Triumph TF 450-E and TF 250-E 2025 Review

For decades, the enduro world was a closed shop. The industry was dominated by the Big Four Japanese brands, the powerful KTM group, and a handful of smaller Euro outfits like Beta, Sherco and TM. Boutique start-ups were promptly swatted away. Even giants like BMW and Aprilia tried and ultimately failed.

But when Triumph announced in 2021 that it would build motocross and enduro bikes, it felt different.

The iconic British brand said from the start that this wasn’t just a roll of the dice. It was going all-in and promised a full-scale off-road program backed by champions such as Ricky Carmichael and Ivan Cervantes.

And there was history too. Modified Triumph models were used in the mid-20th century for scrambles, desert racing and reliability trials. Steve McQueen famously rode Triumphs on the dirt. That included a start in the 1964 International Six Days Trial, a starring role in On Any Sunday, and the iconic chase scene in The Great Escape (although the fence jump was performed by Bud Ekins).

Still, Triumph’s announcement raised eyebrows. How could a road bike company seriously make a competitive dirt bike? It seemed impossible. Many assumed KTM would donate its platform to Triumph, while others guessed Triumph would just copy KTM outright.

Fast-forward to 2024, and Triumph releases its first motocross bike. Turns out it’s not a KTM, or a KTM clone. It’s a fully-fledged off-road motorcycle built with premium components and a lot of development input from experts in the field. It’s race-proven too, having already won a race in the AMA Supercross 250 class.

Now, in 2025, the enduro models have landed, and the story is the same. These bikes are fully developed and competitive. Jonny Walker even finished Erzbergrodeo on the TF 250-E, and Triumph is already exploring a Dakar Rally tilt.

Sales will ultimately decide if the mission is a success, but Triumph’s Aussie arm anticipates the road-registerable enduro bikes will outsell their motocross cousins. 

The core dirt bike brands have had a good run, but now there’s a new challenger on the start line. Well... two, if you count Ducati. But that’s another story.

Local pricing for the Triumph enduro models starts at $17,590 for the 250 and $18,990 for the 450. That places both at the premium end, but roughly on par with Yamaha and KTM’s equivalent models.

Cheaper options do exist. A Sherco 250 SEF Factory is $15,299, while a Beta RR 430 X-Pro (450-class equivalent) costs just $16,170.

But the Triumph models are not just premium by price – they are premium by nature. That means fully adjustable KYB suspension, Brembo brakes, DID wheels and Michelin tyres, multiple engine maps, traction control, launch control and a quickshifter all as standard. The Wi-Fi module for smartphone tuning will cost you an extra $370, while handguards are another $85.

A common rule of thumb is to avoid first-gen models – even more so when a brand is new to the category. But that rule should be ignored here, because both bikes are ready to go straight from the crate. 

Triumph has been developing its off-road models for the best part of five years and the TF 450-E and TF 250-E are easily on par with the competition from day one. 

Importantly, the Triumph enduro models are not just rebadged motocross bikes with headlights. They were developed in tandem with the motocross models, but are built specifically for enduro. That means different engine internals, revised mapping, gear ratios, and suspension, and much more.

So, how do they ride? Bloody brilliantly. These are proper, well-built enduro machines. If you didn’t know better, you’d assume Triumph had been doing this for decades.

The engine is a beauty in both sizes. The 450 is torquier and has more legs at the top end, but the 250 is no slouch either. In fact, I preferred the 250. More on that shortly. 

Power delivery on both bikes is smooth and tractable, but far from mellow. There are two throttle maps fitted as standard, and I found myself choosing the softer map in the wet and slippery conditions.

The chassis also worked a charm for me as a weekend warrior. It felt planted and responsive, but not too stiff. If there is a sweet spot between performance and forgiveness, I reckon Triumph has come close to finding it.

Likewise, the KYB suspension was great in stock form. Both the fork and shock are fully adjustable, but for regular trail riding, I didn’t feel the need to make any adjustments – and that’s coming from a heavier-than-average rider.

Both bikes felt compliant, and neither offered any major deflections or scary moments. There was no excessive front-end dive and no kicking up of the rear. It all just worked a charm, kept traction, and soaked up everything in its path.

On paper, both the 450 and 250 are a little heavier than the class-leaders, but they ride light and carry the weight well. The results are agile and flickable packages.

The electronics will be divisive, as many old-school heads will argue that you don’t need them and you’re better off without. But they are quickly becoming a regular feature on dirt bikes, and I’m not mad about it.

Traction control is brilliant – even more so on a wet day like we found at the launch. I left it on and never found it to be intrusive or inhibitive. Some of the faster riders were happy to turn it off, but unless you have a point to prove, I see no harm in leaving it on. It just adds another layer of safety and helps keep the bike in check.

The throttle maps are also great, and you can use the smartphone app to get more maps and even make your own (once you buy the Wi-Fi module, of course).

