BSA is one of Britain's most iconic motorcycle brands, and although many may not remember its glory days, the name still evokes a sense of nostalgia. Originally known as the Birmingham Small Arms Company, BSA was once the world's largest motorcycle manufacturer and unfortunately faced bankruptcy in the 1970s. However, the BSA name was revived in 2016 by Classic Legends, who have also brought back the Yezdi and Jawa brands. The Gold Star is BSA's first product since its revival, and with its history and high capacity come high expectations. The "Goldie", as many call it, is a modern tribute to its 1950s predecessor and is made to capture the style and experience from a bygone era.
Regardless of nostalgia, the Gold Star is a good-looking motorcycle with classic lines, chrome detailing, and old-school BSA badges. It's a simple yet handsome design that looks timeless and makes for a great modern classic roadster. The tank features chrome and painted pinstripes, while the seat is adorned with a Union Jack tag and an embossed BSA logo. It is equipped with a halogen headlamp, tail light, and indicators, which seem rather appropriate given the throwback theme this bike follows.
The switchgear may feel less expensive, but it does the job and provides adequate feedback. BSA was kind enough to stray from the retro approach and throw in Type A and Type C ports for those who prefer mounting their phones on the handlebar. Though all is not gold, I have a few gripes with certain aspects of this motorcycle.
For starters, the fuel tank cover is beautifully finished but isn't attached to a hinge, and opening and closing of this lid must be done carefully at a specific angle to seal correctly. Over time, one can get used to it, but it felt tedious to operate during my time with it. While most panels are put together well, our Gold Star’s side panel cover (on the battery side), wouldn't firmly slot into place. These side panels could do with a better design - ideally a lockable one.
On closer inspection, I noticed early signs of rusting in certain areas, which is concerning given our motorcycle hadn't even clocked 1000km. The analogue speedo is simple and retro-inspired, with its amber backlight, giving you a little glimmer of nostalgia each time the sun sets. It also houses two LCD insets incorporating the odometer, trip and fuel gauge. I found the tiny numbers on these two rather hard to read, but some of my colleagues with 20/20 vision said that they could manage. While it is a big step forward from existing Classic Legends motorcycles, there is still scope for improvement in the overall quality.
The Gold Star's riding position is comfortable and upright. The seat is plush and perhaps too soft for some people's liking, though I was perfectly happy with it. In fact, it was my saving grace, given the performance of its rear suspension, but more on that later. The 780mm seat height makes it more accessible for shorter riders, whereas taller ones may prefer a higher seat. Despite being a big single, the engine kept its cool and, even in bumper-to-bumper traffic, didn't cook my legs although there was some warmth to be felt, particularly on the right side.
The heart of the Gold Star is a Rotax-sourced 652cc liquid-cooled, single-cyl engine that was brought up to date by the Technical University of Graz, Austria. It produces 45hp and 55Nm and is tuned for a broad spread of torque apparent from as low as 2,000rpm. The engine is smooth and responsive, though the throttle can be a bit snatchy at a slower pace. Our unit had issues with its fueling and stalled multiple times at low speeds when you pulled in the clutch, which was a bit unpleasant. However, pick up the pace, and this motor is a riot!
Despite being tested in the wet, the Gold Star posted an impressive 0-100kph figure of 6.47s, making it faster than the Royal Enfield Interceptor 650 and even the lighter Guerrilla 450. In fact, it also surpassed RE's 650 twin in roll-on acceleration figures thanks to its broader power spread and well–spaced gear ratios. Braking performance, too, was rather impressive, and despite the pouring rain, it took 15.97m to come to a halt from 60kph, which I'd imagine would come down further in dry weather conditions. The Brembos performed well and delivered good feedback, allowing for precise input.
The clutch and five-speed gearbox are relatively light and smooth, though a lack of a gear position indicator meant I did have trouble knowing what gear I was in. Its exhaust note, on the other hand, is throaty and loud, but being a single puts it at a disadvantage as it cannot match the soothing sound of a twin. However, if its sound tickles your fancy, BSA has given it a removable baffle that should make it louder, but perhaps too loud for the streets.
Fuel efficiency figures were lower than I expected on the highway as the Gold Star returned about 29kpl, which is a fair bit lower than its closest rival. However, city efficiency figures were much closer, and we saw it go up as high as 22kpl, which is more reasonable given its weight and capacity. A small 12-litre fuel tank means highway range isn’t a strong point.
BSA has crafted a machine focused on the simplicity and pleasure of single-cylinder riding. The Gold Star lacks the sound and allure of a twin cylinder engine, but it packs a sizable punch with its waves of easily accessible torque and its generally easy-to-ride nature. Classic Legends has finally introduced a machine that is more than just a nostalgic name slapped onto a generic motorcycle. It is thoughtfully designed and combines classic style with modern practicality. The more time I spent with the Gold Star 650, the more its simple, feel-good appeal became apparent and this is a motorcycle that grows on you with time.
