2025-on BSA Scrambler review: Stylish retro trail sled

The Scrambler certainly looks part, but when it comes to the riding, those modifications sadly don’t deliver the goods. From the new, loftier perch, there’s a lack of cohesion in the golden triangle, that crucial connection between saddle, handlebars, and footpegs.

Those three touch points are fundamental to both comfort and control, and the combination of a taller seat and greater reach to the bars means you’re stretched forward, rather than sitting upright.

It puts a strain on the wrists and lumbar region, feels awkward around town and gives little option for adjustment on the open road. Standing up for the trails only exacerbates the issue, not least because the mirrors on our test were set too far back for comfortable clearance of the forearms.

Forks and shocks are both stiffly sprung but lack adequate damping, which makes the Scrambler feel hesitant and robs the chassis of composure. This issue is only compounded by the riding position, with the overall effect of dwindling confidence and enjoyment the more you ride it.

That said, it’s very light to steer, and the geometry allows for nimble darting about in traffic. It’s got a tight turning circle too, making U-turns and slow manoeuvring a breeze. Brembo brakes with twin-channel ABS make little fuss of bringing things to a halt.

Brembo brakes all around give the Scrambler all the stopping power it needs. The front lever feel is light and progressive, with plenty of feedback on how much effort is being applied to the 320mm disc. The rear is more than adequate for trail braking and slow control.

The liquid-cooled Euro5 652cc single motor is unchanged from its sibling, and that’s no bad thing because it’s a thoroughly endearing thumper with bags of character.

At 45bhp at 6500 rpm it’s only slightly down on the Royal Enfield Bear 650 (47bhp) and Honda's CL500 (46bhp), both of which are twins, and in terms of pulling power, lags just behind the Enfield’s 41.7lb.ft of torque with 40.5lb.ft at 4000rpm.

It’s largely vibe-free, giving smooth progress right through the rev range, although it doesn’t seem to have the oomph to reach its peak and ends up flat-lining regardless of how much throttle you feed it. With only five gears on offer, it starts to struggle when approaching the national limit, and a comfortable cruising speed sits somewhat lower.

Given the price, there’s going to be an obvious question regarding build quality, and although it's not earth-shatteringly good, it’s certainly more than adequate for the outlay.

LED lighting all round is a welcome touch, but the generic switchgear lacks functionality, with several of the buttons on the left-hand side seemingly doing nothing.

BSA have done a good job in terms of fit and finish. And that’s commendable given the price. Blacked-out engine parts, a well-finished seat, and tidy graphics set the whole thing off a treat. There’s nothing concerning about the build quality of the Scrambler's sibling, the Gold Star, in its owner reviews.

Stripped-down off-road versions of the classic Gold Star were hugely popular back in the day, bagging gold medals at the ISDT (International Six Days Trial) and trouncing the competition in the UK, Europe and US, so it seems like a natural progression for BSA’s latest custodians to go down that route.

It joins the likes of the Triumph 400XC (£6454), Honda CL500 (£5699) and Royal Enfield Bear (£6749) in the A2 friendly retro mud pluggin’ trailie stakes, and with a price tag of £5999 (+OTR charges), sets out a tempting stall.

Equipment is minimal on the 650 Scrambler, but what’s there is adequate for the job. Generic switchgear is nothing to write home about, although the LCD display is clear, concise and easy to read – unless you’re in bright sunlight, when the glass can become obscured. Don’t expect any rider aids, such as cruise control or switchable modes.