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Michelin Road 5 GT Informes de pruebas de neumáticos
Valoraciones online de Michelin Road 5 GT en valoresuneumatico.com! … 5 mantiene una distancia de frenada como un neumático MICHELIN Pilot Road 4 nuevo, …
Source: www.valoresuneumatico.com
Date Published: 12/18/2022
View: 2017
Prueba Michelin Road 5 – FórmulaMoto
No es una evolución de la gama Pilot Road y prueba de ello es que se deshace de la denominación «Pilot», pasando a ser simplemente Road 5.
Source: www.formulamoto.es
Date Published: 5/21/2022
View: 3421
주제와 관련된 이미지 opiniones michelin pilot road 5
주제와 관련된 더 많은 사진을 참조하십시오 Michelin road 5 🌕 Prueba y Opiniones de estos neumáticos. 댓글에서 더 많은 관련 이미지를 보거나 필요한 경우 더 많은 관련 기사를 볼 수 있습니다.
주제에 대한 기사 평가 opiniones michelin pilot road 5
- Author: MoriwOki Motor
- Views: 조회수 16,975회
- Likes: 좋아요 154개
- Date Published: 2021. 6. 28.
- Video Url link: https://www.youtube.com/watch?v=5d6WOlYlrR8
Michelin Road 5
47% while driving a mostly country roads for 9,000 spirited miles Givenwhile driving a BMW R1200GS (145/70 R17 R) onfor 9,000miles
I drive all year and have over the years climbed through the ranks from nameless tires via Anakee II, to Pilot Road 4, to Road 5.
I loved the PR4 and believed the wined and dined reporters initial reviews that the Road 5 would be better. It is not!
If I am honest it is on par with the road driving capabilities of the Anakee II, which is not a touring road tire. But it claims to be, and it should be, better than the PR4. And therefor I can not state other than that this is the worst tire I have owned. I feel it struggle for grip in the dry, in the wet it is worse, it slides/ steps off all the seems and blemishes in the road, and it wears way quicker than promised. It is also the tire that made me slide on my **s in a slight drizzle coming off a roundabout (yes tires were warm, tires driven in for 1500km, smooth acceleration, being an all season driver for 10 years this was my first slide). After this I have been analysing the tire for about 5 months to give an honest review and not an angry rant. But in all fairness for the price and the quality it claims it should have, this is an awful tire. I would, and have, adviced people against buying it. And after this I will go either back to PR4 or Anakee III, but never to Road 5. Michelin, your Road 5 is bad and you should feel bad.
Michelin Road 5, el enemigo público nº 1 de los reposapiés
Hemos esperado con muchas ganas al Michelin Road 5. Con una genealogía tan arraigada en el corazón de los moteros franceses, el último en neumáticos de carretera (lo sé, hoy se dice sport-touring) del fabricante francés, ha tenido que darlo todo para lograr un buen puesto en la lista de las gomas más valoradas. Más aún con rivales tan fuertes como el Metzeler Roadtec 01, el Dunlop Roadsmart 3 o el Pirelli Angel GT.
Así que le metí unos cuantos kilómetros para tener una idea de su comportamiento con un uso estándar. Y seguiré editando este artículo para manteneros informados de cómo evoluciona al final de su vida útil, así como del kilometraje total que haya podido aguantar.
Un neumático más rígido que el Pilot Road 4
Primera observación con el mecánico encargado de montar los Road 5, incluso antes de probarlos. Básicamente, cuando coges el neumático en las manos y presionas con los pulgares la banda de rodadura, se hunde mucho menos que en el Pilot Road 4 (que sigue estando disponible en nuestra web).
La carcasa de la Michelin Road 5 es, por tanto, mucho más rígida que la del PR4, lo que sin duda afectará a su comportamiento. Y también a su desgaste, que seguramente será más regular que el anterior (un defecto del Pilot Road 4). En Michelin, este cambio de filosofía en el diseño de neumáticos de carretera tiene un nombre: es la tecnología ACT+ (Adaptive Casing Technology). Se inserta una capa adicional en los bordes del neumático para reforzar su estabilidad. Una tecnología derivada de los neumáticos deportivos de la misma marca.
Los Michelin Road 5 aligeran la moto
Una vez instalados, ¡a probarlos! Desde las primeras curvas, los Michelin Road 5 me parecen mucho más vivos que los anteriores que tenía montados, unos Metzeler Roadtec 01. Será porque son nuevos. También os habréis dado cuenta vosotros: los neumáticos nuevos cambian el comportamiento de la moto, a menudo para mejor.
No era solo una impresión mía. Está claro que, después de 4000 kilómetros de conducción con estos neumáticos, todavía siento la gran ligereza de la moto en los cambios rápidos de ángulo. Muy agradable por ejemplo en una sucesión de varias curvas cerradas, ya que no hay necesidad de luchar para pasar de un ángulo a otro. En este sentido, la sensación que ofrece el Road 5 me recuerda a la del Dunlop Roadsmart 3, que precisamente me había impresionado por este mismo motivo.
Curvas para todos
Más allá de esta vivacidad, realmente aprecio la facilidad de inclinar la moto. El comportamiento en curvas cerradas es más natural que nunca, gracias a los neumáticos que funcionan de forma progresiva. Recuerdo que me costó un poco buscar el ángulo máximo con el Roadtec 01, y la verdad es que con el Michelin Road 5, se consigue sin esfuerzo.
¡Qué agarre en seco!
Y es que, en todos los aspectos, da la impresión de no llegar, ni de lejos, a sus límites. El neumático soporta fácilmente los 107 caballos de fuerza de mi BMW R 1200 R… Frenados con inclinación, aceleración en el ápice de la curva, picos de velocidad en línea recta: el Michelin Road 5 nunca falla. Es más, parece tener una buena temperatura recién salido del garaje, es mágico.
La elección de este neumático confirma que Michelin pretendía hacerlo más deportivo que la competencia. Admira esta impecable banda lisa en los hombros del neumático trasero. Esta zona del neumático recurre a una goma 100 % «negro de carbono», un compuesto que ofrece un excelente agarre en seco. Se suele encontrar en neumáticos más deportivos. Y os puedo asegurar que cumple.
Si temes un desgaste prematuro de esta zona, no te preocupes: yo, que circulo esencialmente por carreteras con muchas curvas, te puedo asegurar que su desgaste es homogéneo con el resto del neumático, en todo caso hasta ahora. Su superficie es simplemente más «granulosa» que la banda central. Os seguiré contando más al final de la vida útil de los neumáticos. ¡A menos que uno de vosotros ya haya gastado unos Road 5 y pueda informarnos! Espero vuestros comentarios.
