BMW G310GS (2018) - Long Term Review

Part 1 - Haters gonna hate

Mileage: 810 | Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

Having been on the launch of BMW’s little adventure bike, I wasn’t going to be in for any surprises. Which makes it all the more strange that people have been asking “why the hell did you get that?” when told twhat I’d chosen to ride for 2018.

I have some friends who are truly amazing riders – Jon Pearson is an incredibly talented on and off-road rider. If I was him, and wanted a BMW to ride on all the roads and trails I could find, I’d probably have an R1200GS. But I’m not him. I have a KTM 1050 Adventure of my own that I love riding on the road (it’s quick, it handles beautifully, and it carries everything I need with ease)… I’m just terrified of it off-road.

At the launch of this single-cylinder, Indian-built BMW, I was stunned by how easy it was to ride off-road. I truly loved it, and as soon as I got back, I started hassling the UK public relations manager for a loan machine. This was a bike that I could use to commute, to scratch around back-roads, and to explore green lanes and trails.

I do understand why some other journos might turn their noses up at this thing – it only makes 34bhp and 21lb-ft. It’s only got one Bybre (Brembo’s budget arm – ByBrembo) brake caliper, and it sounds asthmatic. When the most exotic machinery is potentially a phone call away for the motorcycle media, why chose this?

Why? Because I think it’s an interesting machine to write about, it’s relevant as bike get ever more powerful and heavy, and as I said in the original review, I’ll be able to get more out of this than I would a bigger BeeEmm that’s too intimidating to me to really explore on.

As I write this, I’ve just taken the bike home, but already I’m reminded of the 169.5kg mass (fully fuelled) being so easy to manoeuvre thanks to the super-tight turning circle, and being a doddle to push around the garden. I’m confident on this thing, and I can chuck it around unlike what others might call a ‘proper’ bike.

I’ll be putting plenty of miles on the mini-GS over all kinds of roads, and track an dirt, but first impressions are outstanding, even though I knew roughly what to expect having ridden it in Spain. For a start, I’d forgotten there was a quality cast aluminium swingarm, and that the frame is very well constructed with neat welds and a great finish; maybe TVS – India’s third largest motorcycle manufacturer – does actually know what it’s doing, and the staff in the dedicated BMW production area should be given some respect. Oh, and the subframe is plugged at the ends under the seat, unlike some much more expensive bikes I could mention, so moisture shouldn’t be able to run down inside and cause corrosion over the years.

Tuck the tools in the side panel (at the top in this pic) and you’ll have some space under the seat

Sure, there are bits that aren’t great, like the agricultural rear brake hanger or the cheap-looking cast wheels, but these are minor points to me – what matters is that BMW seems to have allocated the budget where it really matters; in quality construction, decent plastics, braided brake lines, useful clocks, a shield to protect the shock from mud and debris and a great riding position. The seat might be a little soft, but at 5’10” I find the ergonomic triangle – along with the bars and pegs – to be comfortable and confidence-inspiring.

The seat is easy to remove and replace (on my KTM it’s a right faff to get it back on), and there’s just enough space under the seat for a small lock and some bungee straps (if you move the tool kit to the inside of one of the tail panels).

Not that you’ll be able to carry a great deal – a sticker on the frame says 0kg for panniers and 5kg for a top-box. Still, the cast aluminium rear carrier with integral pillion hand rails is easy to strap stuff too (there are loops underneath) and protects the bike in a crash (as I found out on the launch). We all know that manufacturers have to be over-cautious with the stated carrying capacities; at 82kg, I’ve got 93.5kg left to play with of the 345kg maximum payload (including the bike) printed on the sub-frame. Even if I take my wife out, I could get more than 30kg of kit on there and still be within the limits.

The first thing I’ve done is to spray the bike with XCP Rust Blocker, to protect it from all the salt that’s still on the roads, and because I think this a truly great-looking bike. Despite the fact it’s going to be well used, I want it to stay that way.

I love riding something slightly different, something I can be passionate about, and get the best from – from my 99bhp (measured at the rear wheel) KTM, to my 9.18bhp (measured too) Honda MSX125, and now this – I enjoy a motorcycle that makes me feel like I know something the others don’t. Something that’s got a special spark, and while this isn’t the cheapest bike available, by BMW standards it certainly is. It just doesn’t feel like it.

A quick look around the new bike

Take a look at the details of the new BMW G310GS

Part 2 - Can it handle motorways?

Updated 1st May 2018

Mileage: 1269 | Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

It’s getting boring now… every time I catch up with journos from other mags and websites, they ask “why did you get one of those as a long-term test bike?” I always say the same thing; “Because it’s light, easy to ride on any surface, and bloody good fun.”

They try to tell me that it’s going to be too slow on motorways, or that it’s too vibey. Sure, it’s not as quick as a lot of other bikes, but does that make it useless?

Daily use is made easier by having space for a disc lock and some bungee straps under the seat

Going places on the G310GS

I had a 70mile journey (each way) to do the other day – some back roads, but a lot of single and dual-carriageway A-roads. I wasn’t worried about taking a machine with ‘only’ a 313cc engine (it was going to be easier than the 120 miles plus track time I did on my MSX125, but would it be so vibey as to make it a misery? I doubted it, as on the launch in Spain I made a point of putting some miles in on the motorway.

It wasn’t too vibey.

It’s a single, so you’ll feel the engine, and it’s working hard at motorway speeds, but I honestly think it’s fine. The mirrors get a bit blurry, but so do those on my 1050cc KTM V-twin. The pegs, bars and seat were all absolutely fine on my feet, hands and bum. If anything, the seat’s a little soft, but it’s far from the least comfortable I’ve used.

BMW G310GS top speed

Okay, it’s not going to win many drag races, but 80-85mph is easily reached. Up-hill sections of motorway can see you drop to 80mph, but realistically the little BMW is fast enough.

According to a multitude of satellites monitoring my progress on the sat-nav, 70mph on the speedo is actually 68mph; so it’s a pretty accurate display.

Shifting between the options on the neatly designed LCD does require reaching over the bars to get to the buttons, but the lack of bar-mounted controls is a small price to pay for the relative value of this mini-GS – the budget has been spent on a quality aluminium swingarm, braided brake lines and decent plastics; I’m fine with that.

Of course the single-cylinder motor has none of the punch of a bigger bike, but if you’re looking for a speed thrill, or a high-powered Autobahn machine, you’re unlikely to be reading this in the first place. The performance of the G310GS is perfectly suited to a light motorcycle that’ll be bought by those looking for easy access to trails and green lanes, that’s manageable in the city, or even a capable worldwide adventurer where speed isn’t the goal.

