Beta launch enduro rockets
By TMX Archives on 27th Jul 16
THE Italian Beta factory continues to develop its RR enduro range which comprises two awesome two-strokes, 250 and 300 versions and no fewer than four state of the art four-strokes, that in no way follow conventional capacity classes but Beta have chosen them for good reason.
All models sport the same chrom-moly steel tube double cradle chassis, fitted with massively uprated Sachs suspension each end and quality components all round.
Two-strokes feature electric start, designed into the lower crankcase in order to keep the centre of gravity as low as possible.
The motors feature electronic Auto Lube which varies the oil injection according to the position of the carburettor slide, lowering smoke and emissions by as much as 50 per cent.
In conventional pre-mix the engine receives the same oil ratio whether on tickover or flat-out and is naturally biased towards flat-out, hence over-oiling at lower revs.
The two-strokes also feature a clever design of exhaust power valve which allows a really smooth transition from low to high revs with no savage hit, something which makes the Beta strokers appeal to club riders while still possessing a killer top-end.
Meanwhile, the four-strokes are available in 350, 390, 430 and 480 capacities the two lower capacities sporting an 88mm bore with 57mm and 63mm stroke while the 430 features a 95mm bore and the mighty 480 100mm, both with a 61mm stroke.
A double overhead camshaft four-valve head is the format for all four models.
All four four-strokes feature efi and are kitted with electric start to make life easy and all six models sport a six-speed gearbox.
The frame and engines have been much admired and coveted and now with the Sachs suspension having been given the attention the bikes deserved Beta is looking for a big leap forward on the enduro front
On Test
THE Italian Beta factory has been a leading light in the trials market for more than 30 years.
And after paying their dues on the enduro scene in recent seasons, all that hard graft and off-road history is allowing Beta to really make their presence felt in the Enduro world.
And not only with their success in the Enduro World Championship but also with sales to the massed ranks of the buying public,
The bikes, two-stroke and four-stroke, have been developed to a fantastic level and the family business has an attitude which is a pleasure to encounter.
There is a calm with Beta and its staff which was good to feel at the recent test in the Tuscan hills in a scorching Italy.
It is good to see the settled staff and feel their pride in the range of bikes rewarded in positive sales around the world. There is a real quality vibe as the enduro bikes show reliability and rideability, something the factory has worked so hard to attain.
With the 2016 models having been vastly improved, the factory has concentrated on refining the 2017 range and are proud of a zero price increase for the new models which is clearly good news for the customers!
On to the nitty gritty...
The Sachs suspension has come in for some criticism in the past and the development engineers have aimed for big improvements in this piece of the puzzle which, quite frankly, has been the only thing stopping the bikes becoming a complete package.
The front forks are now 5mm longer in both length and travel and the engineers have concentrated on gaining control in the mid stroke of the fork to stop the damping blowing through something hard riders experienced on previous models.
The rear shock has also stepped up on its quality of control with a stronger distinction between high and low speed adjustment, without the previous vague feel when adjusting due to a bleed between what should be separate hydraulic cycles.
New triple clamps offer a weight saving as well as improved rigidity to work with the new forces from the longer forks and their subsequent control.
Quality Excel rims are added, a new digital dash with battery power indicator as well as a new fuel cap with built-in breather plus of course the expected new graphics.
The engines on the two-strokes are pretty much unchanged and the oil injection system has proved beyond reliable one year after its introduction ensuring great economy and flawless jetting all round in all conditions.
All the 2017 models come with CAN connectivity for interactive diagnostics.
The four-strokes retain the Synerject system which is constantly being assessed and developed with its 42mm throttle body aimed at providing smooth power delivery.
The camshafts on all the four-strokes have new lift profiles aimed at making the power even smoother and these are designed to work with the new valve springs which are intended to improve bottom end power and reduce engine braking for that factory racer feel.
The Ride
chassis is common to all models and seating position and comfort on these bikes throughout the range is very comfortable.
The Nissin brakes work with amazing power and the handlebar bend, flex and comfortable grips allow a long day in the saddle to remain pain free on the hands and arms.
The rear brake pedal is easily reached but the shifter is a little stretch from the footpeg so on the odd occasion my tiny size ten feet(!) would slip off my up-shift.
The important transition from sitting to standing is as good as on any bike I have ridden.
And even with the slightly lower angle to the seat of the two strokes, the mid corner seating area is easily transferred to standing on both two and four stroke bikes.
The only small tech change I made across the range was to slow the rebound on the fork four clicks to control the return speed on the mid-size hits when entering turns at higher speed.
This small change effected a good response across the range although the forks were perfectly rideable in fully stock form and I switched between the setting during the tests to make things even, as my physical levels changed throughout the eight hours of testing.
