Beta Evo Factory MY2017 300 2T and 300 4T, the perfect Trial for Sunday or for the world championship [ROAD TEST]

Beta Evo Factory range MY2017 – The new top of the range in the Trial segment from the Tuscan company arrived on the market at the end of February. Beta has always been linked to the history and evolution of two wheels, strongly driven by innovation and, also for this reason, the new Evo Factory MY 2017 range, with motorcycles available in 125, 250, 300 2T and 300 4T displacements.

The strong sporting involvement of the Tuscany company led it to conquer the Trial 7 Outdoor World Championships, 6 Indoor, 7 European and over 100 National Championships all over the world: a truly excellent sporting CV!

The Evo Factory is the maximum technological expression, a "race ready" both in design and technique; in fact there are numerous special and ergal details which characterize these motorbikes with totally Beta racing graphics. We were able to compare the two top versions of the Tuscan company's Factory range: the 300-stroke and 2-stroke 4. In fact, both the top of the "blend" range, the EVO 2 T Factory, and its 4-stroke sister are arriving on the market.

Let's start with the lightest EVO 2 T Factory

This motorbike, in addition to having achieved the many objectives of the Beta engineers, is characterized by a reduction in weight, as well as an increase in riding performance. The two motorbikes that we are about to test are very similar to each other, but looking at them carefully there are numerous details that characterize them, such as the black magnesium crankcase which guarantees a significant weight reduction for the 2T compared to the standard version. The titanium collector It then allows a notable increase in performance, as well as a lower weight of the vehicle, which guarantees first-class handling.

Also reviewed were new transfer and discharge distribution diagrams which, compared to the standard version, have guaranteed an increase in torque at low revs, increasing the ease with which it can be driven when tackling obstacles with the first two gears, to offer the driver a "race-ready" vehicle, snappy right from the start. first acceleration.

The edged clutch discs they maintain the precision and tractability of the clutch even in extremely difficult conditions.

The engine, thanks to many targeted interventions, remains in both versions increased driveability and performancecompared to previous versions, also thanks to the refinements made on the combustion chamber. Chamber volume and squish have been revised and allow an improvement in performance, while guaranteeing a more substantial power delivery, which allows us to tackle many passages in first gear, both rocky and gravel climbs.

Second gear instead allows us to cover stretches with long climbs, where our two-stroke, tackling them with wide open throttle, "calls" the higher gears in succession, but always with the right power and reach. Furthermore also when stopping from a standstill it was possible to start in second gear, with the right power, but with better progression.

The clutch work is also excellent, guaranteeing the right release, without any uncertainty. We remember that in this specialty it is one of the most important and fundamental elements, because if the clutch doesn't work perfectly everything becomes more complicated. This engine makes driveability and usability its winning assets. Interventions on the two motorcycles are common, therefore for both the 2-stroke and the 4-stroke.

They can be summed up with one new fork, which offers the possibility of customizing it according to your driving style compression adjustment, resulting smooth and reactive, as well as having a greater absorption capacity in harder landings. All this thanks to an excellent compromise between the rear setting and the very precise front, with the suspensions working in an almost perfect symbiosis. For the first time, in addition to the rebound adjustment of the brake, using a manual knob, compression adjustment is added, using an adjustment screw, located on the left side, at the bottom of the sheath.

Other changes concern the chassis of the EVO Factory, with the link progression that has been revised and is now more sensitive and progressive, therefore improving traction over obstacles and in the most complicated passages. They were then introduced numerous black anodized detailsi, either for aesthetics, but above all for needs in terms of functionality of the motorbike, such as the caps on the handlebars, optimized to preserve the grips in the event of a fall, while also maintaining the correct functioning of the throttle. The same finish is found for the engine oil cap and the chain adjuster. On the two-stroke there is an aesthetic novelty red crown of the head.

Also worth mentioning is the new tyre, with the switch to tyres Michelin X-Light, which in addition to being lighter, guarantee better grip.

The anodized steering plates they guarantee greater lightness, even when moving when stationary, as well as excellent rigidity.

The footrests, machined from solid and with non-slip steel pegs, they ensure maximum grip of the boot, a very useful detail in muddy conditions. They then benefit from a good weight reduction. The brake discs, uniquely "racing", guarantee powerful and well-modulated braking.

The hydroformed single-spar aluminum frame, it is easy to drive and forgives any driving errors. When faced with sequential obstacles, he manages to convey confidence, intuitive and manageable reactions even without being Trial professionals.

As mentioned, modularity and precision are the advantages of racing brake discs, which guarantee powerful braking and excellent functioning, including use in the presence of water and mud.

