Suzuki RL250 Exacta trials motorcycle (1974 to 1979)

The RL250 Exacta was Suzuki's first purpose-built trials machine, launched for 1974 when the Spanish makers dominated the sport and trials was one of the few off-road disciplines the Japanese factories had yet to conquer. Cycle World's 1974 road test connects its riding position to the British trials rider Gordon Farley, whose earlier Montesa machines it echoed, and the bike was aimed squarely at the European market.

The Exacta used a 246cc piston-port two-stroke single with electronic ignition in a chrome-molybdenum steel frame, with an aluminium fuel tank and a swinging arm that doubled as an oil reservoir for an automatic chain oiler. Period testers praised its brakes, strong engine and plush front suspension, but criticised its abrupt throttle response, limited steering lock and rough detail finish. Cycle News judged it no match for the Bultaco Sherpa T, though a sensible, cheaper choice for novices.

In the UK the dealer Beamish Motors reworked the bikes and later developed its own Beamish-Suzuki versions, which are now collectable in their own right. Today the RL is a popular twin-shock classic trials machine.

A note on the "RL200" name: we found no evidence in Suzuki-focused references (Suzukicycles.org, CMSNL), period road tests or classic trials magazines of a factory Suzuki RL200. The RL series documented in those sources is the RL250 and the later RL325. A lot described as a "1974 RL200 Exacta" should be checked carefully against its frame and engine numbers, as it is most likely an RL250 or a modified machine.

• Years: RL250 L Exacta 1974; RL250 M 1975; Beamish-developed Mark 2 for 1976; revised RL250 for 1977; RL325 later (CMSNL says in development in 1977, Suzukicycles.org gives 1979).
• Engine: 246cc air-cooled single-cylinder two-stroke, piston-port, 70 x 64mm bore and stroke, 28mm Mikuni carburettor (Cycle World).
• Power: Suzukicycles.org lists 18hp at 6,000rpm; Cycle World gave no figure. Treat as approximate.
• Gearbox: five-speed (Cycle World), with three close low ratios for sections.
• Ignition: Suzuki PEI pointless electronic ignition.
• Chassis: chrome-molybdenum steel frame; leading-axle front forks; twin rear shocks; alloy rims on full-width hubs.
• Weight: sources vary, from 199lb (Cycle News) and 90.5kg dry (Suzukicycles.org) to 208lb (Cycle World).

• 1974 RL250 L Exacta: the original model, with brushed aluminium tank and orange detailing.
• 1975 RL250 M: Suzukicycles.org lists a slightly lighter, slightly wider machine than the L.
• Beamish modifications (UK): according to CMSNL, Beamish found the standard Exacta uncompetitive and modified the 50 machines it received, converting them from Suzuki's separate oil injection to premix, adding about 1.75lb to the flywheel, reducing the carburettor size from 28mm to 25mm and lowering compression. A frame known as the Whitehawk was also designed for these bikes and is sought after today.
• Mark 2 (1976): lighter, stronger frame, British-made panels, seat and tank, yellow and silver colours, set-back bars, optional reed-valve induction and a sidecar version (CMSNL).
• 1977: new exhaust, revised porting and gearbox changes, black and red colours (CMSNL).
• Beamish RL250A: a 1978 UK Beamish-Suzuki brochure is held by Suzukicycles.org.

Sources conflict on lubrication. Cycle World's US test bike ran on premix, while CMSNL says Beamish converted UK machines from oil injection to premix. Check which system a given bike has. Suzukicycles.org also prints some specification figures for 1977 (for example bore and stroke) that do not match a 246cc engine, so treat that page's later data with caution.

Frame and bodywork

• Cycle News warned that chrome-moly frames can be brittle and break. Look closely at welds, the headstock, engine mounts and footrest mounts for cracks or repairs.
• Cycle World noted that footrest pivot plates were bolted on, and that one owner sheared the bolts. Check these mounts.
• Trials bikes take hard knocks. Look for bent bars, kinked frame tubes and damage under the bash plate.
• Check the aluminium tank for dents and repairs, and whether panels are Japanese originals or later British parts.
• Identify whether the frame is the original Suzuki type or a Beamish or Whitehawk frame, as this changes what the bike is.

Engine

• The lower engine uses castings shared with Suzuki's 250 motocross and enduro bikes (Cycle News), which helps some parts supply.
• Look for crankcase damage from rocks and check the cylinder fins.
• If running is permitted, it should idle smoothly; Cycle World praised the PEI ignition for easy starting.
• Ask whether oil injection is still fitted or the bike runs on premix, and whether the carburettor has been resized.

Gearbox, clutch and drive

• Cycle World found the change stiff and neutral hard to find from first, so judge with that in mind.
• Check the chain, sprockets and the automatic chain oiler, which uses the swinging arm as its reservoir; look for leaks.

Suspension, wheels and brakes

• Check the front forks for seal leaks and smooth action, and the rear shocks for damping (Cycle World said the originals were under-damped). Many bikes now carry replacement shocks.
• Inspect the alloy rims for dents and the spokes for tension.
• The full-width hub brakes were highly rated when new; check linings and operating arms.

Electrics

• Check the ignition wiring and connectors for damage. If lights have been added for road use, check how they are wired and powered.

Identity and paperwork

• Check frame and engine numbers against the V5C, and ask whether the bike is road-registered or a competition-only machine.
• If it is described as an RL200, ask for the evidence: engine stamping, any capacity change and the registration document's recorded capacity.
• Establish whether it is a standard Suzuki, a Beamish-modified bike or a Beamish-Suzuki, as documents and parts differ.

The RL series still features in classic trials magazines, and owners' forums discuss common modifications such as steering-head and swinging-arm changes. Some engine parts are shared with other Suzuki 250 two-strokes. We did not find a detailed, authoritative source on current parts supply for RL-specific items such as tanks, panels and frames.

Clubs:

• Suzuki Owners Club: listed by Suzuki GB on its Team Classic Suzuki page (https://bikes.suzuki.co.uk/owners/team-classic-suzuki/specialist-dealers-and-clubs (opens in a new tab)); we could not confirm the club's own web address.
• Vintage Japanese Motorcycle Club (VJMC), UK club for Japanese machines over 15 years old: https://www.vjmc.com/ (opens in a new tab) (address from the Footman James club listing).

• Why is the bike described as an RL200, and what does the engine stamping show?
• Is it a standard Suzuki RL250, a Beamish-modified Exacta or a Beamish-Suzuki, and is the frame original?
• Is it road-registered, and does the V5C capacity and description match the bike?
• Does it run on oil injection or premix, and has the carburettor been changed?
• Has the frame been crack-tested or repaired during the restoration?