Resbalarse no es una cuestión psicológica
Michelin quiere tranquilizarnos sobre mojado. La marca francesa explica que no se toma nunca la suficiente inclinación cuando llueve para poder probar el agarre de los hombros lisos. Es cierto que por mojado la conducción es más suave. Pero, al menos para mí, la barrera psicológica siempre está ahí: hay un ángulo que no hay que no sobrepasar, pero ¿cuál? Os vais a reír, pero es algo que me asusta un poco los días de lluvia. Y hay que reconocer que donde vivo he tenido muchas ocasiones de practicar sobre mojado…
Y, sin embargo, nunca he tenido la ocasión de enfrentarme a dicho límite. Por desgracia, mi instinto de miedica no me deja inclinarme demasiado. En este sentido, el Pirelli Angel GT, los RS 3, el Roadtec 01 o incluso los PR4 son, a mi juicio, más seguros. De hecho, he trazado más curvas en carreteras húmedas con ellos, y sin miedo. Una pena, porque en cuanto al resto, el comportamiento del Michelin Road 5 es irreprochable bajo la lluvia. Incluso con 3° C, con nieve al borde de la carretera. Y es que, para perder en adherencia, realmente habría que conducir como un bruto.
Las «laminillas progresivas»: resultados con el paso tiempo
Michelin promete resultados duraderos sobre mojado, especialmente gracias a las laminillas progresivas XST Evo. Las laminillas, estos surcos que tienen las bandas de rodadura para evacuar el agua, tienen una forma que se ensancha cuando se llega al límite de desgaste, con el objetivo de permitir un drenaje igual de eficaz con el paso de los kilómetros. ¡Imagina la tecnología que es necesario desplegar para moldear un neumático como este!
Las malas lenguas dirán que seguramente bastaba con hacer laminillas más anchas desde la superficie del neumático. No digo que no. En cualquier caso, volveremos a hablar cuando tenga más feedback; es decir, cuando el neumático haya llegado a su último milímetro de goma. Añadiré que los imponentes depósitos de agua tallados en el neumático no tienen incidencia alguna sobre su comportamiento.
Neumáticos deportivos, ¿para qué?
De nuevo, dudo que para la mayoría de los moteros valga la pena montar unos neumáticos más deportivos para un uso exclusivamente de carretera. Incluso con una conducción dinámica por un impresionante puerto de montaña, me parece imposible alcanzar el límite del Michelin Road 5, que ya supera los límites de mi BMW (incluso ella misma está más allá de mis propios límites).
En resumen, nosotros, moteros estándar, ¡tenemos mucho margen con el Michelin Road 5! A menos que tengas una moto de más de 150 caballos o que guardes los neumáticos para una pequeña salida en circuito de vez en cuando, sin lugar a duda, el Road 5 será más que suficiente.
NB: ¡Existe un modelo específico del Michelin Road 5 para trails!
Michelin Road 5 – Tire Review
I have a special place in my heart for Michelin and its tires. My first-ever moto-journalism gig was a Michelin event – attending a local release for the Pilot Road 4 tire. I spent the day tearing around the Peak District on a first-generation Triumph Tiger Explorer XC and ended up being wined and dined at… uh… Alton Towers.
For those of you playing along in Not Britain, Alton Towers is a Six Flags-like resort in the heart England’s Midlands. It’s a strange place to host a bunch of motorcycle-riding dudes, but Michelin paid for my booze, so I had no complaints. The company also sent me home with a set of PR4s, which is the real reason it is so near and dear to my heart. PR4s are the bee’s knees.
‘With 3,000 miles of wear it still performs as well or better than a brand new PR4.’
The tires are so good – so much better than their competition – that I thereafter refused to equip my bike with anything else. It became one of my guiding requirements for a new bike that it be able to wear PR4. Folks who have ridden with me will know I am somewhat evangelical about it; for me it was the perfect tire.
The engineers at Michelin, though, felt they could better. Back in 2014, even as I was swilling Budweisers at Alton Towers with its PR team, the company had already begun development of the PR4’s replacement: the Road 5.
First unveiled at EICMA back in November, the tire is aimed at the sport-touring market – or, well, whatever it is that’s replaced the sport tourer in the modern era. It drops the word “Pilot” from its name because Michelin worried customers were confusing it with the Pilot Power series of road-sport tire (which has also undergone a name simplification, becoming the “Power” series). The Road 5 Trail tire for adventure tourers (eg, BMW R 1200 GS, Triumph Tiger 1200) was unveiled at the same time. Michelin have promised to send over a pair of Road 5 Trail as soon as they become available later this year, so look out for that report in the summer.
Before that, though, Michelin brought journalists to Seville to experience the Road 5. I’ve had a quick check of ye olde internets and it appears there is an amusement park in the Spanish city – Isla Magica – so the company missed a trick in failing to take us there. Instead, we started our day at the motorcyclist playground that is the Monteblanco race circuit.
You may know that I have a pet peeve about touring/road-focused products being introduced at race tracks (Ducati SuperSport, Kawasaki H2 SX, et al), but it made sense in this case because it afforded us an opportunity to test the tire’s abilities more aggressively. Thankfully, we also got to rack up about 100 miles on actual roads.
Wet Performance
The primary advancement of the Road 5 comes in its wet weather performance. Michelin sent me home with a USB stick full of jargon-laden phrases like “Michelin XST progressive sipe technology,” “elastomer,” and “Adaptive Casing Technology,” but that stuff causes my eyes to glaze over. The relevant take-away information is this: Michelin says its new Road 5 is so good that with 3,000 miles of wear it still performs as well or better than a brand new PR4.
To do this it uses dark magic to get the tire to regenerate tread over its lifetime. OK, the company doesn’t say it’s using dark magic. Its explanation is that sipes have been designed to gradually widen with wear, thereby increasing the tread pattern’s “sea-to-land ratio” and maintaining the tire’s water-clearing abilities. But if you ask me, “sea-to-land ratio” is exactly the sort of gibberish phrase you’d think up when trying to hide the fact that, in truth, your tires are made by a sorceress.
Actually, come to think of it, perhaps it’s not magic. When Michelin turned on the sprinklers at Monteblanco and encouraged us to take to the track to see for ourselves how well the tire held up some of us did so with a greater sense of aplomb than others. Within two laps, one of my fellow mo-jos had sent a brand new Triumph Street Triple RS sailing into the grass. It was at this point that Michelin reminded us that no sane person would attempt to be getting his or her knee down in a rainstorm. Keep your lean angle within 35 degrees, however, and everything should be fine.
