The classic bikes of yesteryear are still available in almost every showroom right now for those who don’t like carburetors and kick starters. You simply need to choose the particular era of yesteryear that interests you, and voila, you’ll have your choice of bike.
What is it about nostalgia that attracts so many people? Who knows? As a scriptwriter, I’m not a psychiatrist. I think we all look back at our high school years and see our younger selves as superhumans, who had the time of their lives before they had to be responsible and boring. In those days, our main mode of transportation was a car, bike, or skateboard.
The truth is that we all suffered from acne, had no money, and half the time our car, bike, or board didn’t work. Now that we are all successful businesspersons, women, doctors, lawyers, and cartel bosses, we can afford to reclaim our youth. We can now buy a motorcycle that almost looks like the one we had back then and find that it starts every time, handles safely, and doesn’t catch fire.
You can find out if nostalgia is really more enjoyable a second time, fellow bikers, by reading on.
BMW R 18
Probably anywhere on this page, or anywhere in the world, you will not find a motorcycle more retro than this R 18. Several aspects of the R 18 are reminiscent of BMW Motorrad’s very beginnings, including its basic design, flat-twin engine configuration, and shaft drive.
However, it has all been modernized. That 1802cc flat twin (!!!) is good for 91 horsepower and 116 pound-feet of torque, enough to lift the bike’s 761 pounds. A few options can easily push the price up to 20k. The starting price is $16,640 including destination.
Harley-Davidson has had a monopoly on American cruiser buyers for seemingly forever, so the R 18 was designed to compete in that segment with the mighty sales juggernaut of Harley-Davidson.
R 18 designer Edgar Heinrich said the big cruiser market makes up a significant portion of the market.
Everyone wants a bite of the cake, but it’s being eaten.
BMW product planner Vinny Kung says Harley has a 36.6% share in the U.S. market, down from 42.3% last year (August YTD). “Their registration count is down 19.2%. Indian registrations are up 20.1%, which shows how alternative brands are becoming more popular.”
A new group of brand-loyal buyers is entering the market. It’s still important to them to have a stylish and attractive cruiser, BMW says, but not all of them want a Harley or an Indian. There’s nothing Indian or Harley about this.
My afternoon ride with it revealed that it is big, heavy, but it also has a lot of power and torque. The big and heavy part gets easier after recalibrating your brain, and power and torque become apparent pretty quickly. You’ll feel every single one of its 761 pounds as soon as you get on it and ride off. Keep that in mind when you test-drive one at your BMW dealer. Don’t let yourself be put off. After an afternoon, I was used to it.
The ride has three modes: Rock, Roll, and Rain. Roll is the default setting, similar to Comfort. Performance is added by rock. As I rode through twisty mountain two-lanes, I switched between Rock and Roll. In comparison to a typical sport bike or sport tourer, there isn’t a huge difference in ride modes. There is a noticeable difference, particularly in throttle response. Whenever you’re leaned over, powering out of a corner, the big flat-twin really shakes things up. There is also a learning curve associated with that. On the single round speedo gauge is a tiny LED numerical tachometer that is hard to see. This results in shifting by vibration instead of tach or sound. A narrow band between 3000 and 4000 rpm appears to be the sweet spot for the flat-twin’s smooth operation. When the big twin is not running at those speeds, it shakes a lot. When driving at 80 mph in a straight line, it’s most comfortable in sixth gear. In contrast, the Honda Goldwing or Harley equivalent isn’t as ungainly on mountain roads.
The R 18 will be appreciated by true BMW history buffs due to its many similarities to the R 23 of nearly 100 years ago. Just because it’s so big and cool, those unfamiliar with the marque’s heritage will enjoy it.
BMW R nineT
Compared to the big, heavy BMW R 18, this is a much more accessible retro rider. A flat twin is also available, but this one has only 1,170 cubic centimeters rather than 1802 and weighs 489 pounds rather than 761. The bike does not feel heavy at all when you lift it off the kickstand, even though some competitors weigh 50 pounds less. In contrast with a parallel twin or even a transverse V twin, such as on a Moto Guzzi, a flat twin keeps the center of gravity lower. With such easy maneuverability, it’s a great bike for throwing a leg over and roaring.
