Circuit: Suzuka Racing Circuit
Date: April 8, 2001
Track length: 5864 m
500 GP race distance: 21 laps, 123.144 km
500 GP lap record: Max Biaggi (Honda) - 2'06.746, 166.556 km/h (1998)
500 GP circuit best lap: Max Biaggi (Honda) - 2'05.772, 167.846 km/h (1998)
500 GP 2000 race winner: Norick Abe (Yamaha)
250 GP lap record: Shinya Nakano (Yamaha) - 2'08.581, 164.179 km/h (2000)
250 GP 2000 race winner: Daijiro Katoh (Honda) 

The Suzuka MotoGP marks the beginning of the 2001 season. It’s a flowing but technical circuit that suits a gifted rider and a well-balanced motorcycle. For the new millennium the unique figure-8 layout has undergone the first part of a three-stage safety upgrade, which was completed before the test held in March. These initial changes have been targeted at increasing run-off around the Esses and Dunlop Curve - improving safety without compromising the design of the historic venue.
Suzuka is a circuit that has proven to suit Yamaha’s YZR500, with Norick Abe (Antena 3 Yamaha d’Antin) taking the win here last year. This combined with recent pre-season testing performances, where Carlos Checa and Marlboro Yamaha teammate Maxi Biaggi ended up second and third fastest respectively, the 2001 Suzuka Grand Prix looks set to produce some promising results for the tuning fork brand. Both factory Yamaha riders were lapping well under Biaggi’s three-year-old lap record aboard the 2001 spec YZR500s.

With Suzuka made up of linked sweeping corners the main aim is to find a balanced set-up that offers a good feel from both the front and rear of the motorcycle – one of the YZR500’s strongest features. A fast lap here comes with high consistent corner speed, minimal braking and the ability to drive hard off the turns. The rider has to flow with the circuit, otherwise one mistake will lead onto the next sequence of turns, effecting the ability to get good drive. A fast lap-time at Suzuka often comes to the rider who isn’t trying too hard.

To help achieve this, the front-end of the motorcycle is dialed in a little softer than at most other circuits – made possible with only two hard braking corners (the Hairpin and the Chicane). It will help with the bike’s turn in and offers much needed feedback on a circuit that loads up the front tyre.

Ensuring the YZR is able to hold its line driving off the turns, the rear suspension unit is set a little on the firm side. It helps to prevent the rear of the bike from squatting – which can unload the front and force the bike to understeer. As for the rear tyre, it is likely Michelin’s range of 16.5 inch rubber will be employed. It offers the consistency and side-grip characteristics to suit the long sweeping corners and high levels of side-grip needed to drive off them.

The ambient temperature at Suzuka will be somewhat cold during the Suzuka Grand Prix, yet the track surface still has a reputation for providing reasonably high levels of grip given these weather conditions. Therefore medium to hard compound slicks are the likely scenario come race day. And though dual compound tyres have been tested, it is unlikely they will be used.

Engine-wise the YZR’s 180ps V-four will be tuned to offer a strong midrange and top-end power delivery, although this will hinder the rider somewhat in the two first gear corners. It’s a calculated compromise, which has the added advantage of the 2001 YZR’s improved low rpm power delivery. The current machine offers a better transition from braking to accelerating in these instances, inspiring the rider to power off the turns earlier and harder. It will lead to a top speed of around 300km/h up the back straight with the throttle open fully 20% per lap.

Considering it all, the pre-season testing results and the widely acknowledged balance of the YZR range, Suzuka looks set to be a promising start to an exciting year for Yamaha.

Last year at Suzuka

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