Comparative test tires Metzeler Roadtec 01 SE and Sportec M9 RR

From the road to the track

The last 2 Metzeler road tires

There are the big tire manufacturers including Metzeler/Pirelli. And if we know Pirelli very well, especially for its involvement in the Superbike World Championship, Metzeler comes after in terms of notoriety. And yet, it is not a sub-brand of Pirelli, far from it, but a brand in its own right, with its own developments and tire fittings in several segments but with denominations that do not identify the first of all for whom and above all for which motorcycle the tire is intended. Go, not to be bad times, the Roadtec indicates a road orientation (road = road in English), the Sportec a sport orientation while the Racetec indicates a competition orientation.

In order to get our idea and after trying the latest road Pirelli Angel GT II and sports Diablo Rosso IV, we went to try the last three Metzeler rubbers - Roadtec 01 SE, M9 RR and Racetec TD -, direction Sicily between the natural park Etna - excuse the p(n)eu - and the Pirelli/Metzeler development circuit of Pergusa. Road, track, here was tempting, but the weather played its role of referee, as often. Especially with tires claiming improved grip in the wet (SE or RR) or a tire with a completely smooth surface (TD), reserved for use on the circuit and therefore unsuitable for use on the road or... in rainy weather .

A booming market

On the European motorcycle radial tire market, two categories are pulling the punches and are in a pocket handkerchief, sharing 4/5 of sales: Sport Touring tires (40%) and Hypersport tires (41%). In this context, there are therefore many brands, all with their specificities, but also a common point: to increase the spectrum of use of their tire.

Road: Roadtec 01 SE

Let's go back to the new features and their characteristics. The Roadtec 01 SE, as its name suggests, is a road tire (Road prefix), but it claims a higher sporting potential and a different construction from the Roadtec 01 that we have known since 2016 (SE suffix for Sport Edition). With an adapted internal structure and above all smooth sides, it would gain in raw performance and stability what it would possibly lose in longevity. Enough to allow it to fully assume its new range of use, even if it means making it less relevant for large rollers? Finally for the "big" rollers? These can fall back on the Roadtec 01, still in the catalog and acting as the GT version of the tire. You follow ? Yes ? That turns out well.

Within the Pirelli/Metzeler group, the SE is placed more or less opposite the Pirelli Angel GT II, ​​with which it shares some technological principles, just like with the Diablo Rosso IV. Tires that we put on recently for a full test there again. The Roadtec 01 SE also comes to tickle the Dunlop Roadsmart III (therefore 3rd of the name) and the Continental ContiRoad / ContiRoadAttack 3 - still newcomers -, while everyone faces an ambitious challenger: the Bridgestone T32. A particularly homogeneous and efficient tire, including on wet to wet roads, as we could see during our 700 km journey in Tuscany (Italy), this one is directly opposed to the Metzeler. Of course, these five also face the Michelin Road 5 in terms of road rubber...

The Bibendum tire is a quick mount to withstand the rain and to collect many kilometers, even if it means being very filtering in terms of feedback. Not to mention its particular and very round profile that does not suit everyone. While waiting for the Clermont firm to react and release its successor, the Roadtec 01 SE is therefore ready to face its current competitors, but also its road sport brother: the Sportec M9 RR… And if the threat came from within?

Sport in mind: M9 RR

The M9 RR is a sports tire. You can see it in its design, its lower rate of gouging and its slick sidewalls. Traditionally more technological and "at the cutting edge of research", sports tires are a category that is still in demand, but is losing momentum in the face of increasingly high-performance, sportier roadsters who are still able to cover more kilometres. Especially with the multitude of sporty motorcycles released in recent years and the consequent increase in power of the models, combined with the desire to spend less. Previously much more specialized, we accepted sports tires that they melt like snow in the sun to change them often. But they had to adapt to the tight market and the needs of everyday riders to survive. They have therefore become more enduring, more accessible and above all much more road-friendly, while retaining the benefits of a more incisive profile and a more "soft" rubber, as they say.

Belonging to the Sportec family, the M9 RR is opposed to a full range of tires, each sharper than the next. These include the Bridgestone S22 from Japan, the Michelin Power 5 which therefore plays local in France, the newly arrived German compatriots Continental SportAttack 4 and SportSmart and the very recent Dunlop MK3. Of course, let's not forget the fraternal twins from Pirelli: the Diablo Rosso IV, even more sporty in their definition... We are not going to compare them all, but allow you to choose from the Metzeler range which Road or Sport you want. would suit.

