Beta RR Enduro 2021. Completely updated enduro motorcycles

Beta rr enduro 2020

Beta Motor has released information about the new 2021 Enduro motorcycle lineup and revealed that it is not a simple redesign, but a new generation of Enduro motorcycles called RR.

Sleek, lightweight, safe and reliable - these are the words in the press release issued today by the Italian manufacturer.

A large group of designers, engineers and test riders unveiled the RR lineup, which they say has made huge strides for the 2020 model year.

A new four-stroke engine has been introduced, with particular attention paid to performance and cooling efficiency.
The new model range received a completely redesigned frame with new geometry and rigidity.
From the tip of the front fender to the new tail and seat, Beta offers new ergonomics and design of the motorcycle.

Significant changes for Beta Enduro 2021

Here are the most significant changes from the press release of the 2021 Beta Motor RR Enduro models:

2021 Beta RR four-stroke engines (350/390/430/480 cc)

Complete redesign to reduce weight and mass of moving parts, shifting the clutch mechanism and moving the crankshaft axis rearward.
The bike's center of gravity has been moved closer to the swingarm for significantly improved handling. Total weight loss is about 1 kg.
Upgraded magnesium clutch cover, redesigned for more efficient oil flow to the clutch mechanism.
The magnesium flywheel cover, redesigned to match the rest of the engine, now looks more functional and modern.
The new water pump, which increases the capacity and efficiency of the cooling system, relieves the engine of unnecessary thermal loads, improves its performance and provides a simpler cooling hose installation.
A modernized cylinder and head, combined with an updated cooling system, ensure a reduction in engine operating temperature.
The oil circuit has been redesigned to improve heat exchange between oil and water at the front of the crankcase to maintain lower oil temperatures.
Clutch with new material discs for smoother, more precise gear changes.
New gearbox gears, more compact and lighter.
New gear shift mechanism with new cam for easier shifting.
The gear lever has been redesigned to suit the new engine layout.
A neutral gear sensor has appeared.
The software for the ignition and fuel injection systems has been updated.

2021 Beta RR two-stroke engines (250/300 cc)

New balance shaft to reduce vibration by increasing inertia and improving the power curve. The balancer shaft improves power balance throughout the entire rev range.
Redesigned cylinder head (250 cc) for increased low-end torque.

Two-stroke Beta RR 125 2020

New cylinder with a reshaped exhaust port of increased diameter.
New resonator mounting flange.
New power valve.
New clutch cover with air purging system and modified clutch mechanism.
New power valve actuator whose speed varies with engine speed for improved power delivery.
New resonator.

These modifications to the 125 RR (derived from the 2019 Racing model) allow Beta to gain additional low-end torque and increase maximum power at high revs , which improves performance across the power curve while at the same time making the bike easier to ride, the manufacturer claims.

Florence tour: test drive Beta Xtrainer 300

Myths and realities

Residents of the Apennines are by no means new to the production of off-road motorcycles. But I personally can’t remember too many serious successes in this field in recent history. To be honest, without any additional strain of convolutions, only the enduro of the GasGas company and the pitiful attempts of the long-suffering Husqvarna, which at that time belonged to the Cagiva concern, come to mind. But at an exclusive test drive in Florence of the Beta brand, which is not very popular in our country, it turned out that Italians have quite a lot to be proud of. Last year the company produced and sold 15,000 motorcycles! 17% of which were sold in Italy, and 83% in Europe and the USA. Well, in 2021 they plan to increase sales by another 3,000 units.

The small family-owned Italian company Beta was born in Florence in 1905 and, under the name Società Giuseppe Bianchi, dealt mainly with bicycles. In 1940, the strengthened enterprise switched to the production of motorcycles and acquired its modern name. The company was engaged in the production of both small-capacity road equipment and specialized sports trial motorcycles. Well, in 2005, Beta began producing its own enduro motorcycles, which at that time were equipped with KTM engines.

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Since then, the Florentines have matured greatly and completely abandoned the Austrian power plants. By the way, there are many unreliable rumors on this topic. And in order to dispel the main ones, I will briefly summarize the information that I received personally from an employee of the marketing department of Giacomo Caliterna.

