TESTED: TRIUMPH’S 2026 ENDURO MODELS

Just how good are the first enduro models Triumph has ever produced? After testing the British manufacturer’s all-new 2026 TF250-E and TF450-E at the Aussie media launch, we can tell you they’re good enough to make all their rivals sit up and pay attention. Close attention!

New-model media launches are always interesting and good fun. And they invariably lead to a barrage of questions from mates and motorcycle industry crew – especially when the models are the first of their kind from a manufacturer. Case in point: Triumph’s recent Aussie media launch for their first ever enduro bikes – the all-new 2026 TF250-E and TF450-E.

Yep, our phone’s been running hot with all sorts of questions ever since. For example:

• “So, how do they differ from Triumph’s 250 and 450cc motocross models?” 
• “Where will these Pommy gatecrashers ‘fit’ in the already populated enduro market segment – in terms of component spec, performance and price?” 
• “Can we expect Triumph’s enduro model line-up to expand in the future – including different capacities and/or two-stroke machinery?”

So, let’s address those frequently asked questions, and a whole lot more questions you may have forgotten to ask…

VISUALLY, WHAT FIRST STRIKES YOU ABOUT TRIUMP’S ENDURO MACHINES?

Curiously, for an all-new entrant into the enduro market, these Triumphs look familiar somehow. By that, we mean there’s no massive departure from the existing players when it comes to the bikes’ proportions, architecture and core design elements. There are no left-field components, no funky bore-and-stroke dimensions, no weird-looking seat or bodywork panels. And to be honest, the fact they don’t look foreign really shouldn’t come as a surprise. Maybe we were just expecting that the first enduro bikes in decades to come from somewhere other than Europe or Japan would be more … unconventional.

“The black-and-white plastics, which give the bikes a modest but purpose-built aesthetic.”

On the contrary – these machines confirm that, for their initial foray into the enduro market anyway, Triumph wasn’t looking to reinvent the wheel; they were intent on taking the best of what’s already out there, and putting it together in a synergistic, rider-focused way to optimise the riding experience. Speaking of first impressions, it’s worth mentioning the black-and-white plastics, which give the bikes a modest but purpose-built aesthetic – a look that screams, “No need to resort to lollipop colours or lurid graphics to stand out from the crowd!”.

“One glance at the LHS bar-mounted switchblock confirms you’ve got the latest in off-road technology – and a broad range of adjustability – literally at your fingertips.”

WHAT’S THE BIKES’ COMPONENT QUALITY LIKE?

Honestly, it’s about as good as it gets! Everywhere you look, there’s premium-brand componentry and cutting-edge tech. And we’re not just referring to the high-spec Kayaba suspension package and Brembo’s hydraulic brakes and clutch. These machines also boast an Exedy racing clutch, Athena engine management system, Dell’Orto throttle body, forged König aluminium piston (with a three-piece oil control ring), Del West titanium valves, DID cam chain, Galfer brake discs, ProTaper handlebars, Neken triple clamps, DID DirtStar 7000 series aluminium rims (mated with Triumph-designed lightweight cast and machined alloy hubs), JT sprockets, Michelin Enduro 2 tyres, Pyramid non-slip seat cover, ODI grips, and dual-stage Twin-Air air filter. You get the picture, right?!

“Honestly, component spec and quality of finish is about as good as it gets! Everywhere you look, there’s premium-brand componentry and cutting-edge tech.”

The instrumentation and bar-mounted switchblocks aren’t branded, but with their fancy backlit functionality, they ought to be. Triumph’s design team repeatedly refer to the “no-compromise approach” they took with these machines, and it shows. Perhaps the premium-brand componentry edict was driven by guys like Paul Edmondson and Ivan Cervantes – four- and five-time World Enduro Champions, respectively – who these bikes were developed in close collaboration with. Or perhaps it’s just a Triumph thing. In any case, marry all that quality-brand componentry with Triumph – itself an iconic, storied brand – and, as one of Triumph Australia’s marketing guys said, “Yep, you’re cooking with good ingredients!”

WHAT ABOUT THE CUTTING-EDGE TECH THAT TRIUMPH’S PR TALKS ABOUT?

