Making Every Rider A Hero
<PLACE VIDEO HERE>
Cutting edge machines with towering seat heights, aggressive suspension specifications, crisp chassis geometry and powerful engines pack the off-road competition market. For riders who are fit, fast and ready to push motorcycles to the limit, these traits are as intoxicating as they are useful. Beta’s own extensive line-up of high-end race-ready RR models are just the sort of pro machinery we are talking about.
None of those uncompromising race models are the brand’s best seller. Beta’s unique Xtrainer sells the best. It is refined, modern and well equipped. Instead of chasing ultimate performance it is aimed at riders who feel left out or even left behind by most modern competition off-road machines. With the Xtrainer (pronounced cross trainer) Beta has proven that there is a thriving market for a pro-quality machine that is compact, has an easier reach to the ground and is blessed with an engine that values traction over hard-hitting power. We can easily see how it resonates with buyers.
WHAT IT IS
Depending on where you look for information, Beta claims that the Xtrainer perimeter-frame chassis is 15- or 20-percent smaller than a Beta 250 or 300RR Keep in mind that the Xtrainer retains traditional 21-inch front and 18-inch rear wheel sizes with full size tires. All hand and foot controls are the “normal” size as well. Compared to a race-ready Beta 300RR the Xtrainer has a half an inch shorter wheelbase, almost an inch lower seat height and a claimed wet weight 214-pounds (without gas) that is 10 pounds lighter.
Much of the height and weight difference can be traced to the Spanish Ollé R16V 43mm inverted fork with spring preload and damping adjustability. The fork has only one fork spring, and that helps cut weight. A 300RR has a much larger 48mm Sachs fork with an inch more travel. A steel-bodied Ollé R16V shock offers spring preload, compression damping and rebound damping adjustability. Rear travel is 0.8-inch less on the Xtrainer. Suspension set-up is for riders between 160 and 179 pounds. Our primary riders were above or below that, and we were able to get a setting that worked, but Beta offers a number of spring options to dial the action in.
Beta has a lot of parts, products and services in the Build Your Own Beta (BYOB) catalog. You can literally have your bike built your way at the factory. BYOB offers kits that shorten the Xtrainer’s suspension an additional one or two inches for those looking for an even lower seat height. The kits use internal spacers, so the travel can easily be restored if needed. Six handlebar locations are available to further fine-tune the cockpit fit for a wide variety of rider sizes.
WHAT’S NEW
For 2023 Beta performed a major Xtrainer makeover with a new injection-molded plastic rear subframe, air intake system, battery, 2.3-gallon fuel tank and new body work. That larger fuel tank is not any wider than the 2022 tank. That restyle significantly improved and modernized the look of the bike. A side effect is a truly slim machine, and that helps riders touch the ground easier.
As you would expect after big upgrades in 2023, the updates for 2024 are limited. The first is that the Xtrainer now shares a quick-release, push button seat with other Beta models. The second is a new magnetic electronic key that is combined with a tethered kill switch. A lanyard on your wrist kills the engine when your hand pulls away from the handlebar. Tethered kill switches are common for some types of racing, but the Beta version has an anti-theft function. It is not possible to start the engine when disconnected thanks to a code uniquely matching the two parts of the “key.” There is also a keyed steering lock.
A close look will reveal a very different machine from the 300RR, despite sharing the same wheels and basic engine. When you sit on the Xtrainer, it still feels like a standard bike—slightly smaller but not cramped. The lower seat height and the narrow midsection helps shorter riders. Like other Beta models, the Xtrainer has a cast swingarm and strong wheels with cast hubs that are finish-machined to a smooth and bright finish. Mounted to the wheels are 260mm front and 240mm rear brake rotors. With a bike this light the braking power is simply stunning. It takes very little foot or hand effort to scrub speed.
MOTIVATION
The engine and clutch are derived from the RR enduro model, but it is detuned to provide the power delivery that suits the Xtrainer. The Beta-built single cylinder, liquid-cooled two-stroke has a BPV power valve system, an engine counter balancer and an electric starter mounted under the engine to keep weight low. A backup kick starter is sold as an option, but we never missed it. The Beta progressive exhaust valve can be externally adjusted to tune engine performance to varying riding situations. Power delivery is further refined with a two-position ignition map switch on the handlebar. The settings are sunshine or rain. Sunshine for traction and rain for slippery conditions. We gave the button a workout with the widely varying surface conditions we encountered.
There is no need to premix gasoline. An automatic fuel-oil mixer located beneath the seat (which is easily opened at the touch of a button) does away with that chore. If you don’t trust automation the injection can be disconnected. A cooling fan is mounted to maintain the ideal running temperature on slower routes. We had it kick on while we were riding, but we never lost any coolant.
GOOD STUFF
There is a long list of things that are impressive about the Beta line in general and the Xtrainer in particular. Our plans for the Beta included three mile-packed days at the Speed and Sport Adventures annual Park City ride as well as time in the spotlight for an Off-Road Travel TV shoot. Our brand new Xtrainer was scheduled for roughly 100 miles a day of terrain ranging from playful fire roads to serious enduro tracks. Despite the miles scheduled, there wasn’t much added prep required. Beta equips the Xtrainer with a nice, molded skid plate that protects the engine cases and the electric start motor. There is an impact-resistant chain guide and an upper chain guard to keep the chain away from the aggressive Mitas enduro tires. In Euro enduro tire fashion, the 140 rear tire has a tall carcass. Swapping to a 110/90 or 110/80 rear tire could drop the bike a bit lower. We ran the stock tires and tubes and stock gearing. Beta’s multitime national off-road champion Rodney Smith performed minimal carb jetting for the 6,000-foot-plus altitude. The bike ran perfectly clean no matter the altitude.
