Area Test: The new TM 250 Fi ES

Love at first sight, this is how you can set up your encounter with the new TM 250 Fi ES for 2020. And the big surprise, it's not as expensive as you might think

From the pointing to the chassis, everything is new everything is meticulous (Photo: Oren Peleg)

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

For most car enthusiasts, Italian and especially exotic tools are a kind of dream. Manufacturers like Ferrari and Lamborghini in cars, Bimota, Ducati and others in motorcycles, usually put a wide smile on the face of every motor enthusiast in the world. The reason is, I think, that the Italians know how to design and assemble their works, in the most creative and exciting way possible. The way the design, and the quality of the pieces come together and suggest to you the performance that these tools are capable of, do not allow you to remain indifferent to them. This is exactly what I felt, two months ago, for the first time I saw the new TM two-stroke models while assembling the lift at the importer garage.

First riding: the new KTM EXC models

This feeling accompanied me and the look throughout the motorcycle, from the well-designed plastic, the special graphics, the sexy and massive aluminum chassis, the injected engine, the golden screws, the nubs and the gnawed triangles, the bright exhaust and the exciting sound. Everything is so beautiful and impressive that I was just excited by the thought that I might soon be able to ride such a motorcycle. In addition, these are the first two models of TM on which the new engines include the first electric starter, fuel injection system, balancer to reduce vibration, oil mixer and electronically controlled exhaust valve.

While these engines are designed primarily to successfully meet the most stringent air pollution regulations and at the same time improve performance, they are also expected to significantly improve riding and operating comfort.

The automatic mixer oil tank is inside the chassis beams

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

Wait, what is TM?

TM's story began in 1977 in northeastern Italy, when two friends decided to combine their great love for professional SUVs and their national pride and make these their source of livelihood. Like most things born of love, it is not just dry economic economic considerations that are taken into account in the design and construction of motorcycles. First of all, all company products are designed for racing, so performance is always the main consideration when designing and manufacturing motorcycles. As a result, they make sure to assemble the best assemblies available on the motorcycle, in case they do not find what they are looking for, simply produce on their own. Another consideration is to use as many parts of Italy as possible to create an "Italian product" as much as possible.

Family Fight: TM Racing Motorcycle Test

This unique philosophy characterizes the TM enterprise to this day and is the source of the pride of the company people and the uniqueness of its products. In addition to motorcycles, TM also produces motors for professional carts designed, how not - for racing.

Over the years, the plant has won many championships and titles in various competitions, all without the recruitment of first-rate riders in huge budgets. This is the belief that it is better to invest in the highest level of competitive motorcycles for as many riders in district and national competitions, than to invest money and efforts in developing "factory motorcycles" for a very limited number of riders in the world championships whose employment also costs a lot of money.

The engines are manufactured in the factory itself and except for the ignition systems, the leaf valve and the injection system, almost all parts of which are self-made. The chassis and all other nested aluminum parts are also manufactured in the factory itself, because no external supplier is found to meet the required specifications.

With the exception of the ignition system, leaf valve and injection system, all components are manufactured by TM

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

First date

To date, the Enduro motorcycles, with two-stroke engines, TM have been somewhat spartan and unsuitable for riders who are not ready to compromise comfort. TM people have realized that today to be able to sell competitive enduro motorcycles, track performance is no longer enough and customers are demanding comfortable motorcycles. It is not only due to indulgence or laziness, it is also due to the changes that the Enduro competitions have undergone in recent years. To successfully finish a day in the hardest enduro competitions of the last few years, you need a comfortable motorcycle, with an electric starter, a flat power curve, a bit of vibration and no motorcycle specifically designed to encompass a fast track in the shortest time.

TM people, not only failed to meet these requirements, they were able to combine them with the special features that have characterized TM motorcycles to date, in an interesting and unique way.

