I was reading this piece http://biketrackdayshub.com/motorcycle-tyre-wear-guide and checked my tire photos and discovered that I do have a lip on the trailing edge of the tread - which indicates the rear rebound is too fast. Just make sure I'm thinking through this properly, too fast = too stiff, correct? A softer rebound setting should uncompress more slowly is my thinking. Also, you'll notice a couple of big ole marks in this shot. Are those both from rear wheel spin? I had one (not of concern to me) "moment" coming out of T2 at ACC North where the rear wanted to step out, but that was all I could think of.
someone smarter than I will either confirm or deny this: too fast rebound = not enough rebound damping. if you haven't changed the setting yet, don't. let a suspension technician do it at the track so you can have all day feedback/support. and FWIW, I think your tire looks pretty good.
I think your tire looks pretty good too. What kind of tire is it and what pressures were you running?
I have adjusted the suspension myself before ACC full on Labor Day simply because the bike had to have been set up for someone half my size. The tires are Q3's and I usually run about 27/29
The Dave Moss write up I read tested Q3 pressures on a CBR600RR all the way down to 22R and I think they settled on 24R for a 65 degree day. I have a fear of setting pressures that low for some reason...just doesn't seem right, even if it is.
Dont run dunlops higher than recommended, they are stiffer than Pirellis for example and will bite you if they arent flexing enough to fully heat up. Ran them for years, and always found my "sweet" spot a lb. or two under recommended hot settings.
Found this tidbit though in a track review....indicating higher pressures than youre running....good luck! "To experience Dunlop’s newest Sportmax, we were invited us to Dunlop’s testing center in Huntsville, Alabama. Although the proving grounds were originally built for car-tire testing it has since morphed into a motorcycle-only facility where Big D evaluates all of its on- and off-road motorcycle tires. We sampled its fresh shoes on a 2011-2013 spec Suzuki GSX-R600 in standard sizes (120/70-17 front, 180/55-17 rear). Since we were riding exclusively on track, Dunlop lowered tire air pressures from the OE setting (36 psi front/42 psi rear) to 32 psi in the front and 30 psi in the rear—as this was the most optimum setting based on previous testing. Typically track day outings necessitate the use of tire warmers so that the rubber is pre-heated and ready to adhere to pavement as soon as wheels turn on track. But with the Q3s warmers are almost irrelevant. The rubber compounding generates heat quickly, allowing the rider to begin exploiting the performance of his or her motorcycle right away. Of course some caution should be exercised to avoid a cold tire crash, but the Dunlops warm up so quickly that it’s easy to pick up the pace by the second lap or after a few minutes of riding. "
Not trying to be a jerk, but you should cite your source. Ideally provide a link if possible. That said it looks familiar to me. Perhaps Cycle World, Motorcyclist, or Sport Rider?
The wear looks fine but those two marks look like a hop, seems like a singular incident, otherwise there would be more around the radius most likely over lapping. And if it's not on the other side then I would imagine it was related to just a right corner. Corner 2 could do it, I've had a few unexpected skips there as well. Pressures should be fine, I would not recommend anything lower than what your at right now with my experience on dunlop q's.
Has anyone here heard about the supposed delamination issue the Q3's can experience? Seeing a lot of talk of it on 600rr.net and also saw (from a linked article) the same discussion on a Triumph website. It appears to be a horizontal tear across the tire surface - something you might see with mounting them in the opposite direction of travel. From what I've read, it appears to be an issue that arises in circumstances similar to a cold tear. Over inflation and and lack of carcass heat. That said, no one seemingly wants to own up to having to use something performance oriented properly with many claiming "it should just work without having to anally check psi before riding or between sessions". Anyway - I know a bunch of people here run Q3s and I hadn't seen it discussed yet.
I had my rear q2 delaminate in a similar fashion, a chunk about .1" wide 4" long came out when the tire was nearly worn out. I honestly didn't think much of it, as the tire was used and abused at the time of the chunk coming out.