14 minute read

BMW G310 GS Project

from 2024 Winter Rally Program

from 2024 Winter Rally Program, page 41

The Battles For Fort Fisher

by Steve Wishard

To be honest, I didn’t know the 310 was going to be a project when I traded for it. I just figured I would very rarely be doing any serious adventure riding and I had heard that several folks were having a great time riding theirs in the area forests. Well - okay - full disclosure. I had a 2019 R1250 GSA and I didn’t relish the idea of picking it up. I know what some of you are thinking. If I wasn’t going to do much serious adventure riding I probably wouldn’t have been picking it up anyway. Well, those of you thinking that have likely not done much riding in Florida sugar sand. I’d definitely be picking it up a lot. Even with it resting on the engine guards it’s about a 200lb dead lift in the beginning. Whereas with the 310 I could just about tuck it under my arm and walk out with it. So I swapped the GSA for the 310 & cash and dropped from the biggest to the smallest.

Let’s Get To It

On the way home from the dealer I figured there was no point wasting time. So I took Old Dixie Hwy south from 204 to Espanola. It’s 10 miles of brick road with a high crown covered by varying amounts of sugar sand. A club member once got his R1200 GS down in the ditch here and it took 5 guys to get it out. I never worried about making it home but I did meet a couple of pickups along the way. Each time I was forced to move from the crown of the road into the deep sand along the edge, where I soon longed for the large front wheel of an MX bike.

I’ll Focus More On This Later

Over the next several months I rarely rode the 310. I did take it into Ocala Forest one day and almost had to drag it out. The good news was that I could. The 1250 would still be out there.

Still another couple of months passed as we planned last year’s winter rally. As Club V.P. I had been promoting the idea that the club should offer more adventure riding training & opportunities. Views among the other club officers were mixed. However, as our rally plans came together we were fortunate to include the BMW Performance Center Rally Training Program.

The Rally Was An Education

As the primary training protagonist, it only seemed right that I should participate. Of course that also meant that I would need to ride the 310 to the rally. Trailering wasn’t really an option for me.

I wasn’t looking forward to the 3 hour ride to Camp Weed. I had a box of Shop Rags, a projector, several door prize items, 3 days of clothes, my computer, cameras, drop cords, etc all strapped on the back of the 310. It made me think of those videos from Vietnam where a guy is riding along on a moped with enough crap to fill a deuce-and-a-half.

Oh, and does anybody remember the temperature last year. I believe the frost indicator came on about half way there. I couldn’t stop thinking about all the comforts of my K1600 GTL back home in the garage. Fortunately I had scheduled myself for an afternoon training session. Give it time to get above freezing.

Loaded For 3 Hour Ride To Camp Weed

Let The Training Begin

As I mentioned before, since I was the one pushing to get BMW to offer training at the rally, and for the club to offer more adventure rides, I had a special obligation to participate. But that wasn’t the only reason. I had previously taken the 2 Day Adventure Course at the BMW facility in Greer. When I was there I had used one of their R1250 GSAs. To be honest, that’s partly when I decided I didn’t want to deal with that big of a bike out in the wilderness. The rally training session would give me a chance to compare riding the G310 GS to the R1250 GSA in the same type of challenges.

Here’s the short version of what I learned.

1. My previous training really showed. I rode through all of the challenges easily.

2. The smaller bike size made things a lot easier, however, the distance from the pegs to the bars was too short. I had to bend down too much.

3. I’m in worse shape than I thought. My thighs were killing me from holding a squat position so long. Also a result of the bikes short stature.

4. If I could solve the peg to bar issue the 310 would be a great little adventure bike. It’s a lot of fun to ride.

Some Additional Research

Before I traded bikes or invested in a significant number of modifications for the 310, I wanted to reach out to some friends - and - also try a mid-level option.

