BMW G450 X — Motorbikes Reviews, News & Advice —

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BMW G450 X (January 2009)

BMW is a at producing adventure tourers, but now gone one step further and an innovative enduro bike the G450 X



Torquey engine


Self-retracting sidestand

rating: 4.5/5.0


Price, packaging and practicality:

Behind the bars: 4.5/5.0


In case you hadn’t BMW Motorrad has been ‘brand in the last few years, all in the name of to produce motorcycles that more appeal to the younger, riders.

We’ve already the expression of that policy in like the F800 S/ST, the GS, the F800 GS and the upcoming F800 R. In words, the F-series!

The single-cylinder X can also be added to that The 450 X is BMW’s first race-bred bike, and is a stand alone in the new G-series family.

But why the 450cc segment, which isn’t a stroll in the park? Simple it’s the biggest sector and where the most exciting takes place, says If it succeeds, it’s getting the exposure and potential for big sales in like Australia.

And that’s a Last year, three machines were in the top 10 selling in Australia: the Honda CRF450X, DR-Z400E and Yamaha’s perennial top the WR450F.

Granted, the DR-Z doesn’t belong in that top echelon of bikes (but we wait for to release an enduro version of the but it still shows that love this sector.

BMW is about having fun on dirt, Cameron Cuthill, General of BMW Motorrad Australia. We know are a lot of Australian riders who would to have a BMW in their shed, and the 450 X is to be a machine that sparks a love affair.

Prototypes of the X first began competition in with riders like world motocross champion Smets helping to shape the product before the final light for volume production. The 450 X was in Australia last September.

and an exhaustive testing program in 2008, with Smets contesting the Australian Four Day (A4DE), finishing sixth and winning the final motocross in fine style.

In 2009, BMW has all out in the world enduro title, hiring the services of multiple champions David Knight and Salminen. Their salaries will probably make BMW executives faint, but the company has the prize fighters to really what the G450 X is capable of.

It turn out to be the best brand-building that money can buy.

Just last weekend, was dominating England’s biggest enduro race before he had to with a minor mechanical But it was an ominous sign heading the world enduro season, and his in the blue-chip E2 class will be themselves for a tough year.

But the production version of the G450 X concerned with in this and, as you’d expect a company like BMW, isn’t a run-of-the-mill design


The G450 X is at a super-competitive $12,450 (plus $5.00 less than the TE450 and $145 below the KTM Meanwhile, the CRF450X and WR450F are nudging the 13K mark as prices to climb with a fading dollar — especially the Yen. The Husaberg FE450e, is also another exercise in design, is $13,299.

For $12,450 you get a lot of and innovation, ranging from the and pieces you might expect fully adjustable Marzocchi USD forks, Ohlins shock and fuel injection — to the technical qualities like the mount of the swingarm and countershaft, and the being directly attached to the

The latter allows the clutch to be and lighter than traditional but it’s the coaxial set-up has really got tongues wagging.

exhausting you with too much talk, the amalgam of the countershaft and pivot means the distance the front and rear sprocket fixed. That is, the chain remains rigid independent of any in the suspension.

The inspiration underpinning the coaxial is that acceleration goes to where it should: the rear There’s no chain slap for those with wayward control, increase tractability keep things on the boil pressure is applied — ie hill climbs.

BMW’s was to keep the centre of gravity as low as on the 450 X, all in the name of agility. The coaxial allows for a longer swingarm other 450s, and the engine is further back in the chassis, the cylinder to lean forward.

The lean is 30 degrees, fed by straight tracts. The powerplant is made to by Kymco, which is a Taiwanese There are two engine outputs: in standard mode and 52hp by a power-up plug, which is a and easy process.

The difference in between the two modes is minimal.

For the another great touch is the air which is a quick-release draw accessed by removing the right shroud. The air filter is located the steering head, which keep the dust at bay — a benefit in events like the

It has a plastic bashplate, adjustable handlebars and a Brembo twin-piston on the front, gripping a 260mm The rear has a 220mm disc, and the is mechanically operated.

Claimed dry weight is 111kg, and the capacity is eight litres. The filler is positioned at the rear of the

The information cluster is digital, and operating hours ( a biggie for the enduro riders), two trip two stopwatch functions, a clock, lap average speed and maximum warning.

The single colour is White’.


I wasn’t too what to expect when I the 450 X. as it had been a few years since I had trailriding, and it always takes time to get the ol’ mojo — if it can be recovered at all.

The examination on our 60km ride within the first few minutes we — I was joined by another and our ‘tour’ guide — confronted with a fairly hill climb.

My line was errant from the get-go and I to spear off in all directions, but the 450 X simply to chug along in second until I reached the summit. How is this?

That really set the for the day, and the 450 X’s ability to its own path across rocks, whoops and the usual assortment of obstacles is nothing short of It’s not just getting by: all about class with the system and compliant geometry.

That’s why the 450 X is a great machine for all of riders. For novices and the intermediates it rather than saps, and I’m sure the pros appreciate a machine where is the calling card. If it means improvisation in sticky situations, all for it.

The Beemer is certainly agile and we went through plenty of to test out its mettle. At higher it’s just as fun, and the holds up well to the constant

I haven’t ridden a 450cc bike in a while, but the 450 X certainly feel as heavy as others tested — more a 250 really. Its narrow girth had a bit to do with the light feel,

When the pace was upped, the forks held up well, that’s the time when compression settings normally to the fore. But in the 450X’s case wasn’t excessive dive brakes, and the initial feel bumps was very re-assuring.

The is really torquey, even the standard 40hp plug. And heavy compression braking the wheel behaves itself, means you can concentrate on getting to the corner at maximum possible

I fitted the 52hp power-up for the last third of the ride, and I definitely feel the bigger hit at the top I was happy because it coincided some fast, open but in tighter terrain the seat-of difference would be minimal. where torque is the crucial in maintaining momentum, not a top end blast.

My 450 X was fitted with a 14-tooth sprocket, which is included in the parts kit. The standard is 15, which is too tall for the more trailrider, although it would be for some transport sections on a road.

The G450 X is a serious of kit and, for those who think going to be cannon fodder for the and other Euro machines, will be left ashen-faced.

fun, battle-hardened and supremely to ride. Those elements appeal to me — and they to others once the good is spread.


BMW G450 X
BMW G450 X

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