By prayag
31391 Views
BSA makes a grand return with the launch of two iconic motorcycles, the retro-inspired Bantam 350 and the rugged Scrambler 650, blending classic British heritage with modern engineering.
A global legacy that began in the factories of Birmingham could possibly set its sights on the bustling roads of India, as BSA is making their return to the global stage with an unveiling of two iconic motorcycles, namely the Scrambler 650 and the Bantam 350. Both brands are owned by Classic Legends Pvt. Limited, which is primarily owned by Mahindra & Mahindra with a majority stake and two external investors. There are subtle similarities and differences between their distant siblings, but they are unique nonetheless.
The BSA Bantam 350 especially carries a rich history tracing back to the DKW RT 125, a German motorcycle design obtained by the Allies as part of World War II reparations. BSA engineers adapted the DKW blueprint, reconfiguring it for the British market, including mirroring the design so that the gear change was on the right, unlike its continental counterparts, while also converting measurements from metric to imperial.
The original model, known as the D1, featured a 123cc two-stroke, air-cooled single-cylinder engine, initially producing 4 bhp and a top speed around 45 mph. The D1 had a three-speed transmission, rigid rear frame, undamped telescopic front forks, “direct” electrics, and a distinctive “fishtail” silencer.
As the Bantam evolved, BSA introduced several new versions with changes in displacement, mechanics, and chassis design. In 1954, the D3 Major arrived with a larger 148cc engine and improved power output, and by 1958, the D5 Super Bantam expanded capacity to 173cc, increasing power and cruising capabilities while retaining much of the D3’s mechanical architecture.
The chassis evolved with the introduction of a plunger (a type of rear suspension system) and later, a swing arm rear suspension, improved brakes, and upgraded electrics. By the time production wound down, the Bantam’s engine produced up to 12.6 bhp from 175cc, with later models running a four-speed gearbox and offering much improved ride and handling.
Throughout the Bantam’s 23-year production run from 1948 till 1971, it was offered in a wide variety of sub-models and configurations, including off-road and competition versions such as the Bushman, as well as deluxe variants with added features and chrome elements.
The Bantam 350 is an iconic modern reinterpretation of the original Bantam; this motorcycle is positioned as an entry-level modern day retro motorcycle with numerous enhancements in performance, technology, and design. Talking of the characterisation, where the 42 FJ is designed to ride in a linear manner, there itself the Bantam 350 is manufactured for faster accelerations signifying its roadster category rather than a neo-classic.
As the motorcycle’s design is retro-inspired, the Bantam 350 features a teardrop-shaped fuel tank, a round LED headlamp, a curved minimalist tail, wide handlebars with bar-end mirrors, a single-piece flat seat, and a single exhaust pipe, which brings out the British classic look. In reference to the R&D, the 42 FJ shared a double cradle frame, which has also underpinned the BSA Bantam 350, bringing the convenience of dropping the heavy curb weight of the motorcycle not just on the go, but even while taking it off of the stand, disseminating the overall mass into the whole proportion, allowing this neo-roadster to actually feel lighter.
Albeit the Bantam 350 carries design similarities from the Jawa 42 FJ, the body features a twin exhaust pipe setup. Another slight difference is in the seat height, where the Jawa has a lower 790 mm perch.
Another differentiating feature is the fork gaiters, which the 42 FJ doesn’t receive.
The Bantam 350 is also available with a choice of analogue or digital dashboards. The colour options of this motorcycle include Avalon Grey, Oxford Blue, Firecracker Red, Barrel Black, and Victor Yellow.
The lighting is entirely LED, including the headlamp, tail lamp, and hazard supporting indicators. Daytime running lights (DRLs), a low fuel indicator, and a modern LCD instrument cluster add convenience and visibility. The instrument console combines analogue and digital gauges, providing readouts for speed, rpm, fuel, trip, odometer, and clock.
What powers the Bantam 350 is a liquid-cooled, four-stroke, 334cc single-cylinder engine with double overhead camshafts (DOHC) and fuel injection closely similar to the Jawa 42 FJ, which generates a power output of 29.4 hp (or 29 bhp) at 7,750 rpm and a torque of 29.62 Nm at 6,000 rpm. However, the engine mapping, camshaft timing, and gear ratios have been tuned in accordance to delivering a distinct riding persona suiting the category this middleweight low displacement British machine has been placed.
The bore and stroke are 81 mm x 65 mm, which enables this motorcycle to rev higher and develop more peak power compared to its undersquare rivals. The compression ratio is set at 11:1 to ensure performance and efficiency.
The engine of the Bantam 350 is paired with a 6-speed manual transmission for that smooth and flexible gear travel, which differs in terms of ratio timings. Furthermore, the engine is Euro 5/BS6-2.0 emissions compliant, reflecting modern environmental standards.
Mentioning the cycle parts, the 42 FJ's suspension is on the firmer end, especially for the 5-step preload twin-shock emulsions with compression, and a similar story goes around Bantam 350's rear suspension setup. However, accompanying to its aggressive riding stance, the distance between the coil-spring remains far. The Bantam's front suspension telescopic hydraulic fork with 135mm of travel and the damping is progressive to take on both and off-road similar to its derivative.
