Welcome to Acklams
Authorised Beta Dealer | Road & Offroad Motorcycle Servicing & Repairs | Parts & Accessories
Acklams - Since 1966
Join us in celebrating 60 years of Acklams - Check out the events page for more information
New in:
Road Bikes
✨ Something a little bit special from our private collection…
1999 Yamaha YP250 Majesty Scooter 🛵
One owner from new and covered just 500 miles… you’re unlikely to find another one quite like this!
Originally supplied by Roger Barrett Motorcycles in Bournemouth in 1999, it remained with its original owner until we acquired it around five years ago for our private collection.
As you can see from the photos, it’s in absolutely lovely condition. It has recently been serviced and comes with a full MOT, so it’s ready to ride and enjoy or add to your own collection.
💷 £2,995
✅ Finance available through Santander Consumer Finance
🚚 UK-wide delivery available through The Bike Bus
New Enduro Bikes
LANDING IN A FEW WEEKS, STOCK IS LIMITED SO DON’T DELAY!!
The Best-Selling 300cc model returns to the line-up with enhanced, more robust and functional components, whilst the new XTrainer 200 2T carves out a new niche within the range, standing out for its docile nature, agility and lightness, offering a unique package that combines fun with great adaptability. Designed to enhance the skills of riders of all levels, the new engine capacity represents a versatile solution: easy and accessible for less experienced, or younger riders, whilst also capable of satisfying even the most advanced users thanks to an engine and chassis that guarantee precise and enjoyable handling, ideal for single track, rutted mule tracks and stony terrain. The rear wheel features a 140-mm tyre on a 1.85-inch rim, maintaining a balance between ground contact and agility.
One of the lightest Enduro motorcycles in the world.
Seat height: reduced by 20mm compared to the RR range, easier for most riders to touch the ground.
Forks and Rear Shock: R16V with 43mm fork tubes at the front and progressive linkage at the rear. The suspension system is fully adjustable, with front forks adjustable for preload and rebound, and a rear shock adjustable for spring preload, compression and rebound.
Beta Progressive Power Valve: like all Beta 2-stroke Enduro models, the XTrainer also features the adjustable exhaust valve, allowing the rider to fine -tune the power output to their liking.
Automatic oil injection: the use of oil injection on both the 200 and 300 models. This is located under the seat (which opens simply by pressing a button) and eliminates the need for premix.
Soft tyres: thanks to their soft compound and aggressive tread pattern, they ensure grip in all conditions, providing the rider with a smoother ride compared to a tyre with a stiffer sidewall.
Cooling fan: a fan is fitted as standard equipment on the XTrainer range to ensure the engine always maintains its optimum operating temperature, even on slower sections of the track or trail.
Electric start: precise and reliable, it is essential for restarting the vehicle in the most difficult situations
“Ride like an X-PRO” – Beta’s new approach to enduro has won over riders of all categories and levels of experience. With the 2027 model year, the X-Pro evolves and becomes even more irresistible: No matter what goals you have set for off road riding, there is no better adventure companion than X-Pro.
An updated piston has been introduced on the 125 2-stroke model, the result of optimisation work aimed at improving smoothness of operation, overall quality and durability.
Experienced riders have appreciated its versatility, which makes the bike the ideal choice for enduro single track, fast track, and hard enduro, thanks to the development of the chassis and the ability to adjust the settings with just a few simple clicks. Amateurs, on the other hand, love it for the ease and sense of security the bike provides when tackling increasingly challenging riding conditions, in the most comfortable way possible. Rideability at its finest!
With the chassis updates for the 2027 model year, the bike reaches a new level of refinement, catering to an even wider range of riding styles and responding precisely to each rider’s preferences, thanks in part to a comprehensive and effective adjustment system. The 2-stroke engines have benefited from further fine-tuning, with real-world improvements in power delivery and ride comfort. Meanwhile, a number of new electronic updates are making their debut on the 4-stroke models.
The positioning within the range remains unchanged, with the Xtrainer at one end and the RR Race models at the other; the X-Pro sits perfectly in between to provide the ultimate off road riding experience.