While the flat twin fires, there is a slight sideways thwap, but not as disturbing as the R 18. Almost anyone can ride it due to its low seat height of 31.7″.
The design is also cool. In terms of dimensions and proportions, the R 18 doesn’t have the triangular R 23 design, but it does have a distinctive retro look. With R nineT, BMW Motorrad celebrates 90 years of motorcycling, matching its retro aesthetic.
My favorite bike for just getting on and going is the R nineT – even though I say this a lot. One of the biggest drawbacks is the price. Its retro competitors start at under ten thousand dollars, while the R nineT starts at $16,440. All that style comes at a price. Despite the fact that other models of the R nineT are more affordable, I consider the stock and full-priced model to be both the best looking and easiest to fly. You can sit on it most comfortably and get going most easily. The Scrambler and Pure are also worth checking out. As much as I enjoyed riding the R nineT straight up, I wasn’t as comfortable riding the Scrambler or the Pure. Nevertheless, it costs $13,990 including destination for the Scrambler, and $11,490 for the Pure. After you visit your BMW moto dealer to see what they have to offer, you will need to make some decisions.
Triumph Thruxton RS
As far as Triumph is concerned, it has never really stopped offering bikes that are reminiscent of the original café racer style. There was always a strong resemblance between the Bonneville and the post-war café racers, those folks who modified their bikes to look like the racing heroes of the day and then roared from café social scene to café social scene trying to “do the ton,” namely, hit 100 mph.
Maybe you were one of those teenage café racers who inspired the Thruxton 500 and Isle of Man TT to become an internationally acclaimed motorcycle racing icon.
It has a 1200cc liquid-cooled parallel-twin engine making 103 horsepower and 83 pound-feet of torque. Front and rear shocks are Ohlins twin shocks and 43mm Showa USD forks. Discs from Brembo at the front and the rear stop it. Once the oil, gas, and bearing grease are added, it must weigh about 450 pounds dry.
As soon as you get on it, it feels just like a real café racer, albeit one that is naked and lacking the wind cowls found on some café racers. It isn’t too uncomfortable for all-day riding once you grab the clip-on hand grips and lean forward a half-lean. Getting used to pushing it hard in corners takes a few miles, like with most bikes. I was unable to take advantage of the grip offered by the Metzeler Racetec RR tires. Having the feel of a sport bike, the bike is easy to corner, suggesting that there is still a lot of grip to be gained.
The Thruxton RS is a sporty bike you could own as your only motorcycle; it doesn’t have to be extreme to be considered a sports bike, but also doesn’t give up any pretensions of being one either. It straddles the categories in a stylish and elegant way.
Yamaha XSR900/XSR700
Yamaha MT-09 and MT-07 are turned into retro cool heritage bikes that may be more fun to ride. With Yamaha’s neo-retro styling and stiffened suspensions, the bikes are both smooth and fun to ride, with a particularly nice gas tank.
I got to ride the XSR900, which was my choice. With its “thrilling” 847cc crossplane crankshaft design, this inline-three offers 115 horsepower peak at 7000rpm. The package is among the most powerful in its class. It weighs just 430 pounds. Besides ABS, there is also traction control with three modes. With 74 horsepower, the XSR700 is certainly useable, but I recommend the 900.
Despite the fact that you can have a lot of fun riding this bike on the road, it also provides you with comfort all day long. It has an upright seating position compared to most sport bikes, but you can lean forward at any time. You can get a clip-on sport bike feel with Yamaha’s underslung handlebars.
XSR900 pricing includes destination at $9,929, and XSR700 pricing at $8929. In my opinion, the XSR900 is the best bike for everything. That’s what I said.
Royal Enfield Continental GT and INT650
Royal Enfield motorcycles made the scene in London in the 1950s right alongside Triumph Bonnevilles and Triumph Thruxtons. As much as BSA, Norton, and the rest, they were part of the early days of café racing. The Classic 500 was the marque’s most famous U.S. model, which was underpowered and not very unidirectional. However, that changed with the introduction of the Continental GT and Interceptor, known as the INT650. In essence, both bikes have the same retro café racer style.
