| March 12, 2024
In May 2019, Triumph quietly began a dirt-bike project to develop a line of motorcycles, beginning with the TF 250-X motocross model. Yes, you read that right. More Triumph dirt bikes are coming soon. The privately owned manufacturer committed to a long-term interest by signing the likes of the GOAT (Ricky Carmichael), multi-time Enduro World Champion Ivan Cervantes, 250SX and 250MX Champion Ivan Tedesco, and MXGP star Clement DeSalle to help test and develop a competition-worthy machine. Triumph has also acquired a world-class testing and training facility outside Atlanta, Georgia, which the Triumph Factory Racing Team calls home in the U.S. With these investments, it has been made clear that Triumph is focused on the continuous development of its incoming product line, and they are ready to compete with dirt bike brands that have been rooted in this industry for decades.
Our first ride on the all-new Triumph TF 250-X took place at Gatorback Cycle Park in Florida.
By Noah Kepple | Photography by Rob Koy
It’s no secret that it became a scorching topic once the all-new TF 250-X motocross model was announced. Questions like who, where, and how good it will be littered the web. We recently got the chance to answer some of those questions when Triumph invited select media outlets, including Cycle News, to Gatorback Cycle Park in Florida for the bike’s first media launch. Upon arrival, we were shuffled into a private room with many of Triumph’s staff, engineers, and program managers. During this briefing session, we were given a thorough rundown of the company’s ambitions in the off-road market and just about everything you would want to know about the all-new Triumph TF 250-X. Information was detailed regarding the 229 pounds wet weight, 47.4 horsepower (at 13,500 rpm), 14,000 rpm redline, $9995 price, and 45-hour service life.
Additionally, it was fascinating to hear that Triumph retains many in-house manufacturing processes for plastics, engine cases, and their TIG-welded (by hand, I might add) aluminum frames. In other words, this bike is pure Triumph and built from scratch. There was also talk of their aftermarket accessory catalog that will include parts for purchase like an Akrapovic Titanium exhaust, Athena front-fender launch-control module, and app-controlled engine management, where the rider can select from 10 additional factory maps through the Wi-Fi module. Triumph also announced a new genuine parts directory where you can order any parts directly through its website and have items sent to your dealer of choice. The briefing followed up with a Q&A session before beginning the 12-hour countdown to riding this new, and I mean new, machine.
Triumph studied what works and what doesn’t with all the other manufacturers and came up with the TF 250-X, which it built from the ground up.
It’s Time!
The media arrived at Gatorback Cycle Park on Monday morning, and you could quickly tell everyone’s excitement was at an all-time high. After spinning the first lap, how refined the TF 250-X felt was almost shocking. For the first go with an all-new model, it was clear that the TF’s release was not forced. Instead, Triumph waited until it was ready, which was evident right away. You get a butter-smooth ride when you combine Triumph’s KYB suspension with its lightweight central spine aluminum frame.
As time passed, the Gatorback track developed some ruts with small to midsize bumps, providing a great surface to ride the bike aggressively. Due to the steep jump faces and higher speeds, I went a little stiffer and slower on the shock and tried to speed up the fork rebound. However, after all those changes, I returned to the fork’s base settings. I learned that the Triumph responds very well to minor changes, which is good when traveling to different circuits with various terrains.
First effort or not, the TF 250-X is impressive on the track. Triumph did its homework.
The Brembo components are top tier as always, and with Triumph’s street experience, it knows how vital quality brake systems are, so it doesn’t surprise me that they implemented what they did.
The bike’s ergonomics are sleek and nicely balanced on the left and right sides due to a very low-profile muffler. With an all-new motorcycle, you are almost always bound to find a funky sharp edge, bolt, or catch your boot on something, but not this time. Triumph nailed it. A no-tools air filter cover is a nice touch, too. For rider-to-motorcycle interaction points, footpeg placement and design are critical points often overlooked. Triumph did not. They ensured that the standard pegs on the TF 250-X are sharp enough to keep connected even when the tracks get slick but not so sharp to eat through the soles of your brand-new boots in a day. Although the track was not overly muddy or loamy, there was never a single issue with mud packing up the footpeg pivot point, which is a significant achievement for Triumph’s first production dirt bike.
The Triumph-built engine is powerful and revvy.
Seemingly little things like the brake pedal were addressed. The brake pedal has been designed with a sharp low-profile fixed tip that attaches to a typical-length pedal. On the other side, a folding shifter tip was riveted on in order to aid in preventing damage. Although the shifter’s tip may have had some slop, Triumph says an updated rivet may be in the works to tighten up the folding mechanism.
