One of the most competitive, versatile and popular bike categories of all for 2026 is middleweight roadsters. We’re talking about 800-950cc machines here – not more budget 650-750s such as Honda’s Hornet or Yamaha’s MT-07. Nor are we talking about more extreme (and expensive) premium performance ‘nakeds’ such as Triumph’s Street Triple or Ducati’s Streetfighter V2. They’ll have to wait for another day.
But if you think that classification rules out exciting, affordable bikes, think again.
For 2026 not only have Triumph brought out its new larger, more powerful 800 version of the previous Trident 660, there’s also a new Ducati Monster using a new 950cc V-twin motor while there’s also a wealth of existing models from the likes of Yamaha, Suzuki, Kawasaki and more.
So, what’s out there exactly? What sort of performance and prices do these middleweight roadsters have and which, as far as we can tell, are the best? Here’s our current top five picks, in price ascending order…
Suzuki GSX-8TT
£8999 • 776cc • 82bhp • 58ft.lb
Suzuki’s parallel twin rival to Yamaha’s game-changing MT-07, the GSX-8S, was a long time coming, arriving as it did in 2023. For some, it was a little underwhelming, lacking the style and affordability of the Yamaha, while cynics may also argue it’s budget, smaller capacity means it doesn’t quite fit into our ‘middleweight’ category. But all of those things were significantly changed with the launch of this restyled, retro-inspired version last summer.
To be exact, we’re actually talking about two bikes: the slightly more basic, unfaired GSX-8T (for £8599) and this cockpit-faired TT for £400 more. The brilliantly grunty engine and fine-handling chassis are unchanged and more than sufficient, but the new bodywork (including tank, seat etc), uprated features and generally more premium feel lift both to another level.
We have one quibble: although supposedly inspired by Suzuki’s late-1970s AMA superbike, the TT’s colourscheme isn’t. We’d much prefer the classic white/red or white/red ‘ice cream van’ ‘70s colourways. Other than that, the TT’s well-priced, classy, beautifully balanced and more than entertaining enough for most.
Triumph Trident 800
£9195 • 798cc • 113bhp • 59lb-ft
One of the standout bikes so far of 2026, Triumph’s new Trident 800 is, in most ways, an entirely predictable concoction but that in no way makes it less desirable. The British firm launched its revived Trident 660 in 2021 with a new 660cc, 80bhp version of its signature three-cylinder engine – and it was well received as a fine handling, characterful, affordable first big bike.
Following last year’s new Tiger Sport 800, however, which in turn followed the preceding Tiger Sport 660, the Trident now gets the same, enlarged engine which also lifts the roadster to another level. It’s a great engine: punchy, flexible and charismatic. The chassis was already one of the best in the class and also calmer and less ‘full-on’ that the sportier Street Triple 765, and its retro-mod style has plenty of appeal, too. The result is a mid-price bike that ticks an awful lot of boxes…
Yamaha MT-09
£9810 • 890cc • 117bhp • 67lb.ft
The bike that started the whole ‘affordable middleweight naked’ category when launched to huge success in 2014 and, repeatedly updated since, most recently in 2024, the MT-09 has remained pretty much the benchmark ever since. It’s not hard to see why.
The CP3 ‘Crossplane’ triple engine remains effective and intoxicating. Its now Deltabox chassis and decent cycle parts delivers nimble, class-leading handling. It’s more than adequately equipped and finished and now even comes with the option, for £550 extra, of Yamaha’s novel ‘Y-AMT’ semi-automatic transmission. There’s also a higher spec, better suspended ‘SP version. Overall, it’s still right up there with the best – just not as conspicuously so as it once was…
Kawasaki Z900RS
£11,499 • 948cc • 114bhp • 72lb-ft
The RS stands out for two big reasons – which is probably why it’s remained so popular since its 2018 launch and has also received a further refresh for 2026. First, as it’s based on Kawasaki’s conventional Z900, it’s one of the few four-cylinder roadsters available around this price point and, as such, delivers a free-revving, peakier power delivery which some may prefer. It’s a configuration that was almost universal back in the day, but in 2026 it’s actually something of a novelty.
The RS also differs by having a convincing, full-on 1970s-inspired restyle in the vein of the classic 1973 Z1 which gives it a further appeal all its own. On top of that, a bit like Yamaha’s SOP, there’s also an upspecced ‘SE’ version, with Ohlins suspension, Brembo brakes and more detailing, although that adds £1500 to the price. The result looks great, is beautifully built, delivers a four-cylinder thrill. It is also decent handling and reasonably affordable, although it’s also heavier and bulkier than some of its rivals here and, in SE trim in particular, significantly pricier, too.
Ducati Monster
£11,995 • 890cc • 111bhp • 67lb.ft
Ducati’s Monster roadster should need no introduction. Originally launched as a 900cc ‘parts-bin special’ back in 1993, its combination of affordable, usable Italian V-twin style and entertaining manners mixed with day-to-day usability ensured it was an immediate hit, spawned a host of spin offs and successors and overall proved so successful that, for 2026, we’re into another, all-new fifth generation model with, in total, today over 380,000 sold.
The key change this time is the switch to Ducati’s latest 890cc V-twin which debuted in last year’s Streetfighter V2 and Panigale V2. It’s a fabulous unit, that’s light and compact. Despite being less powerful than its 937cc predecessor, it provides a great improvement in terms of flexibility and real-world relevance.
The nimble handling is as good as ever, tech is uprated, styling given a freshen up and all told this new Monster is a worthy match for the likes of the MT-09 and, with added Ducati/Italian allure, that makes it truly tempting. The only downside is it’s also significantly more expensive while its once individual Italian style, red paint aside, is no longer as distinctive as it once was.
