American Beta is releasing the 2012 Beta Dual Sport RS model line up with a
complete range being offered for 2012 including 350, 450, and 520 versions.
The RS model range has been designed for the USA market with all three
models being 50-state street legal. These premium dual sporters include our
famous twin cam 4 stroke powerplant that incorporates a heavier flywheel for
chugging power to tackle the tough stuff while the twin cam and short stroke
allows amazing over-rev for the faster-paced conditions.
Newly added to the range for 2012 is the Beta 350 RS. A bike designed for
single track trails as well as all-around casual riding. The 350's engine
provides enough power and torque for both the casual play rider as well as
the serious dual sporter. With its titanium valves and twin-cam engine the
350 RS offers a level of performance that will exceed riders expectations.
Returning for 2012 are the popular 450 and 520 versions. All receiving the
same engine upgrades as our popular RR models. These two models have been
sold out in recent years as more riders are discovering the beauty of Beta.
BYOB (Build Your Own Beta) is back for 2012! Customers can build their own
Beta online by adding suspension settings as well as the accessories he or
she desires. Their new Beta will arrive at the closest dealership or a
dealer of their choice with all the items installed including a nameplate of
whom the bike was built for. There are over 75 accessories to choose from
including large tanks, steering stabilizers, shark fins, as well as a host
of other Dual Sport goodies.
Features and Benefits
Engine:
* Redesigned cylinder head
including reinforced camshaft bridge, valve retainers, and updated cam chain
tensioner to help reduce engine noise.
* New clutch primary gear and springs for better engagement and clutch
action.
* Updated counterbalance bearings for increased reliability.
* Stronger cam chain guides
* Increased oil volume to the engine cam chain for reduced friction.
* New oil drain plug for easier oil changes.
* Offered in 350, 450, and 520 versions for 2012
Chassis:
* 45mm Marzocchi front fork
valved for Dual Sport use.
* Redesigned frame with extra gussets. This new frame has less flex and has
improved stability.
* Striking new red frame with white plastics for 2012
* Over 65 accessories to make your RS yours.
* Exclusive Beta BYOB (Build Your Own Beta) program
My previous experience on a Beta
off-roader was aboard the 2008 450 RS dual-sport machine, which
at the time utilized a 2006-spec KTM power plant. Although that
was a steady dual-sport performer, the latest Beta-engined 450
RS is light years beyond in nearly every category.
It should be pointed out that, despite the
headlight and switchgear and the 50-state street legal status of
the Beta 450 RS, it is designed and manufactured for
competition, as well as for the aggressive trail rider who
utilizes stretches of tarmac to link up single-track trails.
To provide myself with a basis for
comparison, I spent a couple of days burning laps on a 12.5-mile
off-road test loop in the Hungry Valley State Vehicle Recreation
Area in California. The course is a sampling of single-track,
rocky creek beds, and sand washes, plus tight and twisty
hardpack. My first lap was faster than any other dual-sport bike
I have tested and, by the end of the session, I was lapping in
the same minute as my quarter-liter race bike.
Wow! I immediately made plans to contest
the next local enduro aboard the fully street-legal Beta 450 RS,
when lightning struck. Coincidentally, a surprised blown motor
in my 1200cc adventure bike meant that I had a weeklong Baja
Mexico trip planned, and no bike to ride.
Further throwing my plans into turmoil, I
received a call from American Beta that they would need the bike
back prior to the enduro race. Evaluating both sides of the
equation, the obvious conclusion was crystal clear. The Beta 450
RS was going on a 700-mile Baja adventure, something likely
never envisioned by the engineers in Florence.
Those of you who have experienced Baja
California are familiar with the last Western frontier – few
people, and fewer rules – and its boundless off-road
opportunities. However, with cold beer ten times more plentiful
than 91-octane gasoline, Baja is big bike country that is
typically dominated by long range dromedaries like the BMW R
1200 GS Adventure.
My riding partner and I only had hours to
prepare, so we had to rethink our adventure. Personal supplies
would have to be carried on our backs, not in panniers and top
cases.
