| May 20, 2016
We recently had the chance to ride two high-end dual-sport bikes at the Nevada 200 and thought it was a great opportunity to compare the Beta 500 RS (left) and the Husqvarna FE 501 S (right) against each other.
Story and Photography by Adam Booth
If the image of an XR650L or DRZ650 floods your cerebral cavity when you hear the term dual sport, clear your mind and prepare to redefine what a dual-sport bike can be. Dual sport is no longer synonymous with bulky, heavy, or slow. The 2016 Husqvarna FE 501 S and 2016 Beta 500 RS are two examples of dual-sport awesomeness that is lighter, faster and more nimble than ever.
Even in stock trim, these machines are more off-road worthy than most road-oriented dual-sport models. They have turn signals, a horn, EPA legal mapping and DOT approved tires, but take away those items and you have full-blown off-road versions offered from the same brand. For U.S. consumers the major players in this “hardcore” dual-sport world include Beta, Husqvarna and KTM.
You can read the original magazine story by clicking HERE.
Testing 1…2…3…
Testing consisted primarily of off-road riding because these machines are really just off-road enduro bikes. We did put some time in on the road but without balanced wheels and with plenty of trails, the road isn’t very pleasant. Our main testing was done over three days at the Nevada 200 Trail Ride (CLICK HERE) on a variety of terrain at a range of altitudes. Ultimately it doesn’t matter the altitude with fuel injection. Those with a death grip on the carb might want to relax the hold, the future is here now when it comes to performance and it’s injected. Both bikes received small gearing changes from stock to boost rideability at the event. In stock form, the Beta was closer to useable on tight single track and all we did was go down to a 13-tooth front sprocket from a 14, leaving the 48 rear and utilizing the stock chain. On the Husqvarna FE 501 S the stock gearing is pretty darn tall. So we went down to a 14-tooth front and up to a 48 on the rear, still utilizing the stock chain. These gearing changes make first and second much more usable in the tight sections and reduced the gap between gears without hurting asphalt cruising speeds too much. We also ditched the stock tubes for heavy-duty tubes on both bikes. We did this so we could drop a little pressure for more traction and not worry about flats.
We weren’t able to acquire a KTM 500 EXC for this comparison but in our past back-to-back riding experiences between the Husqvarna FE 501 S and KTM 500 EXC the bikes are fairly similar, using the exact engines and both based on a similar chassis (KTM uses the PDS shock while the Husky uses linkage). They aren’t exactly the same, but they are much more similar to each other than they are to the Beta. If you absolutely bleed orange we apologize for not having the KTM 500 EXC in this comparison, it is a worthy opponent to both of these bikes.
2016 Beta 500 RS
272 lbs (full tank of gas) $9799
Last year’s 2015 500 RS was carbureted, but the 2016 Beta RS (actual displacement 478cc) is now fuel injected. 2016 marks the addition of fuel injection to every four-stroke in the Beta line. We loved the performance of the carbureted 500 RS but didn’t like dealing with jetting changes at high altitudes. EFI nearly guarantees proper engine performance at all altitudes and is a welcome addition. Ditching the carb wasn’t the only change for 2016, Beta revised the intake ports and the exhaust cam has a new profile for a more linear power delivery. Many of the engines screws are now 7075 aluminum rather than steel for increased weight savings. Beta also outfitted the 500 RS with a larger battery to improve starting while the engine is hot. A new ignition also supplies 200 watts to help power the EFI and provides quicker battery charging. A plastic, more protective skid plate replaces the aluminum skid plate from 2015 and to improve water drainage, the air box underwent revisions as well. The airbox cover fasteners are now more secure and dependable.
In the Sachs suspension department the fork enjoys internal revisions to improve overall action, with an emphasis on increasing resistance to bottoming. The Beta 500 RS doesn’t use a basic speedometer/odometer computer; it features a very trick Trail Tech Voyager GPS unit. Lights indicating low-fuel level and electronic fuel-injection system diagnostics have also been added to the 500 RS. Handguards are now standard equipment on the RS. To make checking the fuel level easier, the smallish 2.0-gallon fuel tank is now translucent.
Husqvarna FE 501 S
273 lbs (full tank of fuel) $10,599
The 2016 Husqvarna FE 501 S (actual displacement of 510cc) received minor revisions, starting at the front of the bike. The front axle is now 22mm (down from 26mm) and the CNC triple clamps have a new 22mm offset. The smaller axle repositions the fork feet, resulting in less offset and increased trail while the new offset triple clamps decreases trail, balancing out the front of the bike. The clamps have been revised to optimize flex. Boosting off-idle performance, the FE 501 S gets a slightly heavier crankshaft than the off-road-only FE. The DDS clutch basket is now 80 grams lighter with an updated pressure plate aimed at better modulation and durability.
