At Spielberg, the challenge was to be able to make the MotoGP prototypes accelerate as quickly as possible but also to be able to stop as quickly as possible. We were able to observe some developments, where the teams attempted various improvements in these two areas. One of these was the use of "High Mass" discs, "Heavy Duty" calipers and brake cooling ducts; and the other was the use of chassis height adjustment devices while riding.
Like Ducati, which was the first factory to use it, Yamaha unveiled its chassis height adjustment device for the first time on track, an evolution of the Holeshot Device. The goal is to modify the geometry of the motorcycle to promote acceleration and limit wheeling. We also got a glimpse of how Fabio Quartararo activates it.
This is how Fabio Quartararo activated the chassis height modification device. It has a small lever, about 5cm long, positioned just above its clutch lever.
Each time he pulls this lever, the rear end of the bike lowers, which also lowers the bike's center of gravity.
With 3 big braking zones in a row at Spielberg, keeping the brakes cool was a tough challenge. Cal Crutchlow was spotted with this huge caliper cooling duct.
It has a double air intake, at the top and bottom, to direct air directly to the caliper and cool it.
Suzuki also tested a new solution to keep the brakes cool on the Austrian track. The bikes were equipped with their main caliper cooling duct, which we've seen before, which directs air directly to the caliper.
But just above, at the front fender, you can see a smaller secondary cooling duct. This brings air directly to the surface of the brake disc.
Yamaha has also followed the trend. Their braking problems during the weekend notably caused the spectacular fall of Maverick Viñales. From reports and debriefings it appears that Yamaha used the "High Mass" discs but not calipers version 2020, having fins to promote their cooling, which is why their brakes had difficulty coping with extreme temperatures.
What does that mean exactly? Well, “High Mass” carbon discs have more surface area and are slightly heavier, but not by much. The larger surface area means they have a slightly cooler operating point than regular brake rotors because they can expel heat more efficiently.
The same rule applies to stirrups. They have a slightly larger surface area and therefore tend to operate at slightly cooler temperatures, keeping away from dangerous temperature zones where the brakes may start to cause problems.
To try and solve their braking problems, Yamaha added the small secondary cooling duct that you can see just below the wheel axle. This secondary cooling duct also directed air to the calipers.
Interestingly, some drivers didn't use cooling ducts at all. Takaaki Nakagami was not observed on track with a single cooling duct and had no braking issues. How was this possible?
Well, a lot of that may be down to his braking style. We know Nakagami studied Marc Marquez's data from the last few races and he said the biggest thing he learned was about the way he brakes. Nakagami said that Marquez uses the rear brake a lot, so Nakagami started using that strategy.
This relieves the front brake, but that's not all. Takaaki Nakagami was also using the 2020 version "High Mass" rotors and calipers, so perhaps coupled with the way he brakes, his less aggressive style didn't require the extra cooling of the calipers we saw on Crutchlow's bike .
