One of the most historic names in British motorcycling was revived for the first time in 50 years in 2023 with the launch of an all-new BSA Gold Star. The 650cc, single-cylinder retro roadster was the first new BSA since the mid-1970s and followed the purchase of the dormant brand in 2016 by Indian automotive giant Mahindra through its subsidiary, Classic Legends. That bike proved as worthy, well-priced rival for bikes like Royal Enfield’s Interceptor 650 and has been well-received. 

At last November’s Motorcycle Live show at the NEC in Birmingham BSA showed a second new model, the 650 Scrambler, based on the Gold Star. While in July, the revived brand launched not just the Scrambler but, in a surprise development, a third and this time all-new model, the Bantam 350. 

On paper, the Bantam has a lot going for it. It revives a historic BSA model name from the ‘50s and ‘60s which has huge resonance with today’s ‘older generation’ buyers (the original Bantam was an affordable 125cc then 175cc two-stroke, single-cylinder runabout that was an introduction to motorcycling for a whole generation of bikers).

The new version is an affordable, retro-inspired, 350cc four-stroke, single cylinder roadster of the type (such as Royal Enfield’s 350 HNTR and Honda’s new GB350) that is currently proving hugely popular. And, at an initial price of just £3499 (which is £100 less than the Enfield and a full £500 less than the Honda) which gives it an immediate edge over the opposition. 

We went to BSA UK’s HQ in Coventry to try out the newcomer for the best part of a day, decided to ride it on a nostalgia trip back to BSA’s roots – namely the remnants of the old, original BSA factory in Armoury Road, Small Heath, Birmingham, via the similar historic site of the original Triumph motorcycles factory in Meriden, a journey of about 40 miles each way, to see how the new Bantam measured up… 

The new Bantam 350 is in no way revolutionary. Instead, it’s an ‘old school’ style, retro-inspired roadster with a fairly basic, budget specification. At its heart is a modern but straightforward liquid-cooled, 334cc, DOHC single cylinder motor which is carried in a traditional tubular steel twin loop frame.  

Suspension and other cycle parts are fairly basic and traditional, too, and comprise: slightly budget, conventional, non-adjustable telescopic forks up front, preload-only adjustable twin shocks at the rear; a single 320mm disc brake up front, smaller 240mm item at the rear with cast alloy 18-inch front, 17-inch rear wheels. 

Styling takes its cues from the current fashion for retro-inspired upright roadsters (such as the HNTR, GB350 and even Triumph’s slightly more modern, better specced 400 Street, which costs around £5000). There’s a nod to modernity in the form of its circular TFT dash. There are no electronics, few frills, luxuries or equipment but it does comes in five different colour schemes. 

The new Bantam’s simple specification and Indian manufacture helps the  whole lot cost just a very affordable £3499. 

That price is not only cheaper than the very similar Royal Enfield HNTR 350 (at £3599) but is also significantly less than the Honda GB350 (at £3999) and substantially less than Triumph’s 400 Street (at £5245). Like those bikes, the Bantam is also likely to be similarly cheap to run.

It’s claimed 29bhp and undemanding performance will be not only frugal on fuel (reckon on 75mpg+, although we weren’t able to measure it on our short test) but also be easy on consumables such as tyres, brake pads and chain; its insurance premiums will also almost certainly be very low and, being a simple single-cylinder, servicing should be pretty cheap, too. 

Bikes are available now via BSA’s network of dealers and they come with a standard three-year warranty which covers all parts and labour from first registration. Recommended service intervals, perhaps unsurprisingly, being that it is a brand-new model, from a new, unproven manufacturer (at least to UK buyers) is just 3000 miles or annually, whichever comes first, but considering the type of bike the Bantam is, that sort of mileage shouldn’t be too restrictive. 

350cc, or even 400cc single-cylinder retro roadsters have become hugely popular in recent years. Enfield’s HNTR 350 is a big seller, Triumph’s new 400cc duo were among Britain’s best-selling bikes in 2024 and Honda’s new GB350 has proved one of the success stories of 2025, so it’s no surprise BSA’s newcomer into the class is powered by a similar 350cc liquid-cooled DOHC single. 

What perhaps is more of a surprise is that it’s actually just 334cc and yet, despite this, produces a claimed 29bhp at 7750rpm along with 29.62Nm of torque at 6000rpm, figures which are both significantly better than the Royal Enfield HNTR (20bhp and 27Nm) and Honda (20.8bhp and a matching 29Nm), although we didn’t get the opportunity to verify this by dyno-ing any of the bikes. 

What we were able to ascertain, however, was the Bantam’s a willing, eager, cheerful performer with a slick clutch and (six-speed) gearbox, is relatively smooth and vibe-free, happily keeps up with town traffic and even on faster dual carriageways or ring-roads is also more than happy cruising up to an indicated 70 or 75mph or so, with a top speed of around 80-85mph likely. 

On the slight downside, there are no switchable riding modes, and the only electronic riding aid is a fairly rudimentary traction control and ABS system, although it’s arguable whether you actually need either on a relatively low powered bike. 

