BSA Gold Star 650 retro/roadster (2023-) review

Following in the footsteps of the revived Triumph Bonneville, Royal Enfield Interceptor and Norton Commando meant expectations for revived and now Mahindra-owned BSA’s first new model was high. And the news that it would be a modern interpretation of the marque’s classic Gold Star single raised the bar even further. In reality, they’ve pulled it off – and then some. The new single-cylinder engine looks the part (despite liquid-cooling); the classic chrome tank and badging returns; the twin dials are smart and reprise BSA’s ‘upside-down’ needle sweep; there’s ‘proper’ alloy-rimmed wire wheels, contrast-stitching on the seat and much more. As a retro the Gold Star’s surprisingly authentic; as a ride it’s impressively close to the class-leading Royal Enfield Interceptor 650 yet is only marginally more expensive. And as an accessible, affordable yet crowd-pulling Sunday ride it’s a brilliant first effort. Triumph, Royal Enfield and more will be looking over their shoulders…

The Gold Star’s a classically styled, upright, retro roadster 650 so is upright, easy and familiar. In many respects it’s very similar to Royal Enfield’s hugely popular Interceptor 650 twin although, being a single, the BSA’s a touch slimmer and, with more kicked out forks and slightly more laid-back posture, it also feels a little more relaxed. The extra wheelbase also makes it feel slightly longer and larger than the Enfield, which taller riders should like. The view ahead is slightly more pleasing than the Enfield, too, thanks to better switchgear and clocks (although its mirrors aren’t quite as good) and its thicker-padded seat is slightly more comfortable for longer, too. There’s even a decent pillion grabrail.

It depends on your definition of ‘practicality’. If you’re simply after a Sunday fun bike for short ride-outs or spins down country lanes, the Gold Star does it all – very much in the same way as Enfield’s Interceptor or Triumph’s Bonneville. It’s comfortable, easy to ride, it handles sweetly and intuitively, is both great around town and at gentle speeds on country roads and, up to a point, can even take a pillion. But that’s your lot. The Gold Star’s 46bhp and lack of fairing makes motorway cruising a chore and precludes major distance work; with limited pillion comfort and no luggage capacity it’s no real tourer and it’s also too precious and pretty to be a year-round commuter.

At the heart of the Gold Star is an all-new 652cc, DOHC, four-valve, liquid-cooled (but with convincing air-cooled ‘styling’) single developed by Austrian specialists Rotax (apparently with input from UK experts Riccardo) – and it’s an impressive unit. Although a single (compared to the twins used by Enfield and Triumph), the use of a balance shaft means its impressively smooth and certainly not annoyingly lumpy or crude like some singles of the past. It’s also an impressive performer: its power peak of 45bhp is virtually identical to the Enfield twin but, as it’s a single, the BSA’s far gruntier and immediate off the throttle, powering away from just 2000rpm or so and with a meaty delivery all the way up to 5-6K (the Enfield, by contrast, needs to be revved harder between 6 and 7000rpm and, although smooth, also seems a little blander). As a result, the Gold Star also only requires a five-speed gearbox (the Enfield has six), seems more characterful and arguably sounds fruitier, too. Braking-wise, there’s even less between them as both have very similar set-ups. The BSA uses a quality, Brembo front caliper biting onto a 320mm disc, but it’s also only a single disc and just a twin piston caliper it isn’t the most powerful. It’s up to the job, especially when used along with the rear disc, is supported by ABS and is sufficient considering the type of bike, but it’s not overly special.

Again, as with its braking, the BSA Gold Star’s ride and handling is very similar to that of the Enfield Interceptor. This is no doubt largely because the Gold Star’s unadjustable 41mm conventional telescopic forks appear virtually identical to the Interceptor’s, while it also has a fairly basic, twin shock rear suspension set-up (although the Enfield does use slightly different, remote reservoir units). As they’re all fairly basic units (both the BSA and Enfield, being around £6K-£7K, are ultimately both fairly budget machines), their ride isn’t exactly inspiring but is again adequate considering the type of riding most owners are likely to do. Handling-wise, they’re both similarly adequate, too. The BSA is slightly more laid back with 18/17in wheels where the Enfield has a sharper steering head angle and 18in wheels front and rear with the result that the Interceptor is a little sportier with steering that’s slightly quicker whereas the BSA requires a little more effort to tiller into turns. But in isolation you’d never notice and it’s stable yet nimble enough to be pleasing fun through some S-bends.

Being a brand-new bike it’s early days with the BSA, of course, but based on its affordable new price, likely high residual values (the Enfield’s used prices have remained encouragingly high since its 2019 launch); reasonable economy (its lower-revving, single cylinder engine is slightly more frugal than the Enfield twin, returning around 55mpg on average) and gentle performance, there should be little to fear. Insurance premiums will be reasonable; the 46bhp engine won’t eat up consumables such as tyres, and chains particularly quickly and brake pad life, although no lightweight and with a single disc that will be used quite hard, shouldn’t be too bad, either. It’s also worth pointing out here that the BSA comes with quality Pirelli Phantom tyres as new where the Enfield is now equipped with more budget CEAT hopes, which some owners are more likely to replace.

As with running costs, the BSA is a brand-new bike (and brand-new company, too) with little history so it’s difficult to be certain. That said, build quality is higher than expected, the all-new engine is by reputable specialists Rotax/Riccardo and cycle parts include proven names such as Brembo, Excel (wheels) and Pirelli, so there’s good cause for optimism. Nothing went wrong on our test and the motor (being a low-revving single) and chassis (being a retro-styled, twin shock affair) are unlikely to be strained hard (as, say, a modern sports bike might be) by any owner so you should have little to fear.

The new BSA Gold Star 650 comes with an industry-standard two-year, unlimited mileage, manufacturer-backed warranty for all parts and labour, so is par for the course (although it should probably be mentioned here that its closest rival, the Royal Enfield Interceptor 650, comes with a three-year version). Servicing-wise, again it’s early days, but after the initial 600-mile service, intervals are set at every 6200 miles, which again is pretty average. On the plus side, being an easily accessible single, service costs should be reasonably low.

The Gold Star, like its Enfield rival, is a slightly budget-orientated, Indian-made, retro-style middleweight roadster, so you should expect many bells and whistles – and there aren’t. There are no electronics other than ABS (and you wouldn’t want them anyway) and no fancy fairings or luggage (ditto). But it DOES have what you need AND a surprisingly impressive level of quality and detailing. The twin analogue dials contain twin LCD panels for fuel gauge, odometer etc and are more stylish and better quality than the Enfield’s (as is its switchgear). Conversely, the BSA’s mirrors are a little awkward and ‘budget’ and its ‘bar-mounted USB-charger looks vulnerable and like an afterthought. Its mini-indicators look a little out of place, too. But we like the quality seat and grab rail, alloy-rimmed wheels, full stainless exhaust, Pirelli tyres, chrome tank and more.

Up to now, the choice of entry-level, British-style, retro roadsters was simple. There was Triumph’s quality, slightly higher performing 900cc/50+bhp £9K+ Speed Twin or Bonneville T120 and, since 2019, there has been Royal Enfield’s 650cc/47bhp, c.£6K Interceptor. Considering the price differential, unsurprisingly the Enfield has been a big seller. The new BSA makes that choice more complicated – and interesting. Performance-wise it’s virtually identical to the Enfield but has added single-cylinder character. It also has, for us, more convincing styling, detailing and slightly better spec – but then you pay more, too – it’s currently more exclusive and its brand and badge (and few bike names are as powerful as the BSA Gold Star) resonate better, as well. You pays your money, you takes your choice… but we doubt anyone will be disappointed.