Triumph Bonneville T100 (2026 – ) review

Changes to the Bonneville’s looks are of the blink and you’d miss them variety, which is the way fans will like it given it’s always been a beautiful bike. Basically, a detuned and more affordable twist on the bigger T120, the T100 has the same look thanks to the cleverly disguised liquid cooling for its parallel-twin and classic sweep of the exhausts from the heads and out to the twin pipes, emissions gear cunningly tucked between so as not to intrude on the style. A single front disc is the only real visual giveaway for the T100’s more junior position in the Bonneville range while conventional forks give it a retro authenticity over the similarly engined and recently modernised Speed Twin 900, now with its upside-down forks and louder colours. The Bonneville sticks to its trad guns, with a pair of new twin-tone options at extra cost over the standard flat grey. The new LED headlight is said to be brighter than the previous one and includes a new DRL signature that may give proper traditionalists the shivers, the rest of the new tech very much more ‘behind the scenes’ and not out to spoil the effect.

The Bonneville is a good size, the sub-800mm seat height striking the perfect balance between accessibility for smaller riders and substance for the bigger boned. The riding position is very much traditional upright roadster, with a neutral weight balance between wrists and hips for all-day comfort. If for any reason you don’t like the standard seat there are many and various options, going from fancier looking quilted items to a sportier bench-style arrangement or even a super-plush ‘King and Queen’ alternative. Additional grab rails and even backrests are available if you regularly ride two-up and your passenger wants to feel a little more planted in their perch.

This is a trad roadster more about feelgood retro vibes than daily practicality, but you knew that by looking at it so expectations will be set to realistic. The wire wheels and chrome mean it’ll be a little too precious for the daily grind, the blacked-out engine and cast wheels of the Speed Twin probably better suited to this type of usage. But accepting that the T100 is well-sized, easy to ride and has enough power to work perfectly as a first big bike for younger riders or fun Sunday toy for those old enough remember the original Bonnevilles. For those looking to ride further the option of cruise control is a welcome addition for this 2026 model, the accessories catalogue also including screens of various sizes and suitably trad looking panniers. There’s even the option of a topbox or tank bag, though these arguably ruin the image somewhat.

The hearty 65 horsepower and 80Nm of torque are the T100’s most obvious selling points over the seemingly equivalent Royal Enfield Interceptor and BSA Gold Star, Triumph’s discreetly liquid-cooled twin a much more modern engine beneath its stylised cooling fins. The muscular power delivery means the five-speed gearbox isn’t the disadvantage you might think, third gear covering most bases on the kind of twisty roads the Bonneville loves and the bike feeling usefully livelier than the Enfield or BSA. It’s a closer-run thing to the equivalently priced Moto Guzzi V7, though, the Italian bike’s air-cooled V-twin perhaps edging it on sound and character. As before you can also buy the T100 in restricted A2 licence trim if required. While it might only have that single disc up front braking power is also much better than the Interceptor or Gold Star, boosting confidence in all riding situations. The addition of lean-sensitive control for the ABS is another welcome new feature, further underlining the Triumph’s sophistication over its rivals.

The Speed Twin 900’s modernised vibe leaves the Bonneville T100 to play to its strengths as the more traditional way to enjoy the same spirit. Which suits the overall style of the bike. That neutral riding position gives you options on how to ride it as well, meaning you can sit up and cruise or tuck down and manhandle it for a more aggressive style as mood suits. The good news being the Bonneville responds positively to both, the suspension and tyres again a level above what you get on its Royal Enfield and BSA rivals for a more confidence-inspiring and predictable nature you can lean on as hard as you wish. If we were to summarise the Bonneville’s ride and handling in one word we’d describe it as satisfying, which sounds like damning with faint praise but is far from it!

Given the Interceptor and Gold Star riff on the same style as the Bonneville but cost significantly less could be a problem for Triumph, with even the Guzzi V7 looking decent value in comparison. Fair to say you get what you pay for and the quality and finish on the Bonneville make sense of that additional upfront price, the smaller engine and reduced power likely to mean lower costs for everything from insurance to fuel and ongoing maintenance.

The electronics might be a new thing for the Bonneville but are well-proven across other Triumph models while the engine and Bonneville platform are similarly long-running and dependable. The generally understressed nature also builds confidence.

You’ll need to pay extra if you want a longer warranty than the two years Triumph offers as standard, this extendable any time within the first 18 months of ownership as required. We doubt many Bonnevilles will be covering more than 10,000 miles a year but it’s one less thing to worry about and means services are unlikely to come round more frequently than once a year.

The new LED headlight and the upgraded cornering ABS and traction control are all included as standard, the T100 now also getting the familiar Road and Rain rider modes seen elsewhere in the model range. You also get a discreetly hidden USB-C charging port on the twin-gauge instrument cluster if you’re running a phone or sat-nav on the bars. A pity, though, that things like heated grips and the new cruise control are extra and all the new colours beyond the standard grey paint are also cost options. Par for the course, but the Bonneville is already pushed hard on cost by some convincing rivals and it’s a shame the already chunky starting price can escalate further with just a few extras.

Rivals like the Royal Enfield Interceptor and BSA Gold Star now offer a convincing – and cheaper – alternative to the Bonneville and carry equally evocative names on their tanks. But the Triumph makes sense of its extra cost through its extra performance, better road-holding and all-round fit and finish, the additional rider electronics sweetening the deal further without compromising the classic looks. In that sense it’s still king of the retros for its combination of trad style and modern conveniences.