Do you suppose there’s ever been anyone who was inspired to start riding because of a BMW K 1600 GT?
It’s an excellent motorcycle, capable of being both ludicrously fast and all-day comfortable. One day, a crypto-billionaire will give me £2 million for no particular reason, and one of the first things I’ll do will be to run out and buy an all-bells-and-whistles K 1600 GT. But that won’t change the fact that when I’m zipping around on my 1.2-meter wide luxury land yacht there will be no one who will look at me and suddenly think: “Hey, this makes me want to be a motorcyclist.”
There are no doubt a handful of people who were/will be inspired to ride by dual-sports or dirt bikes, but I’m willing to bet that the spark for the overwhelming majority of riders comes from one (or both) of two segments: cruisers and the subject of this article, modern classics.
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That’s certainly what brought me back to motorcycling some 15 years ago. My head was full of Triumph Bonnevilles and Moto Guzzi V7s.
The reason that people eventually gravitate to things like the K 1600 GT or adventure tourers or the like is that modern classics – although markedly more reliable than the bikes they’re emulating – have limitations. They tend to have less power, less precise handling, fewer features, and less weather protection than a whizzbang touring machine that costs more than the average person’s annual salary.
That doesn’t mean they’re not fun, though. On a sunny day, in fact, I’d argue there’s nowt better than a modern classic. However, if you’re going to buy a motorcycle that is weather- or condition-specific, you don’t really want to pay a bunch for it.
This is where the used market comes in. Over the years, people richer than you have had their own journey, buying those inspirational modern classics new, treating them with kid gloves, then selling them on so they can have space in their garages for a K 1600 GT or Ducati Multistrada V4 RS, etc.
With a little homework and a patient wallet, you can find the perfect machine for looking cool, feeling good, and reminding yourself why you started riding in the first place. I’ve done some digging, and found multiple good examples of the following bikes being offered for £5,000 or less.
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Triumph Bonneville 865 (2009-2015)
What is it?
Outside of, maybe, the Harley-Davidson Sportster, there is no more iconic name in motorcycling than that of the Bonneville. You can find plenty of bikes that were/are better, or that have had a greater impact, but the Triumph Bonneville is the one putting a golden filter on your daydreams.
The Bonneville name stretches back to 1959, when it was applied to a reworked Tiger T110, the latter having been the starting point for a bike that set a motorcycle speed record in 1956 at… wait for it… Bonneville Salt Flats.
The Bonnevilles of that era, however, were not renowned for their reliability. In the late 1970s, my father-in-law had a 1963 Bonneville that had a bad habit of jettisoning parts.
“Bits would just fall off,” he once told me. “I was doing repairs every week. I loved it, but couldn’t keep up with the cost of replacing parts.”
Instead, the era we’re interested in stretches from roughly 2009 to 2015. Powered by an 865cc air-cooled parallel twin engine, this era of Bonneville had begun in 2001 when the model was returned to the line-up by the modern iteration of Triumph – often referred to as Hinckley Triumph.
In 2008, smaller-capacity Bonnevilles were phased out and electronic fuel injection was introduced for the ‘09 model year. After that, very little changed until 2015, when the platform was again completely overhauled. You’ll find loads of different variations of Bonneville – e.g., Bonneville Newchurch – but, essentially, all the bikes from this era are the same.
Featuring a historically faithful 360-degree firing order, the 865s claimed peak outputs of 67 bhp at 7250 rpm and 52 lb-ft of torque at 6000 rpm.
Why you want it:
If there’s not at least some small part of you that wants a Bonneville you are probably suffering from a mental health disorder that makes you incapable of human emotion. After all, this is the motorcycle that almost single-handedly proved the viability of modern classic motorcycles.
There was a huge rise in the segment about 12 years ago, but for a very long time Triumph was one of only a few manufacturers offering the mix of fully modern riding with timeless spirit. And, arguably, it was the only one really doing so successfully. It’s not wild to suggest that the modern classic segment exists because of the Bonneville 865.
Outside of that, the bikes are a hoot to ride, mechanically sound, and supported by a still huge aftermarket. Sites like Motone or Norman Hyde will overwhelm you with options for customization.
