We’ve been waiting for more than a year to get our gloved hands on the 2018 BMW G 310 GS, so a little rain wasn’t going to dampen our mood. In fact, as the herd (Flock? Gaggle? Pod?) of journalists trooped out to the row of GSs, which were being toweled off in a thoughtful but futile gesture by the BMW staff, we all agreed that it seemed fitting that we’d be testing an ADV bike in less-than-ideal conditions. That is, after all, what they’re for.
Read our First Ride Review of the BMW G 310 R.
BMW has been teasing us with the G 310 GS ever since we got our first look at it way back in December 2016. The new mini-ADV shares a lot of components with its G 310 R roadster sibling, including a comprehensive LCD display, tubular-steel frame with bolt-on rear subframe, 313cc liquid-cooled single-cylinder engine, die-cast aluminum swingarm, brakes, seat and headlight.
Because it wears the “GS” badge, however, ADV-ability expectations run high, and so it received a number of appropriate alterations. The handlebars are wider and angled farther back, it’s fitted with a luggage rack, wind deflector, beak, larger front fender, 19-inch front wheel (compared to the R’s 17-incher), spiked footpegs with removable rubber inserts, longer suspension travel (7.1 inches front and rear vs. 5.5 front and 5.2 rear on the R), two-channel ABS that can be switched off, and Metzeler Tourance 90/10 dual-sport tires, plus its exhaust was redesigned with a new heat shield and more upswept silencer.
Its rider is perched on a fairly lofty (for a small bike) 32.9-inch seat, although its soft dual-sport suspension sags considerably once aboard and EIC Tuttle, who has a 29-inch inseam, was able to get the balls of both feet solidly on terra firma. In fact, the “Lil’” GS doesn’t feel so little—apart from its feathery 377-pound curb weight—from behind the handlebar. Sitting next to its R 1200 GS big brother it’s clearly smaller, but not 75-percent smaller. More than one person has asked me if it’s a 700 or 800. Lil’ GS has a big personality.
At its heart is a somewhat radical engine, with its single cylinder tilted backwards and rotated 180 degrees, so that the intake is at the front and the exhaust at the rear. Seems logical enough, right? Besides creating a bit more power, having the intake at the front also allowed BMW to use a shorter fuel tank, reducing weight shifts from back-and-forth fuel sloshing.
While rotating the cylinder isn’t as unusual as it seems (the design has been used on motorcycles and even a helicopter since the 1920s), tilting it rearward was something the engineers at Yamaha came up with when they were designing the 2010 YZF450F dirt bike. They found that by doing so, they could shift weight toward the front wheel and centralize mass, creating a quicker-steering machine. BMW is the first to make use of the design on a street bike and it promises similar benefits, plus it allows a short wheelbase/long swingarm combo—which translates into quickness and stability.
The 4-valve, DOHC cylinder head design is based on the S 1000 RR, including finger follower-type rocker arms with a super hard DLC (Diamond Like Carbon) coating that minimizes friction and a low-friction Nikasil coating on the cylinder sleeve. Nice touches for such an inexpensive bike.
It looks the business as an ADV machine, but the G 310 GS turned out to be a surprisingly capable street meister—as long as there aren’t a lot of high-speed freeways involved. It revs slowly and steadily toward its 10,500-rpm redline, and you’ll find yourself working through the 6-speed gearbox on a spirited ride. Keep the tach at 6,000 or above and twist away.
Power output is modest as expected for a 313cc single—on the Jett Tuning rear-wheel dyno it managed 30 peak horsepower at 9,600 rpm and almost 19 lb-ft of torque at 7,600. A rotating counterbalancer shaft tames the vibes somewhat; certain rpm produce a harmonic resonance and buzz as you climb through the rev range, but at cruising speed I found it comfortable enough.
With long-travel suspension, the Lil’ GS eats potholes, frost heaves, bumpy patchwork and any other manner of pavement realities for lunch. For those more interested in being king of the urban jungle than king of the mountain, the 310 GS would make an excellent choice. It sips fuel, even when ridden aggressively; we’re averaging 63 mpg so far. All that combined with a tall seat, wide handlebar and commanding upright riding position—plus the fact that what you’re commanding is a featherweight—make the GS a fantastic city bike.
