Review: BMW G 310 R-We have already piloted the most anticipated bike of 2017.
-Hollywood, Los Angeles, California (USA)
With the arrival of the new G 310 R, a new era in the history of 100 years of BMW deroasted is officially underway. It not only possesses the distinction of being the first low-capacity motorcycle of the brand since some unsuccessful attempts in 1920, but also for being the first BMW motorcycle developed outside of Germany. The G 310 R is the first of two confirmed models based on this engine-chassis combo, the second to the Compact Trail G 310 GS. But for now, let's take a look at this sweet flying machine.
The BMW took half a decade to perfect this bike and, after flying it on the streets of Los Angeles and in the canyons full of curves that surround it, I believe it was well worth the wait. The fact that BMW decided to build an entrance motorcycle is a surprise for some people. After all, it is in contrast to the high-performance philosophy that the company has taken in the last 10 years with the release of the spectacular S 1000 RR, K 1600 GT and the classic ninet. Instead, this is a motorcycle built specifically for beginners, people in search of a means of transportation and riders who simply like to walk, but are looking for something a little more refined than the same bikes as ever.
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The G 310 R is powered by a 313 cc liquid-cooled engine, with electronic injection and a reverse cylinder layout that points the entrance forwards and the exhaust to the rear. It weighs 158 pounds in marching order and has the bench 78.4 cm from the ground, i.e. it is light enough and low enough not to be intimidating for beginners or riders of lesser stature. The propeller of a single cylinder may not thrill the most experienced, but it does not intimidate who is starting and is more energetic than most of us expected.
Our test ride started in Hollywood during the morning rush, and so we were subjected to a to-e-walk with traffic moving at a slow pace in the first hour. During that time, I found the clutch very light to trigger, although the lever is not adjustable and has a long course for my medium-sized hands. The six-speed transmission revealed accurate changes, with a little bit of noise when the gears and teeth align, but overall it's pretty smooth. Sometimes there was a slight delay between the actual change and moment that the March indicator on the Panel recognized the change.
The engine is strangely quiet in idle, so much so that the first time I gave the match I thought he hadn't called. Once you start twisting the accelerator, the stainless steel leak emits a respectable snoring as the spins rise. The torque is enough and the first gear is short enough to not need to "burn" the clutch at the exits.
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After our road through heavy traffic finally arose the 101 Freeway and we had the first opportunity to stretch the marches of the little BMW and see what she could do. I held the spiked accelerator and started to change only at the limit of 10,500 rpm, while the traffic disappeared in my rearview mirrors. I'm joking. Actually, that's not how it happened. It takes a few moments for the G 310 R to gain speed, but it was much faster than I expected.
Are 34 horsepower delivered to 9,500 rpm, which means you will only break the speed limits on the road if you want. The small BMW works very well at 110 km/h, with the tachometer at about 7000 rpm, which is also the track in which the engine responds more vigorously. The vibrations of the monocylindrical are perceptible at these speeds, but nothing irritating. Overall, this engine works well on highways, in the same way as in urban thoroughfares.
We made the route on Mulholland Road to the world-famous Rock Store, where we stopped for a quick brunch and a cup of coffee to warm our slightly chilled bones. The wind protection is minimal, but again, I didn't expect anything different. And I didn't really care, because I was having a really good time riding this bike.
From that point on, we were officially testing the dynamics of G 310 R on the 120 km drive through the canyons between Mulholland and Malibu. By the time we were 20 minutes away from the Rock Store, it was obvious to me that the little Beemer could carve the road in the best way. Its lightweight combination, wheel rims 17 ″ (our test unit came with Michelin tyre Pilot Street 110/70-17 on the front and 150/60-17 in the rear) and well-balanced chassis provides a fun driving experience. Taking the bike from side to side hardly requires effort, and it is at the same time well planted to the ground at higher speeds. The inverted front forks of 41mm of the Kayaba are not adjustable, but they worked well for me, although the bike plunges a little under strong braking.
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BMW explained that the forks are set up for a range of pilots from 45 to 90 kg, and they chose to keep the cost down by adopting a non-adjustable fork and a mono buffer in the rear, adjustable in preload. They also said that most rookie pilots don't want to mess with the suspension. I weigh 84 pounds, I was at the top end of the spectrum, and I had a little fun coming down and climbing the roads curvy. I also heard other journalists saying how impressed they were with the handling, smoothness and fun of riding on the G 310 R. Which means that it goes well in the three situations where you can be mounted on it: City, highway and secondary roads.
