FIRST LOOK – 2015 BETA ENDURO MODELS
It’s new model season and Beta are next to release details of their 2015 enduro range that features big changes to the four-stroke models and minor two-stoke ones.
The 2015 RR 4-stroke models evolve with updates to the entire displacement range with many features coming straight from the “2014 RR Factory” versions as well as the introduction of many new technical features. It seems that 2015 smaller is better for Beta…
2015 RR 4 Stroke
The main objectives during development were to make the bike lighter, easier to control, and improve overall handling making it more enjoyable and easier to ride and, above all, more effective.
The engine’s centre cases and internal components have been made lighter and redesigned to reduce the rotating mass, and the engine sizes have been reduced to make handling easier and minimize weight. Compared with the larger capacity of the previous model, the absolute power and torque figures remain unchanged thanks to a new camshaft profile and a new exhaust system.
In addition, a better distribution of the torque curve has been obtained to get more out of the engines. With these new engines, the engineering team promises continued “Beta Magic” power delivery.
Electronic Injection System
The main innovation of the 2015 RR Enduro 4-stroke range is the introduction of electronic fuel injection system to the 350 RR. The system was developed together with Synerject and has a 42 mm-diameter throttle body. Electronic fuel injection ensures precise throttle control under all usage conditions and offers automatic changes to the air-fuel mixture for different altitude and temperature changes. The engine offers immediate and smooth response with any riding style. Also, thanks to the adoption of a stepper motor mounted on the throttle body, an accurate minimum rotation speed is always guaranteed, reducing engine braking considerably.
The Beta engineering team has created what they call “The perfect displacements” through many hours of testing different engine bore and stroke combinations. They arrived with four sizes, all with different power characteristics for different riders.
The 350’s optimal size remains the same while the 400 has been reduced to a 390cc. The 450 and 498 engines have also been reduced to 430cc and 480cc to provide the same horsepower and torque as the 2014 models yet with more “useable” power for the rider.
The entire range is equipped with engines that have been completely renewed, both in terms of looks and performance.
The total weight has been reduced by 1kg on the 430 and 480 engines, compared with the previous 2014 models, and by as much as 1.5kg for the 350 and the 390.
The engine main cases have been completely redesigned – made lighter thanks to new die-castings – and modified internally to house a new oil pump drive system, which is simpler and more effective thanks to elimination of a drive gear.
The crankcase chamber has been redesigned in order to minimize pumping losses, and the entire shape has been reworked thanks to the introduction of ribs that stiffen the engine cases while offering a more compact design.
The clutch and flywheel covers have also been modified with a goal to reduce weight and at the same time, increasing the rigidity.
The crankshafts have new shoulders and are lighter to reduce inertia, making the bike quicker to deliver power and more agile thanks to a reduction of the gyroscopic effect.
The connecting rods are shorter, lighter, and feature a new design. The redesign is aimed at reducing the rotating masses and the overall size of the engines. The 390-430-480 cc engines, in fact, have the entire combustion unit positioned lower down compared to the previous models. This means that masses are more compact and closer to the centre of gravity, significantly improving the bike’s agility.
The piston is lighter and more robust, thanks to a structure derived from Formula 1 called “box-in-box”, which enables a reduction in vibrations and an increase in performance.
The piston pin is coated with a Diamond-Like-Carbon (DLC) treatment to minimize friction and wear.
The camshafts were developed with a new profile to boost performance, especially at low speeds, and to provide an improved power delivery.
The cylinder features a new design for the water jackets to improve the removal of heat and increase the efficiency of the whole cooling system.
The head has been completely redesigned both in terms of the ports and combustion chamber shape, in relation to the needs of the new engine sizes and is also more compact externally.
The starter motor has been significantly improved and is more powerful and lighter compared to the previous models.
The balancer shaft has been redesigned to work in harmony with the new crankshaft as well as to reduce weight.
The intake tract has been redesigned for the new engine sizes to guarantee better fuel supply and to improve fuel atomization, particularly at low speeds.
The silencer has been redesigned with new internal passages and a larger diameter of the manifold connection hose. The new design is matched with the new engine displacements to provide optimum power while retaining its quietness. USA models will contain a spark arrestor as well.
2015 RR 2 Stroke
The 2015 RR Enduro 2-stroke range has also evolved, the 250 version featuring certain technical innovations and the 300 version featuring special parts from the 2014 Racing model.
The objective for 2015 was to increase the smoothness and improve the power from the bottom to the top end making the “right” power available to the rider at all times and under any condition.
300 RR 2-Stroke
The engine comes directly from the 2014 RR Race Edition and includes a new cylinder, combustion chamber and CDI.
In particular, the reduced width of the exhaust port and better sealing of the power valve provides improved throttle response and excellent linear power without interfering in any way with the maximum power and torque figures.
The combustion-chamber profile, together with the digital electronic control unit continue to optimize engine output in every stage of operation with primary objective to increase performance and ride-ability of the bike.
250 RR 2 Stroke
The engine’s exhaust valve adjustment system has been modified, increasing the number of adjustment springs from 1 to 2 in parallel, as in the 300cc engine. This change significantly improves engine output, optimizing the opening of the exhaust valve at every stage of operation.
A new silencer for the 250 RR offers a smaller diameter internal pipe compared to the 300 RR, which improves the precision of response to the throttle and increases peak revs.
Both the four-stroke and two-stroke range receive identical suspension changes.
The Sachs USD 48mm fork has been further developed in close collaboration between Beta and Sach’s engineers and feature numerous important innovations.
The compression piston has been redesigned with “three slot” geometry in order to improve the oil flow and make it more direct so as to absorb violent shocks more progressively.
To improve the general smoothness of the fork – particularly on initial impacts – a spring-support release system has been included to eliminate rotational friction.
The design of the sleeves and bushings has been modified increasing the distance between the slider and the bushings, also reducing their height.
Finally, the spring profile has been redesigned to guarantee better insertion inside the sleeve. Valving has been improved to increasing precision.
A new internal piston with oil passages have been redesigned to improve its flow and reduce overheating during operation. This means that the shock absorber offers more stable performance, precise and reliable even under very intense use.
Finally other changes include a new bar pad, softer seat and of course a new graphic scheme.