Over ZEAL-ous!
During its heyday, the BSA Bantam achieved a level of popularity around the world that was almost impossible to imagine. It was a durable, tough workhorse that could endure a vast amount of punishment – and for the novice rider it could be very forgiving.
Now here’s a bike we don’t see very often at all. It’s a grey import that – when compared with the racereplicas of the day – had to really fight for container space. We say it’s worth a look.
The Yamaha FZX Zeal is a feisty little four-stroke, four cylinder retro-styled screamer produced from 1991-1999, utilising the engine from the FZR250 sports bike in a twin-spar steel frame. But what is it like to ride?
On some fast A and B roads, to be honest I thought the little Zeal may have been a little out of its depth, but I was pleasantly surprised! The motor is rather hard work and you have to keep it spinning well above 8000rpm to get any real progress, but the cacophony of sound from that twin stack system above 12,000 was beautiful and the gearbox was brilliant.
The suspension had its limits, but that glorious screaming motor made me think what a Zeal with sorted suspension would be like. I must admit that I enjoyed my time with the Zeal and didn’t really want to hand it back to its owner as I was just starting to get to grips with its almost two-stroke nature! You can find one today from around £3500…
Despite the Bantam being considered the archetypal 'truly British' lightweight motorcycle, it was, in fact, based on the German-design DKW RT 125 – a design which had been taken from DKW as part of the Second World War reparations.
The original BSA D1 125cc engine unit began production in 1948 for export only. The engine proved itself, and with small motorcycles becoming ever more popular in Britain, BSA decided to build a complete motorcycle around the D1 engine. To match in with other UK motorcycle brands, the BSA designers decided to flip the original German design in a mirror image, so that the controls were on the right; metric fittings were also substituted in favour of UK Imperial measures.
A new day dawns
Manufactured in Birmingham, the original Bantam D1 was released in October 1948 and continued in production for several years before being updated. Original spec included telescopic forks, a rigid rear end, direct electrics, shovel frontmudguard and fishtail silencer. Initially it was available only in Mist Green and sold for £60 plus tax; it could reach about 45mph and, with a careful hand on the throttle, it could stretch its precious ‘petroil’ mixture to well over 100mpg – the perfect combination for austere times. Whether bouncing along cobbled streets on the daily grind to work or laden with rods and wicker baskets, wobbling along canal towpaths for a spot of weekend fishing, it was equally useful for work and play.
Over the years, the frame changed out of all recognition (beginning with conversion to plunger and then swinging fork rear suspension). The engine capacity was progressively upgraded – first to 150cc in 1958, then to 175cc in 1959 – but despite this, it remained a recognisable development of the original design for the entire 23 years of the Bantam’s production. Although the bike had its fair share of faults (in particular, a weak second gear and dodgy electrics), it sold well and became a common sight on British roads.
A sporting life
One thing BSA had not expected at its inception was its introduction into competition events. Owners modified their Bantams, fitting non-standard sprockets and wider handlebars. The Bantam was one of the first bikes to be used in this way, as it provided a cheap way to get into sport and it became particularly popular for use in bike trials (previously the domain of much larger capacity motorcycles). BSA picked up on this and introduced two new versions – the Sports and the Bushman. Adventurers started riding Bantams all over the world, including lady riders who appreciated the Bantam’s light weight of just 153lb.
The slippery slope
In 1969, all the then current Bantam models were replaced with just two – the D175 road version and the D175 Bushman. Despite the financial problems BSA were having at the time, they also revised the Bantam's engine.
By the beginning of the 1970s, BSA were hopelessly outclassed by the Japanese bikes that were, by then, flooding the UK motorcycle market.
The Bantam was outdated and out of place, and the only model remaining by this time was the standard D175 road version, and by 1971 (whilst still being listed in the BSA catalogue) it was essentially gone.
When production ceased after over 23 years, it was estimated that around 200,000 to 250,000 Bantams had been produced for worldwide consumption. Although relevant in its day, like nearly all classic British motorcycles it had failed to keep up with rapidly changing times. Simply put, a 1970 Honda 175, or any number of two-stroke singles and twins from the likes of Suzuki, Yamaha and Kawasaki, were faster, more reliable, looked better and cost less than a rickety old Bantam that still looked like a refugee from behind the Iron Curtain. The demise of the Bantam heralded the demise of BSA, which was quickly followed by the entire British motorcycle industry – the Japanese had taken over.
Gone, but not forgotten
However, the humble Bantam had established a place in our hearts and it is still fondly remembered and regularly used by classic bike enthusiasts today.
Hands up all those who have ever owned or ridden a BSA Bantam? And even if you haven’t, you probably know someone who did, or still does!