Kit Palmer | June 16, 2023
Don’t let its name fool you. The Xtrainer from Beta is better than you think.
Photos by Kit Palmer
The Xtrainer is modeled after its much-loved RR racing cousin, the Beta 300 RR, but, according to Beta, tweaked for the entry-level rider to make it as easy as possible to ride (but experienced riders will appreciate that, too). Beta started with the 300 RR because who doesn’t like a 300cc two-stroke for off-roading? Almost no one. From there, Beta lowered the seat height by nearly an inch, from 36.6 to 35.8 inches. This was priority number one. Beta mainly accomplished this by taking away some wheel travel, about an inch at both ends. The Xtrainer uses Olle suspension components versus the RR’s higher-end (and pricier) Sach’s or KYB components that come on the RR Race Edition.
Next, power was tamed a bit; it is a 300, so there is plenty of power to work with here. One of the obvious methods Beta uses to harness the Xtrainer’s power is the restrictive exhaust pipe. Just look at that header pipe! It’s noticeably smaller than the RR’s.
Check out the small-diameter header pipe. You can trade it out for a normal-size exhaust pipe if you want some more pop and revs from the engine.
2023 Beta Xtrainer | What’s New?
The 2023 Xtrainer isn’t a whole lot different than the ’22. Changes might be few, but all are welcomed. Most apparent is the new red versus white coloring, which might not make it any easier to ride but sure makes it easier to look at.
The lead-acid battery is gone, replaced by a lithium battery, and we all know what that means—lighter weight, smaller size, greater performance and longer life. Just don’t let it sit for too long without use. Lithiums can be finicky when it comes to charging and are expensive to replace. But since you’ll be riding the Xtrainer so much, that won’t be a problem.
The fuel tank holds slightly more this year, 2.32 gallons from 2.25. It’s not a lot more, but we’ll take it. The tank is also translucent now, so you can see how much fuel you don’t have. Another huge bonus.
Tuned for torque. The Xtrainer’s 292cc two-stroke oil-injected engine is made to crawl. It’s not a revver but can still move along.
The cost-effective Olle suspension has improved significantly over the years.
The new Xtrainer has a larger volume airbox and a new rear subframe to maintain its narrow profile due to the larger airbox. Inside the airbox, the air filter cage is restricted to help mellow the power output. The RR cage will fit but you will likely need to make some jetting changes if you chose to swap that out.
That’s about it as far as changes, except for the price. MSRP went up $300, from $7999 to $8299.
Experienced vet riders who still like riding technical trails but want to wick it up every now and then will enjoy the Xtrainer.
2023 Beta Xtrainer | Happy Trails
We lived with and thoroughly tested the 2022 Beta Xtrainer last year and when it gets down to it, performance-wise, not much has changed between old and new, though the ’23 is a little easier to live with thanks to that new see-through fuel tank. And it’s nice to know that when you’re out far in the hills, you have a little extra gas in the tank. But, again, nothing has changed much when you’re on the trail, and we are okay with that because the Beta Xtrainer is an outstanding off-road motorcycle in so many ways. Our only gripe is its name.
Beta should ditch the “trainer” in Xtrainer and simply call it 300 X or something like that. “Trainer” makes it sound wimpy or not cool, though Beta says the “trainer” part is meant as “training,” as in sharpening your riding skills and getting better, even if you’re already an experienced rider. Okay, we get that, but this bike isn’t about training in our mind because it’s an honest-to-goodness all-around motorcycle capable of many great things, including racing. Okay, hitting the Nevada desert whoops at high speed in a hare and hound isn’t one of them, but extreme enduros and especially spirited single-track trail riding are. Hear that? That’s the South Carolina woods calling the Xtrainer’s name.
The Xtrainer is versatile. From tight woods to rocky deserts, the Xtrainer can tackle it all. The more technical the better, though.
The Xtrainer’s ultra-torquey, non-revvy motor, versatile six-speed transmission, light weight, high ground clearance, skid plate, low center of gravity and close-to-the-ground seat height inspire shiploads of confidence, and the Beta’s Olle suspension is way better than it was a few years ago. Higher-end KYB components would be better, of course, but it would also push the Xtrainer’s price into RR territory. We might’ve said whoops aren’t the Xtrainer’s cup of tea, but you’ll be surprised just how fast you can hit them before you start to pucker. Beta found a suitable happy medium for the Xtrainer’s base suspension settings.
