Review: 2027 BMW F 450 GS
A year and a half after the debut of the F 450 GS concept at the 2024 EICMA show, the production‑ready model is now ready for test rides. The motorcycle, manufactured by BMW’s Indian partner TVS, will hit the dealerships in late 2026 as a 2027 model.
The F 450 GS comes in four distinct variants. The entry‑level Basic trim, in Cosmic Black, features cast wheels, a two‑piece split seat, three riding modes (Rain, Road, and Enduro), and heated grips. The next tier, Exclusive, adds a quickshifter, Pro riding mode, hand guards, enduro footrests, a plastic engine guard, and a clear windshield.
The third variant, Sport, is painted Racing Red and adds a front fork with adjustable compression and rebound damping. At the top of the range, the GS Trophy trim also features an aluminum skidplate protecting the engine, which is equipped with the Easy Ride Clutch (ERC), and a striking Racing Blue Metallic paint job, just like the concept bike. However, only the GS Trophy variant will make it to the U.S. market.
Although the American MSRP for the F 450 GS hasn’t been confirmed yet, the bike is rather pricey (especially if you start adding accessories). That’s surprising, since what can you realistically expect from a mid-displacement twin‑cylinder engine? Such powerplants usually need high revs and tend to feel a little sluggish in their power delivery, right?
Sheer Riding Pleasure
Yet, after the first miles of my test ride, I thought the 420cc in-line twin engine, with a 135‑degree firing order, felt more like a 650cc. It delivered a surprisingly strong punch even at low revs between 3,000 and 4,000 rpm, making pulling wheelies during the first off‑road photo shoot a breeze.
Such verve is rarely found in other twin‑cylinder bikes in this class, whose outputs typically hover around 40 hp. The BMW, by contrast, delivers a full 48 hp at 8,750 rpm and weighs in at 392 pounds with the 3.7‑gallon tank full.
Even though the engine has a very short stroke (51.6mm), the engineers in Munich and Chennai have managed to give it a character usually associated with significantly larger displacements.
The classic BMW slogan, “Sheer Driving Pleasure,” was originally coined for the company’s automobile division, but it fits the F 450 GS’ on‑road experience perfectly as well (if you change “driving” to “riding”). With a relatively short wheelbase of 57.7 inches and a seat height of 33.3 inches, the GS Trophy version puts you quite high at a slightly front wheel-biased position.
The knee angle and the raised handlebar fit the ergonomic setup like a glove. Meanwhile, the Metzeler Karoo 4 tires, in sizes 100/90‑19 and 130/80‑17, give the “Baby GS” neutral and precise handling characteristics on asphalt in all riding situations.
The strong 43mm KYB front fork with 7 inches of travel (matching the rear) resists diving and flex even under hard braking with the single 310mm brake disc. These are the details that turn a simple motorcycle into a premium bike, even in a cost‑driven displacement segment!
The GS 450’s suspension is very well balanced, with rebound and compression damping adjustable at the front and rebound plus spring preload at the rear. It’s tuned more toward sportiness than plush comfort, yet it still offered plenty of reserves and progressive response. Even on the sometimes bumpy roads of Sicily, the setup proved to be both effective and comfortable.
Easy Ride(r) Clutch
The design, suspension, and riding position are all top‑notch, backed up by a strong, characterful engine and a rich, engaging exhaust note that builds into a proper racing‑style sound as the revs climb. Then there’s the innovative ERC. You only need the clutch lever to start the bike; gear changes work very well without it, further aided by the quickshifter.
The bike begins to move forward at a minimum of around 2,700 rpm. That may sound high at first, but thanks to the overall quality of the bike’s design, it doesn’t feel intrusive from either a functional or acoustic perspective.
In the (estimated) rev range up to about 4,500 rpm, the clutch modulates throttle input in the partial‑load range with a slight slip for smoother transitions. When the throttle is closed, engine braking is maintained right up to a complete stop.
If you want to ride in a high gear without shifting, you can technically do so: pulling away works, and the clutch slip is automatically adjusted to speed. However, warnings on the 6.5‑inch TFT display—borrowed from BMW’s larger models, just like the handlebar switches—will repeatedly remind you to shift.
It’s best not to overdo it, as when the clutch starts to smell, a red warning message will urge you to show restraint. And remember: when the F 450 GS is stopped and the engine turned off, there is no “parking brake.”
The familiar handlebar switches and the 6.5-inch TFT display have not yet been manufactured in India and are shipped from Europe to Chennai for production.
The ERC also works excellently off‑road, where the rider can focus entirely on throttle control in slow, trial‑style sections without the risk of stalling the engine—because that’s technically impossible. This feature is likely to appeal especially to less experienced riders. What remains to be seen is how the automatic clutch copes with heavy, continuous abuse off‑road or in deep sand.
A Premium Baby
On the gravel roads of northern Sicily, it suddenly became clear to me why the phrase “the F 450 GS is a true GS” is more than just a tired marketing slogan. It handled just as confidently and safely as its larger siblings, with the familiar Metzeler Karoo 4 tires playing a key role. Unfortunately, the standard bike comes with Maxxis Maxxplore rubber.
The front end provided clear feedback at all times. Even on fast straights, a reassuring sense of stability kicks in, reminiscent of the Telelever Evo system (despite the absence of a steering damper).
On the highway, the little GS still proved stable in a straight line. At 80 mph, it revved quite high at around 7,000 rpm, yet fuel consumption on a 100‑mile loop remained relatively low at roughly 59 mpg. Wind protection was adequate for the bike’s performance, and my helmet stayed free of turbulence.
Anyone who expected a cheaply built Baby GS will have to rethink their assumptions. The BMW F 450 GS is a fully fledged motorcycle and a true GS in every sense: it delivers outstanding performance both on and off‑road, combined with excellent suspension, generous comfort, and exemplary safety.
This undoubtedly positions it at the top of the 500 cc displacement class. Premium performance comes at a premium price, but one that is well justified—not least thanks to the bike’s strong resale value. The automatic clutch is a very interesting feature that would also make sense in other BMW models.
Technical Specs
+Powerful and torquey engine, agile and stable chassis, top-quality suspension, fuel mileage, overall quality
-Price, weak plastic handguards, handlebar levers for big hands
Distributor: BMW North America
MSRP: $TBD
Engine: 2-cylinder, 4-stroke, 4-valve, DOHC, water-cooled
Displacement: 420cc
Power: 48hp @8,750rpm; 32lb-ft @6,750rpm
Transmission: 6-speed, constant-mesh, multiplate clutch, ERC, chain final drive
Rake/Trail: 26.1°/4.5in
Weight (Wet): 392lbs
Seat Height: 33.3in
Fuel Capacity: 3.7gal
Fuel Consumption: 61.9mpg
Fuel Grade: premium
Color: GS Trophy Blue