The range continues to consist of 8 distinct models, 4 in 2T and 4 in 4T, each with their own personality, designed to meet the needs of an increasingly diverse group of riders. There is an RR X-Pro to suit everyone, but they all share one fundamental quality: the ability to inspire confidence, enhancing the riding experience in all conditions.
“Ride like an X-PRO” – Beta’s new approach to enduro has won over riders of all categories and levels of experience. With the 2027 model year, the X-Pro evolves and becomes even more irresistible: No matter what goals you have set for off road riding, there is no better adventure companion than X-Pro.
Among the changes dedicated exclusively to the 2-stroke models are:
Main bearings: with the MY27, the RR X-PRO 250 and 300 2-stroke engines feature new main bearings that reduce internal engine friction, improving smoothness of rotation and optimising reliability and overall mechanical performance. The tangible benefit is a more immediate and substantial power delivery across all rev ranges, contributing to that lively and responsive engine feel that X-PRO riders recognise and appreciate.
Piston: An updated piston has been introduced on the 125 2-stroke model, the result of optimisation work aimed at improving smoothness of operation, overall quality and durability.
Longer primary gears: The RR X-Pro 200 2T inherits a gearbox update from the Race model, involving a modification to lengthen the primary gears. The changes are to the internal rotation ratio between the primary gears and the secondary drives, with the aim of optimising load distribution and improving the system’s overall mechanical strength. From a functional perspective, the riding experience on the RR 200 remains unchanged: to compensate for a longer primary gear ratio, the secondary ratio has been shortened, ensuring that the seat feel remains identical to that of the previous model.
In addition to the above changes for the two and four-stroke engines, for the 2027 model year Beta has also worked on aspects common to all engine sizes to refine the model:
Grips: the new X-PROs feature new grips made from a softer compound, designed to reduce rider fatigue during longer, more demanding sessions. The more comfortable material effectively absorbs vibration transmitted from the handlebars, easing the strain on the forearms and allowing for a secure and comfortable grip even on the roughest terrain. The result is a greater connection with the bike and prolonged physical endurance — two factors that, in enduro, often make the difference between a good day in the seat and a bad one.
Speedometer: the X-Pro My27 models are equipped with a new instrument (Trailtech), comparable to the previous one in terms of the information provided to the rider, but larger and easier to read, as well as more robust, to cope with even the most demanding use. This has been combined with a new pick-up sensor for wheel speed reading, which is precise and reliable.
LED headlight and headlight mask: design and functionality come together in the new headlight mask created by Beta’s designers, which refreshes the bike’s look by integrating a robust, latest-generation LED headlight. In addition to delivering a more powerful beam, this results in lower power consumption, thereby extending the battery’s service life.
Front sprocket guard: the new guard has been redesigned to offer wider coverage and greater strength than the previous model, ensuring superior protection against impacts, debris and external elements during use, as well as greater safety for the rider (in compliance with even the most stringent competition regulations).
Suspension: the newly designed suspension on the RR X-PRO, featuring a short wheelbase and reduced travel, has been further refined through adjustments to the settings and the use of new aluminium components, which help to reduce the vehicle’s overall weight. The overall height of the bike remains at 930 mm (20 mm lower than the RR Race), allowing the rider to maintain better contact with the ground in every situation, from amateur outings to track riding, as well as in the most extreme conditions.
SHC (Separate Hydraulic Chamber) front fork: the asymmetrical front fork layout is retained, introduced to optimise hydraulic performance and reduce overall weight (by approximately 250g compared to a standard front fork). The division of roles between the right and left legs allows for greater control over all settings, with the right leg managing the spring action, whilst the left leg handles the hydraulics. What’s new? The My27 tuning applied to the front fork aims to achieve the ideal balance between handling stability and riding comfort. The aim was to broaden the front fork’s range of use, focusing on improving absorption, particularly in the initial part of the travel (rather than at the end of travel). The result is a new setting that remains precise and responsive, capable of maintaining ideal contact with the ground whilst delivering a high level of riding comfort.
