Tag Archives: BMW G 310 GS

It is said that there is a right time for everything. On the right time, all the stars align, the planets take their designated positions, all the essentials fall into place and things happen. Things that not a lot of people foresee or predict happening. The motorcycling scene in the Indian subcontinent has grown leaps and bounds if one compares it to what it was a decade or two ago. Even a few years ago, we saw the arrival of the bikes and the rise of the Indian Motorcyclist. But something was missing. We had superbikes, roadsters, small-capacity sporty motorcycles, really big cruisers and what not. What was missing was a small and accessible ADV or Adventure motorcycle. We did have the big bad Beemer, the R 1200 GS but frankly, something north of 15 lakhs is not something I’d call accessible. There were a few more as well but the price was something that deterred the Indian adventure motorcyclist from treading the ‘unruly’ path of dirt and mud. In comes the BMW G 310 GS in its attempt to be the stalwart of change.

The baby GS has been available worldwide for quite some time and but was launched in India just recently. Interestingly, it was being manufactured here in India and being exported worldwide but BMW Motorrad took its own sweet time to officially launch the G 310 twins here in India. We tested the two G 310 siblings in Australia (read about it here), but Indian subcontinent always presents the new kids on the block with its own set of challenges. We already knew how the bikes were and yet we were eager to test them out here in India especially the G 310 GS. The reason for that is simply the lack of competition and the changes the G 310 GS might bring out in the small-capacity adventure motorcycle market being the flag-bearer of the change. So we test out the baby GS here in India and indeed, the wait is finally over.

In the image of the big brother

The big GS or the R 1200 GS has been one of the most iconic adventure-touring motorcycles in the world and enjoys being in the good books of every motorcyclist the world over. And probably that is the reason why the G 310 GS was made to look like it belongs to the GS family. Although when parked side by side it looks like the R 1200 GS just gave birth to the G 310 GS, but remove the big one from the equation and the baby GS makes for a very very strong case in visual arts. It is big. It features a 19-inch front wheel, the traditional GS snout and fairing, gold anodized USD forks, a small-ish windscreen and Metzeler Tourance tyres. It looks every bit as good as its bigger family members and exudes purpose. And to complete that package, it features a luggage carrier as well. Without any doubt, the DNA of the bigger GS has trickled down to the baby GS and it should work wonders for it in the looks department.

Looking at the baby GS in flesh presents a whole new perspective. I just could not get over the size of the motorcycle and the bystanders also felt the same way when we took it out for a spin. Or maybe it was the BMW badge. Maybe. But personally as well, I really like the way the GS looks and premium-ness is also something that the baby GS oozes in addition to the purpose that it serves.

But then again, looks are subjective. Gosh, I tried so hard to leave it out this time but I guess this ideology has been embedded so deeply in our sub-conscious that it isn’t even voluntary anymore.

Engine-ering a gem

The engine on the G 310 G is a 313cc unit which produces 34 Ps of power and 28 Nm of torque at 9500 rpm and 7500 rpm respectively. That is all the technical info that we’ll have here (rest of the technical data would be in the spec/compare sheet at the bottom). What does the engine feel like? Like the title says, a gem. It is a fun and tractable little motor which has ample power and it is delivered in a very sedate and linear fashion. 34 Ps on the GS will never feel intimidating even to the uninitiated which makes the motorcycle feel very tamable. It is also quite refined being a 313cc single cylinder unit. It is a bit buzzy but that is something natural to single-cylinder engines of higher capacity. Although vibrations are there if one decides to keep the engine spinning at higher RPMs, but the solid build of the motorcycle and the power keep the rider engaged enough to neglect this small niggle.

