BMW F 450 GS review spec and features

The 2026 BMW F 450 GS has landed, as a clean-sheet rethink of what a small-capacity GS should be. But is it more than just a rinse and repeat update, and does it right the wrongs of the bike it’s replacing?

I don’t mean to be too hard on the outgoing model, but the old G310 GS felt like it wore the badge without fully delivering on the brief; BMW hopes this new parallel-twin machine finally brings proper GS DNA to the A2 class, with the performance, tech and polish to back it up.

To find out for sure, BMW took us to Sicily for a solid day in the saddle riding the Sport edition on the road, and the Trophy edition off it. We covered well over 100 miles in the day, riding mixed roads, sweeping fire trails and some tighter, more technical rocky sections. On the way back to the hotel in the evening, we ticked off about eight or ten miles of motorway riding to round out the launch.

Price, colours, equipment and availability

BMW’s new baby GS doesn’t arrive as a one-size-fits-all offering, and that’s probably a smart move. Instead, the F450 GS lands in three distinct flavours, each nudging the bike slightly further along the spectrum depending on how (and where) you plan to ride it.

At the entry point you’ve got the Black model at £6,990, stepping up to the Sport at £7,440, and topping out with the Trophy at £7,760 – the latter being the one that brings BMW’s new ERC (Easy Ride Clutch) system into play as OEM kit. The ERC is essentially BMW’s take on a centrifugal, Rekluse-style setup, and it means you only need to pull the clutch while you start the engine.

Bikes are due into UK dealers from late April 2026, so not long to wait if this one’s already on your radar.

What’s new

Underneath it all sits a brand-new 420cc parallel twin, making 48hp and 43Nm at 6,750rpm – neatly lining it up for A2 licence holders. BMW says 80 per cent of that torque is available from just 3,000rpm, which gives you a good idea of where this bike is aimed: usable, friendly performance rather than anything peaky or intimidating.

The engine itself weighs under 46kg and uses 135-degree crank pins, which goes some way to explaining the character on the road (more on that in a bit).

Other headline figures include a kerb weight of 178kg, 180mm of suspension travel, and a fairly approachable 845mm seat height, with a bit of adjustment either way. Ground clearance is a healthy 220mm, and wheel sizes come in at 19-inch front and 17-inch rear – a classic middleweight ADV setup. While we are on the subject of wheels, the slinky cross-laced spoked wheels you can see on the off-road section - they’re extra. All bikes come as standard with the black cast wheels.

Suspension is handled by a 43mm KYB fork with compression and rebound adjustment on the Sport model, while the rear gets preload and rebound adjustment.

Kit and spec

Even in base trim, the F450 GS doesn’t feel short-changed, gaining ABS Pro, traction control, riding modes, heated grips, adjustable levers, travel-dependent damping and a 6.5-inch TFT dash. It’s all very recognisably BMW, just scaled down into a more accessible package.

Step up through the range, and things get a bit more focused. The Sport model brings more road-biased suspension, while the Trophy edition adds Ride Mode Pro, unlocking off-road-specific ABS and traction control settings.

The Trophy also gets the headline feature: the Easy Ride Clutch. It’s a centrifugal system that looks and behaves very much like a Rekluse, allowing you to come to a stop without pulling the lever, while still retaining engine braking – something that’s often missing on similar setups. It’s paired with Shift Assist Pro, so clutch use becomes almost optional in a lot of situations.

Interestingly, there aren’t really any factory options beyond choosing your trim level. Colours are tied to each variant – Base, Exclusive, Sport and GS Trophy – and if you want to personalise further, you’re heading into the options list.

BMW F450 GS riding review

This is very much a two-part story, because the F450 GS has clearly been designed to straddle both sides of the adventure bike brief. So we’ll start on the road, before heading off it.

BMW F450 GS - On-road

Our time on the asphalt was spent aboard the Sport model, which feels like the sweet spot for most riders. It gets the bespoke suspension settings, runs on Maxxis Max Pro ADV tyres, and sticks with a conventional manual clutch (though you can spec the ERC system if you want it).

First impressions? It’s a big step on from the old G310 GS. Not just a small step either, this feels like a completely different proposition.

