FIRST RIDE
P90
2014 BETA 450 RR
ous model. Its Beta-built 449cc
four-valve motor is the same as
before, but some attention was
given to the transmission. There
is a new countershaft that features the latest heat-treating process, and the bearings it rides on
have been beefed up. The shift
drum has also been modified to
improve shifting action.
The RR's molybdenum-steel
double-cradle frame has the
same geometry but got some
strengthening in key areas to improve durability and rideability.
Most of the changes to the
bike were made to the suspension. The 48mm Sachs fork
features new compression and
rebound pistons to improve oil
flow, and valving has also been
modified. Plus, the top fork caps
were redesigned to make changing the springs easier.
Out back, the Sachs shock
gets a reshaped rebound adjustor and updated valving.
(Above) Pretty in red. More red and
a new front fender reveal the 450
RR's 2014 identity. Price remains the
same at $9199.
(Right) Thanks to the 450 RR's
super-smooth power delivery, there's
no need to panic when the going
gets tough.
Remove the seat and you'll
discover a beefed up and redesigned base for a better fit and
sealing.
Other than more red coloring
and a new front fender, that pretty
much sums up all of the changes
to the 2014 450 RR.
Luckily, the 450 RR didn't
need a lot of changes anyway. It
was and still is one of our favorite
450 four-stroke off-roaders. And
we were reminded of this after
getting a chance to tool around
on the 2014 450 RR recently.
Like before, we were again impressed with the Beta's awesome
motor, even if it is still carbureted. One of our testers who had
never ridden the 450 RR before
was taken back by the Beta's excellent throttle response and by
how well the motor performed,
saying he was very impressed
with its strong power output and
how smoothly and seamlessly
the power is delivered across
the board. And he's right. There
is no real "hit" or "explosiveness"
