Composite shot of the Michelin on the '96 SE and the Dunlop on the '92 Aspencade

Well, there it was the last of May, the start of prime riding season in Virginia, and the tires on my 10 month old ‘96 SE were already in need of replacement at around 13,000 miles. Those OEM Dunlop K177's just don’t get the mileage that the 491Elite IIs typically roll-up. Ever since Michelin had introduced the 79X Hi-Tour Radials back a couple of years ago, I had been intrigued by the reports of their superior handling. But, when they were recalled due to questions about load carrying capabilities, I had decided to continue using the Dunlop Elite IIs on the ‘92 Aspencade I was riding at the time. Now that Michelin had brought out the re-designed radials my interest was again whetted.

I had been monitoring the Wings on the Internet (WOTI) discussion group for posts about the Michelin radials to see if the problems had been solved. The general opinion of most people that had used the new version were that the load problems had been corrected, and yes, these tires did provide superior handling. That settled it for me. My wife, Kathy, and I were planning some extended touring over the next couple of months, so the Michelins it would be, even though their price was considerably more than the Elite IIs.

The evaluation machines, '96 SE with the Michelins, '92 Aspencade with the Dunlops.

I called "MT" Swift, owner of Cycle Connection of Virginia, in Richmond, to see if they had a set in stock, which they did. We decided that the next day, Kathy would ride my bike over and have the tires installed. Later in the day, "MT" called and said that I needed front brake pads, so those went into the mix as well. I talked to Kathy after she brought the bike back home to see what she thought of the new tires. Her comment was, "I couldn’t tell much difference, cause I was riding in traffic most of the way." That burst my bubble, because I was really expecting a big difference in handling. I’d just have to wait until that evening when we rode over to Chapter VAD’s monthly meeting.

I got home around 5pm and went into the garage to have a look at the new "shoes." My first visual impression was that I really liked the appearance of the tread pattern. Something about those angular grooves make the tires look faster anyway. After changing for the meeting, I rolled the bike out of the garage and decided to take a spin around the block to try them out. The first thing I noticed as I started up the driveway and out onto the residential streets was that the front end sure did feel heavy. In fact, after two blocks, I stopped and got off. I was sure that the front tire was low on air. It wasn’t, (it actually had 40 psi in it) but that was the initial impression. These tires definitely had a different feel than the K177s or Elite IIs. I wasn’t sure I liked the feel at this point. In fact, when I got back to the house, I told Kathy that these expensive tires may be a big mistake, but I had heard others say that it took a while to get used to the Michelins, so that’s what I would do.

We rode over to VAD’s meeting and, sure enough, the more miles I put on the Michelins, the better I liked them. We went out for a short ride after the meeting and I was beginning to get used to the "different" feel that the radial tires have. In cornering with the bias ply Dunlop tires, the Goldwing GL1500 tries to right itself back to vertical throughout the turn. That is one reason that the bike seems to "hunt" for a path when cornering. Not so with the radials. When you lean it over into a corner, the bike stays there until you physically bring it back upright. This is what accounts for the "strange" feel that a lot of people have reported with these tires. Once I realized that this was what was happening, I began to become even more comfortable with the way the Goldwing handled.

Over the next few days, I really began to enjoy the way that my bike was now handling. Much more responsive to "my" input. I was riding it, and telling it what to do, rather than responding to its actions. Yes, I was really going to like these tires.

I was so proud of these Michelin tires that I posted a note back to the WOTI group and told them about my purchase and that I would give them an update over the next few months, following our travels. That is when I was contacted by Nick Hoppner (Wing World editor, who monitors WOTI) about keeping a log during my travels and writing this article after 10-15,000 miles of use. I agreed to this without too much prodding. Over the next week or so my plans for doing the evaluation began to solidify. By nature, I tend to be precise when dealing with data -- probably has something to do with working in an engineering atmosphere.

The evaluation that I formulated fitted very well into our travel plans for the next two months. We would do a comparison between the Dunlop Elite IIs on Kathy’s ‘92 Aspencade and the Michelin’s on my bike. The bikes are fitted out almost identically (the ‘92 was mine, before getting the ‘96), so any differences in aerodynamics and loading would be minimized. The Elite IIs on the ‘92 had pretty good tread left on them, so they would be able to make it throughout the evaluation period without requiring replacement. We would be traveling from Richmond to Myrtle Beach, SC, to attend a work-related conference, and then take a few days to ride through western South Carolina and North Carolina before heading back home. Those familiar with that area know that one of the best motorcycling roads in the whole world is located there. Yes, what better place to give these new tires a go than at "Deals Gap" -- 318 curves in 11 miles of US 129 as it crosses the North Carolina/Tennessee border.

