This has been such a long-drawn-out story that you probably know everything there is to know about the BMW G 310R and G 310 GS, by now. You surely know that these are the first fruit borne of the partnership BMW Motorrad signed with TVS in 2013 to build sub-500cc motorcycles at the latter’s plant in Hosur, which would then be sold around the world. You must also be painfully aware of the extended delay in these made-in-India motorcycles actually going on sale in our market – a delay that was reasoned by BMW’s need to set-up a decent dealer network.
But all that is finally consigned to history, we finally have prices for these bikes; and as expected, the prices are premium, to say the least. If you want the sweet nectar of that prestigious propeller badge, you’re going to have to pay for it. Since this is no small sum of money, you’d be absolutely right to want to know how these bikes will fare in our conditions – and we finally have an answer to give you.
Double vision
Do they look “BMW” enough? Surely a question on many minds; and yes, both these bikes have a satisfyingly imposing presence. The naked 310 R is compact, but muscular with clean and sophisticated lines. The tank looks fairly chunky and it has a strong shoulder-line that extends all the way to the suspension fork. Residing below this is a dash of jewellry, in the form of a BMW badge that you’re definitely want to keep an eye on – badge theft has reduced, over the years, but it still very much exists.
While the fuel tank adds some sense of mass, the actual attention-grabber along the profile comes in the form of the large flanks on either side. Inspired by the mighty S1000R litre-naked, this panel sits on a smart-looking grey panel that resides below and it features the only name-badging you’ll see on the bodywork. Below this, the engine block with the proud BMW stamping lies on display and it’s aptly finished with a small belly pan that resides below.
If you’re wondering why some details look familiar, it because the TVS Apache RR 310 runs a similar gold suspension fork, wheels and nearly the same exhaust unit. The foot-peg holder is a different design, though and this single silver unit holds both the rider and pillion foot-rests. Also, as on the TVS, the rider gets rubber-topped foot-rests while the passenger pegs are metal. The G 310 R comes with a single-seat unit, but it is deeply scooped-out and quite supportive. I like what the designers have done with the tail section – with the neatly integrated grab handles and a brake light that sits on the very end of the rear fender. And finally, the face gets a straightforward-looking triangular halogen headlamp, with the plastic panels around it on either side lending a touch of both, class and aggression.
Moving over to the G 310 GS, the first thing that catches your attention is how much bigger it looks than the R. Sure, it still looks tiny before something like a mighty R 1200 GS, but the GS is visibly taller, wider and more imposing than the 310 R. The 310 GS uses the same headlamp as its naked sibling, but the face is otherwise very different, thanks to a big ADV style beak and a small windscreen that sits on top. I’m no fan of big windscreens on large ADV bikes as they block out too much air in our hot conditions and this small screen looks just right and it works well. It provides some level of wind protection, but also allows plenty of refreshing air through to the chest and helmet.
The side profile on the GS is quite different too; thanks to different mouldings for the tank side panels (both bikes hold the same 11 litres of fuel). While the seat units are similar, the GS sits at a lofty 835mm against the friendly 785mm tall seat on the G 310 R. This will certainly be one of the key factors to consider in the G 310 buying decision, as the R is very low and friendly – much more so than the KTM 390 Duke, but the GS is going to be intimidating for anyone short of 5’8”.
The GS uses a similar fender-mounted tail-lamp, but the rear section looks dramatically different thanks to a large aluminium luggage rack (8-10kg payload) at the back which smartly incorporates dual grab handles. The wheel design is the same and this bike also gets gold colour forks, but there’s longer suspension travel on the GS and the front wheel is a 19-inch unit as well. Both bikes use a fully digital display which has plenty of information to offer, but you need to swap through menus to see all of it and it isn't all on display together. Further, this isn’t a full-colour TFT unit like you get on the KTM 390 Duke. Fit and finish levels are the best you'll get at this price point and the switchgear quality is excellent too.
Heart-throb
Both these bikes share the same 313cc four-valve, liquid-cooled single-cylinder engine. Max power stands at 34hp while torque peaks at 28Nm. These are the same numbers you get from the TVS Apache RR 310, which also uses this motor. A precise six-speed gearbox handles transmission duties and the clutch lever is reasonably weighted. Neither bike gets a slipper clutch, which is already available on the KTM 390s and several more affordable machines as well.
In terms of performance, it's a very familiar affair with a tractable motor that pulls eagerly above 6,000rpm. Refinement was one area of concern after the RR 310 and there is noticeable improvement here. The handlebars are rubber-mounted on both and vibrations aren't completely absent, but they're well-controlled. Vibrations in the seat are almost non-existent, too, but both the G 310 R and the GS generate a buzz in the foot-pegs above 6,000rpm. Overall, refinement levels seem good enough to comfortably get along with, but this engine is not as smooth the one on the KTM 390.
Framework
The TVS Apache RR 310 did a fantastic job of introducing the trellis frame that’s at the centre on both these BMW. But interestingly, this isn’t just a case of both siblings dressing up the same dimensions differently. The GS for example has more relaxed steering geometry than the R and along with the bigger front wheel, it results in a longer wheelbase, too (up by a substantial 40mm). Both bikes run a 110-section front tyre and a 150-section rear, but where the street-naked comes with Michelin Pilot Street radials, the GS ships with premium tubeless Metzeler Tourance tyres.
