By Brendan Baker | Editor-in-Chief
This year, as the nation marks the 25th anniversary of 9/11, America’s 9/11 Ride is preparing for one of its biggest events yet. Organizers expect roughly 700 motorcycles to participate in the annual journey that connects three of the most significant locations tied to that tragic day: the Flight 93 National Memorial near Somerset, Pennsylvania; the Pentagon; and the World Trade Center site in New York City.
For Ted Sjurseth, chairman and co-founder of America’s 9/11 Foundation and America’s 9/11 Ride, the event was never part of a grand plan. Instead, the ride was born out of a canceled vacation.
“Lord, no,” Sjurseth laughed when asked if he ever intended to start a foundation and annual ride.
In September 2001, Sjurseth and his wife had planned a motorcycle trip following portions of the historic Trail of Tears route. They were scheduled to leave on Sept. 12. Then the attacks happened.
As a government consultant at the time, Sjurseth was told travel plans were off. Like millions of Americans, he and his family spent Sept. 11 glued to television coverage while trying to process what had happened.
His wife offered a suggestion. “She said, ‘Why don’t you do a motorcycle ride to New York and do a fundraiser for the people there just to boost the economy?’” Sjurseth recalls.
The idea quickly took shape, and letters were sent to several radio stations and Harley-Davidson dealerships. Veterans Day weekend was quickly chosen for the ride, just two months after the attacks.
On Nov. 10, 2001, approximately 350 people on 250 motorcycles departed from the White House in temperatures hovering around 25 degrees as they headed towards Manhattan.
Along the way, the ride grew organically as riders heard about the effort and joined in. When the group arrived in New York, participants placed 1,000 roses at Trinity Church near Ground Zero. The response from New Yorkers was immediate and emotional.
“At the end of it all, we got phone calls and emails saying, ‘You’ve got to do it again,’” Sjurseth says.
The ride soon expanded beyond New York and began incorporating the Flight 93 crash site in Pennsylvania and the Pentagon, creating a route that honors all three locations directly impacted on Sept. 11.
Today’s ride covers approximately 500 miles over two days, moving through seven jurisdictions that require coordination among dozens of law enforcement agencies.
Police escorts can range from 85 officers to more than 200 motor officers. Emergency medical personnel, ambulances, a dedicated fire truck, road captains, parking crews, fueling teams and multiple motorcycle recovery trailers all support the effort.
“We don’t leave anybody behind,” according to Sjurseth.
Over the years, organizers have developed an impressive support network capable of recovering broken-down motorcycles in minutes, transporting riders to dealerships for repairs, and even carrying bikes hundreds of miles so participants can complete the journey.
“We’ve had people buy new motorcycles on the ride,” Sjurseth jokes.
The ride’s success depends heavily on support from motorcycle dealers along the route. Dealerships serve as gathering points, meal stops, service centers, and emergency support locations for those traveling from across the country.
Among the longtime supporters are Battlefield Harley-Davidson in Pennsylvania, Highland Harley-Davidson near Somerset, Liberty Harley-Davidson in New Jersey, and Barb’s Harley-Davidson, which provides meals and support during the New Jersey portion of the route.
Dealers have frequently stepped up when riders experience mechanical problems. Sjurseth credits dealership partners for staying open late, sourcing parts, and helping ensure participants can continue their journey.
“Kudos to the dealers,” he says. “They’ve stayed late to get bikes fixed.”
For powersports retailers, the ride also demonstrates something often overlooked about motorcycling culture: community. Riders may arrive as strangers, but over the course of the journey, they become part of something much larger than themselves.
Unlike many memorial rides held on Sept. 11 itself, America’s 9/11 Ride takes place in August. The decision was made after discussions with New York City officials who worried that large motorcycle groups could interfere with families visiting memorial sites on the anniversary.
“We all agreed to do it in August,” Sjurseth says.
The timing has worked well for both participants and organizers. The ride now receives significant support from New York City, where portions of Midtown Manhattan are closed to accommodate arriving motorcycles. Private security watches the bikes overnight while riders explore the city before the final memorial events.