At the rally, BMW offered a discount on training at their facility in Greer. I took advantage of the offer and signed up for the 2 Day Adventure Course again. You can never get too much training/practice and there was a method to my madness.

I’ve owned a R1250 GSA & G310 GS and done training on both. Despite advice to the contrary, I wanted to see if splitting the difference with an F850 GS would be the ideal adventure riding platform.

I also wanted to know if the little 310 could hang with the big boys if I resolved the ergonomic issues. So I called Rob Glass out at Rawhyde (he is with Austin Adventures Now). I asked him if anyone had ever ridden the Utah Backcountry Trip on a 310 and how it went. He said a couple of guys had tried but he didn’t recommend it. He said the 310 had 3 issues.

1. It’s under-powered

2. The suspension is too soft

3. The brakes are too weak

Based on my experience, I took the under power issue to mean it struggles to keep up on the highway sections. The first 3 gears are so low it pulls like a tractor. Wind it out through the first 4 gears and you’re only going 45-50 mph. It tops out at 78 mph. 60-65 mph is comfortable highway riding. He was definitely right about the suspension. I already noticed that in street braking where it tended to nose dive if even slightly agressive.

I don’t know about the brakes. They seem pretty good to me but then I’ve never tried to decend a steep gravel slope loaded with luggage.

Finally, I wanted to hear what the guys who are loving the 310 off-road were doing. So I stopped by BMW Motorcycles of Jacksonville and talked to Craig Jenkins. He rides off-road with some G310 GS riders. As I figured, the big GSs have to hold back a bit on the highway so the 310s can keep up. But once they are in the forest it’s the big bikes that struggle to maintain the 310 pace. Craig said that the guys had done the typical guards, progressive springs and swivel foot pegs on the 310s. It’s hard to get good adventure boots under the shift lever on a 310. I was having the same issue. Normal boots were no problem.

Then There’s The Street

One thing I hadn’t counted on or thought about was the city aspect of a 310. I tend to do most of my riding out in the country on longer trips. I’ve never had much interest in riding 15 miles for lunch. Our lunch rides average 200 miles. Plus,we had recently moved from Jacksonville to Ormond Beach (a.k.a. Harley Heaven). I’m not into noise or crowds so again... Not my scene.

But then - my new neighbor has 9 H-D & custom bikes. We ride together a lot. He convinced me to ride through Daytona with him during bike week. He said we’d run A1A south to Ponce for lunch and then cruise Main St one time on the way back. It was a weekday so the crowd would be light. So I agreed. First bike week trip for me. But I told him I was going to ride the 310. Easy to manuver and park and the highest speed limit we’d have would be 55 mph. ing and my foot slipping off the front of the peg in muddy conditions. I wanted to see if I could find a solution which would help with both issues. So I started to look for pegs which provided a lower position. Even if only by a small amount.

I have to admit it. I had a great time. Loved seeing all the bikes. The 310 was perfect for the situation. The weekday traffic was so light we never put our feet down on Main Street. It was a truly enjoyable ride and I learned something I wasn’t expecting. The 310 makes riding around Ormond & Daytona Beach a lot of fun. Since that day I have logged many 310 miles exploring my new home town.

Riding The Ormond Scenic Loop

The G310 GS Project Begins

I still wasn’t sure it was a good idea to try to resolve the 310 issues, however, both at the rally and in Daytona I had a lot of fun with it. So I thought I might just start with the one big issue and see if I could get that right. The pegs to bars distance created most of the ergonomic issues. Then there was the peg to shift lever issue with adventure boots. So I started with the pegs.

