BSA Gold Star 650 | A Legendary British Bike Returns to India

Availability in India and Showroom Locator

BSA’s return to India is recent, and the company is in the process of establishing its presence. Classic Legends (Mahindra), which is the firm behind BSA in India, has set up a dedicated network of dealerships to sell and service the Gold Star 650. Here’s what you need to know about availability and finding a BSA Gold Star showroom near you:

Launch and Availability

The BSA Gold Star 650 was launched in India on August 15, 2024 (India’s Independence Day). The bike is available for booking and purchase now (2025). Initially, availability was limited to select metro cities, but it is expanding. BSA started with around 50-52 dealerships across India at launch. These include outlets in cities like Delhi, Mumbai, Bangalore, Chennai, Hyderabad, Pune, Jaipur, Kolkata, etc. Essentially, major motorcycling hubs have at least one BSA dealer.

As of early 2025, the Gold Star 650 is in production and units are being delivered to customers. You can likely test ride one in your city if a dealership is operational there.

Dealer Network

BSA is building a nationwide network, often leveraging partners who might also run Jawa/Yezdi dealerships (since they’re under Classic Legends too). However, BSA showrooms are typically branded separately to give a premium experience. In some cities, the BSA dealer might be a new showroom altogether dedicated to BSA motorcycles.

According to a press release, BSA plans to “build a nationwide network of dealerships and service centres” in India. By 2025, dozens of cities have BSA outlets, including places like Kochi, Ahmedabad, Lucknow, Indore, and Guwahati.

How to Find a Showroom

To locate a BSA Gold Star 650 showroom near you, the best approach is to use the official resources. BSA’s official India website has a Dealership locator page where you can search by state or city. You can also contact BSA’s customer care: the India website lists a toll-free number: 1800-210-0944 and email: care@bsamotorcycles.in for inquiries.

Since the network is growing, if your city doesn’t have a dealership yet, the surrounding major city might. For example, someone in a smaller town might have to approach the dealer in the nearest metro for now.

Booking and Test Rides

BSA India offers online booking as well; initially, they allowed booking the Gold Star for a ₹5,000 deposit on the website. You can register your interest online or walk into a showroom to book. Test rides are generally available at dealerships; it’s wise to call ahead and schedule one.

Early customers were able to book from mid-August 2024 and deliveries began in late 2024. So by 2025, many showrooms have demo bikes ready for test rides. If you search “BSA Gold Star showroom [Your City]”, you’ll likely find the address and contact of the dealer.

Service and Spares

With Mahindra’s backing, spare parts supply and service training are being put in place. Existing Mahindra/Classic Legends service infrastructure is being leveraged. Owners can service the Gold Star at authorized BSA service centers (often attached to the dealership). Since it’s a brand-new bike, warranty and service support are key; BSA offers a 4-year warranty as standard in India, which gives peace of mind.

The Gold Star 650 is available in India through a growing dealership network. If you’re in a major city, you likely have a BSA showroom or will have one soon. For smaller towns, you can reach out to the nearest city’s dealer. The bike is not a limited edition or import-only; it’s being built in India (Madhya Pradesh plant), so supplies are expected to meet demand as production ramps up.

Mahindra’s Role in BSA’s Revival

You might be wondering how an old British brand like BSA is being sold by an Indian company (Mahindra). Here’s a brief explanation of Mahindra BSA 650 Gold Star and the revival story:

Classic Legends and Mahindra

Mahindra & Mahindra, a major Indian automaker, funded the creation of Classic Legends Pvt. Ltd., a venture aimed at reviving classic motorcycle marques. Classic Legends acquired the rights to the BSA brand in 2016. After successfully relaunching Jawa in 2018, they turned their focus to BSA. The result is that Mahindra now owns BSA through Classic Legends, and the Gold Star 650 is the first new BSA bike in decades.

Mahindra’s Chairman Anand Mahindra has been very passionate about resurrecting BSA. He said, “Bringing BSA to India is about sharing a piece of world motorcycling history with India,” emphasizing the heritage element.

Engineering Collaboration

While Mahindra provided the funding and manufacturing base, they collaborated internationally to make sure the new Gold Star stays true to its roots. The Gold Star 650 was primarily designed in the UK (by a firm called Redline Studios) and the engine was engineered with help from the Technical University of Graz in Austria. The project also had engineering input from the famed British company Ricardo.

