Triumph TF 250-E 249.9 cc · 78 × 52.3 mm · 14.4:1 · Enduro

Engine

Throttle hold Space for full

0rpm
throttle0 % Inlet air press.— mbar FI time— IG timing— AFR— torque— power— peak cyl— EGT proxy—
knock margin—

Gear sets the load on the crank

N revs freely and finds the limiter; 6th is a long straight.

Conditions from the app's Monitor

Barometric
mbar
Air temp
°C
Water temp
°C

Camera

Drag to orbit, wheel to zoom, click a part to learn about it.
P–V diagram
Dyno · your map vs stock
AFR & advance at this throttle

TF 250-E tuning bench

A crank-angle-resolved single-cylinder model of the TF 250-E: 78 × 52.3 mm, 14.4:1, DOHC, 12,800 rpm limiter and 2,100 rpm idle per the handbook. Each cycle integrates cylinder pressure over 720° with a Wiebe heat release whose timing comes from the ignition map and whose energy and burn speed come from the fuel map. The stock map is calibrated so full-throttle peak torque lands on 27.8 N·m and peak power near 42 PS at ~12,500 rpm.

Fuel grid — percent added to or removed from stock injector time in that throttle × rpm zone. Ignition grid — degrees added to or removed from stock timing. The highlighted cell is where the engine is running now. Cells interpolate between neighbours, as the ECU does.

Calibrate from the app — type steady-state readings from Monitor 1 (rpm, throttle, inlet air pressure, FI time, IG offset) and the model bends its own pressure, fuelling and timing curves through those points, fading back to the built-in curves away from them. The more throttle × rpm corners you log, the closer this gets to your bike. Conditions (baro, air, water) also come from Monitor 1; below 60 °C water the ECU-style warm-up enrichment is on.

Clutch tab — the Trial Solutions flip-chip ladder with the maker's own percentages, the Rekluse Apex-TD kit as the manual's section 9.4 describes it, and a pull calculator that re-bases to a stock figure you measure once with a luggage scale. Rekluse publish no pull figures, so the spring effects are marked as estimates.

Apex fit tab — the Rekluse fitting sequence as a tick-list, seventeen steps in five phases, with the Triumph torques where Rekluse defer to the OE manual and a stop line on the steps that bite. Ticks, notes and photos you add are kept in this browser only; there is no backup unless you keep one.

3D guide tab — a schematic clutch on its shaft, to Rekluse's part counts, that assembles as you step through the same twenty steps: the part for the current step moves in (or out, during the strip), everything before it is home, everything after is not there yet. The explode slider spreads the stack for a look inside. It shares ticks with the Apex fit tab. The proportions are indicative, not measured from the parts.

On a phone — below 980 px the page becomes an app: fixed header, a bottom tab bar, and one scrolling column of cards. The 3D engine sits as a hero above its cards; tap a card heading to fold it; wide grids scroll sideways inside their card.

Suspension tab — a quarter-car model of each end, on Triumph's published springs, clicks and sag figures or on the EBISS sheet for your lowered bike. Damping internals are estimates calibrated so each published base setting lands on textbook damping ratios; sag arithmetic is real. Gearing tab — the handbook's ratios, 14/52 standard, driven by whatever the engine tab's map produces. Torques tab — 42 figures from the compiled service manual, searchable or by clicking the bike.

Controls — Space full throttle, S start/stop, D dyno pull, drag to orbit, click a part for its story.

This is a teaching model calibrated to published peak figures, not a validated dyno model of the bike. Use it to understand direction and rough size of a change. Do not type these numbers into the WiFi controller unverified: a change that looks fine here can still run the real engine lean and hot. Confirm on the bike with plug reads, EGT or a dyno.