Craig had mentioned the guys he rides with installing swivel pegs. He said, when they lowered their toe to shift, the peg swiveled creating more separation between the shifter and the peg. That made sense, however, it still wouldn’t help with the peg to bar distance and I had concerns about swiveling pegs in rough conditions. I could imagine a peg swivel-

It took a bit of searching but eventually I located the SW-Motech EVO Footrest Kit. It includes both cam and spline adjustments. So the pegs can be mounted in 36 positon options: down, forward, back and at several pitch angles. The highest position is the same as stock and the lowest is 15mm lower. I opted for roughly the 5 o’clock position and angled down in front around 15°. I also opted not to install the optional 1/2” rubber footpad. That configuration, combined with a bit of adjustment on the shifter turnbuckle, solved the adventure boot issue. It also created a noticable improvement in the peg to seat distance. I no longer felt my knees were above my hips.

To resolve the overall peg to bar distance issue I installed Rox Speed 2” Bar Risers. Considering the fact that the bars are angled back, I didn’t get the full rise. However, 2” bar rise + 0.6” peg lower + 0.5” rubber removal created a possible 3.1” increase in separation. I got most of that and what a difference it made. The riding position, both sitting and standing, became very comfortable. With the peg to bar issue resolved I felt comfortable moving forward with the remaining modifications.

Next Up - Suspension

As I mentioned earlier, the bike had a serious tendancy to nose dive under heavier braking. Plus, Rob mentioned his concern and Craig confirmed the benefits of updating the suspension. So I had the dealer install Touratech’s front & rear progressive spring kits. WOW!!! The little 310 instantly became a different motorcycle. It got noticably taller and had indescribably improved handling and stability. If I were to purchase another one of these bikes I would have the springs done before I took delivery. For the price of the parts, there is no excuse for BMW not doing this at the factory. This little bike just keeps getting better & better.

Protection Is A Must

Since I was moving forward with the project it was of course essential that protection be included. There are more options available today than when I did mine. BMW Motorcycles of Jacksonville now recommends a setup that looks significantly better. But Mine have held up well so far. I installed the aluminum skid plate, lower engine guards and upper tank guards available from Wunderlich. I also installed the R&G Racing radiator guard. I’m still undecided about a headlight guard and I’ve been considering a home made sidestand switch override which could be optionally activated in the field.

Additional Lessons From The Rally

As I mentioned earlier, it was a bit chilly when I rode to the rally. Low 30s if memory serves. My hands took the worst of it. So that inspired me to install Barkbuster Control Guards. Both for future cold, and their actual purpose, possible strikes by brush or small tree branches.

When the frost indicator illuminated and I was longing for the comfort features of my GTL, one of those features was a power outlet into which I could have plugged my electric gear. That situation has been resolved as well. The 310 now has a BMW power port installed in the dashboard

When I made my way back to the hotel during the rally, I stayed in Live Oak, it was dark when I left Camp Weed. I have flashlights which produce far more light than the headlight on the 310. So, while I had not intended to add auxiliary lights, I installed Denali D3 LED Fog Lights for those rare occasions when seeing or being seen is more difficult. And - the 310 doesn’t integrate via canbus like the other bikes so I added the lighted handlebar switch. Hey, it’ll be dark when I’m trying to turn them on.

Focus Shift (a.k.a. Stupid Takes Over)

If I stopped at this point I would have had a great little mild adventure & city bike. However, about here, probably a bit earlier, is where things change. It’s where the thought changes from “if I can solve these 2 or 3 simple issues” - to - “Hey, this thing could be really cool. Like you put an R1250 GS in the dryer and shrunk it”. After all, why do a thing when you can overdo a thing - right? Right!

The 310 has a chain. Not a fan. But, if maintained properly, they are quite reliable. A centerstand makes that task far easier, even out in the wilderness. So, install a Wunderlich centerstand because it works with the Skid plate, etc. already in place.

Tires are a frequent problem during adventure rides. I have the repair kit, tools and compressor. I just need a place to plug it in. So, install a battery tender/ compressor plug.

Ounce Meet Pound

We all know that an ounce of prevention is worth a pound of cure. Well - what is a pound of prevention worth? I ask you?

