2025 Triumph TF450-RC
Story: Scott Hoffman and Jimmy Lewis
Photos: Hoffman, Lewis and Triumph
First Impression
We all knew the “GOAT” Ricky Carmichael himself was involved with the new Triumph motocross bikes, but when it was announced that the new 450 was called the RC Edition, things got even more serious, and we realized they were buying more than just his namesake. After getting invited to the latest launch of their new 450 and seeing their state-of-the-art race facility just outside Atlanta, Georgia, we knew for a fact Triumph is 100% serious and all-in when it comes to their efforts to build a line of fully competitive moto and off-road (yes, off-road and dual sport bikes are on their minds), not to mention a full motocross and supercross team. In such a short time, Triumph has made leaps and bounds and put themselves on the map. We learned Carmichael was involved in the project when the concept was still being engineered on paper and before the first test mule was ever built. The bikes evolved with the addition of Ivan Tedesco and even journalist Kris Keefer performed a good chunk of the development testing along with Ricky and many others.
To rip off the bandage fast, and before you skip to the reason you are reading this, here is a little tease. We can say right from the get-go that after riding the new 450 for one day, it’s really good. And if you consider this is the first 450cc motocross bike they have ever produced, it’s an amazing feat. Like the 250 we recently tested, it’s unassuming and just does everything well all across the board. Triumph did their homework and didn’t sacrifice one trait for another and appears they truly studied their market and what other brands they were up against. It’s no secret that each and every brand studies and rides each other’s competition, and Triumph did the same.
What Is New
Like most manufacturers these days, they share many components across the board. The Triumph 250 and 450 have pretty much identical chassis except for engine hangers. The 450 engine could realistically fit into a 250 chassis and vice versa. The swingarm and suspension components are shared items. What distinguishes the two chassis are the engine hangers, fork spring rates and valving, and the triple clamps’ pockets are machined different between bikes. Even the throttle body is a shared component except for the mapping and ignition is bike specific.
What the two do not share is the engine. The 450 has its own powerplant including a single overhead cam head, rocker design with titanium Del West valves, Konig piston, DLC upper rod pin, and plane-style lower rod bearing making up the bottom end. Five-speed transmission linked to a Exedy steel basket clutch with a Belleville single spring design complete the powertrain.
Like we noted in our 250 test, Triumph teamed up with several vendors with impressive track records including KYB, Brembo, Galfer, Dunlop, DID, Dellorto, ODI, Twin Air, and Athena Exedy.
What Makes the RC?
For 2025, the RC model is the only 450 in the line, there is no standard X model along with the RC edition. What makes it an RC? Well, he helped develop the bike and there are several components and sponsors that have always helped the “GOAT.” Unlike the 250, the 450-RC gets an ODI RC handlebar signature bar, gripper seat, RC graphics, XTRIG launch control, Hinson clutch cover, and Dunlop MX34 tires.
First Ride
Most motocross bikes have a feel. Kawasakis are often stable, Hondas often turn well, Yamaha is known for their powerful engine, and the KTM brands, including Gas Gas and Husky, are all similar across board. A rider often takes a little while to adapt to a certain brand.
Before we ever tossed a leg over the Triumph TF450-RC, we hoped the characteristics that make the TF250X so fun and easy to ride carried over to the 450. Nearly every rider that we had test the 250 came back and said they were able to just get on the bike and ride with little or no need to adapt to the chassis or engine to feel comfortable.
For our test riders on the 450 and their one-day ride on an unfamiliar track that was wet and sticky that morning, it was much the same. The Triumph 450 chassis did not disappoint. It’s very easy to adapt to and like we noted above, it’s very easy to just jump on the bike and ride. Throughout the day we did very few changes, tested a few clicker adjustments as well as several available maps but ended the day pretty close to stock.
The biggest standout trait on the new 450 is that nothing negative stands out. For building their first-ever 450 motocrosser, Triumph did an amazing job keeping this bike in the pocket of what makes a 450 work well and did not take any huge risks. The chassis is light feeling but not too light, front-to-back bias is on point, and a minor clicker and/or fork height adjustments do make a difference for rider preference.