The connection points up top were the ProTaper handlebar and ODI grips, which are both proven items. The seat is also a notable point on the Triumph because it is very comfortable and does not have an aggressive abrasive seat cover that will tear you up before the end of the day. However, if you favor a gripper seat cover, Triumph offers one through its accessory parts catalog. After spending nearly three hours on the TF 250-X, I can vouch that the rider triangle position is very comfortable for both sitting and standing, as it provides more of an on-top feeling than an inside-of-the-bike feel. I credit this to the somewhat thicker seat foam. I am not overly tall nor short at 5’11”, and when seated, the Triumph does not require much knee bend to get my feet up onto the pegs.
You can tell the careful attention to detail that Triumph put into the TF 250-X. That beautiful weld you’re looking at is done by hand.
The Triumph is an excellent-handling motorcycle. It feels light and nimble and quickly gets in and out of turns without asking too much from the rider.
Due to the nature of the Gatorback track, having some corners at the bottom of hills and long straights, the stock 13/48 gearing felt spot on, given the very linear power curve. The Triumph was also built with strong overrev and a pleasant exhaust note due to the lightweight stainless steel exhaust and resonator. The muffler, by the way, is repackable, which is another nice feature. The overrev certainly helps get you up and over jumps without having to shift; however, if the shift from second to third gear is not consistently executed correctly on hills, you may consider trying a 49-tooth sprocket on the back.
You can customize the engine mapping via a smartphone.
Overall, the Triumph is plenty powerful, and if you like to get the most out of each gear, you’ll love how the TF-X revs to the moon yet still has sufficient bottom and mid. If I compare this engine to those already out there, it feels closest to the Kawasaki KX250’s engine, but it certainly has its own personality. Triumph did well with its first production motocross engine, which, I must reiterate, is 100 percent designed and built by Triumph. It’s a competitive powerplant right from the get-go, which, for any manufacturer, is a significant accomplishment, especially for a 250cc four-stroke.
When it came to the Triumph’s suspension, KYB got the call.
The TF 250-X has a large, four-button map switch on the left handlebar. In descending order, you will find Launch Control as an on/off switch, and with the accessory Wi-Fi module, you can adjust that from 0-20.
Next up is the quickshifter, which enables clutchless upshifting between the second and fifth gears. Triumph’s quickshifter system works well, better than most. The third button from the top is your Traction Control feature, which is an on/off switch, and with the accessory Wi-Fi module, you can fine-tune this feature from 1-10. Last on the map switch is the engine mapping, maps one (standard) and two. You can replace map two with 10 other pre-programmed map options with the accessory Wi-Fi module.
The TF 250-X left a good first impression on us. But we’re not finished with it yet; we have plenty more testing to do.
Welcome To Motocross
Many people may say, “The Triumph looks like a “—” or the Triumph feels like a “—,” but the Triumph is nothing but a Triumph. And it’s good, which shouldn’t be too surprising when you have people like Ricky Carmichael, Ivan Tedesco, and Clement DeSalle involved in the bike’s development. The TF has unique characteristics that are very distinguishable from other brands, illustrating the effort and great attention to detail the employees put into Triumph’s TF 250-X. Not only does it have its own personality, but it’s also competitive! Impressive for a first effort.
We are anxious to spend much more time on the Triumph TF 250-X, play with its electronics and suspension settings some more, ride it on different tracks, and see how it stacks up in the real world.
As it is often said, stay tuned. CN
VIDEO | 2024 Triumph TF250X First Ride
2024 Triumph TF 250-X Specifications
| MSRP: |
$9995 |
| Engine Type: |
4-stroke, single-cylinder |
| Valvetrain: |
DOHC, 4-valve |
| Displacement: |
249.95cc |
| Bore x Stroke: |
78 x 52.3mm |
| Compression: |
14.4:1 |
| Fueling System: |
Dell’Orto EFI |
| Electronics: |
2 engine maps, traction control, launch control, quickshifter on/off, Wi-Fi module |
| Exhaust: |
Single Silencer |
| Clutch: |
Wet Multi-Plate Belleville Spring |
| Transmission: |
5-speed, manual with quickshifter |
| Final Drive: |
13/48 |
| Frame: |
Aluminum |
| Swingarm: |
Aluminum |
| Front Wheel: |
21 in. x 1.6 in. |
| Rear Wheel: |
19 in. x 1.85 in. |
| Front Tire: |
80/100 x 21 in. |
| Rear Tire: |
100/90 x 19 in. |
| Front Suspension: |
KYB 48mm coil spring fork, fully adjustable |
| Rear Suspension: |
KYB single shock, fully adjustable |
| Front-wheel travel: |
12.2 in. |
| Rear-wheel travel: |
12.2 in. |
| Front Brake: |
Brembo Twin Piston, single 260mm Disc |
| Rear Brake: |
Brembo Single Piston, single 220mm Disc |
| Seat Height: |
37.8 in. |
| Wheelbase: |
58.7 in. |
| Rake: |
27.4º |
| Trail: |
4.57 in. |
| Weight (wet, claimed): |
229.28 lbs. |
| Fuel Tank: |
1.85 gal. |