Where are engines for enduro models made?
All power plants are manufactured and assembled at Beta's facilities.
Do these motors have anything to do with GasGas and KTM?
No, the last time KTM Beta used components was in 2008.
Are Beta motorcycles officially sold in Russia?
The official distributor of the brand appeared quite recently, but deliveries of equipment have not yet begun.
National character
Here we need to return to the trendsetter of the genre, that is, the Austrian KTM Freeride 350. During the test in the mountainous part of Morocco, he showed himself to be an excellent amateur climber, allowing him to enjoy completely “crazy” routes even without special sports skills. The next generation - the two-stroke Freeride 250R - completely transferred some tough endurists from tough and demanding specialized models to this, in general, initially a pleasure motorcycle.

And until recently it seemed to me that nothing new could be done in this segment. But as you know, it is the Italian flavor that turns simple navy-style pasta into exquisite Bolognese pasta. So the Xtrainer turned out to be a rather extraordinary motorcycle, albeit tailored according to already quite familiar templates.

Italian recipe

Any, even the most exotic dish, is just a set of familiar and rather banal products. And only thanks to the skill of the cook, a culinary masterpiece is ultimately obtained from proteins, fats and carbohydrates. If you carefully examine the “Italian”, it will be problematic to find traces of innovative space and IT technologies.

Beta Xtrainer 300

Brief technical specifications:

Engine: single-cylinder, two-stroke, liquid cooling Displacement, cm³: 293.1 Power system: Keihin 36 PWK carburetor Fuel tank volume: 10 liters Transmission: six-speed Weight: 98.8 kg

The motorcycle is designed according to a very traditional design. It has a classic chrome-molybdenum steel frame that is very compact - its shape allows the overall height of the Xtrainer to be reduced, which can be considered a small victory. All those who have ever ridden a hard enduro motorcycle will understand me. For most people of average height and shorter, it is quite difficult to operate such equipment. So Beta will be equally convenient for women, teenagers, and simply not very tall people. For those who still find the Xtrainer too big, you can purchase an optional linkage rear shock absorber system and an optional lower seat. Coupled with raising the front fork stays in the aluminum traverses, this will allow the motorcycle to be lowered another 2-4 centimeters.

The pendants on the Italian “trainer” are from a little-known Spanish manufacturer in our country, the Olle company. These are the simplest, but very energy-intensive damping systems. The 43mm front stays and the classic rear monoshock with a linkage system provide progressive performance and operate very softly, without the extreme rigidity inherent in sports shock absorbers. The motorcycle rather resembles a trial sports equipment.

It is absolutely impossible to ride fast on a cross-country or cross-country track on such a “jelly”, but this is not required from a motorcycle. But with the proper skills, he can calmly storm logs, car tires and huge stones. The frame is equipped with wheels and a rear swingarm from the flagship 300RR model. The tires on the Xtrainer are quite adult, endura size: 21 inches in front and 18 in the rear. The brake system has a disc with a diameter of 260 mm on the front axle and 240 mm on the rear. And the working mechanisms on the Italian motorcycle are Japanese! Surprisingly, these brakes work significantly more efficiently than, for example, Brembo brakes on competitive models from other manufacturers. Which, I admit, plunged me into some culture shock!

For dessert, instead of the classic tiramisu, I'll talk about the motorcycle's power plant. This is a two-stroke, single-cylinder, liquid-cooled engine from the Beta 300RR. Like the “big brother”, the power system is equipped with a 36 mm Keihin PWK carburetor. But the main difference, of course, is in the nuances. By adjusting the ignition, power system, intake and exhaust, the torque is “spread” over the entire speed range. And when we turn the throttle, we see an almost linear, almost “electric” response. The Italians, by the way, deliberately did not copy the volumes of their competitors’ power plants. And they were right.