Rear Shock: Specifically developed to work in synergy with the X-Pro model’s SHC front fork, has also received some updates. Specifically, changes have been made to the hydraulic damper to achieve greater separation between high- and low-speed operation. This aspect is now adjusted via a new external adjustment system, which requires no tools whatsoever. The different flow paths designed within the shock are intended to broaden the component’s range of use, increasing both comfort and damping capacity, improving sensitivity to different settings, and specifically
In keeping with the X-PRO’s character, the suspension system has been designed to deliver optimum handling, with the bike’s overall ride quality remaining comfortable at all times and tailored to suit both amateur riders and professional Hard Enduro competitors. With the 2027 model year, the scope for customising the settings has been further improved, with the aim of broadening the vehicle’s range of use.
To better understand the true value of the RR 2T-4T X-PRO rof the frame with an enlarged section in the main beam (+1 cm), which first appeared on the X-PRO MY 25 models, is confirmed. This ensures a bike that is overall very precise and stable both when entering and navigating corners, capable of conveying a strong sense of confidence in managing the engine’s performance, from Hard Enduro to track riding.
Handlebar risers with silent blocks: improved riding comfort also, and above all, depends on the grip on the handlebars, the main point of contact with the bike. The use of silent blocks for the handlebar mounts, helps to reduce vibrations transmitted to the rider, making the ride more comfortable and less tiring.
Front lift strap: to emphasise the Extreme character of the RR X-PRO, the new front lift strap, customised with the Beta logo, has been retained; it is extremely useful for getting out of the most difficult situations.
Nissin brake pump: the X-PRO My27 models are equipped with a cross-derived front brake calliper—small, lightweight and high-performance—which ensures incisive braking performance at the limit, whilst maintaining the typical modularity of the systems chosen by Beta’s engineers.
Radiators: to prevent any loss of reliability even in the most extreme conditions, the cooling system must always be kept in perfect working order. For this reason, the use of the coolant expansion tank (200cc) inside the frame has been retained, alongside the robust radiators introduced with the previous model year, which prevent deformation and consequent reductions in coolant flow.
Adjustable exhaust valve: like all Beta 2-stroke Enduros, the X-Pro retains the adjustable exhaust valve, allowing precise external calibration of engine power delivery to suit the rider’s preferences.
Diaphragm clutch: another trademark feature, also confirmed for the 2027 model year, is the use of a diaphragm-spring clutch, adjustable to three engagement levels via a simple mechanical operation.
The perfect balance between performance and handling. The RR X-PRO 2T 250 is the ideal choice for those seeking a powerful engine that delivers power in a consistently manageable manner. Ideal for the enduro rider who wants high-level power without the physical exertion required by larger-capacity engines.
250CC
Ideal for riders looking for a two-stroke with a more docile temperament and with slightly less power and torque than the range topping models, which guarantee the highest levels.
The RR X-PRO 300 2T is the ideal choice for those who love large displacement engines with impressive torque at all revs. It is the right bike for those looking for a powerful engine that is always manageable despite its high power output. Whoever chooses the X-PRO 300 2T will be amazed by how easy it is to ride in all conditions, enjoying themselves with ease.
THE ULTIMATE 2-STROKE PERFORMANCE
The RR X-PRO 2T 300 strikes the perfect balance between powerful thrust and the adaptability required on the most challenging terrain.
With a seat height maintained at 930 mm to offer optimal stability on restarts and through technical sections, and an engine fine-tuned to maximise riding comfort and consistent performance, the bike reduces physical fatigue whilst allowing you to maintain maximum riding precision.
LAST 2026 200 2 STROKE X-PRO!
200cc - The engine, as well as the frame and suspension, derived from its smaller brother, ensuring particularly limited weight and excellent handling, but with significantly increased power and torque. Thanks to the oil injection and electric starter, it is a completely dedicated to all Enduro enthusiasts.
The Ultimate Enduro bike - whether it’s hard enduro through to green lane adventures!
More info:
Take a look at all the new features and characteristics which set the My 2026 models apart.
Racing Components
The tried and tested suspension package and the special components of Beta’s race-ready version are confirmed:
ø 48 mm Kayaba AOS close cartridge fork: anodised internal parts and the treatments administered to the materials minimise sliding friction, while adjustable compression and rebound damping let each rider find the perfect customisation of the setting.
