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Discussion in 'Thumpers' started by the white rabbit, Feb 11, 2008.
2010 was the first year for Beta engines. (I know- I have one.)
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You are both correct.
2010 RR was Beta engine. 2010 RS was not. 2011 was the first year the RS had the Beta engine. (I know. I have one.)
I actually bought a prototype 2010 RS which has the Beta motor and RR stickers all over it but all the paperwork has it listed as a RS. It was third 'RS' that Beta produced.
The dealer I bought it from also has a 2011 RS on his floor and the only differences I could pick up were the electrical controls and keyswitch on the bars.
rsteiger and others,
I'm very interested in getting a Beta. Mainly because I've heard that the vibes in the bars are minimal compared to other thumpers in its class. I need a bike with more HP and low end grunt than my WR250R....and less weight than my DR650. I have carpal tunnel syndrome....so i'm very sensitive to vibes in the bars.
I see that you have a WR205R which is very smooth. How does your Beta compare to your WR regarding the vibes in the bars?? Seems like I saw (in another post of yours) that you had a DR650 in the past....Is your Beta smoother regarding the vibes??
The 520 is very smooth.
I rode before carpal tunnel and after carpal tunnel surgery. Just get the surgery done. You will gain back a tremendous amount of strength and stamina. It is the best thing I have ever done for myself.
Since we are talking about wrist injuries and Betas, I had three bones in my right wrist removed. So when I bought my 2013 520 I added the Flexx Bars and the BRP rubber mounted triple clamp. Now there is no such thing as a vibration
Tricky question to answer...
I use to think my DL650 was smooth till I rode a Triumph 800XC but that is a whole different category of bike.
The Beta is both smooth and vibey. When I am at low rpm and low throttle I can feel engine in the bars much more than my WR250R, KTM450EXC, and my old DR650.
Once I open up the throttle and begin to move at speed the Beta seems to smooth out nicely. However when do that on the DR650, KTM, and even to some extent the WR250R things get more vibey with a lot of additional complaining it seems.
It almost is like the Beta likes to be ridden hard and that is where it is the happiest. The more throttle and speed the smoother it gets and it just seems to keep wanting more.
Overall, out of all my bikes I would say the WR250R is the smoothest thumper I have owned and the Beta would be the second after you factor in the whole throttle range and speed. At low speeds / throttle my KTM is actually freaky smooth but once you get on it the vibes build quickly.
My DR650 had rubber mounted bars and footpegs which did a lot to dampen the vibes at idle and low throttle. I know that it worked because I replaced the stock pegs with some lower after market ones with out the rubber and the difference was very noticeable.
As it stands now I am selling my KTM and seriously considering selling the WR250R since I think the Beta pretty much does it all. The thing holding me back on the WR is the maintenance intervals, long distance camping DS rides (ride to camp, setup camp, next morning break camp, ride to new campsite, and repeat 10X - you need more of a pack mule bike), and the fact that I like to ride it around town with some little forays onto hard pack (I just put Shinko 705's on it so I am not burning up knobbies).
I am still setting up the Beta. Next on my list will probably be the Scotts Steering Damper that American Beta offers featuring the underbar mount with rubber mountings. I am guessing that will smooth out things in the bars at low speed and throttle. But to be honest that doesn't really bother me that much.
On another note I went out on a 140 mile DS ride up in the N. GA mountains with a few friends and about 30 other riders last weekend. One of my friends use to race every weekend but has pretty much stopped doing that in the last 5 years and now he tends to like doing fast DS rides and the occasional Hare Scramble (last two years he won his division on a BMW HP2 at a local event out here). His current main DS ride is a Husky TE630 but he has been looking for something a bit more nimble. About half way through the ride we took a little break after a big water crossing. I asked him if he wanted to take the Beta out and he jumped on the chance. When he got back he used that Will Smith line from 'Independence Day' - I got to get me one of these things!. He has amazed at how nimble and powerful the bike was and said his TE felt like a pig in comparison. He is talking to the local Beta guys out here trying to find a bike now.
Wish I experienced the same thing with my Flexx bars but no such luck. Tried them on my 449 and my 520. The 520 is very smooth compared to that vibe machine that is the Husky 449 but the bras did little to nothing to help. I did put a set of the ODI control flex bars on though and must say they are a bit better in all regards for vibes, and my wallet!
I have a set of lightly used Flexxs for sale PM me.
Thanks to everyone for the feedback
Your comments confirmed my thoughts. Sounds like a Beta is in my future . It will have the Flexx bars as well.....have them on my other bikes and they work great for me.
this is my cross country 450, with 51 rear sprocket, fmf powerbomb ands powerqore, jd carb kit, and suspension tune, i ride the bike for motocross tracks and enduro for ther moment with 30hs of satisfactions!!
Maybe I should have put up a image of mine as well, or to be precise the former one. Got stolen after only 2h of use.... Bastards!
It's a 2014 Beta RR 350, plated and alot of fun.
Picking up the new one tomorrow!
