GP’s Classic Steel #78: 1999 Works Suzuki RM250

For this week’s Classic Steel, we are going to take a look back at Greg Albertyn’s 1999 250 Outdoor Motocross National title winning works Suzuki RM250.

After having a some of the best works bikes available in the 1970’s, Suzuki took a mighty fall from grace in the mid-eighties. Shoestring budgets, a lack of testing and sup-par production machines left Factory Suzuki’s 250 riders playing catch up year in and year out. After nearly two decades of mediocrity, it would take a kick in the pants by the King of Supercross and the wizardry of Mitch Payton to get their 250 program back on track.

In 1999, Greg Albertyn ended an eighteen-year drought for Suzuki in AMA professional motocross. Prior to Albee’s breakthrough ’99 season, it had been nearly two decades since the brand from Hamamatsu had captured a 250 National title. Suzuki had done the deed in ’80 and ’81 with Kent Howerton at the controls, but had not been able to repeat that success, despite a parade of high profile signings. Kehoe, Holland, O’Mara, Hannah, Swink, Cooper, LaRocco and McGrath all spent time on the Factory prepped RM250’s, but were unable to capture the elusive 250 title. For Suzuki, the decades of the eighties and nineties were mostly a barren wasteland of dashed 250 dreams.

Prior to Greg Albertyn’s 1999 250 National Championship title, it had been eighteen years since a 250 Suzuki got to run the #1 plate in the great outdoors. After Kent Howerton’s championship runs of ’80 and ’81, it would be a long, hard dry-spell for fans of the Full-Floater.

In 1992, an unknown kid from South Africa shocked the motocross world by storming to the 125 World Motocross title. Three years later, that kid would be a three-time World Motocross Champion and headed to America to chase Supercross glory.

Much like the factory that employed him, Greg Albertyn’s mid-nineties were largely an exercise in frustration. After capturing three World Motocross Titles in three years (125 in 1992. 250 in 1993 and 1994), the likeable South African made the jump to America in 1995 to chase his dream of an American 250 Title. Hired by Roger DeCoster to ride for the Factory Suzuki squad, Albee’s’95 season went off the rails from the very beginning. A crash in the whoops at the opening round would leave the reigning 250 World champ with a separated shoulder and no shot at the ’95 SX title.

After years of sub-par results out of their US motocross program (and a great deal of dissatisfaction by team riders), Team Suzuki went looking for outside assistance for their 250 program. For 1999, Team Suzuki would turn to tuner to the stars Mitch Payton to help develop their unloved RM250. With Factory parts and Pro Circuit know-how, Suzuki would end up with some of the best bikes of the late 90’s and early 2000’s.

To say Greg Albertyn’s first season in America was a disaster would have to be a massive understatement. Saddled with ill-handling bikes and underpowered motors, the South African did not even make it through the first round before a crash had him in the sidelines. Considering his lack of SX experience, it would probably have been smarter to let him sit out the Supercross series and prepare for the outdoors, but as they say- “if ifs and buts were candy and nuts…”

Greg’s Factory RM250 is a clever combination of Factory unobtanium and aftermarket know-how. Special parts like the Factory cylinder, piston, power-valve, crank and transmission were shipped straight from Japan, and then massaged by Pro Circuit here in California. For DeCoster and Team Suzuki, this offered the best blend of technology, quick turn-around and flexibility in development.

What would follow would be three long years of frustration for Albertyn. In a pattern that would become all too familiar, the South African would come back from injury, only to be injured again in some manner of spectacular get off. Whether because of an inherent lack of Supercross prowess, or as Albee himself has stated – due to the subpar machines he was forced to ride, the three-time World champ was basically a disaster waiting to happen in Supercross.

While the all-new ’96 RM250 was certainly a step up from the abysmal ‘93-‘95 RM250’s, it was still far inferior to the Factory bikes from the other Big Four players. Forced to ride over their heads on pathetically slow machines, both Mike LaRocco and Greg Albertyn suffered frustrating seasons in 1996.