Even untouched, however, the bikes are stylish and well built.
Why you don’t want it:
The Bonneville 865 is a bit lumpish, weighing around 225 kg wet. Its chassis isn’t intended for aggressive riding, with the standard suspension being notoriously bouncy, and the brakes – which are not equipped with ABS – can be a little off-on.
Additionally, Bonnevilles have an annoying habit of holding their value really well. So, the example that you can get for less than £5,000 might not be as pristine or low-mileage as could be possible with some of the other bikes on this list.
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Kawasaki W800 (2011 to 2016)
What is it?
It is often joked that the Kawasaki W800 is a better British motorcycle than anything Triumph makes. It is also surprisingly authentic.
Powered by a 773cc air-cooled parallel twin engine promising 47 bhp at 6500 rpm and 44 lb-ft of torque at just 2500 rpm, the W800 is heavily influenced – in design and engineering – by Kawasaki’s W series (W1, W2, and W3) of the 1960s and ‘70s. Those bikes, in turn, were heavily influenced by (read: “copies of”) the BSA A7 (1946-1962).
Excellently and authentically styled, but with the benefit of Japanese reliability and build quality, the W800 is a modern classic option that people have a weird habit of overlooking.
Why you want it:
Arguably, the W800 is the closest you can come to proper old-school motorcycling without having to suffer the eccentricities and drawbacks of proper old-school motorcycling.
It starts every time, it has the power and chassis necessary for modern roads, and it looks fantastic. There is barely any plastic on it, the chrome is deep and rich, and the bevel-drive engine is a mechanical work of art.
Plus, the fact that it isn’t hipster candy like the Bonneville means you can potentially find better-condition models for less.
Why you don’t want it:
For some riders, the W800 will be a little too authentic. Especially in the braking category. Not only does the bike lack ABS, stopping power at the rear wheel is provided by a drum brake. There’s an old Jay Leno joke about drum brakes along the lines of: “You’ve heard of anti-lock brakes; these are anti-stop.”
On top of that, you will not enjoy replacing the pads on a drum brake. The process will befuddle and enrage you. Anyone who says differently is either lying or masochistic.
Handling is also pretty old-school. Pushing this bike makes no sense and will not be rewarded.
Perhaps because of all this – but more likely because of the not-British name on the tank – the W800 never sold particularly well. It was phased out in 2016, emissions regulations providing a good excuse to shelve the model (It was resurrected in 2019 but dropped out of sight in Europe soon thereafter).
The drawback to all this is that the supply of aftermarket parts isn’t huge. Since the W800 is still nominally in production, finding parts probably won’t be impossible but you may need to wait a while for them to be shipped from further afield. Your local Kawasaki dealer is not going to have a W800 regulator/rectifier just lying around.
Royal Enfield Interceptor 650 (2018-present)
What is it?
In terms of continuous production, Royal Enfield is the oldest motorcycle manufacturer in the world, producing bikes for 125 years. But they haven’t always been good years; from the 1950s on, the brand spent almost half a century doing very little. For its part, Royal Enfield points to the Classic 500 (2008-2019) as the bike that signalled its change of fortunes. I would argue that the Interceptor – and its engine – have had far greater impact.
Powered by a 648cc air-/oil-cooled parallel twin promising 47 bhp and 38 lb-ft of torque, the Interceptor 650 and its old-school-racer styled sibling, the Continental GT 650, were the first of a platform that has since expanded to include seven models, and which has helped completely reshape Western opinions of what Royal Enfield is and can be.
Why you want it:
In terms of build quality, a Royal Enfield that you might buy today meets or exceeds what you would expect from Harley-Davidson or Indian Motorcycle. The Interceptor 650 is really where that all began. These are beautiful motorcycles, which have seriously challenged Triumph’s dominance in the segment. Within that, the aftermarket is huge and the options for customization pretty much infinite.
Also, in part because it spent so long not changing, the Royal Enfield name comes with tremendous authenticity, history, and heritage. Back in 2025, I got a chance to attend Motoverse, spending a week in the midst of tens of thousands of Royal Enfield fans. It is a vast and passionate community. By throwing a leg over an Interceptor 650 you instantly become a part of that community.