In addition to the new 250 model, we also received the 300 that has been in use for a few months and has been used for repair, but since it is a 2019 model, it has served us in addition to the photographer's transmission, testing the differences between the engines, and testing the optional rear shock absorber made by On him. The riding position is comfortable and of course adapted to standing, allowing a very good grip of the motorcycle through the legs throughout. The embossing with the legs is done directly on the aluminum chassis built of high and flat aluminum sources. Thanks to this unique chassis structure, the motorcycle control in extreme situations is very good. Sitting on the fuel tank in the tight turns is done without excessive bending of the knees and because of this, you can still easily put pressure on the outer leg and remain sensitive and precise on the rear brake leg.

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

The automatic mixer oil tank is located inside the chassis beams and to check the oil level, an eyepiece was mounted on the right side of the chassis. Most of the various wires and pipes are well hidden inside the motorcycle and there is no doubt that the investment in the design and assembly of the motorcycle was particularly large. The original handlebars are slightly higher and have edges pulled back, resulting in discomfort to those who are accustomed to flat and low bayonets, as in most recent generation competitive SUVs. The bayonet brackets, of course gnawed, are interchangeable for adjusting the riding position to the various requirements.

The triangles that attach the front fork to the chassis are simply a work of art in computerized machining, and can be replaced according to the complex fork and the desired steering features. On the upper triangle, the degree of OFF SET, the distance between the steering axis and the straight connecting the center of the fork rods, is inscribed with this degree of steering agility versus stability at high speeds. These triangles, with the exception of the impressive visual effect, have their exact match advantage with the fork rods. This precise fit reduces the need for triangular screw release and "fork reset" after aggressive rock riding, which causes the fork to rotate a bit inside the triangles and prevents it from working smoothly.

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

The bayonet consists of an engine mode selector switch, which controls how power is transmitted through two pre-designed ignition maps. I did most of the test on one situation, which is the more aggressive and more convenient to use for those who are used to bigger and more "biting" engines. Mode 2 is a condition where the acceleration grip control system is interfering, for the first time in two-stroke enduro motorcycles. This system delays the ignition, when it detects that there is an excessively rapid increase in the rpm, which is probably caused by excessive slipping of the rear wheel.

The braking system is an interesting and successful combination between Japanese NISSIN and BREMBO and the Italian BRAKING and provides strong braking with a lot of emotion in both the handle and the leg. The starter with the electric starter is immediate in every situation and even when I tried to start with the foot, when the gear is combined, I did not encounter any special difficulty. To my delight, TM people decided to leave the foot despite the new electric starter and it's a shame that other manufacturers didn't. The combination of first gear from stand-up mode and gear-shifting while driving is smooth and accurate, even though the motorcycle is completely new and barely finished running. It's important to note that the chalk counts "only" five gears, but under no circumstances did I feel it bothered me. The hydraulic clutch, with a BREMBO upper pump and an angled bottom from an aluminum block, is a little harder to operate than the Austrians have accustomed us to. It is important to note that the motorcycle can be ordered with softer clutch springs, which should cause less clutch handle operation.

The engine has low rpm circular action and bursting power when pulled up

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

Second date

After a brief adjustment to the engine response, tire grip and braking action, I started to speed up, feeling something different from all the other regular Enduro motorcycles. This feeling stems from the ability of the chassis and suspensions to cope with the failure of large, sharp high-speed rocks and stairs and high-altitude landings. These situations usually cause a strong rider shock that requires slowing down and making it difficult to maintain the desired direction. In the case of the TM, although the blow is felt on the wheels, it does not go directly to the rider's legs and handlebars. As a result, the rider manages to maintain an open throttle and high speed even in very technical and rugged sections, and the only limitation becomes the internal durability and rims. The main reason for this capability lies in the technology and production quality of the fork and rear brake. The front fork has an additional internal compartment that runs parallel to the normal softening system. This structure allows the fork on one hand to be sensitive to small and slow blows like small stones or pebbles, and on the other hand to be able to handle tough and fast beats, such as bouncing landings and up high rock steps without lifting the front wheel.

