BMW G310 RR Price – Mileage, Images, Colours | BikeWale

Once onboard, the experience is identical to the Apache RR 310, and the BMW G 310 RR starts with a throaty exhaust note before settling into a rather loud idling sound. It gets louder as the revs climb, a bit too loud for my preference though.

The engine makes most of its power in the higher revs, and it really gets going post 6,000rpm — all the way to the redline. There’s sufficient power to putter around town between 4,000rpm and 6,000rpm, but the bike feels uncomfortable under 4,000rpm. In the top gear, the G 310 RR will cruise at 100kmph at 6,000rpm, leaving a sufficient amount of power in reserves. However, it does not feel very refined – another trait that it picked from the Apache RR 310 – and there’s plenty of vibration on the footpegs, seat, and handlebar right from 5,000rpm.

Now, the Urban and Rain modes make the motorcycle far docile, which is okay for heavy traffic but not for spirited riding. The gear-shift indicator, too, starts flashing annoyingly quick in these modes, and we rarely rode in the lower power modes in the limited time we had with the motorcycle.

Then there’s the very predictable suspension and braking setup too. The upside-down front forks and rear mono-shock are tuned for spirited riding without being too stiff. The setting is ideal for pushing the motorcycle around corners, but the tyres aren’t. Why? While the Apache RR 310 comes with much better Michelin Road 5 tyres, the G 310 RR, despite its higher price tag, gets the rather dull Michelin Pilot Street which feels rather uncomfortable, especially on wet roads. That said, the brakes are decent, and while they feel progressive, the setup lacks the confidence-inspiring bite that one would expect from a sporty package. You would also notice the conventional disc design on the G 310 RR instead of the petal-type rotors on the Apache RR 310.

The rider’s triangle and the footrest woes haven’t changed from Apache RR 310 either. Thus, the G 310 RR comes with sporty ergonomics, only to be ruined by the lack of space for the heels on the right side of the motorcycle. However, there aren’t any other complaints in the ergonomics department. The seat height is low and at 5’10”, I could place both my feet flat on the ground with a comfortable bend in the knee. The turning radius, too, is short which makes filtering through the traffic an easy task.

So, does this make a strong enough case to carry a price premium over the much more versatile Apache RR 310 BTO?