But the ride’s most powerful moments often happen away from major cities. As riders travel through Pennsylvania, Maryland, Virginia and New Jersey, communities line roads, wave flags and gather at overpasses.
“You want to see America and what America remembers from this, you need to come,” Sjurseth says.
Towns such as Cumberland, Maryland; Leesburg, Virginia; and Hightstown, New Jersey have become annual gathering points where residents come out simply to watch the procession pass. For many, it has become part of their own remembrance tradition.
“This is our Pearl Harbor,” Sjurseth acknowledges.
While remembrance remains the ride’s central mission, the event also produces tangible benefits. Through participant registrations and fundraising efforts, America’s 9/11 Foundation supports first responders and their families. To date, the organization has awarded more than 366 college scholarships totaling nearly $700,000.
“That’s just from a motorcycle ride,” Sjurseth says.
The foundation has also donated 25 police motorcycles to departments that provide escort support during the event. The idea came directly from participating law enforcement officers.
“One of the cops’ idea was to give them a motorcycle. That’ll make them come,” Sjurseth recalls.
The donated motorcycles have become a tradition in their own right, with winning departments receiving specially equipped Harley-Davidson police models.
Over the years, the ride has connected organizers with survivors, first responders and family members affected by the attacks. Some of those stories continue to resonate deeply with participants.
Sjurseth recalls meeting a survivor who worked on the 37th floor of Tower Two and escaped before the building collapsed. Another man he met had been eating breakfast nearby when the attacks occurred.
“He starts running to the river,” Sjurseth says. “If he had done that earlier, he would have been dead.”
The ride’s purpose is not only to honor those who died but to ensure their stories continue to be told. That mission is symbolized by one of the ride’s most recognizable artifacts: Sjurseth’s custom Harley-Davidson.
Painted red, white and blue, the motorcycle features the names of 417 first responders who died while answering the call that day. The bike was accepted into the National September 11 Memorial & Museum in 2018 and remains on display.
“They said it would be there for two years,” Sjurseth notes. “It’s never come off display.”
As the 25th anniversary approaches, organizers are preparing for another emotional year. Yet despite the milestone, Sjurseth has no intention of slowing down.
“This is not the finish line,” he says. “This is our 25th ride, but it will continue.”
For the powersports industry, America’s 9/11 Ride serves as a reminder of motorcycling’s unique ability to bring people together around a shared purpose. Thousands of riders, hundreds of volunteers, countless law enforcement officers and numerous dealerships have contributed to the event’s success over the past quarter century.
What began as a simple effort to help New York recover has become a rolling memorial stretching hundreds of miles and touching communities across the Northeast.
And every August, when hundreds of motorcycles rumble toward New York City, they carry more than riders. They carry memories, gratitude and a promise that the sacrifices of Sept. 11 will not be forgotten.
If pre-owned powersports were its own OEM, it would likely be the industry’s top-selling brand.
By Brendan Baker | Editor-in-Chief
That’s not hyperbole. As dealers continue to navigate a market still adjusting to the post-pandemic hangover of excess inventory, higher interest rates, and changing consumer behavior, many are finding that used units have become one of the healthiest and most profitable segments in the dealership.
According to National Powersport Auctions (NPA) Vice President of Business Development Tony Altieri, 2026 is shaping up to be one of the strongest years for pre-owned inventory since the Covid-era boom.
“Pre-owned provides dealers with a ton of freedom,” Altieri said during a recent PSB Power Hour podcast. “You get to be your own OEM. You decide what inventory you stock, what price points you carry and how diverse your inventory mix is. The challenge is that freedom comes with responsibility. You have to manage it correctly.”
That responsibility, dealers are discovering, is paying off.
While new-unit sales have faced headwinds over the past two years, the pre-owned market has quietly gained momentum.
According to NPA auction data, average wholesale prices in 2026 have risen significantly compared to both 2024 and 2025. Prices surged early in the year, climbing 5%-7% in January and February before seeing another substantial increase in March. Even after adjusting for inflation and rising MSRPs, used values remain stronger than historical norms.
