2008 Beta trials bikes
By TMX Archives on 5th Dec 07
THE Italian Beta factory, like its Spanish rivals Sherco and Gas Gas, offers a full and comprehensive range of trials models as we motor into 2008, the well-established REV3 two-strokes (125/200/250/270) PLUS a four-stroke 250cc REV 4T, which, while it was available last year following a limited production run, is now in full-scale production and ALL models are ready to rock now.
Beta's REV3 has been around for some seven years and retains that fabulous-looking Verlicchi-built aluminium monocoque chassis that looks just as spectacular now as it did when first introduced. The chassis was bang-on first time around and is immensely strong while the remainder of the machine, engine, suspension, brakes, plastics, etc, etc has been steadily updated and tweaked each year to keep the REV3 fresh and state-of-the-art.
Beta then pulled-off a master-stroke by designing their four-stroke so that it slotted straight into the chassis with the minimum of fuss - despite the fact that the engine is the ''wrong way round'' when compared to the two-stroke.
The four-popper has its clutch and kick-start on the conventional right hand side (but final drive on the left) while the two-stroke has its clutch and kicker on the left (final drive on the right) something that some riders comment on and others don't even notice. Despite these major differences the REV4 is, to the casual observer, barely distinguishable to its two-stroke siblings!
The two-strokes have been treated to a new red and white colour scheme, which really does look smart, while the 4T is distinguished by its black rear fender and rear chassis graphics.
Starting with the REV3s, they may well look similar to their predecessors but there has been plenty of engineering going on starting with new crankcases. These feature a re-working of the intake which reduces the crankcase volume which in turn allows cleaner and smoother running of the engine. And aiding and abetting this is the switch to Keihin carburettors (with the exception of the 200 model) with airboxes modified to match.
The 125 has been treated to all-new cylinder porting while the 250/270 models get new cylinder heads.
And suspension both front and rear features the latest spec Paioli tackle.
Even the REV4 has been tweaked, starting with dedicated suspension settings before moving on to a new electric fuel tap and a new hot-start knob, now integrated with the carb. The exhaust front pipe is also new and offers improved performance plus a weight reduction of a claimed 150 grams. The REV4 also benefits from a new-design clutch cover with five bolt fixing plus the facility for quick and easy clutch removal.
So, there's your quick update on the Beta trials range, now it's over to WOODY HOLE to see how they ride.
125:
STARTING with the obvious, the 125, and working up through the range, I just have to say that the 2008 model 125 is absolutely mega. The performance is simply stunning. I know that last year Beta made a giant stride with its 125 engine performance but who would have thought they could do it again. With the new crankcases, cylinder and carburettor, Beta have come up with an engine with performance that belies its capacity. And it ran really clean right through the test, with no tendency to load-up. No complaints at all.
This 125, with its six-speed box, really does have three useable section gears. The motor has genuine bottom-end power that builds seamlessly through a strong mid-range and into its top-end. John Lampkin told us that this was effectively a production version of the factory bike that Jack Challoner has been riding this year - and it felt like it.
It does have an impressive rev ceiling, not as high as a Gas Gas, but for all bar maybe the top 5% of International riders, this engine is all you need. It will allow any rider to make the most of whatever ability they have. As far as I was concerned, you could forget that it is just 125cc, it is just a trials bike and I reckon a lot of adults, lighter riders or maybe older riders, would just love this.
It is also fair to say that the Beta won't be the lightest bike out there, but its handling is on a par with absolutely anything. All the current 125s feel light and easy to handle and the Beta offers excellent balance and almost extreme steering lock.
Obviously the main market is the Youths and I can't be fairer than say that if you have tried the Beta in the past and not been too-impressed, then its past time you gave them another go...
250:
THE REV3 250 has been Beta's best seller for years so it makes sense to use it as the base model. Getting straight on with it, the riding position is excellent and it feels just right as soon as you get on the pegs. The basic balance of all the Betas is so good it is like they have stabilisers fitted. Coupled to this, they have incredible steering lock yet when you have been on a full-lock turn, the bike almost self-centres and settles itself.
The engine doesn't do anything to upset the stability either. This is such a soft, smooth, yet really capable engine that it really flatters riders of all abilities. This motor is fine from a Clubman right up to Novogar National winning level. And it must make a really cracking bike for an event like the Scottish.
