Metzeler are of course owned by Pirelli, whose production base is now virtually global. But it would be a foolish mistake to assume that Metzeler branded motorcycle tyres are basically modified clones of Pirelli equivalents, representing a kind of Pirelli Lite. They are much more than that.
Ideally, you want to evaluate different tyres on the same road and same bike. The same roads weren’t a problem, and although the rubber selection was spread across different bikes, it was in place for an extended period of time. What we have is a fair insight into how a particular tyre performs on a particular machine, and since two of the bikes have tyre choices limted by rim size, there’s a reasonable chance that owners will at some point have to consider the options looked at here.
The bikes in question were a 2018 KTM 390 Duke (current version), a twenty one year old TDM 850, and a 2003 Kawasaki ZX6R 636. Finding suitable tyres for the first two is a frustrating exercise in its own right, for reasons given above. Metzeler currently stock the correct fitment for both of them: M7s for the KTM and Z8s for the TDM. The 636 – the bike with the most conventional rim sizes – was catered for by the more recent M9s. Additionally, by way of comparison, in recent times we’ve had Metzeler 01 touring tyres fitted to a ZRX 1100 and Racetec RR K3s, fitted to a GSXR 750 K3, both of which have left the Bg stable. I’m still regretting their departure.
skinny rubber: z8s
The three current machines have been thus shod for the last six months. The Z8s have been available for a few years now, and have been succeeded – but not replaced – by the 01 range (albeit in more conventional sizes). The TDM’s skinny sections (110/80/18 and150/70/17) are a delight with decent tyres fitted, reminding the rider that while fat sections work fine on long straights, they’re simply not in the same agility league on the B3157, where smaller rims emphatically rule the roost. It isn’t like the TDM is a featherweight, which may leave you wondering exactly why the ubiquitous 180 has become the manufacturers’ OE section of choice – even on lighter machines. After all, we’re talking wheels here, and larger hoops and tyres means more unsprung weight.
The TDM handles, but the Z8s transmit the twin’s grunty traction with appropriate confidence in all conditions. This is an old school bike, and it wants to get stopped early and on the power way before the apex. It’s best driven around a corner, otherwise you’re at the mercy of questionable, ageing suspension mid bend. I’ve had Metzeler’s touring Z8s and 01s on other bikes (including a mixed weather track day on 01s, which coped brilliantly) and I’d go so far as to say that the former are the equal of the latter as a general purpose road tyre, which is high praise. I wouldn’t hesitate recommending them, all the more so if you happen to find yourself on something with unconventional rim sizes – the Z8s cater for a wide range.
the sound of speed: M9s and beyond
The 636 and M9 combo has also impressed. The M9s superceded the M7s (as worn by the KTM) at the front end of 2020. Metzeler place both in the sports category, along with the Racetecs. Reading the spec and viewing launch reports can only go so far, since reaction to tyres is notoriously subjective. A sportsbike with zero electronics provides a useful test bed in its own right – maybe all tyre launches should involve everything being turned off at some point in order to better assay the true capabilities of the compound on offer. The 636 and M9 combination was smooth and predictable, holding a line and lean with aplomb, but once leant over on the road I’m not persuaded that the amount of grip available is outstandingly superior to the touring orientated 01s or even the Z8s. Unsurprisingly, none of the aforementioned are in the same sporty league as Metzeler’s own Racetec RRs K3s, which despite their track competence are still genuine road tyres: they combined beautifully with the GSXR 750, being sublime in the dry and surprisingly competent in the wet and cold. All of which begs a question: since Metzeler’s touring tyres are so good, is it worth bothering with their sports category unless you go the whole hog, and fit the Racetecs?
pressures: M7s
The M7s on the 390 Duke should have the easiest job of any tyre on any bike I’ve had. This 390 is a few kilos lighter than standard courtesy of a few system related mods, and its cornering capabilities hint that brakes are entirely superfluous. It’s probably a good thing that you can’t fit Racetecs on the 390: feelings of immortality can be dangerous. Everything else just looks big and slow when bends tighten up. You still have to kind of trust that front though, because the sensation of confidence engendering grip is (unsurprisingly) a little less evident than on the M9s. And the focussed geometry (inc. marginal wheelbase) mean that things can get twitchy at speed on questionable surfaces. I had the idea that judiciously dropping the pressures could be of assistance, but the minute you depart from orthodoxy in a comparative review you’re kind of moving the goalposts. Bg’s old ZRX also had M7s fitted to it a few years back, which worked well, and behaved predictably on poor surfaces. But the ZRX is about eighty five kilos heavier than the KTM with totally different geometry, suspension and pressures. Which helps explain why tyre opinions are so subjective…
overalls
Taking into account UK roads, weather and tyre prices, the Z8’s are hard to beat. Put it this way: the performance gap between the touring Z8s and the sports M9s is way less than the gulf between the M9s and the Racetecs. It could be that on a different set of machines these dynamics would change, but you can only ride what’s available, and on these bikes that conclusion seemed unavoidable.
As with all things biking, it ultimately depends on the application. If you want to fit a great general purpose tyre to your bike with outstanding wet performance and a palatable price thrown in, the Z8s head the field. If you want to fit an out and out sports tyre which doesn’t require warmers and is road legal, the Racetec RRs in K3 endurance guise remains the go to rubber. It’ll be interesting to see if Metzeler’s latest 01 variant, the SE, narrows the gap between their touring and sports designated products. Watch this space.