Gasoline and camping equipment would have
to be on a 4×4 truck and with deftly choreographed rendezvous
locations in a land with zero cellular service. And, of course,
I needed current registration documents for presentation to the
Mexican officials at the border to prove that I was not
transporting a stolen bike.
My biggest concern is the 2.1-gallon tank
on the RS. I had hit reserve as early as 35 miles into a race
simulation, so I wasn’t sure how far the total range was.
Peering into the gas tank, I could see
that the reserve tube was fairly tall, meaning that the reserve
capacity was quite generous. I thought about cutting down the
tube, but then I would never be able to measure the true range.
I decided to carry a quart of fuel on my belt, just in case.
The other major concern, and the linchpin
to the entire trip, is where are we going to find someone to
drive a truck in Mexico for a week on a moment’s notice? A few
panic phone calls later and after quite a bit of up-selling the
relative safety of the current security situation in Mexico, we
had a team and a plan, and we were southbound and down!
We trucked the bikes from Southern
California down to San Felipe, a fishing village situated on the
Sea of Cortez on the east coast of the Baja peninsula. From
there, we left one of the trucks in a parking lot, paying the
attendant and promising a bonus when we returned to the truck
three days later.
Without GPS tracks or a satellite phone,
we coordinated timeframes and meet-up spots as best we could,
using printed maps. If the truck had taken the same course as
the bikes, we would have had to ensure that we didn’t ride
through any rocky gaps that would be too narrow for the
four-wheeler to crawl through.
With wavering confidence that we would
ever see the truck or any of our supplies again, we departed
south from San Felipe with the goal to hug the coast and utilize
whatever trails we could to traverse the rocky cliffs and
mountains that separated the beaches. This is where the Beta 450
RS really sets itself apart from its competitors.
Low grip situations, such as sand covered
rocks, are where first gear and clutch control are needed to
straight-line across energy-sapping technical sections. The
clutch feel is exceptionally light and precise, and the
six-speed gearbox is phenomenal. The 450 RS has the ability to
approach triple digit speeds on dirt roads, and still have the
tractable pull to crawl over 1st gear obstacles – no compromise
necessary.
With daylight waning, we serendipitously
spotted our supply truck hucking and bucking over sandy whoops
in the valley floor below. We intercepted the truck, and
developed a plan to follow each other to the only settlement on
the map, the port of Calamajue.
A faint, rocky two-track path lead us to
an abandoned fishing outpost that was occupied full-time in the
past. Now, the buildings are empty. Graffiti and burned out cars
left us with an unsettled feeling, yet without any other
options.
After 150 miles of rocky desert terrain –
hitting lots of dead ends and backtracking – we had accomplished
our Day One objective. A quick ride through the beach camp and
ride up the hill to the chapel confirmed that we were the only
people there; however, paranoia kept telling us that someone
knew of our presence.
Regardless, we were happy to be able to
camp in the dilapidated fish-processing building. The cement
stairs leading up it from all sides were more than fun to
traverse on the Beta in full trials-riding mode before making
tracks in the virgin beach sand.
The night was a bit nerve racking and
didn’t entail much solid sleep. Eventually, the morning brought
a beautiful sunrise over the Sea of Cortez – a treat for us
left-coasters.
Bike prep was the order of the morning.
That meant a quick and easy oil change, along with checking
bodywork fasteners, air filter, and tire pressure, as well as
the lubing and adjusting the top-quality Regina chain.
For strict desert competition, the 45mm
inverted Marzocchi forks and Sachs shock are valved soft.
However, the RS is a dual sport bike and, for that purpose, it
is nearly spot-on.
Up front, I increased the compression
damping by three clicks and quickened the rebound damping by a
single click. This kept the front forks from packing up over
successive obstacles and to allowed them to setup a bit quicker
for the next obstacle. This setting was perfect, and we were
ready to tackle the next 200+ miles to Bahia de Los Angeles (Bay
of the Angels).
The setup of the Beta 450 RS cockpit is
surprisingly neutral in feel, and the all-important ergonomic
triangle between handlebars, seat, and footpegs fits my 5′ 9″
frame perfectly. The under 37-inch unladen seat height means I
can reach the ground with the soles of my Sidi Crossfire boots
much better than on Austrian-built machines.
