History shows that Beta, an Italian company running under various names, has been in existence since 1904. And if you are pretty old, you've likely heard of Moto Beta, making MX and enduro bikes in the 1970s, switching gears to trials, and winning a slew of World Championships. Since then Beta has predominantly produced trials machines, aside from a lot of smaller Italian-market bikes. Most recently the company decided to get back into the real dirt bike game. Using KTM motors, the Racing Four-Stroke engine specifically, they wrapped it with a chassis of their own design and began working on their own all-new motor. Beta is no stranger to building engines, but it wasn't looking to cause a revolution; it was set on using convention and making it good.
The influence from the trials bikes, which it still produces, is very much along for the ride. Combined with an Italian flair for design, the bike we have in front of us is, in fact, a very finished piece. The standout features of this bike are its chassis (designed to yield a low seat height while not becoming too cramped) and the motor; claimed to weigh 69 pounds and visibly more compact than the previous KTM RFS motors. They add up to a bike that weighs in at 256 pounds without gas, which is totally competitive, and with a seat height at a low 36 inches-a nice touch for those shorter of inseam or for any rider in technical conditions.
The motor is as feature-packed as anything with electric starting, a six-speed gearbox, hydraulic clutch and a DLC-coated valve train. Missing is fuel injection, but we have a feeling that will be coming soon. The Beta website is looking for engineers with FI experience.
When riding the new 2010 it does not take long to see that Beta was not messing around when designing or building the RR. It starts right up and the carburetion is crisp and clean. The bike (ours with the still-Euro-spec quiet muffler and not containing the spark arrestor) is quiet and sounds tight even though it comes with an aluminum skid plate. Those usually resonates extra engine noise. It doesn't shake or shimmy and has minimal vibration. It has a very light feeling through its handling, especially in turning the handlebar. Right away a rider gets the sensation that the suspension is set up correctly. It isn't too soft or too stiff. And the layout, especially considering that the seat height is low, is not cramped too much for riders all the way to six feet.
Power delivery is designed around being very ridable. The engine has a light flywheel feel right at idle-the bike is a little more prone to stalling when the throttle is shut compared to the average bike. Adding a bit of idle can tame that. But when the throttle is cracked, the bike has a very smooth and linear pull to the upper midrange. Here, there isn't much in the way of snap, it just pulls, smooth and strong without ever producing a hit that would suddenly break traction, make the bike get out of control or hinder you in wanting to go fast. It isn't too exciting, really, since it is just getting down to business. It does not feel fast either. But it is. And if it isn't fast enough for you at zero to 75 percent throttle, then why don't you just turn it farther, tough guy? In the last 25 percent of twist the Beta takes on a whole new aggression and the bike rips to life and revs forever. It is fast, very fast. Aggressively so. It feels like it is making 500cc of power. This engine is not nearly as snappy as the KTM 450 or as smooth as the FI bikes. But it is as smooth as anything with a carb and we're pretty sure it will take anything its size on top-end power.
Any time, even in the lower revs or lesser throttle openings, the hydraulic clutch can give the snap or burst you need and it never faded or got hot on us, though it can be grabby when cold. Some riders thought the gear ratios were a little spread out, but those riders tended to weigh more than 200 pounds and were not hard on the throttle. The final drive could be lowered to make first gear a true crawler; sixth gear has plenty of legs. Shifting was a little stiffer than most Japanese bikes but was getting better with the miles we put on it, similar to KTM boxes.
It seems Beta has placed the motor a little lower in the chassis. This allows the seat and tank to be a bit lower and only a few felt the footpegs were lower. The payoff is in the light feeling. It acts more like a 250F in its nimble ability. Plus the steering is extremely light, too. It is like older Suzukis were and has the sensation that the bars are wider, giving extra leverage. When you package this with suspension that isn't one bit mushy, yet still very compliant, you have a bike that feels light on its wheels and actually dances, in a good way, through most anything. Factor in the controllable motor and a rider can hop, pop, stick and jib the bike, much like trials, into positions or onto lines on the trail. The bike responds to inputs from your feet and through the bars equally well.