Five-time world champion and key player in the new Triumph TF 250-E and 450-E enduro model development, Ivan Cervantes, opens the door on his role in the ambitious enduro project – how these bikes were created from the ground up, their role in competition, and what could be next: a 350? A rally version?

Chatting with Iván Cervantes is always a pleasure. But when the topic is the most ambitious project he’s embarked on in his career since he finished full-time competition – the new Triumph off-road motorcycle ranges – the conversation becomes even more interesting.

Ivan not only serves as an ambassador for the British brand, he’s also been deeply involved in the development of the TF 250-E and TF 450-E since they were little more than an idea on paper.

During a long and relaxed conversation, Iván tells us how this project was born, the philosophy that has guided it, the lines of work that marked its evolution, and how “the end customer” has always been at the centre of every decision.

There was also time to ask about the rumours: will there be a future 350? And a rally version?

If you want to know all the technical details and riding impressions of the new enduro models from the Hinckley factory, check it here: Tested: Triumph TF 250-E & TF 450-E Enduro Models – Everything You Need to Know

E21: Hi Iván, what a journey this far! Tell us, what has the journey been like to launch the new Triumph Enduro bikes?

Iván Cervantes: “The project started five years ago with two parallel lines: one for Motocross and one for Enduro. Strategically, the MX line came out first, with the 250 4-stroke in February 2024 and the 450 4-stroke in November.

“And this 2025, a year I’m especially excited about because of the number 25 I’ve always worn, we’re finally introducing the Enduro bikes: the 250 and the 450, as you’ve seen. Initially, we planned to launch the 250 first and then the 450, but we decided to join forces and present the entire range at once to optimize resources.

“I’m very happy to be here and grateful for the trust you’ve placed in me. It’s been many hours of testing and development.”

In what direction?

“In terms of offering the customer maximum comfort. We wanted a comfortable bike, suitable for all levels. A bike you get on and think, ‘It feels like I’ve been riding this all my life!’ It’s very easy to handle, with balanced power delivery, an agile chassis, and a characterful engine.

“From the beginning, our intention has been to compete with the leading brands, to stand up to them and say, ‘Make way, Triumph is coming.’ It took many hours of testing: some things worked, others didn’t, and whatever didn’t suit us, we discarded without hesitation.”

Were you starting from scratch or did you already have a foundation?

“Basically, although it sounds like a joke, they told us: ‘Here’s a front and rear wheel, now put it all together with a frame and engine to create a good Enduro and Motocross bike made 100% in the UK.’

“Many people think we used engines from other brands or adapted existing frames, but no: everything was developed entirely in England. That’s why it took so long. If we had opted to buy a frame, fit a different engine, and change the plastics, the bike would have been ready a long time ago… but that wasn’t our idea.”

Tell us about all those years of development.

“We’ve always tried to put ourselves in the shoes of the end customer. Not just me as a rider, but also other testers like Jonny [Walker], who recently joined, and Paul [Edmondson], who arrived shortly after me. The whole team was dedicated to testing from the rider’s perspective.

“In motocross, Clément Desalle did a great job on the setup, and of course, Ricky Carmichael, a motocross and supercross legend, was also key. He approved every improvement we made. We met often, tested things, and shared impressions. It took many hours, especially with the enduro bike. And we’re really happy with the result.”

Correct us if we’re wrong: it started on a motocross basis... what are the differences between Enduro and MX?

“Yes, we started with a motocross base, but we soon saw that a bike designed only for cross-country tracks didn’t perform as well in forested areas. And vice versa, either. They worked, of course, but it wasn’t what we were looking for.

“Obviously, you can use the enduro bike on a motocross track, but you notice it lacks some power. We’ve developed an enduro bike like the ones we’ve always had: with a smoother engine, more comfortable on all types of terrain. For example, here in Les Comes [Editor’s note: where the world premiere of the new enduro models took place] it rained a lot and the terrain was very delicate, and there you need traction more than raw power.

“We spent so many hours testing that we reached a point where we said: ‘OK, we’ll continue developing in parallel, but now we’re going to focus on the motocross bike, which has to come out sooner.’ Every month and a half we did tests in England, alternating between cross-country tracks and typical enduro sections: wet, closed, muddy, under the Trees. We tried everything. And when the cross bike was ready, at the end of 2023, we went 100% with the enduro bike so we wouldn’t run out of time.

“The main differences are in the rocker arms and other internal engine parts that smooth out the output. The chassis is the same, but the suspension is softer to provide comfort for the amateur rider. Plus, the enduro bike has a six-speed transmission, compared to the motocross bike’s five.”

Was the idea to soften the power delivery and adjust the suspension settings so everyone can adapt it to their taste?

“Yes, we’ve thought a lot about amateur enduro, to make a bike for all levels. The fast riders who have tried it say it works very well. Some comment that the suspension is a bit soft, but most love it, and those with less experience enjoy it even more.

