Triumph has updated its Bonneville line of Modern Classics for 2026, including the T100 shown here. (Photos by Kingdom Creative) The Triumph Bonneville has always been a cool bike. Steve McQueen, the King of Cool himself, rode a Bonneville. So did Marlon Brando, Clint Eastwood, Bob Dylan, and Bruce Springsteen. When the first T120 Bonneville emerged in 1959, its combination of timeless style and hot-rod performance made it popular among enthusiasts in America, its target market. The “120” referred to the bike’s claimed top speed, and “Bonneville” referred to the salt flats in Utah where a Triumph-powered streamliner set land speed records in the 1950s. These days, there’s an entire family of Bonneville models under Triumph’s “Modern Classics” banner. The British manufacturer plans to introduce nearly 30 new/updated models across its entire lineup for 2026, including seven in the Bonneville family: T100, Scrambler 900, T120, T120 Black, Bobber, Speedmaster, and Scrambler 1200 XE. Triumph hosted a global press launch in Oceanside, California, for all the updated Bonnevilles except the Scrambler 1200 XE. The XE received a major update for 2024, and for 2026 it received a new fully adjustable suspension package: an inverted 47mm Showa fork and dual Öhlins piggyback shocks. Left to right: T100, Scrambler 900, Bobber, T120, and Speedmaster. The bikes in the Modern Classics lineup vary in terms of style, performance, and target buyer, but what unifies all Bonneville models is their parallel-Twin engine. Even though the engine is liquid-cooled, it has a slim, discreet radiator, and all the plumbing is well hidden. To maintain the classic air-cooled look, the cylinders have cooling fins, and the fuel injection system is disguised as a pair of carburetors. The “High Torque” version of the 1,200cc parallel-Twin in the Bonneville Bobber and Speedmaster makes 77 hp at 6,100 rpm and 78.2 lb-ft at 4,000 rpm. Every modern Bonneville would blow away an original T120, which had an air-cooled 649cc parallel-Twin good for about 46 hp and 38 lb-ft of torque. The Twin in the T100 and Scrambler 900 displaces 900cc and makes 64 hp and 59 lb-ft of torque; the T120, T120 Black, Bobber, and Speedmaster have a 1,200cc Twin that makes 77-78.9 hp and 77.4-78.2 lb-ft of torque, depending on the model. Although electronic tuning and exhausts vary by model, giving them unique character, all have a 270-degree firing order for a rumbling sound and feel. All 2026 Triumph Bonneville models feature a round LED headlight like this one on the T100. Shared updates for the T100, Scrambler 900, T120, T120 Black, Bobber, and Speedmaster include a new LED headlight, a new USB-C charging port, and IMU-based lean-sensitive Optimized Cornering ABS and Traction Control as standard equipment. 2026 Triumph Bonneville T100, T120, and T120 Black The T100 (left) has a 900cc parallel-Twin, and the T120 (right) has a 1,200cc parallel-Twin. The T100, T120, and T120 Black share the classic Bonneville look: a sculpted tank with knee cutouts and a metal Triumph badge; a bench seat with piped edges; a curved exhaust pipe on each side going from the cylinder head to a peashooter silencer; exposed rear shocks; and spoked wheels. For 2026, the T100 gets two ride modes – Road and Rain – that were already standard on the T120s. Nothing else has changed except for color options, new side panel graphics, and optional cruise control ($365). The T120 and T120 Black (so named because it has darker finishes on the drivetrain) now come with cruise control as standard; the only other changes are colors and graphics. With a base price of $11,495, the T100 is the most affordable Bonneville in the lineup. GEAR UP Helmet: Shoei Neotec 3 Jacket: Joe Rocket Classic ’92 Airbag Vest: Alpinestars Tech-Air 5 Plasma Gloves: Cortech Sport Lite Pants: Cortech AA Dyneema Jeans Boots: Sidi Scramble The Bonneville T100 and T120 have a pair of round analog gauges with lower digital displays. Our introduction to the new Bonnevilles began with a half-day ride on the T100, which has the same wheelbase, steering geometry, seat height, and fuel capacity as the T120s. The T100 is 11 lb lighter because it has only one front brake disc/caliper while the T120s have a pair. The difference in engine size is due to bore – 84.6mm on the T100 and 97.6mm on the T120s; stroke is 80mm for both. The T100 leans heavily on retro style, but it doesn’t feel retro from the saddle. Throttle response is precise, and the exhaust emits a light growl. Peak torque arrives at just 3,750 rpm, so there’s always grunt on tap regardless of gear position. Braking feel and suspension compliance deliver a comfortable, confident ride on city streets and backroads. Steering is light and predictable, yet the bike remains stable at freeway