Then, after a couple of weeks at home and commuting to work, it would be off to the Atlantic Provinces of Canada for a 2+ week trip, with me on the ‘96 SE pulling our trailer and Kathy on the ‘92 Aspencade. This little scenario would give a great impression of the handling of the GL1500s with these tires in most of the varied riding situations that we face and should give sufficient mileage to judge what kind of tread life we can expect on these tires. Kathy and I would switch bikes under the different riding conditions so that we could each experience the handling capabilities of the other set of tires. Yes, we would travel about 6000 miles over the course of the next month or so and then I would finish out the evaluation with my normal daily commutes to work and weekend trips on the great riding roads of Virginia.

	We decided that because of the nature of this test, we would acquire some really good instruments with which to gather our data. We purchased a dial-type tread depth gauge (measures in 1/128" increments) and an electronic digital pyrometer (measures in 1/10 degree F) as used by professional stock car racers. We already had a good dial type locking/bleed pressure gauge so that we could over-pressure the tires and then bleed to the correct setting without having to remeasure.
Left to right. Precision Dial Tread Depth Guage from Sweet Mfg. Co., Digital Pyrometer by Atkins Technical, Dial Type Lock/Bleed Accugage by Marsh Instruments.
	Our initial measurements of the Michelins indicate that the as-bought tread depth is considerably less than on the Dunlops. Front - 4.5/ 32" vs 5.5/32"; Rear - 7.5/32" vs. 11/32". That’s quite a bit of difference but, according to Michelin, because the tires run cooler and because they are radial vs. bias ply, they should give the same service as the Dunlops. We’ll see over the course of this evaluation. (Note: the Michelins also appear to be considerably wider than the Dunlops, and Cycle Connection says that they are more difficult to install on the wheels due to their stiffness.)
Side-by-side comparison of the tread of the Michelin and Dunlop rear tires.
During the trips we measured the tire pressure each morning with the tires cold. Tread depth was measured every other day. In order to guarantee that we were measuring the depth in the same location, it was decided to always measure the center tread area adjacent to the valve stem. The minimum reading in the selected area was recorded. We measured ambient air temperature and road surface temperature at these times also. From time to time we would stop and measure tire pressures and ambient/road temperatures to determine what was going on under varied riding/highway situations. In this way a consistent body of data could be gathered for a semi-scientific analysis of the wear rates of the tires. Because the bikes are equipped essentially the same, maintained the same, and were refueled at the same times, we also recorded gas mileage data to see if some conclusions could be reached in this area. We could also see what effects pulling a trailer would have.
	Chris measures the tire pressure and temperature on the road in New Brunswick.

So, we had two areas that we were compiling. The first was our impressions of the way that the two sets of tires handled in similar situations. These impressions are important because that is what provides the confidence one must have in their equipment — that it will perform the tasks it is asked to. The second area was the data concerning the physical performance of the tires (tread life, mileage, etc.). Both of these factors must be evaluated to determine if a set of tires fits the needs of the rider. If a tire lasts forever, but doesn’t handle well in the rain, that may not be the best choice if you live in an area that gets 60-70 inches of rain a year. Likewise, if the tire handles really well, but only gets 9-10,000 miles of tread life, that may not be the best choice if you average 20-30,000 miles a year.

The Results

So, what did all of this measurement and data recording determine. First off, let us say unequivocally, that we have never ridden on tires that provided the sure-footedness and handling that these new Michelins give. As mentioned above, after getting used to them, the cornering ability is unmatched. The GL1500 "feels" more like a sport-tourer when subjected to the twists and turns of roads such as Deal’s Gap and the Cabot Trail of Cape Breton Island (in the fog and rain). You could strike your path confidently, and then roll on the throttle out of the turn, because the Michelins stuck like glue. The bike stays in the lean until it is pulled up. There was never any up and down pull of the bike trying to straighten itself, like on the Dunlops. With the Michelins, the Goldwing goes where you point it without having to constantly correct your line

Although we did not perform any specific braking tests, the Michelins certainly did not appear to be any less capable than the Dunlops. We would call braking a tie. The quality of ride is purely a subjective analysis, but because these tires seem to soak up the road surface imperfections so well, the vote here goes to the Michelins as well.

In the wet, the Michelins provided the same confidence that they did in cornering. No surprises. They tracked where they were aimed and provided great traction for stopping in the wet. We have only experienced one other tire that was the equivalent of the Michelins in the rain, and they are not available for the GL1500.

There is only one area that the Michelins did not provide superior sure-footedness. This was on a construction area in New York state where there was a loose gravel washboard type surface with the grooves running laterally across the road. Because of this combination, the Michelins became very unstable to the point that we had to slow the ‘96 almost to a walk, while the ‘92 with the Dunlops was able to proceed at a normal safe speed. Fortunately there was only about 5 miles of this road surface, but we sure were glad to be off of it. Normally our Goldwings do not have to traverse these types of roads so this should not be a major factor in ones decision.

