Pete.
Although factory interest in trials events did not occur until the early 1970's, there had been a number of limited production Suzuki powered trials machines available in Britain very much earlier. One of the first pioneers was Peter Gaunt, a Yorkshireman who, in co-operation with Suzuki Great Britain, produced a number of trials versions of the 80cc "K11" lightweight model. Having a ground clearance of no less than 8 inches and weighing only 168lbs, the Gaunt Suzuki showed great promise, despite the small engine capacity. It was at this time that the two-stroke was starting to make a serious bid for the major awards in trials-type events which previously had been more or less dominated by the much heavier four-stroke singles. Gaunt was not alone in this approach either. Another was Bob Collier, who geared down his 50cc Suzuki for use in sporting trials. His approach was to add an additional two or three-speed gearbox in behind the existing four-speed unit so that it would provide the same effect as that of making up a very special 12-speed gear cluster, a somewhat daunting task.
It had been his intention to enter his lightweight special in the 1964 Scottish Six Days Trial, using the ultra-low gearing to compensate for the lack of power from such a small engine, and start he did. Unfortunately he had to retire on the second day, when his tiny machine was quite literally drowned in the heavy floods that were characteristic of that year's event. But his machine was later tested by Roger Maughling for Motorcycle Sport, himself no lightweight. He rode the machine in a trial organised by his local Knighton Club and his comments afterwards made interesting reading. He completed the course too, after many others had fallen by the wayside Even so, he was amazed by the 112:1 bottom gear, which gave a road speed of about 3mph at peak revs. No wonder there was hardly a hill the machine would not climb, provided it could be kept upright.
It was not until 1971 that Suzuki began to take a serious interest in the "feet-up" game, no doubt after observing the interest in trials riding that was being shown by both Yamaha and Kawasaki.In typical fashion they acquired a sound foothold by signing as their rider Gordon Farley, at that time the European and British Trials Champion. Previously, Farley had ridden both Greeves and Triumph machines, and at the time of his signing was riding for the Spanish Montesa factory. Apart from his wealth of experience as a trials rider, he was also well known for his machine development capabilities. The works machine that Farley rode had a 250cc single cylinder two-stroke engine, based very closely on the TS series trail bike power plant. He achieved a reasonable amount of success too, but not enough to bring the Suzuki name to the fore. To an extent, Farley was the victim of torn Loyalties, for he was striving to build up his own motorcycle retail business and was unable to devote as much time as he would have liked in developing the Suzuki and riding it in events of both National and International status. For some inexplicable reason, the factory showed little interest in the suggestions he put forward for the development of their RL250 trials model, which they intended putting into production. It was no doubt a combination of circumstances that caused Farley and Suzuki to part quite amicably at the end of the 1973 season, Farley to retire from big time trials and concentrate on his business interests.
The RL250 trials model made its debut towards the end of the 1973 season and like the motocross models reflected Suzuki's preoccupation with the American market. It had been predicted that there was about to be a trials bike explosion in the USA and Suzuki fell into this trap like most of the other Japanese manufacturers. The market simply did not exist, for trials riding is a quiet, slow-moving sport which is far removed from the requirements of the average American rider or spectator. As a result there was a glut of unsold RL250 models, which were close to the specification of the corresponding trail bike version, but not so usable on account of their somewhat peaky power output.
In the UK, the sale of Suzuki motocross machines was being handled by the Brighton-based firm of off-road machine scecialists, Beamish Motors. Run by Graham Beamish, a former BSA works rider of International repute, they were sent a batch of 50 RL250 trials models at the beginning of the 1974 season, to sell through their dealership network. Quick to realise the shortcomings of the machine in its standard form, Beamish enlisted the help of local trials ace Brian Fowler to set about modifying these machines so that they would prove more acceptable to British trials riders. The short front mudguard was lengthened and its mountings modified so that the front wheel would not clog so easily with mud and the overall gearing was lowered too. The compression ratio of the engine was lowered, and the combustion chamber reshaped, whilst the engine itself was converted to run on petrol premix and not on the CCI lubrication system fitted as standard. The flywheel magneto was increased in weight by about 1.75 pounds to provide the engine with better torque, and the carburettor was fitted with a restrictor, to reduce the choke size from 28mm to 25mm. These and other minor modifications improved the machine enormously and all 50 modified machines were sold with surprising ease.
