How exciting is this? We have a motocross platform coming to the market that is brand-new from the ground up. It’s not a KTM. It’s not a Yamaha. This thing is all Triumph! The pre-release chatter claiming this new bike is a reiteration of existing platforms is 100 percent false. Inside and out, the all-new 2024 Triumph TF 250-X is designed by Triumph engineers in Hinckley and manufactured in Triumph’s manufacturing facility in Thailand.
A quick brief on Triumph’s history for the motocross fanatics who have had their attention elsewhere. Triumph has been building motorcycles since 1901. That’s 123 years of motorcycle building heritage. The last Triumph motocross bike was the 1975 TR5MX—a 499cc pushrod four-stroke single. Triumph has been privately owned by one owner—billionaire housebuilder John Bloor—for the past 35 years. As a proud family-owned business, Triumph did not put out a rehashed platform; it’s a big win for our motocross community. Development of the 2024 Triumph TF 250-X started in 2019, so this motorcycle is the result of five years of rigorous engineering and testing.
The cool thing I’d like to point out about the development process of the TF 250-X is that Triumph’s R&D team didn’t only partner with test riders such as 15-time AMA MX and SX Champion Rick Carmichael. They worked with absolute beginners and intermediate riders to cover the entire realm of motocross riding. The TF 250-X is designed to cater to all levels of riding.
Motocross is a growing sport, and it’s incredibly nice to see other major motorcycle manufacturers interested in joining us for the ride. The 2024 Triumph TF 250-X has a lot to offer a wide range of rider levels, so let’s get into it.
I flew to the renowned Gatorback Cycle Park in Gainesville, Florida—a former AMA National circuit—for my first look and ride aboard the TF 250-X. The track resembles Glen Helen with elevation changes, but has bigger jumps and is more compact. The dirt conditions are mixed—it’s loamy in some sections and can get hard-packed in others. The Gatorback ruts are plentiful and forgiving—the dirt is soft and holds more moisture than the dry, hardpack we’re used to in Southern California. Overall, the Gatorback facility is a fantastic venue that offers multiple tracks, making it an excellent destination for motocross enthusiasts and racers. I highly recommend checking it out if you’re looking for an MX weekend getaway.
Now, let’s go ride this thing!
- Triumph boasts about the linear power output with nearly 48 horsepower at the crank from the DOHC motor. The TF 250-X gets there with a mix of Triumph-built components and parts from outside vendors. Contributors include a bike-specific Dell’Orto 44mm throttle body with a Keihin injector, König forged aluminum piston, Del West titanium valves with DLC coating, machined cam with a D.I.D cam chain, and an Athena ECU with plenty of electronics we’ll get into soon enough.
- The claims about the linear power output are absolutely accurate. The 2024 Triumph TF 250-X absolutely rips! It accelerates quickly and punches through the entire rev range with a spot-on linear feel. From the low-rpm torque coming out of a corner to the top end of the rev range, the TF 250-X pulls strongly out of corners and down straights. When the motor hits the rev limiter, it’ll hold the power rather than drop off or cut out. It hits the rev limiter quite quickly, so it may require more shifting on fast tracks, which Triumph makes easy.
- The five-speed gearbox features a quickshifter for upshifts from 2nd gear on up—no need to back off the throttle. However, I didn’t experiment with the quickshifter because we had limited track time. We’ll get to that when we get the bike in our hands at home.
- The hydraulically actuated cone-spring clutch is consistent and precise all day long. The clutch lever is smooth throughout the engagement range, and does not have an on/off feel. You can engage the clutch slightly to get revs up when needed, and it has a precise feel. It is also butter-smooth and easily engaged. As far as my clutch technique goes, I wouldn’t say I am heavy on the clutch, except for shifting and cornering on a 250cc MXer. My clutching technique is more for the fun factor rather than racing or speed strategy.
- Complementing the motor package is a suite of electronic aids. In addition to two engine maps, the 2024 Triumph TF 250-X offers traction control and launch control (adjustable as an accessory). Map 1 is fixed and highly aggressive, while Map 2 comes from the factory with a mellow setting. You can toggle between the two maps without stopping the bike or putting it in neutral. The maps switch is part of a four-button array, which includes launch control, quickshifter (on/off), and traction control. Selectable on the left side of the handlebar, the traction control can be turned on/off with a press of the TC button. Using the engine management app, you can select from ten levels of traction control.
