BMW F 450 GS 2026 test – Introduction and positioning
The BMW F 450 GS arrives to fully attack the medium-displacement trail segment with a very clear philosophy: to offer an authentic GS in an accessible format, but without giving up quality, technology or the adventurous character of the saga.
From the first glance it is clear that we are looking at a motorcycle with pure GS DNA. The front, directly inspired by the BMW R 1300 GS, with that characteristic X-shaped DRL, conveys a modern, aggressive and clearly premium image. The entire line of the motorcycle is reminiscent of its older sisters, which will undoubtedly seduce lovers of the German firm.
In a segment where the price war forces many brands to adjust components and finishes to be competitive, BMW continues to play in another league. From the pinecones to the footpegs, through the general feel of all the controls, any element of the motorcycle exudes a feeling of quality. Everything feels solid, well assembled and with that “premium” perception that has traditionally accompanied the German firm.
And the most interesting thing is that we are not talking about an exaggerated economic difference compared to its rivals (approximately 1,000 euros). Thus we have the Kawasaki KLE 500 SE (€7,150 /450 cc / 45 HP / 176 kg), the CF MOTO 450 (€6,495 /449 cc / 44 HP / 175 kg) or the KTM 390 Adventure R (€6,999 /398.7 cc / 44 HP /165 kg), among others.
The range of the BMW F 450 GS starts with the Cosmic Black version for €7,390, a base variant that already includes 6.5-inch TFT, heated grips, cornering ABS, traction control and driving modes. One step above we find the Exclusive, available for €7,716, which adds very interesting elements for trail and commuter use such as wide footpegs, hand guards, skid plate, quickshifter, touring screen and the Enduro Pro mode.
For €7,878 the Sport appears, with red decoration and KYB suspensions adjustable in compression and extension, clearly focused on a more dynamic user. Finally, the top of the range Trophy reaches €8,226 and adds the tinted Rally windshield, aluminum sump protector and the new ERC assisted clutch system that we will talk about later.
All of this is articulated around a truly compact and light package, with a declared weight of just 178 kg, an especially important figure for a motorcycle aimed at both the A2 license and the user looking for an easy-to-handle trail bike.
BMW F 450 GS 2026 test – On the road: give me kilometers
This F450GS shows off its performance on the road. It is a motorcycle that runs faster than you expect and has a cycle part to match. Its small engine pushes very hard from 3,000 revolutions to almost 10,000 and makes playing with the gears a lot of fun. Even if you are one of those who likes to lift the front wheel… you will see that it will give you a lot of play.
As they told us in their presentation, BMW has created the motorcycle with the tightest power-to-weight ratio on the market, placing it right at the legal limit for the A2 license. And that detail is transmitted since in this very tight segment every horse and every kilo counts. But this work would not make sense if this twin-cylinder did not perform as expected. In addition to being lively, it is super soft, it hardly vibrates, a very appreciated detail on alphatic routes. This is due to the new crankshaft set at 135º, which gives the engine a very peculiar behavior. A work of more than four development projects and that debuts in this model.
On the move it is a pleasure to play with the gears. The models that include quickshifter have super fine precision, especially when downshifting and upshifting from third gear. The first three gears have the hardest feel.
Also, if you are one of those who like electronics, its 4 driving modes and their settings will allow you to choose the one that best suits your needs or those of the terrain. They can be changed on the fly by pressing a button on the right pineapple.
We also really liked the braking feel. Despite mounting a single 310 mm front disc, its four-piston radial Brembo caliper provides outstanding power with very good feel. The rear brake provides very good dosage, although in road modes, it is quite intrusive.
The seated driving position is excellent, very natural and relaxed, with good aerodynamic protection. The knees are not very bent for a 180cm pilot like me and that makes traveling kilometers not a problem.
As for consumption, in fast driving they have not exceeded 4 liters per 100km. Which in its 14 liter tank gives us a range much greater than 300km.
BMW F 450 GS 2026 test – In the field: more effective than it looks
BMW wanted to remain faithful to the large displacement GS concept and this is clearly seen in the choice of the 19-inch front wheel. It does not seek to become an extreme trail or a registered enduro, but rather to maintain great performance on the road without giving up defending itself really well off the asphalt. Compared to rivals with a 21-inch front wheel, the BMW sacrifices some pure country ability in favor of better overall handling.
In addition, the suspension travel of 180 mm makes it clear that it is not intended to be a pure country motorcycle. In the higher-end models this suspension is adjustable. If we enter very broken areas or look for jumps and aggressive driving, the stops appear earlier than desirable since the setting of these KYBs is quite soft. However, to be honest, we don’t think that’s the focus of this bike. For the average user and even for those with an intermediate level of field, the behavior is very surprising.
During the presentation we were able to ride fast on dry, broken and quite sandy tracks, and the reality is that the F 450 GS left a very good taste in our mouths. Once the ergonomics are adjusted—especially the handlebars and levers—the bike gains a lot. The standard adjustment is oriented towards the road, but with an Allen wrench you can readjust everything in 5 minutes. The assembly absorbs irregularities well and maintains very notable stability even when driving above 100 km/h on the track. In fact, it was one of the most repeated comments during the test: no one expected such successful off-road behavior.
The feeling of lightness also helps enormously. The 178 kg practically disappears in motion and the bike feels intuitive, noble and very easy to move. The engine also has enough power to lift the front wheel in first and even second gear with a simple push of the clutch, something very useful for overcoming obstacles during a trail route. All this without generating hardly any heat in its engine, even running during a particularly sweltering day.
To maneuver, its seat height of 845 mm allows it to be moved safely when stationary, although there are lower and higher seats (rally version) that can adapt better to each person.
On an electronic level, the Enduro Pro mode allows you to disconnect the rear ABS and softens the aids, although it does not allow you to completely eliminate the front ABS, something that probably will not convince the most purist users. During heavy braking on dirt, some electronic intrusion appears, although for an average user it can even be interpreted as a safety plus. Yes, we really liked that the traction control can be completely disconnected while driving, something unusual and very practical when we constantly alternate asphalt and dirt.
BMW F 450 GS 2026 test – ERC: the system that will generate the most debate
The great differential element of the BMW F 450 GS Trophy is undoubtedly the new ERC system. BMW has developed an assisted centrifugal clutch that allows you to drive practically without using the clutch lever. The initial sensation is even reminiscent of a scooter, since we can start in practically any gear, move between cars or overcome complicated areas of the field without worrying about stalling the motorcycle.
In daily use it has enormous advantages. The bike never stalls and urban or slow trail riding becomes incredibly easy. Of course, the first sensations are somewhat strange, especially at that intermediate point when opening the gas from very low speed, where the touch does not seem completely natural. Even so, once you get used to it, the system works really well.
When you stop the motorcycle it remains in neutral even if the gear is engaged, which does not give you confidence when parking on a hill. It is a point that the brand should revisit.
However, BMW maintains the conventional clutch, so anyone who wants a more traditional drive can do so perfectly (not in the Trophy variant). Now, it is a system that will probably divide opinions among the most purist users and also leaves some doubts about how it will age mechanically with the passage of time and careless use, especially if we constantly abuse going out in high gears.