Elsewhere, the brakes are great, the tyres held up well, and the black plastics didn’t scuff up too much after a day in the bush. Maintenance should be a breeze with easy air-filter access, and the translucent fuel tank lets you keep an eye on fuel levels. 

For me, the 250 was the pick of the pair. Historically, I’ve gravitated towards 450s because of my size, but the 250 really surprised me. It felt closer to a 350 – light and nimble, but with plenty of usable power to spare. It was easier to manage, and less taxing, especially in tighter terrain.

Picking up from that last thought, the TF 450-E was just bit too much for me as an out-of-shape weekend warrior. I haven’t ridden much enduro in the last 12 months, and the 450 didn’t help my cause. It carried too much momentum through corners and was just a tad harder to wrangle through the tight stuff. Of course, a little more seat time and some fitness would fix this – but I found the 250 much easier to ride. 

Another small issue is that the 450 didn’t like to be lugged at lower revs. It stalled a couple of times in the slower sections, and I found myself searching for the start button a little too often. The 250 seemed to tractor along at lower speeds without an issue. 

I’d love to ride the 450 in a faster environment – like the desert, where it could really stretch its legs. I feel as though I’d get the most out of it in that kind of situation, whereas the 250 better suits me in tighter, more technical terrain.

Smaller complaints? The grips felt a bit thin, and I reckon my soft Ctrl-Alt-Delete hands would benefit from a bit more padding. 

The seat was also basic and a bit firm. I didn’t have any issues during our test ride, but I wonder how it’d feel after a full day in the saddle. 

Finally, while features like launch control and quickshifter are nice in theory, most enduro riders won’t use them. Launch control is for race starts, and quickshifting isn’t all that useful when you’re constantly using the clutch in technical terrain. I’d rather see the Wi-Fi module included as standard instead.

No – not anytime soon. Triumph has made it clear it is focused on four-strokes for the foreseeable future. That could change if the market demands it, but right now, the brand is sticking to its guns. To prove the point, Triumph sent Jonny Walker to Erzbergrodeo on the TF 250-E — and he finished sixth, surrounded by a field full of 300cc two-strokes.

Related: Triumph confirms no two-strokes

Possibly. A 350cc model would make sense, but nothing’s confirmed. Product Lead Scott Lanzi told us they’re waiting to see how the 250 and 450 perform before deciding what’s next.

That said, Triumph is well aware that the 250 already rides a lot like a 350 — which might make a middleweight model redundant. Time will tell. 

Related: Triumph hasn’t ruled out a 350cc enduro bike

If you’re in the market for a new dirt bike, I don’t really see a reason not to. Both the TF 250-E and TF 450-E are instantly competitive against other major brands.

Faster-paced racers will have personal preferences that will dictate which brand they choose, but for everyday punters like me, it really comes down to colour preference and price. The Triumph models are on the pricier end of the scale, but they feel every bit the premium product. 

They are well-built, well-equipped, and have the nostalgic appeal of a Triumph badge. That last factor alone might be enough to tip the scales for the Steve McQueen fans among us. Plus, it’s just really cool to have another brand on the grid.

ENGINE & TRANSMISSION
Type: Single cylinder liquid-cooled 4-Stroke DOHC
Capacity: 249.9cc (250), 449.5cc (450)
Bore x stroke: 78mm x 52.3mm (250), 95mm x 63.4mm (450)
Compression: 14.4:1 (250), 12.8:1 (450)
Fuel system: 44mm Dellorto cable body, Athena EMS

PERFORMANCE
Claimed maximum power: 42.3hp (31.5kW) at 12,250rpm (250), 59.3hp (44.2kW) at 9750rpm (450)
Claimed maximum torque: 27.8Nm at 9250rpm (250), 49.3N at 7000rpm (450)

TRANSMISSION
Gearbox: 6-speed with quickshifter
Clutch: Wet multi-plate hydraulic
Final Drive: 13/51, chain

CHASSIS AND RUNNING GEAR
Frame type: Aluminium, Spine
Swingarm: Aluminium-Fabricaton
Front Suspension: KYB 48mm Coil Spring Fork, Compression/Rebound Adjustment, 300mm Travel
Rear Suspension: KYB Coil, Compression Adjustment (H and L Speed), Rebound Adjustment, 313mm Travel
Front Brakes: Brembo Twin 24mm pistons, 260mm Galfer disc
Rear Brakes: Brembo Single 26mm piston, 220mm Galfer disc
Front Tyre: 90/90 – 21 Michelin Enduro 2
Rear Tyre: 140/80 – 18 Michelin Enduro 2

DIMENSIONS & WEIGHTS
Handlebar width: 836mm
Height: 1264mm
Seat Height: 955mm
Wheelbase: 1488mm
Rake: 26.8 º
Trail: 113mm
Fuel capacity: 8.3 litres
Claimed wet weight: 114.2kg (250), 116.7kg (450)

OTHER STUFF
Price: $17,590 ride away (250), $18,990 ride away (450)
Colours: Black and white with yellow accenting