Bantam Originally
copied from the DKW RT125 and then developed on by BSA
D1
1948-63, 125cc, 2-stroke single, 160lb, 125mpg, 50mph
Single saddle, rigid rear end and telescopic forks. Plunger rear end on later models. Unit single engine with 3 speed gear box.
D3
1958-61, 150cc, 2-stroke single, 180lb, 95mpg, 60mph
Rare, bored out version of the 125 with improved front
forks and brake. Later model has a swinging arm frame. Engine had improved
lubrication system means it is less prone to seizures.
D5/7/10
1958-68, 175cc, 2-stroke single, 220lb, 95mpg, 65/70mph
The D7 benefited from better frame, forks and guards. Engine is a bored out version of the previous model. D10 had relatively modern chassis with much improved suspension
and brakes.
D14/175
1968-72, 175cc, 2-stroke single, 215lb, 55mpg, 75mph
The D14 was the best Bantam. The D14/4 has a 4speed gearbox. Most of the problems were now ironed out and this is a nice bike with
good
handling and reliability..
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250cc Class
C10
1945-57, 249cc, sv
single, 310lb, 75mpg, 55mph
A post-war utility bike with rigid frame, un-damped forks,
minimal brakes and side-valve engine. Not the most reliable bike.
C11/C11G
1945-55, 249cc, ohv, 320lb, 8ompg, 60mph
Better than the C10 the motor has OHV. C11G was available with a 3
speed box in the rigid
frame, and 3 or 4 speed options were available in plunger frame which was
different to suit the gearboxes. Both had a better front brake and generator
electric’s. Not a bad looking bike
C12
1956-58, 249cc,
ohv single, 320lb, 75mpg, 67mph
Basically the same engine as the C11G but housed in modern chassis with reasonable suspension, better brakes and a more
comfortable seat. The only minor and important change was the external oil feed
to the rocker shaft which the C11G did not have. This is
the last pre-unit construction 250.
C15 Star
1959-67, 249cc,
ohv single, 320lb, 70mpg, 75mph
A 250cc unit
construction engine with neat styling. In their day most models were
prone to gearbox problems when treated harshly, but this should not be a problem
now-a-days with an owner who rids the bike steadily. The sports version was the SS80 with roller big-ends
which was quicker but was also less reliable, again this should not be a problem
now-a-days. The standard models are easy to convert to 12v electrics, which improves lighting and allows
the owner to fit electronic ignition. The C15T and Scrambles are more
expensive to buy. An excellent classic to buy and own as there are
plenty of models around and spares are easy to come by.
C25 Barracuda /
B25 Starfire
1966-1970, 249cc,
ohv single, 330lb, 60mpg, 75mph
Restyled C15 to try and keep up with the times. Tougher internals and castings, but less reliable due to the high
compression engine, big-end problems being the most likely. The B25 Starfire
introduced in 1968 is a better bet as it was more
reliable and had less vibration following a mild de-tuning. Also sold as
the Fleetstar for fleet users which was a de-tuned version which gives
more reliability and in a modified frame.
B25SS Gold Star
1971-72, 249cc,
ohv single, 320lb, 55mpg, 80mph
Last of the C15-based series with the new oil-bearing chassis and
smart Street Scrambler styling for BSA’s final fling. Nice bike which
was let down by the leaky and out-of-date engine. Naming it the ‘Gold
Star 250’ did not help sales or credibility. Badly assembled when new,
but any that are still running should be OK.
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350cc to 500cc Class
B31
1945-59, 348cc,
ohv single, 365lb, 80mpg, 75mph
Basic but robust engine in pre-war rigid chassis fitted with telescopic forks. 1949 plunger suspension was fitted giving slightly more control. 1954 a swinging arm
frame was fitted. Leaky and noisy with poor starting. The early rigid or plunger frame models are desirable.
B32 Gold Star
1949-57, 348cc,
ohv single, 360lb, 65mpg, 85mph
Basically a B31 with more go, flashy bodywork and better brakes. The DB32 has a good duplex frame but the price is high and there
are plenty to be had. Suffers from a 'cult status'.
Fury
1970-72, 349cc, ohc twin, 345lb, Prototype
Announced at the last Major Motor show, this twin was state of the art
alloy engineering designed by Bert Hopwood. Carrying many of the now
established Japanese components, such as electric start, indicators, twin
overhead cams, it is a shame that it never made the production line, as
tests proved it to be a good bike.
B40/SS90
1960-65, 343cc,
ohv single, 305lb, 80mpg, 75mph
Bored out version of the C15 with greater torque and enclosed pushrods. Sound
construction and usually reliable if treated kindly. WD version the best to ride. Sports SS90 version is pretty rare as the market did not welcome
them.
B44 Victor
(Shooting Star)
1966-70, 441cc,
ohv single, 335lb, 65mpg, 85mph
B44 similar to C15 with stronger internals and modern chassis. Basically a stretch C15 with slightly more go and vibration. Engines
can be fragile if abused. Sold initially in the USA as the Shooting Star,
renamed in UK after 67 the later models had a good twin leading shoe front brake.