And the track and the track? TD for Track Days

Finally, we take advantage of this test to highlight a unique tire of its kind: the Racetec TD. Absolutely prohibited on the road, it bears the two letters TD to signify Track Day(s), in other words track day(s). Why this "s" in parentheses? Because this new kind of tire would make it possible to do several sessions or even several days on the track. Reversible slick, with controlled wear and characteristics allowing you to get rid of electric blankets, it has no real competitor on the market and is a technological and sporting innovation: an economical way to access the pleasures of the track without breaking the bank and while benefiting from a high level of performance. In short ? The 5-legged sheep, charged around €300 per train in 120/70 and 180/70. Another benefit is that this tire does not require you to change dimensions compared to the standard fitment, allowing a "plug&play" adaptation, so to speak. Just that.

Comparison Sportec M9 RR Vs Roadtec 01 SE

We have already tried it last year and we invite you to reread its complete test, but the M9 RR deserves to be looked at again, especially from a new angle: that of the comparison with its small sport road brother called Roadtec 01 SE (for Sport Edition), which shares some structural advantages with him.

So here is the context. But it is legitimate to wonder what the real differences are between the Roadtec 01 SE and the Sportec M9 RR. Especially when the first adopts the suffix SE meaning Sport Edition and when the second evokes its proven capabilities on the road through the Isle of Man TT (RR for Road Racing and TT tour Tourist Trophy). As we said jokingly during the presentation, after all “a tire is round, it's black”. Certainly.

For daily or leisure use, as we know, between a little road sport and a sporty road tire, the gap is less and less important. The noose sometimes tightens in terms of tire endurance, depending on your type of driving and the roads encountered and even when you drive more than you drive. What parameter to differentiate them, then? Longevity, life expectancy ? Complicated and dependent on driving and roads. That said, the road tire is more enduring, around 1 to 3 times if you fully exploit your bike... The more or less pointed profile, therefore incisive? Not everyone likes a motorcycle that engages easily. Comfort ? Everything is relative, especially depending on your mount and its suspensions. These notions, which have become the sinews of war and so many points allowing you to choose the type of tire best suited to your use and your style, are no longer enough. Again, what are the differences in feel and use? Especially since a new parameter is appearing in the manufacturers' arguments and on the Roadtec presentation sheet: acoustic comfort. It represents the level of "annoyance" linked to the noise generated by driving. Expect to hear about it more and more in the pitches… you have to find something to stand out. The sound of a tire, a parameter that could be interesting on faired motorcycles or trails with faceted tires, wave generators that can go up through the crown. For the others...

First selection criterion: the size of the tires available!

In fact, not all tires fit on all rims and therefore do not concern all types of motorcycles. The Roadtec 01 SE is content with a single size for the front and 4 sizes for the rear, including a smaller 160, where the Sportec M9 RR offers two front sizes and 8 sizes at the rear. Enough to cover more scenarios and suit more motorcycles, including recent small and medium displacements via the 140 rear tire.

Here are the sizes recorded to date, but as we know, this will evolve over the tire's career, to offer more sizes, especially for the front wheel.

Sizes Metzeler Roadtec 01 SE

Sizes Metzeler M9 RR

Rear tire:

Second criterion of choice: the price!

This will not be a discriminating criterion! From a price point of view, the two assemblies are at the same price or almost, count around €260 for the set of tires in size 120/70-17 and 180/55-17. A price in the average and above all a price that could remain in these waters over the supply and production. Coming directly from Germany, these mounts are less subject to the current additional costs of maritime transport and the container crisis, but still dependent on the supply of raw materials, which have also seen their amount soar...

That said, here we are in the low average of a set of tyres, especially as far as the Roadtec is concerned. Well placed, therefore, the two novelties.

The question of comfort

Interesting criterion, comfort is quite difficult to gauge, but essential for certain types of motorcycles and on bumpy roads. Less round than the Michelin, more identifiable in terms of angle limits and grip limits, the Roadtec 01 SE seemed to us less pleasant than the Road 5 or the T32, very strong and very considerate in terms of comfort. We also noted it during our test, the Sportec M9 RR does better when it comes to taking on bumps in the road. The benefit of a more technical compound and a front carcass that absorbs deformations better. A prerogative of house tires, the structural rigidity induces a real firmness of the reactions, but offers other advantages to compensate! However, our assessment of comfort is to be put into perspective, not having been able to test all the motorcycles on the same roads or in the same conditions… Here is what we noted.

