There are few things as physically rewarding as an exhilarating dirt bike ride when you’re feeling at one with your bike. Finding the right combination of power, suspension, and ergonomics makes all the difference, but it can be tricky as it’s very much an individual thing. Right now, I’m a huge fan of the 2026 Beta 390 RR X-Pro. It’s just what a performance trail bike should be, and it fits me, almost, like a glove.
As part of the RR X-Pro lineup, the 390 got significant updates in 2025, so the changes for this new year are modest—unless you live in California. For those of us in a state with a terribly run OHV bureaucracy, the 2026 Beta RR X-Pro four-bike 4-stroke lineup will be Green Sticker eligible, and this is huge. We’ll finally be able to take advantage of our year-round weather to legally ride off-road public trails. In addition to the sticker, updates to the X-Pro thumpers include new engine mapping, a larger rear axle, and a new front brake caliper.
One appealing aspect of the 390 RR X-Pro is its seat height. While 36.6 inches isn’t exactly short, and still challenges my 30.5-inch inseam, it’s not as lofty as other serious trail bikes. I can skim the toes of my boots on each side, which means I’ll touch down on one side with my butt slightly off the saddle. Of course, shorter would be better, but I won’t trade it for the cushy suspension afforded by the 11 inches of wheel travel. Everything is a tradeoff.
The 2026 Beta 390 RR X-Pro’s power delivery plays a huge role in my confidence when I can’t get my boots flat to the ground. The solidly oversquare single delivers smooth power off idle, allowing me to move off from my less-than-planted position without anxiety.
Levers and pedals are precisely where they should be, and easily activated from standing and sitting positions. The bike is slim, light (251-pound wet weight), and nimble. As soon as I’m rolling, I can feel the 390 is just waiting to go play.
The first order of business is choosing the appropriate engine map on the 2026 Beta 390 RR X-Pro—Dry or Wet, illustrated by a sun and raining cloud. The two modes are more obviously different the further you get from a casual pace and smooth riding conditions. Switching between modes takes just a jab of the map switch, which is inconveniently mounted at the center of the handlebar pad. Not only does that require taking your hand off a grip to switch between maps, but the throttle cable crosses right over the unit, obscuring the indicator lights. A switch within easy reach of the left thumb would make changing maps much easier, and the dual-sport switchgear offers plenty of rewiring opportunities.
Swapping between engine mappings, as well as turning traction control on or off, can be done on the fly. However, because of the placement, if I’m not on smooth terrain, I have to slow down quite a bit to maintain balance on the pegs with just my right hand on the handlebar, while pushing the throttle cable aside to access the buttons. When I am sitting, it is not as hard to accomplish. Of course, usually the sudden desire to switch settings comes when the terrain has abruptly changed, at which point I’ve already gotten up onto the pegs for better control.
I wouldn’t have thought I’d choose the Dry mode in low-traction situations, but it is the better choice because there’s less torque at lower rpm. When confronted with a steep uphill trail with a smattering of sand or pebbles on top of the hard pack, I don’t need additional torque—I need smooth power delivery. With traction control on to keep the 390 RR X-Pro’s rear Maxxis MaxxEnduro tire from sliding out, I’m able to motor through tricky conditions confidently.
On the other end of the spectrum, the Dry mode is a blast when you have the opportunity to really open up the throttle. When you’re sprinting across the open floor of the Mojave Desert, dodging the scattered creosote bushes and burrobrush, the Dry mode shines. With the traction control off and the revs high, it’s a total On Any Sunday kind of fun.
The 390’s engine is so beautifully smooth that, regardless of which mapping it’s in, the bike is eminently rideable. Of the quartet of four-stroke X-Pros, the 390 has the longest stroke, and its torquey personality, with a focus on low to mid-range power, makes it incredibly easy to ride. The 386cc single is wonderfully tolerant and loath to stall thanks to outstanding fueling—a good thing as the diaphragm-style clutch pull is on the heavy side.
