The Beta Evo model arrived with us in 2009 with a radically designed aluminium frame and boasting a turning circle never before seen on the trials machine; I could not wait to feel the experience of “full lock”. The 2010 model 250cc on test here has taken the machine one step further with the evolution of the aluminium frame concept and new colour graphics.
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First impressions always mean so much and the Beta looks so Italian. I say this because of the neat little over-engineered components such as the rear brake pedal, which we will look at later. The lines of the machine are very smooth and flowing bringing it right into the 21st century with its bold look. The frame appears to be very much like it was when it was introduced in ‘09 but that is where it stops. For this year the engine is mounted slightly higher and further forward as Beta look for the optimum in overall balance, especially to aid the rider on uphill hazards. This is complemented by the low positioning of the handlebars on the top yoke, once again aimed at rider performance. You are either a fan of aluminium frames or not – fact! The black coloured frame on the Beta is, to my eye, a work of art and very well finished. When I first saw the frame in ‘09 I was not sure about the single upper frame rail concept but this added to the dynamic look of the overall appearance, and it’s not just aimed at looks as the overall package is very nice and slim, not to mention lightweight. To further improve the frame package it also features a stronger top mounting bracket for the engine and frame connection. The black frame and white plastics with the odd touch of red certainly give it a fresh new look.
Moving Around the Machine
Moving around the machine, it features some neat new touches such as the flanged rear wheel rim – long gone should be the days of trying to get the rubber band to seal! The air filter now features a drain plug built into the bottom; let’s face it with the winter weather a drowned engine is not uncommon in the UK, small touches such as these are always welcomed by the owner – especially when dealing with the difficulty of a drowned motor! The machine I had to test had been “run in” at Beta UK and was ready to roll but on getting it home I wanted to make my own adjustments. The handlebars and levers felt very comfortable, as did the overall set up, but for me the rear brake pedal was a touch to high. This area of the machine is a work of art. I have never come across a trials machine where rider comfort can be so easily adjusted and one day I want to meet the guy who designed the rear brake pedal and its set up – top man! With me now happy and comfortable it was off to the trial.
Fuel on and typically Italian, it just needs a little thought though importer John Lampkin did show me how easy this was – maybe I should have listened. It’s a bit fiddly putting the choke on but nothing to be worried about. The left side kick-start I do not like, although it’s just a little awkward until you become used to it and I must say the action is very easy; a quick prod on the kick-start fires the machine into life. With the cold weather it took quite a while to warm the engine up but once the fan had come on it was fine. You feel very sat ‘in’ the machine as opposed to on it and I felt very much at home straight away. Clutch action was good and the gear selection was fine and precise. The power delivery is very smooth, which came to light in the icy conditions with not much grip on offer. The machines come with a removable flywheel weight (we left it on for the test) which is easily removed in five minutes (UK only).
Two Stage Ignition
Two-stage ignition also gives you an option on power delivery; our machine was set on stage one, the softest. Personally the suspension on the hazards I rode felt a little slow but remember this aids the riders, such as myself, who are not the high-flying Experts. The same goes for the engine, really nice smooth precise power; yes I did like the power delivery very much. One particular section needed the rider to be so smooth on the throttle, and the Beta in fourth gear came into its own, holding the line and feeling for the grip. On the tighter sections the steering lock is incredible, giving the rider more time to look at the hazard than spending time trying to manoeuvre the front or rear wheel into position. Overall the machine is very easy to ride and as with the other machines maintenance is so easy; if you are careful with the power washer this can be kept to a minimum week to week.
Trial Magazine would like to thank Beta UK – John Lampkin for the loan of the machine and Ritratto (JLI) clothing and Apico: www.apico.co.uk for the Boots, Gloves and Helmet – Hebo.
Specifications – Beta 250cc
Motor: Single cylinder 2-T water cooled – 249.7cc – Bore and Stroke: 72.5 x 60.5mm; Carburettor: Keihin PWK Ø 28 mm; Gear Box: 6 speed. Cycle Parts: Frame: Single Wave Aluminium Beam type; Front Suspension: Paoli aluminium Ø 38 mm; Rear Suspension: Sachs Shock-Absorber – Brakes: Disc Ø 185/160 mm – AJP 4 and 2 piston callipers. Dimensions: Seat height: 660mm; Wheelbase: 1305 mm; Ground Clearance: 310mm; Weight: 68.5 kg; Fuel capacity: 2.6 Litre.
Contact: John Lampkin Imports (Official UK Importer) Tel: 01756 793521
Thinking of buying second hand, this article can be found along with many others in back issue no: 25 of Trial Magazine: www.trialmaguk.com