How I could have kept my motorcycle from being stolen

Read Time:5 Minute, 15 Second

Higher risk, new tactics

For a quick recap, in 2024 a crew cased my bike, garage, and security system to breach five locks and abscond with my customized KTM 690 Tx3 project bike. Yes, it sucked and I was devastated. There were two main conclusions on how to get over the incident. One was that I needed to get a new motorcycle.

The second was that before I bought a new bike, I should determine how to protect it better. That started with a hard look at what I’d missed with my previous security setup. In retrospect, I had been unaware of the increased risk of motorcycle theft due to three factors: an uptick in bike heists, more brazenness by perpetrators, and shifts in tactics by the rip-off artists.

Regarding the stats, motorcycle theft in America has seen a year-over-year uptick, per National Insurance Crime Bureau stats. And the thieves are getting bolder, snatching bikes in broad daylight from driveways, dealers, charity raffles, and auctions.

A growing trend among bicycle and motorcycle thieves in the United States and Europe is the use of portable angle grinders. While they bring more noise than bolt-cutters, angle grinders can cut through most security chains, U-locks, and loop anchors in less than a minute.

close view of chain link cut in half

That’s what happened in my case, where instead of my bike I found chain links in my garage sliced like Swiss cheese. Another weakness in my security setup was lack of a theft detection and tracking system. I’d figured that a secure garage, multiple locks, and a front wheel alarm would serve as enough of a deterrent. Well, I was wrong.

New strategy

Fortunately, security companies are bringing novel tech to market to give us a chance against shameless thieves. For my new ride, I’ve paired a basket of these tools to a tactical plan of sorts:

  • Deter
  • Delay
  • Detect
  • Track

To expand on that, you include kit in your security setup that discourages thieves from attempting to rip off your bike, that allows for mobile detection if they do make the attempt, that buys you time to respond and call the authorities, and in the event the thieves succeed offers options to track down your stolen ride.

Deter and delay

On deterrence, an affordable first step you can take is to get a quality disc lock with an integrated alarm. A number of motorcycle thefts are walkway jobs. The perpetrator can pop it in neutral, push your bike away, and look like someone who just ran out of gas.

Adding a topnotch disc lock that’s engineered to withstand a hammer or grinder could make Joe Robber walk on. ABUS’s 8077 Granit Detecto disc lock has a high-decibel alarm and has scored well in reviews for sturdiness.

Another relatively new deterrence tool is SkunkLock, which earns its name by drawing on a defense inspired by nature. Founded by two San Francisco techies who got tired of having their bicycles stolen, Skunklock offers a U-bolt lock with a hollow shackle filled with highly pressurized nausea- and vomit-inducing chemicals. Any cut into the lock releases them.

I won’t give away all the details of my new security setup, but I have incorporated Skunklock into it. I use their chemical U-bolt as both a wheel lock slid through the spokes and disk and to secure my bike to fixed structures when out and about.

Grind-resistant locks are another security upgrade I encourage anyone who hasn’t to pursue. Responding to increased use of portable angle-grinders, motorcycle security companies have developed these locks to incorporate advanced materials and design characteristics that make them difficult to slice through.

photo of anchor in concrete with a lock attached to a BMW motorcycle's wheel

A great home garage option is HipLok’s integrated grind-resistant lock, arm, and anchor that bolts into the pavement. Grind-resistant U-locks are available from companies such as Kryptonite and ABUS (shown in testing in the top photo), Oxford sells a grind-resistant anchor, and LiteLok offers a flexible and lightweight 125-centimeter (49-inch) Core Moto cable lock that boasts anti-grind technology.

It’s worth noting that none of these security tools are completely “grind-proof,” but most of these locks, when independently tested, demonstrate an ability to resist a grinder attack longer than conventional options, destroying disks and requiring several to breach.

Detect and track

Adding a motion-detection security system to your bike is a great way to top off your anti-theft setup and create time to react. Both Scorpio and GeoRide offer a security kit that combines motion detection, an alarm, and a GPS tracker all in one. With these units you can monitor your motorcycle’s location at all times from a mobile app and you get an alert if if someone nudges your bike.

So let’s round this off with how you could integrate these tools into a tactical plan for motorcycle security. A sturdy disc lock and grind-resistant locking system could deter a thief from trying to take your bike altogether.

