Re: The death of the V-Twin continues
Hi KPaul
The times for the 1000 Suzukis are really impressive, especially considering how recently the AMA finalized the 2003 rules. I don't know who is responsible for this development -- the factory engineers or Yoshimura (I suspect the latter). I am sure that they were able to draw somewhat from the Formula Xtreme bikes, but the allowed mods are more restrictive so there is still a lot of new work that had to be done.
That said, this is probably the track where the 1000s could be expected to have the best chance. More than any other AMA track, it is a horsepower track. My guess is that, even with fairly restrictive modification rules for the 1000s, they should be able to match, or beat, the more radicaly modified bored out 750s in power. The liability is in turning.
Fundamentally, one of the advantages of the V-twin (and to a lesser extent, V4) configuration is better mass centralization -- especially of the reciprocating mass. For the 750 superbikes, this is mimimized because extensive lightning of crankshafts, rods etc are allowed. For the 1000s, not only is the crank a bit longer, but no lightning is allowed. That long, heavy spinning crank will strongly resist rapid change in direction -- especially important in quick left-right transitions. This, more so than other rules limitations, is what handicaps the 1000s under the current AMA rules.
That is one area in which the WSB rules (if and when they ever finalize them!) could be a bit more favorable to the 1000s. It looks like they will be allowed more internal mods, similar to on the 750s, but using NASCAR-style restrictor plated to limit the power output.
As to the alleged "death of the V-twin" -- did you take note of where Gobert placed the 998? Ducati have never done well at Daytona, and I won't bet on them to win this year either (although that's who I will be cheering for), but it certainly appears that they are serious about contending for the championship.
Bring on the racing!
Cheers,
Bob