Kayaba C46 RCU Monoshock: the KYB Monoshock can be considered a benchmark in the racing context for its capacity to absorb the roughness of the terrain, the level of traction transferred to the vehicle, and the consistency of performance, even in particularly heavy use. Its hydraulic setting can be fully customised by adjusting the external compression (both high and low speed) and rebound settings.
Quick release front axle: immediately recognisable by the red anodised alloy release lever, this component is crucial for saving precious seconds in a race when you need to change a tyre.
Reinforced handguards: the handguards feature a two-component material mould, and not only give the bike a racing look but also make them especially hard-wearing in even the roughest off-roaduse.
Ergal a lloy footpegs: to ensure maximum control at all times and no loss of contact with the bike, the RR Race models are fitted with Ergal racing footpegs with steel pins which are interchangeable; these are narrower than in the past to facilitate movement of feet, but better in terms of grip.
Rear sprocket with anodised aluminium core and steel toothing by ZF SPROCKETS: top-class performance, lightness and strength – the perfect mix of all the attributes any racing component must have.
Dedicated race seat: with non-slip upholstery and document holder pocket for unparalleled grip, comfort and practicality.
Racing graphics: to never go unnoticed on the race field.
Anodised black gear lever and rear brake pedal.
Gearbox oil filler cap, engine oil filler cap and oil filter cap anodised red aluminium.
Chain tensioners in red Ergal alloy.
On all two-stroke models, Beta has decided to stick with its choice of doing away with an automatic mixer (available in the Factory Parts catalogue) in order to minimise the weight of the bike.
The double spark plug (both on 250 2Str and 300 2Str) brings numerous benefits:
It offers improved distribution of ignition points in the combustion chamber, with a consequent reduction in fuel wastage. This translates into greater carburation stability at all engine speeds, and more precise control of engine loading under all grip conditions.
The engine’s range of use is further extended, as both greater torque and more power are available.
The two spark plugs are managed with a separated electrical system. This means that, if one of the spark plugs should burn out, the engine will still be able to run, although with less efficiency, allowing the race or off-road session to be completed.
With these updates, the torque and linear power delivery were significantly increased, without affecting the overall performances, and also improving the motorcycle’s handling, with centralized weight and lowered centre of gravity. Plus, the crankcase houses larger and stronger main bearings.
The gearbox has also been modified, by significantly lengthening the second gear:
Gearbox: this has increased the smoothness when switching from second to third gear, with enhanced riding comfort and vehicle stability during and after the gear change. The result is a clear improvement in the bike’s race use, where you can always identify the perfect ratio to face any situation.
Bearings and gear updates also apply to the RR Race 300 2Str.
RR Race bikes represent the race versions of Beta’s Enduro models, characterized by a series of modifications to the engine, suspension, frame and equipment, making the bikes ideal for giving their best on the track – always in the sign of RideAbility.
Take a look at all the new features and characteristics which set the My 2026 models apart.
Racing Components
The tried and tested suspension package and the special components of Beta’s race-ready version are confirmed:
ø 48 mm Kayaba AOS close cartridge fork: anodised internal parts and the treatments administered to the materials minimise sliding friction, while adjustable compression and rebound damping let each rider find the perfect customisation of the setting.
Kayaba C46 RCU Monoshock: the KYB Monoshock can be considered a benchmark in the racing context for its capacity to absorb the roughness of the terrain, the level of traction transferred to the vehicle, and the consistency of performance, even in particularly heavy use. Its hydraulic setting can be fully customised by adjusting the external compression (both high and low speed) and rebound settings.
Quick release front axle: immediately recognisable by the red anodised alloy release lever, this component is crucial for saving precious seconds in a race when you need to change a tyre.
Reinforced handguards: the handguards feature a two-component material mould, and not only give the bike a racing look but also make them especially hard-wearing in even the roughest off-road use.
Ergal alloy footpegs: to ensure maximum control at all times and no loss of contact with the bike, the RR Race models are fitted with Ergal racing footpegs with steel pins which are interchangeable; these are narrower than in the past to facilitate movement of feet, but better in terms of grip.
Rear sprocket with anodised aluminium core and steel toothing by ZF SPROCKETS: top-class performance, lightness and strength – the perfect mix of all the attributes any racing component must have.
