Kit Palmer | August 21, 2024
Beta says 125s have always held a significant role in its lineup, “serving as a crucial platform for developing the talents of future stars in the sport without compromising on racing performance.” I say, please just keep 125s in your lineup because they are fun!
Photography by Kit Palmer
The small but growing Italian manufacturer Beta has always built 125s for the European market, where 125s are still going strong. In the U.S., however, 125cc off-road two-strokes is a niche market that, a while back, Beta felt was worth tapping into since we had so few to choose from. In 2018, Beta jumped into the 125cc two-stroke off-road market in the U.S., boasting an all-new from the ground-up 125cc RR. It wasn’t a foo-foo low-cost 125 for beginners that had been pieced together from a previous model or borrowed from another manufacturer; the 2018 125 RR was all its own, a serious motorcycle built to perform, and it did. Since then, the 125 RR has kept on performing via ongoing upgrades. However, it got its most significant upgrade since 2018 with the 2024 model, the 125 RR Race Edition.
Beta offers its 125cc RR off-roader in two versions: the premium 125 RR Racing Edition and the standard 125 RR. We’re focusing on the Race Edition here.
If you don’t want to get noticed, then don’t buy this bike. Isn’t she a beauty?
Ingredients | 2024 Beta 125 RR Race Edition
The Beta’s liquid-cooled, two-stroke engine, which has a near square-bore 54 x 54.5mm configuration, has been redesigned. It features an all-new cylinder and power-valve system that Beta claims work together to enhance power delivery. The new Beta Power Valve (BPV) system, combined with updated porting, results in “more responsive performance, allowing the engine to ‘spin up’ more quickly,” says Beta. Not only that, Beta claims the 2024 engine delivers more peak horsepower while preserving torque characteristics.
The bike is carbureted via a 36mm PWK Keihin that feeds the cylinder via a crankcase induction system with Moto Tassinari V-Force reed valves. The bike requires premixing for top-end engine lubrication. To start the engine, you must kick it—there’s no electric button, in the name of saving weight and improving reliability for racing.
Since the 125 RR Racing model is considered a closed-course race bike, its factory-built aluminum muffler does not include a spark arrester.
The Beta 125 RR Race Edition is fitted with the good stuff, like KYB suspension.
A six-speed transmission distributes power to the ground along with an O-ring chain, and a Brembo hydraulically operated clutch aids gear changes. A new molybdenum steel double cradle frame holds everything in place while allowing quick access to the air filter. A plastic subframe is removable.
To slow things down, the Beta relies on Nissin calipers with Galpher discs.
As for suspension, just because it’s a 125 doesn’t mean it doesn’t get the good stuff. The Race Edition does. Up front, you’ll find a top-of-the-line 48mm AOS closed-cartridge KYB fork that is fully adjustable and, in the back, a single KYB shock that is also fully adjustable, including high- and low-speed compression damping. You have more than 11 inches of wheel travel to play with at both ends.
Like all Beta off-roaders, the 125 RR Race Edition is sprinkled with several off-road amenities, like wide billet machined aluminum footpegs, ZF-manufactured sprockets, a quick-release front axle pull with a red anodized alloy lever, a grippy seat cover with a built-in card holder, a quick-release seat, hand guards, a skid plate, a sturdy side stand, and a pseudo headlight/taillight combo. And they all look high quality—even the red chain guide. The transmission oil filler cap, engine oil filler cap, and oil filter cap are also anodized red aluminum. The shift lever and rear brake pedal are black anodized. Rims are black, as well. Yes, the Beta is a looker. In my opinion, there is none better than 125 RR Race Edition or Beta’s complete line of Race Edition off-road models, for that matter. A drive back from the desert with the Beta 125 RR Racing in my truck once netted two thumbs up, a honk, and a “nice 250!” from a neighborhood kid pedaling past as I entered my driveway.
The Keihin carbureted is well jetted.
