By Ben Viljoen, with contributions from Tiaan Janse van Rensburg
BMW has built small adventure motorcycles before, but none has felt quite like a scaled-down version of the company’s larger GS machines.
The new 2026 BMW F 450 GS aims to change that. With a completely new twin-cylinder engine, a lightweight chassis, sophisticated electronics and BMW’s Easy Ride Clutch, this is far more than a replacement for the discontinued G 310 GS.
For this edition of The Bike Report, Tiaan tested the Trophy version on tar, through traffic and along gravel roads before putting it through the Torque & Throttle Performance Index. I then joined him to assess the motorcycle and decide whether BMW had successfully created a genuine lightweight GS.
The question was simple: does the F 450 GS deserve to wear the badge, or does it still have something to prove?
A special thank you goes to BMW Motorrad Montana for providing the motorcycle. As always, the supplier had no control over our testing or final verdict.
Watch the complete review:
An Entirely New Lightweight GS
BMW previewed the F 450 GS concept at EICMA in 2024 before revealing the production motorcycle in November 2025.
Although it occupies the position previously held by the single-cylinder G 310 GS, the F 450 GS is not simply an updated 310. BMW started again with a new engine, frame, suspension system and electronics package.
BMW says the motorcycle was developed to combine everyday usability, touring comfort, sporting road performance and genuine off-road ability. It is intended to work for newer riders while remaining capable enough to entertain more experienced motorcyclists.
The important question is therefore not whether BMW has produced the cheapest motorcycle in this category. It is whether the company has successfully reduced the size and weight of a GS without losing the qualities associated with the name.
The New 420 cc Parallel-Twin Engine
The most interesting engine number is not its 420 cc capacity—it is the 135-degree crankpin offset.
BMW’s new liquid-cooled parallel twin uses this configuration with a single balance shaft. The objective is to give the engine a distinctive firing character and exhaust note while controlling unwanted vibration.
- 35 kW, or approximately 48 horsepower, at 8,750 rpm
- 43 Nm of torque at 6,750 rpm
- A claimed 0–100 km/h time of 5.9 seconds
- A claimed top speed of 165 km/h
- Service intervals of 10,000 kilometres
During Tiaan’s road test, the F 450 GS felt lively from a standstill and had enough punch to move confidently through traffic. The engine struggles when asked to accelerate from very low revolutions in a high gear, which is unsurprising for a 420 cc motorcycle.
Keep it between approximately 4,000 and 7,000 rpm, however, and it does not feel as though it is lacking during normal riding. There is also more than enough performance for the type of gravel-road and trail riding most owners are likely to attempt.
It remains a 48-horsepower middleweight, but BMW appears to have extracted everything it reasonably could from the capacity.
Six-Speed Gearbox and Easy Ride Clutch
Drive is transferred through a six-speed gearbox and an X-ring chain positioned on the left side of the motorcycle.
The Trophy includes Shift Assistant Pro, allowing clutchless upshifts and downshifts. The headline feature is BMW’s new Easy Ride Clutch, or ERC.
The ERC is a mechanically operated centrifugal clutch. It automatically engages as the engine speed rises and disengages as it returns towards idle.
This allows the rider to select first gear and pull away without touching the clutch lever. It is theoretically possible to complete an entire journey without using the lever at all.
BMW has retained the conventional clutch lever, allowing the rider to override the system whenever more precise manual control is needed. That could be particularly useful during technical off-road riding.
Tiaan found the system impressively smooth when changing gears normally. Shifting at high engine speeds can produce a noticeable jolt, but everyday changes are easy and predictable. It is also remarkably difficult to stall the engine.
Unlike Honda’s externally visible E-Clutch mechanism, BMW has integrated the ERC components inside the motorcycle. From the outside, the F 450 GS consequently looks much like a conventional manual model.
The system has its quirks, particularly the unusual sensation of the drivetrain disengaging as the motorcycle approaches idle. It takes some time to understand, but it makes commuting and stop-start traffic exceptionally easy.
Wheels, Brakes and Road Handling
The F 450 GS uses a 19-inch front wheel and a 17-inch rear. Tubeless cast-alloy wheels are standard, while the cross-spoke wheels fitted to our test motorcycle are optional.
Some potential buyers will be disappointed that BMW did not use a more off-road-focused 21-inch front wheel. The 19-inch wheel does, however, contribute to the motorcycle’s agile road manners and makes it easier to manoeuvre around town.
- A 310 mm floating front disc
- A four-piston fixed front caliper
- A 240 mm rear disc
- A two-piston floating rear caliper
- BMW Motorrad ABS Pro
Rear-wheel ABS can be disabled when Enduro Pro mode is selected.
On the road, the brakes delivered a progressive feel and enough stopping power to inspire confidence. Under hard braking, the hazard lights activate automatically to warn following traffic.
The semi-off-road tyres fitted to our motorcycle provided sufficient grip to enjoy the corners while retaining the ability to tackle gravel. They would not be our first choice for serious enduro riding, but they suit the F 450 GS’s intended mixture of road and light off-road use.
Chassis and Adjustable KYB Suspension
The engine forms a structural part of the steel tubular space frame. At the rear, BMW uses a lightweight cast-aluminium double-sided swingarm.
Suspension is supplied by KYB, with a 43 mm upside-down fork and a WAD rear shock. WAD refers to travel-related damping, which becomes progressively firmer as the suspension moves deeper into its stroke.
The system is designed to remain comfortable over smaller bumps while resisting bottoming on larger impacts.