B33
1947-59, 499cc,
ohv single, 420lb, 70mpg, 80mph
Bored out B31 with more torque for the sidecar outfit. Later models had a swinging arm, and there is also TLS
front drum conversion. This is the 1950’s classic workhorse, which it will run for ever.
M33
1947-57, 499cc,
ohv single, 370lb, 70mpg, 70mph
B33 engine inserted into a M21 bicycle. Intended to pep up
performance for sidecar use. Not good on power or
steering.
B34/DB34/DBD34 Gold
Star
1950-62, 499cc,
ohv single, 410lb, 55mpg, 110mph
These bikes has become legendary, expensive and somewhat
over-rated. Fun on the open road, but exceptionally awkward in traffic and temperamental.
Overpriced due to the vast over-reputation which masks their charm from
many new riders. This was a racing road bike and has good looks.
B50SS Gold Star
1971-72, 499cc,
ohv single, 340lb, 60mpg, 85mph
This was the last of the C15 stretches. It was a
radical design change from the traditional British style, but in the
fullness of time looks very nice. Built as a street scramble to meet the
US market demands, the engine was over-stressed when pushed to the limit. Conversion to
electronic ignition transforms it’s behaviour to one of GB’s best ever
singles. Starting requires the knack and vibration was still a problem at
speed over 60 mph. There was also a
B50T Victor model.
M20
1945-55, 496cc, sv
single, 425lb, 55mpg, 65mph
The antiquated side valve engine, which was designed to meet the demands of the army and was sold off to the public
after the war. Not fast and the brakes are adequate, but this is a very rugged machine. Stretched to 591cc in 1946 as the M21 until 1963, which
raised the fuel consumption.
A7
Star Twin, Shooting Star
1946-61, 497cc,
ohv twin, 420lb, 55mpg, 90mph
Splendid tough twin with smooth power up to 75mph. From 1954
with duplex frame, swinging arm, and better brakes gave good steering which was let down by poor lights. The A7SS
Shooting Star is the tuned version sporty (A7SS), which had an alloy head, improved suspension and full width hubs.
A50 Royal Star
1962-70, 499cc,
ohv twin, 420lbs, 60mpg, 90mph
Unit construction replacement for the A7, that
has little vibration and lacks in performance. A good looking bike which is reliable because it's hard
to thrash them. , if not sluggish
machine. Became the Royal Star in 1965 after a brief sporting flurry as
the A50C ‘Cyclone’ and A50CC ‘Cyclone Clubman’, and then as the
‘Wasp’ which was mainly for the USA.
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650cc to 750cc Class
A10 Golden Flash,
Road Rocket, Super Rocket
1951-63, 646cc,
ohv twin, 440lb, 55mpg, 105mph
Bored and stroked version of the A7. The A10 was sold as the Golden Flash with flash style. The Road
Rocket had a bit more go and as the Super Rocket slightly better.
A10 Rocket Gold Star
1962-64
646cc (70x84mm) OHV twin 51hp, 120mph, 45mpg, 390lbs
The
Rocket Gold Star was a super-sports version and these can fetch up to 3
times as much. The A10 is a fine motorcycle and the only worry is the
braking on the later ones which goes off quickly. Later swinging arm, duplex frame versions are better. The tuned up A10 motor dumped into Gold Star chassis resulted in a
collector's piece. At high revs it has excess
vibration and becomes unreliable if kept up length of time. There are some stock A10's
in Goldie chassis with upgraded electrics that have all of the pose, style and none of the inherent hassles.
Stock
Rocket Gold Star's are too expensive but the fake stuff can be bought
cheaply.
A65
Lightning, Spitfire, Thunderbolt 1962-73, 654cc,
ohv twin, 425lb, 55mpg, 120mph
Unit-construction replacement for the A10. The A65 has a reputation for vibration and oil leak, but this is not
justified. The Spitfire has stunning looks and excessive vibration from the engine. Late post 1971 bikes
have an oil bearing frame which provides fine steering, although the seat
height suffered with this design. The very late 1972
bikes are very good indeed and the Thunderbolt with a single carb gave a good compromise between power, reliability and economy.
A70 Lightning
1971, 751cc, ohv
twin, 425lb, 50mpg, 120mph
This was a US only model, a special for racing in the states. Very
rare and has been imitated, so beware. An obscure model which has a
tendency towards high vibration.
A75R Rocket 3
1968-72, 740cc,
ohv triple, 520lb, 35mpg, 125mph
Arguably the first ‘Superbike’, the Rocket 3 was quite a
sensation when launched with it’s snappy acceleration, good styling,
high top speed for it’s day able, to cruise at
90 to 100mph with excellent steering. The bikes are
becoming sought after and can be expensive to run. Rarer than the
equivalent Triumphs Tridents as BSA stopped production in 1972.
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