Talking about the braking system, the Bantam 350 is equipped with disc brakes on both ends, 320 mm at the front and 240 mm at the rear. The safety is tailored according to modern riding conditions, as the motorcycle features a dual-channel ABS system. The Bantam 350 rides on alloy wheels wrapped in tubeless tires: 100/90-18 at the front and 150/70-17 at the rear.
Weighing in at a curb weight of 185 kg, the Bantam 350 strikes a balance between nimbleness and road presence. The bike’s seat height is 800 mm, making it accessible to a wide range of riders. It has a 1,440 mm wheelbase for high-speed stability and a 13-litre fuel tank, facilitating a decent touring range.
Moreover, the additional features are an assist and slipper clutch for smoother gear changes, a chain drive transmission, a standard engine kill switch and pass light, and a single-piece seat and passenger footrests.
During the Bantam 350’s launch, Anupam Thareja, the CEO of Classic Legends, put forth his heartfelt words along with a declaration that the new BSA Bantam 350 is built to reignite a passion in the next generation, with a price that invites everyone to start their own two-wheeled story, for the Bantam 350 is more than just a motorcycle: it's a movement.
To finish, the Bantam 350 is a blend of rich heritage and modernity, offering reliability and performance while channelling a potent sense of nostalgia. It stands as a direct rival to machines like the Royal Enfield Bullet 350, Honda H’ness CB350, and Jawa 42, but with its own unique flavour rooted in BSA’s British legacy.
Now, hadn’t we discussed about two icons being unveiled by BSA? The second icon is the all-new Scrambler 650, another blend of vintage aesthetics and a rugged appeal contemplating the Gold Star's retro-cruising origins.
The Scrambler 650’s design brings out the importance of a minimalist and purposeful aesthetic with features such as a raised front fender, a headlight grill, a single seat, and a twin-pod instrument cluster. While the Gold Star is a retro motorcycle, the Scrambler 650 is a neo-retro bike carrying a scrambler's essence. There's also the difference in wheel sizes and tires, as the Gold Star features 18-inch wheels, and the Gold Star is equipped with Pirelli Phantom Sportscomp road-biased tires. A similarity is that both have 17-inch wire-spoke rims at the back. Although, the Scrambler 650's tubeless tires are meant to take on heavy trails besides daily commuting.
It carries a 12-litre fuel tank, a seat height of 820 mm for an upright riding position, and a wheelbase of 1,463 mm, which provides stable and confident handling.
The rake angle is around 26 degrees, balancing agility and straight-line stability & cornering confidence. Additional modern amenities include LED headlight technology and Bluetooth connectivity, along with a 4-year or 50,000 km warranty and roadside assistance, reflecting BSA’s effort to provide a reliable and user-friendly motorcycle experience.
At the heart of the Scrambler 650 features a 652cc, liquid-cooled, single-cylinder engine featuring double overhead camshafts (DOHC), 4 valves, and twin spark plugs, focused on efficiency and performance.
This higher displacement unit generates a power output of 45 PS at 6,500 rpm and a peak torque of 55 Nm at 4,000 rpm, paired with a 5-speed manual transmission paired to a slip-and-assist clutch for smooth gear shifts accentuating to a non-linear torque supply management and shorter gear travels.
For the rider’s comfortable experience, the Scrambler 650 weighs around 218 kg (wet weight) and is 17 kg heavier than the Gold Star. The Scrambler 650 features a sturdy frame supported by 41 mm telescopic front forks and twin rear shock absorbers with 5-step adjustable preload. This suspension setup caters well to off-road riding and rough terrains alike, almost identical to the Gold Star. The Scrambler seems to have significantly longer suspension travel than the Gold Star.
The Scrambler 650 rides on wire-spoke alloy wheels fitted with Pirelli Scorpion Rally STR tires, which are sized 110/80-19 at the front and 150/70-R17 at the rear, for an enhanced grip and stability both on-road and off-road. Braking is managed by Brembo components, including a 320 mm floating front disc with a twin-piston floating calliper and a 255 mm rear disc with a single-piston calliper, both equipped with dual-channel ABS for safety. The Gold Star offers dual-channel ABS as well.
Again, the CEO of Classic Legends delivered a comment during the Scrambler 650’s launch that summarised, “The BSA Scrambler 650 is exciting, accessible, and fit for everyday journeys through urban jungles or on wide open roads: it takes on any obstacle in its path with ease.”
Overall, the BSA Scrambler 650 caters to enthusiasts who appreciate retro styling and classic motorcycle heritage but demand the performance, safety, and comfort of a contemporary bike. It is positioned as a versatile scrambler capable of lightweight adventure touring, urban riding, and some off-road excursions, making it a premium contender against models like the Royal Enfield Bear 650 Scram and Triumph Scrambler 400 XC.
To formally conclude, both the Bantam 350 and Scrambler 650 strike a fine balance between nostalgia and modernity. While the Bantam pays tribute to post-war simplicity with a refined, accessible form, the Scrambler embraces the rugged freedom of the open road with a bold character. Together, they don’t just mark BSA’s return; they reignite a legacy for a new generation of riders hungry for heritage, soul, and timeless style on two wheels.