| December 6, 2022
Dunlop’s new fifth-generation Q Series Sportmax tire is the company’s most advanced OEM tire to date. The new Q5 and Q5S are purpose-built trackday tires with a pure racing pedigree. Since electronic aids are now the norm when it comes to controlling grip and drive from the rear tire, Dunlop’s Advanced Research Team (DART)—an in-house collection of tire designers, engineers and chemists—decided to focus heavily on front-tire design.
The Q5s impressed across a wide variety of bikes.
By Tom Montano
A new 2mm-taller and 2mm-narrower front-tire profile sets the foundation for Dunlop’s new Q5 fronts. The rear Q5 receives the same profile as their MotoAmerica racing slicks, a proven racetrack weapon.
The Q5 and Q5S feature Dunlop’s latest Jointless Tread (JLT) Technology, another feature from their racing slicks. Both the new Q5 tires are aimed at hardcore trackday riders who want the performance of a racing slick, without the hassle of changing tires every time they go to the track.
The new Q5 Sportmax and Q5S Sportmax feature a variety of important changes. Tire construction, profiles, compounds and tread patterns have all been enhanced to put the Q5 at the top of the heap when it comes to trackday tire performance. Dunlop also managed to make the Q5 and Q5S more accessible by improving dry- and wet-weather grip, tire compliance, and warm-up time.
The Q5S rear differs slightly from the Q5 by incorporating a harder center compound for longer tire life. As an added bonus, the new Q5 rears are now one-pound lighter due to the use of Dunlop’s (JLT) construction protocols. There are five additional new sizes to choose from: 110/70ZR17, 140/70ZR17, 150/60ZR17,160/60ZR17 and a 200/60ZR17.
Lowdown | Dunlop Sportmax Q5 Tires
Standout Feature: No need for tire warmers, just get out there and go.
List Price:
Q5: Fronts start at $250.22. Rears start at $278.66
Q5S: Fronts start at $219.45. Rears start at $280.62
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Fast warm-up time |
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No tire warmers needed |
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Two different models: Q5 and Q5S |
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A bit on the pricey side when compared to the competition |
No tire warmers mean just set your pressures cold and off you go.
Rider Analysis | Dunlop Sportmax Q5 Tires
My first introduction to the Q series was back in 2013 at the launch of the Dunlop Q3 Sportmax. “That is a great tire,” I said in my review, but since then, Dunlop has delivered the Q3 Plus and the Q4, each of which has been a further advancement of their track-oriented Q series tires. This time around, it has combined the best of its previous Q4 design with lessons learned over the last four years of racing to develop the all-new Q5 Sportmax tire. The new Q5s are a fine examples of how racing development influences the production of road-going tires. Every aspect of the tire has been enhanced to maximize track performance, improve warm-up time and increase wet-weather capabilities.
Buttonwillow racetrack in California was chosen for the introduction to the new Q5s. With plenty of different scenarios to really explore the pros and cons of a tire, this track is well-suited for such an event. I started on a Honda 600 with the Q5S tires. The Dunlop crew set the cold pressure at 34 psi front and 32 psi rear (the same for either the Q5 or Q5S).
It was still pretty cold out, which gave me a good chance to evaluate the claimed quicker warm-up time. Sure enough, after a lap and a half, I was up to speed. The first thing you will notice with the either the Q5S or Q5 is the very similar feel and response to a proper Dunlop racing slick if you’re familiar with them.
The new tire profiles provided a nimble but still stable feel at corner entry and exit. Next, I tried the Q5 on a similar size bike—a Kawasaki ZX-636R.
At first, I didn’t notice much difference between the Q5 and the Q5S. However, as I really started attacking the corners, the Q5 had a slightly smoother feel transitioning from straight-up to tip-in at entry and standing it up at exit. I figured the harder middle compound was the culprit and after further investigation with the Dunlop folks, my observations were justified. Each of the two versions of the Q5 felt planted, gave excellent feedback and the front/rear grip was very enticing.
Next, I repeated the scenario on a few Kawasaki ZX-10Rs, each fitted with the different Q5s. The liter bikes are fast and put a lot of stress into the tires. Under hard braking entering the corners, the front Q5 was well composed. The tire kept its shape, allowing me to really go deep on the brakes with plenty of confidence. The feel it provides is precise and controlled, never folding under or getting out of shape. Bump compliance is also very well-sorted. Whether you’re navigating sharp or dull bumps, the Q5 soaks them up and immediately returns you to your happy place.
On the corner exits, both the Q5 and Q5S rears were very predictable, providing plenty of grip. Once again, it was a very similar feel to that of the racing slicks. I rode a variety of bikes, including a Yamaha YZF-R1, BMW S 1000 R, Honda CBR1000RR-R SP and a Kawasaki Ninja 400. Sometimes tires can upset a bike’s handling characteristics. The one thing that stood out was how adaptable the Q5 and Q5S are to varying types of motorcycle. Each bike had a positive feel at corner entry and exit. The connection between the throttle and pavement was also very universal.
I did get out of shape a few times, but the predictably of the Q5 made it easy to modulate the slides with the throttle. Other than that, I had no problem driving the bikes out of the corners under power.
Eventually, I encountered some front-wheel chatter, but on stock bikes that is to be expected. I’m sure it could be solved with perhaps a tire-pressure increase or some suspension adjustments. And of course, there was some performance drop-off in terms of rear grip. The Q5 is no different to any other trackday tire when it comes to usage consistency. Depending on how long and hard your initial few runs are, the tire will vary in its longevity and grip levels.
Tire life for the Q5s was exceptional considering all the abuse they took throughout the day. The new Q5 and Q5S are pretty much racing slicks with grooves cut in them to make them street legal. But that’s what true trackday enthusiasts want. The Dunlop USA crew did a very good job with its new Q5 and Q5S.
For more information, visit www.dunlopmotorcycletires.com
