GSX-RR: MotoGP’s new benchmark
1 Chassis
Suzuki returned to a full aluminium chassis for 2020, the carbon bonded sections used on the 2019 version where not seen this season. That illustrates Suzuki learned what was needed from the chassis in ’19 by adding the carbon sections. They then put that knowledge into practice when designing the 2020 frame. It’s not about the material, rather the knowledge of required flex and rigidity from the frame and how to manufacture that into the chassis’ character: that’s the Holy Grail.
2 Tyres
The new for 2020 Michelin rear tyre arguably favoured the inline-four bikes thanks to their ability to carry high corner speed and make use of the extra grip. Yamaha, the other inline, had plenty of moments in the sun (seven wins compared to Suzuki’s two) but lacked the consistency showed by Suzuki. Ducati are leading the push to have Michelin’s uprated front tyre introduced for 2021 to level the playing field between the inlines and V4s. Suzuki’s package is so balanced that they should have a seamless transition should the bigger front arrive, but it may provide more benefit to the V4s.
3 Efficiency and strategy
Suzuki didn’t have the top speed to match Ducati or Honda, but they could get their power to the ground in a usable manner, which carried them a long way down the straight before those with more power could get back in touch. Overall efficiency is still something Suzuki continually work on, with just 22 litres of fuel managing race strategies at high fuel consumption circuits was interesting. At Aragon they trod a very fine line on their way to victory when Rins ran out of fuel immediately after passing the chequered flag. Suzuki’s 2020 engine has improved initial torque, which helped to find rear grip, but they also made improvements with smoother mid-range, which in turn helped the bike to wheelie less.
7 Acceleration
Suzuki’s 2020 aero package was subtly modified for the 2020 season, with the ongoing target to increase acceleration and negate wheelies. The inline-four engine doesn’t quite have the brute power of the V4s, but Suzuki have found a way to compete. They didn’t sacrifice corner speed whilst improving their ability in braking, meaning that they get into and around the corner faster than their rivals and thanks to their improved power delivery can open the throttle early. It’s a potent combination that eliminates the need for outright top speed.
6 Keep cool
Temperatures were key in 2020 due to the revised calendar. Jerez was much warmer, Catalunya, Le Mans, Aragon and Valencia much colder. Previous data didn’t translate and with conditions often changing during the day, both bike and tyre character altered from am to pm. Suzuki handled this best. In cold conditions they gave their riders a bike that’d get the front up to temp quickly, then maintain it. In ’20 it was common to hear riders complain of temperature and pressure spikes in the front tyre during races, but not the Suzuki guys. They knew what adjustments to make to give their guys a stable platform across race distance.
5 Suspension 5
Suzuki switched to the Öhlins bi-directional bleed rear shock during 2019, meaning they were ahead of the curve whilst the others tried to transition during 2020. Suzuki further refined the shock and linkage to complement the benefit they found from the extra grip of the 2020 Michelin rear tyre. Honda found their breakthrough in a switch to the Öhlins unit developed by Suzuki. Suzuki’s ability to turn under rivals, both on the throttle at the final turn in Aragon, and then achieve similar off-throttle turning performance on entry into Valencia’s tight turn 11, displayed an agility and stability surpassing their rivals by some margin.
4 Managing tyre degradation
Tyre management was Suzuki’s trump card, comfortably making the rear tyre go the distance when others struggled. They could at times get away with a softer option to the majority of the grid, but still maintain performance over race distance. Suzuki always had consistent pace throughout the races, their package never putting undue stress on the tyres, front or rear. That ability to be gentle was certainly an asset in terms of race day performance but it was also the cause of tough Saturdays with Mir commonly qualifying back on the 3rd and 4th rows. The Suzuki doesn’t quite seem able to generate that extra load into the tyres to create the grip required for the ultimate single lap performance on qualifying tyres.