The acceleration was quite sedate and the power of the engine was much more evident on the R than the GS. That might be because of the weight but then again, the GS was not meant to break any 0-100 or land-speed records. The power seems enough for touring and the bike is very comfortable around the 90-100 kmph mark and it can do that all day. The heat management is wonderful and even after a lot of thrashing around on the road and off of it, everything seemed pretty ‘cool’. The gearbox was pretty much the highlight when it comes to the G 310 twins. The G 310 GS enjoys an extremely slick gearbox with a light clutch-action that makes things fun whether you are dealing with the traffic on the road or the mud off the road. The fuel delivery and the throttle response were also very crisp. Special mention should be there for the exhaust note which is rather dull in the lower rev range but gets feisty as one twists the throttle further. Around the top of the rev-range it sounds majestic and makes one want to stay only in that part of the rev-range.

What I am going to mention now was evident on both the G 310 siblings. The G 310 GS has a very strong mid-range and a surprisingly good top-end (albeit with vibes). But the lower end of the rev-range is where things get dodgy. It needs a handful of throttle and lot of clutch modulation to get going without stalling. This problem plagued the GS a bit more when compared to the R. In almost every instance off the road where the front wheel was faced with a lot of dirt, the bike would stall if I was not hard on the throttle. This makes the slow speed maneuvers a bit difficult. And that includes U-turns so it does take some getting used-to. With the slight vibes and this incessant stalling issue, the bike scores 4/5 in the engine department.

Sidewayyyyssss!

This is the part where the purpose of the G 310 GS is the most evident. The 19” front wheel, the increased travel of the both the front and rear suspension (180 mm) and the ergos make the GS a formidable package when it comes to touring and off-roading. Another thing that comes into play is the layout of the engine (cylinder angled towards the rear i.e. reverse-inclined engine) which enabled the use of a longer swingarm without increasing the wheelbase which helps the agility of the motorcycle. Even though this engine layout remains the same in both the motorcycles, the wheelbase of the GS is longer (1420 mm) than the R for obvious reasons. What does all this translate into on the road (and off it)? Sheer joy is the answer if one wants to keep it short and sweet. But we don’t want that now do we. We want all the nitty-gritties so here it is.

We took the GS out on the road first and finding a road which has a lot of broken patches and such isn’t really difficult. The bike seems poised at high speed even on the broken roads which is when the utility of the larger front wheel is the most apparent. The size of the front wheel is directly proportional to the gyroscopic effect associated with it. Thus a bigger wheel has more gyroscopic forces acting on the wheel keeping the bike steadier and less prone to direction changes because of undulations. The suspensions do a great job of soaking up the bumps on the road. Brakes are another great part of the GS’ handling package. The brakes are sharp and progressive and with a great dual-channel ABS unit, the GS boasts of one of the best brakes in its class. There’s another cool thing that can be done with the ABS which we’ll discuss in the off-roading section.

Stand on the footpegs, accelerate to a safe speed, do not bother about broken roads and make yourself advertisement material. That is how composed the GS is. We also took the GS through slaloms to check the agility and amazingly, it fared pretty well there as well. So the longer wheelbase and the bigger front wheel ensure optimum stability and the engine layout help it maintain its agility as well. Well, relatively agile. Therefore we are sure the GS will be a handy tool in the twisties too. Not knee down-ingly good of course.

Take the GS off the road and let the joy take you over. The bike is so much fun in the dirt that one cannot keep the grin off their face. I can attest to the fact because the same happened with me. A soft little shower made the job a bit more difficult (a bit more fun) off the road. Now, the ABS on the rear wheel of the GS is switchable (woohoooo). I rode with the ABS on at first but after getting acquainted with the bike and the terrain, I switched it off and boy what a reward the GS is off the road. Just stay hard on the gas and let the GS slide itself and you to glory. The GS earns a lot of accolades in off-roading and a big contributor to that are the Metzeler Tourance tyres.

But yes, I highlighted stay hard of the gas again because one has to be careful because of the stalling at low rpms. A rather great handling package on the GS helps it score 4.5/5 which would have been a 5/5 if it wasn’t for the feeble low-end.

