The worst-kept secret for this year’s EICMA show in Milan is the official debut of BMW’s F 450 GS flyweight adventure bike, but some of the particulars raised a few eyebrows. CFMoto has gone bigger rather than smaller with its new 1000 MT-X, and the real head-snapper is the return of the venerable Norton brand and their big new Atlas ADV tourer.
BMW F 450 GS
Perhaps the best way to launch a new moto model is to slowly dribble out teaser images and vague technical details in the months leading up to the big reveal, and then when the wraps are finally taken off, wow the crowd with the final production specs and equipment. This strategy drums up endless speculation and keeps people guessing, all the while maintaining the mysterious model at the top of the news cycle. BMW did just that with its fresh for 2026 BMW F 450 GS. One caveat for North American riders—it’s likely the 450 GS will not land at dealers until very late in 2026 or early 2027, making it a 2027 model. In the Western Hemisphere we will only get the top spec Trophy trim as well.
For ADV riders, the GS Trophy is the model to get anyway, with its trail-oriented amenities that include 19- and 17-inch wire spoke wheels front and rear on gravel-oriented rubber, sports suspension, aluminum engine bash plate, hand guards, and heated grips. The Trophy also has better adjustability for improving riding ergonomics off road, including for the hand levers, the shifter, and the rear brake pedal. Exclusive to the Trophy is the classic BMW blue, red, and white paint scheme, including white sprayed on the trellis frame. Wet weight, including fuel in the 3.6-gallon tank, is said to ring in at 393 pounds—a good sight lighter than the CFMoto Ibex 450 (approximately 430 pounds wet).
The 450 GS gets 7.1 inches of suspension travel front and rear, and the 43mm KYB inverted fork is adjustable for rebound and compression. The KYB mono rear shock actuates an aluminum swing arm and adjusts for preload and rebound. The fanciest trick on this Beemer is the new ERC (Easy Ride Clutch) system. Using a centrifugal mechanism, the clutch automatically disengages at idle, so coming to a stop and starting off again don’t require use of the clutch lever. Also standard is a bi-directional quick shifter, so your left hand conceivably has very little to do. Full manual operation is still available when more control over forward momentum is warranted. Power comes from an all-new 420 cc water-cooled parallel twin that produces 48 horsepower at a heady 8,750 rpm and 32 pound feet of torque at 6,750 rpm. Riding modes include Rain, Road, Enduro, and Enduro Pro that modulate both traction control and ABS settings, as well as wheelie control and engine braking. A de rigueur 6.5-inch TFT dash keeps riders informed of the all stats.
To my eye, this small GS looks great from all angles. It seems to have plenty of power for seasoned riders, but not overwhelming amounts for newbies (though the 33.3-inch height for the Rallye seat on the GS Trophy might be a little intimidating). Due to the late launch date, there’s no official word on pricing yet, but with a nicely optioned 2025 G 310 GS sitting at about $6,200 and the F 800 GS Adventure starting at $10,925, there’s plenty of wiggle room for the F 450 GS Trophy to slot between them.
CFMoto 1000 MT-X
CFMoto has been angling its way deeper into the ADV world with its high-value and feature-laden Ibex models in 450 and 800 flavors. What was missing in the lineup was a top-dog bike with liter-plus displacement and big power. Revealed at EICMA, the 1000 MT-X (MT-X is the moniker CFMoto uses for its ADV bikes in other markets in place of Ibex) features the 947 cc LC8c parallel twin from KTM that is found in the 990 Duke and 990 RC R. This is a fairly new engine, so much so that it hasn’t even made its way into the KTM 990 Adventure yet, so it’s a bit of a surprise that a client like CFMoto gets to tout its launch first.
The LC8c in the 1000 MT-X is rated at 111 horsepower at 8500 rpm and 77 pound-feet of torque at 6250 rpm. Its extra 148 cc of displacement over the motor in the essentially identical Ibex 800 E nets a negligible weight gain of less than 5 pounds (490 pounds curb weight for the 1000 MT-X over 485 for the middle-weight motorcycle). Otherwise, the bikes are very similar in spec, featuring a 21-inch spoked wheel up front and an 18-incher in the back, and 9 inches of travel from the KYB suspension front and rear. Not only is the chassis the same between the 1000 and the 800-E, so is the fuel tank, which holds an impressive 8 gallons of unleaded. Debuting with the ROTW naming scheme means the 1000 MT-X is not yet ready for the American market, but we wouldn’t be surprised to see it on these shores as an Ibex sooner rather than later.
Norton Atlas GT
One of the fun surprises from the early hours of the Milan show was the reintroduction of the legacy Norton brand. Along with a new modernized logo, Norton unveiled three concept bikes that look fairly close to production including the slick-looking Manx and Manx R sport bikes, and the Atlas and Atlas GT ADV/Touring models.
Details are very thin at this point for the Atlas. More in the vein of PanAmerica or R 1300 GS than Ténéré or TransAlp, the Atlas is big (befitting its name) and has a clean, road-oriented design. Norton says of the Atlas, “Pairing its lightweight chassis with a flexible and responsive power plant, and complemented by an advanced electronics suite, the Atlas instils confidence on any terrain–empowering its rider to push onward toward the next challenge.” Featured equipment includes wire-spoke wheels, ByBre brakes, projector LED headlights with cornering lights, and an 8-inch TFT dash.
In support of these new models, the British manufacturer plans to sell and service its bikes via an expanding dealer network in global markets in Europe, Asia, and North America.
Images: BMW, CFMoto, Norton
Read More: Moto News Roundup :: Kawasaki Middleweight, KTM Updates, Alpinestars ADV Gear, EICMA
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