Is this 2026’s most important new bike?
The entire adventure bike boom of the last two decades is based almost entirely on the incredible popularity of BMW’s big R-series GS boxer models. But today there’s an increasing shift towards smaller, wieldier machines – with bikes in the 400cc to 500cc category becoming ever more popular – so BMW’s decision to create a completely new F450GS parallel twin could be a masterstroke.
We’ve known about the F450GS for a year: it was shown as a concept in November 2024, so there was never any doubt that it would reach production in 2026, but there are still surprises in store including BMW’s take on an automated clutch system – dubbed ERC (Easy Ride Clutch) – that’s standard on the top version and optional on the others. Like Honda’s E-Clutch it retains the normal lever, so you can override the system, but means you can pull away and stop without manually operating the clutch at all.
The F450GS appears in four variants: Basic, Exclusive, Sport, and GS Trophy. All use the same engine, a brand-new 420cc parallel twin with an unusual 135-degree crank angle that sets it apart from the more common 180-degree and 270-degree parallel twins of its rivals. With a 72mm bore and 51.6mm stroke, paired to a 13:1 compression ratio, the engine puts out 35kW at 8,750rpm and 43Nm at 6,750rpm. It’s paired to a conventional six-speed box and an optional up/down quickshifter, while the optional ERC system makes it more like a semi-auto.
ERC itself works more like MV Agusta’s SCS clutch than the Honda E-Clutch. Instead of a servo-activated, computer-controlled clutch, it has a centrifugal clutch like a scooter, which disengages when the engine revs drop to idle. Unlike most scooters, though, the clutch remains firmly engaged on the overrun until revs get very low, so you still have conventional engine braking. You can also use the normal clutch lever to hold higher revs while pulling away or manoeuvring if you prefer.
While the Basic model is stripped back and all-black, the Exclusive adds more riding modes, different pegs, handguards, plastic under-engine protection, the quickshifter and a screen. The Sport takes the Exclusive spec but adds red paint and adjustable sports suspension, while the range-topping GS Trophy gains metallic blue paint, an aluminium engine guard, the adjustable suspension and a tinted screen, plus the ERC transmission option as standard.
The frame is a steel trellis, using the new engine – built, like BMW’s 313cc ‘310’ single, by TVS in India – as a structural component. There’s KYB suspension front and rear, with 43mm forks that gain adjustable compression and rebound damping on the Sport and Trophy. A 19-inch front wheel is paired to a 17-inch rear, both cast alloy as standard, with wire-spoked wheels as an option, while the brakes combine a Brembo radial front caliper with a ByBre rear. Weight? Just 178kg ready-to-ride.
Electronics include a large, 6.5-inch TFT dash and three standard riding modes – Rain, Road and Enduro, while the Exclusive model and above all get an extra Enduro Pro mode as well.
