Unlike Ducati’s DVT, Suzuki’s approach is simpler, with variable timing on the intake cam only with a mechanical actuator involving steel balls in the cam sprocket. As the engine spins up, these balls are forced outward to retard the intake cam for better high-rpm breathing. When the engine slows down, they retreat to the low-rpm setting. Suzuki has not provided a range of cam skew. All 16 valves are operated through finger followers now, for increased high-rpm capability. But, alas, Suzuki hasn’t said how high the new 1000 revs.