Mahindra’s role was to coordinate this effort and utilize its manufacturing expertise to build the bike cost-effectively in India without compromising quality. The engine, for instance, is said to be based on a Rotax design (Rotax is known for single-cylinder engines) fine-tuned by BSA.

Manufacturing and Quality

The Gold Star 650 is manufactured in Mahindra’s Pithampur plant in Madhya Pradesh, India. Mahindra’s involvement means the bike benefits from modern production techniques, quality control, and an existing supply chain. At the same time, Mahindra is setting up an assembly facility in the UK for BSA, to underline the brand’s British connection (especially for UK/EU markets).

For Indian buyers, Mahindra’s stake ensures that spare parts and service won’t become an issue, unlike some niche brands; they have the resources to back BSA for the long term.

Why is it called Mahindra BSA?

While the bike is marketed simply as BSA Gold Star 650, enthusiasts sometimes call it “Mahindra BSA Gold Star” because of the ownership. Mahindra’s strategy is to let BSA be BSA, meaning they want the brand to stand on its own legacy rather than be seen as a Mahindra product. That’s why you won’t see Mahindra badging; it’s all authentic BSA branding. Mahindra’s role is mostly behind the scenes (financing, manufacturing, distribution).

This is similar to how Royal Enfield is owned by Eicher Motors but we just call the bikes “Royal Enfield,” or how Jawa is owned by Mahindra’s Classic Legends but sold as “Jawa.”

Reviving the Legacy

Mahindra/Classic Legends have actively promoted the Gold Star’s legacy in marketing. They often mention the bike’s racing heritage and have even exhibited original BSA Gold Stars alongside the new one. The involvement of Anupam Thareja (co-founder of Classic Legends) and Ashish Joshi (Director of BSA Ltd.), both avid bikers, means there’s a genuine passion behind the project, not just a corporate push.

Mahindra has essentially provided the muscle to bring BSA back to life, combining British design, Austrian/German engineering, and Indian manufacturing. The result is a truly global product.

In summary, Mahindra’s role has been crucial; without it, BSA might have remained a dormant brand. Thanks to Mahindra, we now have the BSA Gold Star 650 in India, blending old-world charm with modern reliability.

Accessories and Customization Options

For riders looking to personalize their BSA Gold Star 650, there are already a number of accessories and modification options available:

Official Accessories

BSA is offering a range of factory accessories to enhance comfort and utility. These include things like pannier racks (saddle bag holders) for touring, engine crash guards to protect the bike, a center stand (if not equipped by default), and possibly a windscreen/flyscreen for wind protection. The official BSA Motorcycles site lists items such as a pannier bracket specifically designed for the Gold Star. They also have branded merchandise (helmets, jackets) if you want the full vintage rider look.

Aftermarket Accessories

Indian aftermarket companies have quickly jumped in to cater to the Gold Star. You can find high-quality add-ons like bash plates (for engine underside protection), fog light mounts, backrests for the pillion, mobile phone holders/USB chargers, sump guards, radiator guards, and even gel seat cushions for long rides.

For example, Zana Motorcycles and others have developed accessories specifically for the Gold Star 650, given its touring potential. So if you plan to do long road trips, you can equip your BSA with pannier boxes, a top rack for a tail bag/top-box, and more.

Cosmetic Customization

The Gold Star’s retro design lends itself to cosmetic mods. Some owners may swap the stock mirrors for bar-end mirrors to get a cafe-racer vibe, or add leather tank straps/tank pads for style. The bike comes with a lot of chrome; if you prefer a stealth look, some have considered powder-coating parts black (for instance, making a “black edition” out of the bike).

Simple changes like custom handlebar grips, aftermarket exhaust silencers, or different indicator lights (keeping them retro-looking) are possible. However, since it’s a new bike, major cosmetic mods are not widely seen yet.

Performance Mods

The Gold Star 650’s engine is already in a mild state of tune (45 hp from 652cc, focusing on torque). Hardcore enthusiasts might in future seek ECU remaps or free-flow exhausts to eke out a bit more power or sound. Given it’s fuel-injected, one can add piggyback tuners; in fact, companies like Powertronic (Race Dynamics) have listed a FuelX Pro auto-tuner for the Gold Star 650.

An aftermarket exhaust (slip-on muffler) can enhance the thump, though be mindful of noise and warranty. The stock exhaust note is actually quite bassy and classic, but some might want a louder soundtrack.