Comfort all the way

The G 310 GS is an extremely comfortable motorcycle. The handlebars are high and footpegs are forward set which make for a very comfortable rider’s triangle. The seat is plush and one of the most comfortable I have tested till now. A few hours and a couple of hundred kilometers or so will be a breeze on the GS. The bike is also very accommodating for taller riders like yours truly (6’3). I spent quite a lot of time aboard the GS and even after that I could have gone for a few more hours without getting too tired. Therefore we think that the GS will prove to be a wonderful tourer as well.

Now, the things that one must be wary off. The seat height. At 835 mm in the stock condition, the seat is quite high. I did not have any issues planting my feet firmly on the ground, but shorter riders might find that a bit difficult. There are options for seat height as well with 820 mm being the low-seat option and 850 mm being the comfort seat option. So the seat height will also play a pivotal role in one’s decision of purchasing the G 310 GS.

Tidbits

Mileage: Although views on the mileage will only be available after a long term road test, we are quite sure because of our rides in Australia that the GS might be able to return something around 30 kmpl in mixed riding conditions.

Rear-view mirror visibility: The rear view mirrors on the GS are a bit small yet very functional and offer a good and clear view of what you are leaving behind (mostly dirt!). A little problem is that the buzzy nature of the single-pot somewhat distorts the view when the motorcycle is being revved hard.

Headlight performance: We only rode the GS in the day so our views on the headlight performance are reserved till a long term road-test.

Build Quality: BMW. That is all I am going to say and that should suffice. In case it does not, the build quality is top notch. The fit and finish is perfect and bike looks and feels premium from every angle.

Instrument Cluster: A fully digital LCD instrument cluster. Works fine. Has all the tell-tale signs and basic information. The switchgear quality is wonderful which also houses the button to switch off the ABS on the rear wheel. Hold it down for 5 seconds, a solid ABS light comes on meaning it is off. Cool trick: The ABS can be switched on/off on the fly.

Verdict

The BMW G 310 GS is a beautiful motorcycle. It is comfortable and a joy to ride plus the off-road fun that it offers is unmatched (yet). A great engine and a wonderful handling package makes sure that the positives vastly outweigh the very scarce negatives. Now, the quality of the motorcycle do command a premium as the GS is priced at INR 3.49 lakhs (Ex-Showroom, Delhi). But one thing that is certain is that the GS is a very capable motorcycle and even if it lacked the BMW badging, it would still very well be worth its salt. Also, another feather in the cap for the baby GS is the fact that it will forever be known as the one to have heralded the era of a new segment of adventure motorcycles globally.

What’s going to be interesting to see is the changes that might follow the launch of the G 310 GS in the market. A message has been sent to Mattighofen from Bavaria and a response from Austria is imminent. We might even see an Adventure 390 next year and it might very well be the first true competitor of the baby GS. Till then, the G 310 GS is the only choice here and it sure is a wonderful one.

What?

Finally, after a lot of ‘finallies’ we finally have a final finally. See, that is what too much waiting does to curious motorcyclists. Anyway, without letting my emotions lead me astray, let me get this out: the bookings for the BMW G 310 R and BMW G 310 GS are open and it seems BMWs creative agency had a ball making the creative, because even they knew that the keyword was ‘WAIT’.

Text: Sundeep Gajjar with inputs from Sunil Gupta & Karan Singh Bansatta

Photos: Sundeep Gajjar & Sunil Gupta (shot with Sony Alpha Mirrorless Cameras)

Riding Gear & Luggage solutions: Rynox

Helmet: SMK

After a lot of waiting and whining, speculations and hearsay, the G 310 twins are officially here. The bikes were already being sold in the foreign markets but made their way to India just now. Considering the fact that both the bikes are produced here in India at TVS’ Hosur facility, the wait for the bikes here in India has been a bit too long.

So, Herzlich Willkommen! BMW. To India.

Going back in time to the unveiling of these motorcycles, one notices that there has been a lot of hoopla surrounding these two motorcycles. The reasons: a small BMW, being manufactured in India for the international market and the quality on par with the BMW standards being praised worldwide. The most prominent though is the uniqueness of the two, especially the G 310 GS.