The new, longer fork provided improved confidence on every bike as the stability was very positive.
And the rear shock is also a big improvement over previous models as it would hold its control further through the stroke and gave better feedback without blowing through into oblivion. I did not touch any rear shock adjustment all day as on any of the different situations I put any of the bikes in never gave me cause for any concern - even when smashing the endurocross track, logs, table top etc
Two-Strokes
250
SOMETIMES things are better off with just a tweak rather than a full-on assault.
The Beta 250 has turned into one of the most fun bikes to ride on the planet and with its new improved handling package, which can now match the performance from the engine, the Italian manufacturer has a big reason to smile.
The ride on the 250 with its incredibly smooth motor and perfect jetting leaves no room for negatives.
This bike is comfortable and fun to ride yet it can light up your loins in an instant to take you to the podium.
Sometimes when things work in a simple way the pleasure factor increases as the bull disappears.
This bike is solid, reliable and now has a stock handling package as good as anything out there if not better.
300
THE big 300 stroker is built to please and I find it incredibly difficult to find anything negative to say about this bike.
It is, in my humble opinion, the best 300 two-stroke enduro bike available.
That hoped-for planted feel is there as the bike does not skip around. The motor settles the chassis in a harmonious fashion, sending the bike exactly where it is required on request.
There is really nowhere to hide on this bike, as it does everything incredibly well.
This motor can be ridden with no glitches from tickover to tapped-out and the fact it searches for and finds grip with apparent ease is testimony to the clever humans at development HQ.
I can keep raving on and on but when everything just works I enjoy the ride and pushing the limits on the trails and tracks.
I can fully see why the factory is having huge success with their race programme as I would be happy to go to a World Enduro round or any extreme enduro on this bike.
This bike just feels right and that is a very cool pace for Beta to be.
Four-Strokes
350
THE 350 was actually slightly disappointing for me as the new developments with the engine took a little of the performance and grunt out of the smallest capacity four-stroke enduro bike to leave the Italian Factory.
With everything working well with the chassis, the bike could easily have afforded to retain its slightly more torquey feel from last year which the chassis would easily handle.
Dont get me wrong, this bike is fast but it must be kept slightly higher in the rev range than possibly some club riders, who will surely be looking to the 350 four-stroke as a great option, would expect.
430
THIS is an incredible capacity for the range and brings a fun edge to slightly higher capacity four-strokes.
The manageable power, less than a scary full-race 450, is so easy to control and again this bike felt very planted.
It looks after you out on the trails and in the heat and the mixed going we rode during the test this bike was easily my second choice just after the 300 two-stroke for a mile of fun.
The motor encourages you to work and also allows you to take a break and feed the gears to smooth the ride further on higher-speed going.
This bike is a match for anything.
The power to the ground effect was very noticeable with this capacity during the test, as this is a great capacity for Enduro with its basically friendly yet kick-ass capabilities when required.
480
WHAT a blast this thing is. The new inbuilt smoothness makes what you may think could have the potential to be a beast into a beauty.
This motor enjoys torque like no other and again the smoothness turns the new chassis work into a winner with surprisingly easy turning at high speed, as well as fully acceptable manners at low speed.
But make no mistake, this bike is made for high speed and it needs room to operate to make the most of its motor and the freedom it gives to cover the ground very, very quicklyAll models sport the same chrom-moly steel tube double cradle chassis, fitted with massively uprated Sachs suspension each end and quality components all round.
Two-strokes feature electric start, designed into the lower crankcase in order to keep the centre of gravity as low as possible.
The motors feature electronic Auto Lube which varies the oil injection according to the position of the carburettor slide, lowering smoke and emissions by as much as 50 per cent.
In conventional pre-mix the engine receives the same oil ratio whether on tickover or flat-out and is naturally biased towards flat-out, hence over-oiling at lower revs.
The two-strokes also feature a clever design of exhaust power valve which allows a really smooth transition from low to high revs with no savage hit, something which makes the Beta strokers appeal to club riders while still possessing a killer top-end.
Meanwhile, the four-strokes are available in 350, 390, 430 and 480 capacities the two lower capacities sporting an 88mm bore with 57mm and 63mm stroke while the 430 features a 95mm bore and the mighty 480 100mm, both with a 61mm stroke.
A double overhead camshaft four-valve head is the format for all four models.
All four four-strokes feature efi and are kitted with electric start to make life easy and all six models sport a six-speed gearbox.
The frame and engines have been much admired and coveted and now with the Sachs suspension having been given the attention the bikes deserved Beta is looking for a big leap forward on the enduro front.
