2025 Beta RR X-Pro 300 Two-Stroke & 390 Four-Stroke Review

Sometimes, keeping up with the seemingly ever-changing world of model designations and names is difficult. Some manufacturers are more guilty of this than others. Like Beta, the Italian manufacturer that is now known for its top-of-the-line, high-performing off-road motorcycles. The latest rebrand is Beta’s new RR X-Pro line.

The RR X-Pro line replaces the former RR “enduro” line, which stood alongside the company’s premier RR Race competition bikes. Essentially, the RR line got the boot because it wasn’t different enough from the RR Race models. The only real distinction between the two that anyone really cared about was the RR’s Sachs suspension components versus the Race’s higher-spec KYB suspension, the RR’s oil-injection system against the Race’s premix system, and a lower MSRP. However, it still wasn’t low enough to persuade buyers to choose the standard RRs over the RR Race bikes. Thus, Beta had to take action to make the enduro line more appealing to those interested in high-performance trail bikes rather than full-on race bikes. The X-Pro is Beta’s answer. The X-Pro range positions itself between Beta’s entry-level easy-to-ride two-stroke Xtrainers and full-competition RR Race models.

Similar to the earlier “enduro” RR line, Beta offers multiple “single-track” X-Pro options, including 125, 200, 250 and 300 two-strokes and 350, 390, 430 and 480 four-strokes. We rode what we anticipate will be the line’s most popular X-Pro models—the 300 two-stroke and the 390 four-stroke.

What’s New

Most of the X-Pro two-strokes and four-strokes share many of the same components and updates, like their frames. The X-Pro frame, constructed from steel, includes a central backbone incorporating feedback from Beta’s motocross team. According to Beta, this results in a larger backbone that offers less flex and a lower seat height.

The X-Pro’s newly designed 48mm Sachs ZF SHC front fork is lighter than the previous Sachs fork on the RRs. The new fork features a single spring on the right-side tube equipped with a preload adjuster, while all fork compression and rebound damping occurs on the left side. Beta claims this single spring setup gives you a more stable and “planted” feel and allows the fork to react better due to reduced friction.

The rear Sachs shock has been revamped with updated valve settings to synchronize with the new fork. Compared to the RR Race models, the X-Pro bikes have slightly less wheel travel at both ends, contributing to the X-Pro’s lower seat height, which is just under an inch less.

Xtrig’s isoelastic handlebar mounts, which minimize vibration, also complement the new fork.

The X-Pros also feature a headlight, taillight and meter, a larger rear brake master cylinder, a two-position map switch, a coolant recovery tank, a front rescue strap, a translucent fuel tank, a skid plate, and a reshaped seat with softer padding.

Graphics, coloring and bodywork are also new and are even more contrasting to the RR Race models than the RRs were.

The obvious difference with our two test bikes is their engines. The 300 is powered by a 296.6cc carbureted two-stroke counterbalanced engine, and the 390 by a 385.6cc fuel-injected four-valve four-stroke. Both use a diaphragm-style clutch system with six-speed transmissions and final-drive O-ring chains.

 

Unlike the RR Race two-strokes, the X-Pro two-strokes are oil-injected (so there is no premixing), and the X-Pro four-strokes offer a traction-control switch. (There is no traction control on the 300.)

According to Beta’s numbers, at 237 pounds, the 390 weighs nine more pounds than the 300 (228 pounds). The 300 also has a tick more ground clearance than the 390 (12.5 inches versus 12.2 inches) and has approximately half an inch lower seat height (36.4 inches versus 36.8 inches).

The X-Pro 300 sells for $9899, and the 390 for $10,399, a difference of $500 and $800 from their RR Race counterparts.