With the Roadtec 01 SE, the Kawasaki Versys 1000 SE appeared to us to be “harder” in its reactions than with its original rubbers (or even fitted with T32s). This even with its electronic suspensions set to the comfort position, the pre-stress left on the solo position, while we often tend to stiffen it to better take it. In return for this relative dryness of impact on the reliefs of the road, it is possible to keep the original settings of the suspensions and to benefit from a tire that deforms little. Profit? Increased rigor in terms of trajectory and the elimination of flutter sometimes felt when a tire comes to "pack", sit on part of its anatomy. All good if you travel on fairly well-paved roads.

At the pressures recommended by the manufacturers on the road, the Roadtec 01 SE therefore makes it possible to drive with more flexible damping. However, to find a softer road feel, mainly on big GTs and trails with suitcases, the Roadtec 01 seems to be essential. The first "Zero One" of the name is in a way the GT version of the tire, adapted to a ride that can be removed, of course, but more fluid, for those who do not seek the maximum angle and fully exploit 2/3 of the tire surface. The SE, on the other hand, comes to pick up lovers of muscular driving, sports motorcycles, sports roadsters and medium to large displacement motorcycles driven by lovers of full-angle grip. In this, it is directly opposed to the M9 RR, just as determined to seduce the most angry of the right handle. A tire that is not only pleasant when it comes to going fast, as we have just mentioned... Winner of the comfort match: the M9 RR.

Do you point or shoot?

The Sportec is a tire with a sportier profile, both literally and figuratively. With shoulders offering an increased surface on the ground in order to better hold on the angle, it guarantees impeccable grip in the dry and optimized in the wet. In fact, we find there common arguments with the Pirelli Diablo Rosso IV, but the shape differs as much as the substance, the devil showing itself again and more select and sportier than the German sport tire and requiring relatively low pressures (2, 5 / 2.4 bar to operate optimally depending on outside temperatures). Likewise, the transalpine offers a tri-compound version at the rear in sizes 190 and wider… For him, the track is not an option, it's a formality. The Sportec, on the other hand, makes it possible to remain in the usual pressure without losing its qualities. An excellent tire in the category.

Whatever reference is chosen: SE or RR, the reading of the route is as good as it is accurate, but with a different degree of feedback. Especially, when the pace increases significantly. With them, we maintain a very good level of presence. The Roadtec 01 SE remains consistent in its reactions, delivering top-notch performance. If they are immediately reassuring, it is advisable to observe a heating time of a few kilometers to allow it a good rise in temperature, especially for the front tire. Admittedly, it does not rip cold, but it does not yet report all the information, nor does it show all its qualities. The M9 RR, on the other hand, is more quickly able to offer optimal performance and impeccable road feel, but it is the track more than the road that will allow us to decide on the spot, as we will see.

In return for this warm-up requiring "aggressive" (and secure) driving, at least muscular before you quickly reach the ideal temperature range for the rubbers, the M9 RR is distinguished by its more pleasant behavior. and its road feel even softer than that of its sibling. The Sportec appears to us to be more considerate, more talkative and more lively than the Roadtec 01 SE, intended for the hands of attentive “pilots”, able to interpret the signs and the feedback. The most athletic will appreciate when looking for the limits of the grip or to find out about the state of the road. If you prefer not to ask yourself any questions, opt for the Roadtec, which is more informative than the Road 5.

On the motorcycles of our test, the rigor of trajectory and road holding were therefore there and a passage on the BMW XR 1000, the KTM 1290 SMT but especially the BMW F 800 XR will have finished convincing us of the efficiency of these tires on the open road. Without forgetting the reinforced capacities to accept the constraints induced by a high to very high rhythm. Like on the Pergusa track.

Three little turns and then are hot

We can therefore differentiate the Roadtec 01 and Roadtec 01 SE in a tangible way and abound in the direction of a reinforced sportiness on the SE. To do this, we will have to go hard and force the version with increased potential (Sport Edition, therefore) as much as possible. A point that we checked on a circuit with wet or drying asphalt, where the work of the tire and its possible reactions produce an immediate effect.