Brraaaapp!!!! | 2024 Beta 125 RR Race Edition
I might have graduated from the Youth class decades ago, but I still enjoy twisting the throttle on a 125cc two-stroke. After riding the 2024 Beta 125 RR Race Edition, I think back to a few months ago, wishing now I had ridden this bike instead of Beta’s 430 RR Race Edition in this year’s Nevada 200. It’s not because the 430 isn’t a good motorcycle, but the 125 RR Race Edition would have been a ton of fun. I’m not exactly a stranger to 125s. I’ve got 125s revving in my blood. I used to ride them a lot. In my younger days, I chose to compete in the 125cc class—when they used to have that class—in several ISDE two-day Qualifiers that I competed in around the country. I rode 125s mainly for the fun of it and their light weight, with a half-hearted attempt to actually qualify for the ISDE. What I would’ve done for a bike like this back then, when I had to build my qualifier bikes out of motocrossers, usually a Suzuki RM125 or a Honda CR125R. Any production 125cc two-stoke off-road bike at that time was, I’ll say it nicely, junk, but I do remember one time riding a stock Cagiva 125cc in Michigan that wasn’t half bad.
The 2025 Beta 125 RR Race Edition has everything I was dying for from a 125cc two-stroke off-roader back in the day and even now—primarily torque. The Beta has plenty of that—for a 125cc two-stroke, of course. It’s not enough to make you lazy or complacent like a four-stroke or big-bore two-stroke, but it does help make the Beta 125 surprisingly easy to ride and helps you maintain your momentum from turn to turn when you’re in a hurry.
Engine modes: Sun for race, Rain for trail.
Speaking of being in a hurry, the Beta 125 RR Racing Edition is downright fast! It will get you to where you want to go as quickly as anything else as long as there are no steep hills and the straights aren’t so long that larger-displacement bikes can stretch their legs. (Regarding top speed, I saw 65 mph on the Beta’s speedo once on a long and smooth dirt road and felt like it might’ve had a bit more to offer.) But it would take a little more work and skill to hang with your friends on bigger bikes while constantly trying to keep Beta in the sweet spot, which is nothing unusual for a 125 and not too hard on the Beta. On a 125, there is less room for error, but the Beta gives you a lot more room than your typical 125 two-stroke motocross bike-turned-off-roader, thanks to its torquey-for-a-125 engine. Done right, and the little Beta rips on the trails and will even perform well on a motocross track. Beta says the 125 RR makes 38 peak horsepower, which is pretty good for a 125.
The Beta has a two-way “map” switch. You have Sun mode and Rain mode depicted on the switch. Sun (aka “race”) mode is standard, while Rain (aka “trail”) mode retards timing to improve torque and help control rear wheel spin. The difference is noticeable. The Beta’s power valve can also be adjusted to alter when you want the engine to “come on the pipe.” All three are useful tools for fine-tuning the bike’s power characteristics.
Steep hills are the Beta’s worst enemy, but that isn’t the Beta’s fault—it’s just a 125 thing. They only have so much power and lugging capabilities, but the Beta deals with hills better than most 125s. Luckily, the Beta’s clutch can take a lot of abuse and has an ultra-light pull. On mostly level ground, the little Beta chugs well and never stalls.
Not only is the Beta fast but it’s also torquey (for a 125).
Shifting is very smooth and takes little effort; it’s almost like the Beta has a built-in quickshifter but with a better feel.
After six years in the States, Beta has the 125 RR’s jetting down. Our bike ran crispy clean despite showing some tailpipe drool after rides, even following the manufacturer’s seemingly lean recommended 50:1 premix ratio.
As simple as it is to start the Beta—usually no more than three quick jabs on the stubby kickstarter lever—I still missed not having electric starting, like the standard 125 RR model and KTM 125 XC have. I understand why the Racing Edition doesn’t and it makes sense. Still.