Legacy Edition & Custom Builds

The Legacy Edition Gold Star 650 itself can be seen as a factory-custom with special bits. Beyond that, BSA showcased a Gold Star “Clubman” Café Racer custom in the UK, a concept where the bike was modified with low clip-on handlebars, solo seat, and other cafe racer elements. This hints that BSA might offer more variants in the future or that the platform is mod-friendly.

Enthusiasts can take inspiration and convert their Gold Star into a café racer or scrambler with the right set of parts (e.g., higher pipes and dual-sport tires for a scrambler look). Already, bespoke customizers in Europe have started tweaking the Gold Star: for example, adding a chromed megaphone exhaust, swapping to alloy rims, etc., to mimic the original Gold Stars that racers tuned.

Maintenance Accessories

Things like battery tenders, bike covers, and cleaning/polishing kits are advisable to keep that chrome shining. Given the Gold Star has lots of polished metal, owners should invest in a good microfiber cloth and metal polish to maintain it. Accessories like a paddock stand (for those without center stand) help in maintenance tasks like chain cleaning.

Owners can personalize the BSA Gold Star 650 quite a bit, whether it’s for touring, styling, or performance. The bike is quite new, so the catalog of mods is growing, but it’s off to a great start. If you’re considering mods, just keep warranty implications in mind (major engine/exhaust mods could void warranty). Cosmetic and bolt-on accessories, however, are generally fine.

BSA Gold Star Legacy

The Gold Star name carries a rich legacy dating back to the mid-20th century. For context, here’s a short history lesson on the BSA Gold Star 350 and 500, the legendary ancestors of the 650:

Origins of the Gold Star

The first BSA Gold Star was introduced in 1938. The name “Gold Star” came from a racing achievement; in 1937, racer Wal Handley earned a Gold Star pin at Brooklands (UK) for lapping over 100 mph on a BSA Empire Star. BSA capitalized on this feat by naming their new high-performance model “Gold Star.” It started as a 500cc single (M24 Gold Star) in 1938. After WWII, BSA reintroduced the Gold Star in both 348cc (350) and 499cc (500) single-cylinder versions.

Engineering Excellence

These bikes were hand-built, high-performance machines for their time. The Gold Star 350 and 500 were known for their alloy engines, high compression, and racing kits. Each engine was individually tuned; no two Gold Stars were exactly alike from the factory. Riders could order different compression pistons, camshaft profiles, and gear ratios. This user-tunability and race breeding made them special.

Racing Dominance

Throughout the 1940s and 1950s, Gold Stars became dominant in clubmans racing, Isle of Man TT, scrambles, and trials. The DBD34 Gold Star 500 (the final variant in late 1950s) was capable of 110+ mph in racing trim, an astonishing feat back then. It won the Isle of Man Clubman TT and many off-road competitions. The Gold Star was the bike to beat in its class, hence earning the nickname of setting the “gold standard.” Even in off-road (Motocross), modified Gold Star singles (like the Catalina Gold Star) were champions.

End of an Era

BSA ceased Gold Star production in 1963. As two-stroke bikes and cheaper twins emerged, the expensive-to-produce Gold Star single couldn’t compete in sales. However, before bowing out, BSA did something interesting; they created the BSA Rocket Gold Star 650 in 1962. The Rocket Gold Star wasn’t a single; it was essentially a 646cc parallel-twin (from the BSA A10 Super Rocket) mounted in a Gold Star 500 frame. It was a factory hybrid to give the Gold Star lineage a final hurrah with more power.

Only around 1,500 Rocket Gold Stars were made in ’62-’63, and they are extremely valuable classics now. The Rocket Gold Star produced about 50 bhp, which, fun fact, is roughly on par with the new Gold Star 650’s output, albeit via a twin-cylinder route.

Legacy and Collectability

The original 350 and 500 Gold Stars are highly coveted by collectors worldwide. They represent the pinnacle of classic British single-cylinder bikes. The Gold Star Owners Club still thrives, and restored examples often appear at vintage races or shows. Even BSA’s new Gold Star 650 pays tribute to these, from the logo badge to design cues (like the finned engine and the overall stance).

In 1971, BSA briefly used the Gold Star name on a 500cc street single (B50 Gold Star), but that was near the end of BSA as a company. After that, the Gold Star name went into dormancy until this revival.

For an Indian reader, it’s interesting that some old BSA Gold Stars made their way to India over the years via import or returning expats, but they were rare. Now, with the new Gold Star 650, Indian riders can once again own a “Gold Star,” a name soaked in motorsport glory.

