepower, 43 Nm of torque, and an all-new tubular-steel trellis frame. And it even looks like the prototype they teased last year! And that’s exciting on its own!
This bike fills a gap that’s been open for far too long between the G 310 GS and the F 800 GS, and it feels like BMW finally decided to listen to riders asking for something lighter, more accessible, and more adventurous.
Images via BMW Motorrad
A 19-inch Question Mark
The one thing everyone will be talking about, is that 19-inch front wheel.
I would like to hear BMW explain why?!
There are good reasons to go either way.
For instance, Rally Raid did it with the CB500X, and Jenny Morgan herself (former Dakar Racer and part of the development team), defended the choice, explaining a 21” wheel would upset the bike’s balance too much.
Maybe BMW found something similar.
Maybe it’s geometry, proportions, or weight distribution. Or maybe it’s just a compromise aimed at the best on-road/off-road balance.
Whatever the reason, we deserved an explanation, right?!
Images via BMW Motorrad
The New Twin
The new 420cc parallel-twin engine uses a 135° crankshaft, giving it a unique sound and power delivery, somewhere between a smooth twin and a thumping single, they say…
I don’t know about you… but I am damn curious to know what that actually feels like, in the flesh!!
With a 13:1 compression ratio, 72mm bore, and 51.6mm stroke, it produces a class leading 48 hp at 8,750 rpm, and a nice 43 Nm torq at 6,750 rpm.
Impressive numbers — but what really matters is how it delivers that power when you’re standing on the pegs, over loose terrain.
Images via BMW Motorrad
The “Easy Ride” Clutch
The top-spec GS Trophy version introduces BMW’s new ERC (Easy Ride Clutch), a centrifugal system that disengages automatically at idle, letting you stop or start without worrying about stalling.
That probably also means you can forget about pulling the clutch when you lock the rear wheel, potentially making the transition from breaking to throttling, a lot more fluid and intuitive.
It’s not electronic like Honda’s E-Clutch, it’s mechanical, simple, and clever.
You still get a normal clutch lever when you want full control, like starting on a loose gravel uphill or when you need/want precise throttle-clutch coordination.
If it works as promised, it could make life easier on technical terrain, especially for newer riders, without taking any satisfaction away from those who prefer full control.
Images via BMW Motorrad
Suspension, Geometry & Brakes
The chassis sticks to a tubular steel trellis design, with a 28.1° rake, 114mm trail, and 1,466mm wheelbase, which hints at a good mix of stability and agility.
Suspension is handled by fully adjustable KYB USD forks up front and a monoshock with preload and compression damping adjustment at the rear. Both ends offering 180mm (7.1 inches) of travel.
Braking is handled by a 310mm front disc with a four-piston Brembo caliper and a 240mm rear disc with a ByBrecaliper, both backed by cornering ABS Pro.
Images via BMW Motorrad
I won’t blame you for frowning at that 180mm suspension travel number, especially when everything else sounded so promising, up to now… and again, an official explanation of these choices and a clearer bike philosophy of the intended use of this model, could go a long way to avoid critique.
Because right now, with a 19-inch front wheel and only 180 mm of travel, it feels like this bike might be intentionally capped not to step on its bigger siblings’ toes. But if BMW explained the reasoning, we could either accept it, or not… but at least we wouldn’t be left wondering.
Images via BMW Motorrad
Electronics & Equipment
The F 450 GS brings modern tech where it counts:
- Four riding modes: Rain, Road, Enduro, and Enduro Pro
- Dynamic Traction Control (lean-sensitive)
- Wheelie Control (disabled in Enduro Pro)
- 6.5-inch TFT display with phone connectivity
- Heated grips and adjustable levers on higher trims
The Trophy Edition adds spoked wheels, handguards, a white-painted frame, aluminium skid plate, and upgraded KYB suspension.
Images via BMW Motorrad
Final Thoughts
No matter how you look at it, this is big news for the adventure motorcycle world.
It’s proof that even the giants are finally having to take the “light is right” philosophy seriously!
But prices now surfacing online point at around €9,500… which given the compromises noted above, might not sound so appealing to everyone…
And that’s a real shame, because if you look closely, this bike has a lot more in common with the original R 80 G/S than with the recently launched (overweight and overpriced) R 12 G/S.
Until I get to ride it, I’ll hold my judgement and hope I can confirm if BMW’s newest GS feels as good as it looks.
Images via BMW Motorrad
P.S.
As I wrap up this up in a rush because, well, it’s EICMA day… this all feels a bit surreal.
The off-road marketing push, the Akrapovič on the Trophy trim, the class-leading 48 hp paired with a 19-inch front wheel and only 180 mm of travel, and the fact that most of the press photos are AI renders… the abandoned amusement park in the jungle… it all makes me wonder if these bikes are even fully production ready.
Feels like the brands might be testing the waters, gauging how we react and see what we’re willing to swallow… depending on what’s more profitable to them. 🤔
So maybe, just maybe, voicing your opinion this time won’t be a wasted effort.
But hey… what do I know.