This allows me to dab through rough
sections while still maintaining body position and trajectory.
The geometry of the steering stem connects the rider perfectly
to the front wheel where the steering is light and precise and
allows for choosing razor-thin lines through nasty terrain that
save energy and time.
Heading southwest from the old Cochimi
settlement of Calamajue – associated with 18th century Croatian
Jesuit missionary-explorer Ferdinand Konscak – we cut through a
tight wash that is storied to be home to a lost Jesuit mission
that exists in the Spanish record books, but has yet to be
found, even by us.
While stopped at Coco’s Corner, a wayside
snack shack in the middle of nowhere, I struck up a conversation
with the eponymously named owner. The topic naturally turned to
gasoline, where to get it, and how far our bikes can go on a
tank.
It was at that moment I realized the Beta
had gone over 50 miles and not yet hit reserve, which ended up
being the usual distance throughout the trip (except for when
riding long stretches of gas-guzzling deep sand).
I happened to mention to Coco that we had
stayed the night in Calamajue, and he flashed an incredulous
look on his face. Coco explained that the village was abandoned
due to the high price of gasoline, making it no longer
economically viable to get the fish to market.
Moreover, it has fallen in the hands of a
drug cartel and is now used to smuggle drugs from mainland
Mexico north to Tijuana. I got a lump in my throat as I gulped
down the last of my Coke as I realized that we were almost
certainly being watched!
Leaving Coco’s Corner behind we set our
sites for the Salsipuedes canyon system and passage through the
rugged Sierra de la Asamblea to Daggett’s Camp. The map shows a
system of streambeds that drain to the ocean, but no roads or
trails. We soon ended up on a network of flowing sand washes and
roads that dead-end at private ranchos.
The terrain is an arid mix of rock and
decomposed granite and the 450 RS flows effortlessly like water
over the boulders and through the step-downs, the Michelin knobs
always seeming to find traction. Having completely too much fun,
I soon realized that we had navigated our way into a dead-end
canyon; it was miles in the opposite direction before we picked
up another route.
With sunlight rapidly evaporating, we
decided to turn around and try to find dirt frontage roads to
expedite our arrival. The adaptability of my riding gear allowed
me to adjust to the wide range of Baja temperatures, both in and
out of the sun’s reach, and at varying speeds.
After two hours and 65 miles of two-track
terrain that resembled a Baja 1000 course, we arrived in Bahoa
de Los Angeles (population 1500) well after dark. We eventually
located our truck and supplies before finding a $20 palapa for
the night.
In the morning, it was apparent that we
were in a touristy area, judging by the group of people that
have gathered around the Beta waiting for me to come over and
answer their various questions. The general opinion of the
non-riding group was that it was the best-looking dirt bike they
had ever seen. No doubt it was the first Italian dirt bike
anyone in the group had ever seen!
After a quick plate of fish tacos for
breakfast, we had 300 miles of dirt roads and asphalt to get
back to San Felipe.
I was impressed by the versatility of the
Beta 450 RS. At 80 mph on dirt roads, the RS is stable and
predictable without undue headshake, even under braking. Other
than a flat tire induced by a roofing nail, the high-speed day
was fun and efficient. Our need for speed meant dealing with the
frustration of passing up the fabulous single-track routes
visible in the nearby hills.
As we were approaching San Felipe, I
reflected on the 700-mile Baja ride on the Beta 450 RS. I
wondered, how could I talk the personable Tim Pilg at American
Beta into letting me have the bike for a couple more weeks so I
could race the enduro?
In fact, I wasn’t sure if the Beta would
make a better enduro bike or better adventure dual-sporter. For
racing, the stock tank will suffice. However, I would definitely
invest in an oversized tank for the next international
expedition.
Still, the Beta 450 RS does everything
well – from the tight and nasty to the wide open and scenic. The
ergonomics are refreshingly neutral, while the clutch, motor,
and handling offer the precision you expect from a company
primarily known for its outstanding trials bikes.
Any corrections or more information on these motorcycles will be kindly appreciated.