The motorcycles that avid bikers have been waiting for have arrived. The BMW Motorrad G 310 R and the G 310 GS represent a first on many fronts — they are the only sub-500 cc motorcycles from BMW Motorrad and they’ll be the first to be priced sub-₹5 lakh from amongst premium, performance bikes that wear a ‘halo’ badge. As I found out after riding both the bikes, there are very good reasons to buy the G 310 R and G 310 GS, the least of which is the badge. But considering that the TVS Apache RR 310 shares the same chassis and the power unit, do the BMWs justify the premium?
BMW started out making bikes nearly 95 years ago and its first bike was the R32 with a 494 cc single cylinder engine. But today, BMW Motorrad is known for its larger displacement parallel-twin and in-line four engines; and its motorcycles are offered in the sports, off-road, dual purpose and touring categories. Made by collaboration partner TVS Motor, this is the only other country outside Germany where Motorrad’s bikes are being fully manufactured.
These bikes and the unique 313 cc single-cylinder engine were developed by BMW Motorrad in Germany. Under the skin, the TVS Apache RR 310 is nearly the same, but the bike’s aero package, stance and riding position are different as are some of the underlying dimensions. The BMW bikes though are upright riding bikes with the roadster (R) offering an easy riding, commuter-like position and the GS offering an off-roader-style design and riding position.
G 310 R
The Roadster is the bike that most young buyers will expectedly gravitate towards. It sports the classic roadster design and proportions, smartly reinterpreted by BMW’s designers. Nearly naked in its build, the crouched low front and the raised, light rear of the bike makes the G 310 R look like it is instantly ready for action. It’s relatively short wheelbase also delivers the message that this roadster is meant to zip through narrow city roads. The sculpted surfaces of the fuel tank and the side wing contour sticking out of the tank add to the roadster design, while alluding to the higher capacity bikes from Motorrad like the S 1000 R. The white, red and blue combination of the Style HP‘s signature body colours also reminds you of some of the larger BMWs.
Overall build quality is excellent, with the electricals and the cast parts being finished to perfection. They feel hardy and precise to use, and the general impression I got was that the material quality is excellent. The lack of visible bolts on the body panels and the polished surfaces add to the impression of this being a premium bike. Subtle hints like the aluminium swing arm with detailed modelling and a lattice-like design communicate the lightness of the G 310 R’s design. The not-so-subtle design pointers are the golden slider tubes of the upside down front fork and the golden brake calipers.
The roadster’s instrument cluster is an LCD unit that displays information such as engine speed, gear chosen, speedo, odo, fuel level, engine temperature, time, average speed, average fuel consumption and remaining range. The G 310 R comes with ABS brakes as standard. It is a two-channel ABS system featuring a 300 mm disc with a four-piston fixed caliper at the front and a 240 mm disc with a two-piston floating caliper at the rear. The brake lines are steel wrapped to ensure stable pressure levels. The GS version offers the option of deactivating the ABS by simply pressing a button. Brake performance is predictable, offering adequate feedback and a measured linear bite.
The power unit in both the bikes is the 313 cc single-cylinder engine paired with a multiple-plate wet-clutch six-speed gearbox. The throttle response is very linear and the engine revs all the way to 10,500 rpm. This engine has been tuned to accept varying levels of fuel quality including ethanol doped petrol and has a relatively moderate 10.6:1 compression ratio. The engine is unique in its backward tilted cylinder and its 180-degree turn. This is said to enable a low centre of gravity with a weight distribution bias to the front of the bikes. Also, since the intake silencer is positioned directly behind the steering head and with a short fuel tank, both the G 310 R and the G 310 GS are said to benefit from the prevention of any excessive fuel sloshing and the resultant shifts in weight.
The engine feels agile and there was oodles of power that I could wring out of it even when I was cruising at high speeds. The clutch and gearbox combination delivers clean, effortless shifts with no false neutrals. The throttle note is not the most exciting to listen to, but it doesn’t sound too weak or underwhelming either for a bike in this size class. BMW engineers say that there is a rotating counterbalance shaft in front of the crankshaft for suppressing vibrations; the bikes are mostly vibration-free in city riding speeds, but at speeds of over 95 kmph, there is a discernible level of vibrations at the foot pegs.
G 310 GS
The GS (off-road/sport in German) has a much more stand-out character on the road than the roadster simply because of its raised stance, purposeful, off-roader front mud-guard, and the tubular, angled to the rear and wider handlebar (than the G 310 R). The front also features a 19-inch wheel and an extended suspension travel both for the upside-down fork and the spring at the rear, both of which accentuate the GS flavour. The iconic GS flyline also traces over from the flared front fender to the tank and the raised seat. Another standard fitment in the G 310 GS that epitomises its character is the cast luggage bridge at the rear, which is perfect for loading up luggage on your weekend ride out of town.
In both the Roadster and the GS, the handlebar, footrests and the seat forming the ergonomic triangle have been designed to offer a comfortable riding position with the knee nicely tucked into the brace points on the fuel tank. The saddle height is not very high at 835 mm (770 mm for the R), so while astride, my feet were firmly on the ground. The position would be pretty similar for riders who are six feet plus. For customising the position, the bikes are also being offered with lower or higher and more comfortable seats. In both the bikes, the standard windshields offer a turbulence-free airflow, but obviously the upright riding posture affects the overall aerodynamics of the BMW bikes compared to the TVS Apache RR 310, which thanks to its more committed seating posture and the aero package (also some variation to its gear ratios), manages to offer a higher top speed of 160 kmph. The top speed of both the BMW bikes is 143 kmph, with the heavier GS achieving it at a delayed rpm level.
The engine and gearbox are the same in the GS and in the same state of tune, with identical gear ratios. The power unit feels equally eager in the GS. But because of a raised CG and a different set of rims and tyres, the GS isn’t really agile around corners on normal tarmac like the G 310 R can be. Leaning into corners clearly can’t be done in the same fashion; it is not meant to, but the GS also tends to dip a bit late into the turn and riders who are not used to regular, hard riding may find that unsettling. But, this is still a GS not just in design character, but also in its ability to handle light, gravelly terrain. Both the bikes offer great balance and high steering angles for manoeuvring tight spaces on the road or off it.
Bottom Line
The suspension is spot on in both the bikes, with uneven ‘rumbly’ broken tarmac being dismissed with no effect on the bike’s balance and general comfort level that can keep one going all day. The rated mileage of both the bikes at 33 kmpl is another positive.
The BMW bikes have been priced at ₹2.99 lakh and ₹3.49 lakh respectively (ex-showroom) for the G 310 R and the G 310 GS. But they are going to be competing with bikes like the Yamaha YZF R3, the KTM Duke 390s, Kawasaki Ninja 300, in addition to the TVS Apache RR 310, none of which are pushovers. The BMWs certainly have the whole brand value ‘aura’ going for them. You should choose between the two for their focus, build quality and brand value, but don’t expect a performance on par with superbike levels.