The BMW GS isn’t just an adventure bike. It’s arguably THE adventure bike, at least for riders of a certain age and income bracket. But what if you’re not there yet on either? Enter the F 450 GS, an all-new entry-point to BMW’s adventure bike family built on a freshly-developed two-cylinder A2 licence platform and aimed, primarily, at younger riders restricted by both rules and budget. True, there’s no boxer twin, linkage suspension, single-sided swingarm or any of the other ‘big GS’ technical signatures. And it’s pricey compared with some of the other players in this increasingly competitive small adventure bike class. But there’s enough BMW sheen to make the extra money feel worth it, and as a gateway drug to the GS family it’s sure to prove effective.
“This 450 platform will support a whole family of A2 bikes so there’s a lot riding on it”
With this new F 450 the GS family is now a three-step progression through the F 900 and up to the definitive R 1300 boxer, all sharing a name, style and common purpose if nothing in their technical make-up. This 450 platform will support a whole family of A2 bikes (a naked and RR sports bike have already been confirmed) so there’s a lot riding on it, this perhaps explaining the very BMW determination to do it differently from everyone else. Even if it’s actually built by Norton owner TVS in India. It’s very much a BMW, though, the 420cc twin at its heart using an unusual 135-degree firing order and built into a tubular steel frame with an aluminium swingarm out back. In this form it uses a 19-inch front wheel and has 180mm of suspension travel, so although it looks the part in its signature Trophy trim on the optional wire wheels it’s more all-rounder than dedicated off-roader like the KTM 390 Adventure that may also be on your shopping list. Stylishly executed, if I have one complaint it’s the single front brake, which is perfectly adequate functionally but instantly marks the bike out as a small-capacity machine against rivals like the Honda NX500.
Expert rating: 5/5
Riding position
“For me it felt just about bang-on, being neither too long nor too short”
While not as hefty as a 1300 GS or tall and commanding as its 900 brother, the 450 makes a virtue of its compact size by being easy to get along with and super confidence inspiring. I’m just shy of six foot, and not once did I feel I was riding a ‘small bike’, except when that became an advantage when nipping about town and threading it through traffic, where the 845mm seat didn’t feel half as tall as it sounds. Thank the lack of weight and slim frame for that, an 830mm low option available for the shorter of leg while bar risers are also an option if you want a more upright position. For me it felt just about bang-on, being neither too long nor too short while still tall enough for the confidence and visibility that makes adventure bikes so popular.
Expert rating: 5/5
Practicality
“I get the sense BMW has engineered a huge amount of bandwidth into the F 450 GS”
Adventure bikes are, by their nature, versatile and adaptable to all sorts of riding scenarios, and I get the sense BMW has engineered a huge amount of bandwidth into the F 450 GS to support that. I rode the Sport, which is one of the more road-optimised options in the range and would make a brilliant commuter around town while still having the legs and features for longer days out or even tours. Dig a little deeper in your pockets for the Trophy, kit it out with the wire wheels and some knobbly tyres and I reckon you’d have a half-decent off-roader as well, the impressively light weight and details like adjustable foot controls for easier shifting and braking when standing up pointing towards some real intent on that score. Ditto the optional Riding Modes Pro with switchable ABS and calibration for use with off-road tyres. BMW being BMW there’s also a huge range of accessories available, the lack of cruise control perhaps the only disappointment if you’re embarking on longer trips.
Expert rating: 4/5
Performance & braking
“The 135-degree crank at least means it sounds and feels a little different”
For some reason BMW claims output from the 420cc twin as 48 horsepower, not the 47 horsepower quoted by most A2 rivals. Suffice to say, it’s compliant for those riding on a restricted licence and among the more powerful in its class, the 43Nm of torque also up there while the modest 178kg kerbweight helps it feel punchier than most. True, a parallel-twin is never going to be as charismatic as the iconic boxer on the big GS but the 135-degree crank at least means it sounds and feels a little different from the more typical 270-degree arrangements used by most rivals. And I appreciated the slightly off-beat sound for the fact it gives the F 450 a character of its own. The gearing is on the busy side, mind, the GS pulling well over 6,000rpm at motorway speeds. It’s not unsettling or annoying, but you can’t escape the sense of a small engine working hard for its living!
