SINCRO 2T 250 MY26

FRAME
The all-new frame of the Beta SINCRO retains the traditional aluminum backbone design with integrated fuel tank, but has been completely updated. Geometry has changed, along with new forged front and rear elements strategically located to improve handling while in sections.
The forged parts have a new layout that addresses the need for greater maneuverability while also contributing to a unique design, thanks to the refinement of their machining.

The engine maintains its role as a structural element, but the fixing points to the frame have been changed, resulting in increased flexural and torsional stiffness compared to the previous generation.

A fundamental update to improve handling in tight turns and obstacle clearance involves the new mounting location of the rear shock absorber and a revised steering angle. Fork and single shock have also been updated to match the character of the new chassis.

The result is an overall easier bike to ride at every level, with improved balance, reduced rider fatigue, and enhanced performance in both static and dynamic conditions.

SUSPENSION
From a suspension perspective, the updates on the new SINCRO were crucial to achieving the goals set by technicians and riders. Both the fork and the shock absorber have been significantly revised, improving the ability to overcome obstacles and ensuring an optimal response to the rider’s inputs.

ENGINE
The engine design is completely new. Visually, the first thing that stands out on the new SINCRO are the redesigned crankcases, which now place the kick starter on the right and the final drive on the left.

The focus of the project was centralizing rotating masses to improve handling. To achieve unprecedented RideAbility, the flywheel diameter, weight and inertia have been reduced, while those of the crankshaft have been increased.

The intake system has been revolutionized: now located directly in the cylinder with a very short connection to the reed valve, eliminating intermediate passages. This improves throttle response, reduces wasted energy, and provides smoother power right from the bottom end.

This technical solution also creates space between the intake duct and the engine base, where provision has been made for the electric starter. The new SINCRO can be fitted with an electric start system (not on the 125cc). Provided as a Factory Parts accessory kit, the starter can be added later without modifying the crankcase covers. The battery is housed behind the headlight mask.

The result is a more compact engine, around 800 g lighter than the previous generation, with extended usability, sharper handling at low speeds, and benchmark top-end performance.

COOLING SYSTEM
The radiator is now more compact while maintaining the same heat exchange surface, thanks to redesigned trays. It can also be tilted forward on its lower mounts for easier maintenance and better crash resistance.

The water pump and coolant passages have also been completely revised, eliminating external pipes while keeping the coolant away from the clutch cover, for greater efficiency and reliability.

CLUTCH & TRANSMISSION
The clutch now uses diaphragm springs (instead of helical), with dedicated sizing and materials. Despite its smaller, more compact pack, it ensures smooth, modular, and precise engagement, capable of transmitting even more torque.

Three different spring preload settings are available for a fully customizable feel. The new clutch actuator has been designed with a system that always keeps the piston at optimal pressure, ensuring optimal manageability even for pro riders, and top performance under extreme use.

The gearbox has also been updated with a more compact layout and revised primary transmission ratio, ensuring smoother, more precise shifts.