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• GS for beginners
• A delightfully versatile motorcycle
• This is not without risk
• Comparable to the roadster?
• Motor likes to turn
• ABS works well and can be switched off
• Playful and neutral in the curve
• Conclusion on the BMW G 310 GS
• Differences to the BMW G 310 R.
• Technical data BMW G 310 GS

BMW motorcycle

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BMW G 310 GS in the driving report

GS for beginners

BMW has invited to a first test of the new BMW G 310 GS in Barcelona. How well does the GS ride for beginners?

The colleague shrugs his shoulders. He spent a whole day on the new BMW G 310 GS given everything. He rummaged through bumpy gravel roads through the Catalonian hills, courageously adapted the imperatives of the unofficial traffic rules of Barcelona, ​​always poked into the gaps that opened up between the caravans, honked diligently, braked abruptly and accelerated, which the small single cylinder with a maximum of 34 hp and 28 Newton meters just give it away. Yes, even in the thicket of curves of Spanish asphalt corkscrews, thanks to the generous spring deflection, it bent a lot, enjoyed the enormous freedom of inclination, rushed through corners of all stripes at a lot of speed, only to find the four-valve engine with its head tilted backwards (inlet at the front, outlet at the rear) on the short intermediate straights ) to whip up to ten thousand tours in second gear. Yes, he should scream, turn like a pig. And the Kurzhuber did that. Completely unimpressed and underlining every request to advance with hard echoing airbox rattles. According to the manufacturer, the 310 GS, which weighs just 169.5 kg, put up with all the exertion during the long day and withstood the worst hardships with poise.

A delightfully versatile motorcycle

And now? Now the same colleague is standing with a beer bottle in hand on the shores of the pulsating metropolis, gazing blankly at the sea, snorting like a tired dog through his mouth and nose and half whispering to himself: “A pleasantly versatile and good motorcycle, this little BMW G 310 GS. But not for heroism. ”What does he mean? Perhaps your colleague is right, and the G 310 GS is not suitable for heroic heroic deeds. At least not in this country, where the 700, 800 and 1200 GS offer the average German driver more smoke, equipment and prestige. But that doesn’t come as a surprise: like the G 310 R roadster variant from which it comes, it is primarily aimed at the economic potential of the emerging markets. In other words: Planned as a world model in Munich and now built in India by cooperation partner TVS, BMW wants to make a wide variety of customers grin all around with a single motorcycle recipe. One size fits all – one would say in new German.

This is not without risk

On the one hand, the Munich-based company wants to maintain its own premium claim. On the other hand, they have to be attractively priced in order not to put the tough competition for buyers aside with the announcement of the list price. So we come to the first convincing argument of the BMW G 310 GS, its price: In Germany, it will be available from dealers for 5,800 euros from October. It costs around 3,300 euros less than the previous entry into the GS world (F 700 GS), but 850 euros more than the small roadster. The question remains: does the abbreviation GS rightly stand for terrain and road with the newcomer? From the outside, the table was big: the GS looks mightily grown up. The duck’s bill and the outer shell of the tank clearly symbolize: Here a real BMW drives through the world, not just a small-scale shrink version! You have to pay respect to the designers. Because the concern that the 310 might end up looking like a functional shirt washed at 95 degrees was not unfounded.

Comparable to the roadster?

From a technical point of view, little has changed compared to the roadster, but there is something worth mentioning: the front and rear suspension travel has been increased to an impressive 180 millimeters. The swing arm is now at a steeper angle and the exhaust system had to be redesigned. Except for the attachment points for the fairing and a higher control head for the non-adjustable upside-down fork, the tubular space frame remained unchanged compared to the Roadster. The steering head angle is now 63.3 degrees, the caster 98 millimeters (G 310 R: 64.9 degrees and 102 millimeters). The wheelbase has also been longer. Noticeable: the fork has a forward-positioned axle mount. The chic cast aluminum rim in 19-inch format is emblazoned at the front for better traction off-road, while a 150 mm is mounted on a 17-inch rim at the rear. The BMG G 310 GS was soled with a Metzeler Tourance (special specification “R”). The rather sporty, compact, upholstered, narrow standard bench welcomes the driver at a height of 835 millimeters (low and high versions available).

