BSA Bantam 350 (2025 - ) review

The new Bantam is about as charmingly simple and straightforward as modern motorcycles get, being a 350cc liquid-cooled single mounted in a retro-inspired twin shock roadster chassis with pretty basic equipment and cycle parts. The same basic recipe is proving popular, though, and has already worked for Royal Enfield, Triumph and Honda so you can see why BSA wanted a piece of the action. It looks dressed for success as well, for the reason the Bantam name carries huge affection among British bikers, it’s good looking and easy to ride and – perhaps most of all – it’s cheap. It’s not perfect, and some aspects seem conspicuously budget. But it more than matches expectations, brings a smile to the face and is affordable. Job done.

What you see is what you get. The Bantam is a cute, almost dinky, old-school roadster and is both incredibly easy to get on with as well as being neutral, natural and intuitive in terms of riding position. Its seat height is a very manageable 800mm, the riding position is classic sit up and beg, wet weight is just 185kg and all the controls are well positioned. Of course, there’s no fairing but, given the Bantam’s limited performance and likely round town use, that’s not a problem. A small flyscreen is also available as an optional extra if you need something to hide behind. The seat even proved comfy enough for an hour or two on the road as well.

The Bantam is a small, urban runaround or Sunday afternoon toy so all-round versatility is, inevitably, limited. That said it provides plenty of charming fun in small doses, is more than capable around town, can be taken seriously as a short-haul all-year commuter and, like the Triumph 400s, is just as likely to be bought as a fun second bike for those with a larger more modern alterative for long distances as it is urban hipsters around town.

The Bantam’s liquid-cooled, 334cc single is no powerhouse, admittedly, but with a claimed 29 horsepower it’s more than competitive with the Honda GB350S and Royal Enfield HNTR 350, if somewhat outgunned by the Triumph 400s. It’s still a willing, effective and characterful unit aided by a six-speed gearbox with well-chosen ratios. There are no modes, but it doesn’t need them, the 75-80mph top speed is sufficient to keep up with dual-carriageway traffic and there are no notable glitches. Braking, meanwhile, is a little on the budget side with a single front 320mm disc grasped by a ByBre twin-piston caliper and a 240mm rear with a single-piston caliper. It is – of course – ABS equipped and against the Bantam’s weight and performance is more than up to the job.

Again, as with other bikes in this category, dynamic expectations for the Bantam aren’t high. The frame’s a traditional tubular steel cradle with non-adjustable, conventional telescopic forks up front, and similarly basic, twin shocks at the rear with preload adjustment only. It also has cast 18- and 17-inch wheels shod in fairly budget tyres from Indian brand MRF but, really, none of this matters. Handling is light and steady, ride is plush enough, if not being exactly sophisticated, the Bantam is a joy to potter around town on and cutting through traffic is a doddle. It’s no more or less than that and well up to the job, especially considering its price.

Credible retro roadsters probably don’t get much cheaper. The Bantam’s entry price undercuts the HNTR 350 and GB350S and makes Triumph’s 400s look pricey, though it’s fair to say those bikes are a league above in performance, finish and tech. The BSA’s engine is likely frugal on fuel, and though we didn’t ride it long enough to get a meaningful sense we’d expect you to get at least 75mpg. Modest performance means it will be gentle on consumable parts, insurance should be affordable and the fundamental simplicity means servicing should be reasonable as well.

OK, modern-day BSA is effectively an unknown quantity for reliability and its bikes are built to a price in India. That said BSA is now owned by the vast Mahindra automotive concern, the Bantam’s motor seems largely based on that of the Jawa 350 built by the same for a number of years now with few reported faults and while brakes, suspension and the rest are all budget kit nor are they likely to be pushed too hard. As long as it’s looked after and you stay on top of the finish through winter months we’re confident you should have no reliability concerns.

BSA offers a three-year warranty covering all parts and labour from first registration, which should offer buyers plenty of peace of mind. Servicing looks reasonable as well, with the Bantam’s recommended intervals being due every 3,000 miles or annually, whichever comes first. That’s shorter than some, but considering the type of bike it is and what it’s likely to be used for, it’s not bad.

Looking at the Bantam you wouldn’t be expecting much in terms of fancy equipment. And, true enough, there are no creature comforts, no luggage or touring equipment and no fancy electronics or cycle parts. The round TFT dash has all you need, though, there are some nice design touches like the stylised filler cap and grips and, beyond basic ABS, there are no electronics to speak of. But nor would you expect any. The only obvious gripe is the aforementioned left-side switchpod, which is obviously a generic Mahindra unit and has various redundant switches still in place.

If you’re interested in an affordable, entry-level small-capacity single-cylinder retro roadster the BSA Bantam is a welcome addition with two compelling features – it’s cheaper than any the obvious rivals and the name carries huge sentimental value. If lacking a little finesse in detail and finish the Bantam also looks great and rides more than adequately. No, it’s not perfect. But at this price, who cares?