Dougie Lampkin 4th World Indoor Enduro

Dougie Lampkin recently competed in the 2nd round of the world indoor enduro championship in Genoa, and finished an amazing 4th place. The event was always going to be difficult having a full entry list of top riders with the likes of Taddy Blazusiak(KTM) and Ivan Cervantes(KTM). Despite having almost no experience in enduro and riding a production based BETA RR450 Dougie scraped into the final by winning the last chance qualifier.

 The main event was split into three finals. The first final dougie finished 3rd, one spot ahead of KTM mounted Taddy Blazusiak. The second final wasn't so easy, a crash while sitting in second place pushed him to the back of the pack. He managed to salvage fifth place but unfortunatly even a third place in the final race didn't quite get him to the podium.

“It almost feels as good as a win, as I was not expecting to shine at all, especially after such a tough start to the day. It was very much a case of learning on the job and by the last race I was getting somewhere near the quicker riders. My starts were really bad and left me with a lot of work to do in each race. It’s definitely something I need to practice, as being a trials rider for so long it is not something I have ever thought about before. Overall it’s been a very positive first attempt. “ Dougie concluded.

Overall Results

1: Ivan Cervantes – (SPA-KTM) 38
2: Taddy Blazusiak (POL-KTM) 33
3: Fabio Mossini (ITA-HM) 28
4: Dougie Lampkin (GBR-Beta) 26
5: Xavi Galindo (SPA-KTM) 1

Beta Evo Lands in Western Australia

It's been a long wait but finally the 2009 Beta Evo and the Beta Enduro race model  have landed in Western Australia. I've only been able to take my Evo 290 out for one quick ride so far and I'm extremely impressed. Lewis and Alex also received their 125 and 250, and have probably worn out their  tyres already!  Paul has also updated his enduro bike to the new Beta 450 RR 4T Racing, the racing model comes with a whole stack of parts specifically for riding flat out. keep posted for a full ride review.

Australian Motorcycle News, Alex steals the lime light

Moto Trials featured strongly in the Vol 58 No13 7-20 Jan 2009 addition of the Australian Motorcycle News coverage of the Northam bike festival.  Alex featured in the opening statements along with a photo of him stirring up Lewis for being injured, and one of him riding.  I don’t know how Alex got so much coverage, it can’t be his good looks because he is as ugly as sin, and I don’t think he has enough money to have paid for it.  Neil and Tim were lucky to get a mention considering Alex’s coverage but it was great to see trials featuring in main stream motorcycle news.  Clearly the crowd loved the trials demos as there was never much spectator room around the area when the boys fired up.  With the new demo trailer I suspect the boys will be featuring in a lot more shows this year.

Moto Dynamics Service Check, Water pump housing

Rev3 models 2003 to 2008 have a magnesium clutch/water pump housing. Magnesium is more prone to corrosion then aluminium. It is recommended to check your water pump to ensure there is not excessive corrosion. No need to drain the coolant unless you wish to change it. Simply lay your bike on its right hand side. Leave the radiator hoses connected. Remove the water pump cover and inspect the water pump area for corrosion. See photos.




















The water pump cover has an O ring that seals it to the housing so it can be re-fitted without the need to replace gaskets etc. Just a smear of water proof grease on the O ring is all that is needed. You will loose a small amount of coolant so remember to top up your coolant. Fill the radiator so that the coolant is level with the bottom of the filler neck where it connects with the top of the radiator. The filler tube needs to be empty to allow for heat expansion. A handy tip for easy fitting of the radiator cap is to shorten the overflow tube so that it is only as long as the diameter of the radiator cap. See photos.










Another handy tip is if you have kids on bikes, connect a hose to the overflow and direct the hose so that it drains on to the exhaust pipe. The idea of this is that if the bike over heats the coolant will drop on the exhaust creating heaps of steam and the kids will notice it, you hope!! It might even be handy for yourself.

Recommended Coolant:
The Beta manual specifies Bardahl Permanent. Beta Australia recommends the use of Motul Factory Line Coolant. Team Beta WA uses Belray No Tox Coolant. Silkolene also produces a coolant recommended for magnesium housings.

Coolant Changes:
The Beta manual specifies changes every 120 hours of operation.

