The turn of the new century saw World Superbikes enter a period of change. For so long, the rules had been simple and effective: it was pretty much twins versus fours, Italy versus Japan.
From the start of the series in 1988, World Superbikes saw 750cc four-cylinder machines, ostensibly manufactured in Japan, in the form of Kawasaki’s GPX, ZXR and ZX-7R 750s, Honda’s VFR750RR RC30 and later RC45s, Suzuki’s GSX-R750 and Yamaha’s FZR750, OW-01 and later YZF750 take on Ducati’s booming twins, notably their 851, 888, 916, 955 and 996/998cc bikes.
So well-tuned were the rules that only tweaks were really required. Initially the rules limited four-cylinder motors to 750cc with a 165 kilo weight limit. The twin could go to 1000cc and – initially at least – a weight advantage of 140 kilos. Manufacturers also had to make a certain number of machines for homologation, dependent on size of the company. Honda – initially worried that they wouldn’t get the 1000 sales needed for their new RC30 – got 5000 on the first day… With Ducati, it was more whether they could actually build the 200 they needed to manufacture…
Every once in a while changes to the rules were made, mainly to the weight advantage held by the twins. Every season the four-cylinder riders would see Ducatis ahead larrup out of corners thanks to a torque and weight advantage. Quotes from the four-cylinder riders told you all you wanted to know. Scott Russell in early 1996: “The Ducati should be in Grand Prix racing, not world superbikes.” Aaron Slight: “There’s always another f***ing dickhead on a Ducati.”
Little by little weight was added