That then begs the question: how did the German designers understand it so well? Well, that's what they do and it took five years, which means it better be good! It all starts with the steel truss frame and the way the engine is placed inside it. The propeller is as far forward in the chassis as possible, thanks to the inverted cylinder layout, which keeps the weight on the front. Also, the head is tilted slightly to the rear, which helps maintain the weight distribution in a theoretically perfect balance of 50/50.
Many of the key parts of G 310 R came into play because of the engine's position. This made it possible to use a long aluminum oscillating arm, which makes things easier in the rear-action bumper and, in turn, helps to plant the front when you are accelerating. The short leak provides a quick exit to the burning gases, which in turn reduces emissions a little bit and helps this BMW to meet the stringent Euro 4 standards of European regulation. No matter what angle you look at, this bike works. And I wasn't the only one to say that.
No doubt the G 310 R employs a bit more premium components than you could expect. Firstly, the fairing is sharp, the paint is striking and the construction appears to be of high quality. Welds are nice, the wires are tidy and the overall finish gives the idea of a more expensive bike. The LCD panel is characterized by a large indicator with speedometer, tachometer, fuel indicator, clock, gear indicator, average consumption and countdown of mileage from the fuel reserve light.
ABS is standard equipment and although it is not the last generation unit, it works fine. The roads were cold and wet in some places, and I was constantly dragging the rear brake to see how he would behave. The front disc bites hard, but only when we force it, without scaring. The brake system components are nice, too. Steel meshes start in the fluid reservoirs and lead to a single four-piston radial-mounting clamp biting a 300 mm disc in the front, and a single piston clamps squeezing a 240 mm disc into the rear. There was never a point where I questioned the braking power of G 310 R, and we were walking strong.
In terms of consumption, we observed 30.6 km/l by the onboard computer during the evaluation (BMW declares that the bike is capable of 35.6 km/l). With a fuel tank of 10.9 liters, it means you have a range of about 330 km before refueling, depending on how you drive.
BMW models the G 310 R as a roadster: sports part, naked part, entirely beemer. She is beautiful, hot and fly and, tabled at US $4,995 in the USA (about R $16700), is there what not to like? Let's see: The finish of the bike is all you expect from a BMW, although there are people who will complain about it being built in India. The BMW team with us in Los Angeles was very interested in pointing out that this is a plant specifically built for BMW in that country, administered by the TVS Motor Company, capable of producing 1 million motorcycles per year. They also have a factory in Brazil now (which begins to produce the G 310 R in the first half of 2017), so it is a normal move for BMW to expand production out of their home country, as they already make other brands.
I had a long time to look at the bike both stopped and in motion. What I saw out of place were the huge foot support brackets and a peculiar rear. On the one hand, the taillight is kind of bright, reflective, but it looks weird and I don't like the way it was hung in the back. However, the large and ugly painted aluminum stand is what I would most like to change. In the trail version, the G 310 GS (photo below), a small black plastic cover hides the rear brake reservoir and a tubular steel bracket secures the passenger's foot support. At GS you can see that the set looks cleaner.
In general, we feel that BMW is present on this bike. The company had decades to see what the competition was doing in the low-capacity category, and another five years to tune its own entry offer. So you expect this effort to be rewarded. And G310 R meets all the requirements: affordable, economical, good-looking and fun to walk. What else do you want from your first bike? Maybe a BMW emblem on the tank?
And in Brazil? The BMW newly factory in Manaus (AM) has as main objective the production of the compact G 310 R and subsequently of the G 310 GS. The expectation of the release of Naked is for the first semester of 2017, which is demanding several changes in the company. This is because the brand will need to adapt to receive a new type of consumer, which will require, as we hear from sources connected to BMW, new financial services, and post-sales values. As for the price of the bikes, it follows as main doubt: there is expected something around the R $23000 for G 310 R, which will have as main rivals to Kawasaki Z300 and Yamaha MT-03, and from R $25000 to G 310 GS, this without direct rival.
Source: Carplace 16/12/2016.
by Ken Hutchison of RideApart. Translated by Daniel Messeder. Pilot equipment. Helmet: Shoei RF1200-Model: Valkyrie.
Jacket: Alpinestars T-Jaws Waterproof.
Gloves: Alpinestars GP Air.
Pants: Alpinestars Crank denim jeans.
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