Another standard detail is the cuff switch off, with magnetic contact switch, a mandatory detail in competition, but also very useful for training or non-competitive use. When you lose contact with the handlebars the motorbike switches off automatically, also avoiding taking unnecessary risks.

In addition to the beautiful racing graphics from Beta, another gem that deserves to be looked at and appreciated, even if we did not mount it on the bikes during our test, is the new license plate holder kit with integrated indicators, which allows greater practicality in off-road use, finally allowing you to practice Trial in full compliance with traffic regulations.

Let's move on to the Evo Factory MY 2017 in the 300 4T version

Like its "mixture" sister, it is always at ease among the rocks and on the uneven surfaces of our test. Compared to the 300 2T, it certainly has many points of contact, given that the suspension and chassis are substantially identical, but it is precisely the engine that changes, with the 4-stroke that remains very compact, with typical characteristics of the Tuscan company's motorcycles, such as very linear power delivery. Thanks to this, the 4T is capable of helping the rider in conditions of poor grip, with a powerful engine, which allows you to engage third and fourth gear on long climbs, letting the power vent with impressive progression and acceleration.

Like its 2-stroke sister, the Evo Factory MY 2017 in the 300 4T version also has a petrol tank housed inside the frame, with a capacity of 2,8 litres, what changes is obviously the weight. The 2-stroke is hyper-light, we are talking about a bike weighing only 68,5 kg, while there is a 5 kilo difference for the 4-strokei, which pays for a heavier engine.

In practice, the differences between the two are due precisely to this factor, combined with the different output of the two engines. The 2-stroke is more reactive and ready on obstacles faced when stationary or at very low speeds, whereas the 4 is a little more demanding and for specialists. However, the 300 4T is more at ease when you let the engine stretch a little, for greater inertia, both of the engine and the motorcycle, due to the higher weight.

This Beta 4T makes it immediately clear that the technicians have worked to guarantee the bike is certainly a product suitable for competitions: snappy even when you open only a portion of the accelerator, with incredible performance when you give it full throttle. In standing starts with rocky obstacles it is easy to drive, even when starting in second gear. Gear with which you can tackle many types of passages, without thinking about the gearbox and concentrating as best as possible on other aspects of driving, with always optimal traction and thrust.

This version also uses excellent brakes, modulable and precise. The pumps, both for the brake and the clutch, are BrakTec. They are constant in performance and guarantee excellent braking power, essential for maintaining control, both when descending and ascending an obstacle.

The Beta 300 4T Evo Factory is also characterized by a further evolution compared to the "standard" Evo, both on a technical and design level. In fact, there are numerous special details in noble Ergal, which enrich an extremely racing motorbike in terms of appearance and details, such as the titanium silencer which, in addition to reducing weight, guarantees greater performance and linearity of delivery.

In conclusion it is a motorbike suitable for everyone, perfect for expert pilots as well as novice pilots, but especially suitable for those looking for an easy bike, with a full and at the same time sweet bass engine. In fact, after having tried these top of the range bikes without being Trial specialists, therefore with very different capabilities and objectives from those of a rider in this category, our advice is that, even if it were a first bike in this segment, Don't save money by perhaps bringing home an old motorbike full of problems, but let yourself be spoiled by these masterpieces of technique and lightness. It won't just be your eyes that will gain, but standing on its platforms will make everything easier and you will immediately feel at ease, with the best possible safety..

Prices? 8.390 euros for the Evo 300 4t Factory, 7.850 for the Evo 300 2t Factory. For both, it costs 900 euros more than the versions without the top-of-the-range Factory components. For those who want to approach the fascinating world of Trial, an excellent school for learning and training (we remember a Loris Capirossi who in the past used a Beta 4-stroke to practice balance and weight shift management), even if you want to aim for other categories, you start from 3.200 euros for the Evo 80 Junior, while an Evo 125 costs less than 6.500.

PROS AND CONS
We like it:
Engine – Handling – Details
We do not like it:
Engine brake of the 2-stroke (but it's a matter of taste, others will find that of the 4-stroke excessive)

Test clothing:

Helmet: Hebo Zone 5 T-ONE BLUE model HC1114 – 139 euros
Gloves: Hebo – Pro Trial Model HE1150 – 34,90 euros
Pants: Hebo Pro Trial 2017 – Model HE3148 – 118,90 euros
Shirt: Hebo Pro Trial 2017 – Model HE2148 – 48,99 euros
Boots: Alpinestars Tech T – 329,95 euros