Get EVOlutionised
By TMX Archives on 22nd Jan 09
WITHOUT a doubt, the 2009 Beta EVO trials group test was an eagerly awaited occasion. The all-new EVO has captured the attention of trials fans ever since its British launch at the Dirt Bike Show last November and although T+MX was privileged to grab a first impression of a 250cc version just after the launch it wasn't until the New Year that importer John Lampkin actually had a full-house of two-strokes on hand to test - and then we were at the mercy of the weather!
But, all good things come to he who waits and the T+MX test crew, editor JD, youth editor Beth Hoggarth, chief trials tester Woody Hole and veteran smudger Barry Robinson eventually risked snow, ice and a bitterly cold West Yorkshire wind, to bring you the word on the EVO 125, 200, 250 and 290 'strokers...
The Beta EVO took the trials world something by surprise last November when it was first launched. True, a replacement for the long-serving REV3 was long overdue but even so we weren't actually expecting one. And we certainly weren't expecting this radical newcomer. What we got was a new chassis, a new link-type rear suspension to replace the previous unique linkless system and an engine with radically altered crank/rod spec that was claimed to take the vibes out of Beta's motor.
Beta has remained faithful to its aluminium chassis, basically replacing the previous twin top sections with a drastically slimmed-down single beam that clearly cuts weight considerably - and from the right place, high up. The engine was then carefully positioned in its new home, to take advantage of the lighter weight and an all-new swinging arm was necessary to accommodate the new rear suspension linkage. With no conventional headstock, Beta had no hidey-hole to place the auxiliary stuff that normally hides in there and so there are various bits and bobs festooning the engine - but it all has to go somewhere. In pictures, it looks like some of these bits are more exposed than you would like but in the flesh, apart from the exception of the radiator filler, which does stick out in the breeze, everything else is actually tucked pretty much out of harm's way.
The all-new exhaust is now of expansion-chamber type to help both performance and to keep the noise down.
People seem to fall in two camps when it comes to the look of the EVO, you either like it or you don't. But there is actually a third point of view - that it grows on you - and we can go along with that.
Here's what really matters though: What does it go like - and is it an improvement?
Read on:
EVO 250
EVER since I first saw the EVO at the Dirt Bike Show I wanted to ride it. I just think the all-new model is such a huge jump forward, it has sharp, edgy lines, loads of really neat design touches, the new link rear suspension and I see a whole new generation of younger riders being switched-on by the EVO.
As ever the 250 is the obvious base model - and having ridden it I just can't see why anyone needs anything more. I didn't need or ask for any special setting-up of controls, just got on the bike, started it up and straight onto the rough stuff. This motor is everything you want a trials engine to be, smooth, well carbureted with a strong, flat torque curve that makes it so easy to ride and so effective in the sections. First to fourth gears - no problem. And the clutch action is really smooth and progressive offering maximum control. Definitely not an on-off switch. This was even more important on our test day where the ground was icy and clutch control essential.
Riding position is spot-on and while obviously being lighter and livelier than the REV3 - thanks to the link-type suspension - the overall feel is very definitely classic Beta with more weight bias on the front than, say, the Gas Gas. Steering lock is truly incredible, thanks to the super-slim top chassis rail. A less experienced rider might even let this get him into trouble but you really can turn the EVO round in its own length. Incredible.
The chassis looks radical and really works but really the EVO is all about the return to a link rear suspension. And to me it works. The action is soft at low speeds and soaks up the smaller rocks just as it should, then on cue stiffens up for the bigger hits. Nit-picking, I thought the set-up was a bit on the soft side for me, probably set-up for a lighter rider but nothing that couldn't be sorted with a bit of tweaking. I don't think there was anything wrong with the REV3 linkless shock for most riders - to a point - but this is much more in line with Beta's rivals.
In short, the 250 EVO is about as good as it gets for a trials bike. Sure handling, incredible lock, smooth engine and power delivery and Beta quality which is as good as you get outside of Japan.
EVO 290
BEING honest I was expecting the 290 motor to be a bit of a beast and being just as honest I was pleasantly surprised that it wasn't the fire-breathing animal I dreaded. Don't get me wrong, there really is a lot of power to be unleashed but it is delivered fairly calmly and is nowhere near as aggressive as the old 270 engine.
You can tell the greater capacity just in the engine note, which is that bit deeper. Talking of exhaust notes the completely new system on the EVO range is very effective, very quiet and the old familiar REV3 pop, pop, pop from the tailpipe is gone.
