Beta Evo 300 4T (2017-2022): A Trials Machine That Rewrites the Rulebook

When Beta introduced the Evo 300 4T series in 2017, the trials world gained a four-stroke contender that challenged traditional two-stroke dominance. From rocky outcrops to technical urban obstacles, this Italian machine has spent six years proving that modern four-stroke engineering can deliver both precision and personality. Let's dissect why this remains one of the most intriguing trials bikes of its era.

Design Philosophy: Lightness as Religion

At first glance, the Evo 300 4T's dimensions tell a story of concentrated engineering. The 1305mm (51.4") wheelbase strikes that critical balance between stability during dramatic leans and agility for sudden direction changes. What impressed me most during my test ride was how the 660mm (26") seat height - lowest in its class - creates an almost unfair advantage. When you're dabbing your boot on a slippery boulder, that extra millimeter of reach to terra firma can mean the difference between a clean move and a five-point penalty.

The hydroformed aluminum frame (single wave design in early models, upgraded to hydroformed alloy in Factory editions) isn't just light - it's communicative. You feel the front tire's grip through the pegs, a telepathic connection that's rare in modern bikes drowning in vibration-damping materials.

Four-Stroke Soul: The 297cc Heartbeat

Let's address the elephant in the quarry: Why four-stroke in a two-stroke-dominated sport? Beta's answer is a 297.3cc single that revs with the urgency of a caffeinated squirrel yet torques like a miniature diesel. The 84x53.6mm bore/stroke ratio (3.3"x2.1") creates an engine character that's all about instant response. During my ride through a technical rock garden, the engine's ability to chug at 1,500 RPM without stalling felt like cheating physics.

The carburetor choice tells an interesting story: - Mikuni TM28 in standard models: Crisp response for competition purists - Keihin PWK28 in Factory editions: Softer low-end for technical newbies

While the industry marches toward fuel injection, there's magic in these carburated systems. The slight hesitation before a big hit gives riders that split-second to modulate throttle - crucial when you're balanced on a log with the rear wheel spinning for grip.

Suspension: Controlled Rebellion

Beta's suspension setup reveals their trials heritage: - Front: 38mm hydraulic fork with 165mm (6.5") travel - Rear: Monoshock with 180mm (7.1") travel and coaxial reservoir (Factory models)

During testing over jagged limestone, the front end absorbed square-edged hits without deflecting, while the rear maintained composure during those dramatic moments when you're using the shock as a pivot point. The 310mm (12.2") ground clearance proved its worth repeatedly - only once did a protruding rock tap the skid plate, and that was during an ill-advised line choice on my part.

Braking: Surgical Precision

Trials brakes walk a tightrope between modulation and bite: - Front: 4-piston caliper biting a 160-165mm (6.3-6.5") disc - Rear: 2-piston setup for delicate lock-up control

The front brake taught me humility. Initial touch feels soft, but squeeze progressively and it transforms into a vice grip. Perfect for those "Oh crap!" moments when you need to stop a front wheel bounce. The rear requires finesse - too much boot pressure and you're pivoting further than intended, but get it right and you can balance on the edge of traction like a ballet dancer en pointe.

Transmission: The Gearbox Controversy

Here's where Beta kept us guessing across generations: - 2017-2020: 5-speed gearbox - 2021-2022 Factory Models: 6-speed cluster

The 5-speed purists argue fewer gears mean less distraction. But that extra cog in later models is a game-changer for linking technical sections. I tested a 2021 Factory edition and found myself using first gear only for vertical climbs, second through fourth for most sections, and fifth/sixth exclusively for connecting trails. The wet multi-disc clutch (with cush-drive rubber in Factory models) offers buttery modulation - essential when you're feathering the bite point on a 45-degree slope.

Competition: Four-Stroke vs. The World

How does the Evo 300 4T stack up against its rivals?

GasGas TXT 300 (Pre-2022)

• Advantage: Lighter feel at extreme lean angles
• Beta Counter: Superior low-RPM torque for "static" moves

Sherco 300 SE Factory

• Advantage: More progressive power delivery
• Beta Counter: Better heat management during slow sections

Montesa Cota 4RT

• Advantage: Fuel injection consistency
• Beta Counter: More communicative chassis feedback

The Beta's ace card is its personality. Where Japanese four-strokes feel sanitized, the Evo 300 4T retains an almost two-stroke-like vibrancy. It rewards skilled riders but doesn't punish intermediates - a rare balance in this category.

Maintenance: Keeping the Italian Stallion Galloping

As MOTOPARTS.store journalists, we'll highlight key maintenance aspects:

1. Air Filter Care
   With a carbureted engine, clean airflow is critical. The stock foam filter works well but consider upgrading to a twin-stage filter for dusty conditions. Replace every 15-20 hours or after every muddy event.

2. Cooling System Vigilance
   Liquid-cooled trials bikes demand attention. Check radiator fins for debris after every ride. Consider a radiator guard for rocky terrain.

3. Chain & Sprocket Love
   The 520 chain needs regular adjustment. Upgrade to an O-ring chain if you're logging serious hours. Sprocket wear accelerates in muddy conditions - inspect teeth monthly.

4. Brake Maintenance
   Mineral oil systems require bleeding every 50-60 hours. Swap pads to sintered compounds for better bite in wet conditions.

5. Suspension Service
   Rebuild forks annually if ridden weekly. The rear shock benefits from a nitrogen recharge every two years.

Pro Tip: The Mikuni/Kheihin carburetor thrives on fresh fuel. Drain the 2.6L (0.69 gal) tank if storing beyond two weeks. For Factory models with 2.8L (0.74 gal) capacity, consider a translucent tank for quick fuel checks.

The Verdict: Why This Generation Matters

Riding the Evo 300 4T feels like collaborating with an engineer who actually trials. The 1115mm (43.9") height makes it manageable in vans, while the 85cm (33.5") width allows threading through doorways during indoor events. Fuel consumption of 3.3L/100km (71 mpg) means you'll spend more time riding than filling up.

Is it perfect? The kickstand remains an optional extra (seriously Beta?), and some riders will crave fuel injection. But in an era of homogenized motorcycles, the Evo 300 4T stands as a testament to specialized engineering. It's not just a tool for scoring points - it's a machine that makes you grin under your helmet when you clean a section that defeated two-strokes.

For MOTOPARTS.store shoppers, this generation offers endless personalization: - Handlebar risers for taller riders - Heavy-duty tubes for rock gardens - Carburetor upgrade kits for altitude compensation - Custom skid plates with integrated linkage protection

Whether you're chasing national titles or backyard bragging rights, the 2017-2022 Evo 300 4T remains a platform that rewards skill and invites modification. Just be warned - once you master its four-stroke cadence, traditional two-strokes might start feeling... predictable.

---

Specifications sheet

---