2026 Triumph TF 450-E Review: 16 Off-Road Fast Facts

August 6, 2025

Four years ago, Triumph began developing its first dirt bikes since the TR5 MX pushrod thumper of the early 1970s. The TF 250-X motocrosser debuted two years ago, and now Triumph is entering the off-road/enduro market with the 2026 Triumph TF 450-E and TF 250-E. This isn’t just a motocross bike with an 18-inch rear wheel and a kickstand, as we discovered in our First Look back in March. Now, it’s time to ride the 2026 Triumph TF 450-E and see how it performs in the dirt.

Triumph didn’t lazily use the engine from the motocross version; it was reworked for off-road and enduro action. The forged Konig piston has a 90-hour service life, and the enduro-specific crankshaft has 34 percent more inertia than the MX motor for enhanced tractability. With the E-specific cams, cylinder head, and crankcase, the motor still puts out a potent 58 horsepower at 9750 rpm and 36 ft-lbs of torque at 7000 rpm.

Even with 58 horses on tap, the 2026 Triumph TF 450-E is very rideable. The engine was smooth enough for 2nd and 3rd gear high-desert single-track, and when a super soft sand hill came up, that top-end power had me wishing the summit kept going. It’s incredibly fun to open it up and feel the TF 450-E come to life.

The TF 450-E has a wide-ratio six-speed gearbox, with a cog for every situation. For most of the single-track trail riding, I was in 2nd or 3rd gear, and that put me in the meat of the powerband. When I had a straightaway, even with whoops, I’d click up to 4th gear. For hitting hillclimbs, 3rd gear was perfect. Still, I wanted to try approaching a little faster, so I gave 4th gear an audition. With speed and my lighter weight, I made it to nearly the top in 4th gear before I had to downshift, which was smooth and easy. All shifts were smooth and easy, with zero gearbox or clutch issues.

You can adjust the motor’s mapping with a downloadable app on your phone, but there’s a catch. You’ll need to spring for the $225 MX Tune Pro module to connect to the Athena EMU via WiFi and the MX Tune Pro app. If you do that, you can select between six factory maps or design your own based on your riding conditions, and you can make traction control adjustments. Although you can develop and save multiple maps in the app, you can only switch between two maps while riding. If you don’t use the app, the two default maps are noticeably different—hard-hitting and smooth. Conveniently, the Dell’Orto throttle body allows for manual idle adjustment, even without the MX Tune Pro module.

The MX Tune Pro app also provides a live sensor dashboard and fault codes to diagnose issues. It is always nice to know why the MIL light blinks, if it ever does. The LCD dash shows the usual data, with mph most prominent.

You can’t miss the switchgear, and that makes it easy to use. The left side has a bigger control pad with launch control, quickshift, traction control, and the mapping switch. The quickshifter took some time for me to get used to, but it’s fun and makes upshifting from 2nd gear smooth and efficient. Large start and red stop buttons are easy to access on the right handlebar.

A wide-ratio six-speed means a Baja-ready top speed. I found a long, straight dirt road where I could open up the TF 450-E safely. At 97 mph, I had had enough and backed off. I’m sure there are a few more mph to be had, but that’s for someone else to find. I typically ride with a steering damper, so the Triumph felt a little spooky to me at high speeds, as would any bike without a steering damper. The up-only quickshifter made short work of getting up to speed on open sections.

The MX chassis is tweaked to off-road standards. The swingarm is 0.4 inches longer, and the suspension is shortened 0.4 inches and recalibrated for off-road use. Triumph enlisted KYB to control the new TF 450-E, and that was a great call. The 48mm AOS fork and the piggyback-reservoir shock with linkage are great. Although I’m on the lighter side of what the suspension is designed for, I had no problem blasting through whoops in 4th gear with confidence.

Neutrality is the focus of the 2026 Triumph 450-E’s handling. The bike goes where you point it at any speed, and is forgiving if you make an error. You can concentrate on where you want to put the bike, rather than worrying if you can get it where you want it. Technical trails become easier, and confidence is raised on faster routes. I would have liked a bit more steering sweep when trying to work the tightest trails.

The Michelin Enduro Medium 2 tires aren’t the first choice of most American riders, yet they worked well, despite being an FIM-compliant short-knob design. The rear has V-shaped blocks that act as little scoops that help out in the loose, dry sand of the high desert. Experimenting with traction control will help you get the most out of the Michelins while considering which fully knobbed tires to replace them with. The TF 450-E comes with D.I.D Dirtstar rims with in-house designed/machined hubs that look fantastic.

