Metzeler Interact tire comparison test: Roadtec Z8, Sportec M5 and Racetec K3

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• Comparison test of the Roadtec Z8, Sportec M5 and Racetec K3
• At a time when most manufacturers swear by multigums, Metzeler persists and signs with its variable tension "interact" technology, even claiming to meet the needs of almost all "road" bikers with 3 of the tires of their own. range: Roadtec Z8, Sportec M5 and Racetec…
• Roadtec Z8: the marathon runner with a sweet sauce, but not sour
• The Roadtec Z8 is therefore definitely the choice of safety, comfort and longevity.
• Racetec K3: The sprinter with hot sauce
• The Racetec K3 will be reserved for drivers of sports or powerful roadsters who travel the road to get to a circuit on a regular basis..
• Sportec M5: Z8 + K3 = M5
• Conclusion: bet won ?
• Tire dimensions
• Racetec Interact K3
• Sportec M5 Interact
• Roadtec Z8 Interact
• Tire fitting prices

Comparison test of the Roadtec Z8, Sportec M5 and Racetec K3

At a time when most manufacturers swear by multigums, Metzeler persists and signs with its variable tension "interact" technology, even claiming to meet the needs of almost all "road" bikers with 3 of the tires of their own. range: Roadtec Z8, Sportec M5 and Racetec K3. Demonstration.

According to Mario Mariani, head of the R&D department, the Interact philosophy is based on very clear phenomena: the movement creates friction, which causes heating which gives grip.

It is by adjusting the quality of the initial rubber and the tension of the strings of the carcass, like tuning a guitar, that Metzeler achieves the desired performance..

The greater the tension of the carcass, the less free the rubber is to move and therefore the less it heats up. This is how you get good longevity. Conversely, if you relax the strings of the carcass, the rubber is more mobile, it heats up and clings more to the bitumen, it is crystal clear.

The three test tires use the same recipe, but with a different seasoning ….

Roadtec Z8: the marathon runner with a sweet sauce, but not sour

This GT sport tire must be able to cover long distances and behave well on wet roads. For this it uses a rubber relatively loaded with silica mounted on a highly tensioned carcass at the level of the tread. This is what ensures its longevity.

But to give grip on the angle, the side areas are more relaxed, which allows the rubber to heat up more quickly under the effect of the deformation and therefore to reconcile grip in curves with a good longevity of the tire. tread.

Finally, for the rain, the Roadtec Z8 relies on its many designs in "pi", the Greek letter, which ensure good drainage..

The performance of this new design allowed a reduction in the notching rate of 6% compared to the old Z 6, which improves its guidance precision.

In the (dry) road test, the Z8 comes out with its head held high as demonstrated by our passage in VFR 1200 "Tout parterre".

The Z8 is not a tracker, it would undoubtedly heat up too much and destroy itself, but on the road it offers an excellent level of grip and will be suitable for “always on the road” and in all seasons (even if we were unable to do so). ‘try on wet roads), whether in sports, roadster, sport GT or GT. We were able to drive last year with a very worn tire which had retained all of its qualities, despite the kilometers traveled. A very good sign.

The Roadtec Z8 is therefore definitely the choice of safety, comfort and longevity.

Racetec K3: The sprinter with hot sauce

Unlike the Z8, the Racetec K3 is a "tracker", moreover it is derived in versions K0, K1 and K2, even more edgy … It too uses interact technology with 3 tension zones.

However, with much sportier ambitions, it is adorned with a softer compound loaded with carbon black, whose low-tension central zone ensures optimal grip, under acceleration and braking. Its more taut sides, combined with a profile that offers a high contact surface on the angle, ensure good longevity of the areas under acceleration on the angle and high trajectory precision thanks to their rigidity. The large rubber surface in contact with the bitumen partly compensates for the greater hardness generated by the greater tension of the cables.

In the track test, we discover a front tire that inspires great confidence, allowing late but stable braking with very good entry speeds into a curve.

Once on the angle the trajectory is precise, but not fixed. Coming out of a bend, the 185 horsepower of a 1000 GSXR still manages to make it "go throat", but it then bends with elegance and good manners, warning to wishes in its drifts..

We would perhaps have liked a little more grip in this phase (the strong tensions of the carcass in this zone certainly bring precision and endurance, but remove a little grip even with a soft rubber), however We have to admit that the confidence inspired by this tire may lead to overdoing it and thus approaching the limits of reasonableness. It is indeed impressive to see how quickly this sprinter reassures his pilot, which readily leads to some excess of the right wrist. In fact, up to the limit, the tire is very healthy and you can feel its arrival coming with a progressive alarm bell.

