Test Triumph TF250-X 2024

Primeurtest Triumph TF 250-X

I had to bite my tongue when American colleagues complained about having to go all the way to the other side of the country to test the brand new Triumph TF 250-X. We flew 'quickly' to the other side of the ocean... But to be honest, it was 100% worth it! 

In the summer of 2021, Triumph first announced their MX/enduro plans. After releasing information gradually, the time has finally come. We were one of the first to get the chance to put Triumph's brand new motocross bike through its paces at Gatorback Cycle Park (Gainesville, Florida).

Hyper-ambitious newcomer

It has been known for some time that the British are serious about claiming a leading role in off-road after the adventure market (Triumph 1200, Triumph 900), Roadster market (Speed ​​and Street Triple) and the Modern Classics segment (Scrambler, Bonneville, Thruxton). clearly.

This way, costs and effort were spared in terms of development. The men from Hinckley included Ricky Carmichael (aka The GOAT), Ivan Cervantes (five-time enduro world champion), Ivan Tedesco, Belgian Clément Desalle, Jeff Stanton (six-time American SX/MX champion) and Paul Edmondson (four-time enduro world champion). arm. Everyone except Edmondson was present during the press launch.

Moreover, Triumph made it a point of honor to actually innovate itself. No, despite the external similarities with KTM and Yamaha, this TF 250-X is certainly not a copy of another manufacturer. On the contrary, the majority of the parts come from our own factory.

This first offspring of the Triumph MX and enduro family is only the tip of the iceberg. Just like Mikkel Haarup and Camden McLellan (both MX2) and Jalek Swoll, Evan Ferry and Joey Savatgy (AMA 250MX) are the first generation of Triumph factory riders. After all, the Triumph TF 450-X will be launched at the end of this year. In the course of 2025 it will be the turn of Triumph's enduro motorcycles. Will there also be a 350? We did not receive an answer (yet).

Figures to die for

Before we get on the motorcycle, there is the traditional press briefing. Much attention is paid to the background and the thorough approach with which Triumph approached this project. Four years of development and testing preceded the final product. It becomes even more concrete when we go over the figures and spec list. Click here for the complete technical sheet. This modern 250cc four-stroke just develops 48 hp. And that for a curb weight of 104 kg. This means that the TG 250-X scores exceptionally well in terms of power/weight ratio compared to the competition.

On the one hand, there is a lot of nice high-end stuff on this Triumph: Kayaba suspension and damper, Akrapovič titanium exhaust line, ProTaper handlebars, XTrig hole shot device, Neken triple clamps, Brembo and Galfer brake parts, Pirelli Scorpion MX32 tires, ODI grips etc… On the other hand, the TG 250-X certainly has its own face and character. For example, it is the only four-stroke cross bike on the market that uses a hand-welded double cradle aluminum frame (center spine).

The overall impression of this engine is also very impressive. In terms of finish and solidity, this first throw is anything but an attempt. The sleek black look with fluorescent accents also matches the high-quality positioning that Triumph strives for. This is also evident from the standard high-tech equipment: Athena LC-GPA launch control with traction control selectable by the rider, Quick shift, mappings, MX Tune Pro wi-fi module. Nice detail: the plastic cover for the brake master cylinder at the back.

Hop with the GOAT

Okay, that's it for the theory. After the extensive briefing it was time to drive. Welcome change because nothing better than a little action to shake off the jet lag! Or to try to follow living legend Rocky “The GOAT” Carmichael hahaha. Anyway, my first impression was of the bike itself. And how strong this TG 250-X pulls. I admit, I am not a candidate MX2 world champion, but you cannot ignore it: as a standard motorcycle, this Triumph pulls hard. Very loud even, but in a linear, flowing way. Peak power is reached at 13.500 rpm, while the engine continues to 14.000 rpm.

In terms of concept for the engine, the similarities with the Yamaha YZ250F and KTM 250 SX-F are striking. This machine likes to rev up, but that doesn't mean nothing happens at the bottom. It is probably less torquey at low revs than the Yam, but it continues to run very nicely with the necessary pulling power. It would be nice to test the Triumph on a circuit “from our home” because this was a very typical American setting. Read: a large, wide track, with decent speed and big jumps. Although the conditions evolved a bit throughout the day, the surface was still rather on the hard side. Not a Southern European concrete track, but you get the picture.