I’m inclined to believe this is true, if not simply because I know how confidence-inspiring PR4s can be. Ride like a normal person with the Road 5 and you can keep riding like a normal person in the rain. I’m not really a knee-down kind of guy, but being on the relative safety of a track (if you crash it still hurts but you don’t have to worry about sliding into a tree or under a car) did allow me to push myself beyond my normal wet-weather comfort levels. The tire held firmly to the tarmac without any give whatsoever.
Dry Performance
As with any tire, the Road 5 is a lot more fun when conditions are good. After a dozen or so laps around the track (where the only thing I really learned is that the Ducati SuperSport is kind of a disappointment) we finally ventured out onto public roads. Here we dealt with the imperfections and gravel and so on that these tires will actually be facing on a regular basis.
I am happy (and not terribly surprised) to say they performed amazingly. Like their predecessors, the Road 5s offer a fantastic riding experience – feeling equally softer and stickier than competing tires. Going into a corner you feel rooted and secure. There’s something about the sensation that is reminiscent of having gum stuck to your shoe – except, rather than being annoyed, you love it. You feel confident and more eager to push. Again, then, the Road 5 manages to hold on to the best aspects of the PR4. If you’ve not had a Road series tire on your bike before the confidence it brings will make you a better rider. That was my experience when I first rode with PR4s.
Of course, the best compliment a tire can have comes when you don’t think about it. Sitting astride a grunting BMW R nineT and speeding through the Spanish countryside, I was soon able to forget all about the spinning rubber beneath me. I knew I could rely on the tires, could trust them in every corner, so thoughts turned instead to the simple joy of riding. And that’s the point.
Longevity
I’m pretty glowing in my praise of the Road 5, but I will admit to being just a tad disappointed that no real changes have been made to improve tire longevity. Perhaps “disappointed” is too strong a word. It’s just something the skinflint in me would appreciate. Good tires don’t come cheap, after all; I like to go as long as I can without having to pay for new ones.
According to Product Technical Manager Tony Charlton, Michelin’s engineers’ tests found the new Road 5 holds up slightly longer than a PR4 but the improvement is so nominal it isn’t really worth mentioning. So, we’ll just say it has the same road life. What that life is will depend on who you are and where you ride. For someone like me, that works out to a solid 7,000 miles before the tire’s wet-weather properties fade. There is still plenty of tread left on the tire at that point, however, and if you live in a dry climate you’ll get quite a lot more out of it. I have a friend in the States who managed to get 14,000 miles on a set of PR4s.
That’s an extreme example, though. Truthfully, it’s unrealistic to expect a Road 5 to hold up as long as the tires on, say, a V-twin tourer. But that’s OK because those long-distance touring tires are notoriously not fun in the wet. For me, the compromise in longevity one has to make for the Road 5 is more than worth it. I’ll be able to pack a hell of a lot of fun into those 7,000 miles.
Rider Stats
Rider: Chris Cope
Helmet: Schuberth C3 Pro
Jacket: Hideout Touring
Trousers: Hideout Hybrid
Gloves: Dainese Universe Gore-Tex
Boots: Dainese Tempest D-WP
Michelin Road 5 Tires Hands-On Review: Super Sticky & Long Lasting
Tires Hands Review Summary Review Summary The new Michelin Road 5 tires grip the wet or dry road better than its predecessor the Pilot Road 4 did. It does better on wet asphalt thanks mainly to larger openings in the tread and improved siping design. These new tires wear slower on the center section than the PR4 as well, meaning longer life and better value for the money than ever. Some riders may feel they’re too “cushy”, but they’re my new favorite all around tire hands down. Overall Reader Rating 209 Votes Pros Terrific grip on wet or dry terrain Reasonably priced based on longevity Absorbs undesirable road vibration without removing desirable feedback Available in 9 different sizes 2CT and 2CT+ technology/design built in creates a stable tire that performs at any speed Cons Larger tread openings throw small stones frequently Road 5 GT tires for heavier bikes not available until 2019 In hard cornering, there is a “wiggle” sensation 4.6 Excellent! Tires Hands Image Gallery Buy Now Amazon Revzilla J&P Cycles
My 2018 Kawasaki Ninja H2SX SE eats its own feet, so to speak.
Worn out Bridgestone Battlax rear tire
These 200 horsepower, supercharged Ninjas are renowned for wearing out rear tires in less than 2500 miles regularly. By keeping my bike in medium power mode I was able to get 5600 miles out of the stock Bridgestone Battlax tires, but now it’s time for something better when switching to full power.
Michelin Pilot Road 4?
Michelin Pilot Road 4
My friend Steve has forgotten more about motorcycles than I know and is the first person I talk to when looking for good advice. He’s been running Michelin Pilot Road 4 tires on his Kawasaki Ninja ZX-14 for years and highly recommended them. He regularly gets over 6000 miles out of a rear even on that behemoth bike of his so I was leaning that way for sure.
Michelin Road 5
Michelin Road 5
Then I heard about the newest improvement on the PR4 tires and decided that was the way to go instead because these tires are supposed to be longer lasting AND get better traction than the PR4 especially on wet roads.
You can see from the photos above the tread grooves in the center are fewer in number, shorter in length and project outward in straight lines. They’re also about twice as large across giving the tire almost a dual sport tread like on an 80/20 adventure offering.
Michelin PR4 on the left and Road 5 on the right.
Sipes
Photo Michelin
The extra large gaps allow these tires to retain good traction in wet conditions longer as it wears down while the smaller treads won’t. It all comes down to the tapered sipes coming off the large openings wearing away more quickly on narrow openings compared to these larger ones.
Michelin might be onto something here.
Michelin claims even after 3000 miles a new Road 5 tire will perform just like a brand new PR4.
That’s saying a lot and the kind of bragging that demands a WBW hands-on review.
More Bragging
Photo Michelin
Michelin produced this test video at their track on wet pavement to showcase just how good the new tires are compared to other big competitor ones. It creamed the others in this video from YouTube.
The Continental Contiroad Attack 3, Pirelli Angel GT and Metzeler RoadTec 01 were distant seconds behind the Road 5 tires. These are all very good tires that plenty of people will argue are the best, so my gut tells me they’re not mistaken and it will come down to each individual’s personal preference in choosing one tire over another.