Their 650cc parallel-twin engine produces 47 horsepower and 39 pounds-feet of torque. In Continental GT trim, they weigh just 436.5 pounds wet, while the INT650 weighs just over 445 pounds. Their starting sticker price is just $6199, which is less than those of competitors. They have an ace in the hole (coffee).
In the Continental GT, the tank is narrower, the seat is sculpted, and the clip-on handlebars pull the rider forward into an aerodynamic lean in a way that not only looks cool but is fun too. On the other hand, the INT650 is more upright, ostensibly more comfortable and livable for shorter commutes and longer trips. If Royal Enfield’s quality has improved in addition to its performance, then either of these would be perfectly acceptable to me.
Indian Scout Sixty
There is nothing retro about Indian. Starting with the company’s first bobber in 1901, everything from this starter bike to the biggest bobber has a look that goes back many years. Since Polaris bought it in 2011, the company has been doing very well. It hasn’t been continuously operating since 1901, but who among us has?
The Scout Sixty is Indian’s entry level cruiser that offers something for the entry level market, as well as some big, heavy all-American cruisers. Starting at $8,999 without delivery, the price is listed at $8,999. In the case of Indians, the destination charge varies from dealer to dealer, so it can mean almost anything. The Sixty probably costs under ten grand compared to other manufacturers, which charge $495 to $995 for delivery.
One of the best things about this bike is how easy it is to ride. With a seat height of 25.6 inches, it is among the lowest in its class. With your legs pegged forward at that height, you will reach forward for the handlebars. I put a couple hundred miles on an Indian Scout Sixty one day, and I thought it was neither ungainly nor uncomfortable.
78 horsepower and 65 lb ft of torque are generated by the liquid-cooled 1000-cc V-twin, which is more than enough to move the 544-pound bike as quickly as you want. My favorite Indian motorcycle is this one, after riding a few. Isn’t that crazy? My favorite bike is the smallest, least expensive one? That’s all there is to it. This bike is perfect for beginning riders, those who prefer style over knee-dragging performance, those who like to ride in comfort while looking good doing it.
Kawasaki W800
In 1966, everyone tried to dress up like their favorite real racer, which was the Kawasaki W1, a tribute to that motorcycle.
Kawasaki says the 1966 W1 is the motorcycle that represents its ethos of speed. It inspired legendary motorcycles such as the Z1 and Ninja H2, which had the largest displacement and were the most powerful at the time.
With its 773-cc vertical twin and assist and slipper clutch, this modern retro bike satisfies the retro café racer category as one of the strongest entries. Kawasaki lists torque at 46.4 pounds-feet, and published figures place the power at about 46 to 47 horsepower. With 496 pounds, it’s a little heavier than some competitors.
The vehicle feels much more powerful and torquey on the road than that. Last year I surrounded the W800 CAFÉ model, with the café racer front cowl and the clubman handlebars; I suggest saving 600 dollars and getting the plainer W800 ($9,199), which doesn’t have that bulbous cowl.
The handlebars are positioned high enough to give you a more upright riding position than a sportbike while still forcing you to lean forward slightly in the style of the original café racers. Despite the fact that it’s more comfortable on long rides, some sportier bikes can cause back and neck pain.
In SoCal’s grooved freeway concrete, its tires pulled it all over the place at its torque peak of 4800 rpm on freeways. Once you’re on non-grooved pavement, there’s no freaky pull, and it’s pure fun in a canyon. At about 6500 revs, it feels most comfortable. With the 46.4 lb ft of torque available at all times above and below the torque peak, you grow to appreciate it in city driving.
Ducati Scrambler
In 1962, the Scrambler made its debut. As the most affordable motorcycle of Ducati, it maintains its status today. A Ducati Scrambler can be purchased for as little as $8995 before destination charges, which the dealer decides how much to charge. There’s no better bargain than Ferrari’s entry level two-door, as if it were Ferrari’s entry level model.
