One of the latest British heritage brands to be revived is the historic name BSA. The Birmingham based brand (BSA stands for Birmingham Small Arms) grew, like many (including Royal Enfield) out of armaments production at the turn of 1900, expanded into bicycles then motorcycles and by the early 1950s, following the purchase of Triumph, was the world’s largest motorcycle manufacturer – most famous for bikes like its Gold Star.
Like most of the rest of the British industry, it then declined, its Small Heath factory closed in 1971 with its last bike built in 1973. Indian automotive giant Mahindra then bought the naming rights in 2016 with the first Indian built BSA, a new but retro inspired 650cc single, the Gold Star, launched in 2024.
Following the success of that bike, new BSA has now launched a follow up model based on the same mechanicals. Unveiled at Motorcycle Live at the NEC in November 2024, the new BSA 650 Scrambler uses the same, liquid-cooled, 652cc single but in a revised chassis and new styling, as its name implies, it brings a scrambler-style retro experience backed up with a classic name – but it all comes with a temptingly affordable price. We spent a day test riding the new bike around its spiritual home of Birmingham, close to BSA’s UK base in Coventry, to see how it measures up.
The 650 Scrambler’s engine is identical to that of the modern day Gold Star. It’s a liquid-cooled (but styled to seem air-cooled) 652cc single (derived from a Rotax design) with double overhead cams, four valves, twin spark plugs and a five-speed gearbox with chain drive, although its upswept exhaust is different.
Peak power is a claimed 45bhp at 6500rpm (which usefully fits inside the A2 licence classification) and, although a single, its delivery is impressively smooth, flexible and characterful. In fact, for this kind of bike it’s just about spot on. In the Gold Star it seemed appropriate as the original ‘50s ‘Goldie’ was a single, too, yet its performance was still on par with modern twin cylinder rivals such as Royal Enfield’s 650s and, to a lesser degree, Triumph’s larger, more expensive Speed Twin 900.
In this Scrambler guise it’s arguably more suitable still. Scramblers, to my mind, should be singles (not twins), its performance is in keeping with its style and likely use and, although slightly raw and basic (there are no modes, for example, and realistic top speed is about 80-85mph) it’s well-suited and adequate.
Handling is pretty much what’s required, too. The transformation of the Gold Star into Scrambler spec has required a modified frame, with significant changes at the rear (to allow for the new seat and shock positioning), slightly revised suspension and its steering geometry is different by virtue of having a larger front wheel (19” to the Gold Star’s 18” unit).
The Scrambler also, true to style, has semi-knobbly Pirelli Scorpion Rally STR tyres where the Goldie has street tyres. In truth, the result, at first anyway, takes a little getting used to. The combination of wider, higher handlebars, bigger front wheel and less reassuring grip (not helped by part of our test being in greasy, wet conditions), added up to slightly vague steering, especially compared to the impressively nimble and sharp Gold Star.
Within half an hour or so, I’d accustomed to it, however and it wasn’t a problem. The ride, meanwhile, from the non-adjustable forks and preload-only twin shock rear, is comfortable and controlled and the whole experience more than competent.
As with the Scrambler’s handling, BSA’s newcomer, in all honesty, didn’t immediately feel as natural, comfortable and well-proportioned as I’d hoped. At standstill it looks perfectly capable. The styling and size I thought were spot-on, especially as, being a single, it’s lighter and slimmer than rival twins. The new seat is smart, the trail-style cross-braced bars are correct and well-placed but, for some reason, over the first few miles, its riding position didn’t seem quite right.
I’ll immediately qualify that by saying I’d got straight onto the Scrambler straight from riding a more conventional roadster and knobbly tyres on greasy roads are never the best. That said, I did acclimatize quickly and at the end of my ride had no complaints – and certainly not for the type of riding anyone is likely to do on it.
Practicality wise, the 650 Scrambler, by its very nature, is a fashion-conscious, single cylinder, retro scrambler, so there are always going to be limitations. It’s never going to be a long-haul tourer, it’s no sports or track day bike and nor is it likely to be great two-up – although, it is possible. But as a motorcycle for scuttling around town on, or sunny Sunday short haul fun, the 650 Scrambler has a lot going for it.
Its style and heritage brings a smile to the face; there’s more than enough performance for what it’s been built for; it’s fun to ride, is great around town and could even take in some gentle off-roading. If your biking ‘scene’ is more the Malle Mile or Bike Shed, you won’t be disappointed.
Again, almost by definition (plus the fact this is a more budget retro scrambler rather than, say, BMW’s interpretation), the 650 Scrambler hasn’t that much when it comes to equipment, either– but for the most part that’s no bad thing. The dash is a simple, round TFT – but it displays more than enough, and its style is in keeping.
There are also no modes or other rider electronics and little by way of luxury – but then that’s again not what a retro scrambler should be all about. On the plus-side, its brakes are by quality brand Brembo and its tyres are by Pirelli. Although a little clunky looking, there’s a USB charging point bolted on the ‘bars and there are a few neat extras such as the rubber fork gaiters, embossed filler cap and embroidered logo on the seat. It’s not the best specified bike around, but it’s more than sufficient and has enough to satisfy – especially at the price.
And that’s the big one. At launch the new BSA 650 Scrambler costs a tempting £5999. That’s not only impressively less than the already well-priced £6399 Gold Star it’s also nearly £1000 cheaper than Royal Enfield’s (in my view, less convincing) rival, the 650 Bear. It is far cheaper than Triumph’s (admittedly more proven, higher quality and better performing) Scrambler 900 (at £9795) but is also on-par with Triumph’s smaller Scrambler 400X (at £5845).
Yes, the BSA is less proven, possibly less classy, but it’s got the style spot on, I love the BSA branding and its performance (and the fact that it’s a single) somehow makes it ‘just right’ and would be the one I’d go for– in fact I even might!
2025 BSA Scrambler 650 Specification
Price: £5,999
Engine: 652cc single, DOHC, four valves per cylinder, liquid cooled
Power: 45bhp (33.5kW) @ 6,500rpm
Torque: 55Nm (40.5lb-ft) @ 4,000rpm
Transmission: Five-speed, chain
Frame: Tubular steel trellis
Suspension: (F) 41mm telescopic forks, no adjust (R) preload adjustable twin shocks.
Wheels: Alloy rimmed wires, (F) 19 x 2.5in, (R) 17 x 4.5in
Tyres: Pirelli Scorpion Rally STR (F) 110/80 x 19, (R) 150/70 x 17
Brakes: (F) 1 x 320mm discs, Brembo two-piston caliper, (R) 255mm disc, Brembo single-piston caliper. ABS
Weight: 218kg (wet)
Wheelbase: 1,463mm
Seat height: 820mm
Fuel tank: 12 litres
Fuel consumption: N/a
Service intervals: 3500 miles/12 months
Warranty: 36 months unlimited mileage
Contact: https://www.bsacompany.co.uk
Words: Phil West
Photos: BSA
