uzuki's launch of their 2006 GSV-R MotoGP prototype lifted the lid on the worst-kept secret in the paddock - the redesigned motorcycle's use of pneumatic valve springs, dubbed air valves.

The change is part of a major transformation to the Bridgestone-shod Suzuki, which in pre-season tests has set the most competitive lap times in its four-year history.

Rider John Hopkins is now considered a serious contender for podium finishes.

"It's certainly a big improvement," said Hiroshi Yamada, Bridgestone Motorcycle Racing Manager. Along with the Ducati and Kawasaki, the Suzuki had been able to play a big part in final development of the new-generation tyres for 2006.

Air valves have been seen in MotoGP on the Aprilia and KTM engines, but the general feeling is that the 990cc motors, with peak revs of around 16-17,000 rpm, do not need this F1 technology.

Suzuki technical manager Shinichi Sahara insisted there was a benefit. The system had helped improve performance by allowing more radical cam profiles, with faster valve opening and closing.

There is another agenda, only hinted at. The next-generation 800cc motors, due to be introduced next year, are expected to rev higher than the current 990s, approaching the 20,000-odd rpm of F1. This is where air valves start to pay dividends.

Suzuki's development of the system is future-friendly, as well as a welcome boost to the present engine.