2025 Beta 200 RR X-Pro Review: 12 Fast Facts For Trail Riders

October 19, 2025

The Beta line of trailbikes has been completely repositioned for 2025. The new RR X-Pro motorcycles are unabashedly ready for non-racing duty, leaving the competition responsibilities up to the appropriately named RR Race models. With the new X-Pro name comes a significant number of changes to make the bikes more trail-friendly, while still capable of satisfying demanding riders. We grabbed the 2025 Beta 200 RR X-Pro two-stroke and went riding.

The all-new chassis is ready for single track. The 2025 Beta 200 RR X-Pro gets a new frame and slightly shorter suspension travel to lower the seat height by three-quarters of an inch. While that’s most appreciated by our shorter test riders, even tall riders benefit from easier access to the ground when the going gets tough. The new bodywork also makes it easier to move around on the 200, which we always appreciate in the woods.

Everyone talks about 200cc two-strokes, but only Beta makes one. For trail riders, a 200cc two-stroke is an ideal size. It allows for the fun revability of a 125, though with more low-end torque so you can ride casually without dancing on the shift lever and constantly clutching. The 190cc Beta provides exactly that experience, along with a light wet weight of 229 pounds with the 2.5-gallon fuel tank filled with straight gas—electronic oil injection renders premixing two-stroke oil and gasoline obsolete. It’s a great feature, as it simplifies fuel preparation; you can use the same gas can as the four-strokes, and two-stroke oil consumption is reduced. Beta is sticking with the Keihin PWK 36mm carburetor, which is well sorted out and works at various altitudes without rejetting. We’ll keep bugging them for EFI, though.

Two power modes provide distinctly different riding experiences, and they’re not what you might think. Beta calls them Sun and Rain modes, and uses two pictograms to illustrate what mode you’re in on the handlebar clamp pad-mounted switch. The Sun mode smooths out the bottom end, while allowing for a progressive power curve and high rev out. Put the 200 in the Rain mode, and there is considerably more low-end torque with a linear power increase through the rev range, with the motor’s rev ceiling noticeably lower.

Select the Sun mode for the 2025 Beta 200 RR X-Pro when you’re in open terrain and, counterintuitively, low-traction situations. The Sun mode is perfect for riders who like high rev riding, and find themselves on trails where there’s no speed limit. The 200 shines and is a blast to ride in the Sun mode. However, when it’s wet, the Sun mode is easier to use than the Rain mode. With less torque going to the rear wheel, it’s easier to hold traction in the sloppy stuff in the Sun mode. So, at the two polar ends of the riding spectrum, Sun is ready to go.

If you like a punch off the bottom, the Rain mode provides it. For riders who prefer to tackle trails less aggressively, keeping the revs low and shifting the slick six-speed gearbox early, the Rain mode is most rewarding. You pull out of corners with authority, and the low rev limit encourages quick upshifts. In most real-world riding by the majority of owners, the Rain mode will often be the fastest and easiest way down the trail. Rain allows for easier blip wheelies at low speed, compared to the effortless high-rpm lofts in Sun mode. When the trail gets sloppy, though, that bottom-end punch and two-stroke willingness to rev becomes a liability. That’s when you’ll find yourself bucking the pictogram and going with the Sun mode.

Although Beta gives the two-stroke an adjustable power valve, we didn’t feel the need to experiment with it. You can switch between the power modes while you’re rolling, though you do have to take one hand off a grip. However, to adjust the power valve, you have to stop. We usually ride on varying terrain, so adjusting the power valve for more bottom or top-end power trades away the engine’s versatility for a specific use. Owners who have set trails will welcome this extra level of adjustability. Now, if Beta made the power valve electronically adjustable from the handlebar, we would be more inclined to use that feature. While we’re making requests, can Beta engineers please move the power mode button to the left switchgear? While racers might not want that, it would be a welcome improvement in convenience and usability for X-Pro owners.

