BMW rolled into 2021 with what it calls a soft re-imagination of its plucky little roadster, the G 310 R. Not only did BMW tuneup the looks, but the new G 310 R sports a number of tech upgrades and safety equipment to boot. The engine is a carryover from 2020 even though it, too, hits the showroom floor with buffed engine-control electronics and mechanical features. New paint packages finish out the details that make their model debut in MY2021.

BMW G 310 R Design

The factory tweaked the look of the G 310 R with a little nip here and tuck there, but the overall effect is rather subtle. The front fender carries right on over with its foil-shaped uprights that split the wind around the bottom of the inverted front forks and protect the swept area of the inner fork tube from road grime.

The headlight housing was adjusted to accept the new LED headlight and LED DRL lightbar that improves your two-way visibility with the world. New LED turn signals sprout from the upper sides of the headlight housing well out of harm's way.

Behind the steering head, the radiator cowlings ride lower than before, plus the cheek fairings and fuel tank are now separate pieces to change the look in profile. One thing that remains the same is the narrow waist and skinny saddle entry that gives your legs a break when you go to deploy your training wheels.

The stock, one-piece saddle comes with a built-in pillion pad, and the rear end has a beefy set of J.C. handles for your passenger's comfort and security handles for your passenger's comfort and security}}. The rear mudguard and LED taillight from the outgoing model carry right over, but the LED tech spreads to the rear turn signals to complete the all-around LED illumination that brightens this year's model.

A sporty rider's triangle pulls the pilot into an aggressive riding posture over the tank with fixed values, but both the brake and clutch lever can be moved in or out with a 6 mm range of adjustment so you can at least dial in for your hand size.

BMW G 310 R Chassis

Tubular members on the G 310 R make up the “spaceframe” to use the factory's own parlance with a die-cast aluminum swingarm to finish out the skeleton. A set of inverted, 41 mm forks float the front end on fixed values while a central spring strut supports and dampens the motion at the rear end with adjustable preload as the only stock suspension tweak.

Symmetrical and lightweight, the 17-inch cast wheels round out the rolling chassis. The rubber comes in a 110/70 up front ahead of a 150/60, and the profile and tread is such that you can count on deep lean angles to both sides, if you have the nerve for it. As for the suspension stroke, you can count on 5.5 inches of travel at the front axle and 5.1 inches at the rear, which is plenty for riding on mostly civilized roads.

Priority was to keep weight low, and the result is the G 310 R weighs in at a low 349.4 pounds, soaking wet. With such a low working weight, it's no surprise that the factory opted for but a single front brake to manage the bulk of the stopping power. A four-piston calipers bites a 300 mm front disc, and out back, a 240 mm disc and single-pot anchor take care of business, all under Beemer's proprietary ABS protection.

The steering geometry checks in with a 25.1-degree rake angle and 4 inches of trail to give the G 310 R an eager nature that handles flicks and reversals well and delivers a spirited riding experience.

BMW G 310 R Drivetrain

The powerplant on the new G 310 R is a carryover from 2020 with its four-stroke, one-lung configuration. An 80 mm bore and 62.1 mm stroke adds up to a 313 cc total displacement with a mild, 10.9-to-1 compression ratio. This gives the liquid-cooled mill a power output of 34 ponies at 9,500 rpm and 20 pounds of grunt at 7,500 rpm, so this is clearly an engine that likes to operate in the higher rev range.

Dual over-head cams time the quad-valve head with a counterbalancer shaft that helps mitigate some of the vibration inherent with a single-cylinder thumper. This year, the electronic throttle control comes with a high level of fidelity and response to demand, plus it rocks an automatic idle-speed control to prevent stumbles when accelerating from a standstill.

Power flows through a six-speed transmission to the rear wheel via a tough, O-ring chain, and the final drive ratio turns in a top speed of 89 mph; plenty fast for everyday work. There's a “self-boosting” clutch (slip and assist) that mitigates the effects of backtorque from the rear wheel to protect the integrity of the rear contact patch and prevent rear-wheel hop on hard downshifts.

Electronic fuel injection and a three-way catalyst in the exhaust system helps the engine meet EU-5 emission standards which should hold it in good stead with the emission authorities Stateside.

BMW G 310 R Price

The 2020 rolled for $4,945, and even with the improvements last year, MSRP is still a very affordable $4,995.

BMW G 310 R Competitors

BMW comes into direct competition with the Big Four for a slice of the U.S. sportbike market, so I went straight to Kawasaki's own small-displacement naked sportbike, the Z400 ABS.

Kawasaki Z400 ABS

As is its wont, Kawasaki embraces an angular and aggressive build for the Z400 that is as distinctive as a fingerprint, and it comes off looking more extreme in its overall presentation. Like the Beemer, the Kawi carries a minimum of bodywork, even less if you consider the lack of a chin fairing and barely-there radiator cowl.

ABS and slipper-clutch technology are constants across the board but comprise the entirety of the safety equipment on both machines. Kawi gets a leg up in the comfort category with its Ergo-Fit system that lets you massage the rider's triangle to suit your particular body style, something you can't do with the G 310 R without a trip to the parts department, maybe even the service department, as well.

The 399 cc mill in the Z400 is a parallel twin that produces 28 pound-feet of torque – 8 more than the BMW – and so the Beemer's mill falls short in this respect. It falls short in the claimed top speed as well against Kawi's 91 mph top speed, but only by the skin of its teeth. Unsurprising given the displacement difference, really.

Price is still up in the air with the G 310 R, but the Z400 rolls for $4,999 and I reckon that's right about where the BMW will land.

Read our full review of the Kawasaki Z400.

He Said

“The Euro-tastic good looks of the G 310 R aren't as extreme as some of its competitors, a point in BMW's favor to many and a point of contention to others. This year's tweaks are just enough to call it a kinda' new version of the existing model though visually the two year models have a lot more in common than not. The safety equipment is sufficient, but it would be a safer bike with maybe some traction/anti-wheelie control. Oh well, there's always next year.”

She Said

My wife and fellow motorcycle writer, Allyn Hinton, says, “There are a lot of sweet updates on the new G 310 R that almost steer it into hooliganistic territory. Wheelies, stoppies, and general shenaniganery benefit from the electronic tweeks and my old-lady hands appreciate the adjustable levers. It's a nice little bike, compact and capable, that delivers a spirited ride for what could be your most fun-loving commute ever.”

BMW G 310 R Specifications

Further Reading

BMW Motorrad

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