Team Beta WA rider injuries

Both Alex and Lewis have been nursing injuries during Dec.  Maybe they thought Santa would feel sorry for them and give them more presents, I don’t think it worked.  Lewis had a bad crash at the Northam Bike Festival injuring his wrist whilst Alex has had a sore shoulder.  He can’t remember anything particular that would have caused the injury but I’m sure it's not from carrying all his school books home to study.  Anyway they are both back on their bikes practising and riding push bike jumps. 

LEFT- Lewis Nolan

Jeroni Fajardo 4th Spanish Indoor Corunna

Factory Beta rider Jeroni Fajardo finished the 2009 season with a strong result at the Spanish Indoor Championship held in Corunna.  The Spanish Indoor Championship is one of the hardest competitions in trials which has 5 of the top 7 riders in the world Competing. Jeroni finished the round in 4th position only one point behind third place Albert Cabestany. Unfortunately an error in section 4 cost him a ride in the final but a strong ride here will give him a confidence boost for the World Indoor Championship starting at Sheffield on the 3rd of January.

Shaun Morris joins Top Trial Team

Shaun Morris has signed up with Top Trial Team for 2009. Shaun has an impressive list of achievements in his career so far, World Junior Champion 2003, European Champion 2005 and also on our home front Australian Champion 2005. Shaun will be riding the all new Beta Evo in the British championships and other major events in the UK and Italy. Shaun had a serious eye injury around a year ago and he is now back to almost full fitness and ready for the 2009 season.

Northam Motorcycle Festival Photos

NEIL















ALEX















NEIL















ALEX















TIM















NEIL















TIM















Photography- Ben Dumitro

Team Beta WA, Northam Motorcycle Festival

Team Beta WA, Northam Motorcycle Festival

Team Beta WA were at the Northam Motorcycle festival weekend of 29-30th
November show casing Moto Trials, after a frantic week building a new modular
trials demo trailer. If you had seen the old caravan they use to ride
over you would know that it needed some much needed attention. The
caravan was levelled some time ago to just a flat trailer, then things
were at a stand still whilst Neil & Simon were in Europe and the team
contested events over East and the Nationals Championship. Neil designed
the concept on the computer and with every man and his dog on deck work
began on Monday and was finished 10pm Friday night just in time to be
towed the next day to the show.

This was the 3rd Northam Motorcycle festival and the biggest so far with
a round of the Australian Supermotard Championships being run in
conjunction with the festival.

Tim, Neil Lewis and Alex all rode at the demo. Tim was a little nervous
riding the event as work commitments have seen him only ride about four
trials this season and he hadn't been on the bike since the Nats. But
his nervousness was unfounded as he had a brilliant ride. Neil has had
a heap of hours on his bike this year but like Tim hasn't been on his
bike since the Nats due to renovating a house he has bought and building
the trials demo trailer. Lewis and Alex, well we all know they even
sleep on their bikes and Sue serves them breakfast, lunch and tea there
as well.

The demo trailer worked out perfect and saves so much time on set up.
Lewis unfortunately was its first victim (with injury that is). Actually
Neil was the first to crash off it but Lewis copped a wrist injury from
his fall. The main problem was traction. The boxes are covered with ply
and we painted some non slip paint on it, but due to the tight time frame
we weren't able to allow the different coats to dry, so it wasn't long before
the tyres removed the traction grit then things became fun. The only other
injury was Alex when all the girls were fighting over him.

The trials demo was a great success, it promoted the sport, gain some
interest in potential new riders and entertained the crowd. The boys
were fantastic ambassadors for the sport spending lots of time talking
with people, which after riding the demo in the heat is bloody hard
work. We had heaps of trials people past and present popping in saying
hello, too many to name but it was great to see them all. Many thanks
to Leo who was the main co-ordinator looking after the arena and the
riders. Also many thanks to Tayla, Rachael, Shannon Sue, Pete D and
Ben(team photographer) for their support in setting up and packing up.

Simon.

Beta EVO 4T

The much anticipated Beta EVO 4T was finally released at the Milan Motorcycle Show earlier this month. The eagerly awaited 4T comes in a 250 and 300cc configurations. Watch this space for the price and availability.