Strapping stuff to the rear rack is easy

Carrying my kit

Givi is developing a rack for it, so hopefully I’ll be able to get a top box on here at some point soon, but until then, the luggage rack with integral hand rails provides a decent platform for strapping kit down with bungees.

Little details like an effective shock guard should be applauded

More I’ve learned about the mini-GS

Being so light and nimble, it’s a piece of cake turning this bike around when you take a wrong turn. Even if you end up on the verge, it’s never a worry; as a KTM 1050 Adventure owner, I should be fine with a little grass-based detouring, but that machine is so bulky, I can’t help but be nervous of losing my footing.

Equally, the GS is really easy to move around in the garage – if I need to tuck it tight against the wall I can easily pick the back up and move it.

One thing that doesn’t inspire confidence is the starter; thumb the button and the engine sounds like it’s going to catch, but let go too early and it’ll die. You’ll soon realise that you just need to wait until it fires fully, (hey, it’s a single, so there’s half the chance of it firing per revolution than in a twin).

Would I recommend one?

I still would, very much. If you don’t need to go fast, and you want to explore off the tarmac (but you’re not an off-road god), it’s a great option. I’m looking forward to putting a lot more miles on it.

Part 3 - Stripped Down and Naked

Updated 18th May 2018

Mileage: 1364 | Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

I heard a great anecdote from a BMW G310GS owner the other day… “I was at a bike meet,” he told me. “This guy came over, took one look at my bike, and said ‘I don’t know why you bothered.’

“I asked him why he thought that. ‘Because it’s only a three hundred and it’s made in India,’ he said to me.

“So I told him to f@*k off.”

A bit harsh? “No – you can’t reason with people like that; they’ve made their mind up so why waste time on them?”

It is indeed ‘only’ a 313cc engine, but that’s fine unless you need high speed cruising. And it is made in India, but is geography relevant? Surely what matters is the skill and passion of the people making something, and the quality control put in place. Do you honestly think that one race of people is better than another?

Everything is built to a specific budget, and BMW’s miniature GS is no exception. Its release was delayed while BMW made sure it was going to be built to the quality the company demanded, and I took my long-term test version apart to see what that standard was…

Under the skin, the little BMW appears well made

Stripping the bodywork

Stripping it down is made a lot easier by needing just one tool – a 5mm Allen key. The plastics are tough and well finished, though taking all the panels off is time consuming, simply because you need to remove the left, right and centre tank covers in one section, and to do that you have to remove the two front panels – it’s a total of 19 bolts, with three different lengths, though it’s pretty clear which go where

While the clips used to hold the panels together are very tough, one of them under the centre tank panel was broken, and a bolt was missing. There were also a couple of bolts missing from under the right hand edge of the side panel… as this bike had been used before I was loaned it for the year, this wasn’t a manufacturer issue – someone has clearly borrowed it and stripped it down then not bothered to put it back together properly. It’s also likely they tried to force the tank panels off without removing them all. Ultimately, it all still goes back together solidly, but someone’s obviously tried to shortcut the disassembly. The beak uses four different bolts, but the tail – which has four bolts each side – uses all the same sizes. Again, only 5mm hex-heads are used, which shows good consideration for anyone working on the machine.

The oil filter is front mounted, but covered by the sump guard when riding, which is mounted using rubber-isolated fixings

Basic servicing and maintenance

The plastic sump guard is quite flexible, but it will stop stones flung from your wheel going through the front-mounted oil filter. The guard is bolted into the bottom of the engine using rubber-isolated fixings, so any heavy impacts shouldn’t damage your motor and cause expensive damage. Rally Raid Products is about to release a more solid, metal sump protection system.

The battery is easy to access just by removing the key-operated seat (and there’s space under there for some bungees and a small lock).

The small air filter can be accessed without removing the tank, while the battery is easy to get to

Once the tank panels are off, the air filter can be accessed without having to remove the tank itself. The filter’s tiny and it’s great to find that it’s reasonably easy to get to… those riding in harsh, dusty conditions will appreciate the design. You’ll need to remove the tank to get to the spark plug, but this is no great chore.

The chain adjusters are easy to use, and the rear wheel spindle is retained, so you don’t have to faff with a spanner on both sides. There’s also only one wheel spacer on the front and rear wheels, so again less hassle, but the rear caliper has to be set just right in order to get the rear wheel back in.

In complying with EU regulations, the G310GS has a standard OBD (On Board Diagnostics) port – I plugged in my own generic reader, which connected immediately and gave me access to data from the fuelling system. As with other bikes and cars, a generic reader will only show you so much (typically emissions-related information), but this tool has helped me fix a lambda sensor on my wife’s ageing Toyota, and a crank position sensor on an old BMW car I used to own – it’s great to finally see OBD appearing on bikes.

A generic OBD reader works fine with the BMW

Suspension quality

The two infill panels that cover the rear brake reservoir and rear shock preload can be removed with just one 5mm hex bolt each – once off, the supplied C-spanner is easy enough to fit in and wind the preload round – I used it to jack the rear up when riding fire tracks with my wife on the back; at maximum, she found it far more comfortable as we weren’t bottoming out anywhere near as much.

The rear shock is protected by a plastic guard

I’ve left the preload wound up full – the suspension is okay, but with no adjustment besides rear preload, there’s little that can be done to improve it. Rally Raid Products can sell you some excellent Tractive kit, which is made by the engineers who used to be behind WP suspension, before KTM bought it out.

The tool kit is okay, though there’s nothing for the front wheel – you could remove and refit the rear wheel with it, though with a 100Nm torque requirement on the rear spindle, you might struggle. And for some reason there are three 12/13mm spanners in the bag.

Of course, BMW G310GS owners would not be alone in being expected to invest in a more comprehensive tool kit if they’re serious about working on their bike.

Build quality

The plastics seem very good, and underneath them I’m thoroughly impressed with the BMW’s construction. The frame is well welded and finished, and I can’t help but be impressed by the aluminium swingarm, or the little touches like the rear shock guard, the ABS rings on the wheels that are filled with plastic to stop them collecting mud, or the plugs that seal the rear of the subframe… I’ve seen plenty of more expensive bikes with these open, waiting to collect water.

I could only see one area that appeared prone to catching water, and that’s a short recess that forms part of the clock support mounting. It doesn’t go anywhere, but water can lay in there after a wash. It’s fully painted, so shouldn’t be a problem, and I sprayed the whole bike with XCP Rust Blocker.

