Finally. A proper entry-level GS.
That didn’t actually take long. This was only launched at EICMA last year, and now we already have it. ‘Entry-level’ might not be the first term I’d use to describe this GS, though, because that somehow implies that this isn’t as loaded as its stablemates. ‘Smaller’ would be the better term.
But you can ride the BMW F450 GS on the expressway, right?
Yup, and that’s exactly what we did. Unlike the G310 GS, the F450 GS is a true expressway-legal bike. A ‘big bike,’ if you would.
Looks good.
It does. It’s undoubtedly styled like a GS. From the front to the back. It even has the same hunch on that hefty 14-liter fuel tank. Despite it being smaller, it has the same silhouette as the bigger GS models.
It’s also still produced by TVS, though? Just like the G310 GS?
Yes, but BMW Motorrad Philippines made it clear that the bike is assembled in India, but the parts—save for the engine—are all built in Germany.
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Tell us more about F450’s TVS-built engine, then.
Yes, the engine is built in India by TVS, but it has its own separate production line. We were also told that the Germans directly supervised development and manufacturing. This engine in discussion is a 420cc liquid-cooled parallel-twin that puts out 48hp at 8,750rpm and 43Nm of torque at 6,750rpm.
If you want to compare this with other lightweight big bikes, it’s more powerful than the engines of both the CFMoto 450MT and Royal Enfield Himalayan 450, arguably two of its biggest competitors at the moment.
How does the BMW F450 GS ride?
That may seem like a short and simple question to answer, but there’s a lot to discuss here.
Let’s start with the engine—it’s actually pretty solid. It’s got more than enough power than what you’ll need in a bike that weighs just 178kg. It cruises easily at 100kph on the highway, albeit with significant vibrations. Such is the nature of the small two-cylinder engine. It’s not as smooth as its bigger brothers, but considering how this is positioned in our market, it’s still darn good.
It’s not thirsty, either. I netted about 26km/L after our 75km spirited ride from Sucat to Talisay and up to Tagaytay. We rode it hard and good, so I’m confident I can get much better fuel economy from that engine without even trying.
Also worth praising here would be the Shift Assistant Pro. It allows for clutchless upshifts and downshifts, and it felt smooth. Said to be smoother than the R1300’s, even, but I digress.
The F450 GS is also quite comfortable on the open expressways, whether on the poorly paved portions of the southern tollways or some asphalt-lacking provincial roads. It just eats up the bumps on the road without any problems. Suffice to say, on smooth surfaces, it’s also a joy to ride.
Does the F450 handle like a true GS, though?
A ‘true GS’ for me would be the R models, and if you’re comparing this to those…well, they’re apples and oranges, so I can’t answer that question. But if you’re looking at it for what it is, which is a lightweight big bike, then I can easily say it handles well.
It’s light on its feet and feels very nimble through corners. We climbed the winding roads of Talisay with ease, and even through the steep hairpins, the bike kept its composure.
I also got to see the more experienced riders in our group play around with the bike (within secure spaces, of course), and I can assure you that when wielded correctly, the F450 GS is one hell of a motorcycle.
One more thing—it’s very manageable through traffic. I could see myself riding something like this daily. Something I never thought I’d say about a GS.
So it’s a beginner-friendly bike?
Not exactly. It’s not eyewatering as far as power goes, but the seat is a bit high, so unless the beginner is tall, it won’t be much fun learning the ropes with this bike. I could barely tiptoe when straddling the F450 GS. I’m 5’6” with a short inseam, so an 845mm-high seat can be challenging at times. That said, you could spec this bike with a low seat, but that would only bring it down to 830mm or 32.6 inches, which can still be quite cumbersome for vertically challenged riders.
The height, however, should translate well to off-road riding, as 220mm of ground clearance is quite a bit.
How is the F450 GS as an off-roader?
Unfortunately for us, we weren’t allowed to take this bike off-road. The bikes were as fresh as can be when we got them, so it wouldn’t have been wise to break them in on a trail, so that was understandable. Besides, there should be a higher Trophy variant on the way, and that would be the true off-road-ready bike, equipped as standard with spoke wheels and the like.
I’m guessing this should be capable enough, of course, since it has the tools. For one, you can switch off ABS and traction control by selecting between the Enduro and Enduro Pro ride modes. Clearly, there’s both power and tech in this bike to make it a solid off-road machine. It’s just a matter of finding out ourselves—but that can wait.
How much is it?
In case you missed the launch story, the BMW F450 GS starts at P498,000 for the Exclusive variant and tops out at P548,000 for the Sport variant. The two are generally similar, but the higher trim gets a sport suspension that’s fully adjustable up front to allow for better customization. If you’re quite particular with these kinds of things, then it could be worth the upgrade, but do note that the majority of the toys you get in the range-topper are also available in the base variant.
Is it worthy of the GS badge?
I think this is a question best directed to actual GS owners. I’ve ridden both the R1250 and R1300 and loved them, but this discussion is better done with those who’ve actually lived with a GS and not just reviewed one.
All that being said, I’m still happily giving my thoughts on this one. Having not been able to ride the G310 GS, I don’t have firsthand experience with it. However, if the thoughts of my colleagues were anything to go by, then this F450 is a huge, huge jump from that, and I think it was the consensus.
So yes, I think it’s worthy to be called a GS. The F450 looks like a GS and feels like a GS. It’s just fitted into a much smaller package that requires a lot less skill to ride and a lot less money to buy.
I know you’re going to ask if it can actually beat its competitors, but we can’t definitively talk about that for now. We’ll have to wait for a full review—or even a proper comparo—before we can come to a conclusion.