speeds. Working the slip/assist clutch and rowing through gears in the 5-speed transmission are effortless. Overall, the T100 is a very well sorted motorcycle that’s a pleasure to ride. We rode a Snowdonia White/Sapphire Black T100 at the launch, but the only color options available in the U.S. are Stone Grey and Jet Black/Diablo Red. A low seat height and sensibly placed footpegs and handlebar give the T100 an approachable, agreeable seating position. Looking past the chrome handlebar and the classic round mirrors on chrome stalks, the rider finds a pair of round analog gauges – speedo on the left, tach on the right – that look just right on this bike. The lower portion of each gauge has a digital display that provides detailed info and menu functions. The T120’s additional power and torque over the T100 give it more steam in the twisties. After riding the Scrambler 900 in the afternoon (more on that bike below), I kicked off Day 2 on the T120. Given its shared dimensions with the T100, it felt familiar. But the extra sauce that comes courtesy of a 300cc bump in displacement – an additional 14.9 hp and 18.4 lb-ft of torque – was immediately apparent and appreciated. Peak torque (77.4 lb-ft) arrives at 3,500 rpm – 250 rpm lower than the T100 – and gives the T120 impressive roll-on power. The T120 builds a head of steam fast, living up to its hot-rod origins. And the second brake disc up front improves stopping power significantly. The style and performance of the Bonneville T120 (Black version shown) remains faithful to the original from 1959. The Bonneville T120/Black was Rider’s 2016 Motorcycle of the Year, and a decade later it lives up to that honor. 2026 Triumph Scrambler 900 For 2026, the Scrambler 900 gets updates to its chassis, styling, and instrumentation. It’s available in Mineral Grey/Cosmic Yellow (shown) or Matte Khaki Green/Matte Phantom Black. Of all the Modern Classics, the Scrambler 900 received the most extensive update for 2026. In addition to the LED headlight, USB-C charging port, and cornering ABS and TC, the Scrambler 900 has a redesigned chassis, updated styling, and new instrumentation. Its tubular-steel frame has been revised and is paired with a lighter, more rigid cast-aluminum swingarm and a narrower subframe. Suspension has been upgraded to Showa components front and rear, with a 43mm inverted fork and a pair of preload-adjustable piggyback shocks. New lightweight aluminum rims are fitted with Metzeler Tourance dual-purpose tires, and a larger 320mm front brake disc is paired with a radial 4-piston caliper. The Scrambler 900’s high pipes are its signature styling element. They are covered in heat shielding, but they still get warm on the rider’s right leg. The Scrambler 900 has a purposeful stance thanks to a revised fuel tank that has a more angular shape and a new filler cap and redesigned side panels, heel guards, exhaust pipes, fenders, fork protectors, and seat. A new instrument cluster includes an LCD display with an integrated TFT screen, and the My Triumph connectivity module ($320) and cruise control ($380) are optional. After lunch on Day 1, I swapped the T100 for a Scrambler 900. Part of our test route included the steep, winding climb up Ortega Highway into the mountains that overlook Lake Elsinore. We didn’t do much in the way of scrambling, but we did bomb around on a rough, dirty paved fire road that was riddled with tire-swallowing potholes, crumbling asphalt, and patches of sand and gravel. With only 4.7 inches of suspension travel and less than 7 inches of ground clearance, light-duty scrambling is the name of the game, though the Tourance tires are certainly up for the rough stuff. The Scrambler 900 is geared more for the street than off-road, but it’s still fun to hoon around on dirty backroads. Compared to the T100 with the same engine, the Scrambler 900’s tune is more aggressive, and its exhaust note is more assertive. It feels snappier, and it’s not just the Scrambler’s lighter weight (15.5 lb less than the T100). In addition to the Road and Rain ride modes, there’s also an Off-road mode that deactivates ABS at the rear wheel. Befitting its elbows-out character, the Scrambler 900 has a wide handlebar (33.6 inches vs. 30.7 on the T100), a narrow two-piece ribbed seat, and high-mount, heat-shielded exhaust pipes running down the right side. It looks and feels rowdier than any of the other Bonnevilles (except for the hair-on-fire Scrambler 1200 XE with its range-topping engine output and nearly 10 inches of suspension travel). 