I haven’t personally tested all those tires and so I can only speak to what I’ve found with the Road 5 in this review.
First Impressions
Riding away from the shop after having the new rubber installed back and front I immediately noted how much more insulated I felt from the road compared to the Bridgestone Battlax tires I had spent 5600 miles on.
It was downright lovely! The harsh rigidity of the Battlax was glaringly different compared to how these Michelins smoothed out all the cracks and bumps in the road. It really added to the bike’s suspension noticeably.
Unlike sections of the Dempster Highway, I rode back in June which was so soft I had no feedback from the road I could still feel connected solidly to the blacktop despite the Michelin cushions I was now on.
I’m smiling already and I’m not even home yet. A good sign.
My Experience On Wet Road
After putting the Ninja in full power mode and taking some photos I headed for the mountains with their twisty roads and unpredictable weather. The secondary highway leading to Canmore, Alberta called the 1A is my favorite local road to ride because of the view and the variety of road surface. Great for testing out new tires!
Mother Nature certainly obliged by dumping rain on me most of the way there.
I was very impressed with the wet road and dry road grip. As advertised the Ninja held beautifully in corners or straightaways. I even got to try it on some gravel which had been pulled out from side roads onto the 1A. A typical and expected hazard out in the mountains.
Zero grip issues to report. These Road 5 tires made the Ninja feel like it was on rails.
Let’s See What She Can Do…
What about high-speed performance you may ask? No problem.
Without divulging exactly what speeds I attained on the bike I can tell you these tires are perfectly stable right up to the last 20% of this Ninja’s top speed when a slight vibration starts to show up but is never scary.
My rims took a pounding riding up to Dawson City through numerous construction zones and may have taken some damage so that may be part of the vibration problem. Bear in mind that the vibration doesn’t show up until the bike reaches… how shall I put this? Supersonic speeds?
Even what is universally considered high speeds feel very ordinary on these tires and motorcycle. Again, I’m smiling and congratulating myself on making a wise purchase.
The Downside?
Do I have any complaints about the Michelin Road 5 tires? A couple.
I took them on a 2000 mile ride through the Rockies with a riding club I belong to in order to see whether Michelin’s claims were justified about longevity. That’s when I found two things I’m not crazy about in these tires.
Rock Chucker
I encountered a lot of construction as expected during the short Canadian summer on the trip, and so I was riding through patches of pea gravel and dirt often. There weren’t any traction issues through that mess, just the opposite in fact.
That grippiness is part of the problem. The larger openings in the tread are adept at picking up gravel and tossing it indiscriminately at my friends behind me.
The boys didn’t enjoy being pelted with hundreds of paint-pounding projectiles, and so, gave me lots of room anytime we encountered a road crew.
Cornering Wiggle
We rode some amazing routes in Southern/Central British Columbia. The roads near Kaslo and Ainsworth are nearly the Canadian equivalent to the Tail of the Dragon in the US for all the sharp twists, switchbacks and turns found thereabouts. Man, was it fun on a performance oriented machine like the H2SX is when wearing grippy tires like these.
In a few extremely sharp corners I noticed that when I really leaned hard the friction patch shifted from the harder center section of these tires fully onto the much softer sides and gave me a noticeable “wiggle”. It’s only natural I suppose that would happen when shifting the weight around, but it’s unnerving the first few times.
The stock Battlax tires didn’t do this until they were already worn out, and at that point, it wasn’t so much a wiggle as it was a wild transfer from the flat center portion over some tall ridges built in then down onto the worn edges.
In the photo above you can see the softer side rubber contrasted with the harder center layer rubber.
Smooth Edge
You’ll also notice the edge of these Michelin tires distinctly lack any grooves and tread. This is the softer rubber layer that sits in a cradle of harder rubber extending from the middle section down underneath the soft layer right to the bead. It keeps everything stiff underneath, but race tire sticky on the edges when you lean further than 35 degrees.
Michelin feels most riders won’t lean further than that when the road is wet, so there’s no need to tread out on the edges. That’s accurate about me for sure. Smart design! You can spot the change in compounds in the photos I took of the tires quite easily. It’s layered like a cake.
Longevity
So how are the tires wearing now that I’m rapidly approaching the 3000-mile mark? Absolutely as advertised even with a savage, tire-hating H2SX working them over.
There’s very little wear on them on the whole. Even some of the rubber hairs are still hanging around at this point most surprisingly.
Photo above is of the brand new Road 5 tire after installation on the Ninja.
Close up photo above of the rear tire after nearly 3000 miles.
Only the very center of the tire is beginning to flatten out very slightly, but it can’t be any more than maybe a few millimeters total that’s rubbed off. This is a stark contrast to the Battlax ones that came with the bike from the factory which were easily twice as worn at only the 600-mile mark!
The Final Verdict?
I’m sold on these Michelin Road 5 tires and grin about them like a cat who ate the canary. I’m not sure there’s much more to say about them. I wish I had 5000 miles on them to really know the whole story, but I can’t see anything changing much from here on out.
Michelin has done it again! I fully recommend these Road 5 tires.
Unfortunately, if you ride a really heavy touring bike like a Gold Wing or Harley you’ll need the Road 5 GT tires which aren’t going to be on the market until 2019. Until then, Michelin suggests buying the Pilot Road 4 GT tires which are awesome in their own right and don’t give up too much to the Road 5 tires in reality.
Plus you won’t be winging any stones at your buddies with the PR4s.
Don’t Take Just My Word For It
Revzilla’s Lemmy does a great video presentation about the Road 5 and talks about all the important features here.
*June 2019 Update: At ~5000 miles (8,000 kms)
I was asked to provide an update on the tire wear, so here are the photos and measurements this time to consider.
Rear Tire
This photo above is the rear tire. You can now definitely see that the middle section is flattening out noticeably and slightly more pronounced on the right side than on the left. This is due to road crown working on it because of my typical riding position in the left tire track of my lane. My measurements back this up.
In the center sipes, I measured down to the wear bars to get 3.59mm remaining.
Measurement from the center sipes
On the outside edge sipes, I got a lot more at 5.61mm remaining. Clearly, I’m not spending enough time cornering, eh? Still, this is encouraging to me after so many miles on the rear of a 200 hp motorcycle.
I’m guessing I might get 8000 miles on the rear when it’s all said and done. Not too shabby.
Measurement from the outside edge sipes of the rear tire
Front Tire
I was paying so much attention to the rear tire… that the front caught me by surprise!
It’s nearly finished thanks to some pronounced cupping wear going on in the middle area as you can see in the photos below.
The inner sipes only have 1.68mm left before I’m at the wear bars. I inquired with my local dealership about this as I’ve NEVER worn out a front tire before a rear in my entire riding career.
Measurement from the inner sipes of the front tire
They tell me it’s not uncommon in heavy sport touring bikes to have this happen because of road crown working on it, unfortunately. I guess this Ninja isn’t quite as dainty as I thought.
The outer sipes are doing a lot better showing over 3mm remaining which is more what I was expecting to be the case at this juncture.
Perhaps I need to reconsider my rating of the front tire, but overall I think these are still excellent tires.
**September 2019 Update: I discovered that my front tire pressure was at 36psi instead of the factory recommended 42psi. This could have contributed to the unusual wear. Since pumping it back up to the recommended pressure I haven’t noticed more wear on the front over another 2000 kms.**
Measurement from the outside edge of the front tire
Do I need Road 5 GT? compare to Road 5 | General Bike Related Topics
The tire debate is long and endless. I read what you wrote in the quote.Buy a decent quality tire that’s maybe even on sale.You’ll be extra fine with a harder compound such as the GT. You will be safe on something way less expensive if desired as well. The weight that will be going on your bike is nothing.Some of these guys weigh 300 pounds themselves,and thats BEFORE lunch.Don’t take the tire thing too seriously.Decent tire recomened for the Busa,correct tire pressure (we can go into that if you have a spare hour) etc.
Track guys…10 opinions. LSR guys…10 opinions.Touring guys…10 opinions. Iron Butt guys…car tires.
Rubb.
Michelin Road 5 Tires Hands-On Review: Super Sticky & Long Lasting
Tires Hands Review Summary Review Summary The new Michelin Road 5 tires grip the wet or dry road better than its predecessor the Pilot Road 4 did. It does better on wet asphalt thanks mainly to larger openings in the tread and improved siping design. These new tires wear slower on the center section than the PR4 as well, meaning longer life and better value for the money than ever. Some riders may feel they’re too “cushy”, but they’re my new favorite all around tire hands down. Overall Reader Rating 209 Votes Pros Terrific grip on wet or dry terrain Reasonably priced based on longevity Absorbs undesirable road vibration without removing desirable feedback Available in 9 different sizes 2CT and 2CT+ technology/design built in creates a stable tire that performs at any speed Cons Larger tread openings throw small stones frequently Road 5 GT tires for heavier bikes not available until 2019 In hard cornering, there is a “wiggle” sensation 4.6 Excellent! Tires Hands Image Gallery Buy Now Amazon Revzilla J&P Cycles
My 2018 Kawasaki Ninja H2SX SE eats its own feet, so to speak.
Worn out Bridgestone Battlax rear tire
These 200 horsepower, supercharged Ninjas are renowned for wearing out rear tires in less than 2500 miles regularly. By keeping my bike in medium power mode I was able to get 5600 miles out of the stock Bridgestone Battlax tires, but now it’s time for something better when switching to full power.
Michelin Pilot Road 4?
Michelin Pilot Road 4
My friend Steve has forgotten more about motorcycles than I know and is the first person I talk to when looking for good advice. He’s been running Michelin Pilot Road 4 tires on his Kawasaki Ninja ZX-14 for years and highly recommended them. He regularly gets over 6000 miles out of a rear even on that behemoth bike of his so I was leaning that way for sure.
Michelin Road 5
Michelin Road 5
Then I heard about the newest improvement on the PR4 tires and decided that was the way to go instead because these tires are supposed to be longer lasting AND get better traction than the PR4 especially on wet roads.
You can see from the photos above the tread grooves in the center are fewer in number, shorter in length and project outward in straight lines. They’re also about twice as large across giving the tire almost a dual sport tread like on an 80/20 adventure offering.
Michelin PR4 on the left and Road 5 on the right.
Sipes
Photo Michelin
The extra large gaps allow these tires to retain good traction in wet conditions longer as it wears down while the smaller treads won’t. It all comes down to the tapered sipes coming off the large openings wearing away more quickly on narrow openings compared to these larger ones.
Michelin might be onto something here.
Michelin claims even after 3000 miles a new Road 5 tire will perform just like a brand new PR4.
That’s saying a lot and the kind of bragging that demands a WBW hands-on review.
More Bragging
Photo Michelin
Michelin produced this test video at their track on wet pavement to showcase just how good the new tires are compared to other big competitor ones. It creamed the others in this video from YouTube.
The Continental Contiroad Attack 3, Pirelli Angel GT and Metzeler RoadTec 01 were distant seconds behind the Road 5 tires. These are all very good tires that plenty of people will argue are the best, so my gut tells me they’re not mistaken and it will come down to each individual’s personal preference in choosing one tire over another.
I haven’t personally tested all those tires and so I can only speak to what I’ve found with the Road 5 in this review.
First Impressions
Riding away from the shop after having the new rubber installed back and front I immediately noted how much more insulated I felt from the road compared to the Bridgestone Battlax tires I had spent 5600 miles on.
It was downright lovely! The harsh rigidity of the Battlax was glaringly different compared to how these Michelins smoothed out all the cracks and bumps in the road. It really added to the bike’s suspension noticeably.
Unlike sections of the Dempster Highway, I rode back in June which was so soft I had no feedback from the road I could still feel connected solidly to the blacktop despite the Michelin cushions I was now on.
I’m smiling already and I’m not even home yet. A good sign.
My Experience On Wet Road
After putting the Ninja in full power mode and taking some photos I headed for the mountains with their twisty roads and unpredictable weather. The secondary highway leading to Canmore, Alberta called the 1A is my favorite local road to ride because of the view and the variety of road surface. Great for testing out new tires!
Mother Nature certainly obliged by dumping rain on me most of the way there.
I was very impressed with the wet road and dry road grip. As advertised the Ninja held beautifully in corners or straightaways. I even got to try it on some gravel which had been pulled out from side roads onto the 1A. A typical and expected hazard out in the mountains.
Zero grip issues to report. These Road 5 tires made the Ninja feel like it was on rails.
Let’s See What She Can Do…
What about high-speed performance you may ask? No problem.
Without divulging exactly what speeds I attained on the bike I can tell you these tires are perfectly stable right up to the last 20% of this Ninja’s top speed when a slight vibration starts to show up but is never scary.
My rims took a pounding riding up to Dawson City through numerous construction zones and may have taken some damage so that may be part of the vibration problem. Bear in mind that the vibration doesn’t show up until the bike reaches… how shall I put this? Supersonic speeds?
Even what is universally considered high speeds feel very ordinary on these tires and motorcycle. Again, I’m smiling and congratulating myself on making a wise purchase.
The Downside?
Do I have any complaints about the Michelin Road 5 tires? A couple.
I took them on a 2000 mile ride through the Rockies with a riding club I belong to in order to see whether Michelin’s claims were justified about longevity. That’s when I found two things I’m not crazy about in these tires.
Rock Chucker
I encountered a lot of construction as expected during the short Canadian summer on the trip, and so I was riding through patches of pea gravel and dirt often. There weren’t any traction issues through that mess, just the opposite in fact.
That grippiness is part of the problem. The larger openings in the tread are adept at picking up gravel and tossing it indiscriminately at my friends behind me.
The boys didn’t enjoy being pelted with hundreds of paint-pounding projectiles, and so, gave me lots of room anytime we encountered a road crew.
Cornering Wiggle
We rode some amazing routes in Southern/Central British Columbia. The roads near Kaslo and Ainsworth are nearly the Canadian equivalent to the Tail of the Dragon in the US for all the sharp twists, switchbacks and turns found thereabouts. Man, was it fun on a performance oriented machine like the H2SX is when wearing grippy tires like these.
In a few extremely sharp corners I noticed that when I really leaned hard the friction patch shifted from the harder center section of these tires fully onto the much softer sides and gave me a noticeable “wiggle”. It’s only natural I suppose that would happen when shifting the weight around, but it’s unnerving the first few times.
The stock Battlax tires didn’t do this until they were already worn out, and at that point, it wasn’t so much a wiggle as it was a wild transfer from the flat center portion over some tall ridges built in then down onto the worn edges.
In the photo above you can see the softer side rubber contrasted with the harder center layer rubber.
Smooth Edge
You’ll also notice the edge of these Michelin tires distinctly lack any grooves and tread. This is the softer rubber layer that sits in a cradle of harder rubber extending from the middle section down underneath the soft layer right to the bead. It keeps everything stiff underneath, but race tire sticky on the edges when you lean further than 35 degrees.
Michelin feels most riders won’t lean further than that when the road is wet, so there’s no need to tread out on the edges. That’s accurate about me for sure. Smart design! You can spot the change in compounds in the photos I took of the tires quite easily. It’s layered like a cake.
Longevity
So how are the tires wearing now that I’m rapidly approaching the 3000-mile mark? Absolutely as advertised even with a savage, tire-hating H2SX working them over.
There’s very little wear on them on the whole. Even some of the rubber hairs are still hanging around at this point most surprisingly.
Photo above is of the brand new Road 5 tire after installation on the Ninja.
Close up photo above of the rear tire after nearly 3000 miles.
Only the very center of the tire is beginning to flatten out very slightly, but it can’t be any more than maybe a few millimeters total that’s rubbed off. This is a stark contrast to the Battlax ones that came with the bike from the factory which were easily twice as worn at only the 600-mile mark!
The Final Verdict?
I’m sold on these Michelin Road 5 tires and grin about them like a cat who ate the canary. I’m not sure there’s much more to say about them. I wish I had 5000 miles on them to really know the whole story, but I can’t see anything changing much from here on out.
Michelin has done it again! I fully recommend these Road 5 tires.
Unfortunately, if you ride a really heavy touring bike like a Gold Wing or Harley you’ll need the Road 5 GT tires which aren’t going to be on the market until 2019. Until then, Michelin suggests buying the Pilot Road 4 GT tires which are awesome in their own right and don’t give up too much to the Road 5 tires in reality.
Plus you won’t be winging any stones at your buddies with the PR4s.
Don’t Take Just My Word For It
Revzilla’s Lemmy does a great video presentation about the Road 5 and talks about all the important features here.
*June 2019 Update: At ~5000 miles (8,000 kms)
I was asked to provide an update on the tire wear, so here are the photos and measurements this time to consider.
Rear Tire
This photo above is the rear tire. You can now definitely see that the middle section is flattening out noticeably and slightly more pronounced on the right side than on the left. This is due to road crown working on it because of my typical riding position in the left tire track of my lane. My measurements back this up.
In the center sipes, I measured down to the wear bars to get 3.59mm remaining.
Measurement from the center sipes
On the outside edge sipes, I got a lot more at 5.61mm remaining. Clearly, I’m not spending enough time cornering, eh? Still, this is encouraging to me after so many miles on the rear of a 200 hp motorcycle.
I’m guessing I might get 8000 miles on the rear when it’s all said and done. Not too shabby.
Measurement from the outside edge sipes of the rear tire
Front Tire
I was paying so much attention to the rear tire… that the front caught me by surprise!
It’s nearly finished thanks to some pronounced cupping wear going on in the middle area as you can see in the photos below.
The inner sipes only have 1.68mm left before I’m at the wear bars. I inquired with my local dealership about this as I’ve NEVER worn out a front tire before a rear in my entire riding career.
Measurement from the inner sipes of the front tire
They tell me it’s not uncommon in heavy sport touring bikes to have this happen because of road crown working on it, unfortunately. I guess this Ninja isn’t quite as dainty as I thought.
The outer sipes are doing a lot better showing over 3mm remaining which is more what I was expecting to be the case at this juncture.
Perhaps I need to reconsider my rating of the front tire, but overall I think these are still excellent tires.
**September 2019 Update: I discovered that my front tire pressure was at 36psi instead of the factory recommended 42psi. This could have contributed to the unusual wear. Since pumping it back up to the recommended pressure I haven’t noticed more wear on the front over another 2000 kms.**
Measurement from the outside edge of the front tire
Tested: Michelin Road 5 Review
Date reviewed: Feb 2018 | Tested by: Kane Dalton | Price: From £230 | moto.michelin.co.uk The Michelin Road 5 – the replacement for the Road 4 – is aimed at anyone that rides in changeable conditions; if you ride in the UK, that means you, and Michelin says that the maximum lean angle in the wet is 35°!
Michelin Road 5 launch report BikeSocial sent Kane Dalton to Spain for the press launch of Michelin’s new sports touring rubber.
