Future Classics: Motorcycles to Buy and Hold in 2023

What makes a brand new motorcycle a worthy investment? If you’re buying off the showroom floor, you’re definitely playing the long game, as most will depreciate significantly the second you sign the dotted line. Beyond that, the future is uncertain, and few know what the manufacturers will build in coming years or what trends will age better than others.

If you’re investing in 2023, one approach is to analyze what bikes are rare and significant now, and predict whether they’ll beat the appreciation of your average machine. Without a crystal ball to account for these things, we’ll rank the following motorcycles according to the advice of another wise sphere—the Magic 8 Ball—fitting right?

BMW R NineT 100 Years Anniversary edition bikes come out all the time, but when a storied marque like BMW celebrates a centennial, I wouldn’t sleep on it. In honor of the occasion, BMW Motorrad added two limited-edition 100 Years models to the Heritage lineup, the R 18 and R NineT. Limited to 1,923 units, and a brilliant representation of riding in 2023, I’d take the R NineT.

Boasting spoked wheels and a timeless 1,170 cc air/oil-cooled boxer engine, the standard BMW R NineT will likely age better than most cruisers or naked bikes. But long before your average R Nine starts to appreciate, the 100 Years model will probably have doubled, given its unique specification and place in BMW history.

The added flavor of the 100 Years model is mostly cosmetic, consisting of 100 Years badging, special finishes and a number of BMW’s Option 719 milled parts. While you could spec-out a regular R NineT with most of these parts, the badging and paint-over-chrome finish are special, the latter of which takes inspiration from the 1969 R 75/5.

Sure, you’ll pay an extra $4,050 for the R NineT 100 Years edition, and that might not be worth it for everyone. But when it comes to an investment-grade motorcycle, the $19,995 MSRP is pretty cheap for a bike that’s sure to be desirable in the coming decades. Jostle the Magic 8 Ball, and this one comes back ‘signs point to yes.’ [BMW Motorrad]

Ducati Panigale V4 R Why would someone pay $20 million for a 1995 McLaren F1? For one, because it’s awesome, but also because it’s a halo car from a golden era before electronics and boost completely ruled the roost. There are plenty of super bikes out there that fit this logic, but I’m thinking the F1’s current two-wheeled counterpart is the Ducati Panigale V4 R.

In Ducati’s words, the Panigale V4 R is “the closest production model to a competition bike ever,” and they’ve got a compelling case. At the crank, the 998 cc Desmosedici Stradale R engine produces 240.5 hp and turns 16,500 rpm in sixth gear—when equipped with the track exhaust setup and special Ducati/Shell Course oil naturally.

The V4 R’s spec sheet is a gearhead’s treasure chest, including lightweight magnesium wheels, brushed aluminum fuel tank, gun-drilled titanium connecting rods, titanium intake valves and aluminum pistons with a DLC (diamond like carbon) treatment applied to the skirts. Then you’ve got a single-sided swingarm, Brembos, adjustable Öhlins shocks and multiple performance and track modes—the list goes on and on.

Production numbers haven’t been published, but we’re told the bike will be a numbered series with each bike bearing its sequence number on the billet triple tree. A technical masterpiece clothed in a brilliant MotoGP livery, the Ducati Panigale V4 R is, and will always be expensive. MSRP comes in at $44,995, which is up there, but a far cry from the $100k Club. Will a mint-condition V4 R return handsomely on its investment someday? The 8 Ball replies ‘outlook good.’ [Ducati]

Harley-Davidson Electra Glide Highway King 1968 called, and they want their FLH back. How about the opposite? With the charming aesthetic of Harley’s classic deluxe touring models, the 2023 Electra Glide Highway King is a time machine with modern Milwaukee-Eight performance.

Starting in 2021, Harley has been unveiling limited-edition throwback models as part of their Icons Collection, and the 2023 Highway King is a total knockout. The model builds on the current single-spar touring chassis and Milwaukee-Eight 114 engine, with two ’60s-era color schemes of Hi-Fi Orange and Hi-Fi Magenta.

Beyond just flashy paint, you get all the chrome, white walls, period fender designs and badges that made these bikes iconic. The saddle takes its shape from HD’s patrol bikes, and is accented by a unique chrome ring. The saddle bags are white, just like they used to be, and the detachable windshield comes with color-matched tint on the lower half.