Dedicated race seat: with non-slip upholstery and document holder pocket for unparalleled grip, comfort and practicality.
Racing graphics: to never go unnoticed on the race field.
Anodised black gear lever and rear brake pedal.
Gearbox oil filler cap, engine oil filler cap and oil filter cap anodised red aluminium.
Chain tensioners in red Ergal alloy.
On all two-stroke models, Beta has decided to stick with its choice of doing away with an automatic mixer (available in the Factory Parts catalogue) in order to minimise the weight of the bike.
RR Race 4Str
4-stroke engines received new maps with respect to the previous Model Year, to improve their delivery along the entire range. Whatever the displacement, Beta engineers optimized their linearity and usability of the propellers, to better manage the power available, at any speed, even on complex terrains.
RR Race bikes represent the race versions of Beta’s Enduro models, characterized by a series of modifications to the engine, suspension, frame and equipment, making the bikes ideal for giving their best on the track – always in the sign of RideAbility.
Take a look at all the new features and characteristics which set the My 2026 models apart.
Racing Components
The tried and tested suspension package and the special components of Beta’s race-ready version are confirmed:
ø 48 mm Kayaba AOS close cartridge fork: anodised internal parts and the treatments administered to the materials minimise sliding friction, while adjustable compression and rebound damping let each rider find the perfect customisation of the setting.
Kayaba C46 RCU Monoshock: the KYB Monoshock can be considered a benchmark in the racing context for its capacity to absorb the roughness of the terrain, the level of traction transferred to the vehicle, and the consistency of performance, even in particularly heavy use. Its hydraulic setting can be fully customised by adjusting the external compression (both high and low speed) and rebound settings.
Quick release front axle: immediately recognisable by the red anodised alloy release lever, this component is crucial for saving precious seconds in a race when you need to change a tyre.
Reinforced handguards: the handguards feature a two-component material mould, and not only give the bike a racing look but also make them especially hard-wearing in even the roughest off-road use.
Ergal alloy footpegs: to ensure maximum control at all times and no loss of contact with the bike, the RR Race models are fitted with Ergal racing footpegs with steel pins which are interchangeable; these are narrower than in the past to facilitate movement of feet, but better in terms of grip.
Rear sprocket with anodised aluminium core and steel toothing by ZF SPROCKETS: top-class performance, lightness and strength – the perfect mix of all the attributes any racing component must have.
Dedicated race seat: with non-slip upholstery and document holder pocket for unparalleled grip, comfort and practicality.
Racing graphics: to never go unnoticed on the race field.
Anodised black gear lever and rear brake pedal.
Gearbox oil filler cap, engine oil filler cap and oil filter cap anodised red aluminium.
Chain tensioners in red Ergal alloy.
On all two-stroke models, Beta has decided to stick with its choice of doing away with an automatic mixer (available in the Factory Parts catalogue) in order to minimise the weight of the bike.
RR Race 4Str
4-stroke engines received new maps with respect to the previous Model Year, to improve their delivery along the entire range. Whatever the displacement, Beta engineers optimized their linearity and usability of the propellers, to better manage the power available, at any speed, even on complex terrains.
Beta ALP 4.0 - The Alp 4.0 is the bike for tackling any type of trail, thanks to its clearly off-road characteristics. The perfect companion for your mountain excursions. This ever popular little bike doesn’t stay in the showroom for long!
Factory Sincro
Beta 300 X-trainer 2027
Beta 300 RR racing
New Trials Bikes
There’s only going be one batch of the 2026 Evo 80 models being produced 👀 We have 2 in stock and they won’t be around for long, call us today to secure yours!
Don’t miss out. To secure yours or get more information, give us a call on 01423 565125 📞
The Evo 80 is the ideal bike for newcomers to the sport. The Junior version is by far the easiest bike to use for young riders taking to the saddle of a combustion-engine trial bike for the first time. The Senior version on the other hand is an intermediate step between the smaller bike and the bigger 125 model, sharing the same wheel size with the latter while keeping the intuitive manageability of the 80 cc engine.
