TVS Apache RR 310: Tech secrets
28th Dec 2017 11:01 am
We explore what lies beneath the skin of the TVS Apache RR 310.
Like the TVS Apache RR 310? Why wouldn’t you? It’s a gorgeous, fast motorcycle with an impressive equipment list, fantastic handling and a tempting price tag as well. Yes, you also know by now that there is a fair bit of BMW (G 310 R) under its skin but is that all there is to it? Certainly not. Read on to find out what makes the Apache RR 310 the commendable motorcycle it is.
The 312.2cc, liquid-cooled, single-cylinder engine has been jointly developed by BMW Motorrad and TVS and is common to, both, the BMW G 310 R and the Apache RR 310. The DOHC motor produces 34hp at 9,700 rpm and 27.3Nm of torque at 7,700 rpm, and is reverse inclined (tilts backwards), with the exhaust port emerging from the rear as well. This helps position the engine further ahead allowing for a longer swingarm, while keeping the wheelbase short, which aids stability and handling progression.
The position of the engine helps it comply with emission norms since it makes the required exhaust length shorter, helping the catalytic converter heat up faster. Thanks to the cylinder head featuring a down draft port with a button tappet arrangement, this engine benefits from an 8 per cent increase in volumetric efficiency. This essentially translates to better intake characteristics and optimum use of the air-fuel mixture available within the cylinder. Additionally, the crankcase is a horizontally split unit and the engine is mated to a six-speed gearbox, which is slick and encouraging of quick gearshifts.
The Apache RR 310 has been designed extensively to provide top-notch aerodynamic performance. It has been wind-tunnel tested in India for over 300 hours, resulting in slippery bodywork with a best-in-class coefficient of drag as per TVS’ claims. The gill vents on the fairing channel hot air away from the engine and TVS has also designed a deflector cowl (patent pending) that diverts engine heat downwards and away from the rider.
While the windscreen isn’t adjustable, it is, by default, accommodating enough to allow even tall riders a full racing crouch. Another notable touch is the panel gap consistency, which is a quality-control measure but also aids the RR’s aerodynamic performance.
Standard on the RR 310 is a dual-channel ABS unit that is programmed to be least intrusive. In a real-world scenario, this means the ABS only kicks in when you absolutely need it – either at crawling speeds or under absolute panic braking. This is great for those who don’t like the ABS intruding (who does, right?) into aggressive braking styles. Unfortunately, for those with an agenda against physics, the ABS cannot be disengaged, which means stoppies will be harder to perform.
The RR 310 shares its suspension components with the BMW G 310 R, albeit tuned to suit its purpose as an everyday road motorcycle that will also be ridden on a racetrack. The front-end gets a 41mm upside-down cartridge fork and the rear gets a preload-adjustable gas-assisted monoshock, both courtesy KYB.
Michelin Pilot Street tyres, 110/70 R17 at the front and 150/60 R17 at the rear, are standard on the RR 310. These tyres have been co-developed with TVS, specifically for the RR 310. While these tyres offer impressive levels of grip – our racetrack stint was entirely devoid of drama no matter how hard we tried – they aren’t as communicative those on some of the RR’s peers (the KTM 390’s Metzelers that is).
In conversation with Arun Siddharth of TVS Motor
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