2019 Beta four-stroke launch review

If variety is the spice of life, Italian-made Beta motorcycles has what it takes to entice the taste buds of every trail and enduro rider. Complementing its impressive 2019 two-stroke range, Beta also has a tantalising array of four-stroke enduro weapons, ranging from a point-and-shoot 350cc missile through to a stonking 480cc destroyer.

There's only 130cc separating four machines that make up the standard RR range, but each has its own character, providing potential buyers with four very tasty options. And if four distinct flavours aren't enough to tempt your enduro taste buds, Beta also offers a Racing Model range in all four capacities, albeit at a higher price.

In the Aussie trail and enduro scene, where Yamaha WR-Fs and KTM EXCs reign supreme, the family-owned Italian brand, Beta, could be considered a niche brand, with product you could logically expect to carry a high price tag. However, Beta's prices are on the money. The 2019 Beta four-strokes are considerably cheaper than comparable KTMs and Husqvarnas and similar in dollars to the keenly priced Yamaha.

In terms of performance, the Betas are also in the hunt in comparison to other popular enduro brands and – with a racing pedigree that dates back to the 1970s – each bike in the 2019 enduro range has a sharp edge and feels ready to race.

For the official Beta launch, the assembled Aussie moto journos had the chance to test all four of the standard 2019 RR four-bangers on a challenging three-kilometre enduro loop in northern NSW – the same course used to flog and get flogged by the Beta strokers.

First up was the RR 350, my aim being to start small and work my way up to the big end of town. What a fun four-stroke to get started on. Like all 2019 Beta four-strokes, getting started is a simple press of a button – there's not a kick-starter in sight. Just don't touch the throttle, as the new engine mapping featured on all four-stroke models for 2019 tells the fuel injection exactly how much juice it needs to fire up.

Throttle response is sharp on the 350 but without being touchy, thanks to a new Domino throttle control fitted across the entire thumper range. The Beta four-strokes are all fitted with an engine-mapping switch on the left side of the handlebars for riders to switch to a softer power setting in wet, slippery conditions.

It's a simple two-position switch that's easy enough to flick while riding. I didn't feel the need to switch from the standard setting as the 350's power output is manageable throughout the rev range. Speaking of revs, the Beta 350 makes plenty of them, but still has enough grunt down low to pull hard out of tight turns and up hills.

The Beta 350 is a light and lively little number yet it's not at all nervous. The engine is designed to rev high, but it also makes useable power throughout the range, grabbing plenty of traction along the way.

There's been a significant suspension upgrade for 2019 with top-of-the-range ZF components handling the rise and fall of all the 2019 Beta machines. I've never ridden with the Sachs fork and shock used on earlier-model Betas, but I haven't heard many favourable comments. The ZF fork and shock worked best for the 350 the harder I rode, giving me the impression this bike is well suited to competition, a sentiment that applies to much of the 2019 Beta range. I was really impressed with how settled the RR 350 felt under hard braking and how easy this bike is to ride fast. It inspires confidence.

There's a lot to like about this bike and very little to whinge about. My only gripe was the width of the radiator shrouds and the stiffness of the seat foam. Both were noticeable while sitting down through turns. Despite being a relative newcomer to the class, Beta's price tag could lure a few riders away from the leader in the 350cc four-stroke category, KTM. At around $1400 less than a KTM 350EXC-F, the Italian option might just win a few hearts.

Next in line was the Beta RR 390, a bike I expected to win me over as the ideal capacity for trail riding. I loved the short-stroke KTM 400 EXC that briefly made a comeback all those years ago and I was hoping the Beta would be a fitting replacement.

There's little more than 35cc separating the Beta 350 and 390 so I expected similarities, but they are nothing alike. The RR 390 runs a significantly longer engine stroke than the 350 and so the power delivery is much different. The 390 has the longest stroke of all the Betas.

Where the 350 is designed to rev like a racer, the 390 lugs like a locomotive. With its slower-revving engine, the 390 feels like a bigger, beefier bike than its smaller sibling even though weight and dimensions are identical on the specs sheet.

While I was having too much fun on the RR 350 to bother switching the engine mapping, I did flick the switch on the 390 to try to get a better feel for the bike. The 'Rain' setting makes a difference, softening the throttle response and further slowing the rev rate. I did gain more confidence on the 390 with the softer ignition setting and became more willing to push harder, but I never got into a comfortable groove.

Other journos loved the 390 and on a different test track with different gearing I might've liked it more too, but unfortunately this was one model in Beta's extensive range that I just didn't gel with. Given the opportunity, I'd like to take the RR 390 off the enduro loop and out trail riding where I think its mid-size capacity could make it an ideal trail companion.