“We preferred that because you can’t set up a hard suspension just for fast riders. Most are amateurs who work during the week and ride on the weekends. They want a bike that makes them feel comfortable. And that’s what the clicks are for: if you want it harder, you can easily adjust it.

“The first thing many people do is have their suspension tuned according to their weight and riding style. But our idea was to offer a bike that already feels comfortable.”

A bike designed for mid-level riders, with the option to upgrade it for racing?

“Yes, we’re looking at things to further improve performance with our suppliers, such as Akrapovič for the exhausts, Kayaba for the suspensions, and others for the engine… more things are being worked on.”

To develop the bike for competition, are the races already in place?

“Yes, of course. One of the keys when testing it has been differentiating between ‘racing’ and ‘customer’. When we try something new, sometimes a professional rider might say, ‘This isn’t quite right.’ And I, for my part, always asked, ‘Isn’t it suitable in general, or isn’t it suitable for a professional rider who goes full throttle into corners, does scrubs, and has a very high level of riding?’

“That’s when we realized we had to work along two lines: one for the end customer and one for the professional rider. That’s why we want both types to test it. For example, Jonny, as a racing rider, can try a more aggressive setup, even if he’s already happy with his bike. We want to see how far we can improve it.

“But that doesn’t mean those improvements will please or be useful to the end user. A bike designed for SuperEnduro, for example, is very different: almost like a Supercross bike, designed for jumping from one tree trunk to another and with a lot of torque down low. That kind of thing… A motorcycle, in traditional Enduro, wouldn’t work the same way. It’s a different concept, a different preparation.

“It’s also worth mentioning that having the AMA Supercross team in the US and the motocross team in the MX2 World Championship has given us a tremendous amount of information. We give them parts, they test them, they develop them, and when something works, they give us feedback: ‘We did this, we improved it this way.’”

So, you have a huge information base.

“Absolutely. And that, without a doubt, is one of the keys to the success of these bikes. We don’t just follow what the test riders say; we also receive a lot of direct feedback from the race teams. It’s a real exchange: it’s not just about putting together a team, investing money, bikes, and spare parts. There’s feedback. If something fails, we know it instantly. And if something improves, we know it too. That continuous feedback is gold for the brand.”

Back to the bikes, did you start with the 250 or the 450?

“We started with the 250, which was the first to be ready. While Paul Edmondson’s team was doing durability tests on it, we began working on the 450. Once both were more or less defined, we focused on adapting the engine and specific settings for the Enduro versions, both the 250 and the 450. We had to develop them in parallel if we wanted to be on time, and honestly, everything has gone perfectly.”

Is it more difficult to make an Enduro bike or a Motocross bike?

“They cost the same. The difference is that, starting from an already defined base—chassis, chassis, and engine—you know that certain elements work, that they fit together and hold up. That’s when the work falls to the engineer, who must adapt the whole to what’s required, such as a smoother bike, for example. Naturally, we took references from other engines and brands to be clear about where to go. And together, we’ve shaped it that way.”

Have you considered a mid-range engine like a 350 4-stroke?

“Yes, it’s been mentioned, but for now, nothing’s in the works. If you think about it, in just one year we’ve launched two complete ranges: motocross and enduro. So they could rightly say, ‘Hey, we’ve done enough, haven’t we?’ It’s true that the idea of ​​a mid-range engine has come up at some lunch or meeting at the factory, but for now, it’s just been left on the table.”

Are you implying that it wasn’t the time yet?

“It hasn’t been specifically mentioned, but the subject has been changed with a ‘It’s a nice day, isn’t it? What else do we have?’” (laughs).

In your opinion, what are the strengths of these bikes, the ones that make you say, ‘We’ve hit the nail on the head here’?

“For me, the strong point is the people behind it. We saw this at the first press presentation in the US with the MX bike. We were all nervous because we knew we had a very good and competitive product, but we still had to prove it.

“And how do you prove it? When the press tests it, they criticize what they need to criticize and appreciate what they need to appreciate. They recognize the work behind it and where the project is going. That gave us a boost. We thought, ‘We’ve done it, we’re succeeding!’ —and that couldn’t be more appropriate when it comes to Triumph.”

A trial by fire?

“Yes, and a success. People were delighted: the manageable engine, the well-made bike… and a lot of anticipation, because we’re talking about Triumph, an innovative brand.

“From the beginning, we wanted to maintain that line, always thinking about the end customer. It wasn’t just about setting up a Supercross team with Ricky Carmichael, but about building a real bike, from scratch. In fact, it was already written that there would be these teams even before the bike was finished.

“Of course, to have a team you need a very racing bike, fast, a rocket. But I said, ‘Okay, what about the customer? If you give them something too radical, with hard suspension, they’ll send it back.’ You always have to think about the foundation of everything, as Paul Edmondson said: you can’t launch a product if it breaks down after two hours. And that happened to us at the beginning: the engine was ready, but something else broke. We had to understand everything well.

