Based on my experiences, this is what I've learned about SSSA's:
DUCATI
Let's talk about Ducati a bit, as they are pretty much the main proponents of the SSSA both from a racing success standpoint and they still sell bikes that come OEM with SSSA.
The 999 went to a dual swingarm because it was a better design for race track performance. This was after extensive testing by the race team and test riders. Ducati knew it was moving away from the iconic SSSA that made the 916 a legend but trusted Pierre (looks) and trusted that Ducati owners would respect a bike that was a better on-track performer. As we now all know... that failed completely. While the 999 was a 'better motorcycle' than the 916/996/998 the top reason for not buying the 999, based on consumer feedback, was the "look", which mainly centered around the stacked headlights and non SSSA. So the 1098 was back to 916esque styling and a SSSA.... Notice the Panigale abandoned the undertail exhaust and has a underbelly style exhaust now? That's because undertail exhausts are less than ideal from a performance standpoint, COG is too high. They kept the SSSA though, which IMO is based on the 999 debacle and not wanting to make too many changes at once to their flagship Superbike. I wouldn't be surprised if the SSSA is retired in another generation or two of the Superbike. After all, the Ducati pinnacle of racing performance, their MotoGP bike, has a V4 engine, aluminum frame, and dual swing arm.
QUICK TIRE CHANGES
The only racing where tire changes are needed, and timing is everything, is endurance racing. In the vast majority of motorcycle racing, quick tire changes aren't necessarily. Even when they are needed, like at the Daytona 200, the Graves Yamaha team can have both wheels changed and a full tank of fuel loaded in less than 20 seconds. That includes the rider getting on and off the bike! From watching Ducati 848 teams (SSSA) at the Daytona 200, they did not have a clear time advantage, oft times overall slower. Even if the SSSA is a fraction quicker for a rear wheel change, the net gain across the full race spectrum doesn't make it a viable option.
GEARING
Gearing comment is from comments by professional racers, mechanics, and engineers 'bitch' about SSSA's and how they make gearing a nightmare. The main take-away I've gathered is your gearing options / setup options are limited compared to a traditional dual setup. Obviously many racers have had major success with SSSA's (WSBK, AMA, etc), so it can work, it just tends to be more of a pain in the ass apparently. Hell I even raced a Hawk at Loudon for 2 years
One hard rule about racing, if something has a clear advantage, everyone does it. If SSSA's were better for racing, you'd seem them all over the motorcycle racing world. As it is.. you do not, because they really don't have clear advantages over traditional swinging arms over a number of areas. The areas that have been outlined to me include: weight (SSSA's tend to be heavier), stiffness (or lack there of), lack of adjustability (swingarm angle, gearing).
Again, this is my personal experiences and things I've learned. Could be all wrong, could be complete opposite of someone else's experiences are. This is just my understanding of the topic, which is subject to change as life continues and more data is collected.
Originally Posted by xxaarraa
Regardless of how many seconds a race team needs to take the wheel off a dual swingarm bike, taking the same wheel off an SSS is faster. And in racing, even miliseconds are worth big big money. Also, a race-prepped bike will have a quick change sprocket carrier, so your point about gearing changes being harder on SSS is not necessarily true.
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