Overall, there are many things to like about the Xtrainer and hardly anything not to like. One of our favorites is its oil injection system, which means no premixing gas with oil. Once you’ve lived with an oil-injected dirt bike, you’ll never want to go back. Same with electric starting, which is the norm for 200cc and up two-stroke off-roaders these days. (You can add kickstart as an option if you want a backup.)
We like using the Xtrainer’s adjustable dual engine maps, depicted by a rain cloud and the full sun on a switch connected to the left handlebars. The nice thing about the Xtrainer’s maps, you can actually feel a difference. Want more change? You can also fiddle with the adjustable exhaust power-valve, but you will have to pull over and pull out an Allen wrench to make a change; it might not be very convenient, but it is definitely worth having.
A slim profile makes for easy maneuvering. Seat height is approximately an inch lower than its full-race 300 RR cousin.
We like the Xtrainer’s hydraulically operated clutch with an ultra-light pull and excellent feel. And the clutch rarely winces when you abuse it. We’re also happy Beta fitted the Xtrainer with a radiator fan.
The Xtrainer’s high-end Nissin brakes are strong and borderline grabby. Newer riders will have to get used to the feel, but more experienced riders will like it.
A headlight and enduro-style computer that includes speed, an odometer, two separate trip meters, and an hour meter are convenient, as is the aluminum kickstand that tucks nicely out of harm’s way.
Like a trials bike, the Xtrainer is nearly impossible to stall and will chug its way through anything. It will then snap to attention if asked.
Our Xtrainer was fitted with FIM-stamped Shinko 216MX tires with shorter knobbies than usual. The Shinkos are fine for “normal” riding while you’re still learning the bike. You can swap them out for your favorite knobbies with more bite when they wear out.
What didn’t we like? Nothing major, but the non-functional blinker switch that operates the phantom blinkers is a bit weird (and it forces the map switch to be mounted farther away from your thumb). And does the bike really need a horn? But, if you live in a state where you can street-legalize it, the built-in horn and blinker switch will make that job a little easier.
Overall, the Beta Xtrainer is a wonderful off-roader. The Xtrainer may lead you to believe this bike is for beginners only, but it’s not. Yes, fledgling off-roaders will indeed love the Xtrainer, but so will the experienced off-roader who is more interested in tackling technical trails, and maybe even an extreme hard enduro or two, than top-end speed. But you can still wick it up on the Xtrainer with a fair amount of confidence to scratch that speed itch we all get from time to time. Despite jumping in price a little bit, the Beta Xtrainer is still worth every penny. CN
2023 Beta XTrainer Specifications
| MSRP: |
$8,299 |
| Engine Type: |
Single cylinder, 2-stroke |
| Displacement: |
292.3cc |
| Bore x Stroke: |
73 x 69.9mm |
| Cooling System: |
Liquid |
| Compression Ratio: |
11.55:1 |
| Exhaust Valve: |
Beta Progressive Valve (BPV) |
| Ignition: |
AC-CDI Kokusan |
| Map Switch: |
2 engine modes |
| Spark Plug: |
NGK GR7C18 |
| Lubrication: |
Electronic oil injection |
| Oil Tank Capacity: |
650cc |
| Carburetor: |
Keihin PWK 36mm |
| Clutch: |
Wet Diaphragm-style |
| Transmission: |
6-speed |
| Starting System: |
Electric / backup kick lever optional |
| Final Drive: |
O-ring chain |
| Frame: |
Molybdenum steel / double cradle w/quick air filter access |
| Front Suspension: |
Olle 43mm inverted fork w/ adj. damping |
| Rear Suspension: |
Olle steel body single shock fully adjustable |
| Front-Wheel Travel: |
10.6 in. |
| Rear-Wheel Travel: |
10.6 in. |
| Front Brake: |
Single disc w/ 260mm floating rotor / Nissin |
| Rear Brake: |
Single disc w/ 240mm rotor / Nissin |
| Front Wheel: |
21 in. |
| Rear Wheel: |
18 in. |
| Tires: |
Shinko |
| Wheelbase: |
57.8 in. |
| Seat Height: |
35.8 in. |
| Ground Clearance: |
12.6 in. |
| Dry Weight (claimed): |
216 lbs. |
| Fuel Capacity: |
2.4 gal. |