Barn door: These unfortunate looking radiator shrouds were an attempt by Suzuki in 1999 to route more air to the RM’s radiators. Goofy looking in the extreme, they would only last one year on the factory machines, as team bikes in 2000 would go back to the smaller and much better looking ’96 style shroud.

Slow Burn: After a slow start at the first two rounds, Albee would catch fire in the second half of the 1999 Motocross season. A double-moto victory at Mount Morris would be the turning point for his 1999 championship run.

One and done: Although to many, Jeremy McGrath’s brief stay at Team Suzuki may have seemed like a failure, in actuality, it was a vital “reality check” for the brand. After years of accepting mediocrity from their bikes and team (and ignoring other rider’s complaints), the manufacturer was forced to take a hard look at their race program after The King informed them their bikes were just not up to snuff. If they were going to succeed (and land another rider the caliber of McGrath), they would have to invest a lot more time and effort into making their equipment competitive.

In the mid-nineties, Suzuki actually switched back to conventional forks for a time on their Factory and production machines. Although the conventionals offered a more plush feel, the input of Jeremy McGrath in 1997 convinced the Team that the inverted units were needed to be competitive at the highest levels in Supercross. For 1999, these 49mm works Showa forks offered the same size tubes as the stock twin-chambers, but completely different internals. Tighter tolerances, carful assembly, and slick Ti-dioxide coating for the sliders insured precise control and world-class performance.

In 1999, this “on-the-fly” clutch adjuster was still considered a pretty trick Factory part. Within a few years, these adjusters would be standard on all production bikes, with improved “Factory Honda-style” spinning wheel perches being offered by companies like Works Connection.

The cool rising sun graphic on the RM’s airbox is a throwback to the Factory Suzuki teams of the late sixties and early seventies, as well as a tribute to the team’s Japanese heritage.

In the outdoors, Greg was more at home, but his crash prone Supercross seasons often left him playing catch up come summer. In the Nationals, many expected him to continue his winning ways from Europe, but mistakes, more crashes and the odd mechanical failure would keep him out of the winner’s circle in ‘95. In 1996 and 1997, Greg would once again be saddled with underpowered RM250’s that were a step or three behind the other Factory machines (a fact highlighted by the high profile dissatisfaction both Jeremy McGrath and Mike LaRocco had with the machines). In spite of dissatisfaction with the bikes, Albee would enjoy his best season so far in America, with a solid 5^th overall (and a remarkable out-of-nowhere victory in the opener) in the ’97 Supercross series. Surprisingly, the ’97 Nationals would actually be worse for the outdoor specialist and he would finish the series in a disappointing 8^th overall (again, claiming a single victory at Hangtown).

All the cool carbon fiber bits on Greg’s works RM were produced by Dirt Squirt Performance (DSP). The shifter on Albee’s bike was a machined specifically for him by Ian Harrison. Works shifters offer different lengths, tips and splines to suit each rider’s preference.

In addition to the works Showa rear shock, the rear of Albee’s bike offers several ways to customize it just for him. Different linkage arms are used to fine-tune the ride. Different subframes can be employed to change the ergonomics and alter ride height. A special works rear brake offers increased power, lower weight and better feel, through a special Factory brake lever (more pedal travel and less lockup) and works Nissin caliper.

Unfortunately for Greg, he would not be able to back up his solid ‘97 Supercross season in 1998. More crashes and inconstant riding would keep him off the podium and out of the running for a victory. Yet another string on injuries would see him end the series in a lackluster 15^th. In the Outdoor Nationals, Albertyn would fair much better and finish the season a strong 2^nd behind Yamaha YZ400F four-stroke mounted Doug Henry (Albee famously thought the big thumper was an unfair advantage and declared himself the real 250cc champ). With four years spent in America and little more than a spectacular highlight reel of get-offs to show for it, many were starting to wonder if the South African would ever be able to do the deed. For most fans and pit-pundits alike, Albee’s three World Motocross titles seemed like a distant memory by the end of ’98. With a crop of young guns on the way and a laundry list of injuries to overcome, it looked like the window of opportunity for Greg to capture that elusive American championship was quickly closing.

Along with the works top-end, Albee’s Factory RM used a lot of unobtanium parts between the cases. A works transmission moved first gear closer to second and mated it up to a Factory clutch and basket. The crank is full-works and is both larger and lighter than stock. Careful balancing ensures both lighting-fast response and less stalling. Team riders Albertyn, Larry Ward and Robbie Reynard could choose different works cylinders (all cut by Pro Circuit) and different power-valve configurations to suit taste. Special Factory-specific Pro Circuit pipes are employed and offer different power profiles (one pipe favored by Larry Ward actually used part of a Japanese works pipe, welded into the middle of a Pro Circuit unit) to suit each rider and track. Topping it all off is a programmable works ignition from Japan.

The home stretch: Although a 5^th overall was the best Greg could muster in the Pacific Northwest of Washougal, wins in two of the last three rounds would be enough to propel him to the 1999 250 Outdoor Motocross title.

As the Supercross season rolled on in the spring of 1999, things did not look to be much different for Albertyn. Jeremy McGrath had reasserted himself as the alpha dog of the 250 class and Greg was most often seen at the back of the Supercross pack. A 16^th and 20^th place finish in the first two rounds were a major blow, and Albee would only garner a single top-ten finish in the first six rounds. By series end, a ninth overall would be the best the pride of South Africa could muster.

While full-works brakes are available to all the team riders, Greg actually preferred the feel of the stock front Nissan master cylinder (both Reynard and Ward preferred the works Nissan master cylinder). On Greg’s bike, the stock master cylinder is mated to either 270mm or 260mm works disc (thinner than stock in Supercross and swapped depending on track conditions), works braided lines and a Factory Nissin front caliper (mounted higher for better clearance). The brake lines are also re-routed to mimic the “Honda-style” routing, which was protected by a patent at the time. Carbon fiber protection is once again provided by DSP.

Works titanium pegs adorn Albee’s RM and feature razor sharp teeth. Titanium bolts are used throughout and come straight from Suzuki of Japan. Nuts 14mm and larger are machined out of aluminum and both works axels are made from high-tensile steel (titanium while lighter, was not thought to be strong enough).

With the start of the Nationals at Glen Helen in May, an 8^thoverall by the Albertyn seemed to point to another mediocre season for the popular Team Suzuki rider. When he followed that up with a 6^th at Hangtown, only the most daring prognosticators would have predicted anything but another disappointing season. Amazingly, however, things started to turn around for the #8. A win at round three in Mt. Morris would be the first for Albee in over two years, and catapult him into championship contention. After High Point, Albertyn would not be outside the top five for the rest of the season and would back up his Pennsylvania victory with two more at Millville and Steel City. At Season’s end, the long suffering South African would raise the number one plate for the first time in America as the 250 National Motocross Champion.

While Albertyn’s years in America may have been more frustrating than rewarding, he always kept his positive outlook and great attitude. Three World titles, a 250 National Championship, and thousands of adoring fans, that’s not too bad of a career by anyone’s standards.

Greg’s 1999 Factory Suzuki may not have been the most exotic bike in the pits, but it may have been the most effective. Carefull refinement, Factory trickery and aftermarket ingenuity all came together to built a bike that was good enough to beat one of the most competitive 250 fields of the last 20 years.

In 2000, a broken femur suffered at the Atlanta round would once again derail Albertyn’s Supercross season. Although he would recover in time to defend his 1999 250 National title, the seriousness of the injury would lead Albee to consider retirement for the first time. Feeling he had accomplished all his goals in the sport save one (250 Supercross title), the always-popular Suzuki rider announced in July that the 2000 season would be his last. Riding the #1 RM250, Greg would be unable to derail the Ricky Carmichael freight train, but he would capture podium appearances at Unadilla and Broome-Tioga. After the Steel City round in the September, Albee would officially retire from full time racing to pursue his interests in real estate development. Today, Albertyn is a successful businessman and still hauls serious butt on a dirt bike.