Why?

Before going there, there a few questions that linger. What is causing manufacturers like BMW Motorrad to shift towards the premium entry level segment? Why BMW Motorrad would chose India to manufacture these bikes?

The shift towards the entry level segment is not really a shift. In case of a few manufacturers like BMW it is, but entry level segment has always been fairly populated. The manufacturers who are new in the segment may have entered after chalking out the answer to this question; how can we have more and more people attached to our brand? The answer might have been; by providing the experience of our premium bikes on more widely accessible platforms. The answer to the second question is quite simple. Manufacturing in India is cost effective. After all, these are not the only bikes being manufactured in India and sold worldwide. And the fact that India’s economy is one of the fastest growing in the world, is not bad to disprove the age-old adage that you can’t bake your cake and have it too.

But there is one more reason: India is a very young country, with lot of testosterone and adrenaline rushing through its millions of youngsters who are also earning and hustling to make their mark. And a 34 BHP motorcycle with a BMW badge certainly helps the cause. 

Where?

Anyway, focusing on the task at hand, the motorcycles are still quite alien to us Indians simply because they are not here yet. Not even for a demo. But we got to test these babies (quite literally) in Australia. We have ridden both of these bikes extensively and we are going to try to provide you as much information as we can about; how these bikes are, what’s there relevance here in India and *drum roll* how will these two fare against the competition, especially the G 310 R (because the GS has almost zero competition in India. almost). We have piled up quite a lot of questions and now, after having a taste of these two, we are more than able to answer the questions. So, let’s get down to business.

Just the BMW badging?

There’s been a lot of chatter about the bikes being offered for a premium (still waiting for that) just because of the BMW badge. So if these bikes see the same success in India as they have seen in the international market, would it be because of the nepotism arising due to a BMW relation? Is the BMW badge like an infinity gauntlet for these two motorcycles lacking the infinity stones? Absolutely not. We have seen both of the bikes in flesh and our gleaming eyes are a testament to the fact that the two G 310s are immensely beautiful bikes. They would be perfectly suitable as standalone bikes with or without any badging. Their genome truly belongs to the bigger and badder two wheeled Beemers. But then *customary line* ‘Looks are subjective’ so we share what we feel about the two.

Starting with the G 310 R that belongs to the roadster family of BMW Motorrad, the baby roadster from BMW surely looks the part. Big, muscular, naked and aggressive. Sharp headlamps, chiseled tank with the G 310 imprint, bikini fairing with the R imprint, USD forks and brake calipers finished in gold and a minimalistic tail section make the G 310 R look formidable but not in an ‘out of this world’ way like the flashy competition from Mattighofen. Although the BMW roadster family has some big names but when it comes to the visuals, the G 310R is a gentle hint towards the F 800 R. A gentle hint mind you.

Without undermining the G 310 R, we’d say that the G 310 GS steals the show simply because India hasn’t seen the likes of it yet. Not just India, the world. It is unmistakably a BMW GS with the typical GS headlight fairing and the beak. The bike does share the engine and chassis with the G 310 R but that’s where the similarities end. The G 310 GS exudes adventure be it the bigger front wheel, enlarged rake and elongated wheelbase or the utilitarian rear. The stance of the motorcycle makes the bike look bigger than a 300cc. In fact, much bigger. We’d have loved to see spoked wheels instead of alloys and this might slip under the nitpicking column but sometimes the purist inside takes over so it can’t be helped. But you never know, optional accessories might add this one too.

The build quality, fit and finish is top notch and worthy of the BMW badge. The praises being hurled worldwide on the build quality of these two asserts the fact even more. And thankfully, it’s not subject to the ‘MadeInChina’ effect.

Do they go like a BMW?

Performance. We do not even get to tease our readers by delaying the juicy details for a while because BMW Motorrad India has been doing that for quite some time and any further delays might be outright irritating. So we’ll just present our views on what we think about the performance of the Baby Beemers. Although it’s quite unlikely but the specs discussed ahead are taken from the BMW Motorrad international website, so there can be a few changes in the Indian spec G 310s.