The F 450 GS provides 180 mm of suspension travel at both ends and 220 mm of ground clearance.
Basic and Exclusive versions only offer adjustment at the rear. Sport and Trophy models gain a fully adjustable fork as well as rear preload and damping adjustment, giving riders greater control when preparing the motorcycle for different loads and terrain.
Tiaan found the road suspension neither excessively soft nor uncomfortably firm. Larger bumps can be felt, but the bike remains composed and controlled.
On gravel, the setup begins to make even more sense. The motorcycle feels nimble and confidence-inspiring on loose surfaces, particularly when standing on the pegs. Even during our limited off-road test, it was clear that the F 450 GS is considerably more capable than the old G 310 GS.
Electronics and Riding Modes
The 6.5-inch TFT display is one of the clearest signs that BMW did not approach this as a budget motorcycle.
It replaces the dated instrument cluster found on the G 310 GS with a bright, modern interface similar to those used elsewhere in BMW’s current range.
- Road
- Rain
- Enduro
- Enduro Pro
Rain mode delivers power more progressively in slippery conditions. Enduro provides predefined settings for loose terrain, while Enduro Pro allows greater customisation, including the ability to disable rear-wheel ABS.
There is no Dynamic Pro mode, but the available settings are more than sufficient for a motorcycle in this category.
Weight, Range and Everyday Comfort
The F 450 GS has a claimed kerb weight of 178 kg and a standard seat height of 845 mm.
At 1.79 metres tall, I could place both my feet comfortably on the ground. Alternative seats allow the height to be reduced to approximately 830 mm or increased to 865 mm.
Its 14-litre fuel tank and claimed consumption of 3.8 litres per 100 kilometres suggest a theoretical range of roughly 360 kilometres.
The riding position is upright and natural, with enough space to prevent the rider’s legs from feeling cramped. The seat is noticeably more comfortable than the one fitted to the old 310, while the raised and thicker pillion section should also improve passenger comfort.
There are no standard pillion grab rails on the Trophy, so a passenger may need to hold onto the rider unless optional luggage or rails are fitted.
Wind protection is acceptable at approximately 90 km/h. Buffeting becomes more noticeable around 110 km/h and significant at 120 km/h. The bike remains usable at those speeds, but some competitors offer better protection for extended highway riding.
When standing, Tiaan felt slightly bent over the handlebars. Taller riders—or anyone planning to spend significant time off-road—may want to consider fitting bar risers.
Trophy Styling and Equipment
The Trophy is finished in Racing Blue Metallic with red and white accents. It features the traditional GS beak and flyline, along with the X-shaped daytime-running-light signature introduced on BMW’s larger GS models.
- Handguards
- A tinted windscreen
- Larger foot pegs
- An aluminium bash plate
- Fully adjustable front suspension
The optional cross-spoke wheels complement the motorcycle’s appearance, but they can add a significant amount to the final price.
Pricing starts at approximately R122,000 for the base F 450 GS. The Trophy tested here costs around R135,000 before optional spoked wheels, crash protection and luggage are added.
Our indicative insurance quotation came to R288.33 per month, subject to a 10% minimum excess and the insurer’s normal terms and conditions. No tracker was required for that quotation.
Torque & Throttle Performance Index
Tiaan put the F 450 GS through all five Torque & Throttle Performance Index tests:
- 60–120 km/h in third gear
- Ten-cone handling course with a U-turn
- 80–140 km/h in sixth gear
- Emergency braking from 100 km/h
- 0–100 km/h acceleration
The BMW competed against three other sub-500 cc motorcycles already on the leaderboard: the TVS Apache RR 310, Triumph Scrambler 400 X and Kove 450 Rally.
The closest battle was between the BMW and the Kove. The F 450 GS finished only 0.53 seconds behind the Kove in the combined result.
The BMW beat the lighter Kove in both acceleration and braking. The Kove’s largest advantage came during the 80–140 km/h sixth-gear test, where its approximately 30 kg weight advantage helped it pull ahead.
Overall, the BMW delivered an impressive performance for a 178 kg adventure motorcycle fitted with semi-off-road tyres.
Final Verdict
In my opinion, BMW has succeeded in creating a compact motorcycle that feels worthy of the GS badge.
The F 450 GS has the build quality we expect from BMW, approachable dimensions, agile handling and substantially more technology than the G 310 GS it replaces. It feels lighter, narrower and more compact, making it easy to manage in traffic without sacrificing its open-road ability.
The Easy Ride Clutch makes commuting effortless and should appeal to newer riders, although its operation takes some adjustment. The lack of a 21-inch front wheel will disappoint riders hoping for a miniature rally bike, and the wind protection could be better at highway speeds.
Optional equipment can also push the price considerably higher, particularly if the buyer wants cross-spoke wheels, crash protection and luggage. The standard cast wheels are worth remembering when comparing the advertised price with the motorcycle seen in photographs or videos.
Even with those considerations, this remains an impressive package. It feels more substantial and significantly more capable than BMW’s previous entry-level GS, while remaining light enough to inspire confidence on gravel.
This is not a rebadged or enlarged G 310 GS. It is a genuinely new premium adventure motorcycle and one of the strongest-performing sub-500 cc bikes we have tested.
For commuting, weekend touring, gravel-road exploration and riders wanting a manageable introduction to the BMW GS family, the F 450 GS deserves a place near the top of the shortlist.
We still need to subject it to a more intensive off-road test, but based on our first experience, BMW has finally produced a convincing lightweight GS.
