BETA 390RR X-PRO & CLASSIC DB SPOOFS: THE WRAP

MotoFactory · 18 июля, 2025

Each year there comes a time when the shop is empty. Most of the 2025 models have been returned and there are no 2026 models to take their places yet. The last of the 2025 models we tested was the Beta 390RR X-Pro. This is in what Beta calls its trailbike line, as opposed to the the Race Editions and the RC motocross bikes.

The Beta 390RR X-Pro takes trail riding to its highest level.

Let’s be clear: calling a motorcycle a trail bike is no insult. It is perhaps the highest, most difficult calling. The Beta 390RR X-Pro has all the same technology and sophistication as the bike that the Liqui Moly Beta Supercross team is racing. It has the same engine architecture, the same basic geometry and was created by the same brain trust. But where the Supercross bike has to do one thing and one thing only, the X-Pro has to be proficient at everything—from trials-like obstacles to mountain fire roads and maybe even a little pavement. It has to appease rank beginners as well as high-level pros.

This is a 2025 model, and you might already know that Beta just announced its 2026 X-Pro models. The new version won’t have big changes, because last year it got a major revision. That included a new frame that was adapted from the 450RX motocross bike, a lower seat height, new bodywork and a bunch of other updates. The 2026 model adds only a few more details. They include a larger rear axle, a new front brake caliper, a coolant recovery tank and more durable radiators. For riders out west, the really big news is that the X-Pro models will be available as California green-sticker models. Those bikes will arrive in fall 2025.

Versatility is the calling card of the X-Pro series. In some states, they can be licensed as dual-sport bikes.

This bike, like all the X-Pros, has a Sachs ZF fork, a Sachs shock, Nissin brakes and a distinct lack of accessories. There are no hand guards, no GPS and nothing to drive the price even higher. It’s still not cheap unless you compare it to other European off-road bikes. The 2025 price for the 390RR X-Pro is $10,399. That’s $800 less than the 390RR Race Edition and $1600 less than a KTM 350XC-F.

Here’s what you really need to know: for real trail riding, it’s hard to do much better than the 390. We’re not talking about racing; this bike is all about the pure joy of trail riding, where comfort, ease of riding and versatility are more important than anything else. The most difficult aspect of the trail bike mission is engineering a power delivery that can perform all the requirements. That’s where the 390 truly excels. It has incredible low-end performance. It will run all day long at freakishly low rpm and never stall, never cough and never hiccup.

When you find a little room to rev it up, the Beta has decent peak power, but it’s not going to keep up with 450 race bikes or 300 two-strokes. In theory, peak power is more like a 250F motocross bike, but those bikes are in parallel dimensions and would never meet in the real world. The Beta is all about going everywhere in the off-road world—from slow to fast, from tight to wide open. It has a six-speed gearbox, so when you find yourself on a dirt road, you can take it up to 60 mph for long stretches and not have to scream it. The exhaust has a comparatively soft voice that won’t rattle your skull after hours in the saddle. The vibration is light, although if you find yourself on smooth dirt or pavement, you should balance the wheels.

Sadly, the Beta 390 has already left the DB shop. If you look around, you can find them still at dealers. The full test will appear in the August, 2025 print edition of Dirt Bike.

WHEN JIMMY HOLLEY JUMPED THE SHARK

This photo has been shared on social media a number of times over the years and has a fun backstory. It was originally published in the April 1984 issue of Dirt Bike and shot by none other than Super Hunky himself. Back then, every April there was a spoof story of some kind, and this one was about allegedly riding a Harley-Davison Tour Glide in the Blackwater 100. The photos are amazing and feature Jimmy at Indian Dunes. For posterity, here is the original story as it appeared in that issue 41 years ago, written by Rick Sieman.

Back then there was no Photoshop to modify color photos, but back and white photos were fair game. it just took scissors and glue.

