For a long time it seemed we would not see the re-emergence of BSA in the Australian market. Then Leisk Moto Imports saw an opportunity, and now we have one of the most iconic motorcycle brands in the world once again available on our sunburnt shores. Turns out all it took was an Indian conglomerate and a bit of Australian gumption.
BSA, the Birmingham Small Arms Company, started building motorcycles back in 1919, and at its peak was the largest motorcycle manufacturer in the world. It didn't last. By the early 1970s, the Japanese manufacturers had caught up and BSA, along with most of the British motorcycling industry, had been left behind. The brand was taken over by Norton / Villiers / Triumph merger, and by 1978 that whole operation had folded too. If there's a lesson in British motorcycling history, it's that resting on your laurels eventually gets you buried under them.
The BSA name sat dormant for decades until the Mahindra Group, the Indian industrial giant, bought the rights and relaunched BSA properly. The Goldstar is one of the flagship models of that comeback, and it's not just a nostalgia play. It's a genuine attempt to build a modern motorcycle wearing a legendary badge.
Is it a "real" BSA? Not British built, no. But Mahindra owns the rights, and they've clearly put genuine engineering behind reviving it rather than just slapping a badge on something generic and calling it a day.
First Impressions. It Looks the Goods.
Honestly, the designers have nailed this. The silhouette is stunning. Chrome touches on the sides, an offset fuel filler cap, and a contrasting pinstripe that just pops on the Legacy edition I test rode, a big red BSA badge, the works. Combine that with the big chrome mudguard and the 18 inch front rim, and you've got a bike that looks like a proper old school machine with just enough modern touches to make it work. There are six colours available in Australia, so if the Legacy edition isn't your thing, you've got options.
The twin clocks are the standout detail for me. Individual analogue speedo and tacho with an LCD readout tucked in between. It's a genuine nod to BSA's heritage, and the positioning and sizing are spot on. If you're the kind of rider who likes glancing down at your dash purely for the aesthetic pleasure of it, this is your bike.
One thing worth calling out: the engine covers. They're finished in what looks like a higher quality alloy than what you'll find on the Royal Enfield 650 range. They're shiny, highly polished, and look like they'll hold that shine with minimal maintenance, a noticeable step up from my own Royal Enfield Continental GT, where keeping that same polish up is a genuine chore, one that mostly involves me standing in the garage muttering at a polishing rag and some metal polish.
Credit where it's due on the engineering too. This is a liquid cooled 652cc single and the radiator is nicely integrated into the front of the bike rather than looking bolted on as an afterthought. You can see it's there if you go looking, but it doesn't ruin the retro silhouette, which is more than can be said for some of the radiator solutions we've seen on other modern classics. Kawasaki I am looking squarely at you.
If there's one small gripe, it's the switchgear. It works fine, it's tactile, no complaints there functionally. But it looks a bit modern next to everything else on this bike. Some nice a Bakelite style switchgear would suit the whole retro theme beautifully. Right now it's the one component that looks like it wandered in from a different decade to the rest of the bike.
The Ride
The black vinyl bench seat is excellent, and combined with the rear suspension, it makes for a relatively plush ride. The rear suspension in particular is a highlight. The front is a little harsher by comparison, but nothing that detracts from the overall experience, unless you point it directly at a pothole, which in Sydney are bordering on getting their own postcode.
Braking comes from Brembo, up front there's a 320mm single disc that performs well. The rear brake is a 255mm disc which is a touch soft but entirely liveable.
The gearbox is a pleasant surprise. I expected the single cylinder 652cc to feel a bit lumpy through the shifts, but it's a smooth five speed, especially impressive on a bike with barely 600km on the clock. It's relatively torquey in the lower gears, which helps when you're working through hills or getting off the line, but you'll still find yourself shifting fairly regularly to keep it in that sweet spot. Once you're up into fourth or fifth, it happily cruises at the legal speed limit and settles into exactly the kind of rhythm this bike is built for.
Handling is solid for a retro machine. It's no sports bike, and it's not trying to be. This is a kick back, weekend pie run type of bike, and it does that job well. Despite weighing 213kg, it doesn't feel heavy on the road.
With the price starting at $12,249 ride away, this represents genuinely good value. The paintwork isn't flagship premium, but for $12.5k it's more than acceptable, and everything else about the build quality punches above its price.
BSA Gold Star vs Royal Enfield Interceptor 650
Here's the real question. Royal Enfield built this segment and still leads it. The Interceptor 650 is the benchmark every retro twin buyer compares against.
So how does a liquid cooled single stack up?
On paper, the numbers are closer than you'd think they should be. But a single and a twin at this capacity deliver their power completely differently. The Gold Star has that unmistakable single cylinder pulse and character that a smoother revving twin like the Interceptor simply doesn't offer. We'd love the exhaust note to be a touch louder, it's a bit muted, almost certainly down to emissions regulations, but the thump is there, and it's the kind of thump that reminds you why singles built a cult following in the first place.
BSA have done a great job paying homage to one of their most iconic models, and I think it's a legitimate alternative rather than just an also ran in the modern classic market.
Who's This Bike For?
I actually think this would make a genuinely good learner bike. It's forgiving, it doesn't feel intimidating despite the retro looks, and it's approachable in a way some big twins aren't. It'll also appeal to the older generation who owned an original Gold Star decades ago and have been waiting for BSA to give them a reason to relive it. And for those of us in our early 50s who never had the original but can appreciate exactly why people are so attached to it, there's plenty to love here too.
The Verdict
Two days, a commute home, some freeways and then a proper run through the Royal National Park later, I could happily live with this bike. The looks earn their keep, the sound has real character even if I'd like it louder, and on the road it delivers genuine personality that a lot of modern retros are missing.
Is it going to overthrow the Interceptor as the king of the retros? Time will tell. But it's got a seat at the table, and we're glad BSA is back to claim it.
If you're already picturing one of these in your garage and thinking about what you'd change first, it's worth having a browse of our online store. We stock TEC Bike Parts hard parts across a range of Royal Enfield, Triumph and BSA compatible fitments, along with helmets, jackets and gloves if you need to kit yourself out to match the bike.
Want the full first ride experience, sound, handling, and the Royal National Park run?
Check out the video on our YouTube channel and let us know in the comments: Gold Star or Interceptor 650, which one's taking your money?