If they do attempt the steal and deploy a portable angle grinder, grind-resistant locks could delay the thief significantly. With a motion-detection and GPS unit, you would get an alert from the vibration and have time to respond yourself or alert local law enforcement and potentially thwart the theft. In the unfortunate case that thieves succeed in taking your ride, an embedded GPS unit can assist with tracking down the bike before it ends up in a chop shop or shipping crate to country XYZ.

There you go. That’s my best advice for now. I would also add a suggestion to stay up to speed on changes and trends. As I learned the hard way, there is a cat and mouse interplay between security tech, law enforcement, and adaptation by thieves. It’s probably good practice to work in occasional research on new tech and tactics. Some good sources are the Motorcycle Safety Foundation and Bennetts Insurance UK, and some OEMs (Harley-Davidson) offer advice and tech tips.

It sucks we have to go to these lengths just to keep our rides. Perhaps in five to 10 years we’ll have affordable AI-driven autonomous security robots assigned to guard our bikes. In the interim, do your best with what’s available now to protect your motorcycle and keep riding!

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Next year you can buy a new Harley-Davidson for $6,000

Read Time:3 Minute, 45 Second

A new Harley-Davidson with an MSRP of under $6,000 for sale in the United States? You’ll see one later this year and be able to buy it in 2026, CEO Jochen Zeitz said today.

That’s big news for the Harley-Davidson’s lineup, because not long ago the least expensive new model in the lineup cost twice that much. Company executives have been hinting for a while that new, less expensive models are coming, and Zeitz dropped a few additional details in the conference call with financial analysts today after the company released its earnings report for the second quarter of the year.

Zeitz also confirmed that the LiveWire mini moto concepts unveiled at the Harley Homecoming event this summer will also go into production.

small electric LiveWire motorcycle on display in front of a whimsical storefront backdrop

Zeitz appeared to refer to the new model as the Sprint, so presumably that will be its name. No other details beyond the name and price were revealed, though he said the model will be presented to dealers in October. Along with the Sprint, Harley-Davidson also will introduce an “iconic cruiser” next year, possibly to be named the Eagle. This is purely speculation on my part, but I believe the Eagle (if that’s what it’s finally called) is a response to calls from dealers to bring back a traditional-looking, affordable model like the XL883 Sportster.

In recent years, Harley-Davidson has sold in other markets its X 350, X 440 and X 500 models developed with partners in China and India. But those small motorcycles weren’t for sale in the U.S. market, even though they were used as trainers in the Harley-Davidson Riding Academy training course. Here in North America, the least expensive new model has been the Nightster, which originally debuted with an MSRP of more than $13,000. But Harley-Davidson has cut the price twice since then and the current MSRP is $9,999. Still, sales of the Nightster and the Sportster S have been slow, accounting for less than 10% of Harley-Davidson’s motorcycle unit sales so far this year.

image of a couple riding a X 350 on a street in Asia

The new models are an attempt to cash in on current trends toward smaller bikes. Harley-Davidson has to be looking at the sales success that Triumph has had with its single-cylinder Speed 400 and Scrambler 400 X  both of which, coincidentally, list for under $6,000 and wondering if it could also capture some of that segment.

“It’s the only area that really shows growth right now, which is really the result of the affordability issues,” Zeitz said of the small-displacement category.

Zeitz insisted the Sprint will not be a loss leader. Previous low-cost models have not been profitable, but this one will be, he said. Does that mean it will be manufactured abroad? The CEO gave no more details except to say, “We believe that how we’ve engineered this product, it will be profitable.”

Overall, Harley-Davidson’s second-quarter motorcycle retail sales were down 15% globally and 17% in North America compared to the same quarter last year. The company has also scaled back production as it continues to work to reduce the level of inventory on dealer floors.

That’s not why Harley-Davidson stock jumped 20%

The new models were the most interesting news to come out of today’s earnings report for consumers, but that wasn’t the biggest development from the perspective of the company, investors, or financial analysts. The company’s stock jumped over 20% because Harley-Davidson announced a deal to sell a portion of its Harley-Davidson Financial Services division. Financial firms KKR and PIMCO will each buy 4.9% of HDFS and will each take on a third of new loans going forward for at least the next five years. The two new partners are also buying $5 billion in loan receivables. That frees up $1.25 billion that Harley-Davidson will use to reduce debt, buy back shares, and invest in new products. 