CAT QUICK AND GRIZZLY TOUGH

When the delivery man poked his head into the plush DB outer offices and yelled, “Hey, I got a bike to deliver here. Which one of you guys gets it?” There was a mad scramble down the heavily carpeted stairs to the parking lot.
A largish truck was there, back doors open, and the various magazine editors tumbled over each other like so many circus clowns in order to see what there was to see. The rad guys from MXA got there first, frowned, and turned away, no doubt heading off to their cramped and dark offices to ogle the latest in sticker technology.
The gentlemen from MOTO peered in and shrugged, “Hmmph. It ain’t a moto-crosser. It’s got a headlight on it. That means an enduro bike and anything enduro means that scoot’s for Dirt Bike, fer sure, fer sure.”
We pocketed our switchblades, garrotes and deadly Ninja master links, then peered into the bowels of the truck. Yes, by Jove, there was a bike in there. After much tugging, grunting and a good deal of vile cursing, the driver rolled the bike down a groaning metal ramp and stuck a greasy clipboard out to us. “Sign here and it’s yours.”
We signed.
It was.
The staff of Dirt Bike walked gingerly around the motorcycle and examined it in a highly scientific, thoroughly professional manner.
“What is it?” asked the Wolfman.
“Why is it?” quipped Clipper.
“Gentlemen,” said the Hunk, “you are looking at a Harley-Davidson motorcycle. The machine is American made and has a long heritage of winning flat-track races. In fact, they dominate the sport.”
“Hey,” grumbled Wolflips, “I saw a flattrack race once and that thing is no flat-tracker, you can bet on that.”
“That,” snapped the Hunk, “should be more than clear. It’s obvious from the headlight and taillight that this is an enduro bike and a street-legal one, at that. We shall test it as such.”

WHAT TO DO, WHERE TO TURN, HOW TO TEST?
Because the Harley was clearly a new model and a totally new concept, it was apparent that it had to be put to a rigorous Dirt Bike acid test. Thus, the DB staff, in their infinite wisdom, decided to enter the Harley in the Blackwater 100 for a real race test. A quick call to race promoter Dave Coombs revealed the surprising fact that there were still entries open in the Over 1000cc class. For a moment we considered entering the Harley in the Four-Stroke class (you see, the H-D is a four-stroke (win!), but decided to go for the gold with the big bores

