2026 Triumph Bonneville T100 Review: 14 Retro-Sport Fast Facts

Don Williams

October 31, 2026

2026 Triumph Bonneville T100 Review: 14 Retro-Sport Fast Facts

The Triumph Bonneville T100 looks much as it always has, and that is the point. For 2026, the 900cc twin gets an IMU that brings cornering ABS and traction control, plus new Road and Rain riding modes. A brighter LED headlight, a USB-C port, and new hand-finished paint round out the updates, and cruise control is now available as an accessory. The engine and chassis carry over, and pricing starts at $11,495. For our 2026 Triumph Bonneville T100 review, we rode it to find out whether the new electronics change its easygoing character.

Lean-sensitive ABS and traction control are the biggest changes for 2026. Triumph calls the system Optimized Cornering ABS and Traction Control. An inertial measurement unit (IMU) tracks lean angle and the bike’s other movements, and the system adjusts ABS and traction control intervention to match. Both work quietly in the background. Traction control can be switched off. The T100 has enough torque to spin its rear tire on cold, wet pavement, so the safety net is welcome.

Road and Rain riding modes are new to the T100. Each mode tailors throttle response and the traction control setting. Road mode suits dry pavement and everyday riding, while Rain mode is meant for slick roads. The T100’s fueling is smooth enough in Road mode that most riders will never touch Rain mode, unless they get caught out in the wet.

The 899cc vertical twin looks old-school, but isn’t quite as it seems. Black powdercoated engine covers and bright-machined cooling fins give it an air-cooled appearance, yet it is liquid-cooled. Triumph keeps the slim radiator, hoses, cables, and sensors out of sight, and a remote radiator cap preserves the clean lines. While no longer camouflaged as carburetors, the EFI’s throttle bodies are tastefully hidden behind a cover. Inside, the engine has a single overhead cam and four valves per cylinder. A 270-degree firing order gives it an uneven, V-twin-like character-infused rhythm.

The engine’s strength is its midrange. Torque arrives early and stays strong, peaking at 59 lb-ft at just 3750 rpm. The sweet spot for the twin covers the 3000 to 5000 rpm range. If you are on the freeway and have the need for speed, the maximum of 64 horsepower comes at a lofty 7000 rpm, just 500 rpm before the redline. Ride-by-wire throttle response is gentle and predictable, which makes the T100 easy to ride in traffic. Vibration is minimal.

The exhaust note matches the looks. A brushed stainless-steel 2-into-2 system ends in twin peashooter mufflers. At idle and around town, the T100 has a mellow rumble. It becomes more assertive under load without getting loud. The volume is civil enough for early-morning neighborhood departures, yet the sound has plenty of character.

The 5-speed transmission is a throwback in a world of 6-speeds. Thanks to the broad spread of torque, the T100’s gearing works well around town and on backroads, while providing a high enough top cog for freeway runs. The 5-speed transmission is a throwback in a world of 6-speeds. Thanks to the broad spread of torque, the T100’s gearing works well around town and on backroads, while providing a high enough top cog for freeway runs. The modern clutch has an assist function for a light pull at the lever, which urban riders will appreciate. The clutch also has a slipper function that limits rear-wheel hop on aggressive downshifts, which can happen with the larger gap between ratios. Final drive is via a low-maintenance X-ring chain.

The riding position is upright and neutral. The grips fall naturally to your hands as soon as you get in the saddle. The comfortable bench seat is an approachable 31.1 inches from the ground, and the bike’s midsection is narrow. Most riders will find the T100 easy to climb aboard and to manage at a stop. The bike is well proportioned, so it accommodates riders at both ends of the height scale. The curb weight of 503 pounds is carried low, so it feels lighter once it’s rolling. Many T100 riders are new to larger displacement bikes, so Triumph has made a huge effort to make them feel welcome, and it has succeeded.
Handling is neutral and intuitive. The chassis is traditional, with a tubular-steel twin-cradle frame, a steel swingarm, and retro-style 18-/17-inch wire-spoke wheelset. The geometry is neutral, with 25.5 degrees of rake, 4.1 inches of trail, and a 57.1-inch wheelbase. The T100 turns in without effort while preventing oversteer, and holds its line through sweepers. At a brisk yet sensible pace on a winding road, it flows from corner to corner in a reassuring and relaxing manner. Skilled riders pushing harder will find the limits of cornering clearance, suspension, and brakes, but they’re unlikely T100 customers. The Michelin Road Classic tires take good care of the chassis, though Metzeler Roadtec 01 and Pirelli Phantom Sportscomp tires are there for riders who want a sportier grip.

The KYB suspension puts comfort first. The 41mm cartridge fork has no adjustments, and the shocks are adjustable only for spring preload; each wheel has 4.7 inches of travel. The T100 is softly sprung, so it soaks up rough pavement well. Hustle it over bumpy backroads, and the suspension gets busy. At a relaxed pace, the ride is supple and controlled.

Braking is basic and adequate. While the front wheel only gets one disc, it is 310mm in diameter. A barebones two-piston Nissin caliper slows things down ably, if you’re willing to give it a firm pull. For most uses it’s smooth and drama-free. The 255mm rear disc does its part when you need to slow down quickly, and it has good feel at the pedal. Lean-sensitive ABS is standard at both ends, though I never felt it engage. The 2026 Triumph Bonneville T100 is a motorcycle that’s about riding smoothly.

The twin-clock, analog-style dash is decidedly old school. The speedometer and tachometer sit inside round bezels. Each has an LCD inset that provides helpful info, such as gear position, range, riding mode, and more. A USB-C charging port is tucked beneath the instruments. The round headlight is now LED, with a distinctive daytime running light signature. The switchgear is simple and easy to use.

Triumph’s attention to detail stands out. The sculpted metal fuel tank has de rigueur rubber knee pads and metal Triumph badges. A new circular graphic on the side panels frames the Bonneville name in gold. In the photos, you’ll notice I’m riding a T100 with two-tone Snowdonia White and Sapphire Black. If you want that colorway, you’ll have to go to jolly old England, as it’s not a choice in the US. Here, we get Stone Grey as standard, with an additional $600 getting you the Jet Black and Diablo Red scheme, with hand-painted gold coachlines. Up close, the finish quality is excellent, from hand-finished paint to the brushed stainless-steel exhausts and machined engine fins.

The Genuine Triumph accessories range from the practical to the vanity. Fox shocks with adjustment for compression damping and spring preload are the big-ticket performance upgrade, sporting a $1140 price tag. Cruise control will run you $380 if you plan on highway drones. Hearty cold-weather riders will want the $330 heated grips. Seven choices of seating are available for $450 to $480, and matching backrest pads are also in the catalog. A pair of rugged panniers ($370 each, plus a $205 mounting rail per side) and a tall windscreen ($405) turn the versatile T100 into a light-duty weekend tourer; the fuel tank holds 3.8 gallons for a range of over 200 miles. There are also a couple dozen styling goodies available for tarting up your ride.

The upgrades enjoyed by the 2026 Triumph Bonneville T100 enhance safety without disrupting its character. Cornering ABS, traction control, and riding modes work quietly in the background, while the engine, chassis, and classic details are as satisfying as ever. It is easy to ride, comfortable, and beautifully finished. If you want a classic British twin that is as happy around town as it is on a backroad, the T100 delivers.

Photography by Kevin Wing and Chippy Wood

RIDING STYLE