2026 Triumph Bonneville Bobber and Speedmaster The Bonneville Bobber is the bad boy of the Modern Classics lineup. The Bonnevilles fit into three categories – standards (T100 and T120s), scramblers (900, 1200 X, and 1200 XE), and cruisers (Bobber and Speedmaster). Though very different in terms of profile and riding experience, the Bobber and Speedmaster share some similarities. Compared to other Bonnevilles, they have the fattest front tires, the longest wheelbases, the heaviest curb weights, and the lowest seat heights (26.9 inches on the Bobber, 27.5 inches on the Speedmaster). They also share a swing-cage rear suspension design that gives the bikes a hardtail look but has a hidden monoshock below the seat. The cruiser-style Bonneville Speedmaster is available in Carnival Red/Crystal White (shown) or Sapphire Black/Crystal White. Since the Bobber and Speedmaster are built on the same platform, they share a few updates for 2026. They have a larger fuel tank (3.7 gallons, up from 3.2), which adds to their muscular stance and increases range. The rims for the spoked wheels are now aluminum instead of steel, reducing unsprung weight. The Bobber’s lower engine cases have been reshaped to enhance the bike’s bad-boy style, and its floating solo seat is wider for more comfort. The Speedmaster’s two-up seat is also wider, and it has a straighter handlebar bend and restyled Triumph badges. The solo-seat Bonneville Bobber is available in Interstellar Blue/Sapphire Black (shown) or Jet Black. The Bobber has a more aggressive stance than the Speedmaster. Its handlebar is flatter and narrower (31.5 inches vs. 35.8 on the Speedmaster), its solo seat is lower, and its midmount footpegs put more bend in the rider’s knees. Although the Bobber and Speedmaster make the same power (77 hp) and torque (78.2 lb-ft), the Bobber has a dedicated “hot rod” tune that gives it snappier throttle response and a throatier exhaust note. The Bobber is more comfortable than it looks, and it’s fun to ride around town and on backroads, but it wouldn’t be my first choice for a full day’s ride. With its feet-forward riding position, the Speedmaster has the most relaxed seating and the lowest cornering clearance. With its feet-forward controls and plush seat, the Speedmaster is more comfortable for long rides than the Bobber. It also comes standard with passenger accommodations. The fat 130mm front tire slows the steering for both bikes, but the effect is less apparent on the Speedmaster because its wider bar provides more leverage. We Have a Winner! I’d love to own any of the new Bonnevilles, but if I could have only one it would be the Scrambler 900. I rode five Bonneville models – T100, Scrambler 900, T120 Black, Bobber, and Speedmaster – over two days, just long enough for initial impressions. This was by no means a comparison test. With two engine sizes and three model platforms, the Bonnevilles are as different as apples, oranges, and bananas. All five models impressed me. Triumph has done a fantastic job of designing and building classically styled motorcycles with modern engineering. As I’ve said in previous reviews, Triumphs have a baked-in user-friendliness that makes them intuitive to ride. And with the Modern Classics, they’ve got the styling nailed. I’d be proud to own any of these bikes, but one stood out as my favorite: the Scrambler 900. Its high-pipe desert-sled styling looks extra cool to my eyes, and its snappy scrambler tune sounds and feels just right. 2026 Triumph Bonneville T100 / Scrambler 900 Specs Base Price: $11,495 / $12,395 Website: TriumphMotorcycle.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid‑cooled, transverse parallel‑Twin, SOHC w/ 4 valves per cyl. Displacement: 900cc Bore x Stroke: 84.6 x 80.0mm Horsepower: 64.1 @ 7,000 rpm (factory claim) Torque: 59.0 lb-ft @ 3,750 rpm (factory claim) Transmission: 5-speed, cable‑actuated wet slip/assist clutch Final Drive: Chain Wheelbase: 56.6 in. / 56.4 in. Rake/Trail: 25.5 degrees/4.1 in. / 25.8 degrees/4.4 in. Seat Height: 30.8 in. Wet Weight: 502.7 lb / 487.2 lb Fuel Capacity: 3.8 gal. / 3.2 gal. 2026 Triumph Bonneville T120/Black / Bobber / Speedmaster Specs Base Price: $13,995 / $14,795 / $14,795 Website: TriumphMotorcycle.com Warranty: 2 yrs., unltd. miles Engine Type: Liquid‑cooled, transverse parallel‑Twin, OHV w/ 2 valves per cyl. Displacement: 1,200cc Bore x Stroke: 97.6 x 80.0mm Horsepower: 78.9 @ 6,550 rpm / 77 @ 6,100 rpm / 77 @ 6,100 rpm (factory claims) Torque: 77.4 lb-ft @ 3,500 rpm / 78.2 lb-ft @ 4,000 rpm / 78.2 lb-ft @ 4,000 rpm (factory claims) Transmission: 6-speed, cable‑actuated wet slip/assist clutch Final Drive: Chain Wheelbase: 56.6 in. / 58.5 in. / 58.5 in. Rake/Trail: 25.5 degrees/4.1 in. / 25.4 degrees/3.6 in. / 25.3 degrees/3.5 in. Seat Height: 30.8 in. / 26.9 in. / 27.5 in. Wet Weight: 513.7 lb / 551.2 lb / 584.2 lb Fuel Capacity: 3.8 gal. / 3.7 gal. / 3.7 gal. The post 2026 Triumph Bonnevilles Review: T100, T120, Scrambler 900, Bobber, and Speedmaster appeared first on Rider Magazine.