BMW F450 GS review: Big-bike GS feel in a LAMS package

• BMW’s new F450 GS brings parallel-twin power to the LAMS adventure class
• Produces 48hp and weighs just 178kg wet
• NZ pricing starts from $13,490 + ORC

BMW’s new F450 GS brings premium electronics, parallel-twin performance and genuine off-road ability to the LAMS adventure class — but does the badge justify the higher price?

BMW has finally entered the booming LAMS adventure segment with the all-new BMW F450 GS — a lightweight parallel-twin designed to bring proper GS styling and premium features to newer riders.

First shown in concept form before breaking cover at EICMA, the F450 GS arrives with a new 420cc twin-cylinder engine, 48hp, 135-degree crank, lean-sensitive electronics, long-travel suspension and BMW’s unusual Easy Ride Clutch system. The chassis is fresh too, featuring a steel-tube frame, KYB suspension and 19/17-inch wheels. And with 180mm travel and 220mm ground clearance, it’s built to leave the tarmac.

Built in partnership with TVS in India, it’s positioned as the replacement for the single-cylinder G310 GS, but with far more performance and significantly more spec.

BMW says the F450 GS has been developed specifically to appeal to newer riders stepping into adventure bikes, while still offering enough performance and capability to satisfy experienced riders wanting a lightweight all-rounder.

In New Zealand, pricing starts at $13,490 + ORC for the Exclusive model, climbing to $14,490 + ORC for the GS Trophy variant.  

The question is simple: does BMW’s smallest GS deserve the badge? Chad headed to a very wet Sicily to put the newest GS to the test.

The ride

Interest was huge when the F450 GS broke cover in Milan in 2024. Since then, it’s felt like a long wait. In Sicily, finally, it lands — and it delivers. The Trophy, with its white frame and spoked wheels, looks every inch a junior GS. Think scaled-down F900 GS. Proper family resemblance.

Built in India with TVS Motor Company, NZ pricing starts at $13,490 + ORC for the Exclusive Cosmic Black model. The Sport Racing Red costs $13,890 + ORC, while the GS Trophy comes in at $14,490 + ORC.  

Despite the ‘entry-level’ positioning of the new GS, the spec is still strong. The 6.5-inch TFT is lifted straight from bigger GS models, complete with BMW’s familiar switchgear and rotary controller. Heated grips come standard, and overall quality feels genuinely premium for the class.

Electronics back that up. Multiple riding modes, lean-sensitive ABS and traction control, plus wheelie and engine brake control all feature. Add the Easy Ride Clutch and, at around $14k, the BMW is loaded compared to most rivals.

On board, it feels like a bigger GS. Quality is high. Gold handlebars add a touch of class, while the optional suspension brings adjustability. We started off-road on the Trophy, ERC fitted, then switched to the Sport on tarmac. First hurdle: moving off.

Easy Ride Clutch explained

The Easy Ride Clutch is BMW trying something genuinely different. It’s a centrifugal setup that allows the bike to pull away without traditional clutch control — almost scooter-like at low speed.

No need for the lever when moving off from a standstill. Initially, it feels odd. Then it quickly becomes intuitive. Once rolling, you still shift gears normally, especially with the optional quickshifter fitted.

Stop in gear, pull away again. Simple.

It’s clever. New riders won’t stall it, and off-road it frees up your left hand while removing the need for delicate clutch work. It’s not perfect — there’s a slight disconnect in feel, and you can’t “park in gear” on hills — but as a confidence-building feature, it works extremely well.

On-road performance

Sicily’s tight, cobbled streets showed the BMW’s softer side. Easy, relaxed, almost scooter-like in traffic. The electronics keep things tidy on slippery surfaces, and the bike feels unintimidating from the first few metres.

Performance is solid for a LAMS machine. The new 420cc twin produces 48hp and 43Nm, with most of the torque arriving low in the rev range. BMW’s 135-degree crank promises added character, though on the road it feels broadly similar to other parallel twins. No fireworks, just usable drive.

Still, there’s enough poke to lift the front wheel in lower gears, and the bike feels lively enough to stay entertaining.

Cruising at motorway speeds is easy enough, though wind protection is average and there’s no cruise control. Fuel economy looks impressive, with BMW claiming 3.8L/100km and potential range pushing close to 320km from the 14-litre tank.  

The brakes lacked feel in the wet conditions we experienced, but the chassis remained composed and the rider aids worked seamlessly.

Surprisingly capable off-road

Off-road is where the F450 GS really shines.

Manageable, forgiving and lighter than its numbers suggest, it quickly builds rider confidence. The Metzeler Karoo 4 tyres on our Trophy-spec bike found grip almost everywhere, while Enduro Plus mode happily allowed the rear to slide around.

Suspension performance is impressive considering the target market. The KYB setup copes well with rough terrain, although aggressive riders will eventually find the limits. Still, I reckon it’s one of the easiest adventure bikes in the class to ride off-road.

The Easy Ride Clutch helps here too. Removing the need for constant clutch work makes technical riding noticeably less intimidating for newer riders.

Back on the road, even with aggressive tyres fitted, the bike remained composed. Switch to the Sport model and it instantly feels familiar — proper GS DNA, simply scaled back.

A few questions remain. We still need dry-road testing, higher-speed touring evaluation and a proper assessment of vibration levels over longer distances. But one thing is already obvious: BMW’s smallest GS makes a very strong first impression.

Verdict

In many ways, the F450 GS nails its brief.

With 48hp and 178kg wet, it sits right on the edge of LAMS regulations while offering class-leading performance. The new 420cc twin is easy, usable and entertaining enough to keep experienced riders interested. Add the Easy Ride Clutch and it arguably becomes the most accessible adventure bike in the segment, both on and off road.

Pricing will divide opinion. Some riders will expect it to be cheaper. Others will accept the BMW premium, especially given the level of finish and equipment.

Even the base bike gets BMW’s full-fat TFT display, premium switchgear and lean-sensitive electronics. Add a few options and it becomes one of the most comprehensively equipped bikes in the class.

But rivals such as the KTM 390 Adventure, CFMOTO 450MT and Royal Enfield Himalayan 450 undercut it significantly on price.

There are niggles too. No “park in gear” functionality with the Easy Ride Clutch, average wind protection and a few unanswered questions after a rain-soaked launch test.

Even so, there’s a strong argument that BMW has produced the best LAMS adventure bike currently available. It looks the part, delivers serious spec and is ridiculously easy to ride.

The real question is whether newer riders will pay the premium for the badge.

Time will tell.

For more details, visit BMW NZ

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International Tester

Adam Child

Adam Child is an award-winning international freelance motorcycle journalist. Starting life at Fast Bikes Magazine before moving to Motorcycle News, 'Chad' made the move to freelance and has never looked back. With invites to virtually all the new model launches around the globe, Adam is one of the hardest working and most respected motorcycle testers in the industry. And he's also bloody quick, with lots of racing on his CV including the Isle of Man TT and national championships in the UK.