author: DAVID QUER
Co-founder of Trialworld. Instructor at Trialworld School. More than 20 years as a trial expert in specialized motor media.
In a context of a very competitive market in terms of brands, models and types of products, it seems that the vast majority are looking for technological values on which to base their commercial argument. On the other side are us, the users, who value the courage of brands and innovation, but when it is our turn to choose, the weight of trust in the product and its reliability is decisive.
Beta is pulling the gum from its EVO range to the max. We could open a debate about what the maximum lifespan of a range should be in the market, or if innovations should be more disruptive, but one thing is clear: Beta is doing well in every way.
In our case, which has direct distribution from most of the manufacturers in the market, we understand what the audience of each brand is like and what motivates each user to buy. In the case of Beta, we have an owner who is very loyal to the brand and a good connoisseur of it, so its character, reliability and exclusivity have a much greater weight of decision than the “list of novelties” of the current year.
BETA EVO FACTORY 2022
“Why does the EVO Beta receive few changes edition after edition”?
This is probably the question that the general public asks themselves when Beta introduces a new model. Well, living it up close, it has its interesting explanation.
If we look closely, the “big lists” of changes are mainly in “young models” that emerge in a more disruptive way and have the need to evolve very quickly, since, once the models are put into circulation and competition, very obvious ideas emerge on how to “solve or improve” certain technical details.
In the case of the EVO range, which was born in 2009, this stage came during the years 2015 and 2016, where important mechanical and cycle improvements were introduced. Although it may seem that the evolution is slow since then, the Beta EVO is one of those bikes that does not stop evolving in the shadows and edition after edition you feel that there is a more than evident dynamic improvement.
BETA EVO FACTORY 2022
WHAT'S NEW BETA EVO FACTORY 2022 ENGINE
- Black magnesium crankcase
- Titanium exhaust manifold
- Edged clutch discs
- Cylinder with optimised diagrams
- Stock with specific volume and squish (only 300 cc)
- Optimized PBX maps
- Black Anodized Engine Oil Caps
NEWS part of the BETA EVO factory 2022 cycle
- Modified fork in elastic progression and compression adjustment
- Monoshock with optimised spring guide geometry and red spring
- Arm Progression
- One-piece seatposts anodized in gold
- Safety switch for pull-out shutdown
- Black anodized chain regulators, handlebar caps and footpegs
- Custom Red Silicone Radiator Tubes
- Galfer Sport Brake Discs
- BrakTec Brake & Clutch Pumps
- Rear brake caliper with anti-vibration pad system
- Excel Gold Rims
- Michelin X-light tyres
- New MY 2022 Aesthetic
IS THE "EVO FACTORY" VS STANDARD VERSION WORTH IT?
The vast majority of today’s brands have a standard version in their catalogue, also called “Racing”, and the top of the range, which is called “Factory” or “RR”. The reality is that more than 90% demand the latter, the “full” ones. Beta is perhaps the brand that has the largest audience of the standard model, although it is something that also has to do with their manufacturing windows (the standard ones are manufactured between September and October, while the Factory ones don’t reach us until March or April), so the weight of sales between models is very distributed.
Is the Factory version worth the extra cost?
As usual, it is more cost-effective for the extras of the bike to come as standard, rather than to buy them separately. In the case at hand, the €700 that separates the standard model from the Beta EVO Factory 2022 is very well justified, both in chassis and mechanical performance, in addition to the finishes, such as the seatposts and other details, which in the standard are excessively basic.
Therefore, the answer is yes, especially if we take into account that this extra outlay is also valued in the future as an increase in the price on the second-hand trial market.
AT THE CONTROLS OF THE BETA EVO FACTORY
If you’ve never been behind the wheel of a Beta, it’s a very interesting and different experience.
The first thing that catches your eye is that A good part of the components are on the opposite side to the rest of the brands; Here we are not referring to the cockpit or driving, but to others such as the starter lever, which is on the left, as well as the exhaust manifold outlet and the kickstand. On the right, access to the carburetor, gas tap and you will also find the entire transmission kit.
On an aesthetic level, it is absolutely groundbreaking. The shapes of its frame, the finishes to the smallest detail, the vividness of the graphics and its “Racing” line. It is clear that the years do not pass for EVO in this area.