The subframe is plugged at the end, and only one small point seems to be prone to holding water

I’ve had just one issue with the machine since I’ve had it: from the outset, if pulling away fast from a standstill, there’s a brief, nasty graunching sound from the clutch. I checked with Adam Mitchinson, who was one of two people riding a pair of them on a 3,500km Australian enduro challenge – he said he’d heard it before, and it appeared to be the clutch plates bedding in. I’ll keep an ear on mine and let you know.

It’s been a long time since I’ve ridden a motorcycle as accessible and enjoyable as this, despite the size of the engine. I don’t care where it’s built, all I care is that it’s a bloody good bike.

Part 4 - Crash Protection

Updated 6th June 2018

Mileage: 2067 | Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

The BMW G310GS is light, easy to move around and genuinely confidence-inspiring; it makes me far more willing to explore off the tarmac, but that comes with the fear of potentially taking a tumble.

I should admit that I’ve crashed one of these already – check out the video review from the launch to see how I slung it up a dirt track while trying to show off – but the design of the large rear grab rails means it suffered very little damage. Still, I was worried that worse could happen if I did get things wrong, and I’d hate to give this bike back to BMW with any scuffs. Though with the way I still feel about this machine, I’m not sure I’m going to want to give it back at all…

Crashing the BMW G310GS

Purely in the interests of the readers, John finds out if the little BMW can bounce…

BarkBusters BMW G310GS handguard kit | £121.99

BarkBusters handguards come in two parts – the extremely solid aluminium backbone that clamps securely to the end of your handlebar and near the centre (£87.99), and the plastic guards that screw over the top. There are various options, but I prefer the VPS guards for £33.99, which offer good coverage, and can be extended further with the included wind deflectors.

Designed to protect your hands and levers from branches as you conquer the most wild terrain, they also provide some great wind protection, helping to keep your hands warmer in winter. And, frankly, they look good.

The Barkbusters’ aluminium backbone gives excellent protection if things go wrong

You could use the company’s universal-fit handguards, but those replace the bar-end weights, and the levers poke out of the backbone – these G310GS-specific ones retain the original weights, screwing in through them by replacing the bolt and making for a much neater fit without affecting vibration through the bars, yet not significantly adding to the width.

Fitting requires a 5mm hex drive or Allen key, a 10mm spanner and a Philips head screwdriver. Torque settings are supplied in the manual – 10Nm for the M6 bolts and 20Nm for the M8 – but if you don’t have a torque wrench, just take care not to overtighten.

It’s a fairly quick job, the longest process being finding the right angle. The right-hand guard does just touch the screen at full lock, though the left doesn’t despite them both being at the same height; clearly there’s a slight discrepancy in steering travel.

While incredibly tough, the BarkBusters aren’t overly heavy, adding a total of just 472g to either side of the bars. I doubt I’ll be smashing through the trees one the mini-GS, but they’ll protect the levers if I do take a tumble, and will be great in the winter.

Fitting the crash bars is fairly simple, though a bolt gauge and torque wrench are useful

R&G adventure Bars | £199.99

Offering solid protection to the front and lower sides of the BMW’s engine, these crash bars take only about half an hour to fit. You’ll need a fair few tools – a 4,5,6 and 8mm hex drive / Allen keys, 12 and 13mm sockets, ideally a torque-wrench, and large mole grips if you use the spacers on the sump guard (more on those in a moment).

The instructions are rather dark, and it’d be great if R&G could give an actual-size guide to the bolts, which would make it much easier to select the correct ones during assembly; it helped having the Pro-Bolt measuring tool that my mate bought me for my birthday years ago.

Fitting the crash bars is fairly simple, though a bolt gauge and torque wrench are useful

Recommend torque settings are included, and the finish is generally good with neat welds – my only disappointment was that when nipping up the bolt that joins the two halves of the bars together at the front of the engine, a small piece of the black paint flaked off. This is right in the firing line of crud from the wheel, so needs touching up.

Without the spacers, the sump guard just touches the bars

Four 8mm spacers are supplied to lower the plastic sump guard – this is where you’ll need the mole grips, but I don’t like how they leave very little thread from the rubber-isolated mounts to screw into the bottom of the sump. This feels rather vulnerable, but also of course reduces ground clearance. However, the guard is plastic, and easily distorts over the crash bars without looking strange. It might rub at the paint of the bars, but if that’s a worry (and you haven’t borrowed the bike from BMW) you could always trim a little of the plastic away.

I’m glad to have the bars on the bike – hopefully they won’t be needed, but they’re certainly tough if they do get used.

The fork protectors take just five minutes to fit

R&G fork protectors | £39.99

The bottoms of a motorcycle’s forks are easily scuffed in a drop (it’s one of the first places to check when buying a used bike), so this easy-to-fit kit offers some useful protection.

They take only around five minutes to fit, requiring an 18mm socket to remove the existing axle bolt (not 17mm as printed in the instructions), and a 16mm for the new one, plus a 13mm and 10mm socket for the nyloc nuts that keep the protectors in place.

Unfortunately, the torque settings aren’t printed in the instructions, but a quick check of the BMW owner’s manual shows that the axle requires 50Nm. You don’t need to remove the lower fork pinch bolts (19Nm) to fit the protectors.

One thing to keep in mind with fork protectors is that they do stick out a little – not a problem on the road, but if you drop into a rut on a byway, they could get caught up.

R&G offset cotton reels | £59.99

With no centre stand on the BMW, these bobbins give you the chance to jack the bike up on a paddock stand for chain maintenance. Using two machined aluminium spacers, the bobbins are set back from the axle to avoid hitting the exhaust when the suspension compresses, and help protect the ends of the aluminium swingarm in a drop.

You’ll need to get the rear wheel off the ground to fit them, so will have to find a way of supporting the bike (or winching the tail up). Fitting takes about five minutes once that’s sorted… unless the rear wheel drops out, then faffing to get the disc to locate in the rear caliper means it takes about 30, as I discovered.

Machined aluminium spacers put the bobbins out of reach of the exhuast

As with the fork protectors, the torque settings aren’t stated, but you need a hefty 100Nm on the rear axle – it’s best to use a torque wrench if you have one. Otherwise, you’ll just need a 28mm socket and a 6mm hex drive / Allen key.

You could use a paddock stand that fits under the swingarm to clean your chain, but it’s not as easy as one that cups bobbins, but you need to remember that, because these are held in place with the rear axle, they’re no use if you’re dropping the wheel out.

The stainless radiator guard should help protect from stones flung up by the front wheel

R&G radiator guard | £76.99

Made of 1mm-thick stainless steel, this laser-cut guard will help prevent anything flung up by the front wheel from damaging the radiator.