One glance at the LHS bar-mounted switchblock confirms you’ve got the latest in off-road technology – and a broad range of adjustability – literally at your fingertips. The bundled, backlit and colour-coded buttons labelled “LC”, “QS”, “TC” and “M” give you on-the-fly activation (and deactivation) of Launch Control, Quickshift, Traction Control, and dual engine Maps, respectively. We weren’t able to spend a lot of time at the launch mucking around with these electronics, but quick back-to-back samples of each function (and engine maps) confirmed that the differences they make are substantial, not gimmicky. Sure, we’d expect the regular chorus of ‘purists’ who’ll argue these electronic aids are unnecessarily complicated, but why whinge about tech that gives riders the opportunity to instantaneously adapt to varying conditions? If you don’t like it, switch it off. By the way, with Triumph’s “MX Tune Pro” app (which will soon be available, along with the Accessory WiFi Com module), the level of adjustability made available to owners will be amplified significantly.

WERE THE BIKES AT THE LAUNCH TESTED IN STANDARD TRIM?

Yep. Aside from having all the restrictors and ADR compliance junk removed, that is. The launch’s test bikes were shod with the standard, FIM-approved Enduro 2 rubber from Michelin. Hand guards and hard plastic bashplate both come as standard equipment. Interestingly, the shock absorber in all bikes were set up with middle-of-the-road settings (10-12 clicks out on both compression and rebound), but the forks used a firmer setting (6 clicks out on both comp and reb). According to the Triumph Australia techs on hand, that was done to reflect the journo group being generally a little faster and heavier than average. But were these firmer fork (but not shock) settings at the launch also made to reflect their belief it would improve front-to-rear chassis balance? We’ll see. One day’s testing on unfamiliar trails wasn’t enough to answer that question with much conviction.

HOW LONG HAVE THESE ENDURO MODELS BEEN IN DEVELOPMENT?

According to Triumph’s UK-based design team (many of whom have long been off-road enthusiasts but working on road-going models till now), Covid’s lockdowns and travel restrictions certainly played their part in Triumph expanding its model footprint into the off-road segment. In 2021, the British brand announced its impending entry into the motocross and enduro worlds, using a race-driven R&D strategy for their production bikes (much like Ducati’s MO). And even though their MX models were first to go into production, Triumph’s R&D crew reckon the MX and enduro models were developed in tandem from about 2021. Interestingly, the Triumph designers made the point there was no crazy rush to get their MX and enduro bikes into production, and that getting their 250 and 450cc engines right was a more time-consuming and challenging process than they’d initially anticipated.

HOW DIFFERENT ARE TRIUMPH’S ENDURO MODELS FROM THE MX BIKES, WHICH WERE RELEASED LATE LAST YEAR?

As you’d expect, the enduro bikes come with obvious differences to the MX models: an 18-inch rear wheel, wide-ratio six-speed gearbox, larger-capacity clear fuel tank, headlight assembly, hand guards and bashplate, instruments and switchblocks, etcetera. Interestingly (and unlike many other brands), Triumph’s enduro models also get different bodywork from their MX cousins – tweaked radiator shrouds and a 25mm longer rear guard. On top of that, the TF-E models also get significantly more engine inertia (via crankshafts that have a whopping 30% and 34% more inertia than their 450 and 250cc MX-model counterparts, respectively), plus a slightly larger-capacity airbox, revised mapping, and different exhaust systems to meet noise emission regs.

But what fascinated us the most was what wasn’t different – in particular, how the rolling chassis used for enduro and MX models remains virtually identical. Admittedly, the enduro models get a 10mm longer swingarm and 10mm shorter fork (designed to shift more weight onto the front-end for tight-terrain agility, but retain straight-line stability at high speed), but the rest of the alloy “spine and double-cradle” alloy chassis is identical. And not just the frame; the triple clamps, steering stem, engine mounts, shock mount and shock linkage are all interchangeable between enduro and MX models.

HOW CONVENTIONAL – OR OTHERWISE – IS THE COCKPIT & ERGOS?

