LAMS feast: KTM RC 390 and BMW G 310 GS

If there’s such a thing as winding down at the end of a busy year these days, Bikesales has probably done it. To see out the back end of 2017 a go-kart shootout was organised at the Phillip Island Grand Prix Circuit – unfortunately taken out by a member of our sister car website… – and then we returned to two wheels for a country jaunt on two of the hottest LAMS bikes on the Aussie market: the all-new baby BMW GS, the G 310 GS, and the sporty KTM RC 390. Well, we weren’t fully aware of the BMW’s bona-fides at that stage, but we were soon to find out…

This wasn’t a comparison test per se, but simply a chance to sample two bikes at opposite ends of the LAMS spectrum. And that they are, although they are both powered by single-cylinder engines.

The RC 390 is one of the sportiest LAMS bikes going with its clip-on handlebars, racey styling, slipper clutch, excellent power- and torque-to-weight ratios, general sense of urgency and superb ‘big-bike’ handling.

RC 390 IN BIKE SHOWROOM

The latest update to the $6495 (plus ORC) RC 390 – which was first released in 2014 – saw it get a side-mounted exhaust, new graphics, ride-by-wire throttle, a bigger front disc and adjustable levers. It also has a slip-assist clutch, which is not only great for clean down changes but the lighter clutch is nifty in the city as well. We briefly sampled the bike at the 390 Duke launch in early 2017, but we wanted more – and its arrival at Bikesales HQ coincided with our first chance to sample the G 310 GS.

The G 310 GS ($6900 plus on-road costs) follows on from the launch of the G 310 R roadster, which was BMW’s first dedicated foray into Australia’s learner-legal market. Yes, we know – there have been bikes like the G 650 S Sertao before that, but that model's LAMS compliance was simply an added bonus rather than a deliberate objective.

The G 310 R is the result of a collaboration between BMW and Indian firm TVS, and the G 310 GS continues the partnership but with a number of ‘adventurey’ changes over the standard roadster: the obligatory beaked front mudguard, a 19-inch front wheel, more suspension travel (180mm at both ends), and the ability to disengage ABS when conditions demand. The seat height is 835mm.

The G 310 GS will soon be joined by the updated F 750 GS and F 850 GS in the GS line-up, and of course the range is completed by the mighty R 1200 GS and its variants.

G 310 GS IN BIKE SHOWROOM

Cool country
We didn’t have to think too hard about a route for the LAMS jaunt: our regular Macedon Ranges playground, just north of Melbourne, which offers oodles of everything. Plus, the traffic is wafer thin and it’s just on the doorstep of the excellent Tooborac Hotel and its array of tasty parmas. Who said we were winding down?

This was not about churning out endless kilometres – god knows we did enough of that on our Iron Butt ride – but more simply getting a fresh feel for the LAMS occasion at a relaxed pace (well, that was the initial plan).

The RC 390 was first up for me, while Rod 'Chappo' Chapman settled into the comparative plushness of the G 310 GS. And therein lies a major point of differentiation.

Both bikes’ suspension – and ByBre brakes for that matter – are spot on for their genres, but the KTM’s WP setup is quite stiff and delivers great handling for sports riding, while the GS is wider, taller and smoother. It’s also plusher, has far more travel and is ideal for dirt roads.

Exactly as you’d expect, and that’s why the 147kg (dry) RC 390 revelled in the labyrinth of twisty and tight roads that were first up – it’s a pukka little race bike that just encourages you to ride it hard and fast, while luxuriating in that solid connection to the front end. It's a mode KTM does very well – its 690 Duke one of the finest exponents.

And the RC 390 can really get up and rumble – when Billy van Eerde won a race in the 2017 Australian 300 Production Championship at Phillip Island, he saw 206km/h down Gardner Straight…

While the RC 390 was revelling in its natural habitat, the GS wasn’t too far behind – like its bigger siblings, it’s also very adept on the tarmac. All of its 180mm front suspension travel was being swallowed as Chappo gave the four-piston front brake and 41mm upside-down fork a thorough workout – and he was having a hoot in the process.

Actually, I really couldn’t see much of him at all, as the vision afforded through the KTM’s mirrors is ‘streamlined’ – they are very funky but give a great view of little more than your forearms. The mirrors are larger as well on the latest model...

The KTM’s 373cc engine produces 44hp/35Nm, and the 313cc BMW checks in at 34hp/28Nm. The BMW uses a reverse head layout which has been around for decades but was brought back into prominence by Yamaha on its YZ450F a few years ago. The airbox and injection hardware sit forward of the engine while the exhaust runs directly out the rear.

Peak torque chimes in marginally earlier on the G 310 GS than the G 310 R, which is a smart move on an adventure bike.

The KTM definitely has more vibes through the bars, and like the G 310 GS pulls about 6000rpm in sixth gear at 100km/h.

The KTM also has a shift light but it comes on too early – from 7000rpm. This means that when you're up it the shift light is on almost all the time.

The gearboxes are light and responsive on both.

Fuel consumption was recorded at 5.16lt/100km across the board – yep, identical for both bikes. We initially thought the RC 390 was way thirstier, but it only has a 10-litre tank as opposed to 12 litres on the BMW.