This one certainly ticks the box for classic, but what about the future? Well, the Highway King is a 2023-only model, and just 1,750 will be built—1,000 in Hi-Fi Orange and 750 in Hi-Fi Magenta, and then it’s gone. The HD fanbase is far and wide, especially for nostalgia items. For this one, the 8 Ball reads ‘it is decidedly so,’ especially in magenta. [More]

Norton V4SV Norton, there’s an interesting choice given recent history involving pension fund schemes, financial issues and the problematic V4SS. Recently acquired by TVS Motor, the new Norton is set to right the wrongs of recent years, and restore the brand’s status as a premium British marque. For this, the new V4SV makes a compelling argument.

The flagship of the new Norton, the V4SV looks a lot like the old V4SS, and shares much of its dimensions and specifications as well. But after thoroughly analyzing the bike and compiling a list of over 30 design faults, it was clear new Norton would have to go back to square one.

Among the lengthy list, the team addressed the issue of faulty welding in the chassis and swingarm. Both items were reworked, and the new chassis is TIG-welded aluminum and fully hand polished, contributing massively to the bike’s character. Its 1,200 cc V4 engine was also completely re-engineered, and while it’s down to 185 bhp (compared to the V4SS at 200 bhp), the 72-degree V4 provides manageable, torquey performance for the street.

Equipped with big radial Brembos, adjustable Öhlins and a full assortment of carbon fiber, billet aluminum and a little kevlar for good measure, Norton’s V4SV is certainly a work of functional art. While the V4SV will always be compared to the Ducati Panigale V4 (where it won’t win on paper), the Norton brings something different to the table, chalk it up to soul.

With an MSRP of $53,037, investing in the V4SV is a bit of a gamble, but one that could pay dividends if it becomes the bike to turn things around for Norton. For this one, the Magic 8 Ball replies “cannot predict now.” [Norton]

MV Agusta Rush 1000 Talk about a hyper naked! The stout and stocky aesthetic of the MV Agusta Rush is probably a love it or hate it sort of thing, but considering you’ve got 208 hp on tap and a top end of over 187 mph, the MV is much more than just a funky look.

MV Agusta debuted the Rush back in 2021 as a hot, 300-unit limited edition based on the 1,000 cc Brutale 1000 RR. Boasting 13.4:1 compression, DLC-coated cam followers, four 50 mm Mikuni throttle bodies and radial valve distribution, the Rush’s inline four is rated at 208 hp at 13,000 RPM and 86 lb-ft at 11,000 RPM. Unsatisfied? Check the box for the race kit and output is up to 212 hp at 13,500 RPM.

The rest of the machine is riddled with top-of-the-line components to handle the grunt, including radial Brembos, Continental ABS, Pirelli Diablo Supercorsa rubber and an electronically-controlled Öhlins NIX EC fork, TTX EC rear shock and steering dampener. Its six-axis IMU is also a premium unit, which controls the bike’s cornering ABS, traction control, cruise control, launch control and wheelie control.

MV hasn’t shared many details about the 2023 Rush, other than that it comes in new Mamba Red/Intense Black colors, and there’s no word on if its production numbers will be limited like the 2021 version. Either way, the MV Agusta Rush is a pretty spectacular street machine with outlandish show and go, but will it appreciate enough to eventually offset its $45,598 MSRP? The 8 Ball is hesitant on this one, and returns ‘reply hazy, try again.’ [MV Agusta]

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Speed Read: Rodsmith’s wild Moto Guzzi sidecar rig and more

The motorcycle racing influence is clear in this week’s Speed Read. We start off with a Moto Guzzi sidecar hack built to set a land speed record, then profile the new Norton V4CR limited edition café racer. A vintage Triumph Trackmaster flat tracker follows, before we conclude with an endurance racing-inspired Yamaha XSR900.

Moto Guzzi sidecar rig by Craig Rodsmith A classic Moto Guzzi of dubious origins with handmade, flowing bodywork, built for ludicrous intent; you betcha, it’s another Craig Rodsmith build. What started as a functional motorcycle sculpture for Craig’s best mate, the late Bobby Haas, founder of the Haas Moto Museum, quickly evolved into a more ‘focused’ build.

As well as being a successful businessman, an ace photographer for National Geographic and becoming the ‘Patron Saint of Custom Bike Builders,’ Bobby Haas was an avid sidecar rider. Originally approaching Mr. Rodsmith to make a sidecar that he and his partner Stacey could ride around Dallas, Bobby soon had another idea rattling around in his head. He wanted to attempt a land speed record at the Bonneville salt flats—and he wanted to do it with a sidecar rig.

Motorcycles are inherently risky, so you’d think that bolting another wheel onto them would make them safer, right? Not so much. Just like a date with your crush, a third wheel is not something you want or need.