Jumping up a further 45cc shouldn't have seemed a big deal but moving out of the 300s and into the fours felt like getting out of the school playground and into the workforce. Struggling for traction and the right gear on the 390 had me wondering what I was in for on the 430, but what I experienced was a pleasant surprise.

As I moved up in the Beta range, I increasingly felt the need to soften the suspension for more compliance over the choppy terrain. Without tools and without fuss I was able to wind off the preload on the right fork leg and back off the fork and shock's compression settings. This gave the bike better drive out of corners and a plusher ride for the majority of the enduro loop. The only problem the softer settings created was a harsh ride through G-outs.

With the suspension dialled in to suit my weight, I could focus on what the engine was up to and what impressed me most was the lack of gear changes. I describe the test track as a second- and third-gear affair but on the RR 430, I spent most of the lap in second gear.

Driving hard out of turns, the 430 gets its power down without mega wheelspin and without the front wheel clawing for the sky. That might not sound like an exciting power delivery but it sure is efficient. The 430 has a linear spread of power that never seems to sign off, enabling you to hold a gear while the engine continues to make power.

On a tight track for a bigger bike, the lack of gear changes and broad power spread made it so much easier to find the groove and feel the flow. When you get a good feeling going on a dirtbike you just don't want it to stop, so I kept reeling off laps until I eventually suffered the dreaded 'throttle lock'. You know, that scary situation when your forearms are so fatigued that when you try to roll off the throttle and reach for the front brake you end up winding the throttle on even harder. With more Betas to test ride I knew it was time to reluctantly hand back the RR 430…

Feeling pumped from my 430 experience, I jumped on the RR 480 with a similar level of enthusiasm only to overshoot the majority of corners on my first lap. The 480's stonking engine builds speed so rapidly I arrived at every corner so much quicker than I expected. With more engine inertia propelling the Italian stallion forward, it took a lot more effort to slow the beast down.

The specs sheet shows the 480 is the same size and weight as the 430, but that weapon of an engine makes the bike feel much bigger and more suited to a bigger rider than me. With power to burn, the brawniest Beta of the range should be a strong competitor in the E3 racing category, if it's put in the right hands.

Like many big-bore machines it takes a strong, skilled, sizeable rider to ride them at their full potential. For trail riders who love the grunt of a big-bore engine the RR 480 will not disappoint, just prepare yourself for that solid seat foam.

Checking out the long list of four-strokes in the 2019 Beta enduro range was a little confusing to begin with, but time in the saddle of each bike has clarified Beta's direction. Beta hasn't followed the tyre tracks of other manufacturers by producing capacities that are proven to be popular. Beta is forging its own path, developing a range of capacities it believes will suit a wide variety of riders.

The RR 350 is a high-revving, fun and easy bike to ride fast. It'll look right at home in enduro competition, while still having loads of appeal for trail riders, particularly those who like to ride hard all day without feeling beaten up by the end of it.

The 390 fills the gap nicely between 250 and 450cc four-strokes and should win more friends on the trail rather than the race track. The RR 430 is my personal favourite of the 2019 Beta four-stroke range with its amazing spread of useable power. I'm confident it'd hold its own against most 450s in a racing situation, while also ticking plenty of boxes for trail riders.

Finally, the Beta RR 480 is a strapping beast of a machine that's ideal for big riders with plenty of experience under their belts. It'd be awesome to see just how much carnage could be created by a pro-level enduro racer. I'd love to see the beast completely unleashed but I wouldn't want to be within roosting distance…

It's an impressive four-stroke range, with each bike having a flavour all of its own at prices that are extremely digestible. If you're still not sure which Beta would best suit your taste, head to www.betamotor.com.au to find out when the next official Beta test ride is happening near you.

ENGINE
Type: Single cylinder, liquid-cooled, DOHC four-stroke
Capacity: 349.1/385.6/430.9/477.5cc
Bore x stroke: 88 x 57.4/88 x 63.4/95 x 60.8/100mm x 60.8mm
Compression ratio: 13.9:1/12.48:1/12.33:1/11.86:1
Fuel system: EFI with duel injectors, 42mm Synerject throttle body

TRANSMISSION
Type: Six speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Double-cradle, molybdenum steel
Front suspension: 48mm ZF fork, 295mm of travel
Rear suspension: ZF shock, 290mm of travel
Front brake: Nissin double-piston floating caliper on 260mm wave disc
Rear brake: Nissin single-piston floating caliper on 240mm wave disc

DIMENSIONS AND CAPACITIES
Claimed dry weight: 350/390: 109kg, 430/480: 110kg
Seat height: 940mm
Wheelbase: 1490mm
Overall length: 2180mm
Ground clearance: 320mm
Fuel capacity: 8 litres

OTHER STUFF
Price: $12,795/$12,995/$13,195/$13,395
Availability: Available now
Bikes supplied by: Beta Motorcycles Australia