TECHNICAL INNOVATIONS
Cycle Parts
• Brand new ø 38mm Paioli front fork: more progressive, slide more freely
• New aluminium fork yoke with single-fixing pivoting handlebar risers
• New radiator with greater cooling efficiency
• Lightened wheels with aluminium spoke-nipples
• New wheel bearings, lighter and more compact
• New design for air filter box, provides greater breathing efficiency
• Swing-arm with hydroformed extruded rails: reduced weight with greater rigidity
• Aluminium-bodied shockabsorber with adjustment for preload and rebound damping
• Dedicated rear brake system: less bulk, reduced weight and greater effectiveness
• New engine protection plate with greater rigidity
• New electrical system
• New bodywork design: high ergonomic efficiency, reduced overall dimensions

Engine
• New programmable digital ignition with dual mapping switch (soft and racing)
• New forged conrod and piston: 30% less weight to reduce reciprocating masses
• Innovative exhaust system with a three-chamber mechanical silencer
• New ignition casing

Simon's Beta Evo first look

2009 Beta released.

Beta unvieled their 2009 Beta Evo at the Spainish World Round on Sat 20th Sept. Jeroni Farjardo and Dougie Lampkin did the honours by removing the covers off the bike. Neil and I were lucky to there and were very impressed. Check out the photo's I took at the unvieling.

The 2009 Beta is completely different, new frame and progressive link suspension. Beta have been pioneering the linkless suspension since 2000 with its Rev3 range. Whilst Beta made many modifications to the rear shock throughout the Rev3 range it obviously decided the progressive link system can provide the best performance. From a maintenance point of view it is a shame but if it provides better suspension then thats what it is all about.


Along with the suspension change comes a new frame. Beta have stayed with aluminum using a single box spar from the head stock which is the fuel tank. Then it spreads out to take in the suspension, air box and exhaust. Like all Beta frames this one is a piece art. Neil didn't like the look of the first part of the frame at the head stock, ie the box section but he's sure it will grow on him.

The exhaust system is completely different. The header pipe looks like a power pipe and the muffler is much shorter than the Rev3 which should be less likely to get damaged. The exhaust system is solidly mounted not relying on those rubber mounts of the Rev3.
The radiator top mount is changed not using the rubber mount. It has a pin arrangement that the holds the top of the radiator in place, whilst the two bottom mounts are the same as before. The radiator filler cap is a lot easier to access but it looks like its too long and easy to be damaged in a fall. Also there isn't any top and bottom radiator hoses, both hoses feed from the bottom of the radiator and the thermo switch is different which is hopefully an improvement on the olds one as there were a few that failed. Interesting though the thermo switch is held in place by a C clip not threaded in like the old ones.



















The motor appears to be similar to the Rev3 however the electrics are new with two mapping options. The right hand side crank casing is a bit different which appears to be due to the new electrics. All the electric components are easy to access. The big bore is now 290cc. The front mudguard doesn't have a separate support bracket, it is part of the mudguard.




































The chain tensioner arm is now cast aluminumin. The rear brake disc is now fixed not floating like the Rev3's and a different disc guard. The rear brake master cylinder is mounted at the back of the frame which a vast improvement on the Rev3 for easy access.



















The handle bar clamps are different having a hinge arrangement with only one clamp down bolt.

All in all a tidy looking package, looking forward to getting them. The first bikes should be here in WA by late December. We will have a 125, 250 and a 290 available for test riding. Don't hesitate to give us a call for a test ride, go excuse to go for a practice.

Simon Price.

Northam Motorcycle Festival 29-30th

WA’s most exciting outdoor motorcycle event, the Northam Motorcycle Festival is

back and pleased to announce the latest additions for 2008, bringing even more 

action to Bernard Park this November 29 – 30th. The action over two days includes

-Moto Trials, featuring Australian TDN team member Neil Price

-Supermoto racing, with Italy's #1 and World #2 

-Freestyle Motocross, with Yamaha Showtime Team

-Stunt Riding, featuring Matt Mingay and Movieworld stuntman Cameron Ambridge

There will also be plenty of displays from most of the major manufactures featuring

 there latest releases and accessories. This year the annual Make A Difference 

(MAD) will run in conjunction with the festival, all proceeds going to spinal injury

 research and rehabilitation. For more information on how to get involved with the

 MAD ride, which will take place on the 30th November, visit www.madride.org for

 more information. The ride to Northam will leave from Mundaring at 10am with 

breakfast from 7am. For more information on the Northam Motorcycle Festival 

visit www.northammotorcyclefestival.com.au

Beta Evo

Beta’s proven experience over many years in the trials field (both in competition and production) has enabled Beta to develop an innovative design, light years away from the standards that have defined the concept of the “trials bike” up to now.

