KTM 530EXCR vs. Beta 450RS: Dual-Sport Shootout

Test and photos by: Doug Byers & Michael Hannas

 

We start our shootout with two of the most well equipped dual-sport motorcycles in the game: The KTM 530EXCR and the Beta 450RS. Both of these bikes are first generation dual-sports, street legal in all 50 states. Both bikes have a horn (beep beep makes for trail fun!), turn signals, mirrors, speedometers, DOT tires, headlights and locking steering stems.  The KTM even has a keyed ignition, while the Beta does not. This would appear to be a bonus point for the KTM, as we found out; it can be a big problem if you load the bike up in your rig to go for a ride like your normal dirt bike and then drive hours to get there and realize you left the key at home.  Doh! On the Beta, you may not need a key to start it, which makes things easy for you and thieves, but you do need to make sure you remember the on/off switch goes in the out position to be on before you try to start it.  This wouldn't have been such a problem for us had we not already left the switch on and killed the battery, then proceeded to turn the switch off and kick the bike for half an hour, troubleshooting why it wouldn’t start.  Oh, and it was on that same day we left the KTM key at home and had already made the drive to the ride spot.  Double Doh!  We flicked the switch back on and it fired second kick.  Nice to still have a kickstart on the Beta and the KTM, maybe we could’ve bump started it anyway.  We’ll call it even between the two at this point.

The staff at 2WheelTimes.com has waited a long time for a manufacturer to finally "get it right" and offer the public a high quality off-road capable dual-sport machine.  A bike that can connect those killer riding trails that are separated by small stretches of "Street Legal Only" pavement or county roads, provide the ability to run into town and get gas and something to eat on those longer adventures, race competitively in your local enduro, or even rip to work when the truck is in the shop or you just feel like a little main street moto action.  You can do all this and more with these two bikes!

First off, we know what you're thinking: "How can you test a 530 vs. a 450 and make it fair?" Easy, this test is not about all out horsepower or torque; it's about exploring where these bikes shine and where they might need a little polishing. It is obvious that the 530 will make more power and be faster than the 450, but that is not the key.  We have ridden the KTM 450 and the Beta 525RS as well in the past year and chose the bikes we did for the shootout to highlight the best traits and characteristics of each manufacturer and to widen the difference between the two.  More on what exactly this means as you read on.

We tested both units in a variety of terrain ranging from tight nasty single track (thanks to our local enduro club for the arrow markers) to more open jeep trails and fire roads. Heck we even took them on the payment too.  Obviously, the pavement is not what these bikes were designed to be the best at. You can do pavement riding but with either one you are basically riding a dirt bike on the street.  Where these bikes shine is anywhere there is some soil, and that is what we concentrated our testing on.

The 530 comes very well equipped. KTM went with their mid-level WP suspension package. Although not the same as the closed-cartridge units on the SX and XC lines, they are very good components for this application. What KTM did get right was the valving stacks. The forks and shock work well together, providing a balanced ride in most types of terrain, assuming you took the time to set the sag, which is still very important with the linkless KTM rear suspension. Even big air natural terrain outdoor courses can be attacked on the big KTM, but don’t try any supercross. It handles whoops and rocky sections well, not doing anything funny or deflecting all over the trail like some motocross bikes tend to, and giving just enough cush without wallowing all over or bottoming out. One compliant we had with the suspension action was the amount of rear wheel chatter we experienced while braking heavily in rough conditions.

The brake package is Brembo front and rear with steel-braided lines. Perfect feel, very powerful, and top quality. Both the clutch lever and brake levers provide lots of adjustment for all sizes of feet and fingers.  The brakes are super strong yet still progressive and can haul this beast down from triple digit speeds. What? Yes, triple digit speeds, don't forget this Austrian race-bred machine has a silky smooth six speed gear box that provides the right gear for any situation and a top gear that will let you “break the century mark.” The clutch is a Brembo hydraulic unit that is sick. It works all the time, stays adjusted to the right point and requires very little maintenance. The brakes, clutch and gearbox leave little room for improvement. Nice job KTM.