“When we compare wholesale values against MSRP, we’re still seeing better performance than we saw in 2019,” Altieri says. “Even after accounting for inflation, used values are performing exceptionally well across the powersports segment.”
While prices have begun their normal seasonal decline heading into summer, values remain roughly 10% higher than they were at this point last year. A combination of factors is driving that strength.
Consumers remain price-conscious. Financing costs, while easing slightly, remain elevated compared to pre-pandemic levels. At the same time, new-unit MSRPs have continued climbing. The result is that many shoppers are finding greater value in pre-owned units.
“When things become more expensive, consumers tend to see more utility in used inventory,” Altieri explains. “A customer shopping based on monthly payment isn’t necessarily looking at a new unit. They’re looking for something that fits their budget.”
The current market can’t be understood without acknowledging the ripple effects of Covid. During the pandemic, dealers had little to no access to new inventory. That forced many dealerships to become more aggressive and sophisticated in sourcing pre-owned units. Dealers who previously dabbled in used inventory suddenly made it a core part of their business. Some became very good at it.
“We saw dealers that were already strong in pre-owned go all-in,” Altieri says. “At the same time, dealers that had never really focused on it developed the skills and processes needed to make it a major profit center.”
Those lessons haven’t been forgotten. Today, many of the industry’s largest dealership groups view pre-owned as a key growth strategy rather than a secondary revenue source. The ability to accept virtually any trade — regardless of brand — has become increasingly important.
“If you’re a Harley-Davidson dealer and someone walks in with a Kawasaki or a Yamaha, you need to be able to evaluate that trade correctly,” Altieri says. “Whether you retail it, wholesale it or send it to auction, you want to be in a position to make money.”
One of the more interesting developments in 2026 is how stronger used values are helping support new-unit sales. Many consumers who purchased vehicles during the pandemic are finding themselves with more equity than expected. As wholesale values rise, trade-in values rise as well.
“Now consumers can come in and discover they have positive equity in their trade,” Altieri says. “That allows them to move into a new unit with a payment that’s closer to what they’re already paying.”
Rather than cannibalizing new-unit sales, strong used values are actually helping generate trade activity and fuel dealership transactions. It’s a dynamic many dealers haven’t experienced in several years.
Despite the positive trends in pre-owned, inventory remains one of the biggest concerns facing the industry. While dealer complaints about floorplan interest expenses have diminished somewhat thanks to OEM support programs and reduced allocations, overall inventory levels remain historically high.
NPA’s analysis of dealership management system data shows new-unit inventory in the channel remains well above pre-pandemic norms. Several factors contribute to the increase.
Dealers are carrying more brands than they did before Covid. OEMs continue expanding dealer networks and floor presence. At the same time, many manufacturers have provided financial assistance programs that make carrying inventory less painful. The downside is obvious. And eventually, that inventory has to move.
“We’re not hearing as much pain from dealers because floorplan support has helped,” Altieri says. “But there’s still a lot of inventory sitting in the channel. At some point we’re going to have to reckon with that.”
The industry incentives could create challenges for the used market later this year. When OEMs begin offering large rebates or promotional discounts on aging new inventory, used values often feel the impact.
“If a dealer suddenly has a $4,000 incentive on a new unit, that immediately affects the value of comparable used units,” Altieri explains. “The used market adjusts because consumers now have a lower-priced new option available.”
Perhaps the biggest lesson dealers have learned over the past several years is that inventory velocity matters more than holding out for maximum gross profit.
The days of parking a used unit for six months while waiting for the perfect buyer are increasingly risky. Every day a unit sits on the floor, market conditions can change. Seasonal demand shifts. Incentives appear. The faster dealers can turn inventory, the more control they maintain over profitability.
“If somebody offers you a fair profit tomorrow, take it,” Altieri says. “Move the unit and reinvest that money into another opportunity.”
That philosophy has become easier to execute thanks to improved technology.
