June 29, 2021
How do you capture lightning in a bottle? Better yet, how do you do it twice? That’s exactly what Bridgestone is trying to do with their much-anticipated, new Extreme Performance Summer tire, the Potenza RE-71RS. In a category defined by constant evolution and ever-stronger competition, the predecessor to the Potenza RE-71RS somehow managed to stay at the top of the charts from the day it was introduced until it was finally discontinued 6 years later.
After a one-year absence from the North American Extreme Performance Summer tire market, Bridgestone announced plans to import the Potenza RE-71RS from Japan for sale on our shores. Compared to its predecessor, the Potenza RE-71RS is a completely new design, with a new tread pattern, compound, and internal construction. The new tire focuses more on track use than autocross competition, with specific emphasis placed on dry traction, consistency over multiple laps, and wear.
Bridgestone has performed their own real-world testing in endurance racing events in the U.S., and their results indicate those targets have been met. When they offered our test team the chance to perform a preview drive on a set of preproduction tires, we jumped at the opportunity. When it came to deciding what to use as the competitor tire, we knew there was only one answer: the tire that set the highest of benchmarks, the predecessor to the Potenza RE-71RS; the Potenza RE-71R.
With Bridgestone’s constant reminding that the Potenza RE-71RS is much more "track"-focused than the previous product, we wondered how the two would compare in our short, autocross-style testing. Would the new tire be slower than the existing entry? Fortunately, the answer to that question was a resounding "no," with the Potenza RE-71RS maintaining a roughly .3-second advantage over its predecessor in both fastest and average lap times. Additionally, the Potenza RE-71RS stopped 3 feet shorter and managed .03g more in our skid pad testing. In short, the new tire swept the results in our dry track testing.
| Dry Track | Average Times | 50-0mph | |||
|---|---|---|---|---|---|
| Slalom | Total Lap | Best Lap | Lateral g’s | ABS Stop | |
| Bridgestone Potenza RE-71R | 4.94 | 29.70 | 29.57 | 0.97 | 76.0 |
| Bridgestone Potenza RE-71RS | 4.93 | 29.40 | 29.21 | 1.00 | 73.0 |
Subjectively, our team preferred the immediate front end response of the Potenza RE-71RS, but it was less precise and didn’t offer the feedback of its predecessor. The lack of feedback meant it was harder to read and didn’t communicate its limits quite as well, which made it easier to step over the edge. Thankfully, recovery was quick and drama-free. Our drivers found they could carry more speed through corners, apply throttle more assertively around the sweeping turn of the skid pad, and brake later for every turn, which helped create the significant time advantage for the Potenza RE-71RS.
Interestingly, in the wet the Potenza RE-71RS held an even larger advantage in lap times, but our drivers universally preferred the old Potenza RE-71R for subjective characteristics. The new tire’s most obvious strength was its amazing ability to put the power down at corner exit. It continually challenged our drivers to apply more and more throttle, yet the rear end seemed to always remain firmly planted. The counterpoint to that was its rear axle behavior through the slalom. When dealing with the more-abrupt lateral transitions through that element, there was very perceptible movement at the back of the vehicle. Adding to the equation, the front end grip couldn’t match the dominance of the rear, which created a strong tendency to understeer at corner exit and required that the driver ensure the nose of the vehicle was pointed in the desired direction before committing to the throttle. Lastly, even though the Potenza RE-71RS led the 50-0 mph braking objective results by a considerable margin, it still didn’t seem to scrub speed as effortlessly as it built speed, which created an imbalance and made it difficult to accurately judge braking zones. Even so, when dealing with Extreme Performance Summer tires, what really matters are lap times and objective results, and in that regard, the Potenza RE-71RS was the clear winner once again.
| Wet Track | Average Times | 50-0mph | |||
|---|---|---|---|---|---|
| Slalom | Total Lap | Best Lap | Lateral g’s | ABS Stop | |
| Bridgestone Potenza RE-71R | 5.28 | 32.73 | 32.55 | 0.84 | 111.0 |
| Bridgestone Potenza RE-71RS | 5.26 | 31.84 | 31.71 | 0.87 | 105.4 |
While ride and noise comfort aren’t of key importance for Extreme Performance Summer tires, they are intended for street use, even if that means being driven to and from track events. In our evaluation, both tires were very stiff, but the Potenza RE-71RS was a touch more comfortable, rounding over impacts better than the sharp hits from the previous tire. The noise was high-volume and broad, combining tread noise, cavity noise, and impact noise into a commotion that still managed to be slightly less distinct than the competitive benchmark in the test. Steering feel wasn’t as direct and connected with the new product. It was slightly loose on-center, with faster responses that didn’t require as much effort and thus felt less precise.
Based on our initial results using production-spec, preproduction tires, we agree with Bridgestone’s assessment that the new Potenza RE-71RS is a very different tire than its predecessor, but we don’t think that’s a bad thing. The two require differing driving styles, and they have disparate personalities on the road and the track. Even so, as long as a driver doesn’t expect a carbon copy of the previous tire, we expect the Potenza RE-71RS to deliver a highly-satisfying driving experience. And if someone isn’t happy with the way the new tire feels, they’re almost certain to forgive that shortcoming when they see their improved lap times in dry and wet conditions. Our official testing on full production tires will tell the whole story, but initial impressions seem to indicate Bridgestone may once again have a bottle full of lightning.
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