Fitting is pretty easy, and you don’t need to take the wheel out to get to the bolts you need – expect it to take about 10-15 minutes, and you’ll need 3,4, and 5mm hex drives / Allen keys.

There are strips of adhesive-backed foam that need to be cut down to 10mm strips then stuck on the back of the guard (it’s a shame they’re no precut, or better still already applied), but they’re not seen once the guard is in place.

The stainless steel construction should mean it’ll last well, and it’s far better than losing your coolant in the middle of nowhere…

Part 5 - The day my BMW crashed itself

Updated 23 July 2018

Mileage: 2287 | Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

The clatter of metal and plastic hitting the ground was all the more surprising given that I was standing ten feet away from the bike.

I’d just pulled the BMW out of the garage to clean it; I wheeled it back from the right hand side and dropped it down onto the stand. It shifted slightly. I thought nothing of it (how many times has a stone pinged out from under your side stand?) but a few seconds later, while I was collecting my cleaning kit, the crash happened.

Luckily my wife’s car wasn’t parked where it usually would be. And luckily it didn’t happen the day before, when my young daughter was sat on it. That’s the most weight the stand’s had on it – I’ve never climbed on this bike with the stand down, and I’ve never spun it around using the stand as a pivot. But I expect a stand to be strong enough for that, and it is something I’ve done regularly with my KTM 1050 Adventure. And every other bike I’ve had for that matter.

The bottom of the stand bracket snapped off while the bike was parked

Why did the BMW's side stand fail?

The G301GS’s side stand pivots in a bush that’s welded into the bottom of the frame. This creates a relatively small contact patch on the sides, so all the force goes through the bottom of the bush. If that bush snaps, the stand rolls out and collapses. 

Because the stand bracket is part of the frame, the entire frame is broken – a big job to replace.

Looking at the broken metal in the stand bracket, it appears very brittle

What does BMW say?

This happened on the 23rd June 2018. As it’s a long-term test bike on loan from BMW, the first thing I did was to call the UK headquarters. It turned out that the team had – the day before – got notification of a potential issue from Bavaria. Shortly after, the US and the UK released a statement: “BMW Motorrad is running a recall campaign to check the side stand connection in the models G 310 R and G 310 GS from the production period 12/2016 – 05/2018 for prior damage and install an additional bearing block for reinforcement purposes so as to prevent any potential bending or, in extreme cases, breakage.

“Since it is not possible to completely rule out an insecure standing position of the vehicle where this fault occurs, BMW Motorrad is fitting the vehicles with an additional reinforcement.

This is the piece of metal that snapped off, leaving the bike to fall

“Buyers of the motorcycles in question will be contacted by BMW Motorrad in writing or by phone. The recall is free of charge to customers.”

Owners will be written to by BMW Motorrad – or by BMW dealerships directly – and requested to make an appointment with their BMW Service Partner to carry out the recall campaign. It’ll take about half an hour to reinforce the stand connection, and if anyone is yet to receive a letter, they can still contact their dealer to book an appointment.

We tried to speak to the project leader of the G310GS in Germany, but unfortunately haven’t been able to make contact yet – we’ll update the article as and when we can

Is this the end of our test?

I’ve been unlucky as my stand broke before it could be reinforced. While I know it hasn’t been abused during my care, this was one of the press launch motorcycles originally, so would have been treated fairly harshly. That’s no excuse – this shouldn’t happen – but it could help explain what pushed mine to failure before it could be remedied.

Any magazine or website’s long-term test bikes are owned by the manufacturer’s UK press office, so if something happens to them, they have to go back there. But I asked BMW what the situation would be if a customer were unlucky enough to suffer a broken side-stand support: “Within 30 days, by law, a customer can choose to reject the bike and get a full refund,” a BMW spokesperson told me.

“Within six months, there’s a situation involving ‘reverse burden of proof’, which means that the burden of proof surrounding a problem lies with BMW. If BMW knows of a problem – and, in this instance, we know of a problem – BMW will offer the customer the choice, again, of a full refund, a change of bike or the choice to wait for repair. Every case would be considered individually.”

As with any manufacturer, after six months the burden of proof falls to the customer (though BMW customer services would deal with any case on its individual merit), but this is irrelevant for the G310GS as it hasn’t been on sale for six months yet, and the recall will reinforce any bikes before that point.

I now have a replacement machine, but I also spoke to TJ of BMW dealership Balderston in Peterborough, who told me “If a G310GS had its stand snap out on the road, BMW assistance would come out and recover the bike, take it to the nearest dealer and sort out a hire car for the customer. This is regardless of whether it happened ten miles from the customer’s home, or somewhere in Europe.

“If the bike was at the dealer and the stand was showing signs of weakness, the customer would be advised to stop riding it and arrange for the reinforcement to be one. Beyond that, it’s at the discretion of the dealer, but here at Balderston, as a matter of course we’d offer the customer a loan bike for the duration.”

My new bike isn’t fixed yet. It still needs the reinforcement, but there are no signs of weakness in this one at the moment. It’ll let you know how the remedy goes…

The side stand is mounted directly to the frame, so the entire bike will need to be stripped for repair

Do I still love it?

I do. I’m disappointed, no doubt – and after recently writing that ‘BMW has clearly spent its budget in the right places’, something has obviously gone wrong with the quality control in this area. Yes, it’s made in India by TVS, but I think it’s unfair to claim that’s why this happened. What matters now is that it gets sorted for every customer around the world.

G310GS owner Roger Bickerstaffe from Kent bought his bike in April, and is now waiting for his to be reinforced (likely around the end of July). He hadn’t suffered any failure, but had seen talk of it on forums. He has an aftermarket centre-stand fitted, but while his dealer awaits the parts, he’s off the road.

Kevin Fairburn also owns one; “My 310GS comes under the recall, though like most I’m

still waiting for the parts to arrive. I'm in my dealership all the time, and along with the fact that news travels very fast over the internet, I found out pretty quickly. I still expect to receive an official recall notice from BMW in due course, but I'm not too concerned at the moment.

“I understand parts will be available in the next few weeks, and for now I'm taking that extra little bit of care when putting my bike on the stand. I do have crash bars fitted, though I'd prefer not to test them just yet.

“I'm still really pleased with my bike; I use it every day and it’s been 100% reliable to

date. It’s returning a steady 73mpg on my commute, which roughly cuts my fuel bill in half from the car. I also save about 15 minutes per journey on average, so the £65 per month I pay is well worth it.” 

