BMW Motorrad’s GS lineup is easily its most prolific one, popular in India as well as the rest of the world; the G series had a single-cylinder engine, the F series carries parallel-twins, while the R series features BMW’s famous boxer-twins. It’s a combination of history, versatility and desirability that enables BMW to sell this family of do-it-all motorcycles by and to the droves. And now, we have the new F 450 GS, a motorcycle that replaces the G 310 GS while also superseding it in almost every aspect.  

GS AGAIN

Designed by BMW but made by TVS Motor in India, the F 450 GS is a premium Motorrad machine in terms of build quality and equipment. It gets a 6.5-inch TFT screen connected to a rotary-scroll dial on the left side of the handlebar, a typical BMW touch, and the terminologies used in it are the same as the bigger GSes, too. There’s an X-shaped headlight with all-LED elements, a detail that again connects it directly to its bigger siblings. The clutch and alternator covers are made of magnesium alloy which helps keep the motor’s and overall weight down. And there are three variants: Base ( ₹4.7 lakh), Exclusive ( ₹4.9 lakh) and GS Trophy ( ₹5.3 lakh). I rode the last one, which comes with all the bells and whistles, including an easy-ride clutch (ERC). A lot more on that later. 

Headline numbers are as follows: a brand-new 420cc parallel-twin with a 135-degree crankpin offset makes 48 bhp at 8750 rpm and 4.42 kg-m at 6750 rpm, both sent to the road via a 6-speed gearbox. The motorcycle weighs 178 kg with a 14-litre fuel tank and a seat height of 845 mm. It comes with 19-inch front and 17-inch rear wheels with 100/90- and 130/80-section tyres, standard sizes for all-purpose motorcycles. Suspension travel stands at 180 mm at both ends, with a ground clearance of 220 mm. And BMW claims a top speed of 165 kph for it, which is more than is necessary in the real world. 

Among electronic rider assists are a ride-by-wire throttle, a quickshifter, four ride modes (Rain, Road, Enduro and Enduro Pro), traction control, dynamic-brake control, engine drag-torque control and lean-sensitive ABS. Most of these features are standard across the variants, though some additions are available only on the Exclusive, while the GS Trophy gets all of them and then some. The F 450 GS also comes with heated grips as standard across all variants which, I think, is a bit too much in a mostly superheated country like ours. And now for the most fun part. 

ANYONE’S GS

Out on the road, far away from glorious spec-sheet claims and sky-high expectations, the F 450 GS left me nonplussed. Yes, it felt like a full-size motorcycle, roomy and comfortable yet manageable. But, for me, the ERC took away a significant part of the involvement of riding a motorcycle. Was it for a beginner, an expert or someone in between? It’s a centrifugal clutch that engages at 2700 rpm; until then, at a standstill, you can row up and down the gearbox without touching the clutch lever, and the motorcycle won’t budge. 

Indeed, in the spirit of journalistic inquiry, I even made a standing start in sixth gear and the F 450 GS simply rolled away, whining like a big scooter. This is probably why the clutch-lever action is on the harder side; the internals necessarily have to be stouter to deal with less-than-considerate riding. And after the screen is done flashing a message to shift to a lower gear, it’ll tell you that the clutch is overheating, too. I didn’t see the latter, though. 

After putting the ERC at the back of my mind, the F 450 GS seemed more like a normal motorcycle. Most apparent was how it felt so light and nimble, turning and tightening its lines at will. The brakes were strong and inspired a lot of confidence; the front brake had a very sporty and powerful feel to it, not something usually seen on a dual-purpose machine. However, what came as a surprise was that the F 450 was not exactly GS-plush; even the previous G 310 GS was cosseting in its ride quality. Sure, the F 450 GS’s suspension was strong enough to bash through everything in its path, but it transferred quite a lot of residual impacts to my body. That’s not very GS-like, I must repeat, though it was always super-stable at all speeds. Even with the GS Trophy’s adjustable suspension, which I didn’t fiddle with, I don’t see it becoming a two-wheeled cross-country sofa. I suppose it’s just a matter of getting used to it if you buy it. 

As for the engine, I was again left with mixed feelings. I left it in Enduro mode for the duration of my ride, with the second-last level of safety assists, and it came across as quite a lively motor. It had a bit of a high-rpm-screamer quality when I really twisted the throttle, though the overall sound was nothing exceptional, even if it was a properly quick and fast motorcycle. Nonetheless, it was fairly smooth for the most part, though vibrations did surface at various points, especially after 6500-7000 rpm. At a steady 100 kph, though, it sat at a fuss-free 5500 rpm which bodes well for long-distance riding. And it remained smooth and manageable at low speeds in traffic as well, the only niggle continuing to be the CVT-like rubber-band effect of the ERC. 

Overall, the F 450 GS proved to be a motorcycle that’s extremely easy to ride across a range of conditions. I only rode it off-road briefly, but I gathered that it has the hardware and electronics to acquit itself respectably in moderate off-road conditions, too. The gearshift quality, even with the quickshifter, was on the notchier side; I expect it to improve as it gets bedded in. Better tyres would be at the top of my to-do list if I ever bought the bike. Also, the quality of stickers on the bike wasn’t what I was expecting on a bike in this segment, let alone a BMW. And the lack of colour options is a letdown, too; the Base and Exclusive only come in black, while the GS Trophy is the brighter one you see here. However, with that 14-litre tank, range should easily be upwards of 300 km, which is decent enough for long hauls. But basic competence is not the point of motorcycles like these in 2026, is it? 

YOUR GS IS AS GOOD AS…

In the end, despite possessing all the right details, the F 450 GS lacked the sense of occasion that should come as standard equipment on such a motorcycle. I never once felt that I wanted this motorcycle right away. Its demeanour felt a bit out of character for a GS, honestly, and I expected it to be more than it is right now, especially given what it asks for. Does it change the mid-size game for BMW? Oh, yes. But for the segment? That’s a bit more complicated, since it doesn’t set any outright standards on its own. 

Also, the prices I mentioned earlier are introductory, so they will be revised upwards at some point. And BMW service costs do have a reputation of leaving wallets so empty, they echo. I’m not so sure a motorcycle made in India should be replicating what imported machines find unavoidable. But of course, there’s no denying that the F 450 is a GS — after all, it comes with those BMW roundels that are impossible to brag or argue against. If you’ve been waiting for a relatively affordable Motorrad, this is the only option you have. Not much of a choice, if you ask me.  

@TheMotorGram

Published on May 1, 2026