There’s only going be one batch of the 2026 Evo 80 models being produced 👀 We have 2 in stock and they won’t be around for long!
Don’t miss out. To secure yours or get more information, give us a call on 01423 565125 📞
The Evo 80 is the ideal bike for newcomers to the sport. The Junior version is by far the easiest bike to use for young riders taking to the saddle of a combustion-engine trial bike for the first time. The Senior version on the other hand is an intermediate step between the smaller bike and the bigger 125 model, sharing the same wheel size with the latter while keeping the intuitive manageability of the 80 cc engine.
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
**Limited numbers**
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
First batch due December - Limited numbers… please call for more information - 01423 565125
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
First batch due January - Limited numbers… please call for more information - 01423 565125
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
Acklams Upgraded Sincro 250! This model comes already fitted with the electric start, huge saving on the part and labour!
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
After years of success with the EVO, SINCRO arrives: not a simple evolution, but a true conceptual revolution. A project created to deliver perfect SINCROny between rider and bike, turning every input into pure control and fluidity.
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
Acklams Upgraded Sincro 250! This model comes already fitted with the electric start, huge saving on the part and labour!
Key highlights:
All-new hydroformed aluminum backbone frame with integrated tank: lighter, more precise handling.
Completely redesigned engine for a smoother, more immediate response.
New, sleek and modern design that refines the bike’s proportions.
Maximum RideAbility: instinctive feedback and class-leading balance in every situation.
Frame, suspension, weight distribution, and engine response—every element has been re-engineered to foster an instinctive rider–machine dialogue.
The new SINCRO 2T range will be available in 125, 250, 300, temporarily coexisting with EVO in select displacements.
A preview of what’s new
FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.
The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.
A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.
The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.
SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.
ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.
The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.
The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.
This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.
The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.
COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.
The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.
CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.
Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.
The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.
AXP sumpguard to fit the range of Beta Enduro bikes - select your bike & colour option below
High Density Polyethylene Plastic 8mm thick
Machined on CNC machine for a better quality
High resistance to heavy impacts
Does not generate any vibration and offers a better length of life
Hardware and fixation brackets included
AXP sumpguard to fit the range of Beta Enduro bikes - select your bike & colour option below
High Density Polyethylene Plastic 8mm thick
Machined on CNC machine for a better quality
High resistance to heavy impacts
Does not generate any vibration and offers a better length of life
Hardware and fixation brackets included
Finance provided by Santander Consumer Finance on both new and used bikes! Contact us for a quote!
LANDING IN A FEW WEEKS, STOCK IS LIMITED SO DON’T DELAY!
To continue the tradition of the XTrainer’s RideAbility, the 200’s engine has been developed to provide the rider with a linear and controllable torque delivery, thanks to new power valve timing, revised porting and a new piston design.
Thanks to these solutions, the new XTrainer 200 offers excellent handling and a high level of comfort, resulting in a high-performance bike capable of tackling any situation. It allows the rider to focus solely on the track or trails, without exerting extra energy, leaving room for pure enjoyment thanks to its balanced feel and excellent performance.
One of the lightest Enduro motorcycles in the world.
Seat height: reduced by 20mm compared to the RR range, easier for most riders to touch the ground.
Forks and Rear Shock: R16V with 43mm fork tubes at the front and progressive linkage at the rear. The suspension system is fully adjustable, with front forks adjustable for preload and rebound, and a rear shock adjustable for spring preload, compression and rebound.
Beta Progressive Power Valve: like all Beta 2-stroke Enduro models, the XTrainer also features the adjustable exhaust valve, allowing the rider to fine -tune the power output to their liking.
Automatic oil injection: the use of oil injection on both the 200 and 300 models. This is located under the seat (which opens simply by pressing a button) and eliminates the need for premix.
Soft tyres: thanks to their soft compound and aggressive tread pattern, they ensure grip in all conditions, providing the rider with a smoother ride compared to a tyre with a stiffer sidewall.
Cooling fan: a fan is fitted as standard equipment on the XTrainer range to ensure the engine always maintains its optimum operating temperature, even on slower sections of the track or trail.
Electric start: precise and reliable, it is essential for restarting the vehicle in the most difficult situations