One of the old myths you often hear about Harley-Davidson is someone claiming that the company makes more money selling T-shirts than motorcycles, which is nowhere near the truth. But it’s not a stretch to say Harley-Davidson makes more money by making loans than by selling motorcycles. In the second quarter, operating income from HDFS was $70 million compared to $61 million from the motorcycle division. Harley-Davidson executives are thrilled with the deal with KKR and PIMCO largely because it shows how valuable the financial services arm is.

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2026 Suzuki GSX-R1000 first look

Read Time:3 Minute, 7 Second

The Suzuki GSX-R1000 is likely not the first to celebrate turning 40 by returning to Europe with a new set of clothes. It’s not a bad way to mark a milestone.

The biggest member of the Suzuki sport bike family has been absent from the European market for a few years because it would not pass stricter Euro 5 emissions requirements. The model has still been on sale in the United States, but it has been languishing without any significant updates. With the 40th anniversary of the GSX-R line hitting in 2026, Suzuki is changing that.

Suzuki played a leading role in popularizing sport bikes and making the inline-four engine the class standard for many years. For the 2026 flagship Gixxer, that four-cylinder engine gets a host of internal changes. The goal is not to increase performance so much as to get back in the game in Europe by meeting Euro 5 emissions standards as well as noise regulations. Suzuki usually does not advertise power output in the United States, but in Europe the changes necessary due to regulations are said to reduce peak horsepower slightly.

illustration of the engine and internal parts

To meet those emissions standards, Suzuki made a host of changes inside the engine that you can’t see. New parts include throttle bodies, injectors, camshafts, aluminum pistons, chrome-molybdenum steel connecting rods, crankshaft, and more. 

The GSX-R1000 retains its unique Suzuki Racing Variable Valve Timing (SR-VVT) system, which varies valve timing mechanically, without the need for hydraulic or electronic actuation.

close view of slimmer muffler

The Gixxer Thou gets the full array of electronic rider aids, informed by a six-axis inertial measurement unit. The IMU also communicates with the anti-lock braking system, in what Suzuki calls Slope Dependent Control System. When the rider is braking on a downhill slope, the ABS adjusts to limit rear-wheel lift.

studio image of the blue-and-white GSX-R1000 highlighting the carbon fiber wing on the fairing

Interestingly, with opinions often sharply divided over winglets on sport bikes, Suzuki is giving you a choice. The winglets seen here are an optional accessory that bolts on. They’re made to resemble the ones on the Suzuka 8 Hours Endurance Race bike and they’re constructed of carbon fiber laid over a core structure that burns away, leaving the finished carbon fiber wings hollow.

The main difference between the GSX-R1000 and GSX-R1000R is that the R version gets a higher grade of Showa suspension. Exact details on the suspension for U.S. models was not immediately available. In one difference from its competition, the GSX-R1000 gets an LCD display instead of the TFT display more common on today’s high-performance motorcycles.

rider on a blue and white GSX-R1000 on the track leaned over in a curve

The three paint schemes for the 2026 Gixxers are intended to bring to mind some of the great Suzuki race bikes of the past. The GSX-R1000 will be available in the Pearl Vigor Blue and Pearl Tech White combo and the Pearl Ignite Yellow and Metallic Mat Stellar Blue. The GSX-R1000R will come in the blue and white or the Candy Daring Red and Pearl Tech White combo. The 40th anniversary blue-and-white paint scheme will also be available on the GSX-R600 and GSX-R750, as seen in the top photo.

close view of 40th anniversary logo on the fairing

In what is now becoming standard practice for Suzuki, we have most of the details of the new motorcycles but not the price.

2026 Suzuki GSX-R1000
Price (MSRP)TBA
Engine999.8 cc, liquid-cooled, 16-valve, inline-four
Transmission,
final drive
Six-speed, chain
Claimed horsepowerNA
Claimed torqueNA
FrameTwin-spar aluminum
Front suspensionShowa, fully adjustable
Rear suspensionShowa
Front brakeDual Brembo Monobloc four-piston calipers, 320 mm discs, with ABS
Rear brakeNissin single-piston caliper, 220 mm disc, with ABS
Rake, trail23 degrees, 3.7 inches
Wheelbase55.9 inches
Seat height32.5 inches
Fuel capacity4.2 gallons
TiresBridgestone Battlax RS11, 120/70/ZR17 front, 190/55/ZR17 rear
Claimed weight448 pounds
Warranty12 months
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 Are motorcycle electronics a dangerous distraction?

