With six Czech MotoGP World Championship wins already under his belt it could be said that Max Biaggi (Marlboro Yamaha Team) likes the consistent twists and turns of the 5403 m Brno circuit. His most recent victory was a dominating performance last season on the factory YZR500. After qualifying on pole, half a second quicker than fellow countryman Loris Capirossi (Honda), Biaggi went on to lead the charge into turn one before continuing on to a 6.641 second winning margin. Only Capirossi ever put up any form of a challenge, but that didn't even last until the end of the second lap.

Brno was the turning point for the multiple 250 world champ; leading up to the Czech round Biaggi had been languishing back in 11th place in the title - 97 points behind championship leader Kenny Roberts (Suzuki, 161pts). It was the beginning of an end of season charge that lifted the Italian to third in the championship standings.

After the Yamaha dominated Sachsenring MotoGP, which saw Max take win number three for 2001, the Marlboro Yamaha rider is looking much stronger for the run into the second half of this year - now only 10 points behind championship leader Valentino Rossi (Honda). And the fact he clearly likes the Brno circuit can only help his title hopes.

The circuit itself sports a reasonably simple layout, technically speaking, in the fact that each corner is similar in design. These constant, long radius turns not only suit Biaggi's 250 riding style, but the chassis geometry of the YZR500 too, while the actual width of the track allows rider to choose his own line, and in Biaggi's case to keep up his high corner speed.

Although it's not a flat circuit, its elevation changes are far from drastic, while the corners themselves feature what could be considered a typical positive camber. As for the track surface, it offers a surprising amount of grip without the reputation for tearing up tyres.

Because of its nature Brno is not overly demanding on any specific area of chassis setup, other than the need to concentrate on an overall balance that offers a good turn in characteristic, is easy on change of direction and provides the rider with a high level of feel in both the front and rear of the motorcycle. To do this Yamaha will ensure that the weight bias is slightly more focussed towards the rear, preventing the YZR500 from overloading the front Michelin in the midpoint of the turn. This will build the rider's confidence therefore encouraging him to keep a high rolling speed - the key area to make up time at this particular venue. And since the track surface is relatively smooth and the top speed only just nudges 275kmh, stability can be sacrificed to some degree to help.

With no real specific hard braking anywhere on the five kilometre layout fork springs will be chosen to follow the feel theme - focussed towards the softer side. It will also be a similar case on the rear, the monoshock's spring rate also set on the softer side when compared with circuits like the stop-n-go Le Mans. This move is possible because the circuit design allows the rider to keep up his corner exit speed and is therefore unlikely to load the rear shock to the same extent at the stop-n-go Le Mans.

As a result engine over-rev will help as the YZR stretches its legs between each sequence of turns, something the Yamaha can offer considering the V-four's tuning wont be targeted towards outright top speed. Rather the power delivery is dialled in to ensure a smooth yet responsive power-curve through from low revs to the midrange - again building rider confidence.

Last season rear wheel chatter was kept to a minimum, possibly due to the fact Biaggi ran the 17.0 inch rear. Even so it is still likely the team will opt for the 16.5 for 2001 because of its improved longevity and better side grip. The smaller diameter rim will also suit the new base chassis setting the Marlboro Yamaha team has found during its recent Brno and Mugello tests - the very settings which have seen the team back on track recently.

The Brno circuit is all about style, and a flowing and smooth rhythm is more effective than an aggressive approach. It will also ensure the bike is placed correctly for the following sequence of corners. It's the most likely reason former 250 riders tend to have a great deal of success here - just ask four-time world champ Max Biaggi.