From my own point of view, this has made me look closely at the bike again, but I still maintain it’s a well-built machine. There are other niggles though – the rear wheel is an absolute pig to get back in – I’d not want to have to do it at the side of a dusty road half way around the world – and the front wheel’s a bit of a fiddle too. The tank cover needs an awful lot of bolts removing to get off, but yes, I do still like this bike a lot; if I didn’t I’d send it back – being loaned a review bike needn’t affect your integrity, and with two of my own, I’m not clinging onto this because I need the transport.

I’m eager to keep riding the little GS because it’s so good at what it does; as I write this, I’m getting ready for two days of trail riding, so we’ll see just how tough this thing is…

The GS suffers very little damage when it falls over – only the gear lever and the aftermarket Bark Buster hand guards took some light scuffs

Part 6 - Can it handle long journeys?

Updated 11th September 2018

Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

Don’t get me wrong – 207miles is not a particularly long journey. You can smash that out in about three and a half hours on a good motorway run. But take all back roads and it’s a full day’s riding. Whether that’s a fun day’s riding depends very much on the bike…

Is the BMW G310GS any good on the road?

This motorcycle seems to divide opinion, but for a typical UK rider, I really think that the little GS is very good.

I’m not a fan of mega-distance in a short time for the sake of it; the furthest I’ve ridden in a single day is about 550 miles. The way I see it, it’s not a competition, and I’d rather get to enjoy the scenery than be able to brag that I smashed out 1000 miles by blasting up a motorway. So no, 207miles isn’t a long way, but I made a point of doing it all on back roads. And I loved it. But other riders – including those who’ve never ridden the Indian-built bike – are quick to tell me what’s wrong with it…

I prefer to take a break on long journeys, rather than smash them out in a rush

“The single-cylinder engine is too vibey”

No it’s not, and I’m getting tired of arguing the point. Maybe I’ve lost all feeling in my hands, feet and backside, but I’ve never had a problem with vibration on this bike. Even with the rubber inserts taken out of the pegs, it’s not excessive (though it’s less noticeable with them fitted). Only the mirrors really show any shakes, being a bit blurry at speed.

The bars are damped, which means they do have a little bit of movement in them, but not to the detriment of handling. In fact, on tight, twisty back-roads, this bike is superbly enjoyable – just chuck it into a bend and it’ll track accurately. Be warned though that if you do ride off-road, the bars get a little more play in them – get your dealer to tighten them back up and they shouldn’t give you any grief again.

“It’s got cheap suspension”

The budget unadjustable forks and preload-adjustable shock, which crash down when ridden off-road, are fine on the tarmac. Not top-spec fully-adjustable fine, but ‘I’m-no-racer-I-just-love-hussling-on-back-roads’ fine.

If you’re going to be riding a lot off-road, the GS will show its failings – look elsewhere or upgrade with a superb Rally Raid kit.

Exloring the New Forest is easy on a bike that’s so simple to turn around when you get lost

“It’s too slow”

If you’re used to a large-capacity bike then the G310GS can feel lacking. But it’ll cruise at 80-85mph with no problem, and can get up to 90+. I’ve never found windblast an issue.

Uphill into a headwind you start to notice the relative lack of grunt, and overtaking a car on back roads takes a little more planning, but it’s not really a problem unless you desperately need to regularly ride well over the speed limit.

“You can’t carry enough on it”

If you’re travelling around the world, you’ll need to strap a fair bit on. You’ll be up against the same challenges as if you do it on something like a Honda CRF250L.

Personally, I’ve had no trouble – my 52litre Givi top box fits fine, and even when I massively overload it, the front end doesn’t get unruly.

Nathan’s Royal Enfield Himalayan is probably the best bike if carrying a hell of a lot is essential. For the average UK rider, the G310GS will probably suffice.

The little BMW is easy to tuck out of the way when you need to lock it up for the night

“It’s not comfortable”

I’m 5’10”, and I’m more than happy on this all day. I do tend to get an achy bum, but this is something I suffer on most bikes. Riding backroads I tend to be moving around a lot, but on motorways I’m more static, so notice it more. I didn’t have any regrets though after hacking back non-stop (besides two fill-ups) from Dorset to Peterborough.

“The fuel tank’s too small”

Okay, I might have to concede a bit here. At 11litres it is small – it’s what helps towards that 169.5kg ready-to-ride weight – but ridden gently it’s not too bad.

On the backroads down to Dorset, riding in a very spirited manner, I got 71mpg. That makes the BMW good for 170miles.

On the way home, with the throttle pretty much pinned open on the motorway, I saw 58mpg. The tank will get you about 140miles between fill-ups.

Based on that, I got an average of 65mpg. That’s a maximum tank range of 158 miles, so for safety you’d want to fill up every 130miles or so.

Whether that’s enough will depend on your day-to-day riding. For me, it’s fine, and Steph Jeavons went around the world on a Honda CRF250L, which has a 7.7litre tank; she carried extra in a Rotopax.

I reckon it’s the light weight that makes this bike so good – when I take a wrong turn and have to spin around, it’s so much easier on the G310GS. Riding it at MotoGymkhana proved the ease of use and agility, and even as a relatively experienced rider, I cherish the confidence-inspiring size and handling of this thing.

This little BMW shouldn’t be disregarded as a ‘beginner’s bike’ – it’s so much more than that. And yes, it can handle long journeys.

A quick look around the G310GS

Taking a break on the way to Dorset to look at the BMW’s highlights

Part 7 - Two days of off-road trials

Updated 15th November 2018

Mileage: 3156 | Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

Ruts can go f@*k themselves. And so can sand.

I’m not a great off-road rider, and after spending two days riding from Northampton to Wells-next-the-Sea and back again, on as many trails as possible, my inability to navigate some of the terrain thrown up proved the point. But I can’t think of any bike (beyond my little MSX125 Africa Grom) I’d rather have been on.

Over the years I’ve dabbled with the off-road experience – I’ve owned a Yamaha DT80, a Honda MTX125, a Honda CRM250 and a Yamaha WR250. I’ve also broken my ribs twice, and torn my rotator cuff. With every injury, I get more nervous about leaving the tarmac.

At the press launch of the G310GS I was impressed with how easily I could ride this bike on the gravel trails, so wanted to use one not only every day on tarmac, but to get me back into exploring the byways of Britain…

Taking my wife out on some fire trails before fitting the Anlas Capra X rubber was no challenge to the bike, but it did highlight the need to wind the preload right up when carrying a pillion

Is the BMW G310GS tough enough for trails?

It’d be fair to be nervous about the little BM’s strength after the recall for snapping side-stand support. Mine did fail, but having stripped the bike down, I still maintain that this is a pretty solidly-built bike. It’s also proven itself on the Australian APC rally, and through being ridden across the Trans American Trail by Jenny Morgan.