The G 310 R is propelled by a 313 cc, water-cooled, 4 stroke, 4 valve, DOHC, single cylinder engine with a bore x stroke figures of 80mm x 62.1 mm. Phew.

The engine is good for around 33.5 bhp of power at 9500 rpm and 28 nm of torque at 7500 rpm. It features electronic fuel injection and is mated to a 6 speed transmission. The top speed mentioned on the BMW Motorrrad website is 143 kmph which will be enough to keep the highway heroes happy. And alive. We did 115 on the speedo double up on the Australian motorways in 6^th gear at 7000 rpm. It is a buzzy engine, but that’s how single cylinders are.

Another notable thing is the compression ratio which sits at 10.6 : 1. Therefore, the high quality petrol (power of sarcasm here is around 197 bhp) in our country should be enough to make do. But there maybe a few changes made to the India spec models to make them more accepting towards the petrol on offer in our country. The engines on both the G 310 R and the G 310 GS are exactly the same so let’s see how the same engine performs for two distinct motorcycles.

The friendly G 310 R

The G 310 R is a very fun bike to ride. It weighs only 158.5 kg (wet) and therefore boasts of a very respectable power to weight ratio. This makes the G 310 R a peppy little pup. There’s a certain feel the ride of the G 310 R offers. It’s a beautiful amalgamation of sedate and powerful. The power delivery is very linear and the acceleration progressive. Having said that, we’d like to assert that by no means is the bike boring. We had a blast riding it in the Blue Mountains on wet tarmac. Riding around the city is fun because of the rev happy nature of the engine and highway cruising is equally satisfying.

The friendlier G 310 GS

The G 310 GS uses the same engine but weighs a bit more. It tips the scale at 169.5 kg (wet). The added weight does simmer down the acceleration a little but that does not make the GS a slouch. It cruises on the highway just as comfortably as the R and the added wind protection is a bonus.

Perhaps the ultimate power perception test of the engine could be; getting off the saddle of a Ninja H2 souped up to 280 BHP and immediately riding a 34 BHP single cylinder. Although the power difference was gigantic and I felt like I was tied in chains, but after a while I started to enjoy the power beyond 7000 RPM mark of the 310s and the carefree attitude with which I could ride these.

Handle with care?

The rebel roadster G 310 R

The G 310 R is built upon a bolted steel frame and a tubular steel rear frame. The front suspension comprises of a 41mm upside down (USD) forks and has a travel of 140 mm while the rear is a monoshock with preload adjustment, directly hinged to the die-cast aluminium swingarm with a travel of 131 mm. The wheelbase is rather short at 1374 mm. Front tyre is 110/70 R 17 and the rear is 150/60 R 17, both wrapped around cast aluminum wheels. Braking duties are handled by a 300 mm single disc up front with a 4 piston caliper mounted radially and a single 240 mm disc at the rear. The motorcycle also gets ABS on both front and rear brakes.

The above specs make the G 310 R’s handling very neutral. Not lazy. Neutral. The side to side transitions are quick and the bike is willing to go corner carving as well if the rider demands. The shorter wheelbase makes the bike sensitive to the slightest of inputs but it is not hyperactive and the turn-ins hardly take the rider by surprise. The feedback from the tyres and the chassis is very positive giving the bike a poised and confident feeling even in the corners. The suspensions are a little stiff on both the ends. They do the job of handling the slight undulations on the road well while not compromising on stability when the bike is leaned into a corner. The brakes offer ample bite and feel. In addition to that, the brakes are very progressive as well. ABS is not overly intrusive and intervenes in extreme cases and that too without robbing the bike of feel.

