1971 BSA B50SS Gold Star Review
The SS (Street Scrambler) was one of three variants of the B50 which debuted in 1971, all with an off-road bent to them. Joining the SS were trail (B50T) and motocross (B50MX) versions, both of which were known by the 'Victor' name. Of the trio, the SS was the most "roadable", and the designation suggested it carried a combination of road and offroad ability. However, despite the styling cues, the SS was very much a road bike. The high-mount exhaust was more a stylistic move, and a reflection of the popularity of scramblers at the time. It also meant that, with minimal changes in parts and accessories, the same basic package could be sold as three different variants, hopefully appealing to three times as many buyers! Interestingly, the SS also wore the 'Gold Star' name, a reminder of BSA's popular and powerful 500 singles of the 1950s and 1960s. While the Gold Star name was hoped to draw some desperately needed customers back to the brand, it had the opposite effect, attracting the ire of many a Gold Star aficionado who felt the new model wasn't worthy of the venerable name.
The B50 was an evolution of the B44 singles that debuted in 1965, but could trace its lineage back to BSA's first unit construction 250 singles from the late 1950s. Compared to the 441cc B44, the B50 featured a larger 499cc engine with three main bearings and a generally stronger drivetrain, but most of the other mechanical specs were the same. Where the B50 really won out over the B44 was in its reduced weight - more than 13 kg lighter than the model it replaced. This in turn meant the power and acceleration from the increased capacity engine could be better utilised and enjoyed. The oil-in-frame design that was a hallmark of the B50 singles was seen by BSA as an innovation, but wasn't really appreciated by the masses, who wanted more power and refinement - the same elements that Japanese twins and fours were offering. Brakes were still drums, but the front featured a larger air scoop to aid cooling. Other changes over the B44 included a more modern fuel tank design, but at the expense of reduced capacity. B50SS models were usually painted red, with a black cross on the steel fuel tank that carried the BSA logo. Sidecovers and guards were generally also painted red. The B50T and B50MX featured polished aluminium tanks with a similar cross design. Guards were usually chrome, with some examples painted yellow.
The B50SS featured 18-inch wheels front and back, while the B50T and B50MX featured larger front rims. The muffler on the B50SS featured a distinctive perforated cover, but its position meant it exited near the stop light and offside indicator, covering them in exhaust deposits in short order. A dual seat was a feature of all the B50s, but all three, including the SS, were best suited to solo riding.
Most big singles of this period had a reputation for being difficult to start, especially when cold. The B50SS was no exception. Get the starting procedure only slightly wrong, critics would say, and you could be kicking it over until next week without success. Get the subtleties of the starting sequence right, however, and a correctly-maintained B50 will fire into life relatively easily. The same sort of skill and mechanical sympathy is also an asset when riding the B50SS. With abundant torque, the B50 accelerates impressively for a bike of its size, but changing down and braking needs some practise to be done to best effect. The B50SS requires regular maintenance, too. Upgrades, in the form of top quality ignition coils and plug leads, additional or improved clutch plates, gaskets and bearings can do a lot to make owning and running a B50SS a more pleasurable experience.
With its light weight, widely-spaced handlebars and a fairly narrow frontal area, the B50SS was easy to handle, despite its tall seat height. The smaller tank limited its range, but the B50 was never designed or marketed as a long range tourer.
The B50 would become the last BSA single, going the way of the dinosaur when BSA was absorbed into NVT (Norton-Villiers-Triumph) in 1973, with the very last B50s allegedly rebadged and sold as Triumphs. Almost 2800 examples of the B50SS Gold Star were built over two years, but few have survived, which means today the big BSA single appeals more as a time capsule of motorcycling history than anything else. It's certainly a more than capable dirt/gravel road machine and midrange commuter, but is probably best enjoyed - and preserved - by riding short distances. Most B50s on the market today will have been ridden sparingly, and similarly, most will have also been restored. As a rare example of the last of the British singles, the BSA B50SS Gold Star is an intriguing alternative to the classic British twin.
SPECIFICATIONS
Engine: 499cc OHV four stroke single.
Bore/Stroke: 84 x 90mm
Compression: 10.0:1
Power/Torque: 34hp @ 6200rpm / 28ft/lb @ 5000rpm
Fuel System: Single 30mm Amal concentric carb
Cooling System: Air
Electrical System: 12 volt
Transmission/Drive: 4-speed manual/chain drive
Front Suspension: Telescopic forks
Rear Suspension: Swingarm with twin adjustable coilover shocks
Front Brake: Drum with twin leading shoes
Rear Brake: Drum with single leading shoe
Front Tyre: 3.25 x 18-inch
Rear Tyre: 3.50 x 18-inch
Dry Weight: 140.6kg
Seat Height: 813mm
Wheelbase: 1372mm
Ground Clearance: 178mm
Fuel Capacity: 11.4-ltr
Top Speed: 149-kph