On the track, on the handlebars of the BMW F800 XR, a moderately powerful motorcycle, we therefore exploited the motorcycle/tyre couple to the maximum of the day's possibilities, but above all loaded the chemical part of Metzeler's road rubber. And if it took three laps of this fast track to become familiar with it and voluntarily submit the tire to strong stresses, warming it up will have taken little time. 3 laps, i.e. less than 15 km.

Consequently, both the braking tests and the strong accelerations on the corner or once straightened, demonstrate the good performance of the SE in difficult conditions. An improvement over its standard version, which induces more movement and requires more traction control interventions.

In the event of slipping (only twice “cold” over almost 30 minutes of driving), the Roadtec 01 Sport Edition considerably limits drift and puts the bike back on its axis in a safe and predictable way, without generating any real stall. Once again, the powerful braking confirms the very good behavior of the German tire in these climatic conditions. Even during voluntary passages on the more slippery curbs and quick to put rubber, suspensions and assistance at fault, the BMW did not flinch! Over the laps, even the reliability of the tire and remarkable confidence in the Roadtec 01 SE's ability to play with the water-soaked surface has become established, while it manages the transitions between dry and wet as well as possible. What to observe a constancy in his reactions and in his behavior. A fact that we particularly appreciate in him.

On the ultra lively KTM Duke 890 shod with M9 RR, still on the Pergusa circuit, we now chain laps of nearly 5 km as we would on a dry track... barely wary of the curbs and the off course, normally quick to chase an unwary wheel. Worse, we will find the difficulty by deliberately leaving the ideal track, pushing the limits of reasonableness to enter track mode. No need to kneel, but chaining the kilometers on the handlebars of the sparkling Austrian is a formality. Even in case of total improvisation. It seems that all is forgiven, while once again, we notice the total absence of intervention of the assistances. And for good reason, we are in Track engine mode.

The direction of the roadster remains extremely (even excessively) agile and precise, both because of its design and that of the tires, which are quick to amplify the phenomenon. The RR gives the impression of riding on a small section tire while benefiting from the advantages of a large tire. While we allow ourselves to weld the full angle handle, the unique and subtle slipperiness felt at first (heating and accelerations with more powerful and lively models), is forgotten. The RR shows a formidable softness and thoughtfulness for a Sport tyre. Despite the bitumen blackened by the previous downpour and despite the absence of carving on the maximum angle, we are not concerned at all with phase changes of the tyre. We lean without thinking, even with energetic driving normally to be forgotten in rainy weather.

The chemistry of Metzeler rubbers (SE and RR combined), therefore works perfectly on wet roads, fulfilling the promises made by the equipment manufacturer. Certainly the natural grip of the bitumen of the track is good, certainly, we are far from the thick layer of water covering the asphalt or from driving rain, but the tar grips more than one would imagine. Especially since the turns of the wheel made on the road behind an opener whose driving was as fluid as it was balanced by excessive caution and disarming circumspection an hour before, were not reassuring: we did not feel the tires working properly, did not knowing more about which rubber (soft or hard?) to dance on... From this point of view, the Roadtec 01 SE was more appreciable in difficult conditions or when you are not in a rhythm dictated by a strong attack. On the other hand, the front M9 RR remained a blade, perfectly accompanied by a rear, however wide.

As for getting the fear strip, we won't go so far as to say that we filed down the footrests on the circuit with one or the other of the tires: it was not necessary on the tracks taken. Except on the road and in the dry: BMWs remember this. The maximum angle is caught with relaxation while the tire again shows the absence of movement of its carcass. On the circuit, the big curve to the right negotiated with full load even reassured us as to the ability of the Teutonic tires to handle this situation without worry… Impressive.

Braking and assistance match

As for the traction control or ABS type assistance, they are not overly stressed when they are active despite difficult road conditions, guaranteeing quality grip on dry asphalt and working in accordance with the electronics. . The rhythm of our road driving and its conditions will not have allowed us to push the Roadtec 01 SE to its limits. Later laps, on the other hand, yes. And there, the Roadtec 01 SE proved to be an excellent brake in addition to being a tire developed to operate in an optimized manner with assistance of all kinds.

Even if the rear ABS appeared to us to be slightly more interventionist than on the T32 in town (but less than on the Angel GT II), at normal speed and on the highway, everything is back to normal. Better still, the trend is reversed as soon as you drive and brake hard, allowing you to keep the brakes on for a long time, to modulate the pressure including at the end of the lever stroke and to engage on the angle, without the lock does not engage. This in the dry as in the wet. Stopping distances are thus significantly shortened. In fact, a good confidence settles in the front tire, formidable in this difficult exercise. Whatever the bike, it stays in line. A very good point for the Roatec 01 SE and for its internal structure.

