Road test of BMWF 450 GS 2026 A GS that has us wrapped around its little finger

In April, don’t take off a single thread; in a BMW, do as you please.

Swept up by southern gales, battered by weather reminiscent of the Strait of Magellan, now is the perfect time to take refuge with a steaming cup of tea or a hearty tartiflette. Yet such pitfalls fade away with the arrival of the new BMW F 450 GS, our star of the day. The German manufacturer’s 2026 model—and, incidentally, its new strategic offering for A2 riders—invites us to discover its colors and passion… and above all to win us over before setting out to conquer the young license holders.

A bold gamble, a challenge met, pride in disguise, and motivated excitement—even before the key nears the ignition, the smallest of the GS models makes it clear that it wants to roam the… roads, all kinds of roads.

Amid the drizzle, wind, and fog, the F 450 GS is a sight for sore eyes. Especially in its Rally color scheme. With a design modeled after the 1300, it immediately exudes a confident, family-friendly appeal. The designers wisely kept the lines light and airy, creating a visually sleek machine while giving it substantial proportions to assert its presence. A beautiful frame without being heavy—in every sense of the word. If there were a 6 instead of a 4 in the displacement, you wouldn’t notice a thing.

When BMW announced its price of 7,500 euros, the world was taken aback. Some were even concerned: would it have a plastic frame and low-cost parts everywhere? Would the brand’s reputation be tarnished by the quality?
Well, not at all. The 450 looks the part and delivers on every front. There are a few somewhat mediocre elements that aren’t really worth dwelling on—some sealant on the casings and a somewhat crude brake pedal—but this trail bike is full of much more refined touches: a beautiful gold-anodized handlebar, magnesium engine casings, a high-quality aluminum swingarm, a simple and easy-to-use gear selector, a beautiful silver-granite finish on the upper triple clamp, typical BMW controls, the large 6.5-inch Connectivity screen, attractive footrest plates, a flawless finish… and standard heated grips—a real treat on chilly mornings.

The seat is a bit high, as your feet make clear by standing on their tips. But all you need to do is shift your hips 5 cm to place a boot flat on the ground.
At this moment, just before setting off, there’s no doubt in my mind, but a first observation comes to mind. The F 450 GS is three times cheaper and has a third of the displacement of the R 1300 GS, but it doesn’t look three times less impressive at all. It can stand right next to its big sister without feeling out of place. The 450 isn’t made in Spandau, but it’s truly a BMW that we see before us and will soon have in our hands.

The bike also features little touches that you’ll appreciate during maintenance. Tire pressure is indicated inside the fork crown; the chain kit’s travel range is marked on the swingarm; the air filter is under the seat and can be changed with one of the tools from the tool kit in under 10 minutes (verified). And while we appreciate the ability to adjust the brake lever via a handy little knob, it’s a hassle to do so when the hand guards are installed. Fortunately, you only have to do it once, then you’re off… until you change gloves, your riding style, or which hand you use.

BMW has decided to give its little GS every possible chance to succeed, with its ambiguous yet appealing styling, a surprisingly competitive price point, and a brand-new engine that it is the first to debut. This twin-cylinder engine, weighing just 45.7 kg, is already under scrutiny even before it’s hit the road:
- it enters a category that is already well-stocked, almost overcrowded
- it bears the BMW badge
- it’s the representative of a new family
In short, the spotlight is on it—it can’t afford to miss its entrance.

Cue, lights, curtain up, the stage! The 420cc engine emits an asynchronous, sharp, metallic beat, with youthful tremors as if the fear of disappointing were pushing it to rev up immediately. Its first bursts are timid, driven as far as it can by the low but present torque. We’re not going to ask a small engine to lift a plow, either. In the first third of the rev range, it holds its own just like its peers in this segment. The clutch’s formidable smoothness makes taking off a breeze. Then it clears its throat a bit, the thrust begins to build around 4,000 rpm, and its character starts to reveal itself. It invites you to go higher, it hopes for a twitch of the throttle to express its own, it growls and suggests that small can rhyme with powerful.