In any case, I had a great time thanks to the accessible, flexible character of the block. Despite the explicit focus on performance, this is a platform that veterans, serious competition riders and young foals can enjoy. It is no coincidence that the motorcycle feeling is a combination of KTM and Yamaha characteristics. Both brands set the tone in the MX2 and Triumph also indicated that “Austria” and the brand with the crossed tuning forks were their most important references for the engine. Benchmarking is the name of the game kids!

Comfort and stability

Since mid-2019, Carmichael and Cervantes have spent a lot of time fine-tuning the frame. It must be said, they certainly succeeded in their aim. I immediately felt at home on this bike. Comfort was clearly high on the wish list in the specifications. The result is a very neutral feeling that fits well with the KYB suspension combo. Admittedly the KYB suspension is not the same as on the latest Yamaha, it is slightly behind. Still, the result is exceptionally good. What's more, this chassis is probably the best I've ever driven.

An additional advantage of the naked aluminum frame is the durable look. Unlike a painted steel chassis, this engine will maintain a nice, clean look. A big difference with a cromo frame where the paint is worn out after a year and a half!

In terms of stability, comfort (also in terms of sitting position) and sitting position, this Brit scores very high. Since I am very familiar with WP Supension, I was very pleasantly surprised at how stable the bike felt. The setting I rode with at Gatorback offered a lot of confidence. Not once did I catch the suspension making a mistake, although I did occasionally miss the timing when learning the track itself in the morning. Finishing too short or too far on the big jumps, it didn't matter.

Last but not least, a word about the position on the motorcycle. It's a bit generic and characterless. Which I consider a great bonus! Don't think, take a seat and accelerate. From the footpegs to the handlebars and the comfortable grips, everything is where it should be. A bit comparable to that rock-solid Honda feeling.

Dots on the i

Since we normally test engines from one generation to the next, you can really focus on everything that is new. That was of course not the case with the Triumph. Due to the limited time we spent with the TF 250-X - and a head full of jet lag - it would take us too far to examine every detail.

Therefore some loose comments, starting with the brakes. The Brembo front brake definitely impressed and that was no coincidence. RC explained to me that despite the increased performance and higher speeds achieved with this generation of dirt bikes, brakes are treated poorly. Triumph scores excellently in this area, with a sharply responsive and consistent front brake. The rear brake is on the outside of the frame, which is not ideal given the risk of small stones getting between the brake and the frame. Although this can easily be remedied with a sponge.

Quickshifters have long been established for street motorcycles. As for their application for dirt bikes, I was anything but convinced until now. The Triumph changed this with lightning-fast response times that, for a change, you don't find disturbing at all. You actually notice little or nothing and that is only positive of course! Those who prefer to keep it “traditional” will not be disappointed by the Brembo clutch.

The MX TuneProApp allows you to choose between ten different mappings. Because Triumph partnered with GET-Athena for the ECU, we can only assume that there will be many more adjustment options in the after market. For the average amateur, these mappings are a good start.

Final conclusion

When Carmichael previously mentioned it in Triumph communications as a new reference in terms of performance and driving pleasure, that was not a lie. Yes, the 48 horsepower claimed is at the crankshaft and not at the rear wheel. At the bottom it could certainly be a little more in terms of power. The gearbox ratios could be better (easy to solve, by the way), but that is completely insignificant compared to the enormous qualities that this TF 250-X has.

The frame is one in a thousand and offers plenty of traction, stability and even comfort. You can tell from every detail that the British have thought carefully and learned from all the dirt bikes that are already on the market. The first Triumph dirt bike is an immediate hit in terms of reliability and maintenance intervals (45 hours for the piston). Of course, some things still need to be confirmed during endurance tests, but it is crystal clear that the TF-250

We can't wait to discover it in different circumstances and especially to get to know the 450 dirt bikes and the enduros that will follow later. With a price of €11.395, this Triumph is no bargain. Although that is understandable given the level of finish, performance and the long list of high-quality parts. It is therefore also not an exotic with a great risk of disappointment or strange defects. Without a doubt, the Triumph TF 250-X deserves your attention (and money) if you are looking for a new MX2 motorcycle.

Triumph is firmly convinced that as a newcomer it can earn its place in the sun and appeal to a wider audience to become acquainted with motocross and enduro. That in itself is commendable. One thing is certain: the foundation of their off-road project is rock solid. We will definitely hear a lot more from Triumph in the coming years. Not least in the GPs and other races.

Cheers and welcome lads!

Tekst: Tristan Young
Photos: Tyler Tate / Triumph