When I drop this thing, and I will drop it, those mirrors are going to snap off like twigs. And, they’re probably going to break the clutch or brake lever mounts they’re attached to, and those will fall off too. So, install Backcountry RAM mount mirrors because they are easily displaced without breaking.

There is some debate as to whether or not there is a weight benefit to spoke wheels over alloy. But noone debates the increased durability and reduced repair cost spoke wheels provide. Hit a rock and a spoke wheel will flex and continue on. Alloy bends, breaks the bead and now you have an unrepairable flat. When you get home, you have to replace the entire alloy wheel but only the ring of the spoke wheel. So, Install KKE Racing’s VMX Cross-Spoke Wheels. They make them for the G310 GS. Oh, don’t forget the sand. Put Pirelli Scorpion Rally Str Tires on the wheels while you’re at it. They have a paddle pattern that does well in sand and are still good on the street.

Navigation & Rescue

I know my way around Florida pretty well. But hopefully I will be using the 310 on forest service and unpaved roads in the mountains of GA, SC, NC & beyond. So I’ll need to find my way from the hotel to the unpaved road - and - take all the correct forks in the unpaved road. Andif something should go horribly wrong, be able to summon help. So, install a windshield accessory mount, a 4 Button Garmin Power GPS Mount (I have several Nav VIs), A QuadLock phone mount with vibration suppression (I use the OnX OffRoad app), and a RAM mounted Gen3 Spot Satellite Tracker (to summon the cavalry).

Luggage & Fuel

At this point the little 310 has become an extremely versitile little bike. I’ve taken to referring to it as my truck and using it as if it were one. I’ve got ROK Straps, bungie cords and nets. I’ve used it to get groceries. I’ve strapped my golf clubs to it and I’ve got a carrier for Romeo (a.k.a. The Dude), our little dog.

Generally, however, it really exists to fill two distinct functions:

1. Lunch rides to restaurants within 50 miles of home.

2. Low - medium difficulty adventure rides in the southeastern states. Both of these uses require a bit of luggage.

For the lunch rides a top case is all that is needed. I just need to be able to lock up my helmet, gloves, gps, and tools when the bike is parked. So I have a removable BMW top case. Everything I wear/carry fits nicely into that case.

For the adventure trips I need something a bit more expansive & rugged and there were no useful pannier racks or case systems for the 310. So I opted for Mosko Moto’s Reckless 80L (V3.0) Revolver rackless system.

The system has too many features to list them all here but includes:

• Reckless 80L harness

• Two 25L drybags

• Stinger 22L Tailbag

• Tent pole bag

• Removable map/document pocket

• 20L Drysak

• Two Aux Pox holsters & drybags

• Tool Roll

• Heat shield w/ hose clamp

Another feature of the system is that each of the Auxiliary Pockets (Aux Pox) is the correct size to hold 2-32oz MSR Fuel Bottles. So it’s possible to carry a gallon of extra fuel. I only carry 2 bottles because I don’t want gas bottles that close to the muffler.

With just under 4000 miles on my 310 I’ve averaged 65 mpg. Which is pretty good considering I’m usually running the bike pretty fast. Long off-road sections would likely produce a slightly better result. Still, with only a 3 gallon gas tank, I feel better knowing I can carry and extra 32.5 miles of fuel just in case.

Summary

I love my little G310 GS. It is perfect for running around smaller beach towns like Ormond & Daytona. Plenty fast and easy to manuver and park.

But also a very capable low to medium difficulty adventure bike. I don’t hesitate to head down any unpaved road. Yes, when riding in the mountainous southeastern states I need to trailer it up there. But once there, it handles everything you throw at it and doesn’t wear you out in the process. Oh, and I have since taken the BMW training on the F850 GS. For me, that is the perfect agressive adventure bike. If I’m going to do an agressive adventure trip, I’ll go with a company like Rawhyde or Motoquest. Then I can rent one of their F850 GSs and be just as confident as on my 310, without the cost of owning 3 motorcycles.