Triumph Scrambler 900 (2026) – Technical Review

The appearance might be instantly recognisable as a member of Triumph’s Scrambler lineup but at first look you’d be forgiven if you thought the new 2026 Scrambler 900 was actually its more expensive 1200cc sibling. That’s because it’s been given a thorough revamp both technically and stylistically that subtly shifts it away from the pure retro appeal of its predecessor in pursuit of much greater ability both on and off road.

Pros & Cons

2026 Triumph Scrambler 900 - Price & PCP Deals

With a starting price of £10,395, the 2026 Scrambler 900 is a five-figure bike for the first time – a £600 more than its £9,795 predecessor – but looking at the upgrades included as standard that hike looks like something of a bargain.

As before, that entry price bags you only the base, single-colour model, but for 2026 that bike’s ‘Urban Grey’ – a pale hue that’s almost blue, with a pinstripe picking out the knee recesses in the tank – doesn’t have the austere appearance of the all-black scheme of the 2025 entry-level bike. For an as-yet-unannounced premium you’ll be able to upgrade to a pair of two-tone alternatives, Mineral Grey with Cosmic Yellow or Matt Khaki Green with Phantom Black.

While unveiled in October 2025, there’s still a wait ahead before the new Scrambler 900 reaches dealers or customers’ driveways, with deliveries expected to start in March 2026.

2026 Triumph Scrambler 900 - Engine & Performance

The engine is perhaps the only part of the 2026 Scrambler 900 that hasn’t been given substantial changes compared to its predecessor – which already met the Euro 5+ emissions rules thanks to a mild state of tune that peaks with a mild 64.1hp at only 7,250rpm. That figure is unaltered, as is the 59 lb-ft of torque at 3,250rpm, so the 2026 bike’s performance and overall engine feel won’t differ radically from its predecessor.

As before, the engine is Triumph’s 270-degree crank parallel twin, with a single cam operating four valves per cylinder, and a near-square bore/stroke ratio – 84.6mm bore, 80mm stroke – to give a broad spread of torque rather than focusing on peak power. That moderate tune includes an 11:1 compression ratio, and the motor’s flexibility means the bike gets by with five gears rather than the usual six, driven via a slip-and-assist clutch and powering the rear wheel via an X-ring chain (a slight update over the previous O-ring chain).

Where the powertrain really differs from its predecessor is the control electronics, with the Scrambler 900, like its Bonneville brethren, getting IMU-assisted rider aids for 2026. 

That Continental-made IMU means the traction control is now lean-sensitive, working in corners as well as in a straight line. As before, there’s ride-by-wire for the throttle, allowing three riding modes: road, rain and off-road, each altering the throttle mapping and the traction control settings, with the last of them disabling the ABS for rear wheel.

2026 Triumph Scrambler 900 - Handling & Suspension (inc. Weight)

This is where Triumph’s focus for 2026 has been, and the chassis of the new Scrambler 900 is substantially improved as a result.

The tubular steel frame may look much the same as before, but Triumph says it’s been redesigned – something that’s much more apparent when you look at the suspension components.

Where the old model put the emphasis on replicating scramblers of the past, with right-way-up 41mm forks clad in rubber gaiters, paired to a steel swingarm, the 2026 bike goes for more of a retromod look by adopting modern upside-down forks and radial brakes as well as a new aluminium swingarm to improve rigidity and reduce mass.

The new forks are 43mm Showas, with gold-coloured legs that give a look akin to the much more expensive Scrambler 1200 XE. They’re not adjustable, but should still provide a substantial improvement in terms of reducing flex compared to the old design. At the back, the new swingarm is bolted to dual Showa shocks, again an upgrade over the old bike because they now have piggyback reservoirs. Again, there’s no change in the level of adjustability, with preload the only element that can be tweaked at the rear.

The wheels are upgraded, too, with the steel rims of the old Scrambler 900 ditched in favour of lighter aluminium ones, still with the traditional spoked style and the same dimensions as before – 19-inches at the front, wrapped in a 100/90-19 Metzeler Tourance tire, and 17-inches at the rear with 150/70-17 rubber.

While the previous Scrambler 900 had a strong brand name, Brembo, on its single front brake caliper, it was still an old-fashioned axial design. The 2026 bike’s front brake is Triumph-branded but now features a radial four-pot caliper. As before, there’s a Nissin two-piston caliper at the back, but there’s a major upgrade in the form of cornering ABS for both ends thanks to the new inertial measurement unit added to the 2026 Scrambler 900.

