The 2023 Beta RR390 Racing offers that little bit more where it really counts. We test it to find out what it’s best for.
The 2023 Beta RR390 Racing is more than just a RR350 with a pipe. Firstly, the exhaust systems on the 350 and 390 are the same and while adding a muffler or complete exhaust system can increase performance, it can also squeeze the power further to one end of the delivery, either more top-end or more bottom-end. Not always, but commonly.
The secret sauce of the 2023 Beta RR390 Racing is the stroke of the engine. The 350 and 390 have exactly the same bore size of 88mm but the 390 has a 63.4mm stroke while the 350 has a 57.4mm stroke. The result is an engine that produces a noticeable amount of extra grunt that packs more punch from the first crack of the throttle.
Where the 350 needs to rely on revs to get the job done in certain situations, the 390 will just chew through the dirt and get on with the job. The power is still silky smooth and easy to use but there’s more of it on tap. The trade-off of the extra engine is zero.
There is no trade-off and that is evident in the way this bike handles in cornering. There’s not too much power that makes the bike want to stand up or break loose like a crack-head wigging out at their own reflection in the Maccas window at 3:00pm.
The extra poke makes it easy to get up and boogie exiting turns and you can still use ample amounts of throttle and remain in control where a 450cc machine might start sending you into trouble. The throttle action is smooth and progressive.
This level of manageable power output allows the rider to be more precise with line choice and decision making. It’s a bloody nice engine. Plus there’s a wet-map option for less power output and traction control. It’s ideal for those situations where you need a bit of help to climb greasy hills or perhaps for when you are just dogshit-tired during a long ride, and can barely think let alone ride with optimum control.
Both the map switch and traction control switch are mounted below the handlebars on the backbone of the frame, in front of the seat. Some riders have commented that this is an inconvenient location, but I like it. It leaves the handlebars uncluttered and I am yet to find myself looking to change maps or traction control on-the-fly. I have used both functions and simply selected my desired function before taking off.
That’s enough about this awesome engine. There is quite a bit more to this bike that makes it such a pleasure to ride.
WHAT’S NEW PUSSY CAT
The 2023 Beta RR390 Racing is not a new bike but what is new on this model in 2023 is the addition of the KYB shock to match the 48mm closed cartridge KYB fork. The previous model utilized a ZF shock. The upgrade to the KYB shock is something to sing about as it offers better performance with more sensitive adjustments making it even more tunable and it is more resistance to heat fade in extreme conditions.
The KYB fork and shock combination is top-shelf. Straight off the showroom floor I found the suspension to be soft and reliable. I posted a short Instagram piece on this and some viewers mistook my soft description as a negative. To confirm, I like it.
What I got from the bike was a supple and smooth ride over small chop on hard ground and excellent bottoming resistance on third-gear rolling jumps, drains and erosion mounds. I am yet to let rip on a rough track or motocross track and when I do I will dial in the clickers to suit. To give you an idea of where I am at, I have the fork compression set at 15 clicks out and the rebound at 13 clicks out.
This is considered a soft setting. I should point out that I am 80kg in my birthday suit. The great feature of this KYB gear is that each clicker count really makes a difference, especially around 8- 10 clicks out on the fork. The shock is well matched to the fork.
The other new feature on the RR390 Racing for 2023 is the new exhaust header with longer duct geometry than on the previous model. Beta claims this improves engine response at low engine speeds and increases torque at mid-range engine speeds. The engine mapping has also been upgraded to match the new exhaust header to spread out the power delivery.
WHAT’S COOL
Beta’s Racing range of enduro models is the up-spec version of the RR enduro models. These babies are kitted out with loads of trick stuff that not only look cool, but offer superior function beginning with new handguards, anodized quick release front axle, CNC alloy footpegs that look tougher than Mike Tyson, a dual-material rear sprocket that features an anodized aluminium core with hard-wearing steel teeth for the perfect mixture of strength and light-weight, blue racing seat with gripper cover and pocket, anodized black gear lever and rear brake pedal, the oil filler caps and oil filter cap are anodized red and the chain adjuster blocks are red CNC alloy.
These things are all cool and I love a bit of bling as much as the next bloke but here are a few things I really like. The Nissin brakes with solid Galfer discs make for a really good braking package. The action is progressive and strong. It’s not all or nothing and I love that.
I love the handguards. Hardguards are mandatory for off-road riding in my opinion and these handguards are exactly my style being reinforced and open-ended. Although the seat is quite thin, it is comfortable and I love the grip. I also get a kick out of the simple push-button quick-release function to whip the seat off.
Air-filter access is as simple as pulling on two tabs on the left side plate. The air filter sits neatly in place via two prongs in the filter cage. It is quick and easy to remove and install.
The handlebars are a great flatter-style bend that I love. I am around 178cm tall and I love them. I also like the standard grips and don’t feel any need to change them, even for my soft unmanly hands.
The great thing about this handlebar setup is you have six possible handlebar positions to choose from. The top triple clamp has three mounting positions, and the handlebar clamps are off-set which offers two positions.
Digital nerds might think this is boring but the speedo unit is cool offering speed, time, hour meter, trip meters, max and average speed, volts and stop watch.
There is no doubt this bike is a head-turner with its striking looks. I love the black spokes and swingarm and I love the minimalistic styling with the radiator shrouds and side plates. They’re both stylish and function with zero superfluous plastic. Like sexy lingerie for a dirt bike that encases a very capable engine.
That is bang on the money for me accompanied by highly-functional suspension with loads of scope to personalize. My varied intended use will range between bush and desert trails, motocross tracks and maybe even a bit of off-road racing.
2023 BETA RR390 RACING
ENGINE
TYPE: Single cylinder DOHC four-stroke
DISPLACEMENT: 385.6cc
BORE & STROKE: 88mm x 63.4mm
COOLING: Liquid
COMPRESSION RATIO: 12.48:1
FUEL METERING: 42mm Synerject EFI
TANK CAPACITY: 9.1L
TRANSMISSION: Six speed
CLUTCH: Wet multi-disc
DIMENSIONS
WHEELBASE: 1490mm
SEAT HEIGHT: 940mm
GROUND CEARANCE: 320mm
CLAIMED WEIGHT: 107.5kg (dry)
SUSPENSION
FRONT: KYB AOS 48mm USD fork
REAR: KYB C46 RCU shock
BRAKES
FRONT: Nissin with Galfer solid disc
REAR: Nissin with Galfer solid disc
RUNNING GEAR
HANDLEBAR: Beta
FRONT TYRE: Metzeler
REAR TYRE: Metzeler
PRICE & CONTACTS
RRP: $16,295
BROWSER: betamotor.com.au
WARRANTY: 6 months
WORDS AND PHOTOS // STEPHEN TUFF