“The important thing is that we wanted to offer a bike that the customer buys and says, ‘Wow!’ Not something that just”It’s impressive on paper and then doesn’t deliver. I always use the example of BMW’s failed enduro project. They invested a lot, but the bike didn’t quite work and it was a failure. We didn’t want to repeat that.”

So what’s been launched on the market is more than proven?

"Yes, tested, proven, and competitive. And most importantly: ready for the customer to enjoy from day one.”

Based on this, there’s been talk of a future 450 for rally raids... how much truth is there to the rumors?

“It’s been on the table. But like everything, everyone has their say. Going to the moon on a Triumph? Who knows! (laughs). Right now, we’re focused on continuing to develop these bikes. We want to improve what we already have, because if in two, three, or five years we’re still offering the same thing, customers will notice. And we don’t want that, which is why we’re working on it.

“The issue of more specific future models, like rally models, has been discussed... sometimes more seriously, other times more dismissively. But the idea is there.”

Which part of the bikes bear your personal stamp?

“I’ve always tried to give my opinion as a rider, but also with the customer in mind: I want the bike to perform well at all levels. And in that sense, we’ve always agreed quite a bit.

“What I like is that, among the riders who tested it, there haven’t been major differences. It’s not like one said white and the other black. We’ve been pretty aligned, even avoiding ‘intoxicating’ each other so as not to influence opinions.

“That says a lot about the work that’s been done. Because this is something very important that few people understand. There are testers who have multiple world titles and others who have been hired for their skills. And if I say, ‘Man, this bike doesn’t corner.’ Even if it corners perfectly for you, you already have what I said in your mind... And you start to get those mental paranoia. You know what I mean?

“But always, when we’ve stopped to talk, we’ve followed the same line. No one has said, ‘This guy says white and I’m going to say black.’ And that’s great; I often expected it. To talk to Clément, for example: he’d go off, I’d test ride, and then I’d ask him, ‘Are we more or less on the same page?’ And he’d say, ‘Yes, we’re on the same path.’ Then I’d think, ‘Great!’ Because imagine telling the engineer, ‘This suspension is a disaster,’ and then someone else comes along and says, ‘It’s perfect.’ Who does he listen to?

“That hasn’t happened. We’ve worked hard, tested a thousand things, and my contribution has always been to give the best based on my experience. That’s why, when I talk about the new Triumphs, I’m drooling. It’s been so many hours that I feel these bikes are my babies. And when I see someone get off them and hear their sensations, I think, ‘We did it! We did it!’ I’m proud to have been a part of this, to have done my part.”

At the racing level, Edmondson’s Triumph team competes in the EnduroGP World Championship. Do you play a role there?

“As a tester, there was talk at the time about being able to train with the riders, being a bit in the background, but still involved. The idea was for them to come to Spain, take advantage of the good weather, the food, and that we could work together during training.

“As a brand ambassador and developer, I have quite a few commitments. There are entire weeks or weekends when I’m unavailable because I’m fully immersed. Right now, for example, I’ve been working on this for a whole week.

“Paul has his own team of mechanics there [in the UK]. He already has a solid structure, which has grown over the years since his”Fast Eddy” project. It started with a van, then a small truck, and has grown step by step. I think they’ve done very well: it’s a British brand with a British team manager who has also been a rider, tester, and advisor. He also tests the bikes frequently and provides his opinions.”

On a national level, will we see a Triumph team in the 2026 Spanish Enduro Championship?

“I wish! It would be nice, right? But for now, I don’t know for sure… This year we’ve already started in motocross, with Samuel Nilsson and Carles Prat on the ‘Ganso’ team [Jezyk Racing Team]. And I’d like to continue that in 2026… and, why not, also do something in the National Enduro Championship.

“I’m not saying for sure because everything happens step by step. It’s one of those topics that are put on the table. But in this case, there was a response. I was the first to say: ‘It’s great, we have teams in the Motocross World Championship, in Supercross. They’re all awesome, with a good image, a good structure… but what about national championships?’

“I spoke with Paloma Lence, from Triumph Spain, and also with people from France and Italy that I know… and they all asked the same thing: ‘Iván, do you have any idea what will be done in the national championships to support customers?’ The answer is that each country will manage its own budget independently to make decisions. If there’s a budget and they want to commit to something, they will. And if not, they won’t.

“At the end of each season, we have to see what resources are available in each country and what can be planned for the following year. And if we can’t start with a truck or a large structure... we’ll start with a van and roll.”

Between the time this interview was conducted and its publication, the fourth round of the 2025 Spanish EnduroGP Championship took place in Infiesto, Asturias, where the Motissimo team, supported by Triumph Spain, was presented. At this event, Liam Sanjuan achieved the brand’s first victory in the National Championship, in the Junior Open category.

 

Photo Credit: Future7Media + Triumph