side, which I is a feel I like in an enduro bike. The 48mm KYB front forks are fully adjustable, and the rear shock offers compression and rebound adjustment with 313mm of travel. This combination keeps the bike stable at speed, while giving plenty of capability to tune things for rough trails. The Brembo brakes front and rear are excellent. The 260mm front disc and 220mm rear give great stopping power and modulation. I never felt under-braked, even on steep downhill sections.
ERGO’ S Ergonomically, Triumph has really nailed things. The fuel tank isn’ t too wide or too narrow, which makes the 450 surprisingly easy to handle, almost like a very powerful 250. The seats are flat and firm, and it feels like you’ re perched a little high, especially when moving across technical sections. The stock Pyramid seat cover provides good grip, which helps when shifting weight. Both bikes have a seat height of 955mm and a wheelbase of 1488mm. The wet weights are 114kg for the 250 and 116.7kg for the 450. This keeps them light enough to flick through berms
while still being nicely stable at speed.
TELL ME ABOUT THE POWER Power delivery is where the two Brit bikes really stand out. The 450 has a 449.9 cc single-cylinder SOHC engine producing a very healthy 58.6PS and 49.3Nm of torque. It is smooth, linear, and … forgiving. Power comes on cleanly, which makes climbing steep hills or powering out of berms feel easy. The 250 has a 249.9 cc engine with 42.3PS and 27.8Nm, but it feels sharper and more aggressive. Paired with Triumph’ s quick-shift mode, the 250 becomes an absolute weapon on technical trails. Traction control on both bikes makes a noticeable difference. On the 450, I left it on all day. Uphill, mid-corner, or powering down straights, the bike stayed planted and confident. The 250 felt equally composed with TC engaged, but the livelier character of the engine made the smaller bike feel more playful. Both bikes come with dual engine maps, launch control and a six-speed gearbox with an Exedy clutch. Gear shifts are smooth, and clutch engagement is predictable. The quick-shifter
38 KIWI RIDER