News
RR Enduro 4T
Model Year 2010
ARRIVAL OF THE NEW 400-450-520 RANGE
It marks an extremely important step forward in the consolidation strategy of this historic Florentine brand in the off-road specialist field.
Following the development of 4T which affected the recent Trial range now the RR Enduro is also equipped with a 100% 'Made in Beta.' engine.
IT’S NOT JUST THE ENGINE THAT HAS EVOLVED.
The bike also underwent a profound renewal and now is totally new, in all versions, as is the overall design.
THE TARGETS THAT STIMULATED THE PROJECT.
And that guided the harmonious development (bike + engine) of this '2nd generation' Enduro Beta:
1. Increased driving feeling through the complete revision of frame dimensions culminating with the proposal of an enduro that can satisfy the needs of advanced users and at the same time provide a means by which to approach the world of competition.
2. Determination to build a bike with smaller dimensions than the previous version, with considerable advantages in terms of handling.
3. Reduction, as much as possible, of the weight.
Engine Specs – 400-450-520cc
The engine design and development was mainly focused on:
- sophisticated design - reliable and user-friendly
- compact and lightweight: 31.4kg (with levers, w/o oil)
- easy to use engine characteristic
- crankshaft position, cylinder angle, sprocket position for optimized handling and traction
- crankcase / covers: - engine case with high wall thicknesses at the essential points for highest rigidity – reduced vibrations and
component deflection under load, reduced micro-movement of sealing surfaces
- covers in ligthweigth magnesium with high wall thickness at exposed points for best protection in rough and extreme conditions
- crankshaft / piston: - bore/stroke ratio for optimal engine characteristic and compact engine design
- rigid crankshaft layout along with high grade case hardening steel for all crankshaft components guarantees best durability
- inertia optimized for best traction and handling
- lightweight forged piston
- double weight balancer shaft eliminates tiresome vibrations
- gearbox: - compact design 6-speed gearbox
- high strength steel with highest metallurgic cleanness (used in aerospace and aircraft industries - 30% higher strength than standard case hardening steel)
- clutch: - multi disc clutch – hydraulically operated
- lubrication: - 2 separate oil circuits: one for the top end (crankshaft, piston, cylinderhead) and one for clutch and gearbox.
- adequate oil capacity: 0.8l each circuit
- the advantage of 2 circuits is the possibility to use specialized oil for each task:
- for the engine-circuit, nearly every high performance oil can be used, without taking care about compatibility problems with the wet clutch.
- for the clutch and gearbox it is possible to use specialized oil, that gives the right clutch "feel", which enduro riders are looking for.
- furthermore, the aggressive wear debris from the clutch and particles from the gears do not contaminate the engine oil.
- cylinderhead: - compact and lightweight design
- lightweight magnesium cylinderhead cover
- 4 valve DOHC with finger follower
- space saving design makes it possible to reach a very narrow valve angle (8.5° / 10.5°) which results in an optimal compact combustion chamber. Together with the specific piston shape and intake port this leads to a homogenous, stabile and fast combustion, which guarantees a strong, but easy to control power delivery
- valve train: - finger followers with low friction DLC coating provide high stiffness and lowest oscillating mass (technology used in MotoGP and F1 race engines)
- polished valve surfaces reduce friction on valve stem and improve intake efficiency.
- oscillating mass of finger follower combined with steel valves is nearly equal to a tappet valve train in combination with titanium valves – the upper limit for the valve train is over 12000rpm
- due to the low oscillating mass, the high stiffness of the valvetrain and the selection of materials and coatings, the cylinderhead is practically maintenance free
- reduced friction losses: during the design and development we paid special attention to the reduction of internal friction of the engine for: low engine break
low friction results in less heat release and less wear for the components
engine is working more “free”
- the internal free oil flow has been optimized, to get the oil where it is needed and get away from moving parts where it causes friction
- optimized valve train geometry and finger follower with low friction DLC coating
- sophisticated crankcase ventilation for slightly vacuum inside the crankcase reduces /piston) pumping losses
- strong scavenge pump for high efficiency oil evacuation from crankcase
- all shaft seals with low friction PTFE sealing lip
- engine configurations:
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400 |
450 |
520 |
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|
|
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ENGINE TYPE |
liquid cooled single cylinder, 4-stroke |
liquid cooled single cylinder, 4-stroke |
liquid cooled single cylinder, 4-stroke |
|
DISPLACEMENT |
398 |
449.39 |
497.94 |
|
BORE |
95 |
95 |
100 |
|
STROKE |
56.2 |
63.4 |
63.4 |
|
COMPRESSION RATIO |
12,4 : 1 |
11,95 : 1 |
12,0 : 1 |
|
VALVE TRAIN |
DOHC finger follower / 4 steel valve |
DOHC finger follower / 4 steel valve |
DOHC finger follower / 4 steel valve |
|
STARTER |
kick and electric starter |
kick and electric starter |
kick and electric starter |
|
IGNITION |
Kokusan AC-CDI |
Kokusan AC-CDI |
Kokusan AC-CDI |
|
Keihin FCR-MX 39 |
Keihin FCR-MX 39 |
Keihin FCR-MX 39 | |
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TRANSMISSION |
6 gears |
6 gears |
6 gears |
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Frame
GUIDELINES FOLLOWED BY ENGINEERS
· Achieve a more rigid, lighter frame
· Review fully leverages and suspensions
· Transmit great driving safety and control of the vehicle to the rider in all conditions
FRAME
· Geometry and cross section of tubes optimized for better weight reduction
· Extensive use of chrome-moly frame, to increase mechanical strength
· Fully reviewed frame dimensions, to increase the feeling between bike and rider: the new RR is more stable than before with improved directionality on all condition
SUSPENSION
Marzocchi Shiver fork (ø 45 mm) with totally new components and operation thanks to:
- overhaul of the pumping system with compression/extension pistons of different diameter (that of compression being the larger, extension the smaller). This choice improves the balance of the flow of oil inside the suspension system and actually, making the forecarriage capable of absorbing bumps without upset.
- Significant improvement in sensitive working
- Improved feeling thanks to less friction on fork action
- Greater progressivity to the benefit of driving feel
- More rigid fork sliders with obvious benefits in terms of directionality of front wheel
Swingarm made from cast aluminium
- New geometry, calculated on finished element, with optimization of thickness and sections at the points of greatest stress
- Increased stiffness (+30% compared to its predecessor), without increase in weight, to improve the effectiveness of the rear suspension
Progressive rear suspension system
· Improvement of traction and transfer of power to the ground
· Considerable growth of progressivity (+/- 15%) resulting in increased ability to absorb bumps on rough terrain.
Improved shock absorber. Disposes of heat better and makes performance more stable over time through:
· Increased amounts of oil involved.
· Increased axle base
· New spring.
· Renewed hydraulic calibration components.
· Compression ring around the piston seal capable of maintaining suspension performance stable over time.
OTHER NEWS
Innovative rear frame made from a special plastic (charged polyamide) to reduce weight, provide increased functionality and ease of assembly/disassembly. More immediate and effective accessibility, benefiting maintenance.
Plastics made based on a new concept designed by Beta to contain the dimensions of the bike and to improve the ergonomics of riding generally.
New seat, with more linear and ergonomic shape and profile designed to allow the rider to move more easily, benefiting ride comfort.
