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BETA 4T 2008 4 stroke

rev4T 2008    

After a highly successful debut of the pre production model of 80 bikes in 2007, Beta are now producing the fabulous 4 stroke for public sale in 2008. This bike features an engine designed by Beta over the past 4 years and it is developed specifically for trials use.

Beta have made a host of detail changes for the 2008 model.

1. New front fork settings for improved sensitivity when absorbing bumps and making acrobatic manoeuvers easier.

2. New dedicated rear shock specially developed to suit the power delivery of the 4 stroke engine.

3. New electric fuel tap. Increased reliability and easier access.

4. New hot start knob. It has been shifted from the lever to underneath the inlet manifold.

5. New pressure cast engine casings.

6. New outer clutch cover held on by 5 bolts rather than 4 for a better seal.

7. New exhaust pipe now with 1mm thick tubing.

8. New clutch cover with the addition of lateral grooves to facilitate easier removal.

Beta 250/270 2008 models


Beta has developed new engines for 2008. Also a host of other detail changes make these bikes the best Betas yet.


1. New Keihin 28mm carburettor - produces more immediate and lively response off the bottom. Also a marked increase in power in the mid and upper rev range.

2. New crankcases which has reduced the volume to increase crankcase compression. This provides smoother engine response at low revs.

3. New cylinder design provides more torque.

4. New main bearings and crankcase seals to provide greater reliability and reduced engine friction.

5. New larger and longer inlet manifold for better response at low revs and improved feel.

6. New shock absorber and front fork settings for greater stability and responsiveness to bumps and rider input to facilitate acrobatic manoeuvres.

7. New single chamber central exhaust on the Works replica 270cc bikes for a noticeable increase in power and smoothness.

First test of the new 4 stroke Beta trials bike

Check out the r2w site in England.

Go to http://www.r2wtrials.co.uk/html_files/beta4t.html


one    two    three    four    five    six    

This bike has been 4 years in the making. Developed by Donato Miglio with testing by Miglio and former world number 2 rider Steve Saunders.

Betamotor are producing very limited numbers for 2007. These bikes will be used for testing before full production in 2008. This will ensure that the bikes are right before being released to the general public. Betamotor SpA are allowing Beta Racing to have one bike for demonstration purposes only.

In the world of motorcycling there is now no getting away from problems connected with the environmental impact of emissions, and the corresponding restrictions. A direct consequence of this is the progressive shift from 2-stroke to 4-stroke engines, which over the last few years has also started to affect the off-road sector. The trial has been the last bastion of the 2-stroke because of the engine's undisputed capacity to combine lightness, compactness and torque right from low revs, but it has recently seen the appearance of 4-stroke motors, which are however often derived from other applications (principally motocross). Beta, with its long tradition of specialising in trials, now introduces the first 4-stroke engine designed, developed and dedicated entirely to trials. The all-new 250cc 4-stroke engine will power the new REV and will stand side by side with the traditional 2-stroke configuration, the tried and trusted warhorse of the Beta range.