However, don’t get the idea that having the longest stroke in the RR X-Pro lineup makes the power lethargic. Beta tuned the DOHC motor to be thrillingly responsive, especially in Dry mode. If you’re on slippery terrain, turn on the traction control for seamless operation. When the traction is good, shut it off and let the motor sing.
The 390 RR X-Pro’s fully adjustable Sachs suspension plays a huge role in how enjoyable the bike is to ride. The 48mm Sachs fork is cushy enough to soak up all kinds of abuse and never wallows or pushes. When cresting a hill and dropping down into a gnarly rock garden trail sown by a rainy winter, I don’t get a twinge of anxiety. I know the 390’s suspension will absorb the various obstacles with composure, tracking straight and true, up and downhill.
Similarly, the shock remains poised across ruts, stutter bumps, and harsh lava fields. It does such a good job of absorbing punishing terrain that there’s often no penalty for a poor line choice. It creates all kinds of confidence to explore, feeling like there’s nothing the 390 can’t handle, although I’m not a big-air gal.
A side-by-side-churned sand wash requires twisting the throttle hard (TC off!) to get on top and surf the sand, hoping you don’t need to slow down much to follow the washes’ turns. The 390 is willing to be blitzed through the deep stuff with the throttle pinned
The 390 RR X-Pro’s brakes are well-matched for the bike’s capabilities. A squeeze of the lever returns convincing braking power from the new, smaller, and lighter four-piston Nissin caliper, slowing the 260mm disc smoothly and dependably. Whether lightly feathering the brake on a single- track, or gripping it firmly for quick deceleration, engagement is responsive but never abrupt. The rear brake is also well-mannered and, when used in conjunction with the front brake, lets me tackle slippery downhill trails I might previously have avoided. FIM-approved Maxxis Enduro tires do their part in providing traction across a wide range of terrain when accelerating or braking, though I would replace them with taller knobs when the time comes.
The 2026 Beta 390 RR X-Pro is a fantastic performance trail bike. From slow-speed technical trails and winding single-track to faster flowing trails, hillclimbs, and wide-open desert riding, the engine is capable and inspiring. The suspension and braking package are perfect complements, allowing the rider to make the most of the 390’s potential. Outside of riding it, there’s nothing better than driving home in the truck with a mud-splattered, sexy Italian-red dirt bike in the bed of the truck.
Photography by Don Williams
RIDING STYLE
2026 Beta 390 RR X-Pro Specs
ENGINE
- Type: Single-cylinder 4-stroke
- Displacement: 386cc
- Bore x stroke: 88 x 63.4mm
- Compression ratio: 12.5:1
- Valvetrain: DOHC; 4 titanium valves
- Fueling: 42mm throttle body /w dual injectors
- Ignition: Dual-map Kokusan w/ traction control
- Starting: Electric
- Lubrication: Twin oil pumps; engine and transmission oil separate
- Transmission: 6-speed
- Clutch: Wet diaphragm-style
- Final drive: O-ring chain
CHASSIS
- Frame: Double-cradle chromoly steel
- Front suspension; travel: Fully adjustable Sachs SHC inverted 48mm fork; 11.1 inches
- Rear suspension; travel: Linkage-assisted, fully adjustable Sachs piggyback-reservoir shock; 11 inches
- Rims: Excel Takasago
- Tires: Maxxis MaxxEnduro
- Front tire: 90/90 x 21
- Rear tire: 140/80 x 18
- Front brake: 260mm disc w/ 4-piston Nissin caliper
- Rear brake: 240mm disc w/ 2-piston Nissin caliper
DIMENSIONS and CAPACITIES
- Wheelbase: 58.3 inches
- Seat height: 36.6 inches
- Ground clearance: 12.4 inches
- Fuel tank capacity: 2.4 gallons
- Curb weight: 251 pounds
2026 Beta 390 RR X-Pro Price: $11,590 MSRP