BSA Gold Star 650 vs Royal Enfield Interceptor 650

Ever since the Gold Star’s launch, a common comparison has been BSA Gold Star 650 vs Royal Enfield Interceptor 650. Both are retro-styled motorcycles around the same engine capacity and price segment. The Royal Enfield Interceptor 650 (along with its café sibling Continental GT 650) has been hugely successful in India, and the Gold Star is seen as a direct challenger. Let’s compare them across key aspects:

Analysis: Both bikes offer a retro motorcycling experience but with different flavors

• Engine Character

The Gold Star 650’s single-cylinder gives a classic thump and lots of torque down low; it’s often described as more “characterful” or raw. The Interceptor’s twin is butter-smooth in comparison, with a 270° firing order that gives a pleasant rumble (almost like a V-twin). The RE revs a bit higher and feels more relaxed at very high speeds, whereas the BSA feels more energetic in the low-mid range.

If you love the idea of a big single (“thumper”), the BSA delivers that in spades, something unique in the 650cc segment now. If you prefer a refined and vibration-free ride, the RE twin wins.

• Ride and Handling

The Gold Star has a slightly lower seat, which short riders will appreciate. It’s also a tad lighter on paper, and reviewers say it feels lighter to push around than the Interceptor. That said, the Interceptor has slightly better suspension damping (the BSA’s rear shocks are softer and can bounce on bad roads). The RE’s additional ground clearance can be useful on potholes or speed bumps.

In corners, both handle well for retro bikes; the Interceptor might edge out if pushed hard, thanks to its stiffer setup, while the Gold Star is set up for stable, comfortable cruising. Neither is a sportsbike, but both can be fun on twisty roads in their own way.

• Braking and Tyres

BSA equipped the Gold Star with higher-end Brembo braking hardware and Pirelli tyres, which is a plus. The stopping power and grip on the Gold Star 650 are excellent as a result. The Interceptor’s stock brakes (ByBre) are decent but not as sharp, and the stock CEAT tyres on newer Interceptors are more about longevity than outright grip. Many RE owners upgrade tyres for better performance. So in stock form, the Gold Star has an advantage in braking feel and tyre grip.

• Features and Finish

Royal Enfield’s Interceptor is somewhat spartan; no fancy electronics, just basics. BSA’s Gold Star is similar in that regard (no ride modes or TFT screens, etc.), but the materials and finish feel a bit more premium. The Gold Star’s paint quality, chrome detailing, and even things like the clutch and brake levers have a premium touch according to early reviews.

RE’s build quality has improved greatly, but you might find a bit more polish on the BSA (justifying its higher price). On the flip side, RE offers more variants; you have the Continental GT option, different color schemes every year, and now alloy wheel versions with tubeless tyres which are very practical. BSA currently offers only the roadster format Gold Star.

• Ownership considerations

The Interceptor 650 has been around since 2018 and proven itself. It’s generally reliable, and any initial issues (like some owners reported hard seat or minor quality niggles) have been addressed in successive updates. Parts and service are ubiquitous; any mechanic in a small town knows Royal Enfields to some extent. The Gold Star 650 is new; while it uses known suppliers and tech, it hasn’t got the multi-year track record yet.

Classic Legends had some niggles with Jawa in early days (like delivery delays, part availability), but they may have learned and improved with BSA. Still, being an early adopter of BSA means a bit of faith that the company will support it strongly (signs are positive). Resale value is another thing; Interceptors hold value decently due to brand recognition; the BSA’s resale will depend on how well the brand establishes itself in India.

Which one to choose?

It really comes down to personal preference:

If you want a smooth twin-cylinder bike with a slightly lower price and a rock-solid service network, the Royal Enfield Interceptor 650 is a safe bet. It’s a fantastic all-rounder, easy to live with, and has that genuine RE heritage (albeit the Interceptor name was also revived from the 60s).

If you are drawn to the heritage of BSA, love the idea of a big single, and want something a bit more exclusive/different, the BSA Gold Star 650 will speak to your heart. It offers a unique riding feel and will stand out in a parking lot full of Enfields. The torque-heavy performance is great for relaxed riding, and the bike has a certain “wow, what is that?” factor because the brand is novel here.

Performance-wise, they are close enough that your enjoyment will be more about character than numbers. Some have cheekily said: The Interceptor 650 is like a classic rock song played on a modern stereo, while the Gold Star 650 is like hearing it on a vintage record player, a bit raw but authentic. Both will put a grin on your face; it’s just a matter of which flavor you prefer in this BSA vs Royal Enfield face-off.