Outside of aesthetics and intangibles, the Interceptor 650 is a genuinely good motorcycle. Like all of the bikes on this list, it is happiest when you stick to posted speed limits but it handles in a way that belies its 215kg wet weight.
The engine is pretty much bulletproof. It’s so understressed that it makes some internet commenters angry. After all, this is foundationally the same engine that Royal Enfield is able to get upward of 100 bhp out of in AFT flat track racing.
Lastly, the Interceptor 650 was designed in the UK but built in India. So, one of its strengths is its price point. Brand new, it costs less than £7,000, which means that finding very recent, low-mileage models under £5,000 is not too difficult.
Why you don’t want it:
The build quality of a Royal Enfield bought today might meet that of Harley-Davidson, but that’s not necessarily true of component quality. You should expect to replace certain low-cost bits and bobs. And even Royal Enfield’s people will tell you that it is important to be liberal in your use of ACF50 or XCP anti-corrosion sprays.
Also, we’re not talking about a brand new Royal Enfield. The Interceptor 650 is when quality really started to leap forward but if you’re buying a 2018 bike it’s several years removed from the excellent quality control of today.
In other words, look very closely at any Interceptor 650 you’re thinking of buying, then plan to look after it meticulously.
The engine is and always has been solid, but, based on things I’ve read, I suspect there were quality control issues in terms of transmissions on earlier models. Electric gremlins, too, have been known to present themselves.
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Ducati Scrambler 800 (2015-2019)
What is it?
The Scrambler was not Ducati’s first attempt at retro styling, but it was (and remains) easily its most successful.
I can remember the feeling of excitement at EICMA 2014 when Ducati’s Scrambler sub-brand was launched in standard Ducati fashion: confusingly and with inadequate explanation, but with such spirit and enthusiasm that you just sort of went along with it.
I got invited to some sort of weird ‘Why are we all here?’ party packed with people who were dressed so much cooler than me that I felt myself crumbling from the inside. The canapes were delicious, though.
Harkening back to bikes of the 1970s, rather than imitating styles of the 1940s-1960s, as everyone else was doing at the time, made the Scrambler 800 stand out. As did the promise of its being a Ducati. As I identified in my review of the 2025 XDiavel V4, Ducati is incapable of making a leisurely motorcycle. In the Scrambler 800 it offered retro styling with the handling of a Ducati and all the punch that its 803cc air-cooled Desmodue V-twin (or L-twin in Ducati-speak) could muster: 73 bhp and 49 lb-ft of torque.
Why you want it:
The Scrambler 800 is far more willing to entertain your hooligan spirit than any of the other bikes on this list. You get snarling V-twin character, and a wet weight of 186 kg contributes to its handling more like a middleweight naked sport bike than a modern classic.
Don’t forget the Italian flair and spirit, as well as the benefit of ABS – not something that’s available on all of the bikes on this list.
Why you don’t want it:
The Scrambler 800 is probably one of the least off-road capable “Looks like it should go off-road” motorcycles ever made by a major manufacturer.
It is equally impractical, with a rear tire that will collect every little ounce of muck it can find and fling it upon bike and rider, a riding position that is unsustainable after 50 minutes, and a low-speed throttle response that is so snatchy you could be forgiven for thinking it was Chinese.
Also: desmodromic valves. I have had plenty of people tell me that desmodromic valves are, in fact, not all that difficult to work on but I can’t help but notice that those people are usually trying to sell a Ducati.
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Moto Guzzi V7 Stone (Mk. II or III: 2014-2020)
What is it?
The V7 name stretches back to 1964, when Moto Guzzi took a 703cc air-cooled 90-degree V-twin engine that had originally been designed for use in the Fiat 500 and used it instead to build a motorcycle for the Italian police force.
Placed in transverse configuration, meaning its cylinders stick out into the wind (and, in some cases, bump into your legs), the powerplant became the very definition of Moto Guzzi. A transverse V-twin is what makes a Moto Guzzi a Moto Guzzi.
