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Dylan Code

Superbike School Riding Coach
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Dylan Code last won the day on January 29

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About Dylan Code

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    Cornering Master

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  • Have you attended a California Superbike School school?

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  1. The best person to ask would be the Dunlop race tire distributor at your track day. Other than that I would start off with 32 PSI front and 30 rear. The Dunlop tire engineer who designed the Q4 said that they are less sensitive to pressure than other tires like slicks. He's the one who gave me those psi figures.
  2. We used Silkolene, a very good brand as well. No we do not provide engine wear data to manufacturers, it's never really an issue. Modern engines are good.
  3. Indians don't care about being passed. It was never a problem in India where we do schools. Most people are just not used to having another motorcycle close to them. Many are rattled and with good reason, unless you know the person well, there's little prediction.
  4. Liqui Moly is now officially our lubricant sponsor. They are the spec brand used in all the Moto2 and Moto3 bikes in the World Championship. We will be running that same oil in our fleet. The helmet sponsor deal is not finalized, but it is a company many have never heard of that produces the most helmets in the world and manufactures helmets for many other brands you thought made their own.
  5. We are shooting for Barber, which is May 23-29. It's mostly booked up but there are about 10% seats available.
  6. Your collection of data and research shows you are barking up the right trees. Here's some more data regarding tires: Per the Dunlop engineers tires grip in 4 ways: 1) Adhesion--the temporary chemical bond between the tire and surface. 2) Keying--the tire deforming and filling in all the nooks and crannies of the asphalt or squishing into the depressions. 3) Abrasion--the tire tearing from itself or wearing away. 4) Hysteresis--the energy storage and return by the rubber and partial conversion to heat. The first two can be looked at as static properties and the la
  7. Thanks very much. We have more on the way!
  8. Yes, the amount of lean and overall speed from wind resistance would matter a lot. Turn-in rate would matter I suppose but not significantly. Wind resistance going straight requires a certain amount of power just to maintain a particular speed. A hypothetical example is here: 30mph=1hp 60mph=8hp 120mph=60hp 180mph=190hp
  9. The answer to the question is: from turn-in, off throttle, not trailing the brakes, the bike will slow at the rate of between 3mph to 8mph/sec. Lots of variables of course but that's the quick answer.
  10. I remember this thread from long ago about friction. I've been going into tire grip and the elements affecting it for some time and had this recently pointed out to me: The laws of friction were cited with regard to tires. But there just one problem: those laws only apply to RIGID objects. Because a tire is not rigid, the law would not hold true.
  11. Coaches find that between sessions if they wait for their student to come around the track that their tires cool down enough to not provide sufficient grip. So in some cases they can lose their temperature within three or four minutes.
  12. Try this video for warmer questions
  13. I've ridden many different tire sizes on different bikes and really can't tell much of a difference once I get a few laps on them. I've ridden a 1000 with a 180 rear and it was fine... if you A/B compared you'd feel the difference I'm sure. Slicks last longer than street tires, at least the Dunlops do. Heat cycles are what our coach tires experience all day long every day they are ridden. It may make a 3% difference but nothing anyone could feel easily. 1) Don't sweat the size issue. 200's are fine. The AMA 600 class used to run 200 rear slicks... 2) Get slicks if you want durability
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