Over five years in the making, the 2025 Triumph TF 450-RC Edition is here. From inception in 2019 to the official launch of the TF 450-RC, 15-time AMA Supercross and Motocross National Champion Ricky Carmichael has been involved from the ground level in the development of this motocross platform—everything from the chassis material, swingarm design, and ECU settings. Carmichael and test rider colleagues, such as 2005 AMA 125cc National Champion Ivan Tedesco, worked closely with Triumph engineers and developers to ultimately launch the TF 450-RC.
The TF 450-RC arrives 50 years after the last Triumph premier-class motocross bike, the 1975 TR5MX air-cooled, pushrod, two-valve four-stroke.
With the general consumer and the factory racing team in mind, Triumph focused on building a motocross machine with a broad appeal. If the platform has a compliant and balanced feel, then it works well as a base regardless of the competition level.
With that, we head to a small town just outside Atlanta to the official Triumph racing facility headquarters. Sitting on massive acreage, the facility is state of the art, with multiple MX and SX tracks ripped deep in the beautiful Georgia red clay. The facility also boasts freshly constructed buildings to house the factory riders and mechanics. It still smells like fresh paint.
Triumph is releasing the RC (Ricky Carmichael) Edition exclusively. There will not be a standard model for 2025, so let’s see what is going on with the 1st generation Triumph TF 450-RC.
Starting with the chassis, Triumph uses a lightweight aluminum frame with a spine design. That means we don’t see the twin-spar frame like the Japanese bikes or a chromoly frame as is favored by European builders. According to Triumph, its unique frame centralizes the mass better, allowing for more precise and balanced control.
Carmichael and I discussed the decision process for choosing between aluminum and steel. He told me that he thinks aluminum is more versatile and capable than steel—Carmichael raced both steel- and aluminum-framed bikes to championships. There was a moment when Triumph was leaning toward a steel chassis. However, Triumph chose an unusual aluminum chassis design, and Carmichael was happy with the decision.
The chassis is a universal platform that serves both the TF 450-RC and the TF 250-X motocross models. The 450 and 250 models share the frame, subframe, swingarm, linkage, and bodywork. From a budgeting perspective, that means lower R&D and manufacturing setup costs. From a rider’s perspective, we get the same ergonomics across the board. When I tested the TF 250-X last year, the chassis was balanced, lightweight, and precise in handling.
The 2025 Triumph TF 450-RC has a slim look and feel. The center port exhaust helps keep the header pipe tucked in close to the chassis for more centralized weight. The exhaust header is also totally out of the way and doesn’t stick out any farther than the radiators. There is no need for a heat shield on the header pipe because there is little to no chance of your boots rubbing on the pipe.
It turns out the universal chassis consistency pays off for Triumph. The TF 450-RC has a nimble, lightweight feel on the track and offers a precise handling characteristic.
After putting some time on the TF 450-RC, I wanted to raise the fork legs a few millimeters to give me more front-end feel and more agility when turning. In the stock position, I feel I might be pushing the bars more than I want to around corners. To correct that feeling, raising the fork legs by 1-2 mm in the triple clamps would likely have done the trick. Unfortunately, this was a one-day test. With limited time available, I didn’t want to spend it chasing the perfect setup.
It wasn’t a huge problem, as the 2025 Triumph TF 450-RC chassis is balanced and precise when cornering. It’s worth mentioning that the private track was not rough at all—no braking or acceleration bumps. If the track was super beat up, I might not have wanted to raise the forks.
In between my rides, I consulted with RC about the handling. I told him what I felt, and it was consistent with his experience. He runs his forks at 6 mm on the TF 450-RC—his personal preference—but he wanted to raise them to 7 mm. So, my assessment was consistent with Carmichael’s. As with any bike, get out there and feel the handling—investing time in experimentation can reap huge dividends. If it feels like you might be pushing the bars harder than normal to turn, try raising the forks.
Thankfully, we get a KYB 48mm coil-spring fork and shock. Why do I say thankfully? Because the coil suspension just has a better feel than air forks. Also, a spring fork is easier to set up and maintain. I’m all about simplicity, so I have more time riding than adjusting my setup.
The fully adjustable KYB fork is an AOS (air/oil separate) design with compression and rebound adjustments. The shock is a KYB piggyback-reservoir unit with a 50mm piston, high- and low-speed compression-damping adjustment, and adjustable rebound damping and spring preload.
In action, the suspension feels plush and compliments the chassis really well. I usually prefer a slightly stiffer front end for added control and connection with the ground. So, to combat the soft feel, a few compression clicker adjustments can go a long way. For my 165-pound weight, the suspension feels a little soft, and I especially felt it in the fork on jump landings—no issues with the rear shock. I focused on testing the stock setup, so I did not change a clicker during our test day. We set my sag at the 100mm mark recommended by Triumph and kept it there.
The bike tracked superbly during acceleration, even through the slick Georgia red clay, making the most of the excellent Dunlop Geomax MX34 tires.
The 2025 Triumph TF 450-RC has a Brembo brake system. That means Brembo calipers, master cylinders, and levers. The brakes use steel-braided lines for added stopping power and a more direct feel. The front caliper is a twin 24mm piston, and the rear uses a 26mm single piston. You can’t go wrong with a Brembo brake setup—the stopping power stays strong all day.