So, having said that the power delivery of the 290 is smooth, let's get it in perspective - it is also very powerful! This motor has such tremendous torque that I found it much more physically demanding. Just riding up the tight little stream at the test venue had me knackered after just a few attempts whereas I could ride the 250 up there all day none stop.
That wouldn't be a problem for a young, fit, rider and I realise it is that much more of a problem for riders in the north with lots of fiddly rocky sections. For trials that are mainly bankings and big earth climbs and mud slots the 290 is much more of an option - but I still believe that the 250 will do exactly the same job only easier!
The handling is, as you would expect, steady and sure just like the 250 and the progressive clutch handles the torque
with no problems. If your bag is murdering big sections in big gears then fill your boots with the EVO 290!
EVO 125
MEGA! Simply mega!
The engine performance of the 2008 REV3 125 was a huge jump forwards for the Italian factory and I'm not joking when I say they have done a similar job again, on the whole package this time. The EVO 125 is an awesome little bike. It makes sense that the smallest capacity engine would benefit most from the leaner, lighter chassis and it certainly has.
The REV3 was pretty long in the tooth and for the fashion conscious youth market this is not a good thing. But with the snappily styled EVO, Beta really have a winner on their hands. The chassis is obviously bang up to date and the youths will love the new rear suspension for hopping and jumping.
And the engine performance is amazing for a 125. It has real, everyday torque and second and third gears - even fourth for skinny kids lashing at big hills - are genuine options for tackling the sections. And while torquey, when you open the taps it really does leap out of the traps and rev! John Lampkin says that you need something of a compromise with a 125, perhaps sacrifice a few revs at the top end for more bottom-end urge but Beta seem to have found a way to offer both.
It is hard not to rave about this model, it has a strong, really useable engine sitting in a light-feeling chassis that steers, has an incredible lock, light, progressive clutch, snatch-free brakes front and back and looks bang up to date. What's not to like.
This is a superb trials bike and you would simply not believe it is just a 125 - and that's with an adult rider on board, with a youth of half the size the power to weight ratio will be immense.
If you are in the market for a 125 you owe it to yourself to try the EVO...and be prepared to be surprised!
EVO 200
WHEN I rode the 125 and 200 models at the very start of the test I thought the capacities were wrong - I thought the 125 was a 200 and that the 200 was a 250! The 200 certainly doesn't feel like a 200, more like a soft 250. And as the three bigger versions - 200/250 and 290 all share the same crank stroke - that is no surprise. The Beta 200 has always been a lovely soft torquey engine because it is effectively a sleeved down 250 - not a pumped-up 125.
But then when I rode the real 250 I didn't want to go back and it made me think, "Who buys a 200?" Youth riders aren't allowed them so it has to be either a very light novice or a veteran rider - and that surely 99% of riders would be better off with the 250!
The 200 engine is really nice with a soft power output that is very easy to control but which in standard form, as tested, is too high geared which makes the motor feel a bit flat. You have to be going quite fast before you can appreciate the engine power. The 200 needs gearing down to something approaching the 125 spec and then I'm sure it would be a really useful tool for the rider who specifically demands a 200.
I'd like a ride on one with more suitable gearing because you get everything that makes the 125 such a superb little bike plus the extra torque of a proper 200cc engine set-up to deliver really soft, torquey power.
Our Beth's view
THE all new Beta EVO models have arrived, and what a statement they make before you even fire them up.
The single beam frame, lightened forks and new angular aesthetics make these little beauties really stand out from the crowd.
Starting off with the snappy 125cc machine, this really was a nice little bike. Fast off the mark it offered great traction, and certainly had enough power to attack most hazards. The bike rode well and gave me confidence throughout my time on board.
On to my favourite - although not most people's choice - the 200cc Beta EVO gave just the right power delivery, without snatching my arms off. At the bottom end of the rev range it acted like a 125, but at the top end had the grip of a 250, only much softer. Never once did I feel that I was out of control on this machine. This when coupled with the lightness of the new chassis, felt spot on.
Next the 250cc. This bike I liked, and was I a better rider I would be more than happy on this mount. Nippy at the bottom end, with that extra bit of 'go' when you needed it.
Finally the 290cc. Although I only had a brief ride on the top model, capacity-wise, the one noticeable aspect was just how smooth the power deliver was. Yes, you could tell it was rather like a caged animal, and should you open the throttle right up, it would certainly be off. At low revs it did not snatch as I opened the throttle.
Specification: