Beta has recently announced the release of their highly anticipated 2023 Beta 350 RR dirt bike, boasting a range of improvements and upgrades that make it a top contender for off-road enthusiasts. This latest model takes the powerful engine and agile suspension of its predecessor to the next level, providing a dynamic riding experience that is both thrilling and comfortable.

The 2023 Beta 350 RR features a fuel-injected liquid-cooled DOHC four-stroke 349cc engine, which has been redesigned with a larger piston and optimized fuel injection for improved performance. The bike’s engine is also equipped with a new ECU mapping system that allows for greater customization and control of the power output, providing riders with more precise throttle response and a smoother ride.

Additionally, the bike features ZF Sachs suspension components, including a new fork design with a larger diameter and improved adjustability. The rear shock also boasts an updated valving system for even better handling and control on the toughest terrain. With these improvements, the bike delivers a smooth and comfortable ride that can handle any type of terrain with ease.

Other notable features of the 2023 Beta 350 RR include a redesigned frame for improved durability and stability, as well as an updated exhaust system that is both lighter and more efficient. The bike also boasts a new seat design that is more comfortable during long rides.

With a starting price of $10,399, the 2023 Beta 350 RR is a fair price for the level of performance and technology that it offers. This dirt bike is best suited for intermediate to advanced riders who are looking for a high-performance off-road machine that can handle any challenge with ease.

Overall, the 2023 Beta 350 RR is an impressive dirt bike that offers a range of new improvements and upgrades, making it a top choice for off-road enthusiasts. With its powerful engine, agile suspension, and new features, this bike is sure to impress even the most seasoned riders.

The post 2023 Beta 350 RR: Here’s What’s New appeared first on Dirt Bikes.

I must preface this review with the disclaimer that this is the first Beta I’ve ever ridden. I’ve had the opportunity to spend time on various other two strokes in this genre, but the 2021 Beta 300 RR is the first from the Italian brand that I’ve had a chance to get out and ride. So don’t expect a thorough year-to-year comparison. I just can’t do it, captain!

What I can do though was drive 12 hours northeast from our base here in southern California to pop two cherries with one, uh, stone? My first ride on a Beta would also be my first four-day trail ride in Colorado. New bike, new terrain, 12-inch wide trails on the side of 13,000 ft mountains. Why not?

Even though I didn’t get the chance to ride it, the 2020 Beta 300 RR brought with it a host of upgrades that included an all-new chassis including the frame, swingarm, fuel tank, seat, and bodywork. The engine was also equipped with a counterbalance shaft to reduce vibrations. If we consider 2020 a revolutionary model year for the Beta 300, 2021 is more evolutionary with subtle suspension tweaks, sleeker bodywork, higher-quality electronics, and a beefier subframe.

With that in mind, let’s take a deeper look at the 2021 Beta 300 RR.

Two Smokin’

While the Beta-built 293.1cc liquid-cooled two-stroke engine is carbureted, it benefits from oil injection meaning no pre-mixing of gas and oil is necessary. This is achieved by a separate oil tank under the seat that uses engine rpm and a throttle position sensor to vary the metering of oil into the engine. This led to pretty good mileage at approximately 35 mpg with the 2.55-gallon tank providing 90 miles or so of range. There are also two warning indicators: one if your oil reservoir is running low, and another if the system encounters a failure.

The counterbalanced engine quells vibration from the motor significantly. Having the opportunity to ride a ’13 KTM 300 XC-W (not counterbalanced) back-to-back with the 2021 Beta 300 RR proved night and day in terms of the smoothness of the Beta’s engine. Another nice feature of the Beta for those who care about keeping riding areas open versus racing is that the bike is reasonably quiet.

We had to re-jet the 36mm Keihin PXK carburetor since the altitude at camp was over 10,000 feet and temps were a fair bit cooler than California. Thankfully, as with most two-strokes, there is plenty of room to get in there and twist the carb around to get these changes done fairly easily. After the jetting changes, we ended up tweaking the air screw a bit to make it richer off idle.

The Beta 300 RR also has what I’ll call a rain or shine mapping system with the button to change between the “sunny” or “rainy” setting mounted near the steering stem on top of the frame. Effectively, this button delays ignition timing in the “rain” setting so the power comes on later which can be better for slimy wet conditions. Only the last day did I find use for this setting during one of our trails which had the most mud, rocks, and roots. The rest of the time, I found “sunny” to be just fine for most riding and would likely never switch it back home in southern California.

Beta says this about its RR models:

“Our RR models are designed for a casual off road rider or racer that is looking for more than just a play bike. We take pride in our slogan “Rideability” as it truly points out the real strength of a Beta. Others are focused 90% on building a race bike that is sold to the average rider. Beta takes pride in designing a motorcycle that appeals to the ‘common’ rider. The layout of the engine, the lower seat height, and the smooth power delivery are all traits of the bikes that provide the average rider more confidence.”

While I never ended up tweaking the adjustable power valve (Beta sells an accessory knob so riders are able to easily adjust the power valve without tools), the low-end power delivery seemed a bit softer than expected, even causing the bike to flame out when I tried to tractor the motor down too low in the revs. This soft power delivery could be welcome in “east coast” riding conditions, but it didn’t deliver the same low-rpm punch that pulls hard into the mid-range that I’ve experienced on KTM 300 and 250 two-strokes. That’s not to say that the power isn’t there once you get closer to its mid-range, though. The engine still delivers plenty of umph once it starts spinning faster.

The six-speed wide ratio transmission is great for wide-open spaces and worked nearly as well in tight places. The Brembo hydraulic clutch gives smooth positive actuation without being remotely fatiguing. I would say, for the tight trail work I would be interested in doing with this bike, I would change the final drive ratios from the stock 14/48 to something around 13/52.

Although you could never get away with plating the Beta 300 RR here in California, the bike comes all wired up and ready for turn signals with the left switchgear, including buttons for brights, a horn, and indicators should you live in an area where you can license a two-stroke and are so inclined. It even comes with a nice display that shows speed, average speed, maximum speed, total miles, trip meter, hour meter, and battery voltage and is flanked by warning lights.

“Designed for a casual off road rider or racer”

Hmm. Designed for both the casual rider and racer. How do you go about doing that? I suppose the smooth power delivery, relatively low 36.6-inch seat height (it doesn’t feel that high), ability to add DOT-required necessities, oil injection, and electric start do make the 300 RR an approachable machine for anyone. Also keeping with the ease of use theme, the airbox cover and seat can be removed without any tools or keys. The seat easily pops off via a button located on the left rear fender. At the same time, if I were to race this bike, there are some changes I would make. While I already mentioned the gearing change, wrap-around handguards are probably the only other things I would do if I wanted to enter a race with the Beta 300 RR. I guess they’re right, it is a pretty great bike for everyone.

The handlebars are six-way adjustable and the seat-to-footpeg distance is quite comfortable for 5-foot 8-inch me. What’s not comfortable is the seat. Oh man. If you plan on sitting for any amount of time, you’ll want to replace it immediately.

One thing a casual rider might consider changing, unless we’re talking about aggressive weekend warriors, is the suspension. I found the suspension fairly stiff at the stock settings for my 185 pounds (with gear), but it’s really quite well-damped front and rear. It never felt harsh. I added some preload to the fork which helped the front end feel more planted, but aside from that, I was quite happy with the 48mm Sachs fork and Sachs linkage-type shock. Both are fully adjustable with the fork’s adjustments all able to be made from the top of the fork tubes without tools. The fork and shock provide 11.6 and 11.4 inches of wheel travel, respectively.

Once the pace ramps up, the suspension works even better, and you forget how jarring it can feel while going slow over bumpy terrain. The rigidity of the chassis, the suspension, and the Michelin Enduro tires all provide an excellent stable platform that stays compliant at speed without deflecting. The 300 RR feels nimble through tight trees as well; it was only the lack of low-end punch that left me wanting in those scenarios.

The Nissin two-piston front caliper bites a 260mm rotor while a single-piston caliper squeezes the rear 240mm rotor. It took me a little while to get used to the front brake. The initial bite isn’t too bad, but the stopping power ramps up quite quickly afterward meaning that the line between stopping quickly and locking the front is a fine one. As for the rear brake, I really appreciated the size and position of the pedal which made it easy to modulate.

To top it all off, the Beta 300 RR is one of the lowest priced bikes, if not the lowest, in its category at $9,199. That’s a great deal, particularly for riders looking for a casual, yet highly capable enduro bike. The biggest let down for me was the lack of a strong low-end hit and pull into the mid-range. It’s one of the things I love about the KTM’s I’ve ridden. If you’re not bothered by the softer smoother power delivery at low rpm, this bike is just as good as anything else out there.

The post 2021 Beta 300 RR Review appeared first on Dirt Bikes.

The Beta Race Edition models are developed separately through the Beta Race division and bear a closer kinship with the factory machines ridden by FIM Enduro World Champion Steve Holcombe and Beta USA factory team riders Max Gerston and Jordan Ashburn. According to Beta, the 2018 Race Edition models will be available in 250cc and 300cc two-stroke versions and in 350cc 390cc 430c and 480cc four-stroke versions

The Beta Race Editon models benefit from a host if improvements over the standard production models from which they’re derived. The Race Edition Betas receive a new, more compact and lighter clutch that is claimed to improve feel and precision, and to remain more consistent as within its temperature range. One thing that we like to hear is that the new clutch is also claimed to be more progressive-feeling. Since the clutch is smaller, the clutch cover is also smaller than the one found on the production Betas. The Beta Race Edition models also do away with the kickstart lever. Beta says that its electric starter is now more reliable, so the lever can be 86’d to remove unnecessary weight, but the kickstarter can still be fitted if a rider wants it.

Digging deeper, the Beta Race Edition transmission also boasts a new gear change system via an updated star wheel and detent mechanism that is claimed to improve shifting precision. Beta has also updated the airbox and fitted a new cylinder that is claimed to deliver increased horsepower and torque throughout the rev range. The 300cc two-stroke additionally receives a rounded piston and cylinder head profile that is claimed to alter the power delivery for more tractability. The 250cc version also gets increased compression for more power.A redesigned crank is stiffer and helps to limit engine vibration, and it is fitted with a new rod with a revised big-end bearing area that is claimed to improve durability. Both two-stroke models also benefit from revised power valve timing that is optimized to offer better power delivery with a new primary drive ratio.

Beta has also revised the chassis on the Race Edition models by redesigning the front of the frame for better flex while maintaining the desired torsional rigidity. The chassis is also lighter than the production models, thanks to the revised air box and a lighter and slimmer rear subframe.

Other Beta Race Edition improvements include:
-A Lithium battery that is lighter, more powerful and more reliable.
-A new skid plate with improved fastener accessibility for quicker removal.
-A new muffler heat shield that offers better heat protection for the rider’s leg.
-Takasago Excel rims with a new black finish specifically designed for Beta.

Beta Race Edition models are also equipped with:
-A quick release front wheel pin that speeds up tire repairs, saving precious seconds in race situations.
-Vertigo hand guards with tough “In-Mold” graphics.
-Black aluminum footrests that are light, beefy and boast a broader contact patch.
-A rear sprocket with an anodized aluminum core and steel teeth.
-Billet aluminum chain tensioner blocks.
-A racing seat with pocket.
-Black anodized shift/brake levers.
-Red anodized Transmission oil, engine oil and oil filter caps.
-Special Race Edition graphics and rim decals.

The biggest change to the four-stroke Beta Race Edition models has to be the introduction of dual injectors to its EFI system for more precise throttle response. The dual-injecton system features dedicated maps for each engine displacement. The system is claimed to increase engine mid-range and top-end performance while also increasing fuel mileage.

In addition to the chassis changes, the Beta Race Edition four-strokes also gain the new clutch and new gear change system, and they lose the kickstarter as well. Four-stroke Race Edition Betas also receive a revised muffler that is designed to improve low-end power. The four-strokes also receive the new Lithium battery, a new muffler heat shield and Takasago Excel rims.

Suspension duties for the Beta Race Edition models are handled by a 48mm Sachs closed-cartridge fork with a new, lighter, redesigned slider. Out back, the Sachs shock features revised valving to work in concert with the chassis changes. The Race Edition models also get a black anodized triple clamp and red fork tubes.

Two-stroke Beta Race Edition models also do away with the production models’ oil-injection system, shaving precious weight from the overall package. Beta says that this is done in compliance with requests from Beta racers, but the oil-injection system can easily be fitted if the customer wants it.

Beta RR Race Edition models are low-production. According to Beta, the first shipments will arrive at dealers in December.

Pricing
2018 Beta Two-Stroke Race Edition*
250 RR Race $8950
300 RR Race $8950

2018 Beta Four-Stroke Race Edition*
350 RR Race $9699
390 RR Race $9799
430 RR Race $9899
480 RR Race $9999

*Prices exclude $379.00 destination charge, sales tax, and other dealer license fees. For more information, visit www.betausa.com.

The post 2018 Beta Race Edition Models: Italian Steeds with a Little Something Extra appeared first on Dirt Bikes.

The Italian Beta continues to be a solid choice for dirtbike riding and racing, and the TM Designworks Rear Brake Caliper Protector Kit is a new all-in-one kit that can help you get your Beta ready for battle.

The lower disc guard is made from TMD’s impact-absorbing plastic and is paired with a lightweight aluminum caliper carrier that is claimed to improve overall brake pedal feedback and braking power. The disc guard won’t bend or twist like aluminum guards during heavy impacts or easy tip overs. This is the only disc protector to provide front and side edge protection while air slots cool the disc and disperse dirt under the toughest conditions.

The lower disc guard is available in red, blue, and black and fits all Beta RR/RS 125-500 models years 11-18.

About TM Designworks
For over 30 years, TM Designworks has been manufacturing innovative and unique products in the motorcycle industry. TMD has been recognized as the leader in chain slide-n-glide technology.

With drive chain solutions for virtually all popular model bikes, TMD has been the preferred choice for weekend warriors, factory race teams and championship riders around the globe. We take great pride in manufacturing an original American made product line.

TMD’s philosophy has been to innovate, not imitate. We are the only brand that the Factory Race Teams like KTM, Yamaha, Suzuki, Gas-Gas, Husqvarna, Husaberg, and more independent teams and professional riders use and TRUST.

We’ve spent years developing proprietary technology, original designs, and material to deliver the highest performing dirt bike and ATV components that the other guys can only dream about or area trying to copy.

Don’t be fooled by these cheap Taiwan/china/Overseas made products. Insist on a genuine TM Designworks original USA production product with THE best customer service and warranty you will ever experience.

For more information, visit www.tmdesignworks.com.

The post TM Designworks Rear Brake Caliper Protector Kit for Beta appeared first on Dirt Bikes.

For 2018, Beta’s 250/300RR two-stroke models boast a bunch of upgrades that, according to the manufacturer, are a result of the lessons learned during the company’s E3 Enduro World Championship victory with factory rider Steve Hoclombe, with additional input from Alex Salvini, who also helped lift Beta to the Manufacturers World Championship in the series.

Right off the bat, Beta has shaved a whopping 10.4 lbs. off the 250 RR and 300 RR for 2018, thanks to revisions to their engines, running gear and suspension. Beta says that the new models are more reliable as well as more rideable.

Much of the weight savings, a claimed 3.7 lbs., lies in the engine alone. First off, the oil-injected, electric start, two-stroke powerplant found in the 250 RR and 350 RR does away with the kickstarter for 2018. Beta engineers worked to make the electric starter more reliable, which has allowed the kick lever and gear to be removed for a significant weigh savings (the kick start can still be ordered as an option). The 2018 250 RR and 300 RR also receive an all-new clutch that is lighter and more compact. Beta says that the clutch offers an improved feel with more progression and more consistency as operating temperatures change. A smaller, more compact clutch cover shaves additional weight.

From a power perspective, the 250 RR and 350 RR receive a new cylinder design that is said to improve torque and horsepower output throughout the rev range while retaining the linear, controllable engine character that makes the bikes so easy to ride. The cylinder head profile is also changed on the RR 300, and mates with a rounded piston for smoother engine performance and improved tractability. The combustion chamber itself is changed on the 250 RR to deliver higher compression for more power. Both models receive a redesigned crankshaft that is stiffer to help reduce engine vibration. A new connecting rod with a revised lower bearing area is also claimed to increase reliability. A new power valve also ramps differently to better adapt to a new primary drive ratio for better power delivery.

The 250 RR/300 RR transmission has also received attention for 2018. Gear changes are claimed to be more consistent and precise thanks to an updated star wheel and detent mechanism.

Beta didn’t just stop with engine updates for the 250 RR and 300 RR. The 2018 RR chassis is new, and it features a completely redesigned front section that provides greater lateral and torsional rigidity while also being lighter than the previous-generation chassis. The subframe is also changed, designed to be lighter and slimmer while also cradling a new airbox design. Beta claims a chassis weight savings of 6.6 lbs.

Sachs suspension components are retained for 2018, but the 48mm Sachs fork features new sliders that save weight while also reducing friction and increasing fork rigidity. Both benefit from updated settings to work in junction with the new frame. The suspension settings of both the fork and the fully adjustable Sachs shock have been revised to work with the new chassis.

Other 2018 Beta 250 RR/300 RR updates include:

-A Lithium-Ion battery that is ligter, more powerful and more reliable.

-A new skid plate with easier-to-reach fasteners for quicker removal.

-A new muffler heat shield designed to better protect the rider from exhaust heat.

-Takasago Excel rims with a new black finish specifically designed for Beta.

-New colors and graphics

Better yet, the 2018 Beta 250 RR and 300 RR are the same price as the 2017 models. Both models share the same MSRP, $8499, and they will be available at Beta USA dealers beginning in August. For more information on the Beta 250 RR and 300 RR, visit http://www.betausa.com/.

The post 2018 Beta 250RR, 350RR Two-Stroke Models Announced appeared first on Dirt Bikes.

Beta USA has unveiled its six-bike lineup of Race Edition off-road motorcycles today. The limited-production models are spec’d to be a cut above the standard Beta off-road machines on which they are based.

2017 Beta Race Edition Two-Strokes
The Beta 250RR and 300RR Race Editions two-strokes feature numerous upgrades over their production counterparts, including:
– A quick release front axle pull to help speed up tire repairs.
– Flag style hand guards, with a modern design, sturdy structure and “In-Mould” graphics.
– Factory aluminum footpegs that are lighter and stronger than the stock pegs. The pegs feature steel pins for better grip.
– A lightweight rear sprocket with an anodized aluminium core and stainless steel teeth.
– Red aluminum chain tensioner blocks.
– Black Excel rims.
– Racing seat with a pocket for score cards.
– Black anodized shift lever and rear brake pedal.
– Transmission oil filler cap, engine oil cap (4t) and oil filter cap (4t) made of red anodized aluminum.
– Red rim stickers, special seat pocket, and Race Edition graphics.

2017 Beta 250 RR Race Edition Specifications*
Engine Type: Beta-Built single cylinder, 2-stroke, liquid cooled, with BPV power valve system and electric start with back up kick starter.
Bore: 66.4mm
Stroke: 72mm
Displacement: 249cc
Compression Ratio: 12.8:1
Exhaust Valve: Beta Progressive Valve (BPV)
Ignition: AC-CDI Kokusan
Spark Plug: NGK BR7ES
Lubrication: Pre-Mix (Oil Injection kit can be ordered as an accessory)
Carburetor: Keihin PXK 36mm
Clutch: Wet multi-disc
Transmission: 6-speed
Final Drive: O-ring chain
Frame: Molybdenum steel/double cradle w/quick air filter access.
Wheelbase: 58.3 inches
Seat Height: 36.6 inches
Ground Clearance: 12.6 inches
Footrest Height: 16 inches
Steering Rake/Offset: 27 degree rake/20mm Offset
Dry Weight: 224 lbs.
Fuel Tank Capacity: 2.5 U.S. gallons
Front Suspension: 48 mm Sachs Closed Cartridge fork w/SKF seals, adjustable compression and rebound
Rear Suspension: Aluminum Body Sachs shock w/adjustable rebound and hi/low speed compression
Front Wheel Travel: 11.6 inches Rear Wheel Travel: 11.4 inches
Front Brake: 260mm floating rotor
Rear Brake: 240mm rotor
Front/Rear Rim: 21-inch (Front) 180inch (Rear)
Front/Rear Tire: Michelin Enduro Competition
Warranty: 6-month Limited Warranty
MSRP: $8899
*Specifications subject to change without notice.

2017 Beta 300 RR Race Edition Specifications*
Engine Type: Beta-Built single cylinder, 2-stroke, liquid cooled, with BPV power valve system and electric start with back up kick starter.
Bore: 72mm
Stroke: 72mm
Displacement: 293.1cc
Compression Ratio: 12.0:1
Exhaust Valve: Beta Progressive Valve (BPV)
Ignition: AC-CDI Kokusan
Spark Plug: NGK BR7ES
Lubrication: Pre-Mix (Oil Injection kit can be ordered as an accessory)
Carburetor: Keihin PXK 36mm
Clutch: Wet multi-disc
Transmission: 6-speed
Final Drive: O-ring chain
Frame: Molybdenum steel/double cradle w/quick air filter access.
Wheelbase: 58.3 inches
Seat Height: 36.6 inches
Ground Clearance: 12.6 inches
Footrest Height: 16 inches
Steering Rake/Offset: 27 degree rake/20mm Offset
Dry Weight: 224 lbs.
Fuel Tank Capacity: 2.5 U.S. gallons
Front Suspension: 48mm Sachs Closed Cartridge fork w/SKF seals, adjustable compression and rebound
Rear Suspension: Aluminum Body Sachs shock w/adjustable rebound and hi/low speed compression
Front Wheel Travel: 11.6 inches Rear Wheel Travel: 11.4 inches
Front Brake: 260mm floating rotor
Rear Brake: 240mm rotor
Front/Rear Rim: 21-inch (Front) 180inch (Rear)
Front/Rear Tire: Michelin Enduro Competition
Warranty: 6-month Limited Warranty
MSRP: $8899
*Specifications subject to change without notice.

2017 Beta Race Edition Four-Strokes

The 2017 Beta Race Edition four-strokes boast a wealth of specialized components that separate them from the standard race-ready Beta thumpers, including:
– A quick release front axle pull to help facilitate wheel removal/tire repairs.
– Flag style hand guards, with a modern design, sturdy structure and “In-Mould” graphics.
– Factory aluminum footpegs that are lighter and wider than the stock pegs. The pegs have steel pins for better grip.
– Rear sprocket with an anodized aluminium core and stainless steel teeth that combines the light weight of aluminum sprocket with the durability of a steel sprocket.
– Red aluminum chain tensioner blocks.
– Black Excel rims.
– Racing seat with a pocket for score cards.
– Black anodized shift lever and rear brake pedal.
– Transmission oil filler cap, engine oil cap (4t) and oil filter cap (4t) made of red anodiszed aluminum.
– Red rim stickers, a special seat pocket, and Race Edition graphics

2017 Beta 350 RR Race Edition Specifications*
Engine Type: Single cylinder, four-valve, (titanium intake and exhaust), four-stroke, liquid cooled, electric start with back-up kick starter.
Bore: 88mm
Stroke: 57.4mm
Displacement: 349cc
Compression Ratio: 13:1
Ignition: DC-CDI with variable ignition timing, Kokusan. 200 watt output at 6000 RPM
Spark Plug: NGK LKAR 8A-9
Lubrication: Twin oil pumps with cartridge oil filter. Separate oil for engine and clutch
Fuel System: 42mm Electronic Fuel Injection
Clutch: Wet multi-disc
Transmission: 6-speed
Final Drive: O-ring chain
Frame: Molybdenum steel/double cradle w/quick air filter access
Wheelbase: 58.7 inches
Seat Height: 36.8 inches
Ground Clearance: 12.6 inches
Footrest Height: 16.2 inches
Steering Rake/Offset: 26.5 degree rake/23mm
Offset Dry Weight: 234 lbs.
Fuel Tank Capacity: 2 U.S. gallons
Front Suspension: 48mm Sachs Closed Cartridge fork w/SKF seals, adjustable compression and rebound
Rear Suspension: Aluminum Body Sachs shock w/adjustable rebound and hi/low speed compression
Front Wheel Travel: 11.6 inches
Rear Wheel Travel: 11.4 inches
Front Brake: 260mm floating rotor
Rear Brake: 240mm rotor
Front/Rear Rim: 21-inch (Front) 18-inch (Rear)
Front/Rear Tire: Michelin Enduro Competition
Warranty: 6-month Limited Warranty
MSRP: $9699
*Specifications subject to change without notice.

2017 Beta 390 RR Race Edition Specifications*
Engine Type: Single cylinder, four-valve, (titanium intake and exhaust), four-stroke, liquid cooled, electric start with back-up kick starter.
Bore: 88mm
Stroke: 63.4mm
Displacement: 386cc
Compression Ratio: 12.5:1
Ignition: DC-CDI with variable ignition timing, Kokusan. 200 watt output at 6000 RPM
Spark Plug: NGK LKAR 8A-9
Lubrication: Twin oil pumps with cartridge oil filter. Separate oil for engine and clutch
Fuel System: 42mm Electronic Fuel Injection
Clutch: Wet multi-disc
Transmission: 6-speed
Final Drive: O-ring chain
Frame: Molybdenum steel/double cradle w/quick air filter access
Wheelbase: 58.7 inches
Seat Height: 36.8 inches
Ground Clearance: 12.6 inches
Footrest Height: 16.2 inches
Steering Rake/Offset: 26.5 degree rake/23mm
Offset Dry Weight: 234 lbs.
Fuel Tank Capacity: 2 U.S. gallons
Front Suspension: 48mm Sachs Closed Cartridge fork w/SKF seals, adjustable compression and rebound
Rear Suspension: Aluminum Body Sachs shock w/adjustable rebound and hi/low speed compression
Front Wheel Travel: 11.6 inches
Rear Wheel Travel: 11.4 inches
Front Brake: 260mm floating rotor
Rear Brake: 240mm rotor
Front/Rear Rim: 21-inch (Front) 18-inch (Rear)
Front/Rear Tire: Michelin Enduro Competition
Warranty: 6-month Limited Warranty
MSRP: $9799
*Specifications subject to change without notice.

2017 Beta 430 RR Race Edition Specifications*
Engine Type: Single cylinder, four-valve, (titanium intake and exhaust), four-stroke, liquid cooled, electric start with back-up kick starter.
Bore: 95mm
Stroke: 60.8mm
Displacement: 431cc
Compression Ratio: 12.33:1
Ignition: DC-CDI with variable ignition timing, Kokusan. 200 watt output at 6000 RPM
Spark Plug: NGK LKAR 8A-9
Lubrication: Twin oil pumps with cartridge oil filter. Separate oil for engine and clutch
Fuel System: 42mm Electronic Fuel Injection
Clutch: Wet multi-disc
Transmission: 6-speed
Final Drive: O-ring chain
Frame: Molybdenum steel/double cradle w/quick air filter access
Wheelbase: 58.7 inches
Seat Height: 36.8 inches
Ground Clearance: 12.6 inches
Footrest Height: 16.2 inches
Steering Rake/Offset: 26.5 degree rake/23mm
Offset Dry Weight: 234 lbs.
Fuel Tank Capacity: 2 U.S. gallons
Front Suspension: 48mm Sachs Closed Cartridge fork w/SKF seals, adjustable compression and rebound
Rear Suspension: Aluminum Body Sachs shock w/adjustable rebound and hi/low speed compression
Front Wheel Travel: 11.6 inches
Rear Wheel Travel: 11.4 inches
Front Brake: 260mm floating rotor
Rear Brake: 240mm rotor
Front/Rear Rim: 21-inch (Front) 18-inch (Rear)
Front/Rear Tire: Michelin Enduro Competition
Warranty: 6-month Limited Warranty
MSRP: $9899
*Specifications subject to change without notice.

2017 Beta 480 RR Race Edition Specifications*
Engine Type: Single cylinder, four-valve, (titanium intake and exhaust), four-stroke, liquid cooled, electric start with back-up kick starter.
Bore: 100mm
Stroke: 60.8mm
Displacement: 477.5cc
Compression Ratio: 12.1:1
Ignition: DC-CDI with variable ignition timing, Kokusan. 200 watt output at 6000 RPM
Spark Plug: NGK LKAR 8A-9
Lubrication: Twin oil pumps with cartridge oil filter. Separate oil for engine and clutch
Fuel System: 42mm Electronic Fuel Injection
Clutch: Wet multi-disc
Transmission: 6-speed
Final Drive: O-ring chain
Frame: Molybdenum steel/double cradle w/quick air filter access
Wheelbase: 58.7 inches
Seat Height: 36.8 inches
Ground Clearance: 12.6 inches
Footrest Height: 16.2 inches
Steering Rake/Offset: 26.5 degree rake/23mm
Offset Dry Weight: 234 lbs.
Fuel Tank Capacity: 2 U.S. gallons
Front Suspension: 48mm Sachs Closed Cartridge fork w/SKF seals, adjustable compression and rebound
Rear Suspension: Aluminum Body Sachs shock w/adjustable rebound and hi/low speed compression
Front Wheel Travel: 11.6 inches
Rear Wheel Travel: 11.4 inches
Front Brake: 260mm floating rotor
Rear Brake: 240mm rotor
Front/Rear Rim: 21-inch (Front) 18-inch (Rear)
Front/Rear Tire: Michelin Enduro Competition
Warranty: 6-month Limited Warranty
MSRP: $9999
*Specifications subject to change without notice.

For more information on all Beta models, including manuals, accessories and parts books, visit www.betausa.com under support.

The post 2017 Beta Race Edition Off-Road Models Unveiled appeared first on Dirt Bikes.

Beta Factory rider Johnny Aubert will come to the USA and race his Beta USA-prepped 300 RR two stroke in rounds 11 and 12 of the GNCC series in the Elite XC1 class. Aubert is a two-time World Enduro E2 class champion and ISDE overall winner. Aubert resides in France alongside his wife Geraldine and two children.

Aubert will race round 11 on September 25 in Masontown, West Virginia and again the following weekend in St. Clairsville, Ohio. Beta USA President Tim Pilg is looking forward to Aubert joining the team.

“I have been a big fan of Johnny’s and it will be a pleasure to help him here in the states,” Pilg said. “We have a solid team structure, and with Johnny racing a 300 RR two stroke in XC1 [it] should bring some excitement to the results for sure.”

Aubert said he is looking forward to racing in the USA.

“I am very excited and really happy to come and race in America these two races of GNCC!” Aubert said. “I can’t thank enough Beta to give me this opportunity. American GNCC is very famous in Europe and I always had a secret wish to come and take part to this kind of race in the country of motorcycles! See you soon”

Beta USA team manager Zack Huberty added, “We’re excited to welcome Johnny Aubert for the next two GNCCs in West Virginia and Ohio. It’s great to have a veteran of off-road come to the U.S. to race two of the GNCC rounds. Rodney Smith and myself will work closely with Johnny during the two rounds to help him adjust quickly to the format and terrain.”

The post Johnny Aubert to Race for Beta USA in Two GNCCs appeared first on Dirt Bikes.

Beta is one of those companies that somehow manages to punch way, way, above its weight when it comes to battling its much larger rivals from Europe and Japan in the high-performance off-road motorcycle market, and its 350 RR off-road model may just be the best example of that.

Based in Rignano sull’Arno, about 12 miles southeast of Florence, the tiny Italian factory has a proven track record of producing championship-winning trials bikes and, more recently, off-road machines that are capable of winning at the national and World Championship levels. The company is perhaps better known in Europe, but thanks to the tireless passion of its U.S. distributor, Beta U.S.A., Beta has made its share of winning knobby tracks in American off-road racing. Need examples? Prior to switching to Beta’s orange rivals from Austria, American-born international off-road star Cody Webb walked away with the 2014 GEICO AMA EnduroCross Championship aboard a Beta. In the high-speed world of AMA National Hare & Hound and AMA West Hare Scrambles, the Purvines Racing Beta team is a perennial challenger for both race wins and the overall championship.

Of course, rider talent and good old-fashioned luck can play a part in any racing effort, but the bottom line is that a competitive motorcycle has to be rugged and dependable as well as fast to survive in the often brutal and unpredictable environment that off-road racing presents. Beta is clearly doing something right.

Beta has loads of experience manufacturing World Championship-level trials bikes, so it’s no surprise that the 350 RR’s fuel-injected, DOHC, four-valve Single has a persona that would remind one of a trials bike. But don’t take that to mean that it’s slow, because it isn’t. In fact, it may be the brawniest-feeling 349.1cc four-stroke off-road engine on the market. Its 88mm bore and 57.4mm stroke produce one rev-happy engine. Beta engineers have shown the engine a lot of love in the past two years, redesigning its die-cast cases to make them lighter and compact and centralize mass as well as shaving weight and reducing rotational mass. One of the key components is Beta’s F1-style bridged box piston, which offers less weight while remaining rigid and reliable. The piston pin is coated with a Diamond-Like-Carbon (DLC) treatment to minimize friction and wear.

On the trail the 350 RR delivers excellent torque with amazing, ground-grabbing tractability. The meat of the power is concentrated in the low-end and mid-range, with the power thinning out only slightly as you approach the engine’s 13,000 rpm rev limit, which is 500 rpm higher than the 2015 model’s rev limit. So if you like to scream the engine in a lower gear, you certainly can.

But the beauty of the 350 RR is that you don’t have to. There is plenty of grunt complemented by excellent throttle response from the Beta’s all-new fuel-injection system. Designed by Synerject, it incorporates a 42mm throttle body that utilizes an electric stepper motor designed to reduce engine braking, and Beta dealers can adjust it to one of three settings to tailor the engine braking to the rider’s preference. Thumb the 350 RR’s convenient electric-start system and the engine fires up without hassle. Not that we needed it, but we’re glad that Beta still believes in incorporating a kick-starter for backup, something that its Austrian competitors have eliminated. We question that wisdom, as we have killed the battery on at least one other brand’s electric-only model that proved to be difficult to start.

Head out into your favorite cabbage patch, and you’ll appreciate the Beta engine’s ability to loft the front end over obstacles with little more than a blip of the throttle where similar-sized engines might require a slap of the clutch to do the same. The 350 RR’s hydraulically activated clutch and six-speed transmission are smooth, and engagement is positive thanks to an updated shifting detent lever. The gear ratios Beta selected also match the 350’s power output quite well. However, with its broad power output, you don’t have to shift a lot to keep the Beta singing. It never balks at being lugged, allowing the rider to select a gear and focus on the terrain ahead—and the snarlier and more technical, the better. In fast terrain, the 350 RR motor is more than up to the task of running with 250cc two-strokes and other four-strokes in its class. We love this motor!

We have mixed feelings about the 350 RR’s chassis, which is clearly designed more for eastern-style wooded terrain than it is for wide-open desert. Sourced from Beta’s 2015 Factory model, the backbone-style chrome moly chassis and aluminum swingarm are worthy of an art collection. The 350 RR rides on a 58.7-inch wheelbase with a 26.5-degree rake. The Beta’s steering is light and responsive at all speeds, but warp-drive straight-line riding tends to make the 350 RR a tad nervous. For western riding, we would definitely recommend a steering stabilizer.

But again, when ridden in its element—tight and technical, rock- or root-infested terrain—the Beta is an alpha. Direction changes require little more than a nod of the rider’s head, and front end traction is plentiful. The 350 RR doesn’t feel like the lightest bike on the trail, but Beta’s mass centralization pays off in a responsive chassis that allows the rider to pick his or her way through some pretty daunting obstacles—dare we say it—almost like a trials bike.

Despite its Italian roots, the Beta uses German-made Sachs suspension components. Our experience is that the 48mm USD fork and piggyback reservoir shock continue to improve thanks to much collaboration between Beta and Sachs. Up front, the Gen4 open-cartridge coil-spring fork uses a piston design with what Beta calls “three slot” geometry intended to improve the oil flow and make it more direct for give the fork a more progressive feel in large bumps. Beta has also worked to improve the fork’s initial smoothness as well. To that end, a spring-support release system is used to eliminate rotational friction, and the tolerances of the sleeves and bushings are as tight as possible to actually reduce friction.

Out back, the aluminum-bodied Sachs piggyback reservoir shock, which connects to a rising-rate linkage, features an internal piston with oil passages that are designed to improve flow and run cooler to help resist fading. The shock features high- and low-speed compression damping as well as rebound damping and preload adjustability. Suspension travel is 11.4 inches front and rear.

After spending some time with the 350 RR, we can say that Beta continues to develop the Sachs suspension in the right direction, although the fork and shock are clearly favor eastern-style enduro trudgery over western-style desert bombing. Initial plushness is definitely improved, which helped to reduce deflection whenever we caught a rock off-center, and the Beta feels smooth and controlled at both ends as long as the rider isn’t pushing the envelope at high speeds over rough terrain. It’s there where both the fork and shock could use some more development, as our test crew noticed a tendency for both ends to feel stiff in the middle of the stroke.

We never felt any any loss of control through such obstacles as big sand whoops, it just made the bike feel as if it has less suspension travel than it really does. For high-speed hare scramble or hare & hound work, we would recommend working with a suspension specialist to get the most out of the Sachs units, and you may need to look no farther than Beta U.S.A. for that. The distributor has an expert in-house suspension division and is happy to work hands-on with its customers to dial-in their scoots. Then again, for eastern-style technical riding, we’d just leave it alone.

Beta sources its brakes from Nissin, and its 260mm floating rotor/two-piston caliper up front and 240mm rotor/Nissin single-piston caliper out back deliver excellent performance. That said, we were surprised at just how aggressive they were; it takes little time to adjust to them.

The 350 RR’s ergos also continue to improve. For 2016, Beta switched to a softer seat foam, and it makes a substantial difference in rider comfort on long rides. The Beta’s cockpit is slim and roomy overall, and its bars offer excellent leverage, although some of our testers found its bend to be a little low when they were in a standing position on the pegs. Otherwise, the 350 RR delivers a comfy ergonomic triangle, and its seat and radiator shrouds enhance its slim feel. We’re also big fans of the Beta’s multi-functional meter, which offers lots of useful data including speed, odometer, dual trip meters, a clock, and max speed and average speed readouts.

But what else impresses us about the Beta is that you simply won’t mistake it for any other Japanese or European brand out there. Its red bodywork and distinctive Italian lines are enough to get the blood boiling, but Beta also hasn’t forgotten the practical details. One of our favorites is the 350 RR’s integrated rear grab handles, which actually do give the rider leverage to yank the rear-end clear of a hole or other impassable obstacle. Trust us, if you ride the Beta in the dank, hellish chasms where it was meant to tread, they are a godsend.

And there are other neat items worth noting, such as the tool storage under the left side number plate (it’s large enough to store a spare inner tube if you carry your tools in backpack or fanny pack) and the easy-access seat, which requires the simple push of a button to remove it and expose the air filter for easy servicing. We also like the Beta’s opaque 2.0-gallon fuel cell, which makes it easy to see just how much fuel is left in the tank. Unlike some of its competition, Beta also didn’t forget to protect the undercarriage of the 350 RR; it features a heavy-duty skid plate to diffuse impacts from rocks and other items. On the other hand—pardon the pun—we are disappointed that the 350 RR does not come fitted with handguards, something every off-road motorcycle should have.

Overall, however, we are beyond stoked with the 350 RR, mainly on the strength of its awesome engine performance. Sure, there are some things we would change or like to see improved, but this is the first off-road Beta we’ve tested in a long time, and it is night-and-day better than its ancestors. It’s also on par with its European and Japanese peers in terms of overall performance, fit and finish.

And then there’s that X factor that comes with owning a motorcycle that you just won’t see everywhere else. That may change as more people catch on to the value of the brand, but for now the 350 RR is a supremely capable Italian exotic that is tough enough to run with any bike in it is displacement class and quite a few above it.

Molto bene, Beta!

[See image gallery at www.dirtbikes.com]

2016 Beta 350 RR Specifications
MSRP: $9399
Engine Type: Single cylinder, 4-valve, (titanium intake and exhaust), 4-stroke, liquid cooled, electric start with back up kick starter.
Bore: 88mm
Stroke: 57.4mm
Displacement: 349.1cc
Compression Ratio: 13.2:1
Ignition: DC-CDI with variable ignition timing; Kokusan 200-watt output @6000 rpm
Spark Plug: NGK LKAR 8A-9
Lubrication: Twin oil pumps with cartridge oil filter; separate oil for engine and clutch
Fuel System: 42mm Electronic Fuel Injection
Clutch: Wet multi-disc Transmission: 6-speed Final Drive: O-ring chain
Chassis: Molybdenum steel/double cradle w/quick air filter access Wheelbase: 58.7 inches
Seat Height: 36.8 inches
Ground Clearance: 12.6 inches
Footrest Height: 16.2 inches
Rake/Offset: 26.5 degree rake/23mm offset
Dry Weight: 234 lbs.
Fuel Tank Capacity: 2.0 U.S. gallons
Front Suspension: 48 mm Sachs USD fork, adjustable compression and rebound, TFX technology; 11.4 inches of travel
Rear Suspension: Aluminum Body Sachs shock w/adjustable preload, rebound and high/low speed compression; 11.4 inches of travel
Front Brake: 260mm floating rotor w/Nissin two-piston caliper
Rear Brake: 240mm rotor w/Nissin single-piston caliper
Front Wheel/Tire: 1.60” x 21” rim/Michelin Enduro Competition 90/90-21
Rear Wheel/Tire: 2.15” x 18” 15 rim/Michelin Enduro Competition 140/80-18
Warranty: 6 month Limited Warranty

The post Ride Review: 2016 Beta 350 RR appeared first on Dirt Bikes.

Beta has released word on its line of four-stroke and two-stroke Enduro models for 2017, announcing new four-stroke machines that feature a combination of RR and RS features to morph them into one family the “street-legal off-road” RR-S.

Updates to the 2017s come from information gleaned through Beta’s loyal customer base as well as its factory race teams. “Easy to ride” is the philosophy behind the 2017 RR models, which include the two-stroke 250 RR and 300 RR and the four-stroke 350 RR-S, 390 RR-S, 430 RR-S and 500 RR-S.

Last but not least, the 300 Xtrainer returns for 2017 with an updated graphics package.

All of the Enduro models feature an upgraded, double split cradle chrome-moly steel chassis and Sachs suspension. Riding in a new triple clamp that is both lighter and more rigid, the fork gets a 5mm length increase for more suspension travel, and it is filled with Liqui Moly fork oil to reduce heat build-up and friction. The Sachs shock features a new high/low speed adjustment system to make the circuits more accurate and independent from each other for easier fine tuning.

Other changes include silver Excel rims with black spokes that are lighter as well as being styled to give the Enduro models a distinctive look that matches their updated graphics. The RR two-strokes also receive new digital instrumentation that features a timer and kilometer/mph indicator with more adjustment features such as instant speed, average and maximum speed as well as the ability to adjust mileage in smaller increments. The new meter also has built-in battery voltage display. RR-S models will come with Trail Tech’s excellent Voyager GPS meter. All 2017 Enduro models also receive a new fuel cap with a built-in breather valve.

2017 Beta 250 RR and 300 RR
Available in September 2016, the 2017 250 RR and 300 RR two-strokes benefit from the input of Beta’s FIM Enduro World Championship factory riders, Steve Holcombe and Johnny Aubert. The two-stroke models were introduced with an automatic oil-injection system on 2016 models (although the system is not found on Factory Edition models). The system is designed to ensure a perfect fuel-oil mix under any condition, and it eliminates the need to premix the oil and fuel. A dual-map ignition allows the rider to switch between two maps via a switch on the handlebar to tailor the power character for riding conditions.

2017 Beta 350/390/430/500 RR-S
The electronic fuel-injected four-stroke RR-s models boast new camshaft lift profiles designed to make them easier to ride while not sacrificing the performance of the previous RR models. The cam changes required attendant new valve springs. Beta says that the new specs help the RR-S models deliver improved low-end power and reduced engine braking effect. Like the two-strokes, the RR-S models also feature the dual-map ignition.

2017 Beta Motorcycle Pricing (MSRP)

Two-Stroke
Beta Xtrainer $7299.00
Beta 250 RR $8499.00
Beta 300 RR $8499.99

Four-Stroke
Beta 125 RR-S $4999
Beta 350 RR-S $9699
Beta 390 RR-S $9799
Beta 430 RR-S $9899
Beta 500 RR-S $9999

For more information on Beta’s 2017 two-and four-stroke models, visit www.betausa.com.

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Beta has released information and specs on its updated line of off-road models for 2017, and the company has added a surprise in the form of an all-new lower-cost dual-sport machine with the panache of its larger siblings, the 2017 Beta 125 RR-S.

The RR-S combines features of the RR and RS models in one 50-state street legal machine that Beta calls “Street-Legal Off-Road.” It is designed to offer the play rider a lightweight machine with and just the right amount of power in an off-road worthy chassis with capable suspension for tackling rough trails.

Some of the Beta 125 RR-S’s features include:
• A liquid-cooled, carbureted 124.45cc stroke engine that is manufactured in Italy
• Electric start
• A six-speed transmission
• A 35.5-inch seat height to help vertically challenged riders plant their feet on the ground
• A locking gas cap and seat: both the gas cap and seat lock while using the same key
• Aluminum swingarm and wheels to reduce weight
• A cooling fan kit included to help keep engine temps cool on hot days

Beta U.S.A. has announced that the 125 RR-S will retail for $4999.

2017 Beta 125 RR-S Specifications
Engine
Type: Italian-built, liquid-cooled, single-cylinder, four-valve four-stroke
Bore: 52mm
Stroke: 58.6mm
Displacement: 124.45cc
Compression Ratio: 11.2:1
Ignition: CDI (TCI) |
Spark Plug: NGK CR8E
Lubrication: Oil pump w/cartridge oil filter Oil Capacity 1000cc
Carburetor: Mikuni 26mm
Clutch: Wet multi-disc
Transmission: 6-speed
Final Drive: Chain

Chassis
Frame: Molybdenum steel/double cradle
Wheelbase: 56.7 inches
Seat Height: 35 inches (with 25mm of static sag)
Ground Clearance: 13.0 inches Footrest Height: 15.7 inches
Dry Weight (claimed): 219 lbs. dry
Fuel Tank Capacity: 1.6 US gallons
Front Suspension: 41 mm USD fork
Rear Suspension: Steel body shock w/adjustable spring preload
Front Wheel Travel: 10.3 inches
Rear Wheel Travel: 10.6 inches
Final Gearing: 14t front, 63t rear
Front Brake: 260mm rotor
Rear Brake: 220mm rotor
Front/Rear Rim: 21-inch (Front) 18-inch (Rear)
Front/Rear Tire: Michelin Enduro Competition (DOT Approved)
Warranty: 12 month Limited Warranty
MSRP: $4999

For more information on the Beta 125 RR-S and the rest of the 2017 Beta family of off-road motorcycles, visit www.betausa.com.

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