What defines a classic motorcycle? Is it just something that’s over a certain age? Sometimes – but it’s more than that too. It has to be a bike that’s also now out of production, so you can’t still buy one new. So, although Ducati’s awesome Panigale V4 is, without doubt, a ‘future classic’ by dint of its performance, sporting success, exclusivity and beauty, as it’s still in production it’s by definition not a bona fide ‘classic’ – just yet.
A classic also has to have a certain age about it. So, while there may be many machines that have recently ceased production, very few of them have prestige and exclusivity to garner true classic stature.
Then there are performance or technical aspects. Pioneering engineering helps, even when not wholly successful (we’re looking at you Bimota Tesi!). Kawasaki’s outrageous, supercharged Ninja H2 and H2 R are both also cast iron certainties as future classics simply because of their 200bhp performance and the audacious use of a supercharger – but, again, still being available new means they’re not there yet.
Exclusivity and premium luxury are other factors that have classic bearing. ANY Bimota from the ‘70s or ‘80s is regarded as a classic today simply because they are so rare and exotic.
And, by our way of thinking, one final aspect which adds classic status is beauty. It may be subjective but it’s no coincidence that the machine often regarded as the most beautiful of all – Ducati’s 1994 916 – which also backs that up with sporting success and exclusivity, is the most classic of all post-‘90s bikes...
So, what are the other contenders who, as we enter 2026, can now be considered as future, appreciating classics? We decided to look back at the machines from 10, 20, 25, 30 and 40 years ago to come up with the most likely candidates…
10 years old – 2016 Triumph 1200 Thruxton R
£6500-8000 • 1200cc • 96bhp • 203kg (kerb)
A decade isn’t very long to establish your classic credentials but there are a few worthy of consideration. Honda’s brand-new CRF1000 Africa Twin debuted that year but is way too current and commonplace to yet earn the classic status of is ‘80s and ‘90s V-twin forebears. Ducati’s revived Scramblers may in future have a shout as, likely, will Yamaha’s MT-10 – but we’ll have to come to them, as they still feel too new and too similar to the evolutions you can buy today.
But one bike from 2016 stands out for us. Triumph completely reinvented its Bonneville retro family 10 years ago, with its flagship model being the Thruxton 1200 café racer. With its high torque 96bhp engine it was the fastest of the family; with its café racer gait it was the best handling and (arguably) best looking and, available in two variants, a base and an R with Ohlins suspension, Brembo radial brakes, polished top yoke and seat cowl, it was genuinely exotic and beautiful.
What’s more, as it was deleted in 2024, the Thruxton is now becoming both quite rare yet remains relatively cheap, with Rs available from as little as £6500 and the base model (with conventional forks, Nissin non-radial brakes etc) even more of a bargain.
20 years old – 2006 Ducati Sport (Classic) 1000
£11,500-17,000 • 992cc • 92bhp • 179kg
As bikes get older, fewer remain available and the likelihood of them being considered as potential classics grows higher – if they’re good enough. Ducati’s MotoGP replica, the Desmosedici RR, for example, was launched that year, went out of production in 2009 and is about as ‘classic’ as modern sports bikes get.
But then… it was also arguably a classic from the moment production ended and its prices have always been steep and unaffordable for the everyday rider, so we’re discounting it here. Kawasaki’s now deleted hyperbike, the ZZ-R1400 also makes a case, as does Triumph’s then groundbreaking Daytona 675, although I doubt either are regarded as true classics just yet. So, instead we’ve gone for a bike with has ‘Classic’ in its name and has long been regarded as a bike before its time, even though it was a relative failure when launched.
Ducati’s Sport Classic family, as launched as the Imola-inspired Paul Smart LE and Sport 750 inspired Sport 1000 in 2006 have pretty much everything required of a classic. These two ‘retros’ were fun, beautifully made but, unfortunately, flawed, with the LE ridiculously expensive and the ace-barred Sport uncomfortable – and with neither able to carry pillions.