2026 Triumph Scrambler 900 - Comfort & Economy

It’s impossible to make a judgement on the Scrambler’s comfort until we’ve ridden it, but it’s worth noting that the 2026 bike’s styling is new and that includes a redesigned seat. Its height is unchanged at 790mm, but it’s reshaped to suit the new look, which includes a more modern shape for the stacked dual exhaust on the right-hand side as well as changes to the headlight, the taillight and the side and rear bodywork. The signature oval number board on the left-hand side of the previous generation is gone, replaced with a more conventional side cover, albeit with a contrasting silver section that hints at the old number board. It’s a change that, along with a slimmer rear mudguard and new covers over the throttle bodies, gives the bike more modern proportions. 

At the front, the bars are even wider than before, upping the overall width from 835mm to 853mm, while the fuel tank is subtly reshaped, again for a more dynamic look.

That tank’s capacity remains 12 litres, as before, but despite a largely unchanged engine Triumph reckons the fuel consumption has improved from 65.7mpg to 70.6mpg, a tweak that’s reflected in a slight drop in CO2 emissions from 99g/km to 95g/km. That means you get a little more range from each fill-up, rising to a theoretical 186 miles from a full 12 litres.

2026 Triumph Scrambler 900 - Equipment

As a relatively stripped-back machine, the 2026 Scrambler 900 isn’t overflowing with gizmos but it has been given some useful improvements.

Most notably, the previous model’s traditional analogue speedo has gone, replaced by a retro-style circular gauge that includes a combination of an LCD display and a TFT screen, between them giving info including not only speed but also revs, gear position and riding mode. An optional Bluetooth module adds phone and music controls, plus turn-by-turn navigation, while a USB-C charge port is standard. Cruise control can also be easily added as a dealer-fit option.

A new LED headlight, applied to Scrambler along with the rest of the Bonneville range for 2026, is another notable update.

Optional extras include elements to emphasise the bike’s offroad potential including a high-mounted front mudguard, handguards and an aluminium bash plate under the engine. A brown quilted seat option pushes the retro look further, while handling can be upgraded with optional Fox rear shocks with adjustable compression damping.

Heated grips, luggage and a centre stand can also be added as options to boost the bike’s touring potential.

2026 Triumph Scrambler 900 - Rivals

Given the current popularity of both adventure bikes and retro machines it’s surprising there aren’t more scrambler-style models on the market, but in fact there’s little out there to directly compare to the Scrambler 900 – with most alternatives being either more street-biased retro roadsters or leaning more heavily into the ‘adventure’ end of the market.

Ducati Scrambler Icon - Despite its name, the Ducati Scrambler is a more street-oriented machine than the Triumph, with less of the classic scrambler style. The Icon comes closest to the British bike in terms of price and performance, offering a little more power but less torque.

Royal Enfield Bear 650 - Clearly a much cheaper machine than the Scrambler 900, Royal Enfield’s Bear nonetheless hits some of the same notes in terms of a traditional brand with British heritage and a scrambler stance. But it’s got much less performance thanks to a smaller, air-cooled twin.

Moto Guzzi V85 Strada - Not as overtly retro as the Triumph, and with more of a road-oriented bias, the V85 Strada nonetheless comes close to the Scrambler 900 in terms of price and size, while albeit with power that’s closer to the Scrambler 1200.

Ducati Scrambler Icon | Price: £10,195

Read more

Power/Torque

73bhp / 48.1lb-ft

Weight

176kg

Royal Enfield Bear 650 | Price: £6749

Read more

Power/Torque

47bhp / 41.7lb-ft

Weight

214kg

Moto Guzzi V85 Strada | Price: £11,350

Read more

Power/Torque

80bhp / 61.2lb-ft

Weight

226kg

2026 Triumph Scrambler 900 - Verdict

The upgraded style, tech and chassis mean the Scrambler 900 is more tempting than ever before, despite a modest increase in price, provided outright performance isn’t at the top of your priority list. Some will mourn the loss of the more authentic 1960s appearance of the previous model, but the updates more than make up for that.

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2026 Triumph Scrambler 900 - Technical Specification

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