Triumph TF 450 RC Test 2025 - The GOAT Bike

With the TF 250 X, Triumph has already celebrated a successful entry into the motocross world. The factory riders achieved their personal best results as well as several podium finishes both in the USA and the MX World Championship. The production motorcycle, available since spring at the 350 global MX dealers, has also excited customers. Now, the long-awaited 450cc variant follows, initially available exclusively as the "RC Edition." Ricky Carmichael is not only the namesake but was also intensively involved in the MX project from the beginning and proudly incorporated some of his personal favorite components into this model.

The goal of the developers was to create a big bike that offers an excellent riding experience not only for professionals but also for recreational riders. Although the RC Special Edition is shaped by Carmichael's racing experience, the motorcycle is aimed at a broad audience.

A fundamental decision at Triumph was to develop the same base for the two displacement models, 250 and 450. Both machines feature the same aluminum frames and swingarms, bodywork, and a steel spring suspension from KYB. They also use the same components such as Brembo brakes, Galfer brake discs, and Neken triple clamps. The TF 450 RC also comes with two air filter covers for tool-free filter changes, one with holes for increased air intake and a closed one for wet conditions. An hour meter is already installed as standard, and the wheels are equipped with high-quality DID Dirtstar rims. Only the airbox of the 450 is slightly larger than that of its smaller sibling. The lightweight stainless steel exhaust meets the noise regulations of the 2025 regulations. With an operational weight of 108.6 kg, the Triumph is only slightly heavier than the lightest bike in the class.

The self-developed and built engine of the TF 450 RC delivers a rated output of over 62 hp and a torque of 49.9 Nm, providing the best power-to-weight ratio among the 450s. The development focused not only on excellent performance but also on good rideability, an important criterion in this displacement category. The single-cylinder engine with Dellorto fuel injection and a 5-speed gearbox features a forged piston from König, titanium valves with DLC coating from Del West, and is fired up by an electric starter. The engine houses a clutch from Excedy, utilizing a steel clutch basket and plates, operated by a hydraulic master cylinder from Brembo. Thanks to various electronic riding aids, such as Quick Shift, which allows clutchless shifting, the choice between two mappings, a Launch Control for optimal starts, and a GET traction control, you can fine-tune your riding experience. The settings of these riding aids can be significantly expanded and adjusted via the Wi-Fi module—standard on the 250 model—using a smartphone app. The engine is very lightweight and compact, and with a service interval of 45 hours, it aims to reduce costs for the user.

For his RC Special Edition, Ricky Carmichael has selected some premium components. His signature handlebar from odi is equipped with odi Lock-On grips. The handlebar is slightly narrower than the stock handlebar of the TF 250 X, which the "Greatest of all time" prefers. The new Dunlop Geomax MX34 tires are intended to provide the best traction. A deliberate choice was made for a 110 width at the rear, which is supposed to improve the riding performance of the Triumph. Ricky chose a gripper seat cover to achieve optimal grip during acceleration and to relieve the arms. A front brake disc guard ensures optimal protection of the disc. The X-Trig launch control, with two adjustment options on the fork, is designed to secure many holeshots. The bike is also equipped with RC signature graphics, including "his" number 4.

Triumph's serious commitment to their motocross venture is evident in their multimillion-dollar investment in the new US racing facility in the state of Georgia. This facility features two SX and two MX tracks, six miles of off-road trails, and a newly built workshop with specialized departments for engines and chassis, along with the capability to manufacture or modify many special parts on-site. The race team can now handle everything locally with ease. The invited journalists had access to the two well-prepared motocross tracks, while the Triumph factory team simultaneously prepared for the new season on the SX track. One track had a slightly softer surface, was heavily tilled, and featured a fast, flowing layout with deep ruts, while the other track had a firmer surface and was more tightly configured.

I felt completely at ease on the TF 450 RC from the very first meters. Like its smaller sibling, the large Triumph motocross impressed with a very balanced and stable riding performance, which gave me a lot of confidence. I could always anticipate what would happen next. The KYB suspension worked very well and responded to fine adjustment tweaks. The bike felt very light and could be directed anywhere you wanted, both on the ground and in the air. Other 450s sometimes give me the impression of being "a lot of bike" at first, even if I can handle them. This feeling did not arise with the Triumph; it felt light and nimble without being nervous or unstable. The engine also impressed with a very pleasant character. It pulled well in all situations without being overly aggressive or stretching your arms, and it was also revvy. In addition to the standard mapping, a softer mapping is pre-programmed as standard. For us journalists, the softer mapping was replaced with a special mapping developed by RC. This made the throttle response even smoother, yet the engine revved more lively, still without becoming too aggressive. This helped ambitious riders to be even faster.

Since the Wi-Fi module is installed as standard, anyone can upload or create such mappings via a smartphone app. The bodywork and ergonomics also gave no reason for criticism, and despite my height of 1.87 m, I felt just as comfortable with Ricky's handlebars in the standard position as my shorter colleagues. The brakes worked flawlessly and had a good, firm pressure point. The hydraulic clutch also performed excellently. With the X-Trig start aid, combined with the electronic launch control, race starts were a breeze, and the front wheel did not tend to lift, even under very hard acceleration.