Mine was the same. I got the first one in Florida. Love that bike! Mine is listed as a 2011 RS, but has RR decals.
This happened and a sweet bike is for sale as a result. Now is your chance to pick up a 2013 250RR for a pretty good price. See details below.
CYCLEMAX in Gaithersburg is an authorized Beta Enduro Motorcycle dealer.
We are selling our 2013 250RR demo bike with only 7.3 hours.
$7500. includes set up, freight, all accessories and full warranty.
Many accessories included.
Beta electric cooling fan kit
Beta case saver
Beta E-Line carbon pipe guard
EE hand guards w/ BRP mounts
GET hour meter (installed before first ride)
* Dirt Rider 2013 Bike of the Year *
2013 Beta 2‐Stroke 250RR MSRP $7995.00
Beta is a high end motorcycle made in Italy and is comparable to KTM and Husqvarna.
If you are not familiar with Beta please research the bike and you will see it is one of the best enduro motorcycles made.
New 2-stroke engines arrive to complete the RR Enduro 2013 range of the Tuscany firm
The introduction of new 2 stroke engines in the 2T RR Enduro range is one of the highlights of the history of Beta, after the return to the Enduro category in 2004 and the introduction of the 4‐stroke engine "made in Beta" in 2009. These engines are the result of a work that lasted more than 24 months, they were completely designed by Beta and represent a new benchmark in terms of technology, layout and performance of a 2‐stroke Enduro engine. Available in 250cc and 300cc displacements, they are manufactured, assembled and tested in‐house, to ensure their quality and performance. Lightweight and equipped with the latest generation of technical solutions, they are characterized by very smooth and linear power delivery as well as a reference top power. The chassis of the RR Enduro 2T has a dedicated frame with optimized geometry for the different characteristics of the bike compared to the 4T version. The suspension has a specific setting while swing-arm, wheels, brakes and bodywork is shared with the 4T range. The bikes are characterized by a now‐famous Beta behavior, they are easy to ride thanks to extreme tractability of the engine and the very low weight. The bike's performance allow riders to compete at the highest levels, benefiting from a proven and improved chassis combined with an engine that is not only reliable and powerful, but also easy to use in extreme conditions.
Details of the All‐New Engine:
‐Available in 250cc and 300cc displacements, their bore and stroke are 66.4 x 72mm and 72 x 72mm that represent the best compromise to get the perfect power delivery and a solid feel of the torque needed.
‐ Crankcases are made by die‐casting, to obtain lightness and stiffness simultaneously. They are entirely machined in‐house to ensure quality and accuracy.
‐ Magnesium covers minimize the total weight of the engine.
‐ Crankshaft in two pieces, with polyamide inserts for proper balance and to eliminate the harmful empty volume in the crankcase and allows the best balance between inertia and mass.
‐ Forged two‐ring piston provides reduced rotating mass while also improving durability.
‐ Cylinder obtained by die‐casting with Nikasil treatment. Cylinder angle is 90 Â° to provide a compact engine while moving the rotating mass close to the center of gravity of the motorcycle. The port layout is the result of a long process of design, fluid dynamics analysis and simulations, as well as a long set‐up at the bench test and on the bike, to obtain delivery characteristics and maximum power that make this engine the new benchmark for the category. Furthermore the cylinder is equipped with resonator to improve power delivery at low revs and to have an engine always ready and easy to manage in the most extreme tracks.
‐ Cylinder head designed to obtain the best compromise between low‐end power delivery and top speed.
‐ BPV (Beta Progressive Valve) system. The exhaust valve has been designed to have a progressive and independent opening of the main exhaust port and booster. This allows a broader powerband and eliminates "holes" in the torque curve, while also providing excellent top‐end power delivery. The power valve is adjustable to allow riders to customize the behavior of the engine according to riding style and track conditions.
‐ Electric starter located under the engine to reduce center of gravity weight.
‐ PWK 36 Kehin Carburetor, the best quality to get great performance and ease of use.
‐ 6 speed gear box derived from 4T Engine, proven design, extremely reliable as well as unsurpassed performance under all conditions.
‐"VForce4" induction reed, equipped with stopper for greater reliability without compromise to performance.
‐Steel exhaust and aluminum silencer made by the American FMF. They are the result of many tests and their shape has been optimized to obtain smooth power delivery without sacrificing the maximum power.
‐CDI and Ignition made by Kokusan for absolute reliability.
‐The Frame of RR 2 stroke ENDURO derived from the 4 stroke version but with specific geometry for maximum performance in terms of handling and stability. As of 4T 2013 version, this frame benefit from the experience acquired on Factory models and has their same lightness and strength.
‐Brake discs with a different profile, more rigid with 6 mounting points to the hub, made of high quality steel, they provide extremely strong braking action as well as excellent feel.
‐New hubs, lighter and more rigid at the same time.
‐Rims with a new profile, more resistant to stress and very light at the same time.
‐All new spokes
‐Special inner tubes for a further reduction of weight.