The Scrambler collection includes seven different models, including the 1100 Sport Pro with its 1079 cc L-Twin Desmodromic engine producing 83.5 horsepower and 66.7 lb-ft of torque while weighing 454 pounds.
The 1100 Sport Pro and the Desert Sled are both Scramblers designed to look like pure off-road bikes perfect for Italian deserts, assuming Italy had any deserts. A 73 horsepower, 49 pound-feet, 803cc L-Twin engine powered the Desert Sled, weighing 461 pounds. This extra displacement was covered by the $12,195 price of the Sled. I would assume that if money was no object, the 1100 Sport Pro would be the bike of choice. Its upright dirt-bike riding posture, fun engine output, and upright dirt-bike riding posture made the Desert Sled more appealing. My favorite was the desert sled when I took them off-road. A Ducati 803-cc Scrambler was also reintroduced to the world in 2014, and I also rode it, although only on pavement. I was reminded of the dirt bikes I rode when I was a kid. Scrambler’s new lineup might even appeal to those who didn’t ride dirt bikes in their youth. With any of them, you can have a good time without being nostalgic.
Suzuki Katana
Retro doesn’t necessarily mean the 1920s. Suzuki’s original Katana then-superbike made a bold style statement in 1982 with its then-bold styling statement. German designer Hans Muth designed the original Katana in Herrsching, near the Austrian border in the south. As a result, Muth created a look so startling that it is celebrated today-in a way-in events like Radwood, where the 80s continue to live on in the hearts and minds of many too young to remember them.
In the event that you need to share parts from the Katana with the GSX-S1000F or GSX-R, a pretty good source is the GSX-S1000F and GSX-R. The motorcycle’s 147 hp and 79.7 pound-feet of torque are delivered by its 999cc inline-four. Just over 1:3 power-to-weight ratio gives it a very sporty feel. The bike itself weighs only 474 pounds. It therefore has sport bike credentials for those who are willing to take advantage of them. On the one I rode, the front discs were Brembo four-piston dual discs, and the back disc was Nissin single piston. It is capable of being sporty.
There are different levels of traction control intervention that you can set or you can turn it off completely. To help keep you out of trouble, this bike does not have an integral measuring unit, or IMU. Data from the ABS is used for this purpose. It’s your responsibility to take care of this. Despite this, I never had a problem, except for a few slips on icy roads. It was never a problem for me to ride in the dry.
Katana is a great choice if you love retro German design, especially if the 1980s were your decade more than the 1920s.
Honda Super Cub 125
It was the Honda Super Cub that made Honda famous in the U.S. and globally. Initially selling two problematic motorcycles, the Benly and the Dream, Honda’s first execs in America noticed that the scooters everyone was riding were more popular than their “real” bikes. In response to Honda’s importation of the Super Cub, Beach Boys songs and ad campaigns were created as a tribute. The Honda turns out to be the best way to meet people.
Since Honda introduced the Super Cub C125 a couple years ago, there has been a gap in Super Cub’s presence, but now the world has a reason to love Honda once more.
The front fairings are fully enclosed, the bodywork is enclosed, and the handlebars are nifty. However, the new model is powered by an electronically fuel injected 125cc engine, where the original had a 50cc carbureted engine. A four-speed automatic transmission is mated to the engine, which is operated with a toe-heel lever. ABS is even installed on the front brakes. In addition to LED lighting and keyless Smart Key ignition, tubeless tires are another feature of modern technology.
It scoots along like it means business around town. It takes a little practice to get used to the shifter setup, as it’s unlike anything else out there. You might feel like a giant if you’re tall, like six feet or more. Furthermore, its engine is too small to traverse the freeway legally, which requires 150ccs or more. Nevertheless, most surface streets are fairly easy to navigate.
Prices include destination and are $3,949 on the sticker. You, your spouse, or your teenager may find it to be the ideal mode of transportation. Whenever you ride it, many passersby will smile with nostalgia.
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Conclusion
My top ten best retro motorcycles for the year 2024 are here, I hope you enjoyed them.