The wheels are just plain sick, from the polished oversize hubs to the oversized spokes & nipples matted to black Excel rims, although the black rims do get dinged up if you ride in the rocks a lot or are careless with your tire irons.  For tires it came with a Metzeler 6-Days front and rear, we fitted ours with heavy-duty tubes also. Both tires are DOT legal but still give good feel and traction in most any condition.  While not quite as grippy as a dirt only tire, they last well, and are totally legal if you do get pulled over on the road by the heat. It all bolts to a chassis that is basically last year's SX frame: 4130 chromoly with an aluminum detachable sub frame and a specially-designed swingarm.  KTM has found that sweet spot of turning really well and still being stable at speed.  Guess all those championships count for something eh Mr. Knighter.

The controls and handlebar are all top shelf and "ready to race" right out the box, although we fitted some handguards to our machine for brush control.  The gas tank is a good size, however for these types of bikes we really would like to see at least a 3.5-gallon tank. The tank does have a reserve position on the petcock and it comes in handy around the 60 mile mark, believe us.  The seat is still hard but decent for a stock seat and will work for most average size riders, DB not included at 6’5”  he opted for the Enduro Engineering tall seat.  The best mod you can make to any dirt bike, says the big guy. We also eventually installed a FMF Ti-Q4 mated to the stock header.  The stock tail/brake light blinker assembly got tossed after the first few rides for a Sicass Racing LED setup. Very sano plug and play stuff, plus much more dirt bike friendly with blinkers that don't get kicked off by your boots on the first ride or tip over.

The Beta 450RS uses an 07’ KTM engine in Beta’s own chromoly chassis with a conventional rear linkage set-up.  That’s right, if you’ve been wishing for a KTM with linkage, this is as close as you can get.  The frame construction looks similar to the KTM as does the swingarm, with the exception of the centrally-located shock and linkage underneath.  The Beta has a low center of gravity and looks like it carries the KTM engine lower in the chassis than the Austrian machine.  The motor is the older-generation KTM RFS from 2007, which Beta says they chose because it is more proven and better suited for the type of rider they were targeting.  Compared to the snappy quick-revving newer 450 and 530 KTM engines, the older one used in the Beta 450 and 525 has a slower-revving, more chug-a-lug, old-school four-stroke feel to it. Also the Beta uses a screw-lock nut type of adjustment for their valves (very easy and low cost), whereas the new KTM motor uses shim under bucket (more difficult and expensive). Both motors like the good stuff for oil (Motorex 10/50 full synthetic).
 
Because of the centrally-located shock and linkage compared to the KTM’s side-mounted linkless design, Beta designed their own airbox and boot that seems the give the Beta a little more hit than the KTM used to have when it used this motor, although that could also be attributed to the beautiful Beta-designed exhaust system or the Beta carb settings and CDI mapping.

The fork is a Marzocchi Shiver 45mm that works pretty well but seems to be sprung more for comfort than racing.  It is pretty sensitive to adjustment with the clickers and could be adjusted to work good enough at a spirited pace for Special Ed Hannas and all of his 135 pounds (soaking wet), but Editor Byers at (250lbs post lunch) would really need stiffer springs to help the fork ride higher in the stroke and stop bottoming in g-outs and drop-offs.  The shock is a Sachs unit that seemed to be sprung stiffer than the front but could be somewhat balanced out with preload and compression.  The shock actually worked really well and the Beta tracked straight as an arrow though ruts, roots, rocks and whoops with no worries and soaked up big hits as well, although if you are on the average to heavy side it may need some stiffening up to do any jumping or fourth-gear-pinned action through big whoops.  MH had no problems launching huge hits on it, but again at 135 lbs. he isn’t the norm, and DB could bottom it out on a one foot drop-off.