The bike is incredibly easy to maneuver, making you feel superhuman as it turns, jumps, and stops with minimal effort. For this, you can thank the Beta for its snappy power and light weight. The Beta weighs just 207 pounds off the showroom floor but probably closer to 220 pounds on the trail. Even then, the Beta feels like a feather on the trail. Add in the Beta’s excellent KYB suspension package, which was well-sprung for my 165 pounds, and you have a very good-handling motorcycle.
The Beta’s translucent fuel tank holds 2.5 gallons, which isn’t bad, but you’ll burn through it quickly when you ride it aggressively, which is the only way you should ride this motorcycle.
The Beta 125 RR Race Edition is surprisingly easy to ride at slower speeds.
The Enemy | 2024 Beta 125 RR Race Edition
The $8999 Beta 125 RR Racing Edition has only a few natural predators here in the U.S., mainly the KTM 125 XC ($8499) and Sherco 125 SE Factory ($7999), which, from our experiences with these bikes, are formidable foes, and they are priced less. However, Beta’s standard 125 RR retails for $$8599, which is more in line with those bikes, but for just $400 more for the Racing Edition, you get a lot of bang for the buck with the upgraded KYB (versus Sachs) suspension components, a few higher-end gismos, and, perhaps best of all, the beautiful blue and red coloring as opposed to the all-red of the standard model. The standard model, however, comes with electric starting but is not oil-injected like the other two-strokes in Beta’s RR line.
Italian brand TM offers a fuel-injected 125cc two-stroke off-roader, the TM EN 125 Fi Enduro ($8664), but we haven’t ridden (or even seen one) in recent years. KTM and Husqvarna also offer 150cc two-strokes.
We had just as much fun riding the Beta 125 RR Racing Edition in the desert as we did on tight singletrack.
End Of The Trail | 2024 Beta 125 RR Race Edition
Fortunately, Beta is one of the rare motorcycle manufacturers that recognizes the value of 125cc two-strokes. These bikes are great for young riders and racers transitioning to more powerful machines. Even experienced riders like myself can benefit from riding 125s, as they are incredibly effective at correcting bad habits. In an ideal scenario, having both a larger “main” bike and a 125cc in the garage would be perfect for honing skills and having fun during the week. However, the Beta 125 RR Racing Edition is so impressive that it could easily serve as the only bike in your garage if owning two bikes isn’t feasible. The 125 RR Racing Edition is fast, lightweight, and user-friendly. Essentially, when riding on the trail, the Beta 125 RR Racing is about as good as a 125cc two-stroke bike can possibly be.CN
2024 Beta 125 RR Race Edition Specifications
| MSRP |
$8999 |
| Engine Type |
Single-cylinder 2-stroke w/ BPV power-valve |
| Displacement |
124.8cc |
| Cooling System |
Liquid |
| Bore x Stroke |
54 x 54.5mm |
| Compression Ratio |
15.2:1 |
| Ignition |
AC-CDI Kokusan |
| Fueling System |
Carburetor, Keihin PWK 36mm |
| Lubrication System |
Premix |
| Clutch |
Wet multi disc |
| Transmission |
6-speed |
| Final Drive |
O-ring chain |
| Frame |
Molybdenum steel, double cradle w/ quick-access air filter |
| Front suspension |
48mm KYB AOS close-cartridge fork, fully adjustable |
| Rear suspension |
Single shock, KYB 46mm body, fully adjustable |
| Front-wheel travel |
11.6 in. |
| Rear-wheel travel |
11.4 in. |
| Front Brake |
Single 260mm floating disc |
| Rear Brake |
Single 240mm disc |
| Front Rim |
21 in. |
| Rear Rim |
18 in. |
| Tires |
Maxxis |
| Wheelbase |
58.1 in. |
| Seat Height |
36.6 in. |
| Ground Clearance |
12.8 in. |
| Weight (dry, claimed) |
207 lbs. |
| Fuel Capacity |
2.5 gal. |
| Country of Origin |
Italy |