Read Time:4 Minute, 33 Second

A top-down shot of the BMW R 1300 RT's 10.25-inch TFT display.

Yes, safety and convenience are good things. But like anything, too much of a good thing can also be a bad thing. As OEMs cram more and more technology into today’s motorcycles, it seems like things are trending that way.

TFT (thin-film transistor) displays have become standard equipment over the past decade. Even beginner bikes like KTM’s 390 Duke and Kawasaki’s Z500 SE now come outfitted with full-color dashes. TFTs aren’t just ubiquitous, though. They’re also bigger.

A view of the KTM's new V80 display from the 1390 Super Adventure R's cockpit.

In October, KTM introduced a new eight-inch vertical display. As large as that sounds, BMW’s 10.25-inch unit found on select R 1300, R 18, and K 1600 models dwarfs all competition. Now more than ever, that extra screen space makes room for GPS navigation, music playback, or incoming messages and calls. Each feature may present a convenient new tool to the rider, but at the same time, they also present a new distraction.

Even if you forego all of today’s digital luxuries (like I often do), it doesn’t mean your ride is free of distractions. At least, that’s what I learned when testing Ducati’s XDiavel V4. Like the Panigale V4 superbike, Ducati’s muscle cruiser now sports a 6.9-inch TFT display. It’s glare-resistant, thanks to Optical Bonding technology. It’s panoramic, with an 8:3 aspect ratio. In short, the XDiavel’s dash commands attention. Maybe a little too much attention at times.

A close-up of the Ducati XDiavel V4's 6.9-inch TFT display.

Aside from displaying secondary readouts like trip meters, range, and engine temperature, the XDiavel’s screen also relays less critical data, such as torque and power output. There’s even a G-force meter. It’s those settings that often drew my attention away from the road at the worst time possible.

Power and torque values reach their peak under heavy acceleration. The highest G-force measurements occur while cornering. Both scenarios require the rider’s full concentration. Yet, the performance metrics often lured my eyes away from the task at hand. I couldn’t help but wonder how many Gs I was pulling or how much power I was using. My curiosity (and my ego) often got the best of me. It’s an unintended byproduct of the XDiavel’s top-of-the-line electronics suite. That’s not always the case, though. Some quirks are by design.

A close-up of the Honda Gold Wing's dash and tank console.

Large, colorful TFTs aren’t the only distractions riders contend with. The controls that operate those big, beautiful screens can interfere with the riding experience, as well. My time spent aboard the 2025 Z900 SE illustrates that point best.

There are two rocker switches at Z’s left hand grip. Kawasaki stamps both with a Mode label. That’s why I assumed tapping each button would shuffle through the model’s ride modes. Well, you know what they say about assuming. Instead, the top button changed the dash’s lower left readout while the bottom button cycled the lower right readout. Makes sense (he said sarcastically). 

A close-up of the Kawasaki Z900 SE's left switchcube.

When it comes to safety, proper button functionality is key. That much is evident. But the sheer number of buttons on modern motorcycles can be just as disruptive. Practically all new bikes come with a smartphone pairing technology that mirrors directions and music playback onto the motorcycle’s dash. Such features are often a source of distraction. That goes beyond the image on the screen, too.

I’ve already aired my frustrations with the Honda NT1100’s Apple CarPlay and the Yamaha MT-09’s Y-Connect. But, here’s the thing, no matter how functional (or dysfunctional) an infotainment system is, it isn’t mission critical. If it doesn’t connect, or if you bypass altogether, it’s out of your way. Finito. End of conversation. The same can’t be said for the buttons that come along with such systems.

A split shot of the Honda NT1100 DCT's left and right handgrips.

If crowded controls were a crime, the NT1100 DCT would be guilty on several counts. With nearly 25 buttons split between its two switchcubes, there’s no shortage of options at the rider’s fingertips. On the other hand, the NT’s jumbled layout also proved problematic. Even after familiarizing myself with the sport-tourer over two days, even after racking up 315 miles in its saddle, I still found myself looking away from the road to make on-the-go adjustments. I doubt Honda foresaw that outcome when it configured the NT’s controls. One solution to that problem is return to simplicity.