As mentioned with the 125, handling of all the Betas is steady as a rock. The lock is so good I reckon it would virtually turn full-circle in its own length - without tucking under! You can see why Cabestany used to be rock-steady when he rode Beta.
The '08 spec Paioli suspension did its job without thinking about it, nice and plush at the front and I must say I never thought about the rear suspension. It is simple, with no linkage, yet seems to do exactly the same job. I found it worked fine over smaller rocks yet stiffened-up just as you'd expect when you hit something big and hard.
Beta use their own tasty-looking master cylinders and I DID notice how well all the hydraulics worked. The brakes were excellent with the front particularly sharp while the clutch action was also well controlled.
The 250 is just a cracking bike.
270:
WHEN you have all the REV3s in a line you have to look at the stickers to see which model you are climbing-on to! But when you fire-up the 270 you can hear the difference! It is not loud, just a totally different exhaust noise, a deeper pop-pop that just tells you that there is something serious in there trying to get out. This is the model that makes the 'wrong' side kickstart more noticeable as it needs a determined poke!
It might surprise you to find out that the engine is actually still very smooth at the bottom end, but as the revs build you find a very, very strong motor at the end of the throttle cable. Get it wound-up and this really will pull your arms out of their sockets.
This is a mega Experts bike but you really will only get the best out of it if you know what you are doing. It will eat big steps, steep hills and deep bogs in the right hands. In the wrong hands it will find trouble!
I appreciate that the younger lads will be itching to unleash all that power but my advice is, unless you know what you are doing, the 250 will probably be your best bet.
200:
THE 200 is a model that I have a bit of a problem with, not because there is anything wrong with it, but because personally I don't really understand the need for it. In the past, when 125s were weedy, useless things because no-one really wanted one, the 200 was a model that genuinely filled a need. But these days, with Youths not having any option and 125s as hot as the 2008 Beta, and the 250 Beta being as downright good as it is, it does put the squeeze on the 200 market.
However, that's just my view and I accept that there are bound to be riders for whom the 200 is a logical choice, such as adult beginners who don't want a 125 or smaller, lighter or senior riders who are looking for the easiest possible ride.
The 200 engine is set-up very soft at the bottom-end of the rev range and it stays fairly docile until the revs really kick-in. This is now the only model still running the Mikuni carb but as it is sporting the new crankcases the engine did run clean and crisp at all times.
The handling is pretty much similar to the 125 so it is very manoeuvrable, feels light and that super-soft motor gives you the best possible chance of not getting into trouble.
REV4:
AAAHHHH! At least the kickstart is on the 'proper' side of the four-stroke and once fired-up it was good to note that the exhaust note is hush-hush quiet. No potential environment problems with this baby.
I have to admit to having become a bit of a four-stroke convert over the last couple of years and straight away I really liked the Beta. It is fair to say that the standard REV4 is not the most powerful four-stroke out there (a 300 kit may well be on the way!) but its power delivery is absolutely bang-on. The motor is so smooth at the bottom and it finds grip so damned well. I also found that once you lost grip on the slippery stuff it was possible to back-off the throttle and then regain momentum as you fed it in again. This is a really good engine.
The gearbox is just a five-speeder and as standard I reckon that the gearing is a bit high overall. I'd have liked slightly lower gearing, the engine would certainly take it as each gear is very 'long' because it pulls from nothing to peak revs. I did find the throttle a bit heavy after the two-strokes but the carburetion was always bang-on. It didn't matter whether the nose was up or down, the motor never fluffed. You do have to remember, whenever you start the four-stroke do NOT touch the throttle at all. It is the same technique as for the Montesa. No throttle - and use the hot-start fitment.
Handling is pretty much as for the REV3 which you would expect as the chassis is virtually identical. There is a bit of extra weight involved and there is also the built-in four-stroke engine braking to be taken into account but this is actually minimal.
The model was only available in very limited numbers this year but 2008 will definitely see lots more about. My guess is that the majority of REV4 buyers will tend to be the older, more experienced hands but who knows - it is definitely a very competitive bike and the closest thing to a two-stroke as a four-stroke has yet come...
IN CONCLUSION..
It is not easy trying to do justice to five models in a single test, especially when they are all different in how they deliver what they do! In short, they look good, are well screwed together and have a reputation for quality. Pick of the bunch? No problem with any of them but the 125 is a knockout...
Specification: