Suzuki Alstare Extreme Racing brings fast motorbike racing with an emphasis on action to a PC near you. Players begin racing with the standard Suzuki GSX-R600 roadbike and progress to the full race-ready GSX-R750. Along the way players will race with and against the 4 Suzuki Team Alstare champions: Stephane Chambon, Pierfrancesco Chili, Katsuaki Fujiwara and Fabrizio Pirovano. The game includes 12 tracks from seven distinct environments and authentic sounds from real Suzuki bike.
In what must be the ultimate in repackaging, SAER contains many of the same tracks found in Redline Racer. I only raced 6 of the 12 tracks and not a single one seemed new, and if it was new, it borrowed pieces of track from Redline Racer. This isn't all bad if you haven't played Redline Racer, but is a rip-off if you already own that game. Not only does the game borrow courses from Redline Racer, the game is absolutely the same in practically every other respect - except it doesn't offer the wide variety of bikes found in Redline Racer.
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Other changes to the game include online racing via UbiSoft's GameLoft matchmaking service. Because I was using an early release of the game I was unable to find competitors and cannot comment on in-game stability or other issues. It is nice that this service has been added, but I don't know if this service alone will make the game worth buying. It's already been shown by that ultra-realistic online racing doesn't sell well, so perhaps this arcade racer will prove otherwise. If you don't have a high-speed Internet connection but want multiplayer action, you'll enjoy split-screen racing.
Visually, the game is just as eye-catching as Redline Racer, and that's a real compliment. In fact, the updated environments appear much more rich, though the game engine is just barely beginning to show it's teeth. For the most part, the visuals are as good or better than other racing games, but it does lack one important feature - fogging. Without fogging, distant objects such as mountains appear to "grow" from the horizon instead of fading into view. This isn't very annoying because most of the tracks have so many twists and turns that distant objects can't be seen, but when it does happen, it is a bit distracting. I ran into a few performance problems with my GeForce 256 at high-texture detail and 1280x1024 resolution, but the game screams along quite well at 640x480. The four camera views (in-the-seat and three above-and-behind) allow players to choose their most comfortable racing style.
The game can be controlled with a keyboard or other game controller. I elected to use a gamepad over a joystick. SAER allows players to fully configure their controller for a custom fit. Along the way, players can also adjust their bike's settings for power, braking and steering. These settings are very, very basic, with any modification to one affecting the other. If you want more power, you'll have to sacrifice braking or steering. This makes bike setup very easy for the arcade-racing crowd targeted by this game. More importantly, these modifications are required for success. The high-desert tracks need power, pure and simple, while the alpine and city courses require more balance.
As with Redline Racer, players race through a variety of challenges to unlock more tracks and rides. That means the game is frustratingly limited to three tracks and one cycle at the beginning. The first challenge is fairly easy to win and this opens up two new courses and one additional bike. Later, the "reverse" course will unlock, effectively providing 24 driving experiences.
In 1971, Grand Prix racer Jack Findlay and his business partner Daniele Fontana constructed a racing motorcycle using a Suzuki T series engine with a chassis of their own design.[2] Findlay rode the motorcycle to victory in the 1971 Ulster Grand Prix marking the first victory for a Suzuki motorcycle in the premier 500cc class, as well as the first-ever 500cc class victory for a motorcycle powered by a two stroke engine.[2][3]
Suzuki first entered a works team in the 500cc Grand Prix World Championship in 1974 with riders Barry Sheene and Findlay riding the Suzuki RG500.[4] The motorcycle was designed by Makoto Hase using the proven square-four, two stroke engine architecture that Suzuki had developed during their successful Grand Prix racing program in the 1960s.[5] The RG 500 was proven successful in its first race at the 1974 500cc French Grand Prix when, Barry Sheene finished in second place behind the defending world champion, Phil Read. The team's first victory came in 1975, a pole-to-finish win by Barry Sheene at the Dutch TT. Sheene finished the season 6th overall with two wins.
Having developed the RG500, Suzuki ceded direct control of their Grand Prix racing program to their British importer, Suzuki GB in 1976 so that, they could concentrate on developing they first four stroke motorcycle, the Suzuki GS series.[5] Barry Sheene won the riders' championship in 1976 with a total of five wins.[4] Sheene's second 500cc riders' championship came in 1977 with six wins. Teammate Steve Parrish was fifth.
Randy Mamola and Graeme Crosby joined Suzuki in 1980. While Yamaha rider Roberts won his third title, Suzuki riders Mamola was second, and Marco Lucchinelli third. Lucchinelli became the 500cc World Champion in 1981 riding the new Suzuki RG 500 gamma for the Roberto Gallina racing team.[6]
After three years away Suzuki returned in 1987 with factory supported entries. While not a full-time return, riders Takumi Itoh and Kevin Schwantz had some good results aboard the new Suzuki RGV500. Suzuki made a full return to racing in 1988 with Schwantz finishing 8th overall with two wins whilst teammate Rob McElnea finished the season in 10th place.[6] With a total of six wins, Schwantz was ranked fourth for the 1989 season.[6]
I would like to express my deepest gratitude to all our fans, riders and all stakeholders who joined us and enthusiastically supported us from the development stage since we returned to MotoGP racing.
In it, Kerry Graeber, Vice President and Division Manager of MC/ATV Sales and Marketing, states that Suzuki will still continue to produce motorcycle and ATV products and will continue with its racing programs in MotoAmerica, AMA Supercross/Motocross, and NHRA Pro Stock Drag Racing.
Yes. As a means to market and develop its products, Suzuki plans to continue with its racing programs and promotions in MotoAmerica Road Racing, AMA Supercross/Motocross, and NHRA Pro Stock Drag Racing.
Unfortunately, the current economic situation and the need to concentrate its effort on the big changes that the Automotive world is facing in these years, are forcing Suzuki to drastically decrease racing related costs and to use all its economical and human resources in developing new technologies.
Suzuki officials gathered team members today (March 2) to inform them of the decision to pull out of MotoGP racing, leaving the futures of Joan Mir and in particular, Alex Rins, in disarray, as well as dozens of team members including technicians and administrative staff.
Faired Bikes: The Suzuki Gixxer SF and the Gixxer SF 250 are the faired siblings to the Gixxer and the Gixxer SF respectively. While these bikes flaunt full fairing, they do not have a committed riding position like one would expect from a supersport. Their sporty, yet friendly ergonomics make these bikes easier to live with
Today is a new day and another day that Ken Roczen is testing a new motorcycle. The world traveler has been quite busy from testing a ClubMX Yamaha YZ450F, to racing the Genuine Honda Racing CRF450R to victory in Paris, France...then straight to Barcelona to try out the Stark Varg. Now he's up in Madera, California with the HEP crew to test out a color he's got quite the legacy with. The team seems to have two bikes prepared for him. One with an A-kit shock and the other with a BFRC. We wouldn't be surprised if there are other differences in the bikes as well. We're waiting for Kenny to post some video so keep an eye out for that as well!
Couple other things to note on the bike. Yes, it has Fly Racing and WPS logos. We've been hearing that HEP would switch from Thor heading into 2023 and this seems to be their new gear partner. Secondly, where is the Twisted Tea logos? Welp, Twisted Tea sort of conflicts with Red Bull as a drink sponsor and we've been hearing that Progressive Insurance wanted larger presence on the bike. We believe you'll still see Twisted Tea onboard their other 450s but that due to age issues as well, the Progressive logos would be primary on the team's 250s for 2023 and you'll see the team have a second semi to house those guys under. In this case, they would just place Kenny under that awning if a deal can be made.
The RK67 motor was a two-stroke, water-cooled parallel twin, and the Japanese factory managed to squeeze a remarkable 17.5hp out of it, with a redline of 17,300rpm. To keep the bike in its extremely narrow power band, Suzuki fitted the bike with a 14-speed gearbox.
I'm in the process of rebuilding my '93RMX. The bike is in excellent condition. Other than a couple of minor mechanical issues that have been fixed it is much race ready for enduros and harescrambles as when I parked it 10 years ago. People have wanted to know if I was going to race this dinosaur so come on 2 stroke trail racers ..what do ya think...
I have a 98 model, it is pretty good, but Im no enduro expert. The motor works really well imo, just wish the bike was 10-15lbs lighter. With a trials tire it will go up some of the craziest climbs. Be sure to check out the brett cue video for more inspiration. ff782bc1db
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