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Beta USA, long an underdog in the crowded enduro market, has kept pace lately with some innovative engineering and niche-category models. The Alp has been available in other countries since 2003, powered by the air-cooled engine from the Suzuki DR350. Now, two new dual-sport models are being introduced to American riders.
The 2026 Alp 4.0 and Alp X (I tested the latter) both use a liquid-cooled 350 cc single-cylinder engine sourced from China. The 4.0 is more off-road oriented, with a 21-inch front wheel, compared to the X's 19-incher. But before I get into riding impressions, a little background for those of you asking...
What's Beta again?
While Beta is a relatively new marque in America, its roots go back to 1905 in Florence, Italy. Founded by Giuseppe Bianchi as a bicycle manufacturer, the company grew steadily and later added engine attachments to the bikes and built the first Beta motorcycles after World War II. Many long-time riders know the Beta name from trials, with Jodi Torres and Doug Lampkin winning on Betas.
In recent years, Beta produced four-stroke trials and enduro models powered by KTM and Suzuki engines, as well as both both two- and four-stroke engines built in house. Beta's growth curve in the states ramped up in 2008, with the street-legal RR and RS models in 400 cc, 450 cc and 525 cc versions with KTM engines. In 2011, Beta signed rising trials and hard enduro star Cody Webb, providing a good bump in public visibility.
Last year Beta USA built a large facility in Paso Robles, California, and company President Tim Pilg, a former motocross and trials rider himself, says their national dealer network is now at 200. He noted that in the past six years, Beta sales had risen by 180 percent.
While KTM's "Ready to Race" slogan aims at skilled off-road riders and racers, Beta's "Rideability" motto targets a broader audience. Beta still develops competitive two- and four-stroke models for professional and amateur racers, but models like the Alp aim to expand the company's market share.
Riding the Beta Alp X
Both the Beta Alp 4.0 and Alp X share a perimeter frame of oval-section steel tubing, a square-section front downtube, with the engine as a stressed member. The 348 cc liquid-cooled mill has a DOHC four-valve head, electronic fuel injection with a 44 mm throttle body, and a six-speed gearbox. Horsepower rating is 35 at 9,500 rpm, but good grunt steps in at about 4,000. The ratios from second to fifth are evenly spaced, with a bigger jump to sixth for highway use. First gear is a plonker, useful on tight or steep trails but almost unnecessary on the street. For most riders, another tooth on the drive sprocket would suffice, and reduce the moderate buzz through the handlebar at highway speeds. Stock gearing is 14 teeth front and 42 teeth rear.
The Alp X's ergonomics will appeal to riders in the limited-inseam category. This tester measures 30 inches there and had no trouble flat-footing at stops. That said, short people may find the 33.6-inch seat height (seat height on the taller 4.0 is listed at 34 inches) is about the maximum for mounting up. In my case, the passenger grab bar kept getting in my way when I swung a leg over. (You may notice they are missing in the photos of me riding. Problem solved.)
The Alp X offers some of the contemporary electro-conveniences. The TFT screen displays considerable information, including gear position, engine temperature, fuel level, etc. The radial graph tach is hard to read, but isn't a necessity anyway, and the screen is easy to read except when the sun is coming in over your shoulder, when it disappears. The engine mapping has Road and Off Road settings. The latter provides a small increase in torque, and allows deactivation of the ABS.
The Nissin front brake is linear and not too sensitive, though braking dive of the non-adjustable fork discourages adventurous cornering on the road. As do the Shinko Adventure Trail block-pattern tires. The short but chunky knobs work well enough all around, but on the road the front gets uncertain with cornering speed. The tires are listed as 40/60 street/dirt. Given the X's recreational focus, and the likelihood most riders will spend more time on the street, something closer to 70/30 will likely be a popular choice at replacement time.
My only other complaint was the low-slung rear sub-fender mounted on the swingarm that holds the license plate. The 4.0 mounts the lights up under the tail in a more conventional location.