Main features:
> Lightness, compactness and reliability. The designers have devoted their main efforts to containing weight and dimensions. The result is a power unit with characteristics as similar as possible to those of the Beta 2-strokes of the last few years. With a weight of only 23 kg, the new engine compares favourably with the 2-stroke of the same capacity. This lightness and compactness, however, has been achieved without compromising the design brief, which was to create a modern 4-stroke engine delivering the highest standards of reliability.
> Lubrication. Lubrication is taken care of by two separate oilpumps. This leads to an increase in the overall efficiency of the oil circuit. The output pump picks up oil from the gearbox area and delivers it to the head and barrel, crank and conrod. The second or scavenge pump returns it to the gearbox to restart the cycle. This dual circuit, as well as the number of oil jets in crucial positions and the sheer quantity of oil in the system, ensures optimum circulation and improved cooling of the parts involved in combustion, and this results in an increase in the mechanical reliability of the engine.
> Controlled pressure. The reliability of the lubrication circuit is ensured by a maximum pressure valve, located immediately after the output oil pump. This valve monitors oil flow, and if the pressure exceeds 3.5 bar the valve opens to reduce the flow. The way the valve operates also allows the oil pressure to be regulated on the basis of its density in such a way as to ensure optimum lubrication in all running conditions (for example, at startup as opposed to when hot).
> Complex ramifications of the oil system. The lubrication circuit supplying the new 4-stroke engine makes use of a series of steel pipes built into the engine castings themselves (the output pipes are in the right-hand crankcase, the scavenge pipes in the left). This solution enables the motor to be made more compact and eliminates the need for external oilpipes.
> Dedicated trials gearbox. A huge amount of work was invested in the design of the gearbox, developed from scratch specifically for this discipline. It is a 5-speed box for 100% trials use: The 1st, 2nd and 3rd are designed for section riding and negotiating obstacles. The 4th and 5th are intended for use in moving between sections. In deciding the dimensions of the gearbox, the main objective was the maximum possible weight saving, but generous safety factors were still applied so that lightness was not achieved at the cost of reliability. Increased reliability was also obtained by the use of suitably positioned oil jets to provide continuous optimal lubrication to the gearbox. The gearbox is also capable of potential further development by the addition of a sixth gear in future applications.
> Better contact. It is a well-known fact that lubrication of the camshaft and of the cam-follower surfaces of the rockers is often critical. To eliminate the consequent wear problems and to increase the general reliability of the timing system on the new 4-stroke, the camshaft is housed in ball bearings. In the same way, the traditional cam-follower surfaces of the rockers have been replaced by roller bearings, which improve contact with the camshaft.
> Designed to grow. While the strength of the new 4-stroke engine consists in the design work which went into equipping it for trials, it was also developed with a view to being able to give birth to a series of motors for the twin sport of mountain riding. From the same base unit, it will be possible to derive 250 and 400cc motors which, with suitable modifications (6-speed box, balancer shaft, EFI and electric start), will power a new generation of modern mountain bikes.
> Quietness. The new 4-stroke engine is exceptionally quiet, both in terms of mechanical noise and of gas dynamics, setting new standards for 4-stroke competition. Low environmental impact does not just mean reduction of harmful emissions. It also concerns the general quietness of the vehicle, a quality which all trials riders appreciate as they journey into nature.
> Rider-friendliness and feel. Much has been written about how trials changes the rider's attitude to the bike and the experience and sensations of riding. The team which designed and tested the new REV 4T worked hard to preserve the same feeling of confidence which is universally agreed to be a feature of the way the 2T behaves, the same perception of immediacy and symbiosis between rider and machine. A significant example of this is the work which went into the carburettor and throttle control: the result of this development work is a perfect dialogue between bike and rider. Each time the throttle is opened it transmits exactly the expected response to the rider, a sensation of immediacy and oneness with the machine which has never before been experienced on a 4-stroke trials bike.
> Low minimum revs. Anyone who rides trials appreciates the value of a well-calibrated lower end to the rev range: in the sections, the detailed movements, the split-seconds of reflection before tackling an obstacle, require the ability to pause at tickover with a minimum of movement. When the moment comes to open the throttle, the well-thought-out carburation of the new REV 4T ensures a full and smooth power delivery, with no holding-back or holes in the rev range.
> Balance. Important design work was also done on the engine-to-frame mounting points. The engine is secured to the main beam of the frame by drop-arms, and it is positioned in such a way as to reduce to a minimum the vibrations transmitted to the rider, thereby increasing riding pleasure.
> High centre of gravity. The centre of gravity of the new REV 4T has been moved noticeably higher so as to offer the rider maximum handling feel for trials riding. The new overall weight distribution instils more confidence when negotiating obstacles.



Frame – double wave aluminium beam
Wheel base – 1319mm
Max length – 2015mm
Max width – 825mm
Max height – 1160mm
Seat height – 680mm
Ground clearance – 320mm
Footrest height – 370mm
Dry weight – 75kg
Fuel tank – 2.2 litres
Cooling system – 600cc
Front suspension – hydraulic 38mm shaft
Rear suspension – monoshock
Shock absorber travel – 51mm
Front wheel travel – 165mm
Rear wheel travel – 175mm
Front brake – disc 185mm 4 piston
Rear brake – disc 165mm 2 piston


Single cylinder 4 stroke liquid cooled
4 valve
Bore – 77mm
Stoke – 53.6mm
Compression ratio – 11.5:1
Ignition – variable advance electronic

First ride impressions of the new 2007 Beta and new retail prices.

Trials Des Nations rider Trevor Campbell rode the new 2007 Beta REV3 while in Europe.

