BMW G 310 GS BS6: Road Test Review

It comes with a lower price tag, better equipment, and cheaper maintenance costs. Finally, a baby GS worth having then?

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?  

PROS

• Engine vibes have been toned down considerably.
• Revised suspension setup offers a plush ride. 
• Brakes have been improved for much better progression, bite and feel.

CONS

• Chunky tyres make the front-end feel quite heavy.
• The wider seat profile makes it a tad difficult to put both feet flat on the ground.
• TFT display now feels rather dated.

STAND-OUT FEATURES

• The full-LED headlight setup not only looks good but is practical too, offering excellent spread and throw.
• Riders with smaller hands will appreciate the inclusion of adjustable brake and clutch levers.

DESIGN

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.

ERGONOMICS

A seat height of 835mm may seem tall, but it’s still among the lowest, especially when you compare it to the KTM ADV siblings whose saddle height is a whopping 855mm. I’m 5”10 and didn’t have much trouble planting my feet on the ground. On the flipside, shorter riders may find themselves tiptoeing for the most part. The seat itself has ample cushioning, making it supremely comfortable. Pair this with an upright riding posture and you could spend hours in the saddle without feeling knackered. The pillion seat is well cushioned too, but the high footpegs and knees-up seating position may make the pillion feel a bit cramped.

You have wide handlebars which offer a good amount of leverage off-road. Also, the fact that it’s set taller allows for better control when off-roading. The beefier tank enables you to grip the bike better, providing more control over technical terrain and allowing the motorcycle to work or move under you. The serrated footpegs add an additional layer of control and are fantastic for off-road use. You get rubber inserts for on-road use which reduce vibrations to a great extent. 

TECHNOLOGY & FEATURES

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. 

ENGINE & PERFORMANCE

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. 

While the overall power output hasn’t changed, there is a slight dip in performance. Nothing alarming though. Heck, we wouldn’t even have noticed it if it weren’t for our timed performance runs. The engine still feels eager to get off the line and has a good amount of bottom and mid-range punch. Sure, it’s a tad slower than the BS4 model while darting from 0-100kmph, but the difference is negligible. 

Besides, on-road acceleration speeds shouldn't worry you if you’re on an ADV. What’s important is how the engine puts down its power. There’s plenty of bottom-end grunt which is perfect for off-road use. The mid-range is particularly impressive and our in-gear roll-on acceleration runs should paint you a picture. The BS6 model manages to shave a few hundredths of a second off the BS4 model. The power kicks in slightly earlier as well which means you’re always in the meat of the powerband. 

Looking to overtake a snail-paced bus or lorry? There’s plenty of power to do so and the engine lays it out for you without throwing a fuss. Moreover, the bike’s taller gearing also allows it to cruise at relatively lower rpm in slow-moving traffic. Aiding its low-speed ability is its throttle assist system which is BMW lingo for Glide Through Traffic (GTT) -- a feature borrowed from TVS. You could easily cruise at 17kmph, 27kmph or 35kmph in 3rd, 4th or 5th respectively with no throttle input. The engine does all the work increasing the revs to keep the bike going. 

Within the city, the BS6 G 310 GS returned a fuel efficiency of 29.6kmph. That’s understandably low, but do bear in mind the bike did so in peak traffic which means you could expect a bit more from the motor in ideal situations. Out on the highway, things do work out for the better. The motor felt more at ease and in its element cruising between 90kmph and 100kmph at around 6000rpm. The result was 32.86kmpl. We wouldn’t mind these efficiency numbers if it weren’t for the rather small fuel tank. At just 11 litres, it’s the tiniest in its segment. We expect more fuel carrying capacity from an adventure tourer. 

RIDE & HANDLING

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.

On a positive note, BMW has improved on the brakes. Drop the anchor and the bike will stop on a dime. The brakes feel progressive and have plenty of bite and feel. The braking numbers speak for themselves. Braking distances have improved considerably, both from 100-0kmph and 60-0kmph compared to the BS4 model. 

VARIANTS

The BS6 BMW G 310 GS comes in a single variant with three new colour options:  white/grey, new Rallye colours and the commemorative ‘40 Year’ edition. It looks rather enticing in the last two colour schemes. 

PRICE & VERDICT

We had high expectations from the revamped G 310 GS and it manages to live up to it on most fronts. Sure, there are a few compromises, but nothing you can’t live with. 

Improvements to the engine, suspension and brakes have significantly enhanced the overall riding experience of the baby GS. It feels more polished, is more capable off-road, and has better equipment for an asking price that’s not only cheaper than before but also much more affordable than the KTM 390 Adventure. All this without jeopardising BMW’s high-quality standards. Something to think about, eh?

The icing on the cake is the extended warranty and RSA that’s being provided by BMW Motorrad. You get 3 years of extended warranty as standard for unlimited kilometres along with Roadside Assistance (RSA). According to the Bavarian brand, it’s also reduced service and spare part costs significantly, which should make owning the GS a whole lot easier. Now BMW, why couldn’t you have done all of this in the first place?