With the changes made to the front-end geometry, the WP 4CS fork received new settings, designed to accommodate the new offsets from the fork and triple clamps. The WP shock also has revised damping settings to compliment the new geometry and settings of the front end. Non-wraparound fork protectors have replaced the full-wrap guards, making it easier to clean, remove, and replace. Both front- and rear-brake rotors are new by GFK. The 2016 FE 501 S also has an improved seat cover to improve grip.
Riding The Beta 500 RS
The past 10 years has seen the Italian company known as Beta prove their worth and solidly establish themselves in the off-road and dual-sport world. Beta no longer gives anything up to the Austrian built KTMs and Husqvarnas, providing off-road riders another quality option when searching for the perfect bike.
The 2016 500 RS engine is pure delight. We are even more pleased that Beta nailed the mapping on the first year. For those intimidated by a full-fledged 500, Beta also offers a 430 RS, but don’t let the 500 RS scare you, it is a nice engine that provides ultra smooth power. Sometimes EFI creates light switch-like power off idle, creating a jerky response when navigating technical terrain. The 2016 500 RS delivers power reminiscent of a friendly, well-tuned carburetor off idle, which means it’s smooth and very controllable. Through the mid and into the top is where the 500 RS engine really shows off, pumping out big power that pulls even the biggest riders with ease up the biggest of hills.
We spent a lot of time with the 500 RS in a variety or terrain, coming to appreciate the predictability and overall stability. In classic Beta form, the 500 RS feels like it has a long wheelbase even though it measures the same as other bikes in the class. The Sachs suspension improves every year and 2016 is the best ever for the TK company. The Sachs fork stays up in the stroke nicely, helping to keep the bike balanced even under hard braking and big descents. Minor initial-stroke harshness is noticeable but it is more a direct feel of the terrain and doesn’t translate into outright deflection. The 500 RS doesn’t always float over rocks and sharp obstacles, it transmits a bit of the terrain to the rider, but stays stable and straight through nasty trail. The Sachs shock offers a ton of comfort and works nicely. The 500 RS handles faster speeds nicely, staying up in the stroke and providing decent bottoming resistance. Keep in mind this is a trail riding set up (think overall comfort) so big g-outs and hammering desert whoops isn’t really on the menu for the 500 RS, but it comes pretty close.
Overall quality is excellent on the 500 RS. The brakes are top notch, wheels are nice, it features a hydraulic clutch, the turn signals are durable, and thanks to EFI, you stab the starter button and go ride quickly. It is cool that Beta knows with EFI you don’t need two throttle cables to handle a small throttle body with an easy-to-turn butterfly. The old two-cable system from carburetors is overkill. Thanks for figuring that out Beta.
If we can quibble about anything on the Beta we’d like to see a little more plushness worked into the fork for harsh obstacles and a larger stock gas tank would be awesome. We teased the 55-mile range mark on the stocker and could probably get 65 miles depending on terrain and riding style. So, it’s not a low-mileage bike, but the competition has more range. There is nothing to complain about in the engine department on this Beta, it is flat out impressive!
Riding the Husqvarna FE 501 S
Manufactured in Austria, in the same factory as KTM, current Husqvarna motorcycles share a lot with the orange brand. Every year the two names separate themselves a bit more and the differences between a dual-sport Husky and KTM are fairly substantial. Both bikes share the same powerplant and similar frames/chassis. The major difference is the WP suspension system. Currently, KTM uses WP’s PDS shock and swingarm system and WP 4CS forks while the Husky uses linkage with the WP shock and WP 4CS forks. Husqvarna also uses a polycarbonate subframe and different bodywork.
The 2016 Husqvarna FE 501 S engine is easy to ride while providing more power than most mortal riders need. Again, don’t let the displacement numbers scare you, the delivery is smooth, controllable and only answers with the amount of power you ask for. If you want to ride a gear high and live right above idle, using the abundant torque, the 501 S is more than happy to oblige. Waiting patiently for just a twist of the right hand is a very strong mid and healthy top end pull. The important takeaway from modern 500cc dual-sport bikes is they offer the rider a choice of aggressive or mellow riding style, depending on your mood. Once in a while under hard decel the 501 S gives out a soft popping. Not a backfire, really, but a muffled pop. This is related to the emissions system and depending on riding style, annoys some riders more than others. It doesn’t affect performance.