The above leads to a weight reduction of 1.5 kg (3.2 lbs) total between the two wheels which provides a tremendous benefit in terms of ease in changing direction, greater acceleration and more effective braking.
‐New swingarm with a new shape and revised thicknesses to provide a greater rigidity, better weight distribution and reduction of the masses of 250 grams (.5 lb) 3
‐48mm Sachs front fork internal parts completely renovated and .48 kg spring. This allows a better control of the hydraulic system which results in further performance on both low and high speed conditions. In addition, the rebound adjuster now has a knob for easier adjustments.
‐Rear shock absorber with improved settings, 4.8 Kg spring and a larger reservoir to provide a better control of the shock's action, improved cooling and therefore better performance. In addition, the body of the shock absorber is now made of aluminum allowing a saving of weight of 300 grams (.6 lbs).
‐Fuel tank designed to offer a better centering of gravity and allow quicker changes of direction. The area around the cap is now lower for better ergonomics and it has a capacity of 2 gallons. Moreover its design improves the air flow from the radiators to help lower engine temperatures.
‐New fuel tank cap with an external thread for easier opening and closing as well as to prevent dirt from falling into the tank.
‐Seat with a profile that allows greater ease of movement thanks to a narrow upper part, in addition to being light weight.
‐Quick‐release seat system that is secured in the back to insure it will not come loose in extreme conditions.
‐Radiator shrouds with a design that allows for better flow and increased air circulation in the area around engine head. Their shape provides a very slim feel for an improved riding position while also allows better airflow to the engine.
‐Radiator grids with an optimized shape for directing a greater air flow towards the radiators, while providing the engine improved cooling under extreme conditions of use.
‐New instrumentation, lighter, with a bigger display, better lighting and easily readable. In addition lights and arrows indicators are integrated, for improved ergonomics of the handlebar area.
‐Rear sub‐frame designed for strength and lightness while allowing quick removal of the rear shock.
‐Plate support stiffened by ribs, to enable the use of bulky and heavy license plates too.
‐Air filter box modified to match the new style of the bike.
‐Forged aluminum side stand that is both light and super strong.
‐Skid plate made of plastic material, lighter and "sliding" over the obstacles typical of Enduro tracks.
‐DID o-ring chain for extreme smoothness and weight saving of 300 grams (.6lbs).
‐Graphics which emphasize the slim design of the bike and at the same time enhance the racing feeling.
Beechcraft Ave (google map) (yahoo map)
Location: Gaithersburg MD
Interesting question. Mine is a 2009 450RR. It was the last of the 450s to include the KTM RFS engine. Honestly, I have never once noticed or considered vibration at the grips. I'll have to pay particular attention next time.
By the way, my philosophy after suffering a broken wrist on my KTM 690 SMC is that no motorcycle with a handle bar (i.e. non clip-on setup) should ever be operated without a steering damper. In particular, I am certain that the Scotts damper is superior to all others because it has both high- and low-speed damping. I speculate that high-speed damping reduces the force at which the top handlebar whips back into the arm of the rider upon hitting the deck. I am hoping to conduct an actual study among riders to test this hypothesis.
DISCLAIMER: I am not affiliated with Scotts or any other damper manufacturer in anyway.
DISCLOSURE: I have no financial interests at stake in my above statements.
Speaking of broken wrists... I'm planning on installing Twisted Engineering Composi-Flex bars on my Beta. I'm in a cast until probably the new year, so I've got time to reconsider. But, everything I've read has been positive.
I don't use a damper, because my 520 isn't twitchy (unlike my old '08 FE450).
Hi, I'm in discussions for a 2010 400 RR (3000 kms) for my son (yeah, sure...). The dealer, apparently not from that brand, got mixed up as he claims it has the KTM engine, but ok.
I read a lot of good stuff about this bike. Anything I should look out for that may need repair ?
I have had a 2010 400RR for a few years, I use it for dual sport. I have done a couple of things to the bike, but I don't know of anything that HAS to be done. I did the Beta cam chain tensioner upgrade, it quiets the cam chain noise on start up. Dirt Tricks also sells a new style tensioner. I did it just because I wanted too, the noise was not a real problem. Beta updated the frame in 2011, it has an extra gusset and a mount on top that bolts to the upper engine mount. The bike you are looking at may already have this upgrade. I have a brand new 2011 updated frame sitting in my garage that I got with the bike. I have felt no need to swap frames. I have several thousand miles on the bike, and love it. It is very reliable and has never given me any trouble. Geared at 13-50 for dual sport riding, cruises 60-65 mph on the road easily at low rpm, and works great in the woods.
The 2005-2009 Beta's had the KTM RFS engine. I believe that the 2010 RS model still had the KTM engines while the RR models had the new Beta engine. It's possible that some of the early 2010 RR bikes still had the KTM engine? It's easy to tell, as the KTM is SOHC (single cam) and the Beta is DOHC (two cams).
True point ! Since over here, the date of first registration is the reference, it could very well be a MY 2009 dated 2010 in the ad. In that case, anything I should look out / ask for if it is a MY 2009 ?