Motorcycle specifications BMWG 310 GS 2020 Small roads?

The trail bike is a key, ultra-strategic category for BMW. With its R 1200 GS, the manufacturer has assured itself of insolent supremacy. With other models, everyone can find a trekking bike to fit their boots. But the Bavarian brand has its sights set on other lands, other conquests, other volumes. And for emerging countries with enormous potential, the cubic capacity and price have to be right-sized. This is why Béhème has enriched its range with a G 310 R roadster, which serves as the basis for this trail bike with an unprecedented cubic capacity: the G 310 GS. Like its big sisters, this motorcycle expresses adventure, but much closer to the economic reality of Asia's frontiers.

The joy of mimicry. This mini GS faithfully reproduces the maxi's personality. Marked angles, an adventurous profile, styling cues and a highly suspended seat. But that's as far as it goes. The 310 GS looks like it could be lifted with one hand; the R 1200 looks like a behemoth designed to smash through a wall. Of course, a 300 is more delicate, lighter and less used to the rigors of displacement. Still, it's no slouch. It's just that its belly doesn't spill over, as it's powered by the same engine as the roadster.

It's a modest engine, but one that honors the history of the trail bike. This type of bike has always been famous for its monos, its typical motorization. This is the case with the G 310 GS, with a single piston displacing 313 cm3. The technical solutions are classic, with liquid cooling, fuel injection, 4 valves, double ACT and a 6-speed gearbox. What sets this mono apart, however, is its inverted cylinder head, with the intake facing forward. This configuration has the advantage of moving the center of gravity down, closer to the front wheel. This makes the G-series more responsive.
What will we have on hand to carry off the 310 GS's 169.5 kilos? A respectable 34 hp, which the engine develops at 9,500 rpm. Torque is in line with displacement, peaking at 3 mkg at 7,500 rpm. Power that's right up there with the class, for everyday use, or even weekend adventures. Perfectly suited to the needs of the regions targeted or the A2 license, but inevitably limited for the desires and needs of travelers on the old continent. Most wouldn't need anything more... But desire does. As for top speed, ask no more than a good 140 km/h.

As we've seen, the GS is based on the 310R. But how did it manage to gain 11 kilos? A more protective fork head, specific cladding, a package holder with integrated handles, it weighs a lot.
The trail takes over the engine and most of the roadster's chassis. The tubular steel trellis frame is retouched at the steering column; the column angle is less open and the headroom is greater. With the same concern for stability, the swingarm has been lengthened by 46 mm, bringing the wheelbase to 1,420 mm. The same copy-and-paste approach is applied to the shock absorber and inverted fork. However, to suit trail use, suspension travel has been increased. The forks are 49 mm longer, giving 180 mm of travel, and the rear forks are 40 mm longer, giving 180 mm of travel. This will enable the G 310 GS to overcome a few rough patches, but at the price of a penalty for the sitter: the seat height has risen from 785 mm to 835 mm. You can feel the 5 cm difference for a saddle. In any case, a trail bike is high up.
And it's got a big wheel. The front axle is fitted with a 19-inch rim, a compromise between road (17') and off-road (21'). BM keeps a 17' at the rear, taking care to change the shoes for more versatile rubber. It's a pity spoked wheels aren't included, not even as an option.
No change to the brakes. ABS supervises the crew, with a 300 mm disc at the front with a 4-piston radial caliper by Bybre (a Brembo sub-brand), and another disc at the rear, this time 240 mm with a double-piston caliper.

In addition to the distinctly different seat height, the G 310 GS emphasizes its riding position. A trail bike is one of the most comfortable machines to ride. Sitting in a commanding position, you're ready to go anywhere. The small windscreen and shoulders will break the force of the air much better than the roadster. But it's still limited, a far cry from the performance of a big GS.
Once mounted, the rider will feel more protected by the presence of the trim. The cockpit view is identical to that of the 310 R. A window where everything is digital, from the speedometer to the bar graph, from the fuel gauge to the gear indicator, as well as trips, fuel consumption calculations, clock, etc.
The handlebar controls are the same...except for that little button above the turn signals. Why does it say ABS? Because it's disconnectable. A plus when venturing out on the trails, where braking sometimes requires human judgement and deviations, which the electronics can't understand.

If BMW's smallest trail bike proudly wears the blue-and-white badge, it's because it was designed in Germany, and unhesitatingly draws its inspiration from the GS family in all its glory. Under the propeller, the bike's origins lie in Indian factories. Like the roadster, it is manufactured by TVS Motor Compagny in Bangalore. As a result, it's impossible to claim the Made In Germany label. Big deal... KTM has its small Duke bikes made by Bajaj, and Harley's 500 and 750 Street bikes are also made in India. In any case, in order to conquer this market and offer a tight price, economic logic dictates.
The price. It will be important for this G 310 GS, and will largely condition its entry into the territory. Despite the proliferation of models in this displacement bracket, it's always hard to get a foothold. But there's plenty of fun to be had in the trails. The small court now features this BMW, the Suzuki 250 V-Strom, the Honda CRF 250 L and the Kawasaki Versys-X 300, as well as the Mash 400 Adventure and the Benelli 251 TRK. In short, there's a lot going on, and it's all waiting to entertain our streets. Will the smallest GS also entertain paths, hazelnuts, urban lanes, undergrowth and innuendo?!

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