The Husqvarna FE 501 S suffers from suspension/chassis setup pickiness. Compounding the problem is an under-performing fork in stock form that is severely under-sprung for the power and weight of the bike. The WP 4CS fork has a tendency to fall down in the mid-stroke, eventually resulting in a harsh feel over consecutive bumps and rough terrain. Sag settings for the rear shock are vitally important as well as clicker adjustments to get the bike as balanced as possible. When dialed in with proper sag (105mm-110mm) and some experimenting with fork height, the 501 floats through rough obstacles with a nice plushness. The 4CS fork will still load up, hang out in the mid, and dive under braking due to the softer springs but a little more sag can help the issue. The real fix is stiffer fork springs. At higher speeds the overly soft fork creates a twitchiness and unsettled feeling to the 501 S. The soft forks also dive under braking/decel, making cornering more work due to the unsettled chassis that left the bike unbalanced. The squishy front end also gives the Husky a sluggish feel in the soft and loose conditions. The 501 S handling shines in technical terrain and riding at slower speeds over rougher ground. The precise handling is welcome when swerving through tight trees and navigating switchbacks. The quick handling also makes the 501 S feel less heavy than its scale weight of 273 pounds. Last year’s seat cover was as slippery as they come and was nearly unrideable. Thankfully, Husky heard the cries and the 2016 seat cover offers up good grip and great comfort.
Our issues with the Husqvarna 501 S all come down to the under sprung fork. Unfortunately, something as simple as a soft front end affects the entire balance and handling of the bike. Lighter riders can enjoy the 501 S with perfect sag settings, but if you are over 175 pounds the first step to enjoying the 501 S will be addressing the soft forks. The engine package is simply amazing and the overall quality of the parts that make up the rest of the 501 S is an industry standard.
WHAT WE LEARNED
The Beta 500 RS and Husqvarna FE 501 S look completely different, they feel different, and they perform differently, but in the end they are very much alike and the people buying them likely want similar things. They are top performing off-road dirt bikes that happen to have a license plate and can legally cruise down any public road. We rode these bikes back-to-back for three solid days, switching numerous times a day between each bike to fully understand the differences.
The Beta is the more aggressive of the two big dual-sports in this test. From the chassis and suspension tightness to more nimble handling and more pep in the power delivery, the Beta is more like a competition off-road bike than the Husqvarna FE 501 S. The Beta is much less particular about setup to be effective. The Husky requires careful attention to clickers and sag to perform properly. For the Caliente, Nevada terrain—mostly loose and sandy with higher speeds, the Beta was an overall better setup in stock from. The Husqvarna favored the tighter first and second gear technical sections picking through boulder fields, sharp rocks and swerving through the trees. It has a much more precise handling/steering geometry than the Beta. The Husky torque is magic at low rpm, delivering massive usable power but not overly exciting power. Controlling the power on both bikes is consistent and smooth thanks to hydraulic clutches.
These bikes are 50-state legal dual-sport machines so the exhaust tone is pleasant and within street legal standards. The Beta muffler flows more freely, providing a deeper, throatier sound. This slightly more open exhaust gives the Beta an edge when it comes to power output and strongly contributes to its more aggressive power output. The Husky is very quiet.
Both bikes come stock with Michelin Enduro DOT tires and in general are good all around rubber. The back tire doesn’t offer a lot of performance in deep sand or mud but when running a heavy-duty tube and reduced air pressure, the traction is good, especially in rocky terrain. For a full day ride, the Husqvarna seat and more plush suspension offers slightly more comfort. If you are a tall rider, the Beta offers up a roomier cockpit and an overall longer feeling package. Smaller riders prefer the ergos on the Husky.
If cruising down the freeway at 80 mph for extended periods of time is your jam, look elsewhere for a commuter. Like we’ve said before, these bikes are only turn signals, tires and slightly different mapping from being full-blown enduro off-road bikes.
Every state is different, but in California officials know the rules on dual-sport bikes, so to stay low profile and not draw attention, we like to leave these bikes’ stock blinkers on even if they don’t look as sweet as small aftermarket units. In the past, turn signals would break off if you sneezed near them, now they are pretty darn durable. After hundreds of miles, some minor crashes and a lot of abuse, neither bike had a blinker issue. They aren’t super sealed and get some dirt inside but that can be cleaned.
