South American markets, mar-
kets that are flooded with riders
who would love a BMW but
would otherwise be restricted
through cost or capacity legisla-
tion.
The junior GS therefore has
a lot riding on its shoulders.
But it's not just the mentioned
markets where BMW hopes
the G 310 GS will capitalize.
Western markets would love a
BMW that doesn't guzzle gas
and still looks the part, plus has
that BMW air of quality about it.
Despite the fact this is the only
GS in the range that isn't built in
Germany (it was made in India
by their partner company TVS
Motors), the 310, based off the
recently released G 310 R road-
ster and using the same engine
and chassis, still looks pretty
top line with unmistakable GS
aesthetics, long-travel suspen-
sion via the 41mm inverted fork,
19-inch front and 17-inch rear
wheels, radially mounted brakes
and single-cylinder engine that
pumps out a claimed 34 horse-
power pushing 373 pounds of
dry weight.
On top of that, there's also an
LCD dash, ABS, 12-volt power
socket, heated grips, and two seat
options (32.2-inch and 33.4 inch).
There are three color
schemes: Cosmic Black non-
metallic, Racing Red non-metal-
lic and Pearl White metallic. No
word yet on the price. CN
VOL. 53 ISSUE 45 NOVEMBER 15, 2016 P57
L
ittle things come in big
packages. Or should that
be big things come in little
packages? Whatever, because
BMW has finally revealed a mo-
torcycle that could have poten-
tially more earning capacity than
any bike in its current lineup in
the G 310 GS.
The reason being is this GS
is aimed primarily at the Indian/
Asia and Brazilian/Central and
Little bike, big responsibilities.
There's much riding on this little 310.