The big difference between these two comes in the suspension travel. While the R offers 140/131mm of front- and rear-travel, the GS has substantially more with 180mm of travel at both ends. Braking hardware is identical on both bikes, with a 300mm disc up-front bitten down on by a radially-mounted four-pot Bybre calliper. A 240mm disc serves at the rear and dual-channel ABS is standard on both. Given the GS’ mild off-roading aspirations, ABS can be disabled via a neatly integrated button in the left switchgear console. Fully fuelled, the R weighs 158.5kg, while the GS is heavier by 11kg.
It's quite astonishing that two bikes that share the exact same frame/sub-frame, swingarm, brakes and engine can be so different to ride, but that's exactly the case here. The G310 R puts you in a fairly sporty riding position, but one that is comfy with just a hint of lean down to the bar. Actual performance is very similar to the Apache RR 310, but the riding position with moderately rear-set pegs along with a nice flat handlebar, changes things. This means you sit on it comfortably upright, but are still engaged enough with the motorcycle for some aggressive riding when the mood arises; at which point, the G 310 R reveals a naughty character that’s great fun to unleash on the street. The fact that the R is a more compact and a lighter bike than either of its platform siblings gives it a sense of more agility and manoeuvrability, both of which are great things in a motorcycle. Grip and feel from the Michelin Pilot Streets is reasonable good for the application and the brakes work with well measured sharpness and bite. The R initially gives off the impression of being a somewhat firm and sporty motorcycle, but it deals with potholes quite well and its 165mm of ground clearance is generous enough for our conditions. The seat height deserves praise, it’s really low and accessible and while I (6’1”) fit on the bike without complaint, I can see this machine being a segment favourite for shorter riders.
Hop (or rather, climb) onto the GS and the differences are immediate. You sit much higher up, the bodywork feels more substantial and the riding position is more relaxed – thanks to more forward-set pegs and a wider handlebar that feels closer to the rider. Engine performance is largely the same, but the long travel suspension results in a completely different animal. Where the 310 R felt supple but taut, the GS simply steamrolls down the road and swallows all manner of bumps and potholes. Ride quality is downright excellent and you could cover massive distances with ease. At the same time, the suspension is too soft for aggressive riding and there's limited feel coming off that large 19-inch tyre. Braking performance is not as sharp as the 310 R, either – thanks to the exaggerated fork dive. What's very likeable though, are the Metzeler Tourance tyres. They offer a good feel on-road and willingly take on light off-road work.
In a nutshell: the GS is a fantastic all-road motorcycle that can take on some easy off-roading as well. We didn't get much time with the bike, but you get the sense that this is not a hardcore off-roader – and it will be much happier taking you to the challenging depths of Ladakh than it will be hammering down a tough and technical off-road trail. But as a quick, comfortable and capable long-distance motorcycle, the G 310 GS ticks all the right boxes.
The grand summation
Both BMWs are really likeable bikes. The R is an easy but fun motorcycle to ride and I enjoyed it more than I anticipated. The GS meanwhile feels like a bigger bike, impressing strongly with its touring abilities. There are a couple of problems, though.
First, the dealer network is still tiny - there are only seven outlets around the country - but more are set to arrive soon. However, as you’ve probably guessed, the bigger issue is the price. Yes, the three-year, unlimited-kilometre warranty is a great move, but it doesn’t take away from the fact that BMW is seriously leveraging its brand value when it comes to pricing for India. At 2.99 lakh (ex-showroom), the G 310 R is a whole Rs 76,000 more expensive than the TVS Apache RR 310 – a bike which shares the entire rolling chassis, electricals and even the same engine-spec. The TVS takes it two steps further with a full fairing and a set of expensive LED headlamps.
More relevant though, the KTM 390 Duke costs nearly rupees sixty thousand less, but it offers about 30 percent more power, as well as a richer feature set that includes the likes of a powerful full-LED headlamp, a slipper clutch and a TFT display. And let's not forget: KTM is a premium European brand with an Indian manufacturing partner too, and the G 310 R is priced on par with the 390 Duke in most European countries – or even lower, in some.
To sum up, the G 310 R is very well built, thoroughly likeable and it will appeal to those who want a quick and premium motorcycle that’s calmer than the angry KTM. But while it is the most affordable way to get yourself a BMW motorcycle, it's not really what you’d call affordable.
On the other hand, the G 310 GS is far more promising. A quick and premium ‘adventure’ bike like this is something we’ve been dreaming about for ages. Furthermore, it comes at a price point that is bang in the middle of the affordable, but underpowered and relatively primitive Royal Enfield Himalayan (Rs 1.7 lakh) and the perfectly matched, but ridiculously priced Kawasaki Versys X-300 (Rs 4.6 lakh). If you factor in that the KTM 390 Adventure is at least a year away, if not a few months more, the G 310 GS finds itself isolated from any real threat for a good amount of time. It will definitely be the more popular of the siblings, despite the fact that it costs a good deal more.
Also see:
2018 BMW G 310 R India image gallery
2018 BMW G 310 GS India image gallery
BMW G 310 R, G 310 GS: 5 things to know
from Autocar India https://ift.tt/2Lbm0bO
No comments:
Post a Comment