While in Europe competing in the TDN I was able to have a short ride on the new 2007 Beta REV3. The factory had loaned me a factory prepared ’06 270 Beta for the TDN which was awesome. With the factory mods the bike was awesome. The comparison between the ’06 and the new ’07 was really interesting.

For 2007 the factory has produced an all new frame. The top frame rails are much smaller and the seat height is much lower. The new tapered bars are super strong and have a different bend. The bike feels much smaller and much more comfortable. It was easier to balance and the way it transmits power to the ground is awesome. The power delivery is much smoother and the top end is unbelievable. The motor runs much smoother.

The brakes and clutch feel the same. The rear brake lever is new and much better tucked in. My boots don’t rub on the back of the lever.

While I was there I was able to confirm prices with the factory. Only the 250 and 270 have been increased in price by $100.

New prices are:

250 & 270cc $8600
200cc $8500
125cc $7990
REV80 $5500
MiniTrial50 $2800

Betamotor SpA have just released details of the new 2007 Beta trials range.

beta rhs    beta frhs    

New frame with a lower seat height combined with major modifications to engine parts are the highlights of the 2007 REV3 range. Engine capacities of 270, 250, 200, 125, 80 and 50 remain the same.

The new engine features a lighter better balanced crankshaft as well as lighter primary gears, starter gears and starter drive. These are designed to make the engine lighter and more responsive. The bike is approximately 2 Kg lighter.

Beta has developed a new frame and associated cycle parts. The major modifications are:

1. Lower seat height by 20mm. Steering geometry is the same.
2. New front and rear fenders.
3. New tank cover and air inlets in the steering head area.
4. New stronger tapered handlebars.
5. New design upper fork yoke.
6. New design lower fork yoke with 3 screws securing the front forks.
7. New aluminium footrest brackets.
8. New brake discs with reduced thickness.
9. Wheel hubs with machined outer diameters.
10. New muffler cover design.
11. Exciting new colours and graphics.

The factory also have introduced a full range of performance engine parts to turn the 250/270 into a “factory tuned” competition machine.

1. High compression cylinder head for increased horsepower.
2. Thinner base gasket to increase torque at low revs.
3. Uprated central muffler for increased power, revs and engine acceleration.
4. Front exhaust pipe with reduced weight – a saving of 300 grams.
5. Clutch slave cylinder body with a 27 mm piston which gives better clutch feel for aggressive riders tackling big obstacles from a standing start.
6. Carburettor float chamber extension so the main jet always has fuel even under the most extreme conditions.

The factory has also made available a 750 gram bolt on flywheel weight to smooth engine response creating a more linear power delivery to help find traction in the slipperiest of conditions.

For the REV80 a clutch kit to provide smoother and more efficient clutch action designed for the most severe sections. A longer rear shock to provide better traction in severe conditions.

2006 Beta REV3 detail changes

Trevor Campbell went to the Beta factory in Florence to check out the new 2006 Beta REV3.



Beta has released technical details and photos of the new 2006 REV3 model range.
Changes for 2006 are designed to make steering better, provide better traction by making bottom end power delivery softer with a more progressive power delivery in mid range and top end.
Better steering and bike control have been achieved by;
1. Reduced height of footrests to give greater stability, balance and drive.
2. New rear shocker with new hydraulic settings and stroke to give better rear end traction.
3. New front fork hydraulic settings for smoother and more progressive operation.
4. New top triple clamp and steering head modifications to give easier and more precise steering.
Softer and more progressive engine response has been achieved by;
1. New cylinder porting.
2. Modifications to the stator in the electronic flywheel to produce better combustion and greater spark at low engine revolutions.
3. New ignition mapping to improve performance at low engine revolutions.
4. Improved gas flow for a livelier engine throughout the rev range.
The model range features new design rear fender, front disc cover, magneto cover and headlight. The colours are similar to 2005 but with new more aggresive mat black and fluro red graphics. New swing arm and frame protection decals to cover exposed parts.
Beta Racing expects to have a demo model available at this years Australian Titles. First shipment bikes will be available in November.
Prices are unchanged from 2005.
REV3 200, 250, 270cc $8500
REV3 125cc $7990
REV80 80cc $5500
REV50 50cc $4600
MiniTrial 50 $2800

2006 Beta Rev-3

First details including pictures have been released by Betamotor Italy. Many detail changes have been made including major revisions to the porting on the barrel together with further refinements to the ignition advance curve. Also front and rear suspension settings are altered.

