September 7, 2022
The Tire Rack tire test program dates all the way back to 1995, and there has been a "track" testing component of the program from the very beginning. While the tires certainly have been pushed to their limits, there’s no denying that our track has always been more comparable to an autocross course. Track results in the real world typically align very closely with our test results, but even so, we’ve long wanted to add a road course element to our suite of testing. Finally, the stars aligned in the summer of 2022, and our wish came true. We were able to take our Tire Rack test vehicles and tire testing program on the road for two days of testing at a road course in southwest Michigan, and we were so happy with the results, we expect it to be a regular part of our test season.
As our test vehicles, we used our fleet of 2022 Subaru BRZ Limiteds. To help them utilize more of the tires’ contact patch and ensure we didn’t wear through the outboard shoulders of the front tires, we added Whiteline adjustable camber bolts to give all four BRZs 2.0 degrees of static negative camber at the front wheels. To ensure our brakes were up to two full days of hard lapping, we installed front and rear TR Select Brake Kits with Hawk DTC-60 pads and Centric 120 Series rotors that delivered fade-free stopping performance throughout the test. As per our usual testing method, the vehicles were fitted with new, full tread depth 225/45R17 tires mounted on 17x8.0 wheels.
With such a large quantity of tire specs to test; 11 products plus control tires that were repeated several times throughout the day, we knew our whole team would have to be on their A-game from the first lap to the last. We used Day One as a practice/familiarization day, and Day Two was the big show. Everyone, from our video and photo teams to our support crew/technicians, and our drivers, met the challenge head-on. It was truly a group effort to deliver reliable, repeatable, and consistent data, so let’s take a look at the results.
Bridgestone Potenza RE-71RS:
To get it out of the way right up front - the steering isn’t as precise or responsive as its predecessor. Even so, none of our drivers missed the old product after driving the Potenza RE-71RS. The overall traction was near the best in the test, with front-to-rear balance that made the vehicle’s behavior almost perfectly neutral. It allowed more speed everywhere through turns and felt planted and confident for fast, consistent laps.
Continental ExtremeContact Force:
Our team has been enamored with the personality of the ExtremeContact Force since the first time we tested it on our track, and the feeling only deepened after we drove it on the road course. The steering was perfectly weighted, with turn-in that felt just right and a neutral balance that allowed the driver to easily and intuitively make small adjustments with the throttle. For pure driving pleasure, it was one of our favorites. Yet, it didn’t have the ultimate traction to keep up with the fastest in the test. If Continental could keep every other aspect of the driving experience the same while increasing the grip, the company could have a world-beater on their hands.
Dunlop Direzza ZIII:
As one of the oldest tires in the test, the Direzza ZIII had the odds stacked against it. Described by one of our drivers as being "just like an old friend," it was easy to drive, with nice balance and great communication. The steering feel and urgency were satisfying, but the traction wasn’t quite in line with the current standards for the category. Response to inputs was incredibly natural and linear, and the tire was happy at its limits, but not beyond them. If the driver tried to chase the lap times of the faster tires, it was easy to overdrive and get a little ragged.
Falken Azenis RT615K+:
Another tire with the hands of time working against it, the Azenis RT615K+ was probably the easiest to drive in the whole test. It seemed happy anywhere near or over its limit, with neutral balance and progressive, gentle breakaway that was easily caught and brought back. The steering was linear, if not particularly precise, and the whole package immediately communicated with the driver exactly what to expect.
Falken Azenis RT660:
It could be argued that the steering was the most responsive in the test, making the front end of the vehicle feel eager to change direction. The near-immediate response could be a bit much, as it made the vehicle more sensitive to steering rate, which could result in understeer at turn-in if the driver wasn’t mindful. Even so, traction was strong through mid-corner, and it would allow just a touch of useful rotation to help finish the turn.
Hankook Ventus R-S4:
The Ventus R-S4 has established its place in the market as a go-to tire for endurance racing teams on a budget. It delivers impressive longevity at race pace, with no real intention of setting the fastest time of day. With that in mind, our team wasn’t expecting anything other than a mid-pack finish. The Hankook felt like it wanted to steer with the rear axle most of the time, easily holding slip angle from turn-in all the way to corner exit. That being said, it was rather vague and somewhat more challenging to find and drive at 100% than it was to hoon around beyond the limit of traction.
Kumho Ecsta V730:
After the first test of the Ecsta V730 on our track, we said we wanted to get it out on a bigger circuit, and it didn’t disappoint. The front end grip was huge, which resulted in strong braking feel, urgent turn-in, and great mid-corner traction. The steering was a small step behind the best tires in the test, and it didn’t blend disciplines (multitask) as well as some. Even so, with some adjustments to vehicle setup, we could see the Ecsta V730 being a contender with the top tires in the category.
Michelin Pilot Sport Cup 2 Connect (240):
The Pilot Sport Cup 2 Connect (240) was nice to drive, with satisfying athleticism and balance that was neutral-to-pushy through all elements of a turn. It was easy to get comfortable, and felt secure being pushed from the very first turn. Even so, it wasn’t particularly fast in our testing. The front tires tended to saturate into understeer when pushed beyond the limit, and at least one driver also expressed the desire for more braking authority.
Nexen N FERA Sport R:
There was no denying the N FERA Sport R was fast around the track. With the third fastest laps of the test right out of the box, it has the potential to compete with the best in the category with some additional tuning. Despite the speed, our drivers weren’t completely enamored with the tire’s handling traits. The steering was relatively slow to react and seemed to involve a two-step process; the driver added input, which led to some initial response, but then there was a noticeable moment before the tire took a set and provided maximum grip. It took some adjustment and required the most seat time to get comfortable with.
Yokohama ADVAN A052:
As soon as the laps were finished, we knew this would be the most controversial result of the entire test. "Everybody knows" the ADVAN A052 is one of the fastest tires in the category, so why was it just mid-pack for all three of our drivers? The answer boils down to one word: "balance." Our BRZs don’t have a lot of power. They aren’t particularly fast in a straight line, so it’s essential for the driver to complete the turn and get back to full throttle as quickly as possible. The ADVAN A052 moved the vehicle’s handling balance so much toward understeer that the rear end wasn’t free enough to easily rotate and point the nose in the proper direction. Compounding the issue, the rear axle’s longitudinal traction was so strong that it would overwhelm the front tires and push the nose wide with mid-corner throttle. We could tell it had massive grip, and it likely would have been one of the fastest tires in the test with some chassis tuning to improve front-end traction, but as it was, the mighty ADVAN A052 rounded out the "super 200" tires and was mid-pack overall.
Yokohama ADVAN NEOVA AD09:
As the more endurance-focused option in Yokohama’s Extreme Performance Summer lineup, we weren’t sure what to expect from the ADVAN NEOVA AD09, and what we found was a nice all-around package. Turn-in was responsive, and the steering was natural and intuitive throughout the range. We would have liked some additional traction, particularly at the front, since understeer seemed to be the limiting factor. Despite that, it was easy to maximize and comfortable at and above the limit.
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