Smith added Enduro Engineering’s clever flag hand guards and bolted on an FMF spark arrestor for the ride. We rode with the cast aluminum kickstand. It was handy and never intruded on the rider compartment while moving. While we didn’t ride at night, we were happy to have the unobtrusive headlight and taillight for trail safety and visibility. Our main test rider was over six feet tall with knees that were not nearly as pristine as our shiny Beta. We fitted a taller Seat Concepts seat for parts of the ride. It eased the bend in our knees, but we were still able to reach the ground easily.
Despite the obvious quality of the parts and the high level of finish, the Xtrainer has a final advantage over its high-performance siblings. The $8,399.99 price is $1700 less than the 300RR. It is even a bit cheaper than the 125RR, and the 125 has no oil injection or electric start!
THE RIDE
Our route began with paved and dirt roads to reach nearby off-road routes. We instantly grew to appreciate the smoothness of the Beta’s counter-balanced engine. Vibration, normally offensive on a two-stroke on road transfer section, is mild enough to cause zero issues. The same is true of the six-speed gearbox. Despite a group laden with high-performance four-strokes the Xtrainer 300 happily cruised at speeds that easily kept pace with other bikes. We literally had a gear for every situation. With the translucent fuel tank nestled into the perimeter frame rather than straddling the frame like the Beta 300RR, the Xtrainer looks and feels ultra slim between the knees. It is easy to move around on and make the transition from seated to standing.
Our first day started immediately after several hours of gully washing rain. Conditions were slick, and we started to get friendly with the mode switch on the handlebar. On the sunshine setting there is ample power, but it is still quite trail focused compared to current 300cc two-stroke race machines. The Xtrainer moves along with ample power for the conditions, but it isn’t violent. Switch to rain mode and available traction seems to double. While riding on wet surfaces and muddy rocks and roots the traction on hand was astounding.
On the second day we have several miles of deeply rutted side-hill two-track. To avoid the deepest ruts, we had to cross the tall, steep center hump and run along the steep walls of the opposite track. Basically, high-speed side-hilling for miles. In rain mode the Xtrainer clung to the angled terrain like it was glued to the dirt. Truly impressive.
If a rider desires 300RR performance, the Xtrainer has all the power on hand, but it is muzzled by the BPV tuning and the exhaust pipe. If you look at the 300RR exhaust pipe, it bulges into a fat center section soon after leaving the exhaust port. The Xtrainer pipe is smaller at the head pipe, and the head pipe diameter remains unchanged for much longer. The body of the pipe is smaller as well. The pipe looks like something seen on a trials bike. Replace the pipe with the RR pipe and adjust the power valve and the Xtrainer will match the 300RR for ponies.
CHANGING DIRECTION
A slim riding position lets the rider get forward for turns easily. Handling on the Xtrainer is the perfect mix of stability at speed and a nimble willingness to change direction accurately. It carved turns on roads at speed and on twisty single track. We felt a crispness to the suspension feel for part of a day. After that initial break-in it continued to free up and operate ever smoother as the miles accumulated.
We seemed unable to hit the target rider weight. Our riders were mostly tall and heavy, but we had one female rider jump off a KTM 300 for an extended rip on the Xtrainer. She was well under the target. We have no doubt that having the correct spring rates would have improved what was already impressive suspension.
REPORT CARD
Three days of riding, tons of mud, millions of mud puddles and a gazillion rocks later, the Xtrainer looked like new. Not a single issue popped up. No flats, crashes, submarine antics crossing streams and it shrugged off extended sessions of high rpm running. The clutch action was perfect, the tires barely worn and there wasn’t a single ding in the pipe or the rims. We didn’t even get the air filter dirty.
We are not the least bit surprised that the Xtrainer is a hit in the showroom and on the trail. It was very nice to be able to touch a boot when needed. Especially nice when we found the ease of touching the ground didn’t cost riding comfort for average to tall riders. One day we went on reserve, but we did 70 miles without running out of fuel. What an impressive rig we rate as a genuine bargain in the market.
SPECIFICATIONS
Engine type: Electric-start, 2-stroke, single cylinder, liquid-cooled
Displacement: 292.3cc
Bore x stroke: 73mm x 69.9mm
Fuel delivery: Keihin PWK 36mm
Transmission: 6-speed
Final drive: Chain
Fuel tank capacity: 2.14 gal.
Spark arrestor: No, FMF optional from Beta
EPA legal: No
Running weight: 218 lb. (no fuel)
Wheelbase: 57.8 in.
Ground clearance: 12.6 in.
Seat height: 35.8 in.
Tire size
Front: 80/100-21
Rear: 140/80-18
Suspension
Front: Ollé R16V 43mm coil-spring inverted fork with 10.6 inches of travel
Rear: Ollé R16V shock, 10.6 inches of travel, w/spring preload, compression & rebound damping adjustability
Country of origin: Italy
Suggested retail price: $8399
Manufacturer: Beta www.betausa.com
댓글