 

EVO (an abbreviation of evolution) achieved that objective with results exceeding even our highest expectations. Beta has built a bike aimed to represent the state of the art in lightness and dynamism. Starting from the frame design, Beta developed a brand-new concept, unheard-of in today’s trials bikes, and built the EVO around it.

 

The main technical features of the 2009 models both in 2 stroke version - 125cc, 200cc, 250cc and 290cc - and in 4 stroke version - 250cc and 300cc.

 

  

GENERAL FEATURES

 

The new frame, a single-beam aluminium chassis which simultaneously provides maximum rigidity and reduced weight represents the bike’s bone-structure and functions as its  fuel tank. 

 

Another important change, which has taken a long period of development, is a weight shift of the bike’s centre of gravity, raising it, in order to improve the bike’s dynamic behaviour.  Here too, the results were striking.

 

The redesigned cycle parts contribute strongly to an improved riding feel. Key element is the rear shock absorber with progressive linkage.  This centres the bikes mass along the EVO’s longitudinal and transverse axes.

 

The EVO features completely new bodywork.  Particular attention has been placed in ergonomics as well as an overall reduction in dimensions and consequently weight.

 

The 2-stroke engine’s 290cc capacity is new, replacing the old 270cc. The engine is positioned higher in the frame improving rider feel.

 

The 2-stroke engines are equipped with a dismountable cylinder head, a new generator with dual mapping – soft or racing - and a new exhaust system with an expansion box as the first chamber.

 

The 4-stroke engines are equipped with a dual mapping control unit and a new exhaust system with a three-chamber mechanical silencer to combine performance with reduced noise output.

 

 

TECHNICAL INNOVATIONS

 

Cycle parts

 

• The innovative character of the single-beam aluminium frame, with its integrated fuel tank is based on a principal beam formed by extrusion. This houses the fuel supply, with forged crosspieces front and rear completing the structure.

Beta has optimised use of metal thickness and sections at points of maximum stress (finite element analysis was used for the frame calculations). This also allowed Beta to achieve targets in terms of lightness, rigidity and compactness not achieved in previous designs.

• The 38 mm forks are also new. They are the result of exclusive joint development by Beta and Paioli. The redesigned fork inner components are distinguished by the extensive use of light alloys and by sophisticated management of extreme hydraulic effects (damping). This is all fitted into a very light and compact design, with a 600 gram saving in weight. The result is a smoother and more progressive operation compared to any front suspension Beta has used in the past.
• The top yokes are now made from super-light aluminium fork, 150 grams lighter than in the past, fitted with pivoting single-fixing handlebar risers for easy and quick maintenance.
• The EVO’s wheels have been lightened, with new aluminium spoke-nipples, and lightened wheel-spindles fitted with more compact wheel bearings.
• The new aluminium swing-arm works by means of a progressive leverage system. Beta’s R&D department, using extruded and hydro-formed rails, designed this important element. This is a process that shapes the swing-arm by water-pressure, with a view to correct distribution of thickness so as to limit weight and increase rigidity.
• The new monoshock has an aluminium body with adjustment for spring preload and rebound damping.
• The rear brake system has been designed from scratch for EVO. The object was to reduce bulk and weight, at the same time increasing braking efficiency and precision. The rear master cylinder and its mounting to the frame are new, as is the calliper and its fixing system to the swing-arm.  Furthermore, both the 160 mm diameter disc and the brake pedal are new.
• The engine protection plate is more rigid than in the past thanks to the insertion of reinforcing platelets between the frame forgings and the plate itself, the most stressed point.
• The electrical wiring system has been completely revised.
• The radiator is the result of fresh research. It now uses a different coolant circulation layout, designed to ensure greater cooling efficiency. It has a new temperature sensor mounted on the radiator.
• The air filter box also is based on a novel design concept, aimed at minimising pressure drops on the intake stroke and so maximising performance.

 

 

Engine

 

·       ·         The choice of 290cc cylinder capacity was dictated by the search for greater versatility in use, to satisfy both competition riders’ need of performance and leisure riders’ request for more power and torque at low revs.