A properly tuned two-stroke “three hundred” is much calmer and easier to control than its smaller, rather “nervous” brothers. The gearbox, as befits a “correct” enduro motorcycle, is six-speed.

and, according to the latest trends, it is not equipped with a classic kickstarter. Which in freeride conditions is more of a minus than a plus. The cooling system has a stock electric fan, which helps keep the engine from boiling even in the harshest conditions. Interestingly, the Xtrainer has a separate lubrication system, so now there is no need to mix the fuel with the engine oil before refueling. Just like on a snowmobile, all that remains is to fill the special tank with two-stroke oil and fill the full tank of gasoline. Its volume, by the way, is about 10 liters, which allows you to achieve good autonomy.

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To places of military glory

Despite the widespread persecution of enduro-freeride enthusiasts in Europe, I was able to test the Xtrainer in real, not at all hothouse conditions. The owner of the hotel and the lands surrounding the test drive site has long been friends with the owners of Beta, and he himself is a fan of classic enduro. A participant in the World Championship and the legendary Romaniacs, he provided all the power he had for our “rides”.

Firstly, in the backyard of the hotel complex there was his personal mini-track with a sufficient number of artificial obstacles. Huge meter-long boulders, large girthless tree trunks and other interesting off-road goodies that made it possible to test the operation of the motorcycle suspension. Secondly, we were provided with a five-kilometer track (which would easily have done honor even to the Russian Championship), laid along the slopes of the surrounding mountains and rocky beds of dry rivers. And thirdly, we were kindly taken to the places of enduro fights, allowing us to drive a 40-kilometer very picturesque route.

When overcoming artificial obstacles, the soft Xtrainer suspension allowed the front wheel to be raised in classic trials style. A short movement of the body, a sharp turn of the throttle - and here you are, balancing, standing at the very top of a large meter-long stone. The harmonious symbiosis of shock absorbers and a two-stroke engine, it seemed to me, allows even a not very experienced rider to perform such a trick.

Thanks to the adjusted center of gravity, the motorcycle is very easy to control. Sharp shifts and lateral changes allow you to drive in the mountains quite quickly and technically. And all thanks to the short wheelbase and fork angle!

But, unfortunately, they make the “Italian” very unstable on high-speed straights. Accelerating along a compacted and level country road, holding the motorcycle takes quite a lot of work. The Beta XTraner powerplant is significantly fatter than its Austrian counterpart KTM Freeride - due to the larger volume and engine settings. When actively piloting, you don’t have to constantly fight with this engine, as happens on full-fledged two-stroke enduros. Add to this the weight of the motorcycle, which is only 98.8 kg, and you will understand why every turn of the throttle brought a childish smile on my face and unpredictable bouts of idiotic, joyful laughter.

Italiano finale

Did the Italians manage to make a full-fledged competitor to the Austrian bestseller? In my opinion - yes! And not only the cult “freeride”. The French weak and feeble Sherco X ride 290 does not at all stand up to direct comparison with the XTrainer. I wouldn’t like to throw around enthusiastic epithets, but Beta were able to create an almost ideal motorcycle for a novice endurist. Or for a small and fragile woman. Or a young off-road hooligan. Or for all those who prefer outdoor activities while driving a motorcycle to other extreme pleasures.

Despite its size, it allows all of the above potential owners to ride. Thoughtful ergonomics and comprehensive controls make this motorcycle a very versatile tool. Of the obvious disadvantages, I would like to note the lack of an electric starter in the stock configuration and the possibly unstable workmanship of Italian two- and four-wheeled vehicles. But otherwise – Viva l'Italia!

2021 Beta RR Enduro Chassis

New frame with revised geometry and rigidity for improved agility and stability.
Reduce weight and increase reliability through the use of high-precision components. Thanks to the use of new bolted connections, comfort is improved and vibration is reduced.
New frame for all basic configurations.
New cooling hose routing and more efficient radiators improve heat transfer and allow engines to operate at more optimal temperatures, even in the most extreme conditions.
Modified, longer swingarm for four-stroke and 200cc two-stroke models for better stability and grip.
Fully redesigned plastic tail piece with increased strength to reduce breakage during off-road use.
All electrical components and the oil tank on two-stroke models are now located under the seat.