Getting into the power department, the stock TF 450-RC exhaust has a pleasantly quiet sound at low rpm. When you get on the gas, it wakes up, and you get a meaty dirt bike sound.
With a claimed class-leading power-to-weight ratio, the TF 450-RC is fast! According to Triumph, the TF 450-RC puts out 62 horsepower at 9500 rpm, and the bike has a wet weight of 239 pounds.
In the standard or full power mode, the DOHC powerplant has plenty of low-rpm torque and is snappy at the crack of the throttle. For the slick conditions I faced early in the morning, I wanted a more linear power delivery for added throttle control—something that’s easy to get with Triumph’s MX Tune Pro smartphone app.
The MX Tune Pro app is a fully integrated engine management system with 11 additional factory maps with specific fueling and ignition combinations, including a dedicated Ricky Carmichael engine map that I tried and really liked.
For more details and ride feedback, check out our YouTube video review, including our uncut interview with Ricky Carmichael about our day aboard the 2025 TF 450-RC. https://youtu.be/slRjTMZwbGY
Within the MX Tune Pro app, users can select any of the 11 pre-programmed engine maps and load them to the bike via a Bluetooth connection. Each programmed setting is designed to suit variable track conditions and rider ability, giving a wide differentiation in feel.
The settings are named according to the condition or rider’s ability. For example—Expert, Intermediate, Novice, Hard Pack – Dry, Hard Pack – Wet, Loam – Dry, and Loam – Wet, to name a few. There is even an Akrapovič map setting to enhance the optional Akrapovič muffler.
However, there is no way for users to totally customize the engine mapping themselves—you have to pick between Triumph’s settings. Given the range of choices, it’s not an issue for the average rider. On the upside, it takes the guesswork out for the user and prevents someone from using a poor setting. The fully loaded switch box on the left side of the handlebars includes launch control, quickshift, traction control, and the ride mode selector. All you have to do is select the appropriate setting and ride.
I tested the Expert, RC, and Loamy – Wet maps. I started in the standard full-power mode. Yeah, it is fast and quite snappy on the bottom end. I needed to change it up for my style, so I tried RC’s custom map. Immediately his map felt more controllable and linear off the bottom end and calmed down that initial hit when cracking open that throttle. Later in the day, I went over to a second track, which was a lot more wet and muddy, so naturally, I selected the Loamy – Wet setting. That setting had an even more linear feel and softer initial hit. I like a soft, linear hit on a 450, as a motor that size has plenty of power—it’s about usability. The Loamy – Wet setting enhanced my confidence, knowing I could be aggressive on the throttle without unwanted consequences.
Launch Control assists with gate starts and is accompanied by the holeshot device exclusive to the TF 450-RC edition. Quickshift is selectable on/off by a push of a button. When on, it enables clutchless up-shifting from 2nd to 5th gear. It has a cool sound when shifting—I’m glad it has made the leap to dirt from sport bikes. Traction control is becoming more common across most MX platforms—the technology monitors rear wheel slip and responds accordingly to maximize traction. The ride mode button M offers 2 settings readily available to toggle. Ride mode 1 (light off) will always be full power delivery. Ride mode 2 (blue light on) is less aggressive or can be replaced by any of the 11 selectable maps from the MX Tune Pro app.
As you can imagine, the RC-Edition has some upgrades that will not come standard on the standard TF 450-X model. The RC goodies include Dunlop Geomax MX34 tires, a Signature RC4 ODI handlebar with ODI lock-on grips, Neken triple clamps, a holeshot device, D.I.D 520 SDH chain, a ribbed gripper seat, a front disc guard, and a Hinson clutch cover for durability and good looks. Speaking of appearance, this TF 450-RC edition would not be complete without its RC graphic kit that includes goat logos.
With the 2025 Triumph TF 450-RC Edition, the British brand has developed a solid platform that serves both the general consumer and racers at the factory level. The TF 450-RC is a precise handling, balanced platform that serves all rider types, which is just right for an average rider like me who is all about the fun factor in dirt bike riding. The only downside? You will have to wait until February to get one, and it’s only available at select dirt-oriented Triumph dealerships. The list price is $10,995, so it’s not the most expensive bike in the 450 class—not bad for an RC Edition.
Action photography by Brian Converse and Chippy Wood
RIDING STYLE
2025 Triumph TF 450-RC Edition Specs
ENGINE
- Type: Four-stroke single
- Displacement: 450cc
- Bore x stroke: 95 x 63.4mm
- Compression ratio: 13.1:1
- Valvetrain: SOHC; 4 Del West titanium valves
- Fueling: Dell’Orto throttle body
- Ignition: Athena EMS
- Starting: Electric
- Transmission: 5-speed w/ up-only quickshifter
- Clutch: Wet multiplate w/ single-disc Belleville spring and Brembo hydraulics
- Final drive: D.I.D 520 SDH chain
CHASSIS
- Frame: Aluminum spine-and-double-cradle
- Handlebar: ODI RCR Signature bend 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
- Front: 21 x 1.60
- Rear: 19 x 1.85
- Tires: Dunlop Geomax MX34
- Front tire: 80/100 x 21
- Rear tire: 110/90 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
- Fuel capacity: 1.85 gallons
- Wet weight: 239 pounds
- Color: Triumph Performance Yellow
2025 Triumph TF 450-RC Edition Price: $10,995 MSRP