The brakes are Nissin front and rear with Braking Wave rotors that work awesome.  Maybe not quite as much initial bite as the on the KTM, but a nice progressive feel and plenty of whoa power.  The wheels are similar to the KTM with trick polished aluminum hubs, oversized spokes and nipples, and black Excel rims that are super durable and look sweet, until you hit the rocks.  We like the black rim look when they are new but they look hammered after a few rides.   It comes with Pirelli DOT knobbies that actually work pretty well in hard pack but you’ll want to switch them out if it gets really wet.
 

The Beta has trick billet aluminum tripleclamps that look factory, although are not adjustable for offset.  The handlebars are cool-looking black tapered-aluminum Reikons with a pretty neutral bend that didn’t offend either of our testers and the bar clamps have two positions to appease those who may need some adjustment, although serious riders will need to add barkbusters.  The stock mirrors are really trick folding jobs that are super-durable, fold down over the tripleclamps for tight single-track work, and actually give you a decent view.  The Beta uses an AJP master cylinder mated to a Magura slave for the hydraulic clutch that gives terrific feel and a little easier pull than the KTM’s setup, although the plastic reservoir cover seems a little vulnerable to damage.  Beta fit stainless lines front and rear on the brakes and on the clutch, and the trick red and black Domino grips are MH’s new favorite. The odometer has a larger LCD readout than the KTM and nice handlebar-mounted buttons, but didn’t really prove to be any easier to operate for us.  The fuel tank is a decent size but like the KTM we’d like to see a larger tank standard.  The fit and finish of the Beta is top-notch and it almost makes the super-nice KTM look cheap, dare we say.  The plastic bodywork is edgy and the bike looks small and light.  The Italians just know how to make a machine look sexy, whether it’s a sports car, street bike, or even a dual-sport.  But enough about what they are, lets get down to how they work.

For two machines with motors that came out of the same factory and the same frame material, wheels, etc…the KTM and the Beta couldn’t feel more different.  Compared to the KTM, the Beta has a lower, lighter, more nimble feel that is perfect for single-track.  The tighter the Beta!  It turns on a dime and changes direction more like a motocross bike than a dual sport, but still remains stable at speed.  Give credit to Beta for doing their homework with the geometry numbers because this thing rocks!



The KTM has a taller feel and takes a little more effort to turn, and it prefers that you finish the corner with the throttle, thank you very much.  Luckily the big 530 has plenty of power to do this out of any corner even at freeway speed.  The KTM doesn’t really feel heavier but just more solid and it takes a rider that is more physical with their inputs.  The Beta is more like a trials bike, big surprise as Beta has been known for their excellent trials bikes for many years.  It likes to pick the path of least resistance and rewards the rider who has excellent line selection with its nimble feel and quick turning.  The KTM is more like a freight train that would rather blast right over and through whatever is in front of it than bother to find a smoother way around it.  It has the power and the suspension to do this, and is perfect for the type of rider who prefers to just give it a handful between each corner and shoot from turn to turn.

The differences in the motors contribute to the different attitude of the bikes as well, and not just the difference in displacement.  The newer KTM engine is a more modern, quicker-revving, snappier powerplant compared to the older RFS design used by the Beta.  With the KTM, you have to be a little more careful with your throttle inputs coming out of turns and in tricky conditions because the motor spins up much quicker, more like a motocross bike compared to the Beta.  The nice thing is you always have enough snap to rip the front wheel up over obstacles and get the rear end loose to get her steered, just twist the throttle!  Racer types and power mongers will love this, but some guys will not.  It is those guys who Beta hopes will look their direction.  The Beta isn’t slow by any means, it just delivers the power in a steadier, more metered fashion that is more like a traditional trail machine.  It is torquey off the bottom, has a nice meaty midrange, and has plenty of juice once you open it up, but doesn’t rip your arms out of the sockets with the way it delivers the power.  For a longer and more relaxed ride like most people would use a dual-sport bike for, this type of power is perfect, as you still have energy at the end of the day.  If you prefer to flow down the trail and carry momentum rather than point and shoot, the Beta is your cup of espresso.