Rally Raid Products in Northampton makes enduro parts for bikes, and has a full kit for the G310GS, including upgraded suspension, spoked wheels, higher and flatter bars, and other parts – owner John Mitchinson believes the bike makes a great lightweight adventure; “Especially if you’re on your own somewhere, this thing is so easy to pick up if things go wrong.”

In the mud, the BMW might not be the very best, but it is more capable than me

Does the 310 make me a trail-riding god?

Sadly, I’m still pretty rubbish at riding off-road. I spent two days with round-the-world adventurer Nathan Millward, the Trail Rider Fellowship’s Creative Communications guy Greg Villalobos, Rally Raid’s John and Adam Mitchinson, and their mapping expert mate George. They’re all excellent trail and enduro riders. I’m still not.

The plan was to ride as many trails as possible over the 400mile trip. George promised a good two thirds of the route would be trails. In the end we fell short, though still covered over 300miles in all, around half of them trails on the way, and a third on the way back. A combination of ridiculous heat, time taken to shoot video, and my exhaustion meant we had to come off the trails more than we hoped, but besides large rocks, we covered almost every surface – grass (great), gravel (okay), dusty trails (great), wet mud (tricky), sand (nope), dense forest (awesome), fords (brilliant) and ruts (f@*k ruts).

The 19” front wheel rides well over harsh surfaces, and the ground clearance is good – a talented rider can blast along on this, but me… I pottered. Standing up gives better control and helps to absorb the harshest bumps and holes, but as soon as I dropped into even the shallowest ruts, I’d flop back down onto the seat. Sand is best tackled with your weight well back and the gas on… I tried, and I didn’t fall off for the whole trip, but I was usless and it was exhausting; riding off-road is like skiing – the better you get at it, the less effort it requires.

Off-road on the G310GS

John joins a team of experienced off-road riders as they compare the little BMW with Royal Enfield’s Himalayan

Could it be better?

To an experienced trail rider, the suspension is the most obvious weakness off-road. At my level, it’s not such an issue, but even I found it was bottoming out too easily. Riding one of Rally Raid’s modified G310GSs, the difference was clear, with much more control over the damping from the Tractive fork internals and shock.

The upgraded bike’s repositioned bars also gave me a more commanding riding position, and made it slightly comfier to ride standing up, while the Scorpion exhaust gave a much more pleasing bark to the engine.

Having ridden with Nathan on his Royal Enfield Himalayan, I realised how much more luggage capacity he has – while I carried everything I needed without any problems, thanks to the MotoFizz Camping Seat bag, I envied his pannier racks and strapping points on the front. With the right kit, it’d be possible to throw more over the GS though – just be aware that uphill with a full-laden G310GS is not going to be as rapid as a larger-capacity machine.

But with a bigger engine comes more weight in the motor and frame, which would be to ruin what makes this miniature Gelände/Strasse so good.

Yes, there are better off-road machines, but given my ability, despite the limited suspension, it’s more than capable of tackling the little adventures that come from straying off the tarmac every so often… and that’s all I really want.

The shock protector is a neat standard touch on the BMW

Part 8 - Final opinion after 8 months

Updated 6th December 2018

Mileage: 2,287 and 1,383| Power: 34bhp | Torque: 21lb-ft | Weight: 169.5kg | Price: £5,100

Defending the BMW G310GS has been a fight at times. First there was the criticism that it was made in India (really – that actually seemed to upset some people). Then came the claims it was too vibey (for a single, it doesn’t seem it to me). Then I was told it was too slow (it’s fine on backroads and UK motorways). And finally I was told – by someone who’d previously raved about it – that the little 310 wasn’t worthy of the GS moniker (Gelände/Straße, or off-road/road) that’s been seen on BMWs since the R 80 G/S of the 1980s…

Does the BMW G310GS deserve to be called a GS?

Yes, I honestly think it does. I’m not a great off-road rider, but I enjoy exploring off the beaten track at times. I recently sold my KTM 1050 Adventure – it was a brilliant machine, but the off-road ability was wasted on me; it’s just too heavy.

The same goes for the mighty R1200GS / R1250GS – while I’ve learned to ride one properly off road at the highly recommend BMW Off Road Skills course, I know that if I did slip up, or get horribly cross-rutted, picking up 249kg of bike is not easy. And it’s expensive to damage.

The G310GS weighs just 169.5kg ready to ride, so it’s easy to pick up. And as I know from experience, if you do drop it, very little touches down.

John Mitchinson is owner of Rally Raid Products in Northamptonshire, and despite being a high-level enduro rider, he loves the little GS thanks to its light weight. But he also knows what could be better, which is why his company produces upgraded suspension, spoked wheels and other useful accessories for it.

A more experienced off-roader will rightly tell you that the soft, relatively bouncy suspension of the G310GS isn’t up to much. Ask me though, as someone happy just pottering around on green lanes, and I’ll tell you it’s fine. Having ridden the Rally Raid-modified version, the improvements are excellent, but to me that makes for a great ownership path – enjoy the bike as it is until you reach the limits of the suspension. If or when that happens, consider some of Rally Raid’s upgrades and you’ll have a superbly-tuned machine.

From solo Norfolk byways to local firetrails with my wife on the back, the G310GS has been more than capable for me

So is the BMW G310GS an adventure bike?

Of course it is. Unless your idea of an adventure is thrashing across countries by motorway.

My idea of a motorcycle adventure can be as simple as grabbing half a day at the weekend to explore new roads and green-lanes, or planning a big trip down through the back-roads of France and into Spain. The G310GS would be great for that.

To others, it could be exploring deep into eastern countries, tackling tough trails and camping each night. They might need to carry everything they need for several months. Honestly, that’s beyond me for the foreseeable future, and while the G310GS could do it, there would be better bikes; having bought a Royal Enfield Himalayan, round-the-world rider Nathan Millward swears by his machine, not least because of its huge luggage capacity – he can quite literally strap bags all over it.

The mini-GS is designed to take a top-box and not much else, but that’s been fine for me; in fact, I fitted the Givi top box rack to it, and with my way-overloaded 52litre Trekker box on board, I didn’t have any problems with the steering. Equally, with the Moto Fizz Camping Seat Bag strapped to the back in place of the top-box, even with 29kg in, the BMW handled fine.

What’s the BMW G310GS like as a day-to-day bike?

The light weight and very nimble handling makes it great in the city – you can really carve through traffic and you’re unlikely to feel overwhelmed by it. I added the Givi luggage rack, along with Barkbusters handguards (for extra protection as well as warmth through wind-deflection) and some R&G crash protection.

