Beta Zero
I have been very fortunate to witness the different stages of the motorcycle trials machine’s development along with the ever-changing face of the sport I am so passionate about over the years. Inspired from an idea, I wrote this article with aspects and elements confirmed by Mike Rapley after a long conversation on the subject. It was while researching Steve Saunders’ 1990 Scottish Six Days Trial win on the aluminium-framed water-cooled Beta Zero model, a first for the event, that got me thinking. While predominately about Steve and his win in the ‘Scottish’, I consider it necessary also to record my thoughts on the significant developmental changes in the production trials motorcycle. In reality, the basics of the two-stroke trials motorcycle have not changed in 30 years.
Below is my timeframe of changes I consider significant in the history of production trials models available to the buying public before we arrive at the 1990 Beta Techno. 1965: Sammy Miller wins the Scottish Six Days Trial on a Spanish two-stroke Bultaco after the domination by the machines from the once-powerful Great Britain. 1983: From Japan, the mono-shock, or single-shock, trials model from Yamaha would arrive and change the face of the sport forever. 1990: It’s the turn of the Italians, with the aluminium-framed water-cooled Beta Zero model.
WORLD ‘BETA’: JORDI TARRES
Yes, it was the motorcycle superstar from Spain Jordi Tarres who had taken the trials world by storm with his first FIM world title in 1987 on the air-cooled Beta. Missing out to Thierry Michaud (Fantic-FRA) in 1988, Tarres came bouncing back to take the title for Beta from 1989 to 1991 on water-cooled machinery.
It was the fellow Italian motorcycle manufacturer Aprilia who had produced the very first production water-cooled machine in 1989, but success had eluded them despite a substantial financial commitment. They would have to wait until 1992 to reap their rewards with Finland’s Tommi Avila and his and Aprilia’s only FIM World Trials title.
The transition from the air-cooled to the prototype water-cooled Beta has been well documented in earlier issues of Trial Magazine, but here we focus on the new-for-1990 production model Beta Zero and its first major international success.
‘WOW’ FACTOR
When the wraps were taken off the new 1990 model Beta Zero at the endof-season Milan Show in Italy, it was undoubtedly a case of ‘Wow’ factor as it looked stunning. Whether it was the frame or the engine which attracted the most attention, we will never know; they were both talking points amongst the enthusiastic crowds of onlookers.
Frame and Suspension: The frame is fabricated totally from aluminium in a box-type structural steel with a twin-spar design as the main backbone, which includes a built-in fuel tank. The rear subframe and twin front down spars are detachable, manufactured in cast aluminium and fastened to the mainframe via two sturdy location points at the front and rear. The innovation goes even further with the aluminium swinging arm that is formed by the extruded process. The trend of fitting inverted or upside-down front forks continues with the latest Paiolis, while at the rear the frame incorporates a fully adjustable Corte Cosso shock absorber.
Engine: The water-cooled, single-cylinder two-stroke power provider has undergone a significant development program from its introduction at the 1989 SSDT where Tarres retired on the first day. Since that day in May, Jordi Tarres had dominated the world championship on the prototype Zero, winning ten consecutive rounds to arrive at the production Zero in 1990. Yes, the Italians are quick learners in the field of engineering. The engine cylinder provides seven transfer ports with a Gilnisil coating for optimum performance at all temperatures. It is water-cooled from the aluminium radiator mounted at the front of the engine. The vital water pump, forcing water around the cooling system, is located at the rear of the engine for its protection. The gearbox provided six usable gear ratios, with drive provided through a new friction material on the plates to provide a very light and effective action. The three-part exhaust system allowed the gases to escape under controlled conditions, exiting from an aluminium silencer. Once in production, a 240cc and 260cc model would be available.
Aesthetics: It was most certainly, shall we say, eye-catching, with its stand-out aluminium frame and inverted front forks brought a touch of MotoGP to the trials world. Using new manufacturing processes, the plastics were finished in a nice shade of red to complement the whole machine package. In truth, everyone wanted one, including a certain Steve Saunders, which leads us nicely to the 1990 Scottish Six Days Trial.
“…with its stand-out aluminium frameand inverted front forks, brought a touch of MotoGP to the trials world.”
SAUNDERS SIGNS FOR BETA
Yes, that was the headline in the trials world in January 1990. The reigning British Trials Champion since 1983 was moving to a UKsupported team, Screenart Beta. It would be his first year without a factory-supported ride, having ridden for Bultaco, Armstrong/CCM, Honda and Fantic in a long and victorious career to date. Brian Smith was the man behind Screenart, and John Lampkin was the official Beta UK importer. Along with a team of other trade sponsors, Saunders would be taking on the world with the new Beta Zero. In truth, there was no room for Steve at Beta in Italy, who had presented their factory-supported team riders in late 1989 which included the following: Jordi Tarres (ESP); French riders Philippe Berlatier and Pascal Couturier; Peter Jahn (FIN) and the Italian riders Renato Chiaberto and David Marchi. As I had already affirmed, it was quite a shock to the trials world when Steve moved from Fantic to Beta.
In the UK John Lampkin already had some fast-emerging talented riders in Robert Crawford and Wayne Braybrook, and Steve would most certainly be kept on his toes in this competitive team.
STILL STRONG
It was like a breath of fresh air for Steve with the move to Beta after a challenging final year in the Fantic team; in truth, he was more than happy to move to pastures new.
He was still strong and hungry for success even though the new breed of younger riders in the UK were out to beat him — Crawford and Braybrook in particular. Saunders proved them all wrong by winning the first three rounds of the ACU British Championship, but in the FIM World Trials Championship he was not Great Britain’s number one rider any more. After four rounds, taking in Ireland, Great Britain, America and Canada, it was Robert Crawford who held the upper hand by just three points in his favour. Just for the record, Tarres was still unbeatable on the new Zero. The next major event in the trials calendar was the Scottish Six Days Trial; it was all about to get very serious.
SAUNDERS OR CRAWFORD
Both Robert Crawford and Steve Saunders arrived in Fort William quite happy with life. They presented their Screenart Beta machines for the traditional Weigh-In day on the Sunday before being left securely in parc fermé.
They travelled together for the transatlantic trip to both the American and Canadian world rounds; the banter was jovial as ever. The problem though was they both wanted to win the 1990 Scottish Six Days Trial. Saunders was the favourite, having first won in 1988 followed by the win in 1989. Would he join the other triple winners: Hugh Viney (AJS) 1947–1949; Mick Andrews (Ossa) 1970–1972; Martin Lampkin (Bultaco) 1976–1978; and Thierry Michaud (Fantic-FRA) 1984–1986? Or, would we see Crawford win after his first attempt a year earlier finishing sixth?
MONDAY
SAUNDERS 7 MARKS LOST.
CRAWFORD 11 MARKS LOST.
The opening day had seen a very confident Crawford looking on-target to open up a small but significant lead as the day closed until he arrived at the final group of hazards for the day named Rubha Ruadh. Riding on the flat in one of the three hazards, a small fleck of paint had found its way into the Beta from a refuelling can and blocked the jet in the carburettor, resulting in five marks added to the six he had already dropped. It was advantage Saunders.