A pillion-friendly GT1000 followed in 2007, which was more practical, plus a cheaper, faired Sport soon after, but by then it was all too late and the whole family, widely considered as retros before their time, was dropped in 2011. Today, however, all are genuine classics with LEs regularly fetching £17k+ and Sport often £10k or more. The best value, though, is the GT which can still be nabbed for around £7k – even if it doesn’t look quite as good.
25 years old – 2001 Suzuki GSX1400
£3000-9500 • 1402cc • 105bhp • 229kg
Rarely do late comers to a motorcycle category become classics, but they’re often the best of the breed and, in some cases, if they’re good enough and perhaps beautiful and rare they can become viewed as classics in their own right – as is the case here.
The fashion for big, ‘70s inspired, Japanese four-cylinder muscle bike retros reached it peak in the late 1990s. Kawasaki had led the way with its 750 then 1100 Zephyrs, Yamaha had its XJR1200 then 1300 while Honda flipped between its bland CB Seven Fifty and bonkers CB1000 ‘Big One’.
Suzuki, however, only finally got in on the act in 2001 with its GSX1400 and, as its name suggests, it was the biggest, most bonkers but also arguably most beautiful and best built of all. Sadly, it was a little slow to catch on and its monster engine also meant it only lived until 2004 when it was virtually killed off by Euro2.
That also meant it was quite rare and soon after began to be considered a modern classic. Its grunt, class, and smoothness have guaranteed fans ever since. GSX1400s are also bulletproof, durable and remain decently affordable.
30 years old – 1996 Yamaha TRX850
£1750-4000 • 849cc • 79bhp • 190kg
Thirty years ago means 1996 and we were tempted, briefly, to put maybe Suzuki’s then all-new GSX-R750, the SRAD, or even Honda’s Super Blackbird in here. But, by our reckoning one rarer, brilliant but still underestimated 1996 bike beats both as a bike to ride today – Yamaha’s TRX850.
The TRX was the first of the so-called ‘Ducati clone’ Japanese road sportsters to hit the UK as inspired by the likes of the 900SS. Honda’s VTR1000 Firestorm was probably the most useful but bland, while the Suzuki was fearsome but flawed.
The TRX, by virtue of being a parallel and not V-twin, was the most ignored, and only in the range until the year 2000, but its stature has grown over time. Its 270-degree engine (derived from the TDM850) authentically mimics the V-twin vibe; its tubular steel trellis frame and subtle but pretty styling brought the Ducati to mind most, and it handled brilliantly.
Owners remain devoted but good examples (if you find one) can be had for a song. That combination of beauty, handling and exclusivity give the TRX a classic cache only the Suzuki gets close to.
40 years old – 1986 Honda VFR750F
£1500-4000 • 748cc • 105bhp • 218kg (kerb)
With 2025 marking the 40th anniversary of the first Suzuki GSX-R750 and with its biggest 1100 brother arriving the following year, we were tempted to put the 1986 GSX-R1100 in here. But 1986 also saw the debut of a Honda so good it simply can’t be ignored.
The first gear-driven cam VFR750F arrived in 1986, kick started a VFR dynasty that lasted over 30 years, led to model updates which were often described as ‘the best motorcycle in the world’ and. Despite ‘only’ being a sports-tourer even had its fair share of racing success, most notably by Fred Merkel then Wayne Rainey in the 1986-7 AMA superbike championship and even our own Ron Haslam in the 1986 Transatlantic.
With hindsight, that first VFR750 wasn’t the best (our vote goes to the 1994 MkIII version) but in 1986 it seemed a generation beyond all rivals. After the embarrassing reliability issues of the first gen V4 VFs, Honda spared no expense with the VFR. It was over-engineered, exquisitely built, phenomenally versatile, durable and a simply brilliant all-rounder.
Forty years on and few survive, as they were everyday bikes and most ended up being scrapped with honour after racking up huge mileages. Neither does it have the sporting success, beauty or exclusive cachet of, say, a Ducati. But, for a Honda, race RC30 version aside, the 750F’s about as close as it gets and a bike which was hugely popular and which genuinely changed the game when it was introduced.