Both machines have proven to be extremely durable in our testing, although the stock license plate and rear blinker assemblies on both bikes didn’t last long with the abuse we put them through and the whooped out trails we have to ride on here in California.  While we ditched the KTM one for the sano Sicass Racing set-up, we just trimmed the Beta one down to lighten it up and make it not come in contact with the rear tire, and shortened the blinkers up, which worked awesome and just cost us some hacksaw time.  The Beta has the traditional under-seat airbox access and is somewhat cramped compared to the sweet KTM side-mount set-up, especially if you leave the emissions canister in there, and it is sometimes difficult to get the filter completely sealed.  Like any new bike, practice makes perfect, just be patient, you don’t want dirt getting in the motor.  If you’ve owned a CRF450, this won’t be an issue for you trust us.

Getting Beta parts is not as bad as one might think, as American Beta carries most of the things you would need for its dealers and has a pretty decent aftermarket accessory list as well.  Things like radiator braces, footpegs, steering damper set-ups, exhausts, handguards, oversized fuel tanks, big-bore kits, adjustable tripleclamps, Rekluse auto-clutch and more are all available.  Any motor part including clutch plates can also be had at your local KTM dealer, while things like sprockets, brake pads and rotors and such are the same as other bikes and are easy to get once you figure out which bike they match up with.  Owning a Beta is not as easy as owning a Honda but in this day of internet it is way easier than the old KTM days.  If you’ve owned a Gas Gas, Husaberg, or Husky in the past few years, the Beta will be easy in comparison to get parts for.  Anyone who can work on a KTM engine can work on the Beta engine as well, so don’t let the exotic tag keep you from buying a really sweet bike.

As far as declaring an outright winner here, there is no way.  It all depends on what you are looking for out of a dual-sport.  If you want the most aggressive roost-shooting ripper with a plate you can get, the KTM 530 is waiting for you.  If you want the most nimble and light feeling technical-terrain-terror with a plate, then you should be locating your nearest Beta dealer.  The KTM is a little better suited for aggressive riders and racers and/or faster, more open terrain.  The Beta is a little better suited for smoother more relaxed riders and/or tighter, more technical terrain.  As good as both bikes are, any number of other random factors may also be enough to swing you towards one over the other, such as the proximity of your local dealer, your hatred of the color orange, what your friends ride, your desire to be different, etc…The 2WheelTimes.com editors were split, with DB preferring the KTM and MH choosing the Beta.  Considering the riding styles of the two, it makes perfect sense.  Oversize Editor Byers used to race a KX500 in Enduros, Hare Scrambles and ISDE Qualifiers, so needless to say he can never have enough power and isn’t necessarily concerned about having the quickest turning weapon.  He just roosts out of every turn and smashes over whatever is in his way on to the next the turn, then throws the thing sideways on the brakes and does it all again, so the KTM is the obvious choice.  Meanwhile, Special Editor Hannas prefers to scan the trail ahead and choose the path of least resistance, using the berms and ruts to his advantage, keeping momentum and flowing around and floating over obstacles like a Butterfly rather than plowing through them like a Rhino.  He likes a quick-turning and nimble machine for his style, and to be honest, like many riders, he has never really ever been a fan of KTM handling, so the Beta is the pick for MH, hands down.  Which one is best for you?  Well, you really have to be honest and ask yourself what you are looking for in a bike.  If you want the Austrian muscle-car of dual sports, the KTM is your pick.  If you prefer the sweet handling and feel of a fine Italian sports car, then the Beta is your choice.  We’ll take one of each, thank you very much.


 

Report Card: 2008 KTM 530 EXCR

Motor:            A

Handling:       B+

Brakes:          A

Ridability:      A-

Value:            B

2WheelTimes.com Moto G.P.A. = 3.60

Report Card: 2008 Beta 450 RS

Motor:           B+

Handling:       A-

Brakes:          A

Ridability:      A

Value:            B

2WheelTimes.com Moto G.P.A. = 3.60

For more info go to www.americanbeta.com or www.ktmusa.com