Motor likes to turn

The position of the jagged footrests allows the knees to be relaxed, but not exaggeratedly lordly. The thin tubular handlebar, cranked towards the driver, held by a lovingly designed handlebar clamp with a BMW emblem, is wider than that of the naked, but feels great in the hands. So then: turn the key, turn on the ignition, and the informative LCD familiar from the R signals that it is ready to go: The single in the BMW G 310 GS starts motivated and turns around 2,000 revolutions when cold. Pull the clutch, step into gear and: Bopp – stalled! Rookie mistake. The small single cylinder has little flywheel mass and wants to be brought up to speed when starting off. But not only there. If you are in a hurry, you have to wring out the stew vigorously in the ingenious angular work of Spanish road maintenance depots, yes, be careful not to let the rev counter bar drop below 6,000 rpm. From a speed of 3,000 it runs smoothly, also pushes quite well, but there are only tasty things further up. The nice thing about it: The engine likes to turn, flicks up the speed ladder as if on speed, only develops significant vibrations in the upper third of the speed thanks to the balancer shaft and has real character.

ABS works well and can be switched off

Sure, 34 hp remains 34 hp in the end. And with a maximum of 28 Newton meters, you don’t have to be too afraid of a wedge-out stern. It therefore makes sense that the six-speed gearbox corresponds to that of the roadster and has been graduated crisp and short. It is annoying, however, that it can sometimes be just as bony and hard to use. And the four-piston radial brake calipers from Brembo subsidiary Bybre also ensure good braking performance. But on the one hand the stoppers are difficult to dose, on the other hand they require a lot of manual effort for radical delays. Pleasing: The ABS on the BMW G 310 GS works well and can be switched off for off-road excursions.

Playful and neutral in the curve

The driving behavior also creates a feel-good atmosphere. The BMW G 310 GS does not turn into the corner as motivated as its naked sister because of the changed geometry and the 19-inch front wheel. It also demands a gentle but clear announcement from the middle position in order to fall into an inclined position. But then it can be peppered playfully and neutrally into the curve. When things get really slanted, the Metzeler tires tend to tip over first, then to collapse. The nicely responsive fork with a lot of damping leaves a good impression. In comparison, the shock absorber has been given a little more comfort. Together they keep the GS on course even in the case of wild upheavals in the asphalt, and they also provide enough traction and reserves on gravel roads. For extended enduro hiking, however, the handlebars should be a little higher or the pegs a little lower.

Conclusion on the BMW G 310 GS

This GS from India leaves a very versatile, well thought-out impression, has a convincing finish. She does a lot of things pretty well, if not everything perfectly. Perhaps that is precisely why the BMW G 310 GS is the perfect addition to the Munich-based portfolio.

Differences to the BMW G 310 R.

Rossen Gargolov

How does the BMW G 310 GS differ from the sister model G 310 R.?

• Frame with modified fairing mount and higher steering head, upside-down fork with front axle mount
• Suspension travel increased to 180 mm at the front and rear
• Steering head angle is 63.3 degrees (64.9 degrees)
• Trail drops to 98 mm (102 mm)
• 19-inch front wheel with Metzeler Tourance
• Exhaust system new
• Seat height increased to 835 mm (790 mm)

Technical data BMW G 310 GS

Engine:

Water-cooled single-cylinder four-stroke engine, a balance shaft, two overhead, chain-driven camshafts, four valves, rocker arms, wet sump lubrication, injection, Ø 42 mm, regulated catalytic converter with secondary air system, alternator 330 W, battery 12 V / 8 Ah, multi-disc oil bath clutch, six-speed gearbox, O -Ring chain, secondary gear 2.500.

Bore x stroke: 80.0 x 62.1 mm
Displacement: 313 cm³
Compression ratio: 10.6: 1
Rated output: 25.0 kW (34 hp) at 9,500 rpm
Max. Torque: 28 Nm at 7,500 rpm

Landing gear:

Steel tubular frame, upside-down fork, Ø 41 mm, two-arm swing arm made of aluminum, spring strut, directly hinged, adjustable spring base, front disc brake, Ø 300 mm, four-piston fixed caliper, rear disc brake, Ø 240 mm, double-piston floating caliper, ABS.

Cast aluminum wheels: 2.50 x 19; 4.00 x 17
Tires: 110/80 R 19; 150/70 R 17

Mass and weight:

Wheelbase 1,420 mm, steering head angle 63.3 degrees, caster 98 mm, spring travel f / r 180/180 mm, seat height 835 mm, weight with a full tank 170 kg, permissible total weight 345 kg, tank capacity 11.0 liters.

Warranty: two years

Colors: black, red, white

Price: 5,800 euros

Additional costs: 390 euros

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