The rise of inventory management platforms, market analytics tools and artificial intelligence is helping dealers make better decisions about what to buy, how to price inventory and when to sell.
Altieri believes many dealers are only beginning to scratch the surface of what’s possible. A dealer can now analyze years of sales history in minutes, identifying which units generate the highest margins, sell the fastest and perform best in specific markets.
“The information is there,” he says. “The dealers who are using data and technology effectively are the ones seeing the best results in pre-owned.”
However, Altieri cautions against adopting technology simply because it’s available. Dealerships still need people who understand how to interpret the information and apply it correctly.
“Technology by itself doesn’t solve the problem,” he says. “You need someone in the dealership who understands how to use it.”
As the powersports industry continues working through elevated inventory levels and evolving consumer demand, the pre-owned market remains one of the clearest bright spots.
Consumer interest remains strong. Values are healthy. Trade-in activity is improving. And dealers are becoming increasingly sophisticated in how they manage used inventory. For many retailers, pre-owned is no longer viewed as a side business. It’s becoming a cornerstone of dealership profitability.
“The best operators we know are pre-owned heavy guys,” Altieri says. “They understand how to manage the inventory, and use the market to their advantage.”
In a market where every margin opportunity matters, that may be the most important lesson of all.
Harley‑Davidson is bringing back the Super Glide through a limited‑edition model that includes styling based on the 1971 FX Super Glide.
With a production limit of 2,500 serialized units, the 2026 Super Glide Special Edition celebrates the 250th anniversary of the United States. The 1971 Super Glide, styled by Willie G. Davidson, combined the Big Twin FL chassis with the narrow XL Sportster fork. It was painted white with red and blue striping with a stretched Bar & Shield graphic on the tank. The 2026 edition honors the 1971 model with similar paint and graphics.
The 2026 Super Glide will be offered only in the U.S. and Canada with an MSRP of $15,999.
Powered by a Milwaukee‑Eight 117 Classic V‑Twin engine (1,923cc) that makes a claimed 98 hp and 120 lb‑ft of torque. It is built on the Softail chassis, featuring a 49mm fork and a rear monoshock hidden below the seat that offers preload adjustment. Brakes include a single 300mm front disc and a 292 mm rear disc.
The bike also comes with selectable ride modes: Road, Sport, and Rain. Tech and rider safety enhancements include tire pressure monitoring, cornering ABS, traction control, and drag torque slip control. All lighting is LED. The instrumentation includes an analog speedometer and a multifunction LCD that can be navigated via the hand control button.
Styling features include bright‑laced wheels, a five ‑gallon teardrop tank, a chrome console, and a chrome mini ape handlebar. Other bits of chrome include the powertrain trim and covers, the air cleaner cover, exhaust, side covers, rear fender struts, signals, and headlight. The serialized unit number out of 2,500 is on the fuel tank console.
Harley‑Davidson also announced an expansion to its Liberty Edition Enthusiast Collection, adding the Road Glide alongside the Street Glide, Street Glide 3 Limited, and Heritage Classic. The Liberty Edition models also celebrate the U.S.’s 250th anniversary and feature Midnight Ember paint and eagle graphics.
Moto Morini has unveiled its new 2027 X‑Cape 1200, expanding its adventure lineup with a V‑twin‑powered ADV model loaded with premium components and rider‑assistance technology.
Designed in Italy and built around the company’s Corsa Corta EVO 87‑degree V‑twin engine, the X‑Cape 1200 produces a claimed 129 horsepower and 78.2 lb.-ft. of torque. The liquid‑cooled powerplant features dual overhead cams and eight valves and is paired with a suite of Bosch electronics, including a six‑axis IMU, cornering ABS, lean‑sensitive traction control, cruise control, a bi‑directional quickshifter, cornering lights and blind‑spot radar.
The motorcycle is built on a tubular steel trellis frame with a removable rear subframe and aluminum cast components. Moto Morini says a low‑slung 6.5‑gallon fuel tank helps centralize mass and improve handling characteristics both on- and off‑road.
