Bikes 12 Jun 2024

Tested: 2024 Triumph TF 250-X reviews the 2024 Triumph TF 250-X.

Words: Trent Maher

The highly-anticipated wait for the Australian release of the 2024 Triumph TF 250-X is over. This brand new model is Triumph’s introduction into the motocross market, and MotoOnline was on location in the Central Coast region of New South Wales to put it through its paces at the national media launch.

Triumph’s TF 250-X boasts a class-leading power-to-weight ratio, designed and developed by Triumph engineers in close collaboration with the likes of Ricky Carmichael and Ivan Cervantes, along with a top-level development team in the background. For a more extensive technical rundown, view Detailed.

Image: Supplied.

To start the launch I was greeted with a perfectly manicured private track that Jeff Briggs and the Triumph Australia crew had prepared for the day. A soft, loamy layout with plenty of moisture set the scene for perfect testing conditions.

As I do with every test, I started with the bike in complete stock trim, the only changes that I made were my clutch lever position and rear brake pedal height. Hitting the freshly ripped track for the first time, it was the power that stood out to me. As I got it high into the rev range, that’s when I noticed that the TF 250-X had loads of mid to top-end power – which made sense – as the engine data sheet that Triumph provided showed us that the TF 250-X has 47 horsepower at 13,500 rpm.

I felt the suspension was a little soft on my first time out, which is to be expected as the stock setting is set for a 70 to 80-kilogram rider and I’m 90 kilograms. But that leads me to this next awesome addition, as Triumph offers additional spring rates as part of its genuine accessory catalogue, so before you pick up your bike, the dealer can change spring rates to match your weight.

Image: Supplied.

Aside from stock, we had two extra TF 250-Xs on location, one fitted with what they called, ‘medium stiffness’ and one that had ‘hard stiffness’ fitted – essentially just two different spring rates. I rode the medium set-up on my second time out and still felt like the overall feel was a little too soft for me, which led me to try the harder springs, and wow, this changed the ride characteristics of this bike. With the extra hold up I could start to push more and get a true gauge on what it can do.

Firstly the chassis, as I stated previously was super comfortable, in a well-worn boots type of way. I made no other changes to any clickers or the balance of the bike, it was bang on the money for this particular track. I could place the bike anywhere I wanted and there was no unpredictability feeling coming from the aluminium frame, which is a unique spine frame with a twin cradle. The TF 250-X comes standard with ProTaper ACF handlebars, and they provide that extra little bit of flex in the hands, which adds to the overall comfortable feel.

The engine, now this is the part all 250 riders look at when figuring out a new bike, and Triumph spent a lot of time in this department not only what they learned in testing, but also working alongside their Moto2 engine supplier program and it shows. The bulk of this power starts right from the bottom and as you climb through the rev range – so too does the torque – even right at the top of the rev range you can still feel this bike pulling as you grab that next gear.

I couldn’t find any flaws in the map setting that it comes stock with. Like all new models, the Triumph has a switch on the left side of the handlebars that you can not only change your map settings from standard, but also control the launch control, quickshifter, and traction control. I didn’t run through all the features, but I did test out the second map, which was described to us as a more mellow map. It didn’t take any power away from the bike, but made it a lot smoother off the bottom, so I could see this being a great addition for a beginner or first-time 250 rider, but it wasn’t for me, personally.

Image: Supplied.

The other feature I tried out was the quickshifter, as we know most other models have this feature that works in a way where it cuts the ignition for a split second to help select the gear. Triumph’s approach is a little different, it works in a way where it retards the timing from a sensor in the gear drum which helps select any gear at full revs. In essence, it felt more direct and you couldn’t hear the bike cutting out to change the gear. I enjoyed the quickshifter function and could see myself using it in a race setting.

At the end of the day, I got the chance to ride the only race-spec bike they had with all of the aftermarket components that Triumph offer for the new TF 250-X. It was fitted with a full Akrapovic exhaust system, a GET ignition with the WiFi tuner attachment, and an XTrig holeshot device. It was still set with the stock springs in the suspension, which as I said earlier was too soft for me, but the exhaust and the map to suit really opened up the capabilities of this engine, giving me the ability to use third gear out of corners.

Overall, I really liked the 2024 Triumph TF 250-X. It was impressive to see how much work went into the design and development, and the top-level quality finish of this motorcycle, too. I’ll be honest, I’d love to have one of these in my garage – that’s how impressed I was. It will suit the average rider right through to the top-level racer and nobody will be left disappointed.


Engine type: 249.95cc, liquid-cooled, single-cylinder, four-stroke
Bore/stroke: 78×52.3mm
Transmission: Five-speed
Starter: Electric
Clutch: Brembo hydraulic
Traction control: Yes
Launch control: Yes
Front suspension: KYB 48mm coil spring fork
Rear suspension: KYB coil shock
Front brake: Brembo 260mm disc
Rear brake: Brembo 220mm disc
Tyres: Pirelli Scorpion MX32
Weight: 104 kg (without fuel)
Price: $14,250
Availability: Available now
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