Regardless of this, people have been riding and racing sidecars for a long time, and Bobby really wanted to go down this path. It’s lucky he’s such good mates with Craig, because we can’t think of a better guy to build such a contraption.

Starting with an early loop-frame Moto Guzzi, Craig modified the frame extensively until it was slimmed down and reinforced into the vision you see here. The front end was raked out and the trail was increased for added stability. The sidecar itself is very minimal (you can’t actually do a legal speed run with a passenger), but it has its own suspension to aid with stability.

The engine and drivetrain were seen to by Craig’s friend Joe Walano, who is also known as ‘The Guzzi Doctor.’ Starting with an early 70s roundhead engine, it was punched out from 850 cc to 977 cc. New cylinders, a lightened flywheel, a set of Carrillo rods and forged high-compression Venolia pistons were thrown in, before the whole rotating assembly was balanced.

The heads were ported and Kibblewhite valves and springs were installed, along with a new Raceco cam. 40 mm Dell’Orto carbs supply the fuel.

The bodywork was done in Craig’s brilliant Rodsmith style. The flawless dustbin fairing, tank cover, rear cowl and sidecar streamlining were all made by his hand in aluminum. There’s no paint, so Craig’s work is on full display.

Sadly, due to COVID-19 restrictions, Bobby was not able to attempt his record speed run on time. And with his untimely passing in 2021, it looked like the Moto Guzzi would never taste salt. But Craig has pushed on, and the bike (nicknamed ‘Mr Fahrenheit,’ after a lyric from Queen’s hit track, Don’t Stop Me Now) is still going to be run at Bonneville.

A documentary about the attempt is being produced, and we can’t wait to see it. [Via]

Norton V4CR Building on the latest round of investment by giant Indian vehicle manufacturer TVS, Norton has pulled the covers off their latest bike—the Norton V4CR café racer. Norton, who must still be recovering from a disastrous few years, look like they are finally on the up and up. Thanks to TVS they have improved the 961 Commando, released the V4SV, and are now moving forwards with the V4CR.

It’s essentially a Norton V4SV, but in a state of undress. And, if we’re being honest, we like it a bit more now. Gone is the V4SV’s sculpted fairing, replaced by a beautifully crafted naked front end.

The 43mm Öhlins NIX30 fully-adjustable front forks remain, but they are now in full view of the general public. A new LED headlight sits up front, and the CNC top and bottom fork yolks are works of art. The headlight bezel incorporates a tiny windshield, which looks more like a sculpture than motorcycle part (in a good way).

The loud and proud 1,200 cc, 185 bhp Norton V4 engine is tucked away behind various shrouds and radiators. Without the fairing, even more of the handmade aluminum frame and titanium exhaust is visible. English craftsmanship is on full display here, and we’re digging it.

Another favorite detail is the exposed air intakes at the front of the tank shroud. Like the V4SV, the tank is actually under the seat, made from a carbon-kevlar composite. The bodywork is still all carbon fiber, helping to bring the curb weight down to just 204 kg [450 lbs].

The new V4CR is available in two color ways—Manx Platinum and Carbon. The Manx option has silver bodywork with forged aluminum matte black OZ Piega wheels, and a gorgeous orange seat cover. The Carbon (which is the color we’d choose) sports exposed carbon bodywork, a black seat and carbon fiber BST Rapidtek wheels.

The injection of cash from TVS means that Norton is staying put in their Solihull factory, where they continue to build every new Norton by hand. Limited to 200 units, the new V4CR looks damn good and will set you back a mere £41,999 [about $52,291].

But what we’re really curious about, is how it rides. There’s only one way to find out. (Norton, are you listening?) [Via]

Triumph T120 Trackmaster by Storagebuilt From a literal box of bits to a One Moto Show masterpiece—this is the story of Storagebuilt’s Caleb Grissom, and his 1969 Triumph T120 Trackmaster.

Growing up with a dad who raced pro flat track in the 70s, Caleb must have had a pretty awesome time as a kid. All the right things imprinted on young Caleb, because he grew up riding—and continues to do so today. Born in Indiana, he moved to Portland where the local bike scene only nurtured his love of motorcycles.

Ten years ago, Caleb’s dad traded some stuff for an early 70s Trackmaster frame and other associated parts from Gary Beach (the father of current flat track racer, JD Beach). Gary kept these parts with him all the way up until last year, when Caleb was able to drive up to Seattle and collect them. With the rolling chassis taking up valuable space in his imagination, Caleb quickly got to work turning the basket case into this incredible flat tracker.

Living around the corner from See See Motor Coffee, Caleb had the brilliant idea of building the bike in time for the 2023 One Moto Show. He had the parts, and now he had the deadline, but what he didn’t have was the space. So he set about building the bike on his covered patio.