Very conventional … though more Euro than Jap. If you sit on the Triumph and shut your eyes, you could be aboard an equivalent KTM model. That goes for the seat/bar/footpeg triangle, the seat’s profile and feel, the OTF adjustable Brembo brake and clutch levers, and the overall shape and dimensions of the bodywork. The Triumph’s bar-mounted switchblocks are a nice touch. They’re intuitive and feature illuminated buttons for quick, easy adjustments, while the digital speedo screen provides real-time data – including engine temperature, trip information and gear position. Yep, once again, no corners cut!

OKAY, BUT HOW DO THE ENDURO BIKES HANDLE?

With a KYB suspension package – generally regarded as the best-performing fork and shock currently available for production dirt bikes – we always expected these TF-E models to deliver a sure-footed, confidence-inspiring ride and be capable of absorbing big hits. But with Triumph’s enduro and MX models using the same alloy frame, the real question for us coming into the launch was whether Triumph had managed to successfully adapt the KYB suspension settings to off-road applications. In other words, were they able to give the bikes a more compliant and forgiving ride across the multitude of obstacles, big and small, they’d encounter on off-road trails and tracks?

“The real magic of these bikes is the way they combine low-speed agility with high-speed stability. And that super-wide handling sweet spot gives them a planted, confidence-inspiring ride in all sorts of terrain.”

Five minutes into our test ride, it became apparent that Triumph had done a superb job of that adaptation process. Rather than feeling like an MX bike with softer, more compliant settings to absorb rocks and roots, both 250 and 450cc enduro bikes handle like their DNA is 100%, ground-up enduro. With a 10mm shorter fork than the MX models, the enduro bikes steer precisely and have a really agile feel in tight terrain – a character trait no doubt aided by being lightweight and the lower seat, which gives you more manageable stand-over for technical sections. But the real magic of these bikes is the way they combine that low-speed agility with high-speed stability. And that super-wide handling sweet spot gives them a planted, confidence-inspiring ride in all sorts of terrain.

Both fork and shock offer plenty of plushness in the first part of their stroke; soaking up small, square-edged rocks and roots without a hint of deflection. And yet when you huck the bikes off a bigger-than-expected erosion mound or slam a high-speed G-out you didn’t see coming, the impact through your arms and legs routinely feels gentler than expected. That progression in the stroke at both ends means way less fatigue, which in turns makes you feel like you can afford to relax in the saddle and charge into obstacles, safe in the knowledge that the bike is resistant to being knocked off-line or bottoming out.

“Both capacities deliver their power in a torquey, linear and user-friendly way, and that makes it easy to get the rear wheel hooking up and driving in a variety of terrain.”

WHAT ‘STYLE’ OF POWER DELIVERY DO THEY HAVE?

Triumph claim that both the TF250-E and TF450-E put out class-leading horsepower figures. But it’s a user-friendly way these bikes deliver their power that really jumps out at you when riding the things. Thanks in large part to the much-increased crankshaft inertia that the enduro models run relative to their MX counterparts, both capacities deliver their power in a torquey, linear and user-friendly way, and that makes it easy to get the rear wheel hooking up and driving in a variety of terrain. So much so, these bikes make you feel like you’ve got better throttle control than you actually do! Plus, unlike MX bikes, the bigger-inertia cranks mean there’s none of those annoying flame-outs in tight or technical terrain.

WHICH IS THE STANDOUT MODEL, & WHY?

For us, without a doubt, the TF250-E is the standout for the simple reason that it punches way above its weight. And by that, we mean it does a damn good job of masquerading as a bigger-capacity machine – in terms of power delivery, not weight, that is. Aside from its exhaust note sounding like a throaty 350cc (thanks partly to the header pipe’s Helmholtz resonator chamber that’s designed to enhance cylinder evacuation and performance), the TF250-E’s DOHC powerplant is so torquey and tractable, you’d swear it was packing at least 300cc under the hood. We’d go so far as saying it’s the torquiest-feeling 250cc dirt bike we’ve ever tested.

“The TF250-E punches way above its weight. And by that, we mean it does a damn good job of masquerading as a bigger-capacity machine – in terms of power delivery, not weight, that is.”