Dinner for breakfast

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

This technology has been used for many years in motocross and enduro motorcycles used by factory riders. In recent years, this technology is starting to trickle into particularly high-end series enduro motorcycles, but still only in a limited number of models. On the test bike's rear shock absorber was assembled in a spring factory suitable for riders weighing between 70 and 75 kg with full gear so it was a bit soft for me. However, with the help of the contraction, I was able to bring the absorber to a state that it did not reach its end and managed to maintain smooth operation even in the small potholes and pebbles. The absorber is manufactured by TM itself and of course it can be adjusted according to the variables of fast and slow shrinkage, return shrinkage and spring load. In the list of motorcycle extras, you can find a rear absorber made by Ohlins. On the day of the test, such a 300 absorber was assembled, but to my surprise the original absorber gave me a better feel.

Although the engine is "only" at 250 cc and not 300 as the fashion order now requires, it manages to accelerate at high speeds and gobble at very low speeds. The engine is very surprising in its ability to take the motorcycle out of the place without aggressive use of the clutch and as soon as it climbs to the high rpm starts to feel a real kick that only gets stronger with the rise of the rpm. The 300 engine is a bit more muscular once the clutch release is low, but a little less controlled and requires more power to resist braking and accelerating forces.

It is very easy to keep pace and gas open even in the messy ups

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

The TM is one of those motorcycles that, after you ride, you continue to reflect with yourself over time and better understand what you experienced while riding. It helps you better understand your ability to ride the field quickly and helps you to be faster and safer. Initially I rode with him like I used to ride the other off-road motorcycles, but I quickly realized that it was possible otherwise. In many places he simply prefers that I "ignore" the obstacles and hold him "strong", open gas and let him do what he has planned and knows how to do, keep the direction. The directional stability at high speeds and the ability of the suspensions and chassis to absorb strong blows and allow the rider to maintain the desired direction is undoubtedly at another level from motorcycles of two other series beats. Indeed, I quickly began to "read the territory" differently and found myself skipping over many obstacles instead of rolling over them.

Especially high drudges, which usually require me to organize, were no longer a special problem. So, too, I felt sharp, long ascents with lots of potholes and goat paths perpendicular to the ascent, which often bounce the motorcycle and cause the momentum to get lost and now it has become much easier to conquer.

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

The new engine never gasped, or stuttered under any circumstances and was always very accurate in operation. There is no doubt that the electronic systems, including the injection, ignition and control of the exhaust valve, have greatly benefited the engine. The engine now manages to provide bursting power on one side as soon as the rider opens the throttle wide, and on the other hand is very precise and controlled when the lever is regulated with sensitivity. Although the test motorcycle did not have a fan installed, it did not heat up at all, even after riding very slowly in streams with rocky stairs that required a lot of work with the clutch at low gears and this is proof of the efficiency of the cooling system. The gearboxes and rear brake, as well as the front brake and clutch levers, can be adjusted in a variety of situations and this allows for very precise control of the brakes and clutch.

The day after

Personally, I would replace the handlebars and make some more shields, but other than that, I'm sure I won't find myself too wandered around the net for improved parts and certainly not anything related to the rails and CNC parts. As I mentioned before, it also took me a few hours to ride until I understood the nature of the new TM 250 and how to ride it. The new engine systems manage to maintain the high performance of TM's two-stroke motorcycles to date, but they also significantly improve comfort and ease of operation. The new TM 250 manages to change something for the rider and make it go another step in riding and thanks to it, it is such an exciting motorcycle.

Road test: TM 250 (Photo: Oren Peleg, Keenan Cohen)

The price of the 250 is NIS 63,000 and the NIS 300 is NIS 66,000 and this actually places them at the same level, or even slightly less than most of the top competitors in their category. Unlike many other enduro motorcycles, I have never encountered a rider on a TM motorcycle that was intended, or has already replaced racks. This alone should make us realize that, unlike many other Enduro motorcycles, in the case of the TM there is not much else to spend after buying and this is undoubtedly a very significant advantage. This advantage also dwarfed the consideration for the larger relative loss that could be on sale, compared to the much more common enduro motorcycles. I think this year's competition in the enduro motorcycle market is going to be particularly interesting and the new TM motorcycles are going to scramble for the cards, at least when it comes to the level of performance and quality of the assemblies relative to the price.