It’s been close to two years since we last tested a Beta off-roader, the RS 525, in our “Euro Enduro Rodeo” (CW, October, 2009). At the time, Beta was getting its powerplants from Austrian manufacturer KTM. But as of 2010, the century-old, family-owned-and-operated Italian company is proudly boasting its own all-new engine, 100-percent Beta designed and manufactured. In the short timeline since, American Beta has grown its dealer network from 35 to 65.
Two years feels more like five in terms of how far the Beta has come. We’re talking all-new motorcycle here, a 520 RS that rides and performs at a much higher level than the old RS 525. The entire bike is very KTM-esque, and in a good way. When conventional works, go with it.
The double-cradle molybdenum steel frame and aluminum swingarm play their part. Suspension is supple over rocks and nasty terrain—with a setup biased toward slower-speed technical trails, befitting Beta’s trials-based heritage. When charging hard through California desert whoops, the 45mm Marzocchi fork and Sachs shock blow through their strokes, causing an uneasy feeling. But, hey, the turnsignals, taillight and license plate stayed intact over the harshest g-outs, and dual-sports aren’t really built for smashing whoops all day anyway—even hard-core ones. As delivered, suspension settings are more suited to East Coast trails than wild Western ones. Beta’s slogan, “the play bike,” fits just fine. Agile front-end geometry (27-degree steering angle and 4.7 in. of trail) allows superb maneuverability in tight confines; so much so you’d never know there’s a 497cc beast between your legs. The RS whips around turns and stays planted doing it—very impressive, considering I never swapped its dual-sport tires for real knobbies.
“Broad, user-friendly power tractors up cliffs and over rocks from a dead stop with relative ease.”
The four-valve, electric-start engine has a kick lever, but you don’t want to use it. I didn’t charge the battery before my first ride, and kicking is no fun. The RS still uses a carburetor (39mm Keihin), which doesn’t help in the starting procedure. How archaic.
Once running, though, the power is pure bliss, just the right amount all the time. The 520 is quicker than a 450 yet doesn’t go overboard with the big-bore, big-stroke feel. Broad, user-friendly power tractors up cliffs and over rocks from a dead stop with relative ease—and in the next breath, it’ll charge right up the biggest sand hill you can find.
It would be a good Erzberg Rodeo candidate in that respect, but it’s not as happy coming back down steep inclines: The front brake can be a touch grabby, and with that light-steering front end, the bars get a little wobbly.
Nonetheless, the RS is very impressive, coming from a small company busy reinventing itself in the off-road sector. This is a 50-state street-legal, comfortable motorcycle with none of the shoulder-shrugging quirks usually found on newbie motorcycles. Reliability-wise, all we can say at this point is that there was never a hint of a mechanical issue in the 200-mile thrash we put down, and the bike does come with a 12-month, unlimited-mileage warranty.
While it may not be a KTM killer just yet, the 520 RS will definitely give the Orange Brigade a run for its money. And at $8899, it’ll save a little of yours.