It’s at 6,500 rpm that its verve truly comes to life, that its character steps up a notch, and that it becomes lively and sparkling, determined and enterprising, joyful and almost impatient. Its power isn’t demonic but charming and, above all, effective. With a sound that gains in substance and melody. It’s a pleasure to keep it in the 6,000–8,000 rpm range to play with it, to feel its frivolity and pride in giving it everything it’s got. Once past 8,500 rpm, it keeps up the momentum, but you can already sense that the enthusiasm isn’t quite the same anymore. It has reached its maximum power output and no longer gets carried away, content with a steady, bland push, waiting for the next gear... It’s as if it would like to do more but the airflow isn’t providing enough oxygen.

It doesn’t matter once you’ve understood its temperament. This encourages you to play with the gearbox to enjoy it, staying in the right rhythm and having fun. The F 450 GS doesn’t necessarily go fast, but it thinks it does. The gears shift flawlessly, making you forget you even need the shifter. It gets jerky if you’re too heavy-handed; it’s better to be gentle when shifting to make the transition smoother, which then feels much more refined. On the downhill, the shifting is highly efficient.

The Mini-GS isn't just introducing a new frame. It also features an ERC automatic clutch. This is an optional feature, except on the Trophy version, which comes standard with it. Designed to make everyday riding easier or to help riders get the hang of things in situations where the left foot could use a break (in the city or on certain types of off-road rides), the Easy Ride Clutch manages the clutch mechanism in a way that’s… surprising at first and impressive in some respects.

What strikes you first is its “engagement delay.” Starting off on a “manual” motorcycle almost always involves a gradual release of the clutch, where you get the bike moving with a more or less aggressive twist of the throttle. The ERC doesn’t engage the transmission until 2,500 rpm, leaving a sort of “false neutral” state until that point. It’s disorienting! The first few times, the self-clutch F 450 GS seems to think and hesitate before taking off. This phenomenon can also occur at roundabouts and in certain turns taken at very low RPMs.

Once you’ve accepted and understood this delay, all you need to do is be more assertive, more aggressive with the throttle to immediately boost the RPM and get the system working before it “stalls.” The system is also seamless in its operation, with perfectly managed clutch engagement and disengagement as your foot shifts through the gears. Better than just manageable! You can stay in 6th gear the whole time; you’ll never stall. The ERC eliminates engine knock at low RPMs regardless of the gear selected. Of course, acceleration will be significantly impacted, and I wouldn’t bet on the brake discs lasting long if you play around like that. But in terms of smooth transitions and engine refinement at low speeds, the job is excellent. A real plus for city driving, when playing with the clutch tires out both your hand and your patience.

Here they are, at last: the winding roads, the scent of rosemary, the narrow lanes, and the twisting asphalt. The F 450 GS is more at home than ever. Leaning from one corner to the next, constantly darting left and right, it displays the agility of a 250 and an incredible ease. The suspension works harmoniously, with a suppleness that ensures comfort without introducing any vagueness or hesitation in the chassis. You can lean in effortlessly and without thinking, taking full advantage of its agility and its finely tuned consistency.
The bike is even better than natural: it’s instinctive. It knows how to reassure, guide you through the twists and turns, take its rider along like a buddy, and invite them to dance with a sure step.
It’s not a weapon or a tool; it’s the all-in-one app for the road.

And off-road.
The 4.5 GS comes standard with Maxxis Maxplore tires. While their performance on the road convinced us of their effectiveness (neutral and reassuring for a dual-purpose tire, even if the feel is average), the tread pattern gently invites us to explore that unpaved road looming on the horizon.
And then there’s the GS with 220 mm of ground clearance, a skid plate (not included on the base model), and above all, no fear. So, after passing through the least populated village in France, the asphalt disappears fairly quickly, giving way to dirt, a bit of mud, a bit of slippage, and a thrilling dose of adventure.

Here, too, it’s a blast! For both rider and bike. It’s a true GS, as much Gelände (off-road) as it is Strasse (road). One downside: you’ll have to deal with handlebars that are too low when riding in an upright position. Your upper body leans too far forward, forcing you to bend your knees to be comfortable, which leads to more fatigue. But once you’re in the zone and with some sturdy thighs, it charges full-throttle down 4x4 trails, between the rocks and the tales of Pagnol. You don’t even need off-road skills to have fun, because the bike does most of the work. When switching to “Enduro” riding mode, the electronics are subtle enough to make you forget they’re there, yet active enough to “catch” most minor mistakes. The F 450 GS is also rugged enough for moderate off-roading: it bounces, dives into puddles, and rocks pound the footpegs. It comes alive, slides gently, and takes corners like a weasel chasing a field mouse. Yes, you have a blast without a care in the world.
While keeping certain limits in mind. The tires don’t handle mud too well, the front wheel is 19 inches, and it remains a trail bike. For seasoned riders, “Enduro Pro” mode allows you to adjust (reduce) all the assist functions to give the bike more freedom.

