A day with the Triumph MX and Enduro: a great Friday
Who doesn’t like Fridays? The prelude to the weekend is always a good day; If you have also been invited to test the Triumph MX and Enduro range, together with the official Triumph squad in Spain, the Jezyk Racing Team, it is difficult to improve.
With the presence of Iván Cervantes (5-time Enduro world champion and Triumph developer) and his official MX2 riders, Carlos Prat and Samuel Nilsson (the latter injured), we were able to enjoy a day that began with a light rain, which in the end turned out to be a great gift, as the Pamwi Motorpark circuit was in perfect condition for practicing motocross the rest of the day.
The day began with the presentation of the off road range, which includes Motocross and Enduro, with two displacements and 4 models: TF 250-X, TF 450-X, TF 250-E and TF 450-E. They all have in common the central spine and double cradle aluminum chassis, developed entirely by Triumph, as well as the engines.
The British firm has achieved 4 motorcycles that are leaders in the weight/power ratio although, in my opinion, it is not the most notable thing about the 4 models, but the ease of use in all of them. It is clear that there are many hours of development behind it, to which we must add the use of top-level components: KYB suspensions, Brembo brakes, Galfer discs, König forged piston, DelWest titanium valve, Dell’Orto injection body, Twin Air filter, Athena control unit, DID rims, ProTaper handlebars or ODI grips. They also have the most complete standard electronics: 2 engine maps, launch control, quickshifter and traction control.
Not only have Triumph engineers been responsible for the off-road range, but riders such as Ricky Carmichael, Clément Desalle, Iván Cervantes and Paul Edmonson have worked over the years in which the project has been developed to make the motorcycle as competitive for the professional rider as it is accessible for the amateur.
Although the MX and Enduro ranges share many elements, there are differences in terms of suspension, engine and fuel tank capacity, as well as headlights and license plate in the Enduro, which is confirmed in different weights if we compare by displacement.
Thus, the TF 250-X (€10,595) delivers 47.3 HP at 13,250 rpm, has a 7-liter tank and weighs 104 kg, while the TF 250-E (€10,995) delivers 42.3 HP at 12,250 rpm, has an 8.3-liter tank and weighs 114.3 kg.
The same happens in the 450: the TF 450-X (€10,995) delivers 62.4 HP at 9,500 rpm, has a 7-liter tank and weighs 108.6 kg, while the TF 450-E (€11,595) delivers 59.3 HP at 8,750 rpm, has an 8.3-liter tank and weighs 117 kg.
A day with the Triumph MX and Enduro: going out on the track
After the technical talk, it started to drizzle. It was not the time to go out to the enduro time trial or the motocross circuit, but not because I wouldn’t get wet, but because beforehand there was an exhibition by Carlos Prat and Iván Cervantes on the Motocross circuit riding a TF 250-X and TF 450-X respectively.
It is truly impressive to see them riding at the foot of the track, making an activity that requires both technique and physical strength easy. All of us gathered were fascinated by the level displayed, but I won’t lie if I say that I also felt intimidated; The contrast between what I was seeing and the level I was about to show was not going to leave me in a good place.
Fortunately, I started with the enduro time trial, a little further away from the circuit, safe from other people’s eyes, where I was able to go from less to more. Paradoxically, I started with the TF 450-E, the big dog. My surprise came from the beginning, when I saw that he received you friendly.
The sensation on its back is one of lightness and, although there are nearly 60 CV ready to leave the block at the slightest hint of your fist, the progressiveness with which it delivers them is commendable, to the point that I was aware at all times of where events would overtake me.
Another point that was a pleasure was seeing the abyss between the grip of 100% off road tires and the mixed tires that I usually test on trail bikes, especially the front one, because the rear one cannot be abstracted to the same extent from the power of the TF 450-E.
My forearms barely lasted 10 minutes before turning to stone, the downside of being tense trying to apply too many tips at once. One thing is clear: the more technique, the less fatigue. That doesn’t mean you don’t have to be in shape.
The second one to pass through my hands was the TF 250-X, but also for the enduro circuit. I immediately perceived her as “more mine.” The feeling of lightness is maintained, but it is even easier to carry than the 450 enduro, as you can open the gas with less contemplation.
I feel able to piss off the engine for a few moments before cutting off, which translates into ease of driving. The time had come to dare to enter the motocross track.
Although motocross models have firmer suspensions than enduro models, in my case (more like at my level) I barely notice the difference regardless of whether I ride a 250 or a 450, because a motocross track requires all your attention, 100% of the RAM in your brain.
Posture, line, jumps, puddles, elbows, gas; There are too many factors that I have not naturalized by practice. The tension is inevitable and yet, I am having the time I had for a long time.
It is impossible not to measure yourself against those at your level. I soon realized that I was really fatigued; It is at that moment when you have to stop, because as fun as these motorcycles are, they are not a toy, but very serious motorcycles that have opened a new horizon for me.