And on the side of the M9 RR? He is a big guy and an excellent brakeman. Knowing that the Roadtec was already doing very well in the field, we found that it further pushed back the braking marks and above all that it consequently reduced the braking distance (and therefore potential stopping distance) compared to what the one would have imagined and to the marks taken with the Roadtec. Including in the wet, where he cultivates considerable confidence in the front axle, but also in the rear axle, riveted to the ground and in line. Here again, the benefit of a rigid carcass, this time perfectly backed up in terms of feeling by a rubber that lives up to the tire's ambitions, leans in favor of the RR. At least on agile bikes with good suspensions...

At the time of choice

The Metzeler 01 SE optimizes the performance of its predecessor without a suffix, pushing back the limits of road rubber and correcting its shortcomings. Even if the benefit of these modifications is felt more by the fastest among us, sportswomen could well appreciate this more enduring tyre. Roadsters and trails with 17-inch wheels will also be happy with this mount. In order to have more fun, gain strength and never ask questions when it comes to riding harder, RRs are more suitable, even if they require a little more experience to give their full . Like it or not, they are a step above the Roadtec. Even in the wet. That is to say.

Of course, there are many differences between the Roadtec 01 SE and the Sportec M9 RR. Structural, to begin with. Even though the belt and carcass technology are similar, the effect is different due to the rubber compounds and their organization. Without forgetting the "design" of the tire, which also plays an important role when choosing. A coquetry, a signature, of course, but also a function that should not be neglected: to chase away water when it is very present.

From our point of view, the Sportec deserves your full attention, whatever type of motorcycle you ride. As they say, who can do more, can do less. However, it will not be as durable as the Roadtec 01 SE, itself slightly less durable than the 01. Offered at the same price as its opponent of the day or almost, the sporty tire was very balanced in its performance and more pleasant road feel. It is also more quickly effective in difficult conditions, although low temperatures and difficult road conditions will be more favorable to the Roadtec. There remains its less neutral profile, requiring less "effort" on the handlebars to go from one angle to another or to correct a trajectory, even if the said efforts have disappeared on the more road of the two, resolutely neutral in its handling. .

On the road as well as on the circuit, with its larger contact surface on the ground on the sides favoring stability and the passage of power, the M9 RR imposes its style and its more serene side. We find a more marked vivacity, certainly, an easier engagement and less effort to provide to take the bike on the angle, specificities of a sport tire here particularly exacerbated. So many benefits provided by a more "pointed" profile and more flared sidewalls, the benefits of which we would like to be able to retain throughout the life and changes in the shape of the tire. Changes induced by the loss of material in contact with a more or less abrasive bitumen. Metzeler assures us that he is able to do so. Is. But this argument is also valid for the Roadtec. So, "Who's the best?".

Conclusion

If the Roadtec 01 SE is firmer than the T32 (more incisive and more neutral in our memory), or even the Road 5, even more subdued, it offers the possibility of taking to the track on the handlebars of motorcycles of reasonable power while maintaining a high level of performance. The fire pumps will ask for their part to be wary of the first “cold” kilometers, but they will then be satisfied by a predictable, constant behavior thanks to a carcass not undergoing deformation and optimizing braking. Well calibrated to act in concert with your bike's electronics, the SE considerably limits the carcass and rubber effects found on the angle with the standard version, while making angle changes predictable and rather neutral, in short pleasant . The Sportec offers a more incisive behavior and a clearer, more precise and faster change of course. Reinforced approval for the M9 RR, therefore, a real tool for carving out a trajectory once wedged on its sides, which are quicker to cash in on early go-arounds and frantic rhythms.

Marrying very well with the sporty road trails with 17-inch wheels that we have had in our hands, but also with the edgy roadsters, the Roadtec 01 SE fully fulfills its contract and keeps its promises for a wide range of motorcycles. On the road, it is therefore difficult to find fault. The Sportec M9 RR, on the other hand, is even more versatile and above all it is able to fit on a wider variety of motorcycles, due to its greater number of sizes. Faster in the rhythm and quicker to absorb the imposed constraints. Obviously: it's the winning tire on the Isle of Man TT track, one of the most demanding open road races for the round, black stuff we put on our rims...

