BETA EVO 4T
By TMX Archives on 22nd Apr 09
WHEN T+MX tested the new-for-2009 Beta EVO two-stroke range we were impressed with the noticeable jump in progress from the REV3 equivalent. The new chassis was noticeably lighter than previous, the rear suspension improved by a return to a link system and the engines smoothed-out thanks to new crankshafts and other mods. We liked them so much that T+MX Youth Club column editor Beth Hoggarth bought one for herself! So it goes without saying that we looked forward to a first ride on the four-stroke version, the EVO 4T, and that chance came just last week with a trip over to UK importer John Lampkin's Silsden HQ and several hours riding in his nearby test venue.
Whereas the original REV3 four-stroke utilised what was obviously a modified existing two-stroke chassis, a good look round the new EVO 4T model brings the thought that, although the 2T was put into production first, the EVO was actually designed around the four-stroke engine. If this is true, it would be a relatively simple job to slot in the smaller, lighter, 2T engine. This is just a theory but the EVO 4T just looks so 'right'.
As stated, the new-for-2009 EVO is Beta's latest evolution of their aluminium chassis which started back in 1989 as the Zero, then worked through the Techno and REV3 versions, each smaller and lighter than the last before they surprised us all with the EVO which for the first time featured a single-beam top 'tube' which took the smaller, lighter theme to a whole new level.
The other big news was that Beta returned to a link-type rear suspension system following the linkless experiment with the REV3.
Our test revealed that the suspension action was improved while retaining the distinctive Beta feel - it offers a lighter feeling with a slower, more deliberate movement rather than the more sudden 'vertical' action of some of its rivals.
The bottom line with the EVO 2T is that it represented a genuine improvement over its predecessor, something that we also expected when the 4T was released.
This year, the 4T is available in both 250 and 300 versions - and at 297.3cc it really is a genuine 300. In REV3 guise only the 250 was available as a production model although you could uprate to 300 via a kit.
WOODY Hole was impressed with the EVO 2T range, so as a self-confessed four-stroke fan, how would he rate the EVO 4T....read on.
EVO 4T 300
WITH the Beta 4T 300 I'm going to break with tradition and start at the end by saying in my opinion this is the best production four-stroke trials bike that I have tried and would have no problem whatsoever in buying one! Yes, I really think it is that good.
I rode the original REV3 4T and while it wasn't a bad bike to ride the difference between that and the new EVO is chalk and cheese. The EVO looks right to start with, the chassis and engine are a perfect match and when form follows function the result is usually right. The Beta 4T is not a small engine while the EVO is definitely compact but the two compliment each other perfectly.
And the engine behaves itself perfectly. I found the old REV4 a bugger to start but never took more than two kicks to get the EVO purring. I confess that it started and ran so well that I had to check that it used a carburettor and wasn't fuel injected! I even laid the bike down to make it flood and with the hot-start button it fired-up second kick.
The EVO 4T is virtually all new and we discovered with the 2T versions that the new model is a huge jump forward for the Italian factory. The lighter chassis and link rear suspension provides a really stable ride and while the back-end is now super light and is easy as anything else to flick and hop round, it is also set-up to ride conventionally. Rear suspension action is very progressive, not as quick as, say a Gas Gas or a Sherco. It's the same at the front, steering is really, really stable, yet it has a tremendous lock - the bike will almost turn in its own wheelbase. Maybe this could get a beginner into trouble but I found it a real advantage.
So, firing the Beta up (with the right side kickstart - opposite to the two-strokes) it immediately settles down to a steady tickover and a few blips of the throttle bring the lovely four-stroke sound. With an all-new exhaust system the noise level is just right, not too loud and it is this new exhaust, coupled with all new electronic ignition and fine-tuned carburetion that have transformed this engine.
With a five-speed gearbox it is different to the six-speed two-strokes and the bottom two ratios are close together before a jump to third which is perfect for firing at hillclimbs. Unlike on the strokers, fourth is not a section gear, while fifth is obviously a road gear.
The four-stroke motor is very torquey and revs out smoothly and cleanly making for each gear to go a looooong way. Coupled to this the clutch is very light and progressive and I enjoyed jumping-up and flicking it around the big dry rocks at the test venue finding that it felt light both front and rear and overall balance was excellent.
Then I went to a long, tight, steeply climbing winding stream gully where I knew the 250 two-stroke was the ideal bike while after just a couple of goes on the meaty 290 my arms were tired.
So I was surprised that I could just keep going time after time on the 300 4T. It wasn't tiring to ride at all and with such a light clutch it was a pleasure to ride. This is the beauty of the 300, the power is so smooth and controllable at the bottom and through the middle and while it obviously has a lot of top-end power this never overwhelms the rider.
I admit I enjoy riding four-strokes and up until now I've liked the Montesa best (and have ridden the factory bikes) but with the EVO, Beta has just moved the production bike goalposts.
EVO 4T 250
WHEN the Beta 4T was originally launched in the REV3 chassis, in limited production, there was just one model, the 250, although a 300cc kit could be purchased separately. It's been normal practise for years with two-strokes to have the 250 as your base model with variations of either smaller or larger capacity. Maybe John (Lampkin) would disagree but to me, the 300 4T is now THE model with the softer 250 as a useful variation.
I hate using the term Clubman but there's no doubt that the 250 4T is a great bike for club and centre riders. In fact Johnboy, with his legendary gentle throttle control prefers the 250 - but no-one would call John Lampkin a Clubman. You can tell that the engine is softer straight away just by the exhaust note which is more mellow. The motor still delivers the power in the same seamless way though. There is no sudden surge anywhere in the range, just a lovely smooth build-up. The engine is mechanically very quiet and as you would expect it handles exactly the same as the 300. The extra capacity is simply achieved by a bigger cylinder bore.
For some reason the 250 4T was high-geared which didn't do it any favours for low-speed manoeuvres and John did say that he prefers to drop a tooth on the gearbox sprocket - which is quite a drop. A small point but it would make a big difference.
Conclusion
THE EVO 4T is where the Beta four-stroke trials story really begins. Go try one and see if you don't agree!
Two-stroke v Four-stroke
THE four-stroke revival on the trials front, certainly as far as sales are concerned, appears to have hit something of a wall. And the main problem is a very simple one. Cost.
Taking the Beta EVO range on list price, the bottom line is there is more or less an £800 premium to be paid for the four-stroke option. Now, given that the EVO 4T is a VERY capable trials bike, with tester Woody Hole happy to state that he thinks it is the best production four-stroke he has yet ridden, the cost may be of no consequence to some riders. They want one - they buy one, the fact that a two-stroke is a cheaper option does not come into it. But to many other riders, the simple fact that they have to find another £800 rules it out straight away, even if it is a model they would otherwise consider.
Trials is a totally different ballgame to motocross. In MX the classes have been deliberately skewed by the authorities to make a two-stroke uncompetitive. In trials, you can actually ride exactly what you feel is the most competitive machine for you.
That Beta has moved four-stroke development forward is undeniable - whether it will move four-stroke sales forward we are about to find out...
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