http://www.adbmag.com.au SEPTEMBER 2017 | 61It’s
obviously
far more
forgiving
than
the 125
because it
has torque
coming out
the wazoo
RR300
ENGINE
TYPE: Piston-port, reed
DISPLACEMENT: 293.1cc
BORE/STROKE: 72 x 72
COOLING: Liquid
COMPRESSION: 11.9:1
FUELLING: Keihin PWK36
TANK CAPACITY: 9.5L
TRANSMISSION: Six-speed
CLUTCH: Wet multiplate
DIMENSIONS
WHEELBASE: 1482mm
SEAT HEIGHT: 930mm
CLEARANCE: 320mm
WEIGHT: 104kg dry
SUSPENSION
FRONT: Sachs 48mm USD,
295mm travel
REAR: Sachs monoshock,
290mm travel
BRAKES
FRONT: Nissin, 260mm disc
REAR: Nissin, 240mm disc
RUNNING GEAR
FRONT TYRE: Michelin
Enduro Comp MS 90/90x21
REAR TYRE: Michelin
Enduro Comp VI 140/80x18
PRICE & CONTACTS
RRP: TBC
WEB: betamotor.com.au
PHONE: (03) 5439 6333
RR350
ENGINE
TYPE: DOHC, four-valve
DISPLACEMENT: 349cc
BORE/STROKE: 88 x 57.4
COOLING: Liquid
COMPRESSION: 13.19:1
FUELLING: Synerject EFI
TANK CAPACITY: 8L
TRANSMISSION: Six-speed
CLUTCH: Wet multi-plate,
hydraulic actuation
DIMENSIONS
WHEELBASE: 1490mm
SEAT HEIGHT: 940mm
CLEARANCE: 320mm
WEIGHT: 109kg dry
SUSPENSION
FRONT: Sachs 48mm USD,
295mm travel
REAR: Sachs monoshock,
290mm travel
BRAKES
FRONT: Nissin, 260mm disc
REAR: Nissin, 240mm disc
RUNNING GEAR
FRONT TYRE: Michelin
Enduro Comp MS 90/90x21
REAR TYRE: Michelin
Enduro Comp VI 140/80x 18
PRICE & CONTACTS
RRP: TBC
WEB: betamotor.com.au
PHONE: (03) 5439 6333screw and the map switch. So if you
want a mellow power delivery it’s only
a few turns of a 5mm Allen key away.
Still, the 250 is the more unruly of
the pair and suits a rider who is keen
to grab a bike by the scruff of the neck
and wind it on.RR300
If the 250 is the racer the RR300 is the
easy going trailrider but that’s not to
say the 300 can’t be raced. The test loop
suited the gental power delivery of a- The powerband hits later in the
RPM and the useable torque from idle
stretches on for what feels like an
eternity, but again this is adjustable
with an Allen key.
Where I noticed this the most was on
the grasstrack. Exiting a corner and
winding on the throttle, the 300 takes
longer to reach the top-end. I’d be
another 15 or so metres down the
straight before it would hit. This means
you spend more time in the mid-range
and less time with the power-valve
wedged open.
The suspension across both models
is more trail-friendly than ready to
race, espescially up in the top of the
stroke. Unlike some kit that only works
as you go faster, the Sachs units on the
Beta works at trail pace, in a nod to
Beta’s “easy to ride” mantra.
After dropping 4kg for 2018 I
expected the RR 2Ts to feel skatey and
different design. It’s a reverse-
operating clutch. Pulling on the clutch
lever separates the clutch plates in the
direction from right to left.
It’s produces a lighter pull because it
uses lighter clutch springs and benefits
from better lubrication and
distribution of heat.
It stops and turns like a mountain
bike thanks to strong Nissin brakes. It’s
a fun bike but I would think twice
about having it as my only ride. A 125
simply isn’t as versatile as a 250 or 300
and there would be many situations
where I’d be looking for more power on
the 125. For junior enduro riders
though, it serves as the perfect
stepping stone from learner four-
strokes to two-stroke enduros.RR250
The 250 was the pick of the two-strokes
for me. It’s more versitile than the 125
but still just as fun. The 250 has more
power everywhere so it lets you off the
hook when you miss a gear.
The power hits earlier than the 300
so you don’t have to stretch it out as far
to find the powerband.
The extremely dry and slippery test
loop did show the dark side of the 250.
It is more inclined to step-out
unpredictably because it has a more
aggressive hit than the 125. However,
the severity of that snap is adjustable
thanks to the power-valve adjustmentDigital speedo shows everything you need 125’s are always a fun bike to rideThe new 125 is a pocket rocket Beta has squeezed a lot of power from the little donk