BSA Goldstar 650: First Ride Review

The Looks

It’s profoundly likeable on the design front, if you have a taste for old-school motorcycles. It’s quintessentially retro with bare minimum body panels and a round design theme followed all across. Everywhere I went on the BSA, people gave it an admiring glance. This top-end Legacy Edition in particular, with its chrome elements, looks elegant. Moreover, I really like some of the small details like the contrast stitching on the seat, the tiny, British flag, and the small logo with riffles on the side panels, all of which is quite interesting.

The quality levels are equally commendable. The Goldstar feels pretty upmarket and premium and you won’t find any rough edges throughout the motorcycle. The paint finish is neat and everything seems to have been put together sturdily. Even the switches feel nice and tactile. And despite showing over 1000kms on the odo, we didn’t hear any weird noises.

The Package

The most interesting bit about the bike is its 652cc, single-cylinder, DOHC, liquid-cooled engine that has been sourced from the Austrian brand, Rotax. Mated to a five-speed gearbox, it produces 45.6bhp and an impressive 55Nm of peak torque at 4,000rpm. Despite being an old-school thumper, it comes armed with a slipper clutch. The rest of the cycle parts are traditional with tubular, double downtube chassis, 18-17-inch spoke wheels, Pirelli Phantom Sportscomp tyres, telescopic forks, and dual springs. What’s impressive though are the brakes that are sourced from Brembo.

With a 12-litre fuel tank, the kerb weight of the bike stands at 201kg. The instrumentation setup comprises a dual-pod analogue console with tiny LCDs along with a small display on top of the headlamp for tell-tale lights. Other features include USB Type-C and Type-A charging ports on the handlebar, a 12-volt socket, a slipper clutch, and dual-channel ABS.

The Ride

With a kerb weight of 201kg, the Goldstar does feel heavy almost all the time. Be it picking it up from the side stand, moving it in the parking, or riding in bumper-to-bumper traffic, the weight makes its presence felt.

On the brighter side, the seat height of the Goldstar is very accessible at 782mm. On the saddle, you’re greeted with an upright and relaxed riding stance. The reach to the handlebar is a little far but that only makes the riding position commanding. The footpegs are centre set and the seat is quite spacious. However, the seat cushioning is quite thin and that might pose a problem over longer distances.

What leaves you utterly impressed is its engine. As impressive as it is on paper, it’s equally good in terms of aural experience. It sounds throaty and lets out a nice gurgle when you rev it from about 3,000rpm.

On the move, it is entertainingly quick. While the low-end acceleration is mellow, things get exciting beyond 3,000rpm when the bike propels ahead vigorously. It delivers a strong pull almost until its redline of around 7,000rpm. Reaching 100kmph is quick and easy and overtaking from there feels effortless.

Interestingly, the engine feels unstrained even at 120kmph. Plus, thanks to the good mid-range, it feels tractable in the city and you don’t need to work the gearbox too much. The five-speed transmission system shifts cogs with a satisfying clunk and it never throws false neutrals. However, the clutch is on the heavier side and that causes some discomfort while riding in heavy traffic.

Although the Goldstar is not completely devoid of vibrations, the vibes never escalate to bothersome levels. You start feeling a minor buzz at 4,000rpm which mildly increases as the revs climb but it never gets in your way of enjoying the performance and feel of this engine. It’s equally impressive in terms of heat management. It takes being stuck in 10-15 minutes of crawling traffic for the heat to be noticeable and for the radiator fan to come on. In any situation, the heat doesn’t get directed straight to your legs, thereby avoiding any serious discomfort.

Although it’s low on agility, the composure and stability while going around bends are good. If you keep your inputs measured, the motorcycle tips in and carries on without doing anything scary or funny. Even on the highway, at high speeds, the bike feels stable. What’s even more commendable are the Brembo brakes, especially on the front, which deliver an abundance of bite and stops this 201kg motorcycle quickly.

It could do with better tyres though. While they feel decently grippy in the dry, the grip and feel drop significantly in the wet, robbing you of the confidence and demanding you dial down your inputs to a great extent. It’s a similar story with the suspension and ride quality. The telescopic forks and dual springs absorb minor imperfections decently well. However, take it over anything rougher, such as deeper potholes or sharp rumblers, and the suspension setup feels firm and unforgiving, especially the rear springs. Even on the highway, at speeds of close to 100kmph, the ride feels busy almost all the time. It’s never unbearable, like the Super Meteor, but it’s not comfortable either.

Should you buy it?

If you have a taste for modern classic bikes, the BSA Goldstar 650 is lovely. It's one of the most likable retro-inspired bikes we have ridden in the recent times. The star of the show is the engine which is high on performance, feel, and character. The sweet spot is 80-90kmph in fifth gear when you instantly get in sync with the commanding riding position and the deep, guttural sound. Then the quality levels are impressive, brakes are strong, seating ergonomics are comfortable, and handling is decent. Apart from the firm ride, the Goldstar is enticing for a modern classic.

We just hope it fares well in terms of long-term reliability, availability of spares, and the overall service experience. Classic Legends claims to have improved its after-sales service but this is something we can only gauge a few months down the line. Lastly, it should've been more affordable, especially to have an edge over its rival, the Interceptor 650, which has already established a good reputation for itself. Had the Goldstar been Rs. 10,000-20,000 cheaper, it would’ve been a more attractive proposition.

Photography by Kapil Angane