The mileage endurance of the tread should suffer from the low tension / soft compound combination, so this tire should be recommended for those who make more corners than straight lines..

The Racetec K3 will be reserved for drivers of sports or powerful roadsters who travel the road to get to a circuit on a regular basis..

Sportec M5: Z8 + K3 = M5

This brilliant equation is that of the Swiss Army Knife, according to Metzeler. The M5 is the jack-of-all-trades. As comfortable in a tuxedo as in a tracksuit, he is on all the outings and does not disdain to do a few laps on the track, quite the contrary. To display such versatility, he goes out of his way and in particular 5 areas of tension and not three like his two colleagues. Let’s take a closer look.

In the center, the tread under high tension, ensures longevity and stability in a straight line to an intermediate rubber loaded with silica (longevity) and carbon black (grip). As soon as the angle is taken, the tension of the cables decreases, which makes the rubber more mobile. We therefore gain in maneuverability but above all in grip in this very highly stressed area. This is where the tire works when you enter the brakes on a curve, or when you accelerate sharply when exiting. Finally, when the motorcycle is "full angle" and the rider is neither accelerating nor braking very strongly, the working area is subjected to high tension which gives it good directionality which makes the motorcycle more stable..

To properly drain water from the road, the M5 pulls 2 tricks up its sleeve. On the one hand the "Pi" design of the Z8, but with a lower frequency of notches to gain rigidity and grip surface. On the other hand, the rear tire relies on the front tire, which drains it and dries up the road in its path. Taking advantage of this cleaning, it frees itself from a few sculptures to gain surface area in contact with the ground and rigidity.

Comfortable in all circumstances, the M5 works wonders on a roadster that wrestles copiously on the road (like the CB1000R), or on a sports car that goes out of its way on the track.

To judge your attack, Metzeler installed a gauge graduated from 1 to 5. The bravest to try to "kill the elephant" …..

It was riding a 600 GSXR that we tested the M5 on the track and to say that it was a real treat is not an empty word. Disappointed by a not very happy GSXR 750 for lack of a modified chassis setup (link) we were delighted by the "standard" 600 fitted with a set of M5s. In a few laps, the confidence is total. We no longer feel the same man riding the same motorcycle! As with the K3, braking is late and cornering speeds fantastic. The front axle is taped to the track, but very directive. Once on the trajectory, the bike is stable on the angle and we do not hesitate to take it without restraint !

Here as with the K3 on the GSXR 1000, we feel so confident that we open more and more at the exit of a curve, until we find the limit which is announced by a long comma, certainly a little impressive, but progressive. Sliding a 600 from the back is sheer fun, although you wouldn’t do it every day. So it cools a bit, but as with the K3 you have to push the plug very far to achieve it. Finally, after several driving sessions, the appearance of the tire remains correct, which is good for the wallet ….

Conclusion: bet won ?

Indeed our three accomplices cover a very broad spectrum of use which is sufficient to fill the whole range of possibilities of road or sports motorcycles. What will be remembered about this Interact technology are the excellent front tires which inspire enormous confidence. The perfect harmony of the front / rear profiles ensures a very natural behavior in curves which places them above all suspicion. The transient phases of turning a corner never give rise to concern. Finally, the super efficient rear tires endure the effort without degrading. And when they do end up showing their limits, it is only with great thoughtfulness. Definitely a good teamwork that will satisfy everyone, whatever their bike and its use: tourism, sport or track for fun.

In terms of performance and longevity, know that an M5 will do about 50% of a kilometer than a K3 and that the Z8 will itself do 50% more than an M5: pure performance comes at a cost.

Tire dimensions

Racetec Interact K3

Before

• 120/70 ZR 17

Back

• 180/55 ZR 17
• 190/50 ZR 17
• 190/55 ZR 17

Sportec M5 Interact

Before

• 110/70 ZR 17
• 120/60 ZR 17
• 120/70 ZR 17

Back

• 150/60 ZR 17
• 160/60 ZR 17
• 170/60 ZR 17
• 180/55 ZR 17
• 190/50 ZR 17
• 190/55 ZR 17
• 200/50 ZR 17

Roadtec Z8 Interact

Before

• 120/70 ZR 17

Back

• 160/60 ZR 17
• 180/55 ZR 17
• 190/50 ZR 17

Tire fitting prices

• Racetec K3 Interact: 285 € incl.
• Sportec M5 Interact: 249 € incl.
• Roadtec Z8 Interact: 245 € incl.

Longevity tests and upcoming biker reviews on long-term tire tests

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