The twin engine has no trouble at all in this environment. Its smoothness never falters, complemented by power that makes even more sense here. This is where you get the most out of its (relative) torque density at mid-range, to play with the terrain. When needed, there’s always enough horsepower to tackle climbs or more demanding sections.

With the F 450 GS equipped with ERC, everything is even simpler. The novice touring rider is relieved of clutch management. The system maintains engine braking with the added benefit of not causing jerks when the RPM drops too low or the foot slips too much on the rear brake. The engineers have done a great job, with a well-controlled desire to simplify the rider’s experience. However, it will take away some of the feel for those who are already seasoned in the sport. The latter will certainly opt for a more characterful bike.
Others will quickly fall under its spell. It’s quite simple: once you’re back on the road, you’ll have only one desire—to get back on the trail.

Speed enthusiasts probably didn’t land on this page out of a love for speed, but out of curiosity: can the F 450 GS really reach the top speed claimed by its makers? Once you pass 140 km/h, the engine starts to struggle. You really have to work hard to gain those next few km/h. 150 km/h is reached…and it’s clear that a long, straight stretch of road and plenty of patience will be needed to go any faster. The advertised 165 km/h is achievable, but:
- It’ll take quite a few hundred meters
- Who cares? The bike isn’t built for that
- The fairing won’t help the effort
Because there’s hardly any of it. The windshield merely “breaks” the air resistance—nothing more. Most of your body is exposed, barely better than on a naked bike with a small windscreen. To take it on a long ride, you’ll either need stronger neck muscles or a moderate pace. The bike can easily maintain a steady 130 km/h—it’ll be your helmet that slows you down first. And your butt: the seat is firm.

This kind of engine isn’t built for blazing speeds. Its strength lies in its compact vitality, a lively, engaging character, and very reasonable fuel consumption. Without holding back, fuel consumption ranges from 4.2 to 4.6 liters per 100 kilometers. That’s enough to cover over 300 kilometers before you need to refuel, thanks to the 14-liter tank.

The F 450 GS is light on fuel, and it’s light on the scales, too. Weighing in at 178 kilos with a full tank and tires as wide as postage stamps, it’s no wonder it’s as agile as can be. This makes a real difference when it comes to braking. The Brembo M4.32 caliper does its job well, with a firm and confident bite on the single 320 mm rotor, as well as solid and adequate stopping power. Only the lever being too far away and noticeable front-end dive mar the picture; the tightest adjustment is already borderline—those with small hands won’t be having much fun.
The rear, meanwhile, is handled by Bybre. Here too, the performance is very good, with surprising feedback and a convincing bite from the two pistons on the 220 mm disc.

The F 450 GS comes pretty well equipped even in the base model, with heated grips, a conveniently located USB-C port under the dashboard, cornering ABS, traction control, 3 riding modes, connectivity, a sleek and practical dashboard, adjustable levers, and Brembo brakes up front. But we strongly recommend the exclusive trim, which includes hand guards (sturdier than they look), a shifter, enduro footpegs, a plastic skid plate, “Enduro Pro” riding mode, and a slightly taller windscreen—for an extra 305 euros, it’s definitely worth it. Then, it’s a BMW when it comes to options and the final price. To build a custom bike, the bill adds up quickly.

The Rally version is for the most discerning riders. It offers adjustable suspension, that attractive styling, a more rugged aluminum skid plate, and the famous ERC clutch as standard. But the suspension is much stiffer—a guarantee of performance in all situations but a firmer ride for daily use, with damping worthy of a roadster.

BMW really nailed it with this F 450 GS. It’s not a miniature version of the 1300 Panther, but rather a field wasp with its own identity and a surprising zest for life. Its engine is frankly a success—lively, but above all impeccably tuned for the A2 category. The well-balanced and intuitive chassis manages to blend a sense of confidence with a playful spirit of formidable cheerfulness. Plus, it’s a blast to ride, and we have just as much fun on small roads as we do on forest trails. A true success!