The Alp X has the important stuff in hand, given the bike's profile as a street scrambler and dual-sport mount without racing intent. The seat is not uncomfortable and allows some movement fore and aft. The mirrors are functional, the horn is loud enough to alert drivers, and the bits and pieces are nicely fit throughout. The engine has generous mid-range, and generates more torque than your average 350. Peppy. The X has a listed weight of 313 pounds without fuel, and front and rear wheel travel of 7.3 and 7.7 inches, respectively. Fuel capacity is 2.9 gallons and suspension adjustability is limited to rear preload.
A single control module contains all the switchgear, with the Road/Off Road switch at the bottom below the turn signal switch. The low/high beam dial is an odd design feature, with the high beam flasher controlled by a button on top. Everything is within easy reach, though the main menu switches are on the front of the module. The Alp's LED lighting is functional all around, and the stylish halo headlight adds a touch of Italian style.
The Alp drew considerable attention on the road. "Beta…," said one fellow. "Where is that made? Hmm, Italy, eh? Nice looking bike."
Others were more interested in the specs, but the consensus agreed on the bike's appearance. With the basic rider aids of electronic power control and ABS, and the absence of more complex systems and high-performance suspension, the Alp strikes a good balance. Think of it as a Fun Utility Bike (FUB) rather than a high-velocity single-track weapon.
Beta positions the Alp X as a 50/50 street/dirt machine, and it is, indeed, equally comfortable on the road or trail, within its limits. Ride the highway for more than a few miles and you’ll want a windshield. Off-road, we didn’t do any heroic jumps and neither the fork nor shock bottomed out on a pot-holed Jeep trail. Suspension travel will be a limiting factor on a rough trail, but on a smoother trail or dirt road, the X model will hustle along at a good pace.
The Alp X and the competition
Beta faces more than a half-dozen competitors in this realm of price and performance. At $6,490, the Alp X goes heads up with the Japanese and other "soft enduro" entries. As a serious off-roader it will be no match for the new Suzuki DR-Z4S, but it's about 30 pounds lighter, $2,500 less expensive, and has a six-speed transmission against the Suzuki's five-speed.
Competition from the other direction includes Honda's CRF300L and the Kawasaki KLX300, both of which come with the now obligatory six-speed gearbox, more suspension travel, and a lower price than the Beta. Not to mention a more comprehensive dealer network. What does Beta bring to the table that warrants the higher price? Potentially, two things: horsepower, with about 30% more grunt, and the less quantifiable factor of distinction, of having something different than everyone else.
That balances against reliability. The Beta’s Chinese engine has been in production in Asia but is unproven here. The company offers a two-year, unlimited mileage warranty. Beta USA President Pilg has been inside the engine.
"They’ve really caught up," he said. "It's really well built, as good as anything out there."
As usual, time will tell the tale.
Both Alps, 4.0 and X, will likely find favor among off-road beginners, women riders looking for an accessible seat height, and elderly men of similarly abbreviated inseam. Short people. Old, short people. And the younger folks may appreciate them for the same reason, if those damn kids would just come to their senses. Says this short old person.
| 2026 Beta Alp X | |
|---|---|
| Price (MSRP) | $6,490 |
| Engine | 348 cc, liquid-cooled, four-valve, single |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | 35 @ 9,500 rpm |
| Frame | Steel perimeter |
| Front suspension | 43 mm fork, non-adjustable; 7.3 inches of travel |
| Rear suspension | Single shock, adjustable for preload; 7.7 inches of travel |
| Front brake | Single Nissin caliper, 290 mm disc with Bosch ABS |
| Rear brake | Single caliper, 220 mm disc with Bosch ABS |
| Rake, trail | N/A |
| Wheelbase | 56.7 inches |
| Seat height | 33.6 inches |
| Fuel capacity | 2.9 gallons |
| Tires | Shinko Adventure Trail 804, 100/90-19 front, 140/80-17 rear |
| Claimed weight | 313 pounds (no fuel) |
| Available | Now |
| Warranty | 24 months |
| More info | betausa.com |