The new Sachs suspension is another upgrade that closes the gap between the German brand and the competition. The new SHC fork features the damping in one leg and spring in the other, and the new shock is tuned to match. For trail riding, the suspension is more than adequate, even with a relatively short 11 inches at each end, as it is firmed up over the previous year. We have lobbied long and hard for slightly shorter travel in exchange for a lower seat height, and Beta has delivered with the new RR X-Pro models. That philosophy works, making the 200 just that much easier to ride and more appealing to dedicated trail riders who aren’t racing. Of course, if you’re a casual racer, the 200’s Sachs suspension will still be usable for enduro and cross-country action.

Although the 2025 Beta 200 RR X-Pro shares its chassis with seven other models, the handling feels tailor-made for this bike. The frame is based on the Race and the motocross RX version, though with a larger backbone for less flex and more precision. The neutral chassis is neither overly agile nor excessively stable. Whatever you want the 200 to do, it responds predictably. This increases confidence, and you can ride the bike hard without concern. FIM-friendly Maxxis Enduro tires are a good starting point, though we occasionally had surprises with the front tire breaking loose. The rear tire grips when expected and can be spun up as needed.

The braking is so good, you won’t think about it much. The Nissin calipers are excellent, with outstanding feel at both ends. Beta gave the 200’s rear brake a larger master cylinder to reduce fluid overheating—a problem we have not experienced in the past. Still, we’ll take it.

XTrig FlexFix isoelastic handlebar mounts are new this year. Vibration is a bigger issue on the four-strokes than on a 190cc two-stroke, so the advantage is diminished. Regardless, less vibration reduces fatigue, which is good for riders on longer rides. There’s no downside to the feel of the front end, so that’s another win.

The X-Pro ergonomics are spot-on. Again, Beta seems to be out to please as many people as possible, so the rider triangle is neutral and compact. The ability to touch the ground is another advantage, and the seat is softer than in previous years. That softer foam results in an even lower effective seat height, as you sink further into the foam.

The 2025 Beta 200 RR X-Pro is a significant improvement over its predecessor, which we also loved. If you’ve never ridden a 200-class two-stroke trail bike, you owe it to yourself to give it a shot. The new X-Pro range separates itself more conspicuously from the Race lineup, and that’s a big plus for trail riders. While the Xtrainer remains a superior trail bike for newer and less demanding riders, the 200 RR X-Pro can attract more experienced and aggressive trail riders to the Beta umbrella for less than $10k.

Photography by Don Williams

RIDING STYLE

Helmet: Alpinestars SM5
Goggles: Alpinestars Vision 5
Communications: Cardo Packtalk Pro
Pants + jersey: Alpinestars Racer
Backpack: Alpinestars Techdura Tactical Pack
Gloves: Alpinestars Supertech MX
Body armor: Alpinestars Bionic v2 Protection Jacket
Knee guards: EVSTP199
Boots: Alpinestars Tech 10 Enduro

2025 Beta 200 RR X-Pro Specs

ENGINE

Type: Single-cylinder 2-stroke
Displacement: 190cc
Bore x stroke: 62 x 63mm
Compression ratio: 13.65:1
Fueling: Keihin PWK 36
Exhaust: Power valve w/ expansion chamber
Starting: Electric (kickstarter optional)
Lubrication: Electronic oil injection
Transmission: 6-speed
Clutch: Wet multi-disc
Final drive: O-ring chain

CHASSIS

Frame: Double-cradle chromoly steel
Front suspension; travel: Fully adjustable Sachs SHC 48mm inverted fork; 11.1 inches
Rear suspension; travel: Linkage-assisted assisted fully adjustable Sachs shock; 11.0 inches
Tires: Maxxis Enduro
Front tire: 90/90-21
Rear tire: 140/80-18
Front brake: 260mm floating rotor w/ Nissin 4-piston caliper
Rear brake: 240mm rotor w/ Nissin 2-piston caliper

DIMENSIONS and CAPACITIES