- With the mixed dirt condition at Gatorback, the traction control came in handy. Midway through the day, the track was watered, making it very slick on the hard-pack sections and deep, heavy mud in the loamy sections. A lot of the corners are flat. Lacking berms, you have to rely on ruts or maximum traction to get around the turns. I didn’t have time to experiment with the various levels of TC, so I stuck with the stock setting, riding the bike with it on and off. When I’m on the gas, I can really feel the patented GET Power Assist traction control technology working. The traction control system monitors and responds to wheel slip, which helps to maximize traction and ultimately helps the rider stay in control through slick situations. Also, the vibrations from the engine feel different when it’s on.
- Triumph offers an optional smartphone app, connected via a Wi-Fi module, with a broad range of engine tuning options. There are 10 factory-preset maps that are named according to the riding conditions or your skill level. There’s also an Akrapovič setting should you spring for the accessory titanium system from the famed Slovenian exhaust manufacturer.
- The frame is aluminum with a spine design—neither traditional Euro chromoly nor Japanese twin-spar aluminum. According to Triumph, the spine design offers light weight and stability, making it possible to lower the larger fuel tank in the motorcycle. Triumph has plans for off-road enduro and cross-country models, and the spine frame allows fuel tanks with greater capacity that don’t impede the rider. The aluminum spine frame is designed for stability and flexibility, giving the bike a playful feel.
- The Triumph TF 250-X platform is the lightest bike in its class. It weighs in at 229 pounds soaking wet, according to Triumph. Just going by my personal gauge by lifting the bike on the stand, I felt a major difference in how light it really is. Of course, on the track, it really makes a difference, and it is noticeably lighter than other bikes I have tested. Negotiating around corners and in the air, the TF 250-X is quite nimble and playful. I didn’t notice the chassis getting upset or thrown off course due to the chop. The TF 250-X does a great job at maintaining its course and tracking well.
- Suspension setup is always critical. The Triumph TF 250-X has a KYB spring suspension system. The 48mm KYB fork is fully adjustable and has 12.2 inches of travel. The KYB shock adds high and low-speed compression adjustment to the mix, and offers 12.0 inches of rear wheel travel. I started the day with 104mm of rear suspension sag. I’m five-foot-nine, 160 pounds, and Triumph says the sweet spot is between 102 and 105. I didn’t need or want to alter the 104mm setting throughout the day.
- The KYB suspension was fantastic at Gatorback. The 2024 Triumph TF 250-X stays planted and precise through corners. The well-prepped track at Gatorback was getting light use, so it wasn’t too beat up with braking pumps or acceleration bumps. Through roller sections and all the way through the jumps, the TF 250-X stays planted to the ground. The suspension is not too soft or too stiff. It is comfortable all around. I will have to test it on a rougher track like Glen Helen Raceway in Southern California to better gauge how the KYB suspension system reacts to the rough stuff. I will start by speeding up the rebound damping and stiffening the compression settings. However, the suspension and chassis in stock configuration offers a comfortable ride feel.
- Pirelli Scorpion MX32 Mid-Soft tires are standard on the 2024 Triumph TF 250-X. The rear tire is a 100, which offers a little weight savings. I prefer a 110 for added traction, though the 100 hooked up fine on the Gatorback circuit. I definitely want to try the 250-X with a 110 just because.
- With the massive power output, you need great stopping power, and the Brembo/Galfer combination provides it. The TF 250-X comes with Brembo calipers and Galfer discs. The front caliper uses two 24mm pistons and a 260mm disc, with the rear going with a single 26mm piston and 220mm disc. The rear brake, however, has an incredible stopping power. On my first few laps, before the front brake had settled in, the rear brake had noticeably more stopping power than the front. I’m usually heavy on the front brake, so I had to really focus on using that rear brake to slow down around the corners. After some break-in time, the front brake worked well. All day, the rear braking system delivered excellent stopping power. Gotta love a Brembo/Galfer braking setup!
