By Will Gray, England
Atlas F1 Technical Writer

From the United States the teams head to the opposite side of the world to take on the challenge of Japan's Suzuka circuit for the final Grand Prix of the 2001 season. As always, Will Gray previews the event

From the United States the teams head to the opposite side of the world to take on the challenge of Japan's Suzuka circuit, Formula One's only figure of eight track and definitely a tough challenge.

Many drivers name the varied racetrack, built originally as a test track for road cars, in the top few of their favourite circuits, and it is the sheer challenge, which many put on a level with the classic Spa-Francorchamps track, which makes it so endearing.

Because of its former use as Honda's testing facility, the circuit is designed to be tough, but it is not only the drivers who have to overcome the intricate and complex challenge, the engineers will have a lot of work on their hands as well.

There are, perhaps, two key elements to a good lap at the Suzuka circuit, and they are firstly a good knowledge of the track, and secondly good rhythm. To be good in some sections and not so fast in others simply does not happen at Suzuka because of massive knock-on effects if a driver gets things wrong.

The corners are created to be so testing that if one wheel is out of place at a certain bend, then the following ones will be ruined because of that first mistake - much in the same way as with Silverstone's Maggots and Becketts complex, but seen over most of the track.

It is, therefore, important that a driver has his rhythm, but to ensure he has that, it is the engineer's job to cope with the different requirements so that the car is an ideal compromise in every area, more so than on most circuits on the calendar.

The circuit is made up of a high speed flowing start to the lap, but adds a hairpin and a chicane for a challenge, and also includes the infamous 130R corner, named, quite obviously, after its 130-degree radius turn. The high-speed twists and turns demand that the car is set up in the maximum downforce configuration, so there is quite likely to be more unusual wing add-ons as teams strive to improve their aerodynamic grip as much as possible.

However, to enable the car to cope with the extra drag produced by having maximum downforce, engine power is very important, as the more downforce the aerodynamics produce, the more drag they produce and that slows the car down. So as much as a low-downforce circuit will see a high-powered car come to the fore, this high-downforce circuit will also see advantages for those with plenty of horsepower.

The circuit also demands a stiff set-up because, going back to the demands for a smooth rhythm, there are so many fast corners that the car must have excellent high-speed stability to ensure the momentum and rhythm remains controllable.

Constant changing of direction puts different loads not only through the bodies of the drivers, but also over the entire car, and the car will react to these. It is the engineer's job at Suzuka, more than anywhere, to ensure the forces built up on the car through cornering do not end up being too much and throw the car off the circuit.

But the rhythm is not everywhere on the 5.864 km long circuit. There are two points - the chicane and the hairpin - where the dramatic halt from high speeds means braking ability is what counts and it is not as much a case of brake wear in Suzuka, but of braking power.

Those who can brake latest into these two points have the greatest chance of moving through the field because despite the praise that is always lauded upon Suzuka, there are not many other places to overtake.

The amount of pressure a driver can put on his brakes, and therefore the tyres, before they lock and begin to skid across the track surface is the telling factor in any passing attempt, so expect to see some brave moves in those two places from the drivers who have their brake balance set up best for the race - those who can brake the hardest before their tyres lock up.

The difficulty of overtaking means that one of the best opportunities to do so will be in the pits, so the expected strategy is for most teams to go for a two-stop race, although that will not only be to gain track position, but also because of other factors.

The first of those is that the increased drag from running in a high-downforce configuration means more power is needed to effectively punch through the air, and that in turn means that more fuel is needed for the engine to create that power, so with fuel consumption high, it may be almost a necessity to have two stops.

But also the ferociousness of the turns, high speed and constant direction shifting, works the tyres hard and the degradation and wear becomes massive, particularly if the temperatures are high.

So although the overtaking may be limited, pole position on Saturday could still be difficult to turn into a win on Sunday, and with McLaren's surprise improvement at Indianapolis there is plenty to play for as Formula One signs off another season.