We’re 10 years into the Beta Xtrainer and get something new this year—the 2025 Beta 250 Xtrainer. Previously, all the Xtrainers featured the Beta 300-class two-stroke motor. Now, Beta has added a quarter-liter two-stroke to the Xtrainer family. The chassis is unchanged, but we all know that a different motor changes things, so let’s get into the new Xtrainer.
- Before we start, let me remind you what the Beta Xtrainer line is all about—Beta calls it Entry Level Off Road. The Xtrainer features a more compact frame and shorter wheel travel—10.6 inches at both ends—for a lower seat height of 35.8 inches. That’s 6 inches lower than the 250 RR X-Pro trail bike and 1.6 inches lower than the 250 RR Race bike. Seat height matters; an incremental reduction returns an exponential confidence increase when talking about lofty off-road bikes. Two other significant differences are lower-spec Ollé R16V suspension and a lower price—$8499. That is $1200 less than the 250 RR X-Pro and $2000 less than the 250 RR Race.
- The Xtrainers are not truly entry-level dirt bikes. That brings to mind the Honda CRF250F, Kawasaki KLX230R, or Yamaha TT-R230. The XTrainers are far more capable off-road motorcycles than those four-stroke playbikes, costing less than $5k.
- The 2025 Beta 250 Xtrainer has a sweet motor with a bite, if you want one. Initially, I was concerned that the more race-style 250 motor would be harder to handle than the slower-revving, torquier 300 powerplant in previous Xtrainers. However, that’s not the case. Both power modes are manageable, though you’ll twist the throttle less aggressively depending on which mode you’re running.
- The long-stroke 249cc two-stroke has two different personalities thanks to two pictograph-depicted riding modes—Sun and Rain. Which mode works best for you depends on your style of riding and conditions. It’s not as simple as Sun for fast riders and Rain for casual riders.
- With the 2025 Beta 250 Xtrainer in Sun mode, I can have lots of fun, though I have to be a bit careful. While you would think the Sun mode is about high performance, you would only be half-right. Sun mode is incredibly easy to ride at low rpm. The hit is soft on the bottom and smooth into the midrange. It’s not until you get into the top half of the powerband that the 250 lets you know just how powerful it is. Let it start to spin up, and the 250 motor delivers impressive performance that might be more than someone buying an Entry Level Off Road bike expects. On smoother trails, the Sun mode is fantastic. I can let the revs drop in the technical sections, and let the motor off-leash when the trail opens up. Sun mode is especially rewarding on sandy or non-technical hillclimbs.
- As long as I am in complete control of the 2025 Beta 250 Xtrainer, the Sun mode is terrific. When I’m working my way through a rock garden, the soft delivery is perfect, though there is a caveat. If I get out of shape, there is always the potential for whisky throttling, and the 250 is a willing revver in Sun mode. In the trickiest areas, the Rain mode is a bit of a secret weapon, although it also has drawbacks.
- Rain mode offers strong grunt at low rpm. I’m a short shifter, as I like running lower in the rev range when trail riding. The 250 isn’t quite as grunty as the 300, so the effect of the Rain mode is less pronounced. Still, there’s a stronger throttle response at low rpm in Rain than in Sun mode, so you have to have a more sensitive throttle hand when working technical trails. The upside is that the Rain mode stops the 250 motor from revving out. The power flattens out just past midrange, making Rain mode much more forgiving. The downside is that you can’t wind it out if you need to without changing modes, and that isn’t as easy as I’d like it to be.
- I like having both power modes, though I would like to switch between them more easily. While Beta moved the power mode button from the awkward frame mounting to the left handlebar (thank you), it still isn’t instantly accessible—and it could be. The power mode button sits a long thumb stretch away to the right of the clutch perch. Why not commandeer one of the unused switches from the Xtrainer’s dual-sport switch gear? I nominate the turn signal switch as the most accessible, as I can keep all fingers on the hand grip while activating the turn signal switch.
- The handling and suspension don’t feel much different with the 250 motor than it does with the 300. However, the snappier nature of the 250 two-stroke gives an added appreciation to the compact chassis, lower seat height, and 232-pound weight. The 250, especially in the Sun mode, just begs to be flicked around. It encourages me to do more than I think I’m capable of, and that is just plain fun.
- The 250’s playful attitude makes it a great Xtrainer powerplant, even if the additional grunt of the 300 might be welcome in some circumstances. Keep in mind that I’m 115 pounds, so I don’t have to put a premium on torque production. If you weigh twice what I do, the 300 would certainly be a better choice. Between those numbers, it will depend on what sort of rider you are and where you’ll be riding the bike. Editor Don Williams, who has 45 pounds on me, was torn between the 250 and the 300. As he says, though, when you have two good choices, it doesn’t matter which one you make.
