2026 Triumph TF 450-C Review

Triumph is fully committed to off-road. After introducing the full-sized TF 450-RC motocrosser for the 2025 model year—and later the off-road-specific TF 450-E—the British brand is back with another 450cc variation: the TF 450-C. Think “C” for cross-country, GNCC, NGPC or just competition in general. This bike splits the difference between the full-fledged motocrosser, the TF 450-X, and the enduro-ready TF 450-E to give Triumph riders a viable option in the off-road-competition segment.

If the TF 450-X is on the far left and the TF 450-E is on the far right, the TF 450-C is positioned somewhere in the middle. It’s heavily based on the motocross bike but comes standard with off-road-focused parts that are better suited for off-road racing. Both bikes share the same aluminum frame, engine and swingarm, but the C model features a larger 2.2-gallon fuel tank, an 18-inch rear wheel fitted with a Dunlop AT-82 tire, handguards, a ribbed seat cover and a kickstand. The suspension and mapping settings are also specifically tuned for off-road racing. KYB handles the suspension with 12.2 inches of travel in the front and a flat 12 inches in the rear. Brembo brakes with Galfer discs come stock, along with a Brembo clutch system featuring a Belleville spring.

The C has a five-speed transmission instead of the six-speed used on the E and produces a claimed 61.5 horsepower and 36.8 foot-pounds of torque. When fully fueled and ready to ride, the TF 450-C weighs in at a claimed 247.4 pounds.

The Triumph features a comprehensive electronic system that includes two engine modes, traction control, quick shift, and launch control. The available engine modes include standard (Map 1) and a softer option (Map 2), with traction control activated with a simple on/off button on the left side of the handlebar. A Wi-Fi module, which came on our test bike, is also available for an additional cost, which allows users to access more maps from a smartphone app. These maps allow for fine-tuning for riding conditions like fast woods, desert, and single-track.

Trail Rated | 2026 Triumph TF 450-C Review

We tested the 450-C in its natural environment at a new section of the Hatfield-McCoy Trail System in Kanawha County, West Virginia, called the Tornado Single Trax. Early morning rain made the red clay slick and greasy for our first laps around the park. These conditions were ideal for evaluating the engine and electronics as we struggled for traction on the tight trails. The Triumph’s engine remains among the smoothest in its class, with an ultra-linear roll-on and a connected feel from the right hand to the rear wheel.

The TF-C doesn’t exude a ton of bottom-end, so you need to ride it higher in the revs and maintain momentum. If you’re looking for a torquey tractor, the Triumph might not meet your expectations. However, the slick conditions in West Virginia didn’t require massive torque, and the 450-C’s lightweight, free-revving nature proved useful throughout the day. Midrange is the engine’s highlight. The pull from mid to top felt lively and effective in the faster sections. This is the same experience we got from all Triumph’s off-road models, so it’s no surprise that the midrange again stands out on the 450-C.

The soft map was my go-to during the wet morning conditions, but I later switched to the standard “full power” map as the trails dried out. The softer setting significantly reduces engine noise and makes it easier to ride in tight spots. It reminded me of a KTM 350: lively and easy to rev up, but without the extra weight and bulk of a 450. Sometimes, you don’t want or need a fire-breathing 450 out in the woods.

Traction control was also crucial on the greasy clay, as it reduced rear wheel slip and enabled maximum traction with the Dunlop AT-82 tires.

The suspension package earned the Triumph more bonus points. The KYB Air-Oil Separate (AOS) 48mm closed-cartridge coil-spring fork offers a good mix of comfort and front-end traction. We didn’t face any big hits or real jumps, but the fork felt just fine over the roots, rocks and descents that we encountered. I preferred running less sag in the rear, 102mm instead of the standard 105mm, and found that getting more weight on the front end allowed the bike to turn better in the tighter switchbacks. This is something I picked up from riding the 450RC motocrosser, and it transferred directly over to the 450-C model as well.

The brakes and clutch on the Triumph are top-notch, and the Brembo units are strong and dependable in any conditions. Both front levers feature dial adjusters to perfectly customize the feel, and neither system faded despite exposure to heat, rain, or mud. Overall, the cockpit is very comfortable and easy to get familiar with.

This bike is designed for GNCC racing. In the woods, its smooth power is easy to manage and keeps the bike manageable during a long race. We kept burning laps on the 10-mile course. Without a big torque spike, you don’t get that extra fatigue, but you sacrifice some if that torque better matches your riding style. The bike feels light and nimble, letting you make quick on-the-fly adjustments to change direction or switch lines. Even with the bigger tank and off-road accessories, the TF-C weighs the same as a stock CRF or KX in moto trim.

I had some issues with the bike flaming out later in the day, and the engine cut out under slow speeds and a heavy throttle: it seemed as if the mapping was too rich. When trying to restart the bike, it spooled up for longer than expected before re-firing. I’m sure this is something that the Triumph smartphone tuning app could resolve.

I came away impressed with the TF 450-C. The Triumph TF 450-C finds that sweet spot between Triumph’s motocrosser and the enduro models, slotting itself solidly right in the middle.CN

VIDEO | 2026 Triumph TF 450-C | Everything You Need To Know

2026 Triumph TF 450-C Specifications

 

 

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