Suspension

The front fork has a new internal cartridge to lower the center of gravity and better handle obstacles, especially sharp impacts.
New progressive rear shock absorber system for better traction and wheel contact with the ground during hard braking.
New, longer rear shock absorber with more progressive characteristics, which improves its performance under maximum loads.

Beta RR 2021 design and ergonomics

Larger fuel tanks with a capacity of 9.1 liters for four-stroke models and 9.5 liters for two-stroke models.
The new fuel tanks provide increased fuel capacity and also improve ergonomics and make it easier for the rider to move around the seat.
Wider handlebars for better motorcycle control.
New exhaust system layout to match the new rear end of the bike.
Longer side stand.
New pegs with larger teeth for better grip on the boot.
New chain guide for the new, longer swingarm.
New brake pedal, more durable, with a larger diameter bearing.
Shorter drive sprocket ratios for 430/480cc models. cm.

The new Enduro RR My 2021 has entered the market with numerous changes. The Tuscan manufacturer has integrated many innovations from racing motorcycles into production models, derived from successful racing experience following victories in the Riders World Championship (E3 class) and Manufacturers World Championshop (EnduroGP class). Beta engineers in Rignano sull'Arno, under the guidance of top riders Steve Holcombe and Alex Salvini, have developed a new range of motorcycles that are already lighter and higher quality than previous models. Weight is 4.7 kg lighter for models with a two-stroke engine and 5.3 kg for four-stroke motorcycles.

Weight loss is not the only feature worthy of attention. The engines, chassis and suspension have also evolved significantly, enhancing the best features of the new generation of RR models, giving drivers a firm sense of control with ease of handling and increased reliability.

The design has also been updated with the introduction of a new rear wing, new plastic color, graphics and a completely new exhaust profile on four-stroke versions with a completely redesigned internal layout.

Following traditions, Beta offers its customers six different engine options: two-stroke RR my 2021 250/300, four-stroke RR 350, 390, 430, 480, each with its own specific character. A fairly wide range of models allows the rider to choose the most suitable Beta model for himself in the appropriate price category.

Briefly about the RR model variations: – 250cc 2T: This is the baby of the factory, a great looking two-stroke complete with a modest character and a slightly less powerful unit for excellent handling. Without a doubt, this bike will be the protagonist of the E2 class in the upcoming season of the World Enduro Championship. – 300cc 2T: Made for those who love large displacement two-stroke engines with excellent torque at any speed. Ideal for riding in long gears. – 350cc 4T: This is the easiest to ride complete package of the entire Beta four-stroke line. Best suited for high-rpm driving with linear power output. – 390cc 4T: Excellent mix of handling and power makes big traction its winning hand. – 430cc 4T: This engine delivers performance and delivers the best results when long gears and torque characteristics are key considerations. – 480cc 4T: Most expressive in wide open spaces. Its performance is similar to the 430cc 4T, but with more output and torque. Suitable for experienced and physically fit riders.

–Engine– Compared to the 2021 models, both engine types have taken a big step in development and share a common series of changes. Along with improving performance, the new changes have reduced the weight by 1.7 kg from each engine type.

• The new clutch has been completely redesigned, making it more compact and lighter, improving its scalability, accuracy and stability under changing operating temperatures. This solution made it possible to make the clutch cover even narrower in terms of width, making the engine lines sleeker. • The complete replacement of the kickstarter with an electric starter was carried out after impressive work on the introduction of an efficient electric drive, which made it possible to remove the kickstarter tab and thereby lighten the weight of the engine structure. The developers left the possibility of installing kickstarter as an option. • The new gearshift system has proven precision, eliminating any possible shifting uncertainties. • The updated filterbox appeared as a result of numerous tests both on four-stroke engines with different injection system maps and on two-stroke engines with various ignition timing curves. Additionally, the two-stroke and four-stroke versions have been specifically designed for their unique architectures.