- The Ollé suspension on the Beta 250 Xtrainer is fine for trail riding. It took Beta a while to get the suspension right on the Xtrainer, and the latest generation is completely capable. While an experienced rider can tell the difference between the Xtrainer’s Ollé R16V suspension and the KYB units on the RR Race models, the Xtrainer 250 isn’t targeting competition-level riders. I was satisfied with the plush suspension that soaked up almost everything I threw at it. Whether skimming volcanic rock gardens, traversing rocky uphill trails, or sprinting across the desert floor, feet on pegs, dodging creosote bushes, the semi-adjustable Ollé units were perfect for my weight and abilities as dialed in from Beta.
- Riding the 2025 Beta 250 Xtrainer doesn’t require any sort of specific inputs. Everything feels natural about the 250 Xtrainer on the trails. It is neutral handling, and stable at all but the highest speeds in 6th gear. The diaphragm clutch is an easy pull, and I don’t recall missing any shifts. Everything happens as I expect it to happen, and the motor allows me to lift the light front end over obstacles at a moment’s notice, instantly putting me in Fun mode, regardless of the power mode I’m in.
- Braking is predictable on the 250 Xtrainer. The Nissin caliper engages the front 260mm disc gently enough for use at any speed, and has a convincing result when I add lever pressure. The Nissin caliper and 240mm rear disc are a good combo, and can be used without locking up the rear wheel and stalling the motor.
- The Mitas Terra Force-EF Super tires are well-suited to the job, though they are FIM-friendly. If you’re riding somewhere that requires maximum traction, you will want to go with a taller knob option. I liked how I could spin up the rear tire in the desert, and get good traction on loamy single-track trails. Loose rocky hillclimbs made me contemplate something like a pair of Dunlop Geomax AT81s. The front Mitas tire was never an issue and the 250 Xtrainer changes direction at will.
- The 250 Xtrainer has two convenience features I like, and is missing one I want. Oil injection and electric start are God’s gifts to trail riders. If a moto-friendly deity wants to command Beta to put EFI on the Xtrainer, I would be eternally grateful. The Keihin PWK 36mm carb works fine, and we never had to rejet. Still, I prefer the exacting fuel delivery of EFI (with the expected reduced fuel consumption reduction), and I wouldn’t miss fiddling with the idle, air screw, choke, or waiting for the engine to warm up.
- While the 300 Xtrainer did fine on its own, the 2025 250 Xtrainer makes it possible for a buyer to fine-tune the purchase. Either bike will satisfy the type of rider who wants what the Xtrainer concept offers. The 250 adds a playful attitude at the cost of some grunt—an easy call for me. The Beta 250 Xtrainer is really the sweet spot for me. While riding, I found myself exclaiming over and over in my helmet, “This bike is so much fun!” That got me thinking—may I suggest to Beta that it build a dual-sport version of the Xtrainer with its 350 four-stroke motor. Fattibile?
Photography by Don Williams
RIDING STYLE
2025 Beta 250 Xtrainer Specs
ENGINE
- Type: Two-stroke single
- Displacement: 249cc
- Bore x stroke: 66.4 x 72mm
- Compression ratio: 13.5:1
- Fueling: Keihin PWK 36mm carburetor w/ case induction
- Exhaust valve: Beta Progressive Valve
- Cooling: Liquid
- Starting: Electric (kick optional)
- Lubrication: Electronic oil-injection
- Transmission: 6-speed
- Clutch: Diaphragm style w/ hydraulic actuation
- Final drive: O-ring chain
CHASSIS
- Frame: Perimeter-style chromoly
- Front suspension; travel: Rebound-damping and spring-preload adjustable Ollé R16V 43mm inverted fork; 10.6 inches
- Rear suspension; travel: Fully adjustable linkage-assisted Ollé R16V piggyback shock; 10.6 inches
- Tires: Mitas Terra Force-EF Super
- Front tire: 90/90 x 21
- Rear tire: 140/80 x 18
- Front brake: 260mm floating disc w/ Nissin caliper
- Rear brake: 240mm disc w/ Nissin caliper
DIMENSIONS and CAPACITIES
- Wheelbase: 57.8 inches
- Seat height: 35.8 inches
- Ground clearance: 12.6 inches
- Footpeg height: 15.4 inches
- Fuel tank capacity: 2.3 gallons
- Oil tank capacity: 22 ounces
- Wet weight: 232 pounds
2025 Beta 250 Xtrainer Price: $8499 MSRP
2025 Beta 250 Xtrainer Review Photo Gallery