Simple can be harder than complex

Sometimes, more is less. That’s especially true when you’ve reached the complexity level of modern motorcycles. It’s also a build mantra that manufacturers can adopt for future lineups. In fact, Yamaha already did as much with the Tracer 9.

The 2025 Yamaha Tracer 9 pictured against a mountain.

For years, the crossover tourer was the recipient of Team Blue’s latest innovations. The 2021 Tracer 9 GT arrived with electronically controlled suspension, IMU-informed rider aids, and a dual-pane TFT dash. By 2024, the Tracer 9 GT+ gained radar-assisted adaptive cruise control and emergency braking system. None of those upgrades resonated with customers, unfortunately, forcing Yamaha to return to the base model Tracer 9 in 2025.

A close-up of the Yamaha Tracer 9 GT's dual-panel display.

Technology enhances the safety and convenience of modern motorcycles. That’s indisputable. At the same time, if technology becomes a distraction, those end goals are quickly compromised. Motorcycle electronics have come a long way over the past decade. What do you think ?

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2026 Triumph TF 250-X First Look

Read Time:2 Minute, 15 Second

Triumph’s TF 250-X was immediately competitive when it debuted for the 2024 model year, but that hasn’t stopped the British brand from continuing to tweak its motocross bike. For 2025, Triumph updated the ECU mapping for more consistent fueling and power delivery, and now, for the 2026 model year, the TF 250-X gets an even more significant update, with a new airbox, exhaust, and clutch, plus new suspension settings.

“The TF 250-X has already made a huge impact in the motocross world, delivering podium-finish performances in the 2025 AMA Supercross Championship, as well as the MX2 class in MXGP,” says Steve Sargent, Triumph’s Chief Product Officer. “This TF 250-X, built for 2026, is the result of relentless development and feedback from our factory riders. With sharper power delivery, refined suspension, and advanced electronics, it’s built to give riders the edge they need to win.”

2026 triumph tf 250 x first look

Triumph designed a new airbox and updated the silencer to optimize airflow. The engine mapping was updated accordingly for quicker launches and sharper corner exits. Triumph says the updates improve power delivery and throttle response, while still complying with the new FIM and AMA sound restrictions.

For 2026, the TF 250-X receives a new Exedy clutch that Triumph claims to offer more direct engagement and increased torque capacity, while also being more durable under extreme use compared to the previous design.

The KYB suspension has also been updated with improved mid-stroke control, a change Triumph claims to provides better stability through corners and improves overall chassis balance.

For easier servicing, Triumph updated the battery tray for better accessibility, while designing a more accurate oil level sight glass.

And of course, there’s a new graphics package for 2026, with Triumph Performance Yellow in-mould decals over Jet Black and Pure White.

Pricing has not been announced, though we can expect it to come when the 2026 Triumph TF 250-X will arrive in dealerships this summer.

2026 Triumph TF 250-X Specifications
Engine TypeSingle Cylinder 4-Stroke DOHC
Capacity249.95 cc
Bore x Stroke78.0 mm x 52.3 mm
Compression14.4
SystemDell’Orto EFI
ExhaustSingle Silencer
Final Drive13/48
ClutchWet Multi-Plate Belleville Spring
Gearbox5 Speed
FrameAluminum, Spine
SwingarmAluminum Fabrication
Front Wheel21″ x 1.6″
Rear Wheel19″ x 1.85″
Front Tire80/100 – 21
Rear Tire100/90 – 19
Front Suspension48mm KYB coil spring fork, compression/rebound adjustment, 12.2 inches of travel
Rear SuspensionKYB Coil, compression adjustment (H and L speed), rebound adjustment, 12.0 inches of travel
Front BrakesBrembo Twin 24mm Piston, 260mm Disc
Rear BrakesBrembo single 26mm piston, 220mm disc
Instrument Display / FunctionsHour Meter, Multifunction Switch Cubes
Width Handlebars32.91 inches
Height Without Mirror50 inches
Seat Height37.8 inches
Wheelbase58.74 inches
Rake / Trail27.4° / 4.57 inches
Wet Weight229.3 pounds (claimed)
Tank Capacity1.85 gallons
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