Bridgestone YCX slick V profile test

//Bridgestone YCX slick V profile test

Bridgestone YCX slick V profile test

Bridgestone V front YCX Tire test

To order this tire online, go to:


June 7th, 2012 at Thunderhill Race way Park, CA


Ambient temp: 90F


Track temp 125F


Bike: 2009 Yamaha R1


Nitron Race Shock

Spring rate: 631nm

Installed preload unknown

Current preload setting at 21 clicks in from full soft

High speed compression 8 clicks out

Low speed compression 10 clicks out

Ride height +2.5mm

Shock length 295mm

Shock builder: S. Maskell

Factory service internal recommendation at 12 – 18,000 miles



Fork settings:

Fork height at +2mm

Fork preload 4 turns in (1.0kg springs)

Fork rebound 14 clicks out

Fork compression 5 clicks out


Gearing: one tooth down on the countershaft sprocket, stock chain




Thanks to:

–       Jeff Viets of Viets Performance for the tires

–       Matt Montero open track day

–       Thunderhill Race way Park




REAR: YCX Bridgestone (white band) 190/645 x 17

Cold pressure 24psi on a calibrated gauge

Set at 28psi after 30 minutes at 180F on warmers

Hot pressure after 4 laps set at 30psi



FRONT: V profile YCX Bridgestone (white band) 120/600 x 17

Cold pressure 26psi on a calibrated gauge

Set at 21psi after 30 minutes at 180F on warmers

Hot pressure after 4 laps set at 32psi



Session 1:

–       scrub in over 4 laps and come in to set hot pressure

–       get  a feel for the different profile in transitions

–       asses sidewall stability under heavy braking load


The tire immediately gave notice about it’s profile. I spent most of the session feeling out turn in points and counter steering bar pressure amounts. It took a little while to adjust to the subtle but required changes for turn in markers and bar pressure before I could increase the pace with certainty.




–       add 2 turns of fork preload



Session 2:

–       work on high speed turns

–       assess throttle on points for earlier throttle input due to profile


Adjustment to turn in points on high speed turns was very slight. The area that required the most concentration was bar pressure. I found that while subtle input was needed to initiate the turn, once the bike was on the side of the tire there was not need for further bar pressure management.  I did psychologically go for the throttle earlier in the turn to even the load on the chassis and started to steer the bike that way after the turn was initiated. This isn’t required but felt intuitive to me while on the bike.



–       none



Session 3:

–       assess carcass stability under straight line braking

–       check sidewall stability under trail braking


With the forks raised prior to the test to +2mm to compensate for the smaller tire circumference with this profile, braking stability was good in a straight line, even when the brakes very aggressively applied rather than smoothly. Weight transfer was predictable and the carcass held up under severe loads. At no time did I feel the tire flatten out to the point that the bars would row side to side.

With trail braking, I took my time creeping up on edge grip limits. I could feel the sidewall flatten out as the pressure was applied but I could also feel the shape of the carcass return as brake pressure was released to allow me to provide slight corrections towards the end of trail braking.

NOTE the trail braking wear lines in the tire circumference on each side.


The most noticeable part of this session was the subjective “feel” of how much front tire was on the ground. It didn’t feel flat as in a literal V, but the amount of grip and tire actually on the ground was significant over the Bridgestone round race slick I compete on. You can really feel how much tire is on the ground and it seemed to me that it was double the amount of my race slick.



–       none



Session 4:

–       assess quick transitions


You would think with a V profile tire that it would require quite a bit of effort to flick the bike from side to side. At this track between turn 3 and 4 the transition is quick, using the throttle to suddenly load the front moving from right to left.  The same is true of turn 5 with an uphill/downhill transition thrown in to the mix. Quite the opposite was true which honestly surprised me. The bike readily flicked from side to side either from brakes or throttle closing and I had to be wary of not flicking the bike over. Thank good geometry and rebound balance for the assist, but still – it was a real surprise how quickly the bike transitioned.



–       none






Make sure you correct your geometry before trying any new tire(s)!


This is a great front tire especially for those riders that point and shoot a bike. It is remarkable how quickly the tire will roll onto its side and then let you know it is planted. The feel of how much tire is on the ground takes a little getting used to and you have to fight yourself not to immediately go for the throttle to unweight the front slightly.  You can trust the tire and there’s a ton of side grip no matter the camber of the track and the braking skill that you need.


I’m too used to my small bike and maximum lean and corner speed to want this tire on my bike right away. However for technical tracks that require a lot of transitions and very quick turn in, this would be an amazing tire for me to use under those circumstances.


Looking for the on track video? It is here:

By |2018-01-27T18:44:59+00:00January 4th, 2018|Categories: Tires|0 Comments

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