The ready to tour G 310 GS

The G 310 GS uses a tubular steel frame with a bolted rear frame. 41mm USDs up front and a monoshock with preload adjustment, directly hinged to the die-cast aluminium swingarm at the rear comprise of the suspension system. The travel though is considerably increased when compared to the G 310 R. The travel on the G 310 GS is 180 mm at both the ends to facilitate… to facilitate… OFF-ROADING (hurray). The increased rake results in a longer wheelbase of 1420 mm. The front tyre is 110/80 R 19 and the rear is 150/70 R 17, but that didn’t affect the handling geometry, even with two up. The wheels are cast aluminum but the front wheel is bigger to facilitate… OFF-ROADING. Braking unit is similar to the G 310 R with a 300 mm single disc up front with a 4 piston caliper mounted radially and a single 240 mm disc at the rear, both equipped with ABS.

The G 310 GS is a very sedate handler and is not maneuvered as easily as the G 310 R which is quite obvious. But that is relative analysis. In general the GS is a very capable handler and cruising on the highways is stable due to the longer wheelbase and the bike does not shy away from some corners either. But after mentioning off-roading two times and that too in capitals, it’s the off-roading prowess of the baby GS that we want to know about. The bike shines as soon as it goes off the tarmac and it feels home in the dirt. The subtle changes in the dynamics of the GS help it achieve its goal of being an adventure tourer. The tyres on the GS are suited for the off-road adventures that are brought upon us unintentionally. And sometimes intentionally.

Some people might have an issue with the tank capacity of only 11 litres (!), which will give it a range of around 320 or so but that shouldn’t be a deal breaker even for the tour-bugs.

Everybody comf’table?

Purposeful G 310 R

The rider’s triangle on the G 310 R is right on the money for a street fighter. The hanldlebars are neither too low, nor too high creating a commendable balance between comfortable and sporty. The footpegs are also slightly rearset fulfilling the same purpose. The G 310 R’s seat height is 785 mm which should be comfortable enough for shorter riders and the bike is roomy enough to accommodate taller riders as well. Long tours on the bike might suffer due to the lack of a windscreen though. The seat is roomy and quite comfortable so touring on the G 310 R might not be a very long shot.

Multi-purpose G 310 GS

The G 310 GS is predictably much more comfortable. With an upright seating position and slightly softer suspension, the GS is as comfortable as they come. The motorcycle is roomy and accommodates the vertically gifted quite comfortably. The seat is plush and long rides are a piece of cake for the baby GS. The seat height is 835 mm which is the middle ground between the low seat option of 820 mm and the comfort seat option of 850 mm (variable seat height; if that does not justify the BMW badge, we don’t know what does). Even with the low seat option though 820 mm can be sort of a deal breaker for shorter riders so it must be taken into consideration.

Verdict? Is it needed?

First we’ll go back to the Avengers’ infinity gauntlet reference. The two entry level Beemers are surely not a gauntlet (BMW badge) without the stones (proof of what BMW stands for). Although, we won’t go as far as to say that they have all the stones and can wipe out the entire universe (competition here in India) with a snap of their fingers. But still, the two beemers are formidable foes to the existing motorcycles in their respective segments.

The G 310 R is somewhat late to the party, but then Bruce Wayne usually arrives late. And in style. While the GS is late as well, even today there is no one to give it competition when it comes to wooing the ladies (read: adventure ride junkies) here in India.

The G 310 R is meant for those who would like to go to work comfortably. And in style. And on a BMW. And ahead of the most of the traffic. And occasionally take a day off of work for a ride outside the city. But the going might be a bit tough for the G 310 R due the presence of KTM Duke 390, Benelli TNT 300, Bajaj Dominar 400 etc. so the pricing will play a big role in the fate that the R suffers here in India post launch. It ticks a lot of right boxes and that BMW connection is worth a lot as well.