- The ergonomics feel very comfortable and well-balanced. I totally appreciate the ODI lock-on grips and ProTaper handlebar—a great combo. The friendly rider triangle is enhanced by high-quality controls and beefy footpegs. The seat is rounded, similar to the Austrian brands; I like that, as it allows for easier mobility on the bike. Also, the bodywork is designed with a minimalistic approach, allowing for smooth body positioning transitions. The shrouds are narrow with a smooth, flat surface. At no point throughout my testing did I feel any hook points on the bodywork.
- Triumph put a lot of effort into making the TF 250-X more mechanic-friendly. Triumph designed the TF 250-X for easier access around the engine compartment, and the motor has longer service intervals. They recommend a piston change at 45 hours—that’s massive for DIY mechanics like me. Typically, you want to change the piston every 30ish hours, depending on your riding style. If you’re racing and putting a lot of stress on the bike, you’ll change the piston far more frequently. However, for the average weekend rider, 45 hours on the piston can last you all year and maybe beyond. The TF 250-X is designed to be mechanic-friendly, which helps reduce long-term maintenance costs.
- The 2024 Triumph TF 250-X. It’s a good-looking bike with black and white plastics and fluorescent green accents. Another fun fact about the TF 250-X is that its bodywork is designed and molded in-house.
- Triumph has 89 approved dealers in the US and is working to approve over 100 by the end of the 2024 calendar year. The shipment of the motorcycles to the US dealers will begin within a month or so. Triumph is offering an online portal for customers to order parts. Orders will shipped by approved dealers with express delivery options. This is to make parts accessibility easy and fast, even for those without a dealership nearby.
- It is exciting to see another brand offering a new MX model on the market. The engine and chassis of the 2024 Triumph TF 250-X are not copies of other designs, and the major parts are either made by Triumph or procured from high-quality suppliers. The bike offers a comfortable ride and an excellent power package, with the engine and suspension adjustability needed to attract a broad range of motocrossers.
Action photography by T-Squared Media and B Converse Photography
RIDING STYLE
2024 Triumph TF 250-X Specs
ENGINE
- Type: Four-stroke single
- Displacement: 250cc
- Bore x stroke: 78 x 52.3mm
- Compression ratio: 14.4:1
- Valvetrain: DOHC; 4 titanium valves
- Fueling: Dell’Orto 44mm throttle body w/ Keihin injector
- Ignition: Athena ECU w/ GET Power Assist
- Exhaust: Stainless steel (Akrapovič titanium system optional)
- Starting: Electric
- Transmission: 5-speed
- Clutch: Hydraulically actuated Exedy wet multiplate w/ single-disc Belleville spring
- Final drive: D.I.D 520 SDH chain w/ JT sprockets
CHASSIS
- Frame: Aluminum spine w/ hydroformed aluminum swingarm and Neken machined aluminum triple-clamp
- Handlebar: ProTaper ACF carbon-core tapered aluminum w/ ODI grips
- Front suspension; travel: Fully adjustable KYB AOS inverted 48mm inverted fork; 12.2 inches
- Rear suspension; travel: Fully adjustable, linkage-assisted KYB piggyback shock; 12.0 inches
- Rims: D.I.D DirtStar 7000 Series
- Front: 21 x 1.60
- Rear: 19 x 1.85
- Tires: Pirelli Scorpion MX32 Mid Soft
- Front tire: 80/100 x 21
- Rear tire: 100/90 x 19
- Front brake: Galfer 260mm disc w/ Brembo 2-piston caliper
- Rear brake: Galfer 220mm disc w/ Brembo single-piston caliper
DIMENSIONS and CAPACITIES
- Wheelbase: 58.7 inches
- Rake: 27.4 degrees
- Trail: 4.6 inches
- Seat height: 37.8 inches
- Ground clearance: 13.1 inches
- Fuel capacity: 1.85 gallons
- Curb weight: 229 pounds
- Color: Triumph Racing Yellow and Black
2024 Triumph TF 250-X Price: $9995 MSRP
2024 Triumph TF 250-X Review Photo Gallery