Construction The Road 5’s designers wanted the very best wet and dry grip, but there’s always a compromise between the two. And all manufactures want increased longevity. Many brands have made the compromise by using a single compound on the front and a dual compound on the back, with the balance between the wet and dry performance coming from the amount of silica in the mix. Stability and longevity in a tyre come from the carcass stiffness and how – and where – the compounds and tread are laid. Michelin claims the Road 5 does not compromise with compounds, and that it strives for the best wet and dry grip. Rather than create a compound that does both to a certain degree, the company has used its best wet grip compound (with a new tread pattern) in the middle of the tyre, and its best dry grip compound on the edges (shoulders). The trade off is that the wet section ‘only’ allows for a 35° lean angle before you’re running on the slick edge of the rubber. In most cases I doubt I would ever lean my bike even close to 35° in the wet on the road.
A challenge with all tyres is the way in which they wear down. When new they’re more effective in the wet as the grooves are deeper so clear water more effectively. On the Road 5s, a new trough (the part of the groove that channels the water away from the road) opens up wider the deeper it gets, allowing the tyre to shift more water as it wears down. In distance stop tests, Michelin claims to have been getting consistent grip and braking distances on tyres with over 1875 miles of wear – in a demonstration the Road 5 – with 1875 miles on it – stopped two meters sooner from a speed of 60 mph than the Road 4.
The carcass of the Road 5 has ‘MICHELIN ACT+’ technology (Adaptive Casing Technology), which is claimed to provide the tyre’s shoulders with varying degrees of rigidity that Michelin claims gives better stability, with more straight-line and cornering performance. Sport touring tyres will normally have a neutral profile that allows for a confidence-inspiringly smooth and easy roll into corners, helpful when riding two-up or with a luggage. Michelin says that it still wants the sporty fun element to its tyre, so has made the centre of slightly raised, a bit like a sportsbike tyre. It is not as focussed but retains enough of a more pointy profile to make the bike more flickable.
On the dry test track we had three laps on a Ducati Supersport, followed by three laps on a BMW S1000XR. On the wet track we had three laps riding a Triumph Street Triple and then a Yamaha MT – 10. The track had a combination of patchy dry to wet sections with standing water and puddles, some of which were right on the corner apex. There were two challenges on the track – one a hard braking exercise that was slowing in a straight line from around 80mph, and another where we braked hard just before a quick change in direction from left to right. This showed what the tyre might do if you were trying to avoid a hazard in the wet. The Road 5 is a road tyre designed to perform in the real world, so you may think it strange that we started out riding on track, but testing in a controlled environment allows you to focus on the tyre in relative safely. On track with brand new cold tyres and no warmers I usually take two or three laps to get some heat into the rubber, but Michelin was so confident, the team asked us to put our heads down from the start in both dry and wet conditions.
On road The roads around Monteblanco offered the perfect testing ground for the tyre, and we rode a 90-mile loop on a range of bikes including a Triumph Speed Triple, Yamaha Tracer 900, Yamaha MT-07, and Aprilia Tuono V4 1100. The surface was good in places but there were some rough single-track roads with gravel, patchily repaired with newly-laid tarmac where gravel and loose stones had been left. There were steep climbs and descents with a series of tight switchback hairpins – we rode a bunch of sweeping roads, much like British A-roads, winding up and down the side of the mountain; perfect knee-down riding where we could push the tyre. In these conditions I found that the profile allowed me to flick from one side to the other effortlessly.
Later in the day there was a section of road that had you switching from one side to the other really quickly for what seemed like 30-miles. This is where I tested the slick compound edge that Michelin had been telling us about. I had the machine edge to edge and found the grip to be good, although I didn’t have much feedback – I could feel the bike moving around more although this was probably accentuated by changing between bikes with different characteristics. The tyre was stable, so I could concentrate on reading the road, rather than think what the rubber was doing – I didn’t have to second-guess how much grip I had, I could just trust the tyre.
Braking hard for corners the front felt planted and never gave any indication it would give up. I tried carrying a bit of front brake into the bends to see how it felt – loading the front under braking – and the steering remained stable. Dabbing the back brake or trailing in hairpins never created any moments either.
On track in the wet When someone says ‘don’t do this’ I usually ignore them. So when Michelin said to not exceed the 35° lean angle on the road in the wet, they may as well have been telling me to try and get to 40°! If you only have three laps you need to make each one count. The Monteblanco track in Seville has been built to test everything you would find on the road: if you, the bike or the tyre are not up to scratch, you could find yourself on the way to A&E. In spite of the winter sun it was cold, so I was wearing an extra layer under my leathers – not ideal conditions for hauling a 200kg motorcycle around a track. The ambient temperature also meant that the track surface was well below optimum and offering less grip. I was told that even when you’re leant over and riding on the slick edge, a certain percentage of the contact patch should still be on the silica compound, with the edge of the tread pattern engaged. Riding the Speed Triple on the back straight braking test I put some power though the braking system, telling myself I might be generating some heat in the tyre for the next corner. I did the same again in the braking zone before making the quick left-right swerve avoidance test. In both cases the bike was stable and had bags of grip. For the first turn on lap two, with the tyres warmed, I just gently leant over and managed to get my knee on the ground. Acceleration, braking and lean angle on the Speed Triple were all good, and I was happy with how the Michelin Road 5s had performed in the sub-optimal conditions.
The second session was riding the more powerful and heavier Yamaha MT-10. My tactic for the three laps was the same, but with more power and higher speed coming out of the turns I managed to get the back tyre to slide. It was slow and never came that far around on me, just enough to give me the warning that I was pushing it too hard for the angle and level of grip. In the real world, with stone-cold tyres in the wet I would never push as hard or lean as far as this, but in the controlled environment of the circuit it was important to find the limit.
On a dry track The dry laps were predictable and there were no heart-stopping moments, though the BMW’s soft set-up meant the bike was really loose under braking. That said, even with the largest ground clearance and comfiest suspension of all the bikes we rode, it was planted enough to give me the confidence to lean the bike right over. In a high-stress situation, changing direction and pushing a bike over further always makes you nervous that there’s not enough grip, and the panic roll-off or braking instinct can kick in. From the start of the day to the, end I always felt that the Michelin Road 5s had the grip.
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Prueba Michelin Road 5
La tecnología avanza rápidamente, en el ámbito de los neumáticos de moto aún más. Y si nos referimos a los modelos Michelin, los avances de cada generación resultan sorprendentes. Tanto como el comportamiento de los nuevos Michelin Road 5 aptos para todas las motos de carretera.