The X‑Cape 1200 features fully adjustable KYB suspension front and rear, including 48mm inverted forks and a rear shock with progressive linkage. The bike offers 7.1 inches of suspension travel at both ends, a 33‑inch seat height and 7.5 inches of ground clearance. Dry weight is listed at 523 pounds.
Adventure‑focused equipment includes tubeless spoked wheels measuring 19 inches up front and 17 inches in the rear, fitted with Pirelli Scorpion Trail III tires. A tire pressure monitoring system comes standard, and riders can disable ABS when venturing off‑road.
Braking is handled by a Brembo system featuring monobloc four‑piston calipers, dual 320mm front discs, steel‑braided brake lines and a radial master cylinder.
The X‑Cape 1200 also comes equipped with heated grips, heated rider and passenger seats, full LED lighting and a 7‑inch TFT display with integrated navigation, ride‑mode controls, TPMS monitoring and USB/USB‑C charging ports. It’s a lot of tech for the buck, especially if you factor in all of the powertrain electronics.
The new X‑Cape 1200 arrives as competition in the adventure‑touring segment continues to intensify, giving dealers another value‑focused option in the large‑displacement ADV category. And judging by our experience with the X‑Cape 700 we tested last year, this machine looks every bit the part of a premium ADV bike at a value price.
After more than two decades without a new large‑displacement two‑stroke, Kawasaki is bringing the category back in a big way.
The manufacturer has unveiled the all‑new 2027 KX327 and KX327X, introducing a fuel‑injected 327cc two‑stroke engine that marks Kawasaki’s first newly developed two‑stroke platform above 250cc since the early 2000s. The move comes as interest in two‑stroke off‑road motorcycles continues to grow among racers and trail riders seeking lighter weight, simpler maintenance and a more engaging riding experience.
The new models headline Kawasaki’s 2027 off‑road lineup and signal that the company sees renewed opportunity in a segment many believed was headed for extinction at the turn of the century.
“Who’d have thought that in 2026 we’d be ushering in a new era of two‑strokes?” industry observers note as manufacturers increasingly revisit the category.
At the heart of both models is an all‑new liquid‑cooled, fuel‑injected 327cc single‑cylinder two‑stroke engine designed to deliver strong low- and mid‑range torque while maintaining the lightweight characteristics that have long attracted riders to two‑strokes.
Kawasaki says the engine’s flat torque curve and electronic fuel injection provide smoother, more controllable power delivery than traditional carbureted two‑strokes. The system automatically compensates for changes in altitude and weather conditions, eliminating one of the common tuning headaches associated with older designs.
The engine is paired with electric start, hydraulic clutch operation and selectable power modes. Riders can also connect to Kawasaki’s Rideology smartphone app to access maintenance information and vehicle settings.
The KX327 receives a close‑ratio five‑speed transmission aimed at motocross riders, while the cross‑country‑focused KX327X gets a six‑speed gearbox designed for technical trails and woods racing.
Rather than developing an entirely separate chassis, Kawasaki based the new models on the venerable aluminum perimeter frame used in its KX450 motocross machine.
The motorcycles feature KYB suspension components, including a 48mm inverted fork and Kawasaki’s Uni‑Trak rear suspension system. Nissin braking components handle stopping duties, with a 270mm front rotor and 240mm rear disc.
The KX327X receives several trail‑oriented upgrades, including a larger 2.2‑gallon fuel tank, handguards, skid plate, linkage guard, rear disc guard and side stand.
The introduction of the KX327 and KX327X reflects a broader resurgence in two‑stroke popularity. While emissions regulations and four‑stroke performance advancements pushed many manufacturers away from the category in the early 2000s, modern fuel injection technology has helped bring two‑strokes back into consideration for both recreational and competitive off‑road riders.
Kawasaki says the new platform combines the simplicity and lightweight feel of traditional two‑strokes with modern electronics and improved rideability.
The KX327 will carry an MSRP of $9,099, while the KX327X is priced at $9,699. Both models are scheduled to arrive in dealerships in late 2026.