Our test ride started at BSA’s UK distributor, Lukas Distribution (which is also a dealer) on the outskirts of Coventry alongside Coventry airport, before following the A45 west towards Birmingham, past Birmingham airport, the NEC and the National Motorcycle Museum on a mixture of A-roads and dual carriageway, before diverting briefly to Meriden, the historic home of Triumph motor cycles and stopping by the monument to the old factory, before re-joining the A45, entering Birmingham and finally turning into Armoury Road in Small Heath. 

The Bantam impresses from the outset for its style and simple ease. The big BSA logo on the tank can’t help but raise a wistful smile on any rider of a certain age (and, for 61-year-old me, who’s very first ride on a bike back in 1972 was on a BSA Bantam 125, straight into a bush!), though undeniably basic, it appears decently put-together, there are more than a few neat details such as the fork gaitors, embossed fuel cap and retro-style handlebar grips, and it’s well-proportioned, too. 

Although relatively small and light, the Bantam also manages to be sufficiently substantial for 6’3” me to not feel like a gorilla riding a monkey bike. But it’s still a doddle to climb on board, the seat/footpeg/handlebar ‘triangle’ seems spot-on for me to feel instantly at home; it’s pleasingly narrow and light and the whole plot is upright, comfortable, natural and not at all intimidating. 

On the move it’s just as easy. The single-cylinder engine happily fires into life with a prod of the starter button; first gear engages without much of a clunk and the Bantam pulls away willingly. I meander and wiggle out of the industrial estate, take the airport perimeter road to the A45 and head towards Birmingham and Meriden.

I’m completely at home, the switchgear, although featuring a few redundant buttons (it’s a carry-over item from another Mahindra machine), is easy to suss, ditto the TFT dash, the mirrors are decent, too and I’m so at ease I’m quickly thinking more about where I’m going than any nuances of the bike. There’s more than enough power and mph here for this kind of town travelling and I’m already having a ball. 

After turning off the brisk but 50 and 60mph restricted A45 towards the village of Meriden for the first stop of my ‘tour’, I’m reminded of how sweetly, efficiently and unobtrusively the Bantam handles, too. 

Sure, there’s little to get excited about here. The suspension’s a little basic and unadjustable, but it’s up to the job, giving a comfortable and controlled ride, and the standard rubber fork gaitors are a nice, useful period touch. 

Steering-wise it’s even better and makes wiggling through Meriden’s mini-roundabouts and traffic towards the Triumph memorial on its outskirts (the old factory site is now a housing estate built by modern Triumph owner John Bloor with the only other reminders being street names Bonneville Close and Daytona Drive) so effortless and easy you can almost think yourself through. 

And although the budget India-sourced MRF tyres and ByBre brakes (Italian specialist Brembo’s budget brand) are also nothing special, they’re more than up to the job. 

But best off all, as I head back on the A45 into BSA’s historic stomping ground of Small Heath, is how the Bantam makes me feel. 

Sure, there’s nothing glitzy, premium quality or particularly dynamic going on here, but what it has for its intended role is enough. Better still, it has ‘BSA’ on its tank and, even though today’s Small Heath is a shadow of its historic manufacturing past (in the early 1950s BSA was the world’s largest motorcycle manufacturer), and Armoury Road itself retains only a scrap of the once huge factory and is otherwise a scruffy, insignificant trading estate, I’m aware of snatched glances and there’s a real sense of history some of the Bantams rivals simply can’t match. 

Ultimately, of course, the new BSA Bantam 350 is a simple, Indian built, budget priced, retro roadster, so you wouldn’t expect much in terms of fancy tech, sophisticated equipment or luxuries. 

But, although budget in some areas (tyres, brakes, parts bin switchgear) most of what it has is more than sufficient, there are more than a few neat, charming design touches (such as the aforementioned embossed filler cap and fork gaiters), the TFT dash suppliers everything you need and even the mirrors are good. 

No, there are no electronic riding aids other than switchable traction control and ABS but nor, most of the time, do you feel you need it.  

There is really only two reasons for having a bike like this. Either you want an affordable and cheap to run town runabout or commuter, or you want a retro roadster with credible heritage appeal. 

The new BSA Bantam scores highly on both counts: it’s a doddle to ride, has class competitive performance and is also the cheapest in the class. At the same time, it’s also the most affordable of all the heritage bikes, its BSA Bantam branding has probably the biggest appeal of all, and it’s nicely styled and sufficiently equipped. 

There are a few main reasons for the sudden popularity of this kind of bike, by which I mean the new breed of 350/400cc retro-inspired, budget priced roadster singles: they’re affordable, they’re a doddle to ride and make fun town or second bikes and they have a credible heritage appeal. 

As mentioned already, the new BSA Bantam 350 scores impressively highly on all counts which is probably why it’s already been such a sales success. Although only going on sale in July the UK distributors report that already over 500 have been sold. 

I can see why. It’s class-leading price and BSA Bantam branding would probably be enough for most. But it’s also a more than capable, class-competitive bike; has enough highlights to make you overlook any cost cutting; is cutely styled and undeniably good looking and, more than anything, riding it down ‘memory lane’ made me feel more nostalgic and special than I imagine any of its rivals ever could. 

Thanks to Lukas Distribution for letting us have a test ride, check the full specs and information at https://www.bsacompany.co.uk