The power plant is located noticeably higher than in our earlier models, because of the benefits this brings to the bike’s dynamic behaviour by optimising the position of the centre of gravity.

·       ·         The generator with its external pickup is new, with a higher power output and a programmable control unit with dual mapping (soft and racing) selectable by means of a switch.

·       ·         The ignition casing has also been reshaped to accommodate the new ignition components.

·       ·         The combustion components have been redesigned.  The cylinder head can be dismantled into two pieces.

·       ·         The conrod and the new piston are forged. Result: 30% less weight, to reduce reciprocating masses combined with a noticeable reduction in engine vibration.

·       ·         Finally, the exhaust system has been reconfigured to feature an expansion chamber which combines better performance with an audible reduction in noise output.

 

 

 

TECHNICAL  DATA

 

EVO  2T – 290cc  250cc  200cc  125cc

 

 

CHASSIS

 

Frame            Single wave aluminium beam

Wheel base            1305 mm

Maximum length 1990 mm

Maximum width 850 mm

Maximum height 1115 mm

Seat height 660 mm

Ground clearance 310 mm

Footrest height 345 mm

Dry weight 69 kg  -  68 kg for 125

Fuel tank capacity 2.6 litres

Reserve 0.5 litres

Cooling system 600 cc

Front suspension Hydraulic fork 38 mm shaft

Rear suspension Hydraulic monoshock with linkage

Shock stroke 60 mm

Front wheel travel 165 mm

Rear wheel travel 180 mm

Front brake 185 mm disc with 4 piston calliper

Rear brake 160 mm disc with 2 piston calliper

Front rim 21 – 1.6 – 32 spokes

Rear rim 18 – 2.15 – 32 spokes

Front tyre 2.75 x 21

Rear tyre 4.00 x 18

 

 

ENGINE  BY  BETA

 

Type - Single cylinder, 2 stroke, 

liquid cooled, lamellar induction in crankcases

Capacity, bore, stroke 

- 290         289.1 cc         78 mm         60.5 mm

- 250         249.7 cc         72.5 mm         60.5 mm

- 200         197  cc         64 mm         60.5 mm

- 125         124 cc         54 mm         54 mm

Compression ratio 

- 290         9.5 : 1

- 250         8.9 : 1

- 125         14 : 1

Ignition Electronic AET 12V – 85W

Spark plug         NGK  BR7ES

Lubrication         70 : 1 full synthetic 2 stroke oil

Carburettor         Keihin PWK 28 mm

Spark advance     Variable 2 stage – soft or racing

Clutch         Wet multi disc with cush drive

Primary transmission 20/71

Transmission       6 speed

Secondary transmission  

- 290         11/42

- 250         11/41

- 125         9/43

Engine oil         550 cc

  

 

EVO  4T – 300cc  250cc

 

 

CHASSIS

 

Frame            Single wave aluminium beam

Wheel base            1305 mm

Maximum length            1990 mm

Maximum width            850 mm

Maximum height            1115 mm

Seat height            660 mm

Ground clearance            310 mm

Footrest height            350 mm

Dry weight            72 kg 

Fuel tank capacity            2.6 litres

Cooling system capacity 600 cc

Front suspension            Hydraulic fork 38 mm shaft

Rear suspension            Hydraulic monoshock with linkage

Shock absorber stroke 60 mm

Front wheel travel            165 mm

Rear wheel travel            180 mm

Front brake            185 mm disc with 4 piston calliper

Rear brake            160 mm disc with 2 piston calliper

Front rim            21 – 1.6 – 32 spokes

Rear rim            18 – 2.15 – 32 spokes

Front tyre            2.75 x 21

Rear tyre            4.00 x 18

 

 

ENGINE  BY  BETA

 

Type - Single cylinder, 4 stroke,

 4 valves, chain driven single overhead

 camshaft, liquid cooled, roller rockers

Capacity, bore, stroke  

- 300         297.3 cc         84 mm         53.6 mm

- 250         249.6 cc         77 mm         53.6 mm

Compression ratio  

- 300         11 : 1

- 250         11.5 : 1

Ignition         Electronic

Spark plug         NGK  CR7EB

 

Carburettor       Mikuni

Spark advance   Variable 2 stage – soft or racing

Clutch         Wet multi disc with cush drive

Primary transmission 18/63

Transmission         5 speed

Secondary transmission 11/42