SETTING UP THE H-D FOR A REAL MUD RUN
Not being familiar with the new Harley, a call was placed to Milwaukee in search of hot tips and race prep suggestions. After spending considerable time with a night watchman named Fred (we keep forgetting about that time-zone differential!), we still weren’t 100 percent sure as to how to set up the Harley. Fred’s comments were:
1. Run ‘er in real good, till you get the tickity-ick sound out of the valves.
2. Don’t use anything but Marvel Mystery oil in the primary case.
3. If you have to stop, always stop at the top of a hill in case you gotta bump start her.
4. If you got to stop real quick, lay her down on the right side so’s you don’t bust up the shifter.
5. Make sure you got the one with the springs in the saddle and keep them springs oiled real good, or the squeaks will drive you crazy.
6. Don’t use the carb as a footpeg, or you’ll screw up the float level, and gas will drip on your socks.
7. Never put more than 300 pounds of gear into the saddle bags, and if you do, don’t put all 300 pounds in one side. Balance it out real nice.
8. For wet weather, apply a thick layer of train-wheel grease over all the electrical connections.
9. Don’t ever stand up on the floor boards when they’re wet, especially if you’re wearing penny loafers–way too slippery
10. If the raised white letters on the tires are touching the ground, run some more air.
Armed with all this valuable information, the DB crew did a quick once-over on the H-D. checking all nuts and bolts carefully. Before we got the Harley muddy, the gas tank was drained and the bike was placed on the incredibly accurate DB scale. Whoa, boy! The needle pointed at 781 pounds, telling us that this was, indeed, the heaviest four-stroke we’ve ever tested. Still, the large and powerful engine, we felt, would more than make up for a few extra pounds.
Other critical measurements were taken For those who are technically oriented, here they are: 3.147, 19 inches, 1580cc, 19 degrees, 0.20mm to 0.25mm and the ever important 14/56. Spoke nipple sizes were not taken, as the H-D came with no spokes running instead a set of revolutionary mag wheels! Talk about a technological breakthrough!
PRE-RACE RACING
Naturally, we put some time in on the Harley before it was shipped off to West Virginia for the 100-mile hare scrambles race. The bike was entered in a number of local events and placed first in class every time. We don’t understand why there aren’t more entries in the Over 1000cc class, but, quite frankly, that’s not our problem. Hey, we’ve got the trophies!
Initial testing revealed some pluses and minuses about the Harley. On the good side, the front end does not leap up in any unwanted wheelies. If you want that front end to claw at the sky, you’ve got to work at it and that’s the way it should be.
We found that the wide-ratio wide-ratio five-speed gearbox was no problem, even on some of the tightest tracks. Having disc brakes at both ends was quite a treat. (How about it, Honda?)
On the negative side, we must admit that the extra weight could be felt, especially when negotiating the dreaded double jumps at the ‘Dunes. Even star tester Gentleman Jim Holley noted, “Man, landing was like a dead horse falling from a 200-story building!” Needless to say. Jim kept the cross ups, clickers and pancakes to a minimum and rode the H-D in a conservative fashion. Wins were recorded in the Over 1000cc Pro class, the Over 1000cc Vet class and even tester Kate Smith pulled off a win in the Over 1000cc Women’s Vet class.
COPYING HUSKY?
A close look at the rear end of the Harley shows that it sports dual shocks a la Husqvarna. These dampers are massive and make the Husky Ohlins look like Eberhard Fabre No. 2 pencils. A stout swingarm made of solid steel keeps flex to a minimum, at a slight weight penalty something in the range of 40 pounds or so.
Up front the telescopic forks are highly advanced and do not run the more-or-less conventional fork boots seen on most machines. Instead, the H-D runs steel covers. We cannot imagine flying rocks and sand pitting these fork tubes.
Welcome was the low saddle height of 29.62 inches. In this day and age of 38-inch plus seat heights, the Harley is most assuredly a step in the right direction. A glance at the spec sheet indicated a five-gallon tank. No need to place a call to any of the accessory folks for this baby.
ADJUSTING TO THE INNOVATIONS
At first we wondered about the wisdom of running things like the clear plastic screen up front, but we soon found that we finished all our races and riding sessions cleaner than ever
While we liked the idea of a resettable speedo, the tachometer was strictly out of place. On a DT-1, sure. On a modern hike … c’mon,
Unlike many sharp-edged footpegs, the Harley’s pegs are large and flat, offering enough gripping surface for several people. Neither the brake nor the shifter was a folder, but both were mounted high enough so they would not snag on rocks.
Our biggest gripe was the shape of the bars and the large grips. We found it too hard to stand up with the rear-swept bars, so, violating Gary Bailey’s riding tips, most of the time we spent sitting down. Which brings us to what must be the most comfortable saddle ever to be on an enduro bike This unit is actually big enough for two people, if you can believe that.
At first we were thrown by the lack of a regular kickstarter, but we soon got spoiled by the electric start setup. It made us hate to think of firing up our regular race bikes. That kickity-kick stuff has got to go
LET’S TALK TORQUE
The low-end power put out by the Harley makes a 760 Maico feel like a blender. This sucker pulls without whimpering. We even managed to do a fifth-gear start without slipping the clutch. Try that on a KTM 495 and you’ll stall.
At 1340cc (80 cubic inches), the Harley puts out a staggering 22.4 foot-pounds of torque at a mere 3600 грm. Part of this is no doubt due to the small 35mm carb-that serves the fuel to both cylinders. We plan to slip on a pair of 40mm Bings to see what happens. It should rev out.
Believe it or not, the engine has a double row primary chain transmitting the torque. We thought this went out with the last generation of Maicos. Still, it never required servicing and seemed plenty strong.
BIG BITS AND LARGE PIECES
Tires and wheels at both ends are 16-inchers, which helps keep the center of gravity low. They put down a big footprint, but the pattern is more suited to street than dirt. Federal regs rearing their ugly head again? On the plus side, the MT90 x 161 tires are six-ply, which should make them highly rock resistant.
Control cables are beefy and should last a long time, but we found the clutch pull on the hard side. When we called Terrycable about a quick fix, the phone went dead.
We’re used to seeing bark busters on enduro bikes, but the Harley had its mounted very low, probably to protect the rider’s legs. A good idea, but one that takes some getting used to.
The H-D could use some additional ground clearance. Whenever we got some serious sky over a jump, the frame rails could and would bottom on the ground. Still, more clearance would raise the center of gravity. Again, everything seems to be a trade-off as far as engineering goes
The wide fenders, front and rear, kept mud from flinging over the test riders, but we wondered if they might be mounted too low and thereby let mud collect.
BLACKWATER BOUND!
Our test bike drew a lot of stares at the town of Davis, West Virginia, site of the Blackwater 100. New bikes tend to do that to people. Initial testing in the bogs revealed plenty of power, but way too much wheel slippage. A quick phone call to Fred, the night watchman at the factory, gave us the cure. We installed a 16-inch snow tire on the rear and ran low pressure in both tires.
After sign-up, we slipped some numbers on the Harley and got ready for the race. Stock, the bike was geared for well over 100 miles per hour, so we didn’t have to worry about running out of gearing on the fast sections.
RACEDAY
Without going into boring details, let’s just say that we ran away with the Over 1000cc class. The water crossings didn’t give us any trouble, but the bike got stuck in one bog for a real long time. In fact, it’s still there now. But that doesn’t bother us right now, cause we’ve got a class win at the toughest race in America. You can take a look at the photos to see our test Harley in action.
THE BOTTOM LINE
Sure, the H-D is a totally new concept, one that many people will have trouble accepting. Detractors say that Harley should have made a more conservative machine instead of such a radical space age bike, but we’re not so sure. All we can say is this: If you do get stuck in the bogs with the H-D, there’s enough storage space aboard so you can carry plenty of sandwiches and beer and just have a picnic right on the spot. Can any other four-stroke make that statement? We think not.