The engine that Caleb paired up with this Trackmaster frame also came from Gary… sort of. It belonged to Caleb’s dad, who had handed it over to Gary for a rebuild around the same time as the frame deal. Gary kitted it out to 750 cc with high-performance internals, with a pair of Amal carbs squirting the fuel.

The engine breathes in through a huge pod filter, and out via a short TT twin exhaust that terminates under the bike. The vintage forks are from Betor, the brakes are Brembo and the rims are from Akront. Wrapped in Dunlop flat track rubber, they look incredibly purposeful.

Caleb wanted the bike to look like it had rolled straight off the track in the 70s, so that dictated the overall style of the bike. The front and rear number plates were from his dad’s old race bike, so they actually have some race providence which is a very neat touch. Caleb also designed the tank graphics, which suit the vibe perfectly.

Above all else, it looks like an absolute hoot to ride. The only change we’d make is a liberal splashing of mud. We can’t wait to see what Caleb comes up with next! [Via]

Yamaha XSR900 by CROIG Our friends over at CROIG are not only custom motorcycle aficionados of the highest order, but they like to get their hands dirty too. This carbon-clad Yamaha XSR900 is their latest build—or, more specifically, it’s the first iteration of their latest built.

Supported by the Yamaha Yard Built program, the project is titled ‘Yard Built for Good.’ This version of the bike is just a teaser, unveiled recently at the Bike Shed show in London. CROIG will eventually be transferring the kit they’ve developed here to a second bike back in the USA, adding a suitable paint job and trim, and auctioning it off for charity.

Taking inspiration from Yamaha endurance race bikes from the 80s and 90s, the bike is an essay in carbon fiber. The CROIG guys started by laying foam over a factory-fresh Yamaha XSR900. After the fairing, tank and seat mock-ups had been filed and shaped to perfection, everything was 3D scanned, and then 3D printed, to make full-size plugs.

Carbon fiber was then laid over the plugs to form the bodywork that could then be draped over the XSR. Finished with a black leather seat, it sure does look the business. But the genius of the CROIG design is that it can be installed on the XSR900, without altering the base bike.

The Rotobox wheels are also carbon fiber, to sharpen the handling of the already maneuverable XSR. A smoked bubble windshield provides added wind protection, flanked by wing-style mirrors from Rizoma. Look past the the sea of carbon, and you may spot the custom aluminum air ducts that snake their way from the front of the fairing, and into the intakes under the tank.

“This has been a passion project of mine, to build motorcycles with the motorcycle community, with talented people that I have always admired and followed, and create something that people really enjoy,” says CROIG co-founder, David Chang. Proceeds from the sale of the bike will go to support a charity close to his heart. Called Waves for Water, it’s an NGO that aims to bring clean water to those in need. [Yamaha Yard Built]

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Scandi-ly Clad: NUEN’s neo-futuristic electric motorcycle concept

There’s much debate around the aesthetics of electric motorcycles. Should they follow traditional motorcycle design norms, or should they take advantage of their radically different drivetrains to tread new ground? This sharp prototype from NUEN MOTO in Vietnam does both, and we’re here for it.

NUEN MOTO is an electrical motorcycle startup with its roots firmly in the world of design. Co-founder Gia Nguyen first launched NUEN as a design studio, then added an apparel label and a custom motorcycle business. Now, they’re looking to release their first production electric bike.

You’re looking at their first prototype, the NU-E. But it’s not quite the same bike as the one that they’ll eventually be taking to market. The NU-E was built as a proof of concept, and as a test bed to gather rider feedback and make improvements.

“We’re focused on designing and building the sleekest and most innovative electric motorcycles for the Vietnamese and Asian market,” says Gia. “We’re a team of true motorcycle enthusiasts, experienced builders and engineers from Vietnam, Sweden and the USA. We’re really passionate about building a bike that we’d love to ride and be proud of.”

The biggest custom piece on the NU-E, and the focal point of its design, is its modular aluminum chassis. It cuts a svelte silhouette while providing enough structural bulk to negate the need for additional bodywork. Its upper line mimics the shape of a fuel tank, but it’s not pretending to be something its not.

Gia reports that the initial design came together in less than a month—but then the real work began. The team’s sketches formed the basis for a full CAD rendering, which was used to 3D-print a mockup of the chassis. Once it was refined, the final pieces were CNC-machined in aviation-grade aluminum, then assembled.

