It’s 9:02 in the morning at EICMA 2026 in Milan, and the hall is practically empty. The crowds haven’t shown up yet, which means I can walk right up to the bikes instead of craning over somebody’s shoulder. My first stop is Triumph. All the new models sit on a podium at the back, but up front, on its own, Triumph has parked the new Street Triple 798 RS. Smart move. It’s the one nobody walks past.

A Street Triple with a race engine inside

Everything on the Street Triple 798 RS is new. Its bore-to-stroke ratio reminds me of the familiar Trident 800 motor, but this triple plays in a different league. Reportedly it was developed for the 2027 Moto2 season, where Triumph has been the sole engine supplier since 2019. Triumph product chief Steve Sargent reportedly said back in August that it’s categorically not the Tiger Sport 800 engine. So people go racing with this thing, and Triumph has officially picked Renegade Triumph Factory Racing to run the new Street Triple 798 RS in World Supersport in 2027. What you won’t find on the stand: power, weight or a price. Full specs reportedly drop on November 17, 2026. If you’re waiting on numbers, hang in there a little longer.

A race bike in naked bike clothes

You don’t need a spec sheet to see it’s basically a race bike dressed up as a naked. Brembo calipers up front, a new exhaust tucked under the engine, and a swingarm so massive you can’t picture it flexing at all. Aluminum everywhere, and it’s a treat to look at. Up top it keeps the familiar Street Triple face, but now the wind can whistle straight through the bodywork. A big LED face stares back at you, with an extra headlight that I’m guessing lights things up properly. The aero shapes from the nose carry all the way back to the tail. I love how it looks, and it’s going to be a wild upgrade. I’m pretty sure it’ll strike fear into the naked bike class at the track. I can’t wait for the launch and the test.

Triumph Street Triple 798 RS

The little Bonneville that wins me over

Then there’s the Bonneville T40, the baby Bonnie. It’s a 400 single, and reportedly the first Bonneville ever with one cylinder; every Bonnie before it ran a parallel twin. As far as I know it isn’t quite the same engine you get in Triumph’s other 400s, because for the Bonneville they gave it more character. Triumph’s German spec sheet says 32 PS, call it 32 hp, while the British sheet lists 30 bhp. Reportedly there’s 27 lb-ft at 5,000 rpm, a dedicated frame with a twin-shock rear end, and the bike fits Europe’s A2 license for newer riders right out of the box. Officially it gets a round 4-inch TFT with map navigation, five ride modes, cornering ABS, cornering traction control and cruise control. Honestly, I barely need the details. Small bikes, light and boiled down to the essentials, always get a huge sympathy bonus from me. I dig this one instantly.

The Triumph Bonneville T40 with its orange and light-blue tank on display at EICMA 2026 in Milan.

The new Tiger 900 keeps its big wheels

Big, heavy bruisers like the Tiger 1200, on the other hand, make me deeply skeptical these days. First, though, the new Tiger 900, again as a GT and a Rally Pro. There isn’t much data yet; Triumph will release it over the next few weeks. Officially confirmed: a revised frame, smarter rider tech and next-gen connectivity as standard. Standing there, I get the feeling the electronics got plenty of updates and the front end is new, on the GT and the Rally Pro alike. On the Rally Pro I take a quick second look to see if anything dramatic happened to the wheels. It didn’t: the Tiger 900 keeps the big enduro sizes. And from now on, those wheels are reserved for the 900s. That’s the real headline at this stand, and it’s mostly about the big sister.

Triumph Tiger 900 GT / Rally Pro

The Tiger 1200 Rally gives up its big front wheel

On the Tiger 1200, shown here as GT Pro and Rally Pro, the call has been made: both now roll on a 19” front. Officially all four versions run a 19” front, a 17” rear and 7.9” of travel at both ends. Reportedly the Rally models used to have a 21/18 combo and 8.7” of travel. It’s a different kind of bike anyway: more displacement, shaft drive, a lot more touring comfort, even more equipment. The triple makes an official 156 hp at 9,250 rpm, about 8 hp more than before, and reportedly 96 lb-ft at 6,750 rpm. New on every version: radar front and rear, which runs the adaptive cruise and blind-spot monitoring, among other things. The 7-inch touchscreen shows the navigation map, and Apple CarPlay and Android Auto come standard. Reportedly the GT Pro weighs 551 lbs ready to ride and the Rally Pro 562 lbs.

The Triumph Tiger 1200 GT Pro seen from the side at EICMA 2026 in Milan.

Why big adventure bikes only win me over on tour

And here’s my old dilemma. Standing in front of something like this, I think: too much, too heavy, too big. Depending on spec you’re at 550 lbs and up, a whole lot of motorcycle you have to think your way into and figure out. I go in skeptical and negative every single time. Here’s the problem: whenever I climb on one and do a long tour, I love it and don’t want to give it up. With small bikes like the T40 it’s the exact opposite. On the stand the little one makes me grin, but on longer trips I end up thinking it’s really just a compromise. Same story, every time. Triumph has done a lot to make the big Tiger easier to live with, though. The new Showa suspension automatically drops the rear by 1.2” when you stop, taking the standard seat from 33.1”/33.9” down to 31.9”/32.7”. That’ll make this big touring rig a lot friendlier for plenty of riders.

A world title and a tougher motocrosser

To wrap up, congratulations to Triumph on the motocross title: Guillem Farrés won the MX2 world championship on the TF 250-X, and officially Triumph took the MX2 manufacturers’ title too. What matters for the rest of us is what trickles down. There’s a lot of know-how in there from the first bikes delivered to customers, and of course from racing. So for 2027 the bike gets small updates aimed at durability: new valve guides, new clutch parts, a new shift drum, and a new engine map. The KYB suspension is retuned and now adjusts without tools. Power stays at 47 hp, which Triumph says is still the strongest engine in the 250 motocross class. Apparently nobody had told them about KTM’s new 250 yet: it was unveiled at EICMA a few hours later. I’d have liked to see the Factory Custom edition of the Speed Twin 1200 too, but I couldn’t find it on the stand. For the first stop of the day, I’m more than happy with what was there.

The Triumph TF 250-X, the MX2 world championship-winning motocross bike, on display at EICMA 2026 in Milan.

What it costs in the US

The Tiger 1200 is the only street bike here with US pricing so far. Reportedly it’s $22,995 for the GT Pro and $23,995 for the Rally Pro, with bikes reaching dealers from December 2026. The TF 250-X is priced at $9,195 MSRP and was due at US dealers in November. The Bonneville T40 has no US price yet; Triumph says that comes in early 2027, with the first bikes at US dealers in spring. For context, the related Speed 400 lists at $5,495. The Street Triple 798 RS and the 2027 Tiger 900 aren’t priced anywhere yet; full details are reportedly due on November 17 and December 15. As a yardstick, a US dealer lists the outgoing 2026 Street Triple 765 RS at $13,545, and the current 2026 Tiger 900 Rally Pro starts at $17,595. In Germany the new Tiger 1200 GT Pro reportedly starts at €21,395 plus fees, so the US sticker lands in the same neighborhood.

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