BMW G 310 GS

The eye-watering price tag of the BS4 BMW G 310 GS was one of the biggest reasons for its low sales volumes, aside from, of course, the vibey nature of the engine and the lack of features. 2020 though is a whole different story. The Germans have finally realised the Indian market responds to value for money over anything else. So, along with the BS6 update, BMW reworked the engine, threw in new premium features, and slapped a price tag that’s hard to ignore. But have the changes made a difference? Do we finally have a baby Beemer worthy of the iconic GS name?

Design-wise, not much has changed for the BMW G 310 GS so to speak, except for the addition of new colours schemes and features such as LED lights all around that amp up its premium quotient. We still love the edgy design and bulbous tank which lets you grip the bike better with your thighs, offering more control off-road. BMW has managed to maintain its high fit and finish levels despite the lower price tag. As expected, the switchgear quality and tactile feel on the BMW is a couple of notches higher, possibly the best in the segment.

One of the biggest issues that plagued the BS4 Beemer was vibes. That for the most part has been toned down with the BS6 iteration. The revised engine internals and new engine mounts, which made a world of a difference on the BS6 TVS Apache RR 310, have been incorporated into the BS6 GS as well. While the engine isn’t completely vibe free, it doesn’t send a constant buzz through your thighs and up your spine anymore. The engine also feels smoother at lower revs which amplifies its riding experience in city traffic. 

The addition of ride-by-wire throttle makes for crisp and precise throttle inputs, giving you more control over the bike. That said, the throttle is on the heavier side which tends to strain your hands during long journeys. 

Despite gaining some weight during the BS6 transition, the baby GS feels quite light on its feet. It packs the same hardware as before which means you get a long-travel Kayaba fork, a monoshock, and a trellis frame that ties everything together. That said, BMW has changed the tune of the suspension for a plush ride. It’s still on the softer side but doesn’t bottom out anymore unless you push it to its limits off the beaten path. 

On-road, the configuration smoothes out any bumps or imperfections with ease. You could almost forget the pothole-ridden roads in India and cruise over them at a steady pace without the ride ever feeling jarring. On top of that, the longer 26.7-degree rake and 19-inch front wheel make the bike more stable at higher speeds, but in the city, the front feels a tad slow to react to inputs. The wider tyres add to the front-end weight and by extension, increase steering effort.

The dual-purpose Metzeler Tourance tyres offer fantastic grip on the road and despite the taller stance of the bike, inspire confidence while turning into corners at high speeds. These are equally good on loose surfaces and egg you to push harder. However, these still aren’t proper off-road knobby tyres so you will find their off-road limit sooner rather than later. 

Thanks to the longer travel suspension and higher ground clearance, you have enough room to clear rough roads, small rocks or bumps. The overall setup, despite the alloy wheels, is good enough for light off-roading. The tall and wide handlebars along with the chunky tank allow you to grip the bike better. You can quickly shift your weight forwards and backwards as needed to maintain traction on hills and obstacles, and side to side to level the bike.

Our only quibble is the absence of switchable ABS, which was present on the BS4 model. Having the ability to lock the rear would offer better control over the vehicle on loose surfaces. So, why BMW felt the need to remove the system altogether is a mystery to us.

This is where the BS6 BMW G 310 GS feels like its leaps and bounds ahead of the BS4 model. Sure, the previous-gen baby GS felt premium too but it lacked basic features which put customers off. The BS6 model has a lot going for it. The old halogen setup has been replaced by a full-LED headlight which not only ups the style quotient but is also practical. The illumination, far-reaching throw and the blanket-like spread of the beam can light up pitch dark roads with ease.   

One would also appreciate design details such as the BMW logo etched on the DRL lens and the boomerang-shaped LED winkers which bring the bike to life. The adjustable clutch and brake levers make life a lot simpler. Four steps of adjustment allow you to either retract or extend the levers based on your hand size.  I, for example, have average-sized hands, and setting the levers on three gave me enough leverage to work the brake and clutch using two fingers. The clutch also feels a lot lighter thanks to the addition of a slip and assist system. 

What’s been given a miss though is a full-colour TFT display. We would have loved to see the age-old LCD unit swapped out for a more comprehensive colour display which would have put the GS in a better position to take on the 390 Adventure. It is a reasonably informative display, but it just looks dated now, especially on a premium bike like this one. Apart from that, a pair of handguards and possibly a metal sump guard would have helped protect the engine and levers in case of a fall.