The Trail Less Traveled

Don’t think for a second that the X-Pros are “dumbed down” foo-foo bikes just because they’re referred to as “single track” or trail bikes. Not long ago, these bikes would have been considered premier off-road racers, and I wouldn’t hesitate to compete on either one today in a local enduro, cross-country, or desert race. Yes, the RR Race editions are more desirable for those seeking an edge in racing due mainly to their up-spec suspensions, but the X-Pro 300 and 390 also perform well when ridden aggressively. You’ll just want to stiffen up their suspensions a bit.

You immediately notice the X-Pros’ lower seat height and somewhat softer suspension compared to the RR Race edition models we have reviewed in the past. I prefer the X-Pro’s lower seat height, even with my 6’1” frame and long legs, as well as the cushier suspension. The RR Race’s KYB suspension, which is factory-set to be stiffer for aggressive riding, can essentially be tuned to anyone’s preference, but right out of the box, the X-Pros we rode were dialed in perfectly for my 170 pounds when riding at a mellow to moderate trail pace. The 300 excels in slow, technical environments filled with rocks, roots, and potholes, and when lifting might be in order. It offers good balance and action but isn’t exactly designed for big jumps, large whoops, or high-speed riding. The same can be said for the 390.

Their Nissin disc brakes are very capable and have excellent feel.

As similar and good as both these bikes are, they are two very different animals on the trail. The 300 is more hyperactive than the 390. The 300 is very sensitive to bumps, reacts instantly to rider feedback, feels light, and keeps you on your toes, while the 390 is all these things, too, but toned down a notch or two. The main difference is, of course, their motors and weight. While they are both very powerful yet manageable, the 300 demands a little more of your attention regarding throttle management. On the 300, the same amount of twist from the throttle to loft the front end over a rock or log as the 390 could result in an embarrassing loop out because of the 300’s snappier power delivery and lighter weight; things just happen quicker on the 300 than on the 390. Some riders like that, others don’t. Changing engine modes, from standard to “rain,” tames things down just a bit.

Another big difference is engine braking—the 390 has a lot, and the 300 has none or very little. As a result, the 390 has more front-end diving when you close the throttle, which translates into a little more work for the rider.

Despite its nervous two-stroke nature, the 300 is easy to ride and a lot of fun on the trail. It has excellent bottom-end performance and pulls smoothly and consistently until you’re ready to shift up a gear. The 390 is even smoother. It also offers a lot of controllable power and is delivered in a more relaxed four-stroke manner, and you don’t shift as much. Even diehard two-stroke fans will acknowledge the smoothness of the 390’s engine and how easy it is to handle. The 390 can find traction where the 300 might struggle, yet both bikes perform well at ultra-low rpm; the 300, however, does it a bit better. The 390 may stall before the 300, but stalling in general is not a concern on either bike.

The 390’s traction control option is effective when the trail is ultra-dry and you’re riding over loose rocks. You can feel the difference, even though it’s not drastic. But it is a nice touch.

Both run well out of the crate, especially the 300. It’s no wonder Beta isn’t rushing to switch to fuel injection with its two-strokes; why bother when it works so effectively? The fuel-injected 390 also has excellent fueling.

Like the 390, you can pour straight gas right into the 300’s translucent fuel tank, which is wonderful.

Can’t Go Wrong

You really can’t go wrong with either bike. They are high-performance trail bikes that are very raceable, but if you want that competitive edge, you’ll want the RR Race editions primarily for their high-spec suspensions. However, the X-Pros are plenty capable of going fast.

If you’re into the more technical side of off-roading, the 300 is excellent for that because of its agile handling, lightweight, and snappy power delivery, whereas the 390 is great for more “flowy” single-track riding where you can easily maintain your momentum and speed. However, the 390 feels noticeably heavier than the 300 and may tire you out a bit more quickly when things get spicy on the trail.

If you’re a four-stroke rider considering switching to the dark side, the 300 is the way to go, and vice versa if you’re a two-stroke fan. Either way, you can’t go wrong with either one. CN

Specifications

 

Click here to read the 2025 Beta RR X-Pro 300 Two-Stroke & 390 Four-Stroke Review in the Cycle News Digital Edition Magazine.

 

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