The Brembo calipers, master cylinders, and levers get along great with the Galfer discs. When descending from massive hillclimbs, braking was perfectly controllable. At slower speeds, the braking is smoother rather than grabby. These are top-tier components perfectly implemented.

The exhaust is lightweight stainless steel and sounds fantastic. There is a side resonator in the muffler for targeted noise attenuation and a deep, powerful exhaust note. I appreciate that quiet confidence now that I’m well past my teenage years. Unfortunately for trail riders, there is no spark arrestor. At the other end of the airflow process, air filter access is tool-free. Having owned an older Honda CRF450R with tougher filter access, I appreciate the ease of popping the Twin Air filter on and off.

Trail riders and hard enduro enthusiasts will love the standard fan. I was riding in late July in the Mojave Desert and had no issues with the bike getting hot. I could hear the fan running, giving me reassurance that the engine is getting cooled, even when I’m not going very fast.

The ergonomics are just right. ProTaper ACF Carbon Core with ODI half-waffle grips have become the standard because they work. I love the ODI grips, as they are durable and easily swapped out when needed. I have the same setup on my personal bike, helping the TF 450-E feel even more familiar to me. The Pyramid seat is a typical dirt bike seat—I don’t use it too much, as I tend to stand. Triumph is offering a Low Seat kit for $145. It drops the seat height three-quarters of an inch and will be on the shopping list of shorter-inseam riders. Handguards are standard and sturdy, as is a skidplate.

The TF 450-E has a 2.2-gallon fuel tank. Designers worked to keep it slim and unobtrusive, and they did a great job. The plastics and Triumph Racing Yellow/Black/White graphics look great. I’m a fan of yellow, partly because I’m colorblind and it is always the easiest color for me to identify. The dual-beam headlight and number plate cowling look good and functional, though I only rode in the daylight.

The 2026 Triumph TF 450-E is a purpose-built enduro machine that blends raw power with refined control, delivering a ride that’s as versatile as it is exhilarating. It’s not just a rebadged motocrosser—it’s a thoughtfully crafted off-road weapon, from its reworked 58-horsepower engine to its neutral, confidence-inspiring chassis and premium KYB suspension. Balancing agility and stability, the handling accommodates intermediates and experienced riders. Equipped with top-tier Brembo brakes, a slick quickshifter, and adaptable electronics, the TF 450-E is ready to compete out of the crate, proving Triumph’s serious about off-road performance.

Photography by Simon Cudby

RIDING STYLE

Helmet: Alpinestars SM5
Goggles: Alpinestars Vision 5
Communications: Cardo Packtalk Pro
Pants + jersey: Alpinestars Racer
Hydration: Alpinestars Techdura Tactical Pack
Gloves: Alpinestars Supertech MX
Body armor: Alpinestars Bionic v2 Protection Jacket
Knee guards: EVS TP199
Boots: Alpinestars Tech 10 Enduro

2026 Triumph TF 450-E Specs

ENGINE

Type: 4-stroke single
Displacement: 450cc
Bore x stroke: 95 x 63.4mm
Compression ratio: 12.8:1
Maximum power: 58 horsepower @ 9750 rpm
Maximum torque: 36 ft-lbs @ 7000 rpm
Redline: 10,500 rpm
Valve train: SOHC
Valves: Del West titanium
Piston: König forged aluminum
EMS: Athena
Fuel delivery: Dell’Orto EFI w/ 44mm throttle body
Transmission: 6-speed
Clutch: Exedy wet multiplate
Final drive: Chain

CHASSIS

Frame: Aluminum spine and double cradle w/ aluminum swingarm
Handlebar: ProTaper ACF Carbon Core w/ ODI half-waffle grips
Front suspension; travel: Fully adjustable inverted 48mm fork; 11.8 inches
Rear suspension; travel: Fully adjustable KYB shock w/ adjustable linkage; 12.3 inches
Wheels: Wire-spoke w/ D.I.D DirtStar 7000 rims and machined cast aluminum hubs
Front wheel: 21 x 1.6
Rear wheel: 18 x 2.15
Tires: Michelin Enduro Medium 2
Front tire: 90/90 x 21
Rear tire: 140/90 x 18
Front brake: Galfer 260mm disc w/ Brembo 2-piston caliper
Rear brake: Galfer 245mm disc w/ Brembo single-piston caliper