The Sport model I tried had a conventional quickshifter, the Trophy getting the much talked-about Easy Ride Clutch for twist-and-go convenience via a built-in centrifugal clutch system. There’s still a clutch lever if you want to take control yourself and it’s an interesting alternative to Honda’s E-Clutch on the competing NX500, the spread of semi-auto shifting to the A2 class showing how quickly the technology – in its various forms - is spreading. For all the aesthetic disappointment of the single front disc arrangement power and feel from the braided line set-up is good, though try as I might I couldn’t wind the lever in as close to the bars as I would have liked.
Expert rating: 4/5
Ride & handling
“The 19-inch front wheel probably helps, this being a little more road focused than more off-road friendly 21-inch front wheels”
I expected to caveat this section by saying the F 450 GS handles well for an adventure bike but, in fact, it handles well full stop. The lack of weight is a huge benefit here, the bike feeling super chuckable in the corners but still substantial and stable enough when you’re more in the mood for cruising. The 19-inch front wheel probably helps, this being a little more road focused than more off-road friendly 21-inch front wheels on the likes of the KTM 390 Adventure or CFMoto 450MT. Likewise the suspension, which is shorter in travel than those more off-road bikes and set a little firmer for sharper responses, the Sport version I tested gaining rebound and compression damping adjustment for the fork to go with the rebound and preload out back. Does this more road-biased set-up compromise it in off-road situations? I’ll report back when I’ve had opportunity to get some mud on its tyres but if not as focused in those ambitions as the KTM it’s got a broader range of abilities, and is the one I’d much prefer for all-round riding. Each to theirs, on that score!
Expert rating: 4/5
Running costs
“Beyond that, running costs should be on a par with any other small-capacity adventure machine”
Nobody would expect a BMW to be the cheapest in its class and while the starting price for the F 450 GS looks within reach of that asked for rivals like the Honda NX500 or Kawasaki KLE500 the increasingly competitive Chinese alternatives from the likes of QJMotor and CFMoto offer a lot more for your cash. And by the time you add the bits you want, like the wire wheels or Trophy spec with the Easy Ride Clutch, you’re knocking on nine grand. Which is a lot for an A2 bike. That will likely have insurance implications but, beyond that, running costs should be on a par with any other small-capacity adventure machine.
Expert rating: 3/5
Reliability
“Both platform and engine are brand new, so we’ll need some time to see how they fare”
Call this a holding score for now, on the basis both platform and engine are brand new, so we’ll need some time to see how they fare. Given the premium price and positioning you’d best hope BMW can deliver on the expectation, here.
Expert rating: 3/5
Warranty & servicing
“Like all BMWs the service intervals are 6,000 miles or annual”
BMW’s three-year warranty is more generous than most, and gives reassurance it stands by its engineering, this also including roadside assistance if required. Like all BMWs the service intervals are 6,000 miles or annual, extended service packages available with three- or five-year terms at extra cost.
Expert rating: 4/5
Equipment
“The menus, features, crisp graphics and selector-wheel interface are all exactly the same as you’ll find on bigger BMWs”
As is the BMW way, the starting price is just that and quickly increases as you work your way up from the base model through Exclusive, Sport (as tested here) and Trophy. And that’s before you even go anywhere near the options and accessories! In fairness the foundations are pretty solid, heated grips included as standard while the menus, features, crisp graphics and selector-wheel interface on the left grip are all exactly the same as you’ll find on bigger BMWs. And just as slick. Exclusive adds handguards, a bashplate, the additional off-road riding mode and quickshifter, Sport building further on this with the adjustable Sport Suspension. If you want the fancy livery and Easy Ride Clutch you need the Trophy, the wire wheels adding at least another grand to the price.
Expert rating: 3/5
Why buy?
“BMW’s entry to the A2 category was hotly anticipated and I don’t think the F 450 GS disappoints one bit”
Given its domination of the premium adventure bike class BMW’s entry to the A2 category was hotly anticipated and, having ridden it, I don’t think the F 450 GS disappoints one bit. The styling, finish and tech all feel suitably premium and I appreciated the unique character of the engine, and the performance and handling. BMWs have always been expensive and it feels a little unfair to criticise it on that basis, but it’s fair to say your money can take you a lot further in this class, though. Which, for younger riders lacking in disposable income might be an issue.
Expert rating: 4/5
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