BMW G450 X

NOT SO MUCH

RATINGS
Overall rating: 4.5/5.0
Engine/chassis: 4.5/5.0
Price, packaging and practicality: 4.5/5.0
Behind the bars: 4.5/5.0
X-factor: 4.5/5.0

OVERVIEW
In case you hadn't noticed, BMW Motorrad has been 'brand shifting' in the last few years, all in the name of trying to produce motorcycles that hold more appeal to the "younger, sportier riders".

We've already seen the expression of that policy in machines like the F800 S/ST, the F650 GS, the F800 GS and the upcoming F800 R. In other words, the F-series!

The single-cylinder G450 X can also be added to that register. The 450 X is BMW's first race-bred enduro bike, and is a stand alone model in the new G-series family.

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

And that's a fact. Last year, three enduro machines were in the top 10 selling motorcycles in Australia: the Honda CRF450X, Suzuki DR-Z400E and Yamaha's perennial top seller, the WR450F.

Granted, the DR-Z doesn't really belong in that top echelon of enduro bikes (but we wait for Suzuki to release an enduro version of the RM-Z450), but it still shows that consumers love this sector.

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

Prototypes of the G450 X first began competition in 2007, with riders like multiple world motocross champion Joel Smets helping to shape the final product before the final green light for volume production. The 450 X was released in Australia last September.

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

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

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

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

But it's the production version of the G450 X we're concerned with in this forum and, as you'd expect from a company like BMW, this isn't a run-of-the-mill design exercise.

PRICE AND EQUIPMENT
The G450 X is priced at a super-competitive $12,450 (plus ORC), $5.00 less than the Husqvarna TE450 and $145 below the KTM 450EXC. Meanwhile, the CRF450X and WR450F are nearly nudging the 13K mark as prices begin to climb with a fading Aussie dollar - especially against the Yen. The Husaberg FE450e, which is also another exercise in progressive design, is $13,299.

For $12,450 you get a lot of quality and innovation, ranging from the bits and pieces you might expect - fully adjustable Marzocchi 45mm USD forks, Ohlins shock and electronic fuel injection - to the more technical qualities like the coaxial mount of the swingarm and countershaft, and the clutch being directly attached to the crankshaft.

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

Without exhausting you with too much tech talk, the amalgam of the countershaft and swingarm pivot means the distance between the front and rear sprocket remains fixed. That is, the chain tension remains rigid independent of any movements in the suspension.

The inspiration underpinning the coaxial drive is that acceleration goes straight to where it should: the rear wheel. There's no chain slap and, for those with wayward throttle control, increase tractability should keep things on the boil when pressure is applied - ie gnarly hill climbs.

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

The engine lean is 30 degrees, fed by straight intake tracts. The powerplant is made to BMW-specification by Kymco, which is a Taiwanese company. There are two engine outputs: 40hp in standard mode and 52hp by activating a power-up plug, which is a quick and easy process.

The difference in torque between the two modes is minimal.

For the enduro-philes, another great touch is the air filter, which is a quick-release draw mechanism accessed by removing the right radiator shroud. The air filter is located near the steering head, which helps keep the dust at bay - a huge benefit in events like the A4DE.

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

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

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

The single colour is 'Racing White'.

ON THE DIRT
I wasn't too sure what to expect when I rode the 450 X , as it had been a few years since I had been trailriding, and it always takes some time to get the ol' mojo back - if it can be recovered at all.

The first examination on our 60km ride came within the first few minutes when we - I was joined by another journalist and our 'tour' guide - were confronted with a fairly demanding hill climb.

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

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

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

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

I haven't ridden a 450cc enduro bike in a while, but the 450 X certainly didn't feel as heavy as others I've tested - more like a 250 really. Its narrow girth probably had a bit to do with the light feel, too.

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

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

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

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

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

It's fun, battle-hardened and supremely easy to ride. Those elements certainly appeal to me - and they will to others once the good word is spread.