As a side note, Rick Sieman loved to poke fun at Ron Griewe at Cycle World. They were both wonderful and funny people. The “Cat Quick and Grizzly Tough” subhead was actually a shot at Griewe from the cover of the January, 1981 issue of Cycle World in reference to the 1981 Honda CR450R, which Rick considered a terrible motorcycle. Rick misquoted Ron slightly, but the point was still clear …

WHILE WE’RE AT IT …

Here’s another classic from 1974. This one was supposed to run in April but was held and actually appeared in the May, 1974 issue. It was written by George Wegner.

It seems that someone has finally come up with a surefire waterproofing technique. In the town of Ann Arbor in Michigan, there lives a man so dedicated to the sport he loves that he has spent more sleepless nights than he cares to recall just diligently working in his shop.

He has not only found the best method for waterproofing, but he has found a way to mix the best of both of his worlds: riding his bike in the dirt and scuba diving. The thought of doing them both at the same time inspired him past mere genius. That man is Peter “Gills” Dill.

Realizing his greatness in this, his finest creation, he decided that the world should know. His signs of genius shine on into the night. He knew that the only way to get a fair evaluation of his brainchild was to give it to the “MASTER TESTERS” at DIRT BIKE.

The inventor with his Aquavarna amphibian.

Needless to say, our pants were wet at the chance to test this fine example of Ann Arbor ingenuity. We decided to meet at Lake Michigan for a test session. You will note in the photos that the scuba regulator is interfaced with the rider (Gills) and a second hose coming from the regulator connects directly to his specially modified Husky air box. This enables the bike to be ridden completely submerged. He decided to use his Husky for the prototype because it seemed to be as afraid of water as his cat. Hence the name Aquavarna 450 UB (Underseabike).

The base for his waterproofing goo (he refuses to reveal the exact formula) is Elmer’s Glue and malted milk balls. No less than four 55-gallon drums of WD-40, scattered about his workshop, give cause for us to suspect that he has very close ties with this company. We further suspect that this is the most important ingredient in his concoction.

Test day: a quick fist fight helped us to decide who would be the first to go under. I fired up the “Aquy” and opened the valve on the regulator. Due mostly to excitement, in this my first great underwater adventure, I had forgotten to start breathing through the mouthpiece and gagged slightly on the thoroughly polluted lake water. Onward and downward, bubble, bubble, bubble …

My first sensation was one of slow. motion. Which indeed it was. Because of the tremendous force of the water, our test bike was geared extremely low. Although I was just getting on the pipe in fourth, according to the instruments I was doing only 14 knots. The gearing seemed just right. When I was tapped out in fifth, the force of the water was about to wash me off the seat. Far out. Just the thing to keep my arms in shape.

Traction could only be described as fantastically moist. As I dodged old car bodies and Suzuki 400s lying peacefully on the bottom, I looked back to see 40-foot rooster tails suspended in the water like curtains. Beautiful!

Launching myself off a sand bar, I found I had time to execute several aquabatic maneuvers. We must invite Jacques Cousteau to film our next test session. I’m sure he would be happy to help Gills in designing a streamlined underwater fairing.

Every small ledge, giant clam or sand dune was used as a berm. The technique I found easiest for turns was to plow deep into the muck and crack the throttle wide open. This lifted the front wheel so that you could lean the bike over and set it down in the direction in which you wished to travel. It’s truly a beautiful experience. All in slow motion, of course.

Crashes (wipeouts) were especially fun and quite painless. You would merely settle to the bottom. This inspired a really berserk riding style. Frantic!

I was having such fun that I forgot about the time. I surfaced with enough air for only about half of a lap on our new underwater test course.

Before long, we had all gotten in three air tanks’ worth of riding under our weightbelts. Then we crowded around Gills’ wet dream and proceeded to discuss power and handling characteristics. It was our unanimous opinion to attach fins or rudders to the back side of each fork leg to aid in cornering stability. This addition, along with Gills’ suggestion of using AquaVelva instead of fork oil, helped handling at all speeds greatly.

Anyone interested in preparing their scooter for underwater competition, please contact Peter here at DIRT BIKE. He has agreed to join our staff as “Special Underwater Consultant and Test Editor.”

We feel that he will be very helpful when the wave of popularity for this new sensation hits us. In the near future, he and Rondo Talbot will be opening a new cycle park off the coast of Delaware. The course can be found directly under the path of the Cape May-Lewes ferry. You can’t miss the sign: Neptune’s Cycle Park.

They may close the deserts, but we still have the oceans, the seas, the lakes, the rivers.