With EFI bikes putting out impressive power numbers, we hope manufactures will outfit bikes with better headlights, but until then we’ll ride at night, navigating by what resembles candlelight if using stock lights. Both of these bikes pump out more than enough juice to power bright aftermarket units. It’s really nice that the Beta comes with hand guards as standard equipment but they are pretty flimsy. If you plan on hitting them against anything more than the wind, change them out. The Husqvarna hand guards are really good for stockers. The Beta kickstand is pretty terrible, the foot is small and using it requires the perfect ground surface. The Husky kickstand is liveable. If we can make a suggestion, ditch the stock mirrors and go with a foldable mirror that doesn’t get in the way when off-road. We are big fans of the DoubleTake mirror, if folds away quick and easy.
If you aren’t familiar with the Beta brand, don’t let that detract you from considering a Beta for your next dual-sport purchase. Beta also has a Build Your Own Beta program that lets you customize your Beta before it ever gets to your dealer, making it truly a custom bike for you. You can take the $800 difference in price and add on a Rekluse or some other cool aftermarket hop ups.
Hopefully this comparison gives you a better understanding of what dual-sport bikes have to offer and a better understanding of what style of bike might fit your riding and size. In our opinion, the Beta favors higher speed, more open riding while the Husqvarna shines in rougher, more technical terrain. Either way, the differences between the two bikes doesn’t detract from the overall big picture that is consumers have never had better choices for riding a dirt bike with a license plate hanging off the back. CN
SPECIFICATIONS: 2016 Beta 500 RS
Engine: Single cylinder, 4-valve, 4-stroke
Displacement: 478cc
Bore x Stroke: 100 x 60mm
Compression Ratio: 12.1:1
Fuel System: 42mm throttle body EFI
Clutch: Wet, multi-disc clutch, Brembo hydraulics
Transmission: Six-speed
Frame: Chromoly steel
Subframe: Aluminum
Front Suspension: 48 mm Sachs USD fork, adjustable compression and rebound, TFX technology
Rear Suspension: Aluminum Body Sachs shock w/adjustable rebound and hi/low speed compression
Front Brake: 260mm disc w/ 4-piston caliper
Rear Brake: 240mm disc w/ 2-piston caliper
Front Tire: Michelin Enduro, DOT; 90/90-21”
Rear Tire: Michelin Enduro, DOT; 140/80-18”
Seat Height: 36.6 inches
Wheelbase: 58.1 inches
Ground Clearance: 12.6 inches
Weight: 272 (full tank fuel)
Fuel Capacity: 2.0 gal.
MSRP: $9,799
SPECIFICATIONS: 2016 Husqvarna FE 501 S
Engine: Single cylinder, 4-valve, 4-stroke
Displacement: 510cc
Bore x Stroke: 95 x 72mm
Compression Ratio: 11.8:1
Fuel system: Keihin EMS w/ 42mm throttle body
Clutch: Wet, DDS multi-disc clutch, Brembo hydraulics
Transmission: Six-speed
Frame: Chromoly steel
Subframe: Cross-linked Polyamide
Front Suspension: Fully adjustable 48mm inverted WP 4CS closed cartridge forks; 11.8 inches of travel
Rear Suspension: Fully adjustable linkage-assisted WP shock; 13.0 inches of travel
Front Brake: 260mm disc w/ 4-piston Brembo caliper
Rear Brake: 200mm disc w/ 2-piston Brembo caliper
Front Tire: Michelin Enduro Competition IV; 90/90-21”
Rear Tire: Michelin Enduro Competition IV; 140/80-18”
Rake: 29.5°
Seat Height: 38.2 inches
Wheelbase: 58.3 inches
Ground Clearance: 13.6 inches
Weight: 273 (full tank fuel)
Fuel Capacity: 2.4 gal.
MSRP: $10,599
Brent Harden (Black MSR Gear)
Helmet: MSR MAV3 MIPS Helmet
Gear: Ascent Jersey/Pant
Glove: MSR Impact
Goggle: X Brand
Backpack: Ogio Flight Vest
Boots: Gaerne SG-10
Jesse Ziegler (Grey/Orange Klim Gear)
Helmet: Bell Moto9 Flex
Gear: KLIM Mojave Jersey/ Mojave In-the-boot Pant
Glove: KLIM XC
Goggle: KLIM Radius
Boot: SIDI Crossfire2
Packs: KLIM Fuel Hydration Pack, KLIM Scramble Pack tool belt
You can read the original magazine story by clicking HERE.
For more Cycle News Off-Road motorcycle reviews, click HERE.
For more Beta motorcycle reviews, click HERE.
For more Husqvarna motorcycle reviews, click HERE.