There’s enough space under the seat for some Rok-Straps and a disk-lock, and while I didn’t fit any electrical accessories (besides a TomTom Rider) while I had the bike, the alternator can handle it.

To be sure, I wired in a set of Oxford heated grips (drawing about 3A), a Keis heated jacket (pulling 5.4A) and a pair of Keis trousers (2.9A); at idle, with the full 11.3A of extra load, the voltage across the battery dropped from 14.6V to 13.6V. Just above idle and it was back up to 14.3V. With the heated grips turned off, even at idle the alternator was delivering 14.4V to the battery: even with everything on full power, the GS would appear to be able to maintain its charge while riding.

Even with a load of luggage on the back, the G310GS was fine for my level of off-road ability

Is the G310GS engine powerful enough?

That depends on what you want to do with it. To commute every day, to hack around back roads and to power up UK motorways at 80mph it is, but take a pillion and luggage, and you might be wishing for more.

It’s got a power-to-weight ratio of 0.2bhp/kg, while an R1250GS puts out 0.5bhp/kg; if you need the power, spend the money. If you’re interested, a BMW 318i Sedan delivers 0.09bhp/kg. The 3.0litre M3 is about the same ratio as the G310GS. Pub bragging rights of course – the M3 also kicks out 0.3lb-ft of torque for every kilogram, compared to 0.1lb-ft from the 310 (the R1250GS manages 0.4lb-ft per kilo).

Is the G310GS engine refined, or is it really vibey?

Several journalists (who I very much respect) have said that the BMW has a vibey engine, but I don’t agree – sure, you can feel it, but it’s a single-cylinder. I’ve never found it uncomfortable, and even with the pegs’ rubbers pulled out for off-road riding, it’s not felt buzzy through them, the bars or the seat.

The mirrors do show the vibration however, and while you can easily see what’s behind you, it’s harder to spot details (like the word ‘police’). It also doesn’t sound that great, with an asthmatic gasp and uninspiring engine (it sounds better with Rally Raid’s Scorpion exhaust).

And the bodywork, while solid and well-finished (it was getting this right that contributed to the bike being delayed at launch), does buzz a bit at times; not something that helps the budget (for a BMW) image.

Worst of all though is the clutch, which makes a horrible screaming sound if you slip it at high revs, for instance when nailing it away from the lights after filtering between cars. Adam Mitchinson, who completed the Australia APC rally this year on a 310 said the noise stopped eventually. This bike’s only done 1,383 miles, but the one I had before had covered nearly 2,300 and still did it.

My sidestand collapsed a few days before a global recall was announced…

Has the G310GS got any problems or faults?

Ah, now… this is why I’ve had two 310s, and also what’s made defending the bike ever harder.

In June this year, I rolled my long-term test GS out of the garage, getting ready to clean it. I left it on its stand and went back inside to grab my kit. There was a crash and it was on its side; the bracket that held the side-stand had snapped in half, leaving the bike to fall over.

As the bracket is part of the frame, the whole thing would have to be stripped down.

The problem had only just come to light, and repair would take time. A strengthening piece was developed that could be fitted to bikes made before the frame was redesigned, but many customers faced having their frames completely replaced due to signs of fracturing. I was fortunate in that BMW had a second bike on its press fleet, which I took on to replace the first one I had.

There was talk of the problem being due to people standing on their pegs with the stand down – I hadn’t done this, but to be honest, I’d expect any bike (especially an adventure bike) to be capable of this.

I’ve seen comments about issues with water pump seals and starter motors, but haven’t had any problems myself. What I have suffered with though is a leaking output shaft seal – a drip of oil hanging from the level sight-glass window was the first tell, and I soon tracked it back to behind the front sprocket. It’s not losing much, but it’ll need replacing – Balderston BMW in Peterborough tells me it’d be a relatively simple job, and that they would of course loan a bike while it’s repaired.

If a fracture occurs, or the bush breaks off entirely like it did for me, a new frame is required

The headlight’s pretty annoying too; not for me – it’s reasonably bright and has a good spread – but for car drivers. It vibrates badly, bouncing up and down to the point that my wife told me it was unbearable when I was following her. Where it does fall down for the rider is on main beam – the foreground is darker than on dip, so some decent spot lights (like the Denalis I’ve used on other bikes) would help here.

The handlebars also came loose on the second bike after riding it off-road – it was only slight, but there was play in there around the damping bushes. Tightening them up requires removing the top clamp and bar, then nipping the bolt and its nut up. The guys at Rally Raid say this is common, but once nipped up, the bars don’t need doing again.

The headlight can be really irritating for drivers ahead of you

Should I buy a BMW G310GS?

I’m often asked if I’d buy a bike I’m in the process of reviewing with my own money, as if it’s the question that trumps all other opinions. Reviewing bikes and kit for a living means you have to look at the intended audience and share what you think’s good, as well as point out any failings.

Having said that, despite already owning a KTM 1050 Adventure, for the first few months of riding the GS, I did wonder if it’d make a good second machine to allow me to explore off the tarmac. But as time has gone by, I’ve found myself wanting a bit more performance – not because I need more, but just for the sheer thrill. And that’s because, at heart, I’m a road rider. I also own a Honda MSX125, which I’ve modified to take on gentle trails (my Africa Grom) so I’m able to scratch that itch.

And honestly, the niggles and faults have put me off. But every manufacturer has recalls and issues, so I’ll leave you with the opinions of two owners…

Kevin Fairburn’s owned his G310GS since March

BMW G310GS owner opinions

Kevin Fairburn’s been riding for 14 years, and bought his G310GS at the beginning of March 2018…

“My first bike was a Honda CB500 that I paid £400 for – I completely rebuilt it from the ground up but was so disappointed on the ride to the MOT station that I sold it the following day! Next was a like-new 1999 Kawasaki ZX9-R – as an inexperienced rider, that scared me half to death most of the time, but it was my baby. I later sold it and foolishly bought a 2004 Kawasaki Z750 as my then girlfriend started riding pillion and I wanted something a bit more sensible. It was the worst bike I’ve ever owned.

“I only kept the Z750 for a month, then bought a 1996 BMW R1100R, which I partially restored and rode for a few years; a great bike. This was when my bike ownership got out of hand...

