After several teases and pre-release looks Triumph has taken the covers off the final, consumer version of its new TF 250-X: the first out-and-out competition off-roader to wear the company’s badge in the modern era.

It’s a case of diving in at the deep end for Triumph, as the motocross market—like the competition itself—is fierce, with big-name rivals from Japan and Europe. To meet those bikes head-on, Triumph claims the TF 250-X has “a class-leading power-to-weight ratio and the most complete specification package ever to launch into the ultracompetitive 250cc motocross market.” Bold words indeed, but the TF 250-X might just live up to them.

Under development for several years (the plan was officially announced back in 2021) the TF 250-X draws on the knowledge of two big-name hires by Triumph, Ricky Carmichael and Iván Cervantes, who should certainly know whether a bike is competitive or not as well as offering priceless advice. Triumph Chief Product Officer Steve Sargent said: “This bike is 100 percent Triumph, conceived, designed, developed, and manufactured by our world-leading chassis and engine teams, with expert support from our racing champions. We started with a blank sheet of paper and began an all-new ground-up design, including a new engine, new chassis, and new electronics.”

Ricky Carmichael adds: “The TF 250-X is an incredible bike. This is the bike that we set out to build. When you talk about the chassis, the powertrain, the components—it’s the best of everything you could ever want. And whether you’re a professional rider or an amateur rider, you will not be disappointed. I love this bike, it’s been such an honor to be part of a project with such an iconic brand.”

The engine is a DOHC liquid-cooled 250cc single, of course, with a 78mm bore and 52.3mm stroke. That’s a little longer of stroke and smaller of bore than some rivals, notably KTM’s 250 SX-F which stretches the bore to 81mm and pairs it to an ultrashort 48.5mm stroke (matching the bore/stroke ratio of most MotoGPbikes), though it’s a close match to Kawasaki’s KX250F. Triumph, however, uses a sky-high 14.4:1 compression ratio that’s more extreme than most of its competitors. The pistons are forged aluminum, the valves are titanium, and there are DLC low-friction coatings throughout. Dell’Orto fuel injection feeds the engine, and Triumph claims it has the best power-to-weight ratio in the class—yet it has not shared actual power numbers.

Half of that equation comes down to weight, of course, and in pursuit of keeping the TF 250-X light, Triumph uses magnesium engine covers and an aluminum spine frame, keeping the bike’s total mass down to a mere 229 pounds wet. For comparison, a Yamaha YZ250F comes in at 234 pounds in the same state. That chassis is fitted with KYB suspension at either end, with 48mm fork and piggyback shock. Both the fork and shock are fully adjustable for compression and rebound, including separate high- and low-speed compression adjustment at the rear.Triumph TF 250-X Motocrosser Finally Revealed in Full front and rear is by KYB on Triumph’s TF 250-X.Triumph

Calipers come from Brembo, with a single two-pot front on a Galfer 260mm disc, combined with a 220mm rear. DirtStar makes the aluminum rims, matched to machined alloy hubs.

Since the initial bike, with an MSRP of $9,995, is essentially a bare canvas for competition tuning, there’s also a wide range of parts to improve it. These include a titanium Akrapovič exhaust that’s claimed to improve power and throttle response as well as weighing a pound less than the standard system while still meeting FIM noise requirements. It doesn’t require an engine remap, either, though another option, the MX Tuner Pro and its associated phone app, allows you to pick between a variety of engine maps and view diagnostics and sensor outputs on your phone. You can also add a launch control module and an Xtrig holeshot device that preloads the fork to reduce the bike’s tendency to wheelie off the line. Pricing for the accessories will be revealed nearer the bike’s projected delivery date of spring 2024.

To match the bike, Triumph is launching a range of Alpinestars clothing and boots, and plans to open specialist Motocross and Enduro Centers in Europe, the USA and Australia—as many as 300 due by the end of 2024. By then, the range is expected to have grown to include a 250cc enduro machine and Triumph’s planned 450cc enduro and motocross bikes.

It won’t be the only newcomer to the scene, either, as Ducati is on the verge of launching its own single-cylinder motocross machine, though unlike Triumph the Italian company is expected to unveil its 450cc offering first, and is competing only in the Italian national championship in 2024, while Triumph is making an immediate entry to the 2024 FIM Motocross World Championship’s MX2 class, with sponsorship from Monster Energy and a two-bike, factory-supported team, as well as entering the US SuperMotocross World Championship in 2024.