Going with the tried-and-true KYB suspension could possibly factor in with why the Triumph works so well. No this is not the exact same fork as the Yamaha. In fact, Triumph said they did a lot of testing to finalize the exact upper tubes and lower legs that work best with their chassis. For our 200-lb test riders, dialing in the suspension was a simple task, set the sag right round the 100-102 mark and go riding. Getting the bike back to more familiar So Cal tracks might require more tuning but we were no more than a click away from stock all day at the Triumph test facility.
The engine is another factor to what makes the Triumph TX450-RC fun and easy to ride. It makes ample power and gets it to the ground but it’s not too overwhelming. The curve offers lots of bottom a little above idle and pulls across the board. We found you can really ride the bike two different ways, torque or rev. The engine is broad and does not mind holding a gear and being revved in certain situations but feels equally as comfortable being lugged out of corners a gear high. The power is not aggressive like the Yamaha but it’s not lazy feeling like a totally stock KX450 either. It’s almost like they melded all of the traits that make a 450 engine work for the average person. One of our slower test riders would have liked to have tried to go up one tooth on the rear to better utilize third gear out of corners and not have to use a little clutch just off idle in very tight corners. We did try several different maps that are available in the tuning app. Ricky himself has his signature map in the mix as well, but that is not what is standard. The maps do move some of the power around but you are not able to fine-tune each map, just pick from the ones provided. There were no “wow” factors with regard to the engine, yet nothing negative either, it just works, and well for a 450.
One Day Impression
The Triumph TF450-RC is kind of a sneak attack. We all wondered why they released their 250 before their 450 and some wondered if it was going to be any good. We did learn that Triumph is not just tossing out a few motocross bikes to their line to see what sticks, they are fully serious and are all-in on this project and they expect to be a winning brand in a matter of time. From a manufacturer that has never delved into the all-dirt market, what they have delivered from nothing to something in a matter of years has been an amazing feat. With only a day on the new TX450-RC, we can say they did an awesome job building a bike that just works and has no funky or odd traits. Like we said above, its strength is that we have yet to feel any weaknesses. We hope to get a full impression on the bike once we get our hands on one out West, but for now we can honestly say that Triumph already knows how to build a motocross bike.
The new TF450-RC will be in dealers February 2025 and list for $10,995.00
SPECIFICATION – TF 450-RC
ENGINE AND TRANSMISSION
Type Single Cylinder 4-Stroke SOHC
Capacity 449.5 cc
Bore 3.74” (95 mm)
Stroke 2.5” (63.4 mm)
Compression 13.1:1
Fuel System Dellorto Throttle Body, Athena EMS
Exhaust Single Silencer
ENGINE AND TRANSMISSION
Type Single Cylinder 4-Stroke SOHC
Capacity 449.5cc
Bore 3.74″ (95mm)
Stroke 2.5″ (63.4mm)
Compression 13.1:1
Fuel System Dellorto Throttle Body, Athena EMS
Exhaust Single Silencer
Final Drive Chain, 13/48
Clutch Steel Wet Multi-Plate Belleville Spring, Hydraulic Actuation
Gearbox 5-Speed
CHASSIS
Frame Aluminum, Spine
Swingarm Aluminum Fabrication
Front Wheel 21″ x 1.6″ (53.34 cm x 4.06 cm)
Rear Wheel 19″ x 2.15″ (48.26 cm x 5.46 cm)
Front Tire 80/100 – 21
Rear Tire 110/90 – 19
Front Suspension KYB 48mm Coil Spring Fork, Compression/Rebound Adjustment, 12.2″ (310mm) Travel
Rear Suspension KYB Coil, Compression Adjustment (H and L Speed), Rebound Adjustment, 12″ (305mm) Travel
Front Brakes Brembo Twin 24mm Piston, 10.24″ (260mm) Disc
Rear Brakes Brembo Single 26mm Piston, 8.66″ (220mm) Disc
Instruments Hour Meter, Multifunction Switch Cubes
DIMENSIONS & WEIGHTS
Width (Handlebars) 32.91″ (836mm)
Height 50″ (1270mm)
Seat Height 37.8″ (960mm)
Wheelbase 58.74″ (1492mm)
Rake 27.4°
Trail 4.57″ (116mm)
Wet Weight 239.4 lb (108.6 kg)
Fuel Tank Capacity 1.85 gal (7 liters)