“At one time I owned four BMW C1s (I commuted on one for 12 months), a BMW R1100R, a GSX-R600 Alstare, a Tomos A3 (yes, someone still owns one) and a Puch Maxi. I then made efforts to clear out the scrap and concentrate on having one decent bike, so in 2015 I bought a brand new BMW R NineT on PCP. I absolutely loved that bike but foolishly sold it at the end of that riding season. Having missed it I got another in 2016, but this time the all-aluminium Sport version. This I again sold at the end of 2016 for a bit more comfort, and in got a BMW R1200R Sport – a world away from the NineT, however a bit old-manish perhaps for a 30 odd year old! That went at the end of 2017, which brings me up to the little G310GS. Alongside all those bikes I dabbled in a few classic BMWs (R65 and R100GS, but never really rode those, and a couple of TTR250's – one Raid and one Open Enduro). I guess I've had quite a few when you look back on it.” 

Why did you buy a BMW G310GS?

“A friend suggested we rekindle our youth and bought one, so it seemed like a good idea at the time. I hadn't ridden one but decided a small bike might be a bit of fun and perhaps slow me up on the daily ride to work. Luckily my commute takes in some wonderful back roads that I’ve known all my life, however the big bikes egg you on and some days it felt like I was pushing myself towards an early grave, or at least collecting several points from her majesty's revenue collectors!

“I also looked at the money side of things. I got this bike on a great PCP deal so I pay under £65 per month on the bike, and its residual was over £2,500 at three years old with 12,000 miles on the clock.” 

What do you use it for?

“It’s a great commuter as it gives excellent fuel economy, and it’s small enough to dart in and out of rush hour traffic and have fun on without getting nicked. I average 26 miles a day, and have thought about doing some green-laning.

“I have a soft bag attached to the rear rack and also wear a rucksack, which is enough for my work clothes and packed lunch.” 

Have you changed anything, or would you?

“The first things I changed were the indicators, to LED units, which are much brighter and look better. I then fitted a taller tinted screen from Powerbronze, and also a set of their handguards, which help to stop the cold wind blowing up my arms.

“I’ve also fitted spotlights, a tracker and an R&G Radiator guard to protect the radiator from stone damage… you spend quite a bit of time following cars on a 310.” 

What’s the best thing about it?

“It’s like riding a 125 when you were 17, trying to squeeze every last one of the 34 horses out of the little engine. If you get your head out of big bike mode it’s actually a lot of fun!” 

What’s the worst thing?

“No heated grips and no centre stand. Both are supposed to be coming but as of yet keep getting delayed and it’s bloody freezing at this time of year!” 

What’s it cost to run and maintain?

“It’s getting around 73mpg in regular use, which is twice that of the car, so it’s very nearly paying for itself right now. I also save about 15 minutes per journey. Services are every 6000 miles or a year, which I don't expect to be too expensive, and I’ll probably trade it before anything major is needed.

“I hit some black ice earlier in the year and put the bike down the road. The damage was mostly down one side, and I think because it was so slippery it saved the bike doing an end-over-end. Some new panels, new handlebars and exhaust trims and it was back up and running. Parts are surprisingly cheap – the greater cost was to my riding gear, but it did its job and goes to show that the right gear works! Oh, and I’ve since fitted some crash bars…” 

Have you had any problems?

“Mine had the recall for the side-stand problem. When I first heard about this issue my assumption was that someone had obviously overloaded a bike, bringing a rare issue to light. But when the modification to the stand was looked at on mine, it turned out that I had to have an entirely new frame under warranty, due to a hairline crack.

“It hasn’t put me off though – this is the same great bike that becomes more and more a friend every day.” 

How long will you keep it and what will you get next?

“I usually change my bikes regularly, but because of the low monthly payments I may just keep it for the commute for the next three years, and get something else for the Sunday ride. I can’t help but long for a big GS!”

Owner Roger Bickerstaff just wishes BMW had a decent selection of aftermarket parts available

Roger Bikerstaff bought his G310GS in April, having ridden for 44 years…

“I’ve owned a variety of bikes before this – Suzuki, Norton, Triumphs, MZs, Hondas, BSA, Yamaha, and BMWs. I chose the 310 after riding one as a loan bike when my RT was in for service. I was just enchanted by it, and watching the BikeSocial video of its launch in Spain swung the decision.” 

What do you use it for?

“Mainly fun rides and its ability to meander the country lanes; I’ve rediscovered the endearing charm of a small bike ridden around the beautiful British countryside, and do about 3,000 miles per year… I’d love to ride it in Europe too.” 

Have you changed anything, or would you?

“I’ve added a BMW accessory power socket and an after-market centre stand from Germany. I’m also waiting on a front mudguard extension and rear hugger.

“I have a Radiator guard and a Wünderlich side-stand foot plate, and am looking at options for engine bars, a taller screen and a metal sump guard.

“I am disappointed that BMW so far hasn’t supported the bike with heated grips or a centre stand. Hopefully the accessory market will develop…” 

What’s the best thing about it?

“It’s got to be the machine’s ability to surprise the rider with its performance. Not to mention the light weight and economy. It’s such a fun ride with great ergonomics.” 

What’s the worst thing?

“The suspension is a little basic, and the stepped seat restricts the ability to move back on a long ride. Oh, and the horn is pathetic.” 

What’s it cost to run and maintain roughly?

“The first service cost £140, but it’s too soon to estimate devaluation.” 

Have you had any problems?

“After going to the dealer for the side-stand recall work, I discovered I’d have to have a whole new frame fitted, which took a long time to arrive.

“The frame had been examined previously and was deemed safe – apparently there are two alternative modifications, and when my GS was examined to establish which was required, the frame again passed inspection. But after the proposed one-hour job stretched to three hours, I was invited into the manager’s office to be told a new frame was required.

“I still love the bike, which is also well received in the G310GS forum; I’m just disenchanted with BMW’s poor after sales support – all the parts I’ve added are aftermarket. Is BMW missing a trick, or is its head too high in the cloud of its more prestigious, larger capacity models?” 

How long will you keep it and what will you get next?

“I’m planning to keep it for a long time for solo use as I’m running it alongside an R1200RT, which I use when my wife is accompanying me as pillion. I’ve no plans to replace either, but having said that, in January I didn’t know I’d get this baby GS!”

Likes & Dislikes

Modifications and accessories

• Givi top box mounting adaptor: £61 | www.givi.co.uk

• Givi M5 top box rack: £41.70 | www.givi.co.uk

• Givi Trekker 46 top box: £250.80 | www.givi.co.uk

• Anlas Capra X tyres: £XXX | www.anlas-tyres.co.uk

• BarkBusters handguard kit: £121.99 | www.rg-racing.com

• R&G adventure Bars: £199.99 | www.rg-racing.com

• R&G fork protectors: £39.99 | www.rg-racing.com

• R&G offset cotton reels: £59.99 | www.rg-racing.com

• R&G radiator guard: £76.99 | www.rg-racing.com

2018 BMW G 310 GS - Technical Specification