When you put yourself at the controls of them, that feeling of exclusivity is perceived. Underneath the tank cap, in a central position, we have the LED and button that indicates the power map where we are (sun and rain). As for the control station, the Factory, unlike the standard one, equips Braktec pumps in both brake and clutch, although in the case of the front brake the confidence does not extend to the brake caliper, maintaining the same four-piston body of the standard model.
Dynamically, the Beta EVO Factory conveys extraordinary nobility. Its frame is one of the best on the market, because it combines poise and stability, with a steering angle far superior to that of its rivals. In other words, the EVO has an extraordinary virtue to be effective in line trials, without moving, as it combines that aforementioned poise with the ability to turn where the rest do not reach.
Another aspect that I like most about the EVO is its traction capacity. Here it is able to mark more distances with the standard version, as it is fantastic with the new spring and settings of the rear shock. For example, when you go up a step or ramp, at reception it is common to lose that inertia and we seek, with the help of our body, that traction that will get us out of the obstacle; there it is unbeatable. It’s amazing how effectively he picks up grip again and comes out in a controlled way.
This leads me to tell you more about its mechanics. We have always been great defenders of medium displacements, since the “three hundred” offer excessive torque and power for a large part of users (low and medium level, especially), which end up penalizing physically and technically because managing their power requires more precision.
The most demanding “three hundreds” are those offered by TRRS and GASGAS. In the case of Beta, its engine has a double personality, since at low revs you feel that you have good torque and that “grip” that we mentioned, but with the virtue of being easy to squeeze. That is to say, it is not a power that comes in from below uncontrollably, but it is progressive, so that when you want “chicha” you open the tap and you have what you expect: a powerful engine and great capacity to scale in the high rev range. This reflection is also explained by the fact that Beta does not offer intermediate versions between 250cc and 300cc, knowing that the “quarter of a liter” has an almost residual production. That is to say, they are obliged to have a “three hundred” suitable for all audiences.
Another feature of the Beta EVO is its clutch. As in the case of the Montesa, the system is powered by springs and not by diaphragm. This gives the Beta EVO a very high resistance, durability and efficiency, although the feel is somewhat more pre-loaded than in the case of rival brands; Perhaps we noticed that the response is more direct and this helps to trigger the bike in the most demanding situations.
Rider's equipment in the test
- Helmet: Hebo Zone4 Carbontech
- Boots: Gaerne Classic Trial
- Gloves: Hebo Toni Bou Replica
- Protections: Hebo Defender H
- Equipment: Hebo PRO 2022 by Trialworld
- Bike: Beta EVO Factory 300 2022
The best
- Very stable and plumb chassis
- Outstanding traction
- Level of finishes
- Easy to squeeze
To be improved
- Non-FIM homologated rear brake disc
- Weight higher than average of its rivals
- Access to the choke and fuel tank (top wiring)
EVO Factory '22 Beta Test Conclusions
In short, the Beta EVO Factory is a motorcycle with an accentuated personality, with a maturity in the market that is not reflected in its aesthetics or finishes, which are at a very high level. It’s not the lightest bike in its segment, but Its virtue is more balanced towards poise and dynamic effectiveness with both wheels on the ground, without agility being a weak point either (its curb weight is 70kg, approximately 2kg more than the lightest models).
Another attraction is the wide range of audiences. The EVO Factory seduces both the rider looking for a bike with competition performance, and the enthusiast who identifies with the values of the brand and positively values the improvement of components offered by this version over the standard EVO.
Completing the EVO Factory range, this year some units of the Beta EVO Factory 125 2022, so those pilots aged 12 and over can enjoy the features developed in this article, with the advantage of having an “eighth of a litre” engine adapted to the power and response that a rider of this age must have.
Photo gallery BETA EVO FACTORY MY 2022
DATA SHEET BETA EVO factory 2022
- Displacements: 125-250-300cc
- Engine: 2-stroke single-cylinder and 2-stroke
- Power: Keihin carburetor
- Gearbox: 6-speed
- Weight: 71 Kg
- Price: 7.700€
- Front Tire: Michelin X-Light
- Rear Tire: Michelin X-Light
- Brakes: Braktec, with 185mm and 150mm discs
- Front Suspension: Paioli 38mm
- Rear Suspension: R16V
- Chassis: Aluminium
- Start: Kicking
- Fuel capacity: 3 liters
- Engine oil capacity: 550cc
- Spark plug: NGK BR7ES spark plug