The G 310 Gs on the other hand is seemingly in the clear because the Indian market has not seen a lot of adventure tourers in the entry level segment except for an Impuls’ive attempt at being close to the Himalayans. Cleverly put, right? Also, BMW ‘Versys’ Kawasaki is going to be an interesting battle, but the mean green is quite expensive and nowhere near being a bike for the masses. Anyway, the entry level adventure tourer segment needed something like the GS to facilitate riders who like adventure but Africa Twins and Tigers are out of reach for them. Therefore, it won’t take much doing for the GS to succeed but again, pricing will play a very important role.

We’ll just have to wait for an official communication or announcement from BMW Motorrad India about the pricing of the G 310 twins and till then a precise verdict is reserved but the two bikes do hit the spot nonetheless. What going to be interesting is to see if it sets off a chain reaction or not. The KTM Adventure 390? The Ducati Multistrada 400? A smaller Tiger? And then of course the Jap four. Whatever the future holds, I am sure Dr.Strange has done his calculations and all of the possibilities look delicious for the Indian motorcycling enthusiast…

So everything’s darn perfect. Right?

No. Nothing is. It is a step towards perfection though. With a better BMW Motorrad lineup. With better quality entry level premium bikes being available. I would personally prefer a tad bit more power, but then power is addictive. More is never enough. The vibrations are slightest and unavoidable due to the nature of a single pot, its nowhere close to being a dealbreaker. The tank capacity of the G 310 GS could have been a tad bit better. Not that 300+ kms on a single tank is too bad.

I dream of…

A fully loaded GS310 with aluminum panniers, top case, a tank bag, auxiliary lights, GPS, heated grips, a couple of jerry cans and a spare set of tyres loaded on the rear seat. With me standing on the footpegs and riding off with a dust cloud into the horizon across the valley of Spiti…

And as an added bonus, we compared the GS to an elder of the family as well. The G310 carries forward the legacy of BMW GS series and has taken all the styling cues from its bigger siblings as well. When placed alongside the R 1200 GS, it wasn’t hard to tell what the BMW designers in mind had as the benchmark for the G310 GS design. Visually, the baby GS ticks all the right boxes for a budget adventure motorcycle; however, when it comes to practicality, it has got some big shoes to fill. It didn’t disappoint us in any department during our 500 odd kilometers ride; however, only time will tell whether it will be as durable and long lasting as BMW bikes are known for.

Also, following is a list of cycle parts and some usual spares and their prices for reference. Please note that these are the Australian prices and the cost of these should be different (& hopefully lower) here in India.

Chain                                   185

Rear Sprocket                    114

Front sprocket                   54

Front disc pads                 110

Rear disc pads                   58

Brake lever                         63

Clutch lever                        63

Mirror                                 104 each

Indicator                            99 each

It is a matter of great pride that a premium motorcycle marque like BMW is producing their small capacity bikes in India. It is a matter of greater perplexity as to why it isn’t being sold here!

Earlier we had ridden the BMW G 310R in Australia this time it was the turn of its adventure sibling, the G 310GS.

The small adventure offering from the Bavarian manufacturer makes far more sense than its roadster counterpart. The 310R would have to take on the might of the Austrians in the form of the already entrenched Dukes. Not an easy battle that! The 310GS, on the other hand, will have first-mover advantage, with KTM’s adventure 390 still nowhere close to realisation. The only direct competition it will have is with the Royal Enfield Himalayan which was plagued with issues when first launched.

Why this bike makes perfect sense for India?

Currently, the 200+ cc is one of the fastest-growing segments in the Indian motorcycle industry. Riders are desperate to upgrade to something that will be a whole lot more fun, without burning a hole in their pocket. Therein lies the success of the KTMs. In India there being a dearth of racetracks and proper stunting a sport in its infancy, most riders take to touring to indulge their biker cravings. And it really doesn’t matter what the motorcycle is, sport, naked, cruiser, cafe racer; all these bikes are used to traverse the length and breadth of the country.

So why not a dedicated tourer like the 310GS. The Mahindra Mojo, Bajaj Dominar, Royal Enfield Himalayan and even relatively new entrant UM Motorcycles are targeting riders who want to travel.