Michelin renueva en 2018 su gama de neumáticos para uso sport-turismo. Los Michelin Road 5 suponen un nuevo escalón superior en la gama de neumáticos de la marca francesa para motos de este segmento, en el que se incluyen las superventas naked. Además, se añade una familia de neumáticos especialmente diseñados para motos trail con un uso completamente asfáltico. Se situarán por encima de los actuales Pilot Road 4, que todavía permanecerán en catálogo como una opción muy válida, pero más económica.
Innovadoras tecnologías, diferentes compuestos de goma y novedosas formas de esculpir el dibujo desembocan en un neumático completamente nuevo. No es una evolución de la gama Pilot Road y prueba de ello es que se deshace de la denominación «Pilot», pasando a ser simplemente Road 5. Se define como un neumático diseñado para el uso en carretera y que incluso no descarta las entradas ocasionales en circuito.
Las carreteras que bordean el circuito de Monteblanco y las instalaciones del propio circuito onubense nos han servido de espacio de pruebas para descubrir hasta dónde se ha llegado en el desarrollo de neumáticos de su gama para motos sport turismo. Y el resultado es que sorprenden.
¿Por qué son mejores los Michelin Road 5?
Se ha trabajado en este nuevo Michelin Road 5 desde cero. Es un nuevo neumático que incluye un buen número de innovaciones tanto en lo relativo a nuevos compuestos de goma como en tecnologías de fabricación del dibujo. Con ello se consigue una mejor capacidad de evacuación de agua tanto al rodar sobre mojado como las frenar sobre superficies húmedas. Así, por ejemplo, se ha empleado una nueva tecnología de fabricación de los moldes empleados para grabar el dibujo sobre el neumático: nuevas máquinas de «adición de metal», o lo que vulgarmente se llama impresión 3D de metal, hacen esos moldes de forma que pueden generarse formas en la goma imposibles de realizar de otra manera. Este dibujo permite un elevado nivel de agarre en seco, una evacuación de agua que no decae con el uso y desgaste del neumático, y una elevada vida útil. Un ejemplo: el Michelin Road 5 consigue igualar e incluso mejorar la frenada sobre mojado cuando ya tiene 5.000 kilómetros de desgaste en comparación con un Michelin Pilot Road 4 nuevo a estrenar. Demostrado, con GPS para medir la distancia de frenada y delante de nuestras narices.
En acción con los Michelin Road 5
Pudimos rodar y probar todas esas tecnologías sobre diversas motos naked, sport turismo y trail. Hicimos una ruta de más de 100 kilómetros por carreteras de la zona y pudimos comprobar en el circuito, sobre pista seca y mojada, el agarre y estabilidad de los nuevos Michelin Road 5.
Es la prueba en carretera de la que se extraen las conclusiones más interesantes de esta prueba. Y efectivamente, como era de esperar, el nuevo Michelin satisfará las exigencias de cualquier piloto de este tipo de motos. El agarre es muy bueno en todas circunstancias y el neumático es capaz de transmitir muy bien las condiciones de agarre que va encontrando. Cabe destacar el silencio y suavidad de rodadura sobre buen asfalto y cómo mantiene estas capacidades sobre suelos en peor estado. No tuvimos oportunidad (y es algo que echamos de menos) de probar las mismas motos con el anterior Pilot Road 4 o con otros neumáticos de la competencia, pero «tirando de recuerdos» llama la atención especialmente la agilidad y maniobrabilidad mejorada conseguida por estos neumáticos.
Sobre suelo mojado pudimos ver, en este caso sí, cómo el nuevo Road 5 mejora los resultado de frenada del anterior Pilot Road 4. La nueva tecnología XST Evo es plenamente efectiva. También en pruebas de estabilidad sobre mojado pudimos comprobar que el nuevo Road 5 hace que el ABS entre en acción únicamente en frenadas extremas, manteniendo la dirección y la estabilidad de la moto de forma óptima. Y todo ello es sinónimo de seguridad.
Tecnologías empleadas en los Michelin Road 5
Michelin XST Evo: Hace referencia a la forma del dibujo sobre la rueda. Los moldes se imprimen en metal y esto permite nuevas formas de dibujos. En el Road 5, las canaladuras destinadas a sacar el agua del suelo tienen una forma peculiar. Si «cortas» un neumático verás que el dibujo suele tener forma de «U». Cuando el neumático pisa agua se mete en esa «U», de forma que permite el contacto de la goma con el suelo. Según pasan los kilómetros, la profundidad de la «U» disminuye, y con ello, la cantidad de agua que puede entrar. Ese es el motivo por el que un neumático a medio uso tiene menor agarre en mojado que uno nuevo. Michelin ha conseguido que éste sea un problema resuelto: la forma de las canaladuras del Road 5 se ensancha en la zona baja, de forma que según se va desgastando, esa acanaladura compensa con mayor anchura la falta de profundidad.
Michelin 2CT&2CT+: La tecnología de doble compuesto, los neumáticos bi-goma o como lo quieras llamar, no es algo nuevo en Michelin. Son aquellos que emplean una goma más dura en la parte central de la banda de rodadura y un compuesto más blando en los flancos. De esta forma se evita el desgaste prematuro de parte central (lógicamente, vas más tiempo sobre esta parte del neumático), manteniendo un agarre óptimo en curvas gracias a esos flancos más blandos. En el Road 5 los compuestos son diferentes de los empleados hasta ahora y se introduce la nueva tecnología 2CT+ en el neumático trasero.
El neumático delantero incorpora el sistema 2CT. En éste hay dos tipos de compuestos de sílice, uno para la parte superior y otro en los flancos, de forma que se garantiza buena agilidad, buena duración y buena agarre en curvas. Para el trasero se ha desarrollado el nuevo 2CT+. Se combina un compuesto de sílice en el centro, con un concentrado de sílice más alto que el utilizado para el neumático delantero, (mayor resistencia al desgaste) y con un compuesto de carbono (black carbon, textualmente) en los lados. Se ha conseguido así un mejor agarre tanto en seco como en suelo húmedo.
Michelin ACT+: Las carcasas de los Road 5 también se benefician de interesantes innovaciones. El sistema ACT+ hace referencia a la forma en la que se colocan las capas que conforman la carcasas del neumático. Estas lonas que conforman la carcasa van colocadas con un ligero ángulo de desviación de una de ellas, que gira en el borde de la carcasa y vuelva a subir hacia arriba, abrazando ese flanco e incrementando la rigidez de esos flancos. Es, en suma, una técnica nueva que proporciona a los lados del neumático distintos grados de rigidez para garantizar una mejor estabilidad y control, tanto en línea recta como en curvas.
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