Reviewed: Triumph Scrambler 900

Triumph has updated its entire modern classic range for 2026, with the Scrambler 900 receiving the biggest upgrades of all. Beneath its retro styling, it’s been modernised with the additional an IMU, which enables cornering ABS and traction control. The chassis is improved with Showa suspension replacing KYB units, while a new aluminium swingarm and lighter wheels cut 1kg of unsprung weight.

Up front, a larger disc and radial four-piston caliper replace the previous Brembo axial setup. Other updates include a new dash with Bluetooth, full LED lighting, USB-C charging, and optional cruise control.

The 900cc parallel-twin motor is largely unchanged, but now Euro 5+ compliant and able to be restricted for A2 licence holders.

Our first opportunity to ride the £9,795 Scrambler 900 was at Triumph’s press launch event in California. At first I was a little unsure as to why Triumph was spending so much time and money on the riding launch of the new Scrambler 900. Flying us all the way to Oceanside, a few hours' ride south of L.A, was a big ask. But then I realised we would be riding around Lake Elsinore, hometown of the Elsinore Grand Prix, the famous start line featured in Bruce Brown’s iconic 1971 documentary On Any Sunday, which starred the enduringly cool Steve McQueen.

McQueen didn't actually ride a Triumph in OAS but he was and remains synonymous with the Triumph marque as well as the desert racing origins of the scrambler concept featured in the movie. Essentially, desert racers of the 1960s and 70s were stripped-back road bikes fitted longer-travel suspension and high front mudguards, raced, thrashed and crashed in the deserts of southern California. The movie inspired many bikes we ride today, but the Scrambler is a direct throwback to that golden era – being a ‘scrambler’ derivative of the Triumph Bonneville roadster.

Triumph has used the movie icon’s image since the first Scrambler 900 was launched around two decades ago, and to ride the same roads as McQueen on one felt very special. But before I get too carried away with Hollywood's most gifted motorcyclist and Bruce Brown's landmark film, let's take a moment. Yes, the 2026 Scrambler looks amazing in the Californian sunrise, but it would look equally good on the city streets of Milan, Munich or even Manchester. It’s a cool-looking bike.

It’s hard for a manufacturer to make a thoroughly modern 2026-compliant bike appear authentically retro, but Triumph has done an excellent job. For 2026, they’ve fitted more rider aids and the aforementioned IMU, which means more wiring and more sensors, but they are neatly hidden and hard to spot. From a distance, you could genuinely mistake this fuel-injected Scrambler for something from yesteryear.

Jump on board and the new circular LCD display, with integrated TFT screen and Bluetooth connectivity, gives the game away, as does the new and neat USB-C charging point next to the dash. There are three riding modes to choose from via the clean and simple switchgear: Road, Rain and the dedicated Off-Road. Road and Rain change the engine power characteristics, and Off-Road removes the ABS from the rear wheel (while the ABS on the front remains active but not lean sensitive). Traction control can be removed entirely. What, we wonder, would McQueen have made of it all.

The parallel twin runs a 270-degree crank and achieves Euro 5+ compliance mainly through revised fuelling and a new exhaust. Despite this, Triumph has managed to maintain the same power figure as before, 64bhp at 7250rpm, while peak torque is 80Nm at just 3250pm. It’s sublimely smooth and effortless to manage. You could even argue that there’s no need for a lower-torque Rain mode as the twin's delivery is silky smooth, and there's also lean-sensitive traction control, should your right wrist get a little carried away.

Despite being almost a litre in capacity, new and inexperienced riders will fall in love with the 900's ease of use. It’s a classic big-twin, with torque on hand from tickover to drive you effortlessly through traffic on a whiff of throttle. Around town, it’s a doddle; short shift up through the ratios and it will pull from low rpm in a high gear like a clutchless scooter. Alternatively, find some open road, grab the throttle with intent and listen to the charismatic exhaust harden in tone as the Scrambler switches into fun mode.

The combination of torque and smooth power makes for a satisfying and brisk ride, should the mood take you. The five-speed gearbox limits the 900's high-speed touring ability a tad, but if you’re looking to cruise at 80mph or more, you should probably opt for the bigger and more powerful 1200.

With a 19” diameter front wheel, 120 mm of suspension travel and a wet weight of 221kg, you might expect the Scrambler to feel tall and quite heavy, but with a relatively low seat height of 790mm and a compact feel, the handling is as easy going as the motor. The riding position is proud and prominent – this is a bike with street presence – with nice wide handlebars and low footpegs.

I'm a short rider but wasn’t stretched in any direction. I was comfortable throughout the day and could also see larger riders feeling at home during our group ride. Unlike some bikes in this class, the Scrambler has a solidity and pleasing mechanical feel. Taller and larger riders certainly won't look out of place on one.

As noted previously, Triumph has uprated the chassis with Showa forks and twin rear shocks, a lighter alloy swing-arm and lighter wheels, all of which inject a sportier, more responsive edge to the handling. The suspension is compliant and set up on the soft side, but the chassis stays more composed for longer. Get stuck into mountain road and there's fun to be had. The footpegs will eventually start to tickle the road, but you have to be pushing to find the bike's limitations.

The new, radially mounted, front brake caliper and 310mm disc are an improvement over the axle-mounted brakes of old and now have lean-sensitive ABS in both Road and Rain mode. That said, when you are exploiting the bike's handling ability that single disc is being asked to work overtime to repeatedly slow 221kg plus rider from high speed in a hurry.

That might sound like I’m being overly critical as the Scrambler 900 wasn't designed to be ridden hard, but when you have excellent handling and those wider ‘bars, which allow you to throw the bike around, not to mention a wonderfully cajoling exhaust tone, it’s sometimes hard not to. On some of the switchback mountains we encountered in California, I really enjoyed the Scrambler.

That look is more styling than substance, though. It’s too heavy for serious off-road use, and while braking has improved, twin discs would be welcome. The high exhaust adds character but hinders movement when standing and may heat the rider’s leg in hot weather. Tyres are in the form of Metzeler’s dual purpose Tourances, which have a road bias.

At less than £10,000, the Scrambler 900 is a mid range machine, but a desirable one at that. The 900cc twin remains torquey, smooth and characterful, despite stricter emissions rules. New lean-sensitive rider aids boost safety, while handling is fluid and friendly, with enough capability if pushed—just don’t expect full McQueen desert heroics.

Triumph Scrambler 900 Specifications

Words: Adam ‘Chad’ Child

Photography: Gareth Harford