BMW makes motorcycles for almost every genre, but it is the adventure GS series which the company is most identified with. The mighty 1200 GS is the benchmark which every other manufacturer aspires for. Therefore it makes sense that the German manufacturer would use the small roadster they launched in 2015 to build a 310GS. This bike makes so much sense that you wonder why didn’t they do it earlier!

A motorcycle which is powerful enough for most highways in India, can do all the off-roading that most tourers are skilled for and is nimble and light enough for your daily commute.

Sibling metamorphosis

The 310GS is based on the 310R, sharing the same unique engine, with the single cylinder engine rotated. The exhaust is facing the rear, the intake at the front, this has allowed a relatively more compact build. The wheelbase could be kept shorter for better handling, while the swingarm is longer for straight line stability. The exhaust is also substantially shorter with the cat-con being held in the end can. The 313cc single produces 34PS at 9500 rpm and 28Nm at 7500 rpm, a rev happy mill it is!

Differences in the bike are aplenty both on paper and in the real world. The front fork is 41mm wide but now gets 180mm of travel as compared to the 140mm on the roadster. The rear monoshock also gets 180mm of travel, which is 49mm more. Built to absorb the bumps and undulations of dirt! The suspension is soft and sags with the weight of the rider and the forks are not adjustable, probably on account of keeping the cost in check.

Wheelbase is now 1420mm, almost 50mm more than the R. The biggest difference though is probably the 19 inch front wheel, which makes a world of difference in the way the bike responds. The rear wheel is still 17 inches and is alloy. A question that some might have is how can alloy wheels be fitted on a bike intended for dirt? BMW hasn’t built an outright dirt machine. The alloys are fine for the intended usage and should also be a blessing from punctures. Tyres are Metzeler Tourance which should provide good grip in most conditions. The tyre sidewall height is more than the roadster for improved protection off the beaten path!

Size does matter!

The bike is physically much bigger than the roadster which is clear when you see it in flesh or even on paper! 70mm longer in length, 60mm wider, 150mm taller and 50mm higher saddle height. The latter can deter a lot of shorter riders, but two things must be mentioned. Even at 5’5” I could get one foot down or tiptoe on both on the stock saddle. Secondly, BMW provides seat options to lower it by 15mm, bringing it almost as low as the NS200.

At 169.5 kg kerb, the 310GS is pretty light, even though it is 11 kilos heavier than the roadster. The less weight really helps the rider’s confidence when out on dirt. The biggest downer is probably the tiny 11 litre fuel tank, which should give you a usable range of around 250 kms.

So how does it feel to ride?

First of all, as soon as you turn the ignition on, you’d realize that the exhaust note is one of the least encouraging things about this bike. There are noticeable vibes in the footpeg as the revs climb, especially the left one. It feels quick off the mark, but not as quick as the Duke 390 (for reference). Revs to be built up before a smile will be plastered on your face. It felt great riding on the city roads, negotiating traffic with ease. The handling was spot on and left nothing more to be desired.

Though unfortunately we didn’t have enough time to take it out of city limits and try our hands on dirt roads.  The front suspension tends to dive a little too much when braking hard. That could be attributed to the softer suspension setup for dirt. That didn’t unsettle the bike, just something avoidable with an adjustable fork. 

It felt great overall in terms of ergonomics, ride quality, and handling. Though admittedly, we’d love to spend more time on the saddle, including off the tarmac, to give you a more informed opinion about this bike.

Conclusion

Unlike the 310R the baby GS is immediately recognisable as a BMW. If you peel off the badges, it still resembles the iconic 1200 GS. Build quality is commendable and reportedly most of the parts are sourced in India itself. You aren’t buying a cheap Beemer, you are getting a smaller more affordable one!

BMW better get this bike to India fast, because we are waiting…

A visual comparison between the BMW R1200GS and the BMW G 310GS. A good idea of the size and quality finish on the small ‘un!

The BMW G 310GS in detail!

BMW G 310GS Review: Technical Specifications and Comparison with the competition