Metzeler Roadtec 01 SE Vs Sportec M9 RR - Technical Brief

Similarities, but above all differences!

Let's start with what brings them together: the 0° belt with a larger diameter cord than in the past and the new type of rayon carcass with spaced cords leaving more room for the rubber. A rigid structure to better heat up, while holding up well over time and in all weathers. This is perhaps the only point in common between these tires, whose profile or rubber compound are specific, even if they each claim to be 100% silica. Indeed, there are many types of silica, which provide grip, including in the wet, and rapid heating of the rubber. Among others. Metzeler did not expand on the rest of the in-house technology or on the acronyms, we will not blame them.

Of course, the Road Racing (RR) tire benefits from superior grip in absolute terms, especially on the end of the sidewalls, which is slick (smooth). It benefits from a rubber compound close to that of track tyres. In order to limit wear over the kilometres, on the other hand, there is a dual compound composition in the front and rear tires, where the Roadtec 01 SE is satisfied with a dual compound at the rear and a mono rubber on the front. First differentiating point, then.

Second point. Even if they both mix rubber hardnesses, the M9 RR's rear rubber benefits from an additional technology called Cap&Base. Le principe est simple : la bande de roulement centrale, lisse et suffisamment large, limite la vitesse d'usure liée aux accélérations et aux freinages en ligne. En surface, elle couvre déjà 25 % du pneumatique, mais elle est en réalité recouverte sur les flancs par la gomme la plus tendre. La dure sert donc de base (Base) à la tendre qui la chapeaute (Cap). CQFD. Sur le Roadtec 01 SE, il en va tout autrement. La bande centrale, lardée par les sillons d'évacuation de l'eau, ne couvre que 20 % de la surface de roulement, tandis qu'une autre gomme, là encore tendre, prend le relais sur les flancs. Elle descend jusqu'aux épaulements devenus slicks. Une partie lisse spécifique au SE par rapport au Roadtec 01 standard. Surtout cette nouveauté apporte son lot de modifications comportementales, déjà connues sur le RR. Et pour cause.

En surface, les deux pneumatiques sont également très différents. Moins texturé, le M9 RR dispose d'un épaulement rainuré suivi d'un extrême bord intégralement slick là encore. L'effet ? Moins de mouvement et un pneu plus confortable lorsque l'on penche. L'une des remarques formulées à l'encontre de la version standard du 01 et concernant de petits mouvements plein angle devrait donc donc être effacée d'un revers de gomme.

Dites Drops&Sabre (les sabres sont les longues, le drops les petites), les évacuations d'eau du Roadtec 01 et 01 SE sont caractéristiques du modèle et de sa signature visuelle, traduisant indéniablement sa vocation routière. Elles permettent également de limiter la production de bruits de roulement, ce qui reste complexe à évaluer.

Sur le M9 RR, le chevauchement et cette transition de matière seraient en mesure de garantir rapidement un grip intéressant. Si Metzeler nous vantait les mérites d'une chauffe immédiate lors de la conférence de presse présentant ses nouveaux bébés, autant dire que les conditions fraîches et humides rencontrées nous ont vu rester raisonnables sur l'attaque lors des premières accélérations vives effectuées sur le mouillé. Mais une chose est sûre : l'un comme l'autre accrochent dur, comme nous avons pu le constater sur piste !

Rappel : en s'usant sur les flancs plus que sur la bande de roulement, plus dure, le pneu sport peut devenir plus fuyant. Surtout si l'arrière, lui, s'est usé à plat, rendant la bande de roulement très large et le profil carré. L'effet « directeur » et surtout la mise sur l'angle peut devenir trop rapide à l'avant, résister à l'arrière. Autre effet du temps et des roulages : un pneu avant bi-gomme peut induire une direction pouvant subir - à la longue - de petits mouvements. De ce point de vue, le Roadtec avant devrait également conserver une mise sur l'angle plus progressive, bénéfice d'un profil plus arrondi, d'une gomme unique et plus agréable si l'on souhaite conserver une certaine souplesse de conduite et de transition. Par contre, des flancs trop tendres pourraient avoir tendance à s'user en escalier et donc à induire un flottement de l'avant plein angle. On ne dit pas que ce sera le cas ici, surtout lorsque l'on nous promet une usure régulière et le maintien des performances tout au long de la vie du pneumatique. Comme chez les concurrents....