The BMW’s instrumentation is easier to read than the KTM’s – the latter has a small script that can't be viewed through polarising sunnies. We fully expect the RC 390 will get the same TFT screen as the 390 Duke on the next update.

Styling it up
The lunch stop was our first chance to swap mental notes, as well as parking the bikes under a glorious early-summer sun to grab some photos.

The KTM’s styling is superb – it looks awesome with its orange trellis frame and dual projector beam headlights. The BMW also does its family roots proud, and the quality of finish on each is really good.

At speed though, we were yet to sample the sheer all-round capabilities of the G 310 GS, although that would come after lunch when we hit some rough and ready back roads on the way back to Melbourne. Still tarmac, but the type of imperfections that are the bane of stiffly sprung sporting fare.

The RC 390 still made it through ‘unscathed’ in its typical professional, slick manner, but the GS was in its element: sure-footed and revelling in the bumps with all that travel and rangy 1420mm wheelbase – at least it is compared to the KTM. It may be the baby GS, but that doesn’t mean it’s not robust.

That’s the ace up the sleeve for a LAMS adventure bike, and why the likes of Kawasaki (Versys-X 300) and Honda (CRF250 Rally) are also a part of that scene as well.

No dirt on that day, but we did hit some fire trails before returning the G 310 GS to BMW HQ. It was light terrain, but just what the G 310 GS is designed to carve up with its 19-inch front wheel. Nothing more or nothing less, with the option of deactivating the ABS as well. The Metzeler Tourance tyres are also up to the task of biting well in the loose stuff as they are on tarmac.

And the GS is a tiddler at 170kg fully fuelled, so everything about it is light and manageable. And well mannered. And speaking of soft surfaces, the BMW has a sidestand with a broad footplate to add some extra security.

If you’re a regular trail basher though, the handlebar is quite low so you may want to look at fitting a riser just to make it more comfortable when you’re standing on the pegs.

Back in the urban crawl, the 835mm seat height on the GS 310 GS is a commuter’s friend and, while its handlebar is quite wide, it’s still handy in tight traffic.

The fully faired RC 390 doesn’t have the sit-up seating of the GS, but that doesn’t stop it from being a whippet in traffic – and the excellent ride-by-wire throttle keeps it humming along nicely.

Summing up
The RC 390 and G 310 GS are very different machines, but the ethos is the same in a lot of ways: it’s not a constant battle with managing power, but instead about fun, play and practicality. And they’ll both happily take pillions as well.

Along with the 390 Duke, KTM has two cracking sub-400cc LAMS bikes terms of styling, raw performance and pedigree. I was initially a bigger supporter of the 390 Duke, but after a couple of weeks aboard the RC 390 my thought processes have crystallised – I’ll now have both, thank you.

The G 310 GS is just as ridiculously fun as the RC 390, but the simple, mild-mannered pleasures aboard the new baby GS also extend to the off-road frontier.

It’s what floats your boat, really, and these two are both gems on the LAMS landscape.

SPECS: KTM RC 390
ENGINE
Type: Liquid-cooled, four-stroke, DOHC, four-valve, single-cylinder
Capacity: 373cc
Bore and stroke: 89mm x 60mm
Compression ratio: 12.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Maximum power: 44hp (32kW) at 9500rpm
Maximum torque: 35Nm at 7250rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Cable, slipper

CHASSIS AND RUNNING GEAR
Frame type: Tubular-steel trellis, powder coated
Front suspension: WP inverted 43mm telescopic fork, non-adjustable, 125mm travel
Rear suspension: WP monoshock, adjustable for preload, 150mm travel
Front brakes: Single 320mm disc with radial-mount four-piston BYBRE caliper, Bosch ABS
Rear brake: Single 230mm disc with single-piston BYBRE caliper, Bosch ABS
Tyres: 110/70-ZR17, 150/60-ZR17

DIMENSIONS AND CAPACITIES
Claimed dry weight: 147kg
Seat height: 820mm
Wheelbase: 1340mm +/- 15mm
Fuel capacity: 10 litres

OTHER STUFF
Price: $6495 plus on-road costs
Test bike supplied by: KTM Australia
Warranty: 24 months, unlimited kilometres

SPECS: G 310 GS
ENGINE
Type: Liquid-cooled, four-stroke, DOHC, four-valve, single-cylinder
Capacity: 313cc
Bore and stroke: 80.0mm x 62.1mm
Compression ratio: 10.6:1
Fuel system: Electronic fuel injection

PERFORMANCE
Maximum power: 34hp (25kW) at 9500rpm
Maximum torque: 28Nm at 7500rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Cable, slipper

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel
Front suspension: Upside-down 41mm telescopic fork, non-adjustable, 180mm travel
Rear suspension: Monoshock, adjustable for preload, 180mm travel
Front brakes: 320mm disc with radial-mount four-piston BYBRE caliper, ABS
Rear brake: 240mm disc with single-piston BYBRE caliper, ABS
Tyres: 110/80-19, 150/70-17

DIMENSIONS AND CAPACITIES
Claimed wet weight: 169.5kg
Seat height: 835mm (820mm low seat, 850mm high seat)
Wheelbase: 1420mm
Fuel capacity: 12 litres

OTHER STUFF
Price: $6900 plus on-road costs
Test bike supplied by: BMW Motorrad Australia
Warranty: 24 months, unlimited kilometres