REV-3 2006

First details including pictures have been released by Betamotor Italy. A new frame with altered steering head angle and lower footpeg mounts designed to make the bikes easier to steer and balance. Many detail changes have been made including major revisions to the porting on the barrel together with further refinements to the ignition advance curve. Also front and rear suspension settings are altered.

These changes were made to ensure the '06 Beta is even easier to ride. Better traction, better power delivery especially designed to make the bike more docile and smoother at low revs.

Beta is the only Italian make with a presence in trials competitions at world level, and it is the serious attention which Beta pays to the sport that has made the Tuscan factory a major player in the important developmental advances which have marked its history: from the adoption of the monoshock in the early eighties (TR32), through the extreme weight reduction of the Zero, to the futuristic aluminium frame of today (Rev-3). This continuous innovation has enabled Beta, in addition to writing the some of the basic pages in the history of this sport, to win seven outdoor world championships.

Drawing its strength from this solid tradition, the Rev-3, which is now a force to be reckoned with in world competition, is now further enhanced with new details and technical solutions which confirm its standing at the head of its class.
With a full six years' history behind it, the new Rev-3 is offered to trials competitors and enthusiasts with the benefit of a series of changes aimed at improving its performance yet again, with a further reduction in weight and increase in precision of response in extreme conditions.

Staying with the tradition of marking each year's release with a new colour scheme, this year's Rev-3 makes its debut with an even more dynamic and innovative look.
Beta's trademark red this year takes a step back and is combined with the latest ice grey and opaque black: a brand-new, attention-grabbing combination which, when paired with new graphics, is sure to make an impact on the course. It gives the bike a very aggressive and competitive look, as befits a true thoroughbred, built for fighting it out at the world's most important events.

There is the gleam of polished aluminium everywhere, most strikingly on the frame - still unmatched as an example of avant-garde industrial design - but also on the fork-sliders, the swing-arm and the silencer. To complete the effect, the silencer has a carbon-fibre skin and a string of really refined details with titanium anodising which emphasise the overall look, on the handlebar, the rear sprocket and the monoshock body.

Universally acknowledged as one of the most reliable of trials engines, the heart of the new Rev-3 now has even better performance and more capacity to amaze. If last year's focus was mainly on reducing weight, this year, in addition to pursuing that goal, the Beta engine has benefited from important modifications aimed at further improving its efficiency. In line with the alterations to last year's model, this year brings further refinements to the ignition advance curve, which have allowed output in transient conditions to be optimised. The porting design is also new: a further modification, which has allowed power delivery at low speeds to be improved and ensured better combustion. These are all changes which work in the direction of allowing the power plant, which drives the Rev-3 to give its best in the trials 3000-4000 rpm rev range, where the maximum torque is usually delivered - and to do it in a way that is even more balanced and precise than in the past. This precision in power delivery allows the most awkward sections to be negotiated more cleanly and safely.

Finally, the power plant of the new Rev-3 is built in compliance with the acoustic and atmospheric pollution provisions laid down in the Euro 2 regulations.
The new Rev-3 is available this year in four capacities: 125, 200, 250 and 270 cc.

The frame is perhaps one of the most important and special parts of the Rev-3, and one that clearly distinguishes it from the products of the competition. It is a classic example of the combination of a high degree of functionality with exceptional aesthetic value. The basic structure, which is well-known and admired by all the sport's enthusiasts, is a double-beam aluminium frame containing the fuel tank (3.2 litres, one of which is reserve). The Rev-3 frame has the strength and durability to guarantee being able to cope with the most severe stresses in racing, yet it is built to really slender dimensions, which perform the miracle of combining high structural rigidity and strikingly low weight. The tank has a natural surface treatment with large areas of visible welds, which enhance it by highlighting the distinctiveness of the finish. The extremely small aluminium alloy filler cap completes the tank and is characterised by special ribbing which makes it easy to open and close. Immediately above the fuel tank cap is the characteristic cable duct rubber which, as its name suggests, allows the throttle, clutch and electrical cables to be channelled into a single duct running vertically through the tank/frame, with obvious advantages in terms of dimensions and clearance. This has the advantage of leaving the handlebars free of obstructions and reducing the likelihood of getting tangled in bushes and undergrowth. The front of the tank/frame covers and protects the electronic engine control unit, while the bottom has an extremely useful recess, which facilitates access to the spark plug.
In keeping with the principle of combining function and design, the front frame not only combine attractively with the rest of the structure, they support the liquid-cooling radiator and the gravel guard which, in this new edition of the Rev-3 has newly designed engine rubber protection that is even more functional and above all, lighter.

