It wouldn’t be wrong to say the BMW F 450 GS is the most anticipated motorcycle of. And a big reason behind that is it’s 450cc, liquid-cooled twin-cylinder engine. We first saw in concept form at the 2024 EICMA, and then in production guise at the 2025 EICMA, and finally, in 2026, we are riding it, right here in India! The 450cc twin powering the F 450 GS is a big deal, because 450cc twins are pretty much the next big thing in the world of motorcycling. We’ve already seen Aprilia create its own twin, we know KTM is working on its own iteration, and now BMW has dipped its toes in the segment too!
BMW is aiming to position the 450 GS as a motorcycle that’s perfect for riders looking to upgrade from single-cylinder motorcycles to their first multi-cylinder motorcycle, besides appealing to experienced riders too. The 420cc, liquid-cooled twin puts out 48PS and 43Nm, and the bike’s kerb weight is just 178kg, which means the power to weight ratio is excellent. The engine is also very compact and weighs just about 46kg! It also uses a 135-degree crankshaft, making a very unique engine configuration. BMW has tuned the engine to offer lots of tractability at slow speeds and low revs, and peak torque is produced at just 6,750 rpm. And 80% of the peak torque, which is about 35Nm, is available from 3,000 rpm onwards, as you would want on an adventure tourer.
Another big talking point on the 450 GS is its clutch, because this is the first BMW motorcycle in India to use its ERC or easy ride clutch. When you are riding off-road or in bumper-to-bumper traffic, and even when you come to a full stop, you do not need to shift to neutral, or even shift down – you can simply let go of the clutch and the engine will not stall! That is because the clutch is not activated under 2,700 rpm, so you can even take off from standstill in third or fourth (or even sixth!) gear, and yet not stall the motorcycle, because the clutch will slip and offer the torque you need to get moving. As I found out, this was a massive help off-road, and I even tried simulating riding in traffic and I have to admit, the ERC is very interesting piece! On the flip side, even when the bike is in gear there is a risk of it rolling off, which means you need to have either brake covered at all times.
There’s a lot to like about the 450’s design as well, given that the styling is inspired by that of the 1300 GS. The headlamp looks similar and so does the full motorcycle in profile, besides which, the range-topping Trophy variant here is on offer exclusively in BMW Motorrad’s trademark colours of white, red and blue. But the colour options overall are a letdown – the Trophy can only be had in this colour combination and both lower variants can only be had in black! India does not get wire-spoked wheels as standard either, though BMW will offer wire-spoked wheels as an accessory.
The 450 GS also boasts high equipment levels and the kind of rider aids you only expect to see on higher end adventure tourers. You get the same 6.5-inch TFT display as the 1300 GS and even the S 1000 RR, heated grips, the same multi- controller rotor on the left side of the handlebar and more. Riding modes include Rain, Road, Enduro and Enduro Pro, though Enduro Pro is exclusive to the Trophy variant. Of course, there’s a bi-directional quick shifter as well, in case you were wondering.
The chassis and suspension deserve mention as well, because BMW has worked really hard to offer some trick bits. The swingarm is a hollow cast aluminium unit to make it lighter, and in fact, the swingarm is lighter than what we have seen on the 310 GS by 1.5kg, which is a significant number! You get 43mm upside down forks in a very nice shade of gold, which are adjustable for compression and rebound damping. The monoshock can also be adjusted for compression and rebound damping, while suspension travel at both ends is 180mm, and ground clearance is 220mm.
The setup ensure you can ride the bike off-road with confidence, and the suspension also helps the 450 GS offer a very good balance between sporty handling and the kind of ride quality you expect from an adventure tourer on tarmac. The 19- and 17-inch wheel combination deserves a mention too, as it is a perfect middle ground for riding the 450 GS on tarmac and off it too. Seat height is 845mm, which means average sized riders will not have a problem in manoeuvring the bike.
Our seat time on the 450 GS was very short, but it was enough to have me tell you that the 450 GS has been worth the wait. The motorcycle feels premium and you get the full GS experience in a package that’s easy, friendly and loaded with technology, besides feeling very good to ride on tarmac and off it. Prices begin from ₹4.70 lakh ex-showroom for the base variant and go up to ₹5.30 lakh for the Trophy, which is the pick of the lot. This is real ‘GS’ in every sense, so if you really like hitting the road and the great outdoors, the 450 GS is a motorcycle that should be on your shopping list.
Words Abhay Verma
Photography Saidatta Naik, BMW
