By Zaihan Mohd Yusof

THOSE who have seen the elusive BMW G450X have been surprised. It is nothing like what they have seen before in the BMW brochures.

The company, known for its pricey, high-tech tourers, have, how should we put it, 'gone off the reservation' with its innovative G450X.

Clearly, it's not a machine to take your girlfriend on a Sunday morning ride. The fuel-injected G450X is built to compete and win enduro races.

Built from the ground up, the 449cc, G450X reflects an 'out of the box' thinking by its engineers.

First, the lack of a frame catches your eye.

The engine, which churns out 41 horsepower at 7,000rpm (which can be raised by another 10 horsepower with a competition exhaust pipe), is not cradled in a frame.

Two stainless steel tubes wrap around the engine on each side, lightening the weight of the 111kg G450X.

To give better traction, the front sprocket sits on the same axis as the swingarm pivot as opposed to the front of the swingarm pivot found on conventional bikes.

Now, there's a price to be paid here for the design revolution. To change the front sprocket, you must first remove the swingarm to access the sprocket.

Nevertheless, the radical arrangement has its benefits - the chain tension remains constant under heavy acceleration while at the same time stabilising the rear suspension.

The G450X, which costs about $22,800 (machine price only), is also fitted with a longer swingarm for a sturdier ride over bumps.

While it has a longer swingarm, the G450X's 1,473mm wheelbase is similar to its rivals, the KTM450EXC and the Honda CRF450X.

The concept of mass centralisation is taken a step further with the BMW's 8-litre fuel tank placed at the rear of the seat.

With the fuel cap located on the seat itself, some riders may take issue with the engineering feat.

A rubber cover, the size of a fist, tends to rub against a rider's buttocks when he leans back on the seat while exiting corners. A softer material, which does not protrude, should lessen abrasions.

More space

On the flip side, riders now have more space to slide forward on the seat with the fuel tank positioned to the rear of the 5-speed bike.

Thumb the electric starter button, the BMW belches a respectable exhaust note from its huge silencer, which you would either love or hate at first sight.

Its front brake, while full of stopping power, requires more initial squeeze before you feel the bite on the 260mm non-ventilated brake rotor. Its fully-adjustable Marzocchi forks and Ohlins shock-combo are spot on.

Rocks or tree roots will not sway the G450X, so long as you're riding in an upright position.

Over muddy terrain, the suspension tracks well without 'skating' or sliding nervously.

Yet, you can't win all the time - it takes some effort to turn the slim G450X into corners.

Some will find the G450X's wide-ratio gearing easy to handle.

Others, particularly those riding in tight trails, would prefer a more aggressive gearing set-up.

Either way, the G450X is kind - allowing you to chug lazily on one gear, or get serious by simply fanning the cable-actuated, clutch lever for instant power.

The bike's acceleration is fast, but not brutal.

Its linear powerband permits a new biker to ride at his own comfortable pace without any surprises.

On a less-forgiving bike with an unpredictable power hit, your arms will soon feel like jelly as you fight to control the handlebars.

The BMW's gentle manners make you last longer in the saddle - an important aspect in endurance racing.

But the race is not over once you have switched off its keyless ignition.

Its sidestand, which has a tendency to swing back instantly, is notorious for bruising unprotected shins.

In the end, buying the pricey G450X is all about choice.

While its rivals cost less, you can be proud of owning a sophisticated and revolutionary motorbike from a company known for its unstoppable globe-trotting adventures.

This article was first published in The New Paper.