Complementing the bespoke frame is a smorgasbord of top shelf parts. Custom yokes hold a set of race-spec forks from K-Tech Suspension up front, matched to the 17” wheel from a Triumph Trident 660. A modified Yamaha R1 swingarm does duty at the back, connected to a EMC shock via custom linkages.

NUEN picked Swedish-made ISR braking components for the build. The set includes twin six-piston calipers up front, a four-piston caliper at the back, and ISR master cylinders all-round.

NUEN also fabricated a set of covers to encapsulate the central area of the bike, which is where the battery and controller are housed. The only other real bodywork is a modified BMW S1000R front fender, and a tidy tail bump behind the full-length leather bench seat. Oh, and a stunning set of rear wheel covers, inspired by the turbofan rally rims of the 80s.

The team added new clip-ons, fitted with push button controls and Hookie Co. grips, plus a Quad Lock phone mount, so that you can use your smartphone as a dashboard. Finishing touches include a clear number board, a small rear wheel hugger, custom-made foot controls, and an LED taillight that’s Frenched into the tail.

As for its drivetrain, the NU-E uses a rear hub motor with a rated output of 6 kW (nominal) and 10 kW (peak), good for a maximum speed of 150 km/h [93 miles]. Its battery is good for a minimum range of 100 km [62 miles] of highway riding. But NUEN estimates that it could manage 200 to 300 km [124 to 186 miles] in the city.

Those numbers don’t mean too much though, because NUEN are already working on the next prototype—which is likely to feature a vastly different drivetrain.

Gia picked this particular hub motor because it served the minimalistic design that he wanted. And since this build isn’t street legal, he’s only been testing it on the race track. So the rear wheel weight penalty that might be a hinderance on rougher roads, hasn’t been that noticeable on the groomed track surface.

It also helps that the bike weighs just 160 kilos [353 lbs]. Regardless, NUEN are planning to install a mid-mounted motor on the next NU-E, with a higher power output.

If they can pull that off without ruining the NU-E’s neo-futuristic Scandinavian vibe—and add some lights to it—they might just have a winner on their hands.

NUEN MOTO | Instagram | Photos by NUEN and Rafik Duy at Revons Studios

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The Yamaha Ténéré 700 World Rally and its Dakar-inspired livery

Yamaha has just thrown the wraps off the new Yamaha Ténéré 700 World Rally, an upgraded version of the immensely popular Ténéré 700 adventure bike, that pays homage to their illustrious Dakar Rally history. Since they won the inaugural Paris-Dakar Rally in 1979, the Japanese marque has logged 9 Dakar victories to their name. That makes them the second-winningest manufacturer in the Dakar (next to KTM).

The Ténéré 700 World Rally celebrates this heritage with a special livery, and a slew of upgrades over the base model T7. Drawing its inspiration from Stéphane Peterhansel’s 1993 Dakar race bike, the World Rally’s livery sure is eye-popping.

Peterhansel is synonymous with Yamaha when it comes to motorcycle rally racing. He bagged six of the brand’s nine titles, before switching from bikes to cars.

The color scheme is a true replication of his 93 bike, starting with its bold blue, almost metallic, base coat. Pink and silvery-blue stripes run down the side, tracing the same line as the original, but manipulated to fit the T7’s sharper contours. All that’s missing is a bunch of sponsor logos.

The Ténéré 700 World Rally is pitched as a premium adventure bike, so it’s more than just a repainted base model. It wears a number of top-shelf components, like premium long-travel KYB suspension components with a generous 230/220 mm of travel, front and rear. An adjustable steering damper from Öhlins adds extra stability.

Dual 23 l [6.1 gal] side-mounted fuel tanks offer decent range, while carrying most of their fuel low. Yamaha say that their design was derived from their actual Dakar race bikes. Sitting up top is an enduro-like bench seat, and the cockpit features a 5” TFT display, with smartphone connectivity and three-mode switchable ABS.

The T7’s 690 cc ‘CP2’ motor is an absolute peach; on the World Rally, it benefits from an appropriately fruity soundtrack, courtesy of a titanium Akrapovič muffler.

Most of the rest of the bike matches the base model, but that’s no bad thing. The Ténéré 700’s been turning heads since it hit the scene—not only for its capability, but also for its modern rally raid aesthetic. This upgraded spec, and Peterhansel’s livery, dials the World Rally model’s rally vibe up to 11.

Yamaha say it’ll hit European dealers sometime in the near future, but there’s no news on if or when it’ll be available in the US. In the meantime, Yamaha off-road riders Alessandro Botturi and Pol Tarrés will also sport these colors during the 2023 race season. So at least we’ll get to see it ridden in anger.

Images courtest of Yamaha Europe

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