Although it always was under control, this year the weight of the new Rev-3 has been reduced still further: it weighs 485 grammes less, thanks to the adoption of the new brake system. Discs, master cylinders and calipers - developed specially for this model - boast a further weight reduction and greater feel and modulation in the response.

The Rev-3's front end this year sports even newer and higher-performance forks, with 38 mm stanchions and a new damper valve to ensure a more progressive and homogeneous response. The effect is completed by TINALOX surface treatment on the fork legs. This treatment, which is applied by Physical Vapour Deposition (PVD), a surface coating process, besides giving the assembly a highly competitive look thanks to the aggressive colour scheme in gloss black, improves sliding characteristics and responsiveness and triples component hardness. Adjustment for preload and rebound damping, located at the top of the legs, allows fine and precise calibration of the forks. The heart of the new forks is also lighter and more sophisticated. The stanchions are solidly clamped in triangular aluminium yokes mounted on the steering stem to ensure maximum durability and riding precision.
On the back end, the outstanding feature is the new shock absorber, which now benefits from a revised setup, which provides a more effective and sensitive response. Another feature of the body of the shock absorber is the coaxially mounted compensating reservoir and a series of parts in titanium anodised aluminium, which increases its aesthetic impact. The final touch is the hydraulic rebound adjustment, which allows the rider to set the suspension according to personal riding preference.



At Beta we have always focused on what gets the very young excited. We make a point of believing in new talent and training the champions of the future. When we say we are interested in the progress of young riders, these are not just words: we back them up with action. Our factory in Tuscany is one of the few companies which offers a complete range of trials bikes even for the youngest riders - from those who are making their first forays into this world of thrills and spills to those with a bit of experience behind them who want to make further progress.
The trials line-up for very young riders is made up of three models:
a minitrial powered by a single-speed air-cooled single cylinder. This is a simple vehicle, light but robust, for having fun while overcoming the first obstacles. With Ψ30 mm forks, a monoshock and a colour scheme to match the Rev-3, this little bike has ingredients which recall the grown-up bikes from close up. The brisk and lively engine allows the beginner to tackle elementary acrobatics, while robust drum brakes ensure the necessary safety.

For those in the next age bracket, even more fun is provided by the little Rev-50, a real Rev but on a smaller scale. With its four-speed water-cooled 50 cc engine, it allows the game to begin in earnest, tackling obstacles and sections with an almost adult logic. It has hydraulically-damped Ψ33 mm forks, and a hydraulic monoshock with adjustable spring preload. A Ψ175 mm brake disc at the front and Ψ150 mm disc on the rear, both equipped with twin-piston calipers, complete the technical line-up. The colour scheme, the same as the Rev-3's, with its aggressive mix of red, grey and opaque black, makes even the youngest riders feel like great champions.
The Rev-80 represents the final stage before mounting a full-size Rev-3. Its steel frame is laid out for optimising weight and dimensions, so as to offer the young trials rider a manageable bike which inspires confidence and is easy to ride.
But the jewel in the crown of this bike is the engine: a six-speed water-cooled 80 cc engine with outstanding power delivery and torque. The power plant performs crisply and effectively right from the bottom of the rev range and contributes to transmitting that feeling of sureness and confidence which has always distinguished the Rev-80 from the competition. Not just a scaled-down trials bike, then, but a properly thought-out trials machine, made to measure for the needs of its young riders. After all, they are hopefully the champions of tomorrow - or maybe simply free spirits who have grown up with a sport where tenacity and intelligence in tackling difficulties are the most important values.

• REV3 200/250/270cc $8500
• REV3 125cc $7990
• REV80 80cc $5500
• REV50 50cc $4600
• MiniTrial50 50cc $2800

2006 Beta Mini-trial 50


This bike is designed for very young riders in the 5 to 8 years age group. It uses a Beta engine not a bought in engine. It features a centrifigal clutch and a single speed gearbox. Wheel size is 16 inch front and 14 inch rear for ease of use, yet the ground clearance is an excellent 255mm.

$2800 including GST

Spec sheet below.