Issue link: http://trailridermagazine.uberflip.com/i/399139
cluding internal components and cases that have been made lighter and redesigned to reduce rotating mass and weight. The Beta engineers also tinkered with a new camshaft profile and a new exhaust sys- tem to further the weight savings. An intended by- product of the weight-saving measures are improved agility and handling. Betas also come fitted with fine components like Galfer Rotors, Nissen brakes, Domino grips, and a tough, lightweight polymer skid plate, though our test bike came with an aluminum one. The bikes are also easily fitted with blinkers, which are removed before the bikes are imported in to the U.S. Other features include a composite sub frame, Michelin FIM Enduro tires (dumpster bait), and Nekken bars which will re- main as we like the bend. The Betas are still carbu- reted, save for the 350 which is now EFI. The 390RR A "First Impression" report from us is a baseline re- view of the bikes' off-the-showroom-floor perform- ance. All we do is adjust the sag (98mm - the Betas have 11.4" of travel), tire pressure, fork height, and jetting - if conditions warrant it. We should note that Beta of- fers a choice of suspension through the Build Your Own Beta program (BYOB) that include Sachs and Marzochi. We were happy to see the Sachs fitted to our 390 as they seem to be a bit plusher and more appropriate for our eastern conditions. For some reason, our 390 came fitted with a 15 tooth front sprocket, which we later determined was an oversight. We know that the Dual Sport/RS version comes fitted with 15's and that the stock setup is usually 13/48 gearing. The 15/48 was a bit too tall for the tighter, technical conditions but sur- prisingly manageable everywhere else. We then installed a 13-tooth front (the Beta uses the same counter shaft sprocket as the KTM) and were happier. Sitting on the 390 reveals a nice slim pro- file with plenty of room for my 5'8" 165 pound frame. Lifting the 390 on to a stand lends a weight feel similar to a typical 350. The claimed dry weight is 234lbs., which is the same as the fuel injected Beta 350. The new exhaust system is quiet and worked well, though we are guessing an aftermarket silencer will reveal a beast within. The first impression the Beta 390 makes is that of torque, lots and lots of torque - more than any of the 350's, as expected. The Beta rumbles along at the bottom of the RPM range without a hiccup and minimal clutch work. Acceleration is smooth and quick, with a slight hit in the midrange. The great thing about the 390 is that you can rev it if you want to, but it is by no means a neces- sity. The 390 is quite content to lug around a gear higher and earn its keep by barking out gobs of torque. This year's Sachs suspension features new valving and seals that reduce friction for a smoother progression through the travel. Overall, the suspension performed surprisingly well over the rocks and trail junk and left a positive impression. The Beta kept a straight line and was settled and predictable, some of which is attributable to 4-stroke stability. The new valving delivered on its promise of a smoother progression through the travel and didn't leave us thinking "revalve". Overall, the 2015 Beta suspension is better balanced than www.TrailRider.com 16 Trail Rider in terms of agility and handling, the Beta 390 is on par with the 350cc displacements, it's just got more torque. Whether you're in to racing or recreaonal riding, the Beta 390 can handle it all.