Having observed the world-wide failure of the standard RL250 model, Beamish Motors made Suzuki an offer for all unsold machines, which the factory was only too pleased to accept. Even so, Beamish knew only too well that his development work would need to continue. The ease with which the first 50 machines had sold could not be allowed to sway his judgement. A new frame was needed too, since the original had a wheelbase that was too long and forks with too much trail. There was a marked tendancy for the machine to "crab" when negotiating tight turns, quite apart from the fact that the machine had an uncomfortably high centre of gravity. By this time, Brian Fowler was working full-time for Beamish Motors and he took an RL250 to Mick Whitlock, a trials rider who was an acknowledged master builder of trials-type frames. Whitlock produced a frame made from lightweight Reynolds 531 tubing, finished in hard chrome, the bronze welding being of the very highest standard. Visually, it proved to be a very attractive frame too and it says much for Whitlock's expertise that his prototype design proved exactly right after extensive testing. Within the week a deal was closed for Whitlock to supply Beamish Motors with replacement frames suitable for converting the standard RL250 models for the 1975 season.
The "RL250 Special", as it was called, required no aftermarket extras whatsoever and Beamish sold 1200 of them, 150 of which were exported to the continent. Surprisingly, 2 were despatched to Japan! The Suzuki factory was delighted with the success of the Beamish operation and as a mark of their approval, they gave Beamish Motors the world-wide manufacturing rights for Suzuki-powered trials machines, an unprecedented step for a Japanese manufacturer to make. They agreed to supply all of the components that Beamish Motors needed to build complete machines and also undertook to design a larger capacity engine unit to Beamish requirements. For the 1976 season, Whitlock supplied a completely redesigned frame that was both lighter and stronger, to form the basis of the Mark 2 RL250 model. British-made sidepanels, mudguards, seat and petrol tank were used for the first time and the colour scheme was changed from the original orange and silver to yellow and silver. Also of British manufacture was the top fork yoke, which provided a set-back handlebar position, and Girling gas shock absorbers. A sidecar version was made available too, along with a reed valve induction system as an optional extra. And so the world-wide sales success of the RL250 model continued.
The 1976 Scottish Six Days Trial marked the introduction of the "RL325" works model, two of which were ridden by Nigel Birkett and John Metcalfe. Making extensive use of magnesium and alloy castings and components, these machines were reputed to weigh only 158 lbs. Unfortunately this lightness in weight caused the machine to float over obstacles rather than to grip them, with the result that this lightweight frame of Japanese manufacture, fitted with an alloy swinging arm and unconventional rear suspension, had to be replaced by a Whitlock-produced item later in the season. The season ended on a high note, with Colin Dommett winning his first of three consecutive British Sidecar Trials Championships.
1977 saw the continuation of the development of the RL325 model, whilst the production RL250 gained a British-made computer-designed exhaust system, revised cylinder porting and alterations to the gearbox. For the season, the colour scheme was changed to black and red. A production version of the RL325 was announced at the 1978 Earls Court Motor Cycle Show in London and with the blessing of the factory, was named the Beamish Suzuki RL325. Fitted with reed valve induction, the engine was mounted in a new Whitlock-designed frame, fitted with an aluminium crankcase shield. Air assisted forks were used and all of the plastic components were made by Beamish themselves, in their new factory premises close by. The RL250 model was continued, now with air forks and a new yellow and black livery. A new RL250 made its debut at the 1979 Earls Court Show, based on the already successful RL325 model and having a similar engine and frame layout. And so the development progamme continues into the eighties, with the promise of even more advanced designs to meet the ever changing requirements of the world's trials riders.