Being able to confidently short-shift a 250cc four-stroke is a strange, but bloody good, feeling! Plus, it means you don’t have to tap-dance on the gear-shifter all day to keep the thing in the meat of its power. It literally chugs up technical hillclimbs, refusing to fall off the power or flame out (yes, this is the first time we’ve written “250F” and “chug” in the same sentence!). No doubt, much of this incredible tractability has to do with the added crank inertia. But don’t forget that this same little weapon also revs to 12,800rpm. So, while Triumph will continue to be hounded about not producing a 350cc model, the TF250-E makes a damn good case for itself in the meantime as a bike whose useable power sits somewhere between a 250 and 450.

ANY GRIPES?

Yeah. But only a couple. And nothing major. While the alloy sidestand itself is a good-looking and robust specimen, its retracting spring design is average. If you don’t secure it by using the rubber-loop faster behind the sideplate, the thing flaps around annoyingly while riding. Also on the LHS of the bike, just below the seat, the three-way junction of the plastic bodywork and airbox lid aren’t as seamless and streamlined as they ought to be. That point is right where you grip the bike with your legs and poses a risk to your left boot getting inadvertently snagged. That may sound like quibbling, but it just doesn’t appear to be as well thought-out as every other element of these machines. And what’s with the trend away from rubber-mounted headlight assembles these days for hardnosed enduro bikes? Rubber straps to secure the headlight and cowl were once lauded as a simple, lightweight and crash-resistant design, but Triumph has joined everyone else in hard-mounting the headlight to the bracket that holds the instrumentation to the upper triple clamp.

WHERE WILL THESE POMMY GATECRASHERS ‘FIT’ IN THE ALREADY POPULATED ENDURO MARKET SEGMENT?

Triumph’s enduro models may be all-new, but they’re damn impressive first-up effort. From component spec and performance points of view, Triumph has kicked it out of the park by delivering two machines that appear immediately competitive against the segment’s best existing players. Plus, at a claimed 114.2kg and 116.7kg (with fluids and fuel), Triumph’s 2026 TF250-E and TF450-E are on par with the lightest hardnosed enduro weapons on the market. Of course, like any new offering, opinions will be polarized. There will be bold first adopters and there will those who think it’s more prudent to wait for the teething problems to be ironed out. But Triumph’s no-compromise, methodical approach to developing these enduro models with “precise British engineering and globally renowned quality” – coupled with the impressive reliability record already demonstrated by their MX-model cousins – suggests to us that there’s good reason to expect these bikes to be reliable, and for their rivals to be taking these Triumphs seriously from the get-go.

HOW COMPETITIVELY PRICED ARE THEY?

With Ride Away pricing of $17,590 and $18,990 for the 2026 TF250-E and TF450-E, respectively, Triumph’s enduro models have clearly been priced in a way to attract conquest sales. Those price tags place British-made bikes above the likes of Beta, Yamaha and GASGAS. But they’re pretty much on par with the KTM equivalents, and slightly below Husqvarna and Sherco’s up-specced (KYB-equipped) Factory models.

WILL TRIUMPH’S ENDURO RANGE BE EXPANDED IN THE COMING YEARS – WITH DIFFERENT CAPACITIES &/OR TWO-STROKE MODELS?

This question has been asked of the Triumph guys a lot, it seems, and the Aussie journos at the media launch weren’t afraid of asking it again of the Triumph UK guys who joined us by video call. While there were no direct admissions of more four-stroke capacities being in the pipeline, you got the sense that, pending the success of the TF250-E and TF450-E, there may be a 350cc and/or 500cc rolling off their production line in Thailand a few years down the track. Again, with the two-strokes, it wasn’t a definitive no from the Triumph team, but you’d have to think that if they were to build a two-stroke powerplant from the ground up, it’d be several years before we’d see two-stroke production bikes. That said, the launch of the MX and enduro models has clearly energized all the off-road enthusiasts in the company. And who knows where that will lead! Whatever the case, in the meantime, it’s great to see another manufacturer join the enduro bike segment with what appears to be two very competitive models.

WHERE’S THE LAUNCH VIDEO?

Coming, friends. Coming! Stayed tuned to Transmoto’s channels in the coming weeks for some vision of the bikes’ media launch in Victoria, along with our topline, first impressions of these landmark models for Triumph.