Since 1971, Vic Fasola has been making either his own or someone else's motorcycle scream around the banking at DIS. I thought it appropriate to inquire what the special requirements of this unique facility demand of an experienced technician.

Surprisingly, the tires are the most awkward challenge, according to 'Too Tall' Fasola. Honestly, I half expected to hear tales of special motors forged in the furnaces of Hell itself. (or at least a hot Japanese workshop.) Vic explained that Daytona spec motors are surprisingly mundane, at least in his case.

"Building an Daytona engine is really not that much different (than what you'd build normally). You might use a little bit stouter parts, just because of 200 miles of wear and tear in a one-shot deal. Plus, you've got it strung out (full-throttle) for a long time - a minute, almost."

With the constant coastal winds and the added complication of drafting strategy making final gearing choices critical, I inquired about how Vic decides what sprockets to install.

"Usually there's a tailwind down the backstraight in the morning then it becomes a headwind on the front. Sometimes you'll use six speeds one way and five the other instead of trying to compromise the gearing."

Surprisingly, changing the final drive sprocket is not really an option, rather the mechanics, at least those at Suzuki, change the internal ratios instead. The reason for such a seemingly complex approach is simple: wheelbase. Changing sprockets would involve changing the length of the wheelbase, and that length is optimized and not often altered.

"Normally the wheelbase is more critical than the gearing," Fasola said. "So you get your wheelbase where you want it first, then you change your internals."

Several years ago Dunlop developed the dual-compound tire especially for Daytona. With hard rubber on the left and softer, grippy rubber on the right, it's an anomaly, but it works. Both here at the Speedway and at other tracks with long periods of lean angle on one side of the carcass - like Pikes Peak or Willow, for example.

"It's just a weird place, mainly because of tires," Fasola lamented. "There's only two corners - the two horseshoes - where the good side of the tire works, and part of the chicane, obviously, too. There aren't anymore right-handers."

What about pit stops? As the only track currently requiring pit stops during the race, DIS is again unique.

Vic was pragmatic on the significance of them. "Pit stops can definitely kill you. I don't think they'll win it for you, but they can definitely kill you." In other words, do them right every time.

Last week, the AMA released a proposal for rule changes affecting pit stops. Included are two changes: No more air-assisted lifting devices (jacks), and only four men over the wall. Both of those items are currently unrestricted. The changes are slated for 2002, but the release was apparently unclear to many in the paddock who thought it applied to the coming season.

As a result, Yosh for one did not bring any of the pneumatic jacks to practice pit stops.

"In the past we practiced pit stops here at the tire test," explained Fasola. "But we were all under the assumption that the (proposed) rule changes were going into effect this year. We didn't bring any of the air jacks with us because we sort of found out about it on the way here."

The team is definitely not worried, however. "Last year they all went pretty smoothly. If you have some new equipment, it's worth checking it out now.

Pressed for his own opinion of the proposed change, Aaron Yates' temporarily off-duty wrench didn't beat around the bush.

"I think it's silly. It's one of the things the fans enjoy - a fast stop. We have eight over the wall now. We'll get 'em down to record time anyway - in Suzuka, it's the same deal, and when the fuel guy is refueling, no one can touch the bike. (World Endurance rules allow pressurized fuel rigs and rulemakers wanted to minimize the risk of injury from possible fire to the rest of the crew). They got the stops down to twelve seconds with all that. I think we can still fuel (after the rule change) at the same time. We can still do it, it will just require a little more work."

With Yates out of action mending a broken leg, Fasola was pressed into action as temporary tech for both Hacking and Mladin, and throughout the day he was busy as usual, lending a hand wherever the team needed it.

I still need to find out how that new Suzuki Superbike makes all those intriguing but very cool sounding whirring and whistling noises when it leaves the pit...more tomorrow, maybe.