These are: 2T engines: • New cylinder: improved quality torque delivery and power output over a wider rpm range while maintaining linear responsiveness. • Rounded piston crown and new cylinder head profile (300cc models only): Together with the new cylinder, this design improves engine performance at low speeds. • Crankshaft: Inertia values have been revised to accommodate new powertrain features to improve overall rigidity. • New connecting rod: the upper part of the connecting rod, which is subject to the greatest loads, has been changed. • Power Valve Centrifuge: with larger diameter spheres to better adapt to the new gear ratio, ensuring power conversion. • New combustion chamber (250cc models only): The increased compression ratio has a positive effect on the overall performance of the engine.

4T Engines: • Electronic Fuel Intake with Dual Injectors: The introduction of dual injectors allows the use of dedicated maps for each change in engine displacement to increase mid- and high-rpm performance while maintaining the best mixture control, which subsequently reduces consumption.

–New Chassis– Much attention has been paid to the rest of the bike, including the suspension, which remains the same Sachs 48mm trim with updated stays. Both nibs have tuning specifications to match the requirements of the new frame.

Many innovations have been combined in this time-tested solution, aimed not only at improving the appearance, but also at the dynamic performance of the motorcycle thanks to a reduction in weight (not counting the engine) - from 3 kg for two-stroke frames to 3.6 kg for four-stroke models. The front part of the chassis has been completely redesigned, which improves the resistance to bending and torsion compared to previous types of frames, and significantly reduces weight due to the structural layout. This provides a consistent improvement in handling precision.

• Reduced width of the filter box and overall subframe make the bike look narrower with an aggressive look. • Lithium batteries: less weight, more power and reliability. • The front suspension has been modified to take into account the new frame geometry, the rigidity of the upper part has increased and the fork has become lighter, which has reduced friction properties. • Rear monoshock absorber with new settings for the requirements of the 2021 chassis. • Muffler (4T versions only): Revised external system profile and internal layout to improve engine performance, especially at low speeds. • Crankcase protection (2T versions only): practical improvements have been made to accessibility for installation. • New Heat Shield: Protects the rider from burns on both two-stroke and four-stroke models. • Takasago Excel rims: new matte black finish developed specifically for the Beta. • New colors and graphics.

Plastic Beta 2021

Completely new design (fork guards, front and rear fenders, air vents on the fuel tank) that improves ergonomics and retains the Italian Beta style.

The front fender has a variable profile thickness, which reduces weight and increases rigidity.
New plastic tail section.
New steering pad.
New seat, more comfortable when riding a motorcycle.
New license plate bracket that weighs less and has grip areas.
New muffler protection (except 125 cc).
New digital instruments and dashboard.
New engine protection.
New tail light.
New plastic frame protection from contact with motorcycle boots.

Beta RR MY 19 An even more advanced, expanded series.

The new 2021 RR range comes to market with a wider range of enduro bikes than previous years' range. The Italian motorcycle manufacturer, in fact, not only worked on a more advanced product with significant technical improvements, but also introduced a new 200cc two-stroke engine. cc, which, following the recent introduction of the 125 cc, completes a range that now includes no less than eight different enduro bike models.

Beta RR 2019

Beta's philosophy is to make sure that each engine size has its own feature to suit the specific needs of each enduro rider.

Considering the engine size and light weight, the newly arrived RR 200 2T inherited the chassis setup of the 125. More specifically, the chrome-moly frame with a split pipe above the exhaust port was designed for a small displacement engine. Its features include revised main dimensions and optimal engine placement. The chassis - a modification of its smaller 125cc sibling - is characterized by a special layout aimed at optimizing weight distribution and engine dynamics.

Thanks to the introduction of automatic oil injection and electric start, this model is a great all-round bike for those looking for epic enduro riding.

Previewed during the MY 2021 Enduro Series press launch, the new 200cc enters production during next autumn. Of course, the existing range has not been left out of updates, with improvements stemming from extensive racing experience: in the last two years Beta has won two EnduroGP World Championships, an Enduro3 and an EnduroGP title with Steve Holcombe, a Junior Enduro World title with Brad Freeman and two victories in the Assoluti d'Italia. Work has focused on tuning the engine and chassis, with particular attention to the suspension - front and rear - now equipped with top-of-the-line ZF suspensions that are more advanced than those used in the past.