thank you kindly sir.
Report on Dunlop Sportsmarts by Fastbikes :
DUNLOP SPORTSMART
The SportSmart is Dunlop’s do-it-all tyre, as the firm wanted to blend the best elements of the Qualifier II and RoadSmart to create a
tyre that would be as happy in the wet as it was on a trackday.
Improved pattern design, multi-tread compounds and the use of its own N-Tec technology. Dunlop use a jointless band (JLB) in its construction, and this
promotes good traction in the centre of a tyre thanks to inherent stiffness here. Then the edge of the tyre utilises the N-Tec technology that forms a stable
contact patch when the bike is leaning. This means that compounds don’t have to be super exotic to get good drive from them, so the SportSmart offers
good longevity. The tread pattern is more stable, so the grooves don’t close up, giving a more consistent feeling. Wet grip inherently comes from
the front. Grip here normally requires soft polymers, but the introduction of silica here reinforces the compound and it’s able to last. The abrasion created by
the silica is absorbed into the polymer well.
Available sizes
120/60ZR17
120/70ZR17
160/60ZR17
180/55ZR17
190/50ZR17
190/55ZR17
Weight
Front: 4.42kg
Rear: 6.63kg (180-section)
Time
Tuesday 9.30/10.40am
Temperatures
Ambient: 17
Track: 18
Pressures
Front: 36psi
Rear: 42psi
Hot Rear: 47psi
Tyre Temperature
Front (right/left): 57/50
Rear (right/left): 82/63
Stiffness
Front: 55 Shore A
Rear: 56 Shore A
The SportSmarts must have done a million laps here, and this pair settled into their stride well with no slides, just growing confidence with every corner.
This is all with track pressures that are through the roof compared to everything else. We did question them, but that’s what the Dunlop test riders prefer...
And who are we to argue when they offer such a solid performance. These tyres felt very well balanced, with impressive levels of grip and stability at
both ends. The rear offered a consistent performance with no surprises over the first 15 laps, and then only the most minor of squeaks towards the end of the second session.
The front gets better the faster you go, and although the sidewalls are super stiff, they offer an assured feel. I felt more confident to fly into the blind first
turn on a tighter line, resulting in the earlier application of throttle thanks to the improved confidence over earlier tyres. I started to feel some minor bumps through that turn, but the tyres and suspension soaked them up well. Straight line stopping is solid, although off the upright a slight shimmy is detected that just makes you think twice about asking for more from a tyre that also does the commute.
Steering itself is positive and predictable, and although not as quick as some there’s still lots on offer to encourage your entry. Data shows lean
angles were shy of most other tyres, and I have no explanation for this because I felt happy on them. They felt assured, safe and relatively fast, I didn’t need to ask any more of them. I’d certainly choose them over some quicker rubber for that feeling alone – and all performed on the coldest the track ever got over the three days.
The front gets better the faster you go and they offer an assured feel
At the home of its conception, we were expecting big things from the SportSmart. Even in the cooler conditions of the morning, they
didn’t take long to come up to temperature and within a lap any signs of a new tyre had vanished with zero plastic feel. This was the only tyre that
was left at the road pressures recommended by manufacturers. A ridiculous-sounding 42psi in the rear manages pillion passengers, but also shows unbelievable skills on track – and a very quick lap time.
Straight away, the Dunlops felt planted with a massive footprint on the Tarmac and producing lots of outright grip. The SportSmart has a stiff carcass, which means lots of stability and not a lot of squirming on the side of the tyre. The sidewall doesn’t capitulate, but there’s enough flex in it to produce feedback through the bars.
You have to be smoother on the SportSmart to get the required lines, and running wide when releasing the brake is a sign of the neutral steering
and flatter profile – trail braking is sometimes disputed. They require a bit more physical input, but are very well balanced.
I was the picking the bike up after 10 laps after getting progressive slides, but they’re not as sketchy as the Avons or S20s. It was spinning but still driving, a
nice trait. There were 10 laps of excellent grip from the rear that remained consistent, while the front never moaned.
We’d like a little more front grip to match the rear’s performance, and there’s a dull fold when you start to take liberties with the front-end, and it
can all be a bit vague during slower corners at big lean angles. You know exactly where the limits are, however, and that’s what makes them work well.