The engine is the standout early on, as it’s noticeably punchier and far more refined than the single-cylinder unit it replaces. There’s a nice spread of torque low down, and it pulls cleanly without ever feeling abrupt or intimidating. It’s exactly what you want from an A2-friendly ADV bike.

The gearbox is equally impressive, with a short throws and a positive ‘snick’ when the next cog is hooked. And there’s just enough space to get a chunky ADV boot under the lever without any awkward foot gymnastics. The clutch is light, too, easy to manage in traffic or when you’re picking your way through tighter sections.

Then there’s the quickshifter, which is genuinely one of the better systems out there at this level. Where some setups get clunky at low speeds or hesitant under load, this one just gets on with it, working cleanly whether you’re pottering through town, cruising along, or giving it the beans.

Suspension-wise, the Sport model strikes a decent balance. It offers good stability when you start pushing on, but still allows enough movement to keep things comfortable. That said, it’s not perfect. We hit a stretch of road that resembled a washboard, and it did get a bit wearing after a while.

Comfort elsewhere is solid. The standard seat is well-shaped and plush enough for longer stints, and the riding position is neutral and relaxed in that typical GS way. Vibration levels are impressively low, too – there’s just a slight tingle through the bars at motorway speeds, but nothing too intrusive.

One weak point is the stock screen, which isn’t great. If you’re planning any serious distance work, the optional touring screen feels like a must-have. That one’s two-position adjustable, too, and thanks to its extra height and width, it should make a noticeable difference.

On the electronics front, there’s plenty to get stuck into, though it’s slightly odd that the Sport model doesn’t get a dedicated ‘Sport’ riding mode. Instead, you’ve got Road and Rain, plus Enduro and Enduro Pro. Perhaps a bit more separation in the sub-models would help pull in more riders - I could just be nitpicking.

In reality, Road mode covers most situations just fine, and if you’re in the mood for a bit of mischief – think skids and wheelies – Enduro Pro is where you’ll want to be.

Heated grips? Exactly what you’d expect from BMW – they just work.

BMW F450 GS - Off-road

If the on-road performance is impressive, it’s off-road where the F450 GS really starts to make its case.

The overriding impression is just how friendly it is. Whether you’re new to riding off-road or you’ve got a decent amount of experience under your belt, this is a bike that meets you where you are. The handling is predictable and forgiving, with a nicely balanced chassis that doesn’t punish mistakes.

The relatively soft suspension works in your favour over rough terrain, soaking up bumps and keeping things composed. Push harder, though, and you will eventually find its limits – particularly if you start getting ambitious with bigger hits, where it can bottom out quite firmly.

The ERC system, which is standard fit on the Trophy, remember, is worth a mention. On the plus side, it makes low-speed technical riding in some situations easier, taking some of the workload out of clutch control and reducing the chances of stalling. On the flip side, it does change the feel of the bike in a way that not everyone will get on with, especially if you prefer a more traditional, fully manual setup.

You also can’t leave the bike in gear with the engine off to prevent it rolling away - as I found out while parked on an incline, and it started to roll backwards as I came off the brakes. And it also seems like the system would prevent you from being able to bump start it should the battery run flat.

Even so, the overall experience off-road is hugely positive. The bike feels light, accessible and, above all, playful. It encourages you to have a bit of a laugh with it, and to try things you maybe wouldn’t on a bigger, heavier machine.

And that’s really the point. It makes you want to ride like an idiot, in the best possible way.

BMW F450 GS verdict

The key thing to understand with the F450 GS is the gap it now opens up above the old G310 GS.

In pretty much every measurable way, including engine performance, handling, electronics, and even just the way it looks and feels, this is light-years ahead. Where the G310 sometimes felt like a GS in name only, this genuinely delivers that scaled-down big-bike experience. It behaves like a proper GS should, just in a more manageable, less intimidating package.

As for downsides, there aren’t many. The biggest gripe isn’t with the bike itself, but with how BMW has structured the range. If you want the GS Trophy edition, you’re locked into having the ERC clutch. That lack of flexibility feels unnecessary, especially when the Sport model can be optioned with the same system.

Beyond that, though, it’s hard to find fault.

BMW hasn’t just replaced the G310 GS here – it’s effectively redefined what its entry-level adventure bike looks like. And in doing so, it’s finally given A2 riders a GS that actually feels like the real deal.