Resurgence times in the motor industry, both of the two and the four wheels. While in motoring we attend the reincarnation of historical models such as the Renault 5 (this time electric), in our world it is the turn of iconic signatures such as BSA. Two years ago they presented the Gold Star in a decent and nostalgic presentation letter, but insufficient to generate noise. This will arrive with the models that we went to try London: the BSA Scrambler 650 and the BSA Bantam 350.
Risen BSA of its ashes is a hard task in a market with a clear and well -set competition like the Royal Enfield. Two firms that fight face to face, with the occasional renowned competitor, for a segment that attacks without complexes the most passionate, aesthetic and egotist side of the Custom biker. These motorcycles must fulfill, first, with their function of “MOLICAL AND ALTERNATIVE POSTURE”From the client, then the sentence arrives according to its dynamism.
With the map of the situation well studied, the Mahindra Indians bet everything red and this last launch is their demonstration of strength. But wait: if you have arrived in the middle of the movie and you are a bit lost, let it remember you who is BSA and why I have talked about an Indian giant if it is a British firm.
BSA, a legend with more than 160 years of history
To understand why this presentation is important, you have to look (very) back. BSA was born in 1861 in Birmingham as a weapons manufacturer (hence his name: Birmingham Small Arms). This trade helped them create sufficient portfolio during the world wars that ravaged Europe and, incidentally, became motorcycle manufacturers in 1903.
It ended up being the world’s world producer in the 50s, manufacturing one in four motorcycles on the planet and brands such as Triumph, Royal Enfield or Norton shared prominence with it. Did you know? Two decades later the Japanese arrived with their reliability and lower prices and BSA did not know how to adapt. He closed in the 70s, leaving a difficult vacuum to fill.
Four decades later, in 2016, the Mahindra Indian group (through Classic Legends) bought the rights of the brand with a very clear idea: resurrect it with respect, but also with ambition and tight prices. Thus was born the new BSA era, which started with the Gold Star in 2021 and that is now consolidated with a range as complete as that of its past.
With the launch of the Gold Star, BSA touched the fiber of the most nostalgic, but now the British brand wants more. Taking advantage of that same engine launch the BSA Scrambler 650 and, not happy with it, are encouraged to create a Bantam zero and 350 cc.
Now I will tell you how they go, but I already anticipate that, although the big one has everything to shine on the paper, the little girl has stolen all the applause.
Scrambler 650: A lot of muscle, but somewhat heavy
The Scrambler 650 is exactly what you expect from a motorcycle with that name. To start its hooligan aesthetics and willing to give the song in city, with protections and a rollazo that conquers London and what you put in front. With a strong and muscular eye, in addition to quite high to be able to step on off-road (testimonial).
Its baby design of the 1970s scramblers, but is more restrained than its direct rival: the Royal Enfield Bear 650. We see 19 -inch wheels in front and 17 behind, with radios and roads by mixed tires Pirelli Scorpion that they feel … phenomenal. In addition, his behavior outside track is very worthy. The only modern wink that both motorcycles have is their TFT digital instrumentation.
As with the Gold Star, this Scrambler equips the 652 cc monocylinder engine that delivers 45 hp to 6,500 rpm. Not bad, right? The pair is generous: 55 Nm at only 4,000 laps, which guarantees a good kick down, but it is a sufficiently elastic motorcycle throughout the account. Of course, vibrate … vibrates a lot.
So far, more of the same with respect to the Gold Star and the cycle part with double cradle chassis and conventional suspension is also repeated that complies without boasts. We talk about a 41 mm telescopic fork with bellows to have more distance from the ground. The double rear shock absorber with adjustable preload feels phenomenal to its vintage aesthetics, returns to the bouncing motorcycle in some situations.
And when it comes to getting on, the good look of the Scrabler suffers the 218 kg of weight in the gear order. It weighs more than I would like and its considerable wheelbase (1.46 m) makes it very stable, but somewhat slow reactions, to which an interesting height is added to the off-road but harmful to control in the asphalt. And as for brakes, they have not fallen short: double Brembo firm, with a 320 mm floating disk in front and another 255 mm behind, both with ABS and good bite after the first kilometers of filming.
The route raised by BSA has not been very successful, since 90% of the time we spend it leaving London. In this environment, the Scrambler defends well in terms of motor, with good output and a second that would complete any need.
However, the height of 820 mm with respect to the ground, next to a fairly wide seat, complicates the situation to people of less than 1.60 meters high (as is my case). In addition, the clutch handle ends up feeling too hard, but it may also be due to the number of times we had to act.
Upon arriving at Box Hill, a mythical enclave for the passionate of motorcycles in London, the general feeling is that it could be asked for more agility. The assembly asks for open road, wide off-road tracks and not so much wandering or linked curves.
In short, a Scrabler that enters through the eyes, which sounds good and has an excellent engine to be monocylindrical, but that runs some aftertaste to a postureum motorcycle and will depend a lot on its price. A fact that we are waiting to confirm, but will be around 7,000 euros.
Bantam 350: The unexpected jewel of the day
And then you go up to Bantam 350 and you don’t expect much. There are 334 cc, water refrigerated, 29 hp and a simple aesthetic, but pleasant to look where you look. A few meters away, you know: this motorcycle is alive. The connection is electrified and your neurons are put in alert mode: eye!
It weighs 33 kg less than the Scrabler, and it shows. A lot. Its monocylinder engine does not excite you about paper, but it already stands out in front of the rest of its rivals. The torque of 29.6 Nm to 6,000 rpm could go unnoticed, but thanks to its weight more content and a 6 -speed box well adjusted, everything fits the first. As soon as you accelerate in the first line you wonder … What trap have these of BSA done?
The motorcycle is fine, fine, to be the engine that is and we ask for it. It is again invoice, but we still do not know its origin. He runs more than he should, or as the motorcycles of yesteryear ran without so much regulations. Petardea! And there is already a relationship of enjoyment and passion, which is for what this type of motorcycles are created. Don’t you think?
In addition, it is easily carried away, it sneaks through the sites with agility, and surprises with a very cheerful response. The suspension, without flourishes, is a hydraulic fork with 135 mm of travel and double rear shock that also allows adjustments and is also rebounded. Again the weight is key for this sensation not to be unpleasant.
The 18 and 17 inches tires, next to the tubess tires, offer better stability than in the Scrambler and is logical, are two different segments. The BSA Bantam is generalist, for everyone, even for the shortest with a height of 800 mm with respect to the ground and a narrower seat. I, with my 1.60 m, arrive perfectly to the ground with both feet and I can maneuver sitting on the mount.
The brakes are not bad either, with a 320 mm album in front with floating clamp and 250 mm behind, also with floating clamp and ABS. Being a more compact motorcycle, the braking feels progressive and very controllable for the city and outside it. The handle is somewhat closer to the fist and I bet that its weak point will be fatigue, but it will have to be checked. To finish, 13 liters of deposit and a more relaxed ergonomics than the scrambled. Here you don’t have to go to all gas to have fun.
In the beginning, the Bantam was created so that each owner made it his and modified it to the stops. Homologations no longer allow so much personal creativity, but BSA has contacted accessory manufacturers to customize to sew and sing. In addition, its price is really promising and competitive, with a “from” below 4,000 euros in Spain and the occasional gift for its purchase. It will be made public in a matter of days.
