The GSV-R V4 - put onto the race-tracks a year earlier than originally planned - has already established itself as a serious threat to the top five positions, in spite of being the newest of the three Japanese 990cc four-stroke MotoGP prototypes.

Development of the booming blue baritone has been impressive, but it remains frustrating for the riders, tantalisingly close to the target of being fully competitive, and impatient for even more improvements than those already achieved by a factory racing department working at full steam.

The latest round of improvements - a revised chassis and new crankcases - marked another step, with one of the Suzukis on the front row of the starting grid at both the Catalunyan GP and the Dutch TT, and Sete Gibernau setting the pace in wet practice sessions at Assen.

Former 500cc champion Kenny Roberts finished well up in the top 10 at each of those races, with sixth in Holland as proof of the steady progress. But the American is anxious to do even better, and the sinuous curves of Donington Park give him and team-mate Sete Gibernau another chance to do so.

"We have an international team, but with our base in Kent this is the closest we come to having a home GP," said Garry Taylor, manager of the factory team.

"We always hope to do well at Donington, and we have had a lot of success there in the past. Things are more unpredictable this year, with the new four-strokes racing for the first time, but the track is the same, and we know we have some particular strengths that should work in our favour there."

One of these is the riding skill of both team members. Roberts in particular has achieved excellent results at the parkland circuit, finishing an inch-close second there in 2000 after a thrilling race-long three-way battle with 2001 champion Valentino Rossi and Aprilia-mounted British star Jeremy McWilliams.

Donington is a unique circuit, described by technical adviser Warren Willing as being "two tracks in one". The first two thirds of the 2.5-mile lap comprises of flowing sets of corners, one running into the next, which reward good machine handling and rider skill alike. The Suzuki team has both of these weapons in the armoury.

The final third is very different: a slow chicane and two hairpin bends linked by short straights. Here, the flowing technique must be abandoned, in favour of fierce braking and brutal acceleration - a point in favour of the four-strokes against the lighter but less powerful 500cc two-strokes.

"Ever since the start of the season, we have had an almost continuous stream of upgrades from the factory," continued Taylor. "The rate of progress from the factory has been incredible ... but you always want more, especially when we are this close to success. For this race, we have the same equipment as at the last two rounds, with more to come for the next race."

Another strength has come from the class-leading Michelin tyres. The team reverted to the French brand after the first two GPs, but at first had to use 2001 tyres while Michelin upgraded its production capacity. "For the last two races, we have had the latest tyres, which gave us another boost," said Taylor. "We hope to keep up the progress at Donington Park on Sunday."

KENNY ROBERT Jr. - "I was disappointed after Assen because we'd had such good tests after the previous race at Barcelona, and I expected to be closer to the front guys. I'm not here to finish seventh or eighth - I'm here to beat Valentino Rossi in the last two laps. That's what I've trained to do all my life, and I know I can do it. But we still have to work hard to get our new bike ready to do that. Meantime, I'm still motivated, and I'm having fun - because our bike is getting better all the time. Donington's a tough race-track, and my agenda is the same as always - to achieve the maximum possible from myself and the bike."

SETE GIBERNAU - "I won't pretend I'm not feeling frustrated after crashing out of the last two races. Both times I was pushing to the absolute maximum. I think everybody can see I'm working my hardest, and my team is doing the same. Also the factory. We're not yet where we want to be, and where I believe I should be. Until we get there, I just want to keep my head down and keep working."

The British round was one of the six original races on the first World Championship calendar of 1949 - but in those days, it was held on the Isle of Man. It was the TT, dating back to the dawn of motorcycle racing and reflecting generations of enthusiasm for the sport. The first TT was held in 1907, and when the modern world championship was founded after the Second World War, this week of racing was adopted as the British round. The race moved to mainland Britain in 1977, to be run at Silverstone for 10-years after the public-roads Manx circuit was judged too dangerous for modern racing. It moved to Donington Park in 1987 after the length was specially extended to match the FIM minimum. This is the 16th running of the GP at the track outside Derby, bordering on the East Midlands airport - and organisers are hoping for a second year with handsomely boosted spectator attendance. The revival began last year, after five years of flagging figures and empty banks as British fans switched their attention to production-based Superbike racing instead. In 2000, there were only 18,000 spectators; last year double that number, and this year advance ticket sales stood at more than 30,000 a week before the race.

Donington Park was a famous racing venue before the war, but the original circuit was lost when it was turned over to military use. It was revived by millionaire building contractor and racing fan Tom Wheatcroft nearly three decades later, and recently changed hands for a third time. The track has a distinct dual character - most of the lap comprises sweeping medium-speed bends blending into one another, made more technically challenging as the track drops off the hillside towards the Old Hairpin (actually a fast corner), and then climbs up again to the short back straight. Smooth riding and quick steering are at a premium in this section. The last three corners are completely different - a slow left-right chicane followed by two first-gear hairpins linked by short straight. Here riders must switch from smooth to aggressive, while acceleration and braking performance are what matter from the motorcycle.