Engines for
Daytona are a big issue because the ones that are on the edge have to be able to survive that sort of hammering that they get. At the end of day one, I got down to 1min 45.0secs, which wasn't too far off the fastest. And we still had plenty of stuff to work on for day two.
We planned to run through some the different tyres that Dunlop had provided for us, as the tyres needed for Daytona are much different to anywhere else because they have to put up with the sheer pressure and forces that riding on the banking gives. They have very stiff carcasses because of trouble in the past with the tyres not being able to cope with the forces and heat generated, which just ended up blowing them apart. Now, with the latest tyre technology and knowledge, there has been no problem with this.
Progress in the morning was going quite well and we were just getting a feel for the different tyres. The team had previously only worked with Pirelli, so it was a change for them and took a bit to get used to. In the afternoon, we took a break, not for a Kit-Kat but because our new fork internal kits had turned up and they needed to be set-up and put into the bike (sorry, the Kit-Kat bit was supposed to be funny!).
After lunch, I took the bike out with the fork settings that would be close to the older internals and immediately noticed quite a big difference. The limit was now stretched