Mass production of the V7 began in 1966 and soon spawned countless variations on the theme. These days, of course, the engine is different – with different capacity and different internals – but it’s still a transverse, air-cooled 90-degree V-twin. And there are still so many variations that it can feel a little confusing.
The variation we’re focusing on here is the V7 Stone, specifically the Mark II (2014-2016) and Mark III (2017-2020) models that were produced from 2014 to 2020. Powered by a 744cc V-twin, it claims peak outputs of 47 bhp for the Mk II and 52 bhp for the Mark III. In both cases, torque is roughly 44 lb-ft.
Outside of that, the difference between the two generations is emissions related. The Stone is the most “basic” of the V7 iterations, meaning it’s the most affordable. I put “basic” in quotes there because Moto Guzzis are definitely not basic, honey.
Why you want it:
Years ago, I was riding across Europe and found myself sitting at a cafe on the France/Germany border when a dude on an old Moto Guzzi V7 California rolled up. He walked up with confidence, as if he owned not only the cafe but the entire region, and plopped himself down at a table next to mine.
He ordered a bottle of wine, then turned to me and said loudly: “Do I know you?”
“Uhm, no,” I said.
“Well, come sit over here and get to know me!” he shouted, while signalling to the waiter to bring two glasses for the wine.
This is my impression of Moto Guzzi owners. They may not all be exactly like that guy, but they feel that way in their hearts. Each of the bikes on this list (even the Kawasaki) have cult-like followings in one way or another, but no one is drinking the Kool-Aid with more joie de vivre than a Moto Guzzi owner.
This is because Moto Guzzis truly are unique. Owning a V7 Stone brings you into a whole new world. A world of immense character and visceral, authentic motorcycling. Plus the V7 has shaft drive, meaning you don’t have to fuss with chains – something that will appeal to you immensely if you are a Bonneville owner (you have to remove the exhaust of a Bonneville to adjust the chain).
Not to mention the fact that it looks good. And authentic. There’s nothing derivative here; Moto Guzzi is true to itself.
Why you don’t want it:
“Character” can often be another word for “flaws.” The Moto Guzzi V7 has a lot of character that some people might not love. A notoriously temperamental transmission, for example. And as with any Italian motorcycle made by any Italian brand, electric gremlins are not uncommon.
More practically, despite sharing horsepower figures with the Royal Enfield Interceptor, the V7 Stone more obviously runs out of puff if you’re attempting extra-legal speeds. I suppose that could be a plus, though: you’re unlikely to accidentally earn a license ban on this bike.
Moto Guzzi people tell me that maintenance is relatively easy (They would say that, wouldn’t they?), which is good because, in the UK, there aren’t a huge number of Moto Guzzi dealerships beyond the London sphere of influence.
Additionally, between you and me, the wheels of the V7 Stone look a little bit like an afterthought.
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Honorable mention: Yamaha XSR700 (2015-present)
What is it?
The very, very excellent MT-07 – 689cc liquid-cooled parallel twin engine promising 74 bhp and 50 lb-ft of torque – wrapped in sorta-retro clothes.
Why you want it:
When I test rode the original MT-07 way back in 2014, I said that I wished I could go back in time and give the bike to my 25-year-old self, to fill him with purpose. For my older self, it was a bike that made my heart and mind go back to that more energetic and hopeful time in my life.
The XSR700 is that same bike, wrapped in sorta-retro clothes. Ahead of even the Ducati Scrambler 800, it is a modern, nimble, reliable machine that will make you happy.
Why you don’t want it:
It’s not really a modern classic, is it? It’s mostly just an MT-07 for old-and-busted types like me, who don’t like the bug-like styling of the standard MT-07.
Whatever you choose, you probably won’t regret it
Obviously, buying a modern classic is about managing expectations. Or, at least, accepting trade-offs.
A good modern classic motorcycle will give you character and joy. On a sunny day, zipping happily (and legally) down a back road, bikes like these will remind you that riding is not about specs or electronics. It is about connection – the wild happiness that comes from sitting on a box of explosions.
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