That’s not to say it doesn’t do well off-road as well, which I verified by heading to a local OHV area, tackling a rough road that was a mix of rocks, ruts, graded dirt and a bit of mud. Smaller riders will likely appreciate the soft Kayaba suspension; standing on the pegs, the GS soaked up the rocks and ruts without ever feeling out of sorts.
There are no adjustments apart from rear preload, so larger riders might find it a bit too soft. BMW took care to point out that it’s intended for “light” off-road use, a clear sign of which is the 19-inch front wheel vs. a more dirt-worthy 21. Its rev nature and 7,600-rpm torque output peak also make it harder to ride slowly on rough terrain.
The ABS-equipped brakes are typical of a dual-sport, a bit on the soft side, and there is quite a bit of travel in the rear lever before it bites. That said, with a powerful radially mounted 4-piston ByBre (Brembo’s Indian subsidiary) caliper and big 300mm disc, I found the front brake is strong enough to be used alone for most casual riding. The ABS can be disabled on the fly, and be aware that when it’s off, it’s off. There is no “off-road” mode where only the rear wheel is disabled.
BMW already has a handful of accessories available, including a 32.3-inch low seat and a 33.4-inch comfort seat, tank bag, top case and power sockets, with more expected in the future—“necessities” like heated grips and engine protection bars. It’s also planning a new Essentials riding apparel line that will be priced to appeal to 310 GS buyers.
The 2018 G 310 GS is in dealers now, and comes in three colors, Cosmic Black, Racing Red and Pearl White Metallic with Motorsport colors (carries a $100 upcharge). It’s priced at $5,695, which means that after the $245 destination & handling fee it still comes in under $6k, at $5,940. That’s a lot of bike for not a lot of dollars, and we’re betting dealers will have a hard time keeping them in stock. BMW is smart, capitalizing on its popular GS line to create an affordable entry into its brand, where it surely plans on keeping buyers hooked for life.
Helmet: Arai XD4
Jacket and Pants: Spidi 4Season
Boots: Sidi Deep Rain
2018 BMW G 310 GS
Base Price: $5,695
Warranty: 3 yrs., 36,000 miles
Type: Liquid-cooled single
Bore x Stroke: 80.0 x 62.1mm
Compression Ratio: 10.6:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 12,000 miles
Fuel Delivery: EFI, 42mm throttle body
Lubrication System: Wet sump, 1.7-qt. cap.
Transmission: 6-speed, cable actuated wet clutch
Final Drive: O-ring chain
Charging Output: 308 watts max.
Battery: 12V 8AH
Frame: Tubular-steel w/ bolt-on rear subframe, die-cast aluminum swingarm
Wheelbase: 55.9 in.
Rake/Trail: 26.7 degrees/3.9 in.
Seat Height: 32.9 in.
Suspension, Front: 41mm stanchions, no adj., 7.1-in. travel
Rear: Single shock, adj. for spring preload, 7.1-in. travel
Brakes, Front: 300mm disc w/ radial-mount opposed 4-piston caliper & ABS
Rear: Single 240mm disc w/ floating 1-piston caliper & ABS
Wheels, Front: Cast, 2.50 x 19 in.
Rear: Cast, 4.00 x 17 in.
Tires, Front: Tubeless, 110/80-19
Rear: Tubeless, 150/70-R17
Wet Weight: 377 lbs.
Load Capacity: 384 lbs.
GVWR: 761 lbs.
Fuel Capacity: 2.9 gals., last 0.3 gal. warning light on
MPG: 89 PON min., (low/avg/high) 58.4/63.0/65.9
Estimated Range: 183 miles
RPM at 60 mph: 5,750
Another front disc would most likely cure the iffy brakes. This would require changing the front forks, I would suggest getting rid of hideous gold colored one and add an adjustment for spring preload to help with the softly sprung front end. Increasing the valve clearance check to double of what is currently is would be a vast improvement. Why is it that almost every Yamaha manages 26 thousand miles between valve clearance checks but no other brand does? Except the Gold Wing which was at 36 thousand until the new “improved version” came on the scene. Less fuel capacity, less luggage space, and 33% less miles between valve clearance checks, don’t think this is an improvement Honda. But getting back to the BMW, is there a center stand available? Sounds like a decent commuter bike or beginner bike. Warranty is very good for a bike in this class as long as BMW stands behind it. Would love to see Rider do a long term review on this bike and include a few mods to increase power and inexpensive suspension upgrades.