The biggest advantage to the Michelins in day-to-day commuting traffic is that there is never any uncertainty about what the bike is going to do. Rain-grooves, bridge gratings, etc. are all handled without any squirm, unlike the Dunlops. Highway expansion joints seem to disappear. As stated above, cornering is really a joy, as these tires minimize the directional problems inherent in the GL1500 front suspension. In the rain, on city streets, the Michelins handle really well. There is no perception that the bike ever losses any traction, whereas with the Dunlops, there are some situations in turns where you feel that you can’t lean any further because the rear wheel may slide out. We have been asked on numerous occasions if the Michelins felt less stable at slow speeds. We never experienced any instability at any speed. This "unstable feel" that some people have reported may be because these tires let you do some things that the riders have not been used to doing.

The area of service life is where the Dunlop tires shine. According to Michelin, the 79X radial is meant to compete with the Dunlop Elite IIs in tread life. Well, they haven’t got it right yet. Whereas with the Dunlops we usually enjoy 16-20,000 miles of tread life on the rear tire, the best we could get out of the Michelin was 9,500 miles. And, this was running it down to the minimum 1/32" wear indicators as requested by Michelin (we probably would have changed them sooner if we weren’t doing this evaluation). Michelin stated that the tread compound was harder deeper into the tread, so that wear towards the end should be better. Our measurements indicate that this may be true as the wear rate was consistent over the entire tread life on the rear (1500 miles per 1/32"), unlike the Dunlops which tend to wear at an accelerated rate toward the end of their life. The front Michelin still has 2.5/32" of tread remaining and, according to their Customer Service Representative, by running it down to the DOT wear indicators at 1/32", we should get comparable life out of this tire.

The "new" Michelin with 7.5/32" tread versus the "old" Michelin with only 1/32" left.

The 79Xs do run considerably cooler in all driving conditions. From 6 to 15 degrees cooler, which is certainly better for the tires, but not significant enough, apparently, to overcome the softness of the tread compound. By the way, on a 90 degree day on black asphalt at interstate speeds, tire temperatures (on the Dunlops) were recorded in the 145 degree range. This is another reason why it is important to have the correct pressure in your tires, as an under inflated tire will generate much more heat.

It did appear that the Michelin tires yield better gas mileage. Prior to this evaluation, the ‘92 and ‘96 GL1500s both got equivalent mileage. The red fuel warning lights would come on at virtually the same time, and the mileage measurements were spot on when they were ridden side-by-side on trips. During the evaluation however, the ‘96 showed a 2-3 mpg advantage when ridden in similar circumstances (one-up, tank-to-tank, similar loading). Of course, when pulling the trailer with the ‘96 at highway speeds, the ‘92 would get better mileage, but only 2-3 mpg, so, it would appear that the mileage advantage goes to Michelin.

As far as air pressure, both sets of tires maintained their pressures within one or two pounds of each other throughout the evaluation. We ran 38 psi in the front tires and 41 psi in the rears of both sets as recommended. They were always checked in the mornings, cold, and it was surprising to see the effect that temperature makes on the pressure. On a particularly cool (55 degree) morning in Nova Scotia, both sets of tires were down about five degrees. But, on a 95 degree day on the Interstate (black asphalt), the tire pressures measured around 50 psi. These increases at highway temperatures are factored into the tire design, so that is why it is important to always measure your tire pressure when they are cold.

Conclusions

Well, what does all of this mean to the average Goldwing rider. First off, there is no average Goldwing rider. We all have our own way of riding and our own interests. Some of us like to challenge the roads we ride, and others like to take slow leisurely rides to nowhere. Some of us put 20,000 plus miles a year on our bikes and others put 2,000 miles in rides around our local area.

For the rider who never met a curve they didn’t like, the Michelin 79X Hi-Tour Radial is the tire for you, if you can afford to put them on every 8-10,000 miles. In our opinion there is no other tire available for the Goldwing GL1500 that provides the handling capabilities of this tire. It’s the closest thing to a sportbike tire you can get.

For the group of Goldwing riders who put 20,000 plus miles on their bikes a year, the Dunlop 491 Elite II is probably the tire of choice. There are many things that this tire does right, and just a few areas of compromise. For the economy minded, the Dunlop tires give you good handling and traction with long tread life.

For those who only put a few thousand miles a year on their bikes or only ride around their local areas and don’t do any long-distance touring, the choice is yours. If you want superior handling, the Michelin radials may be your tire because you will get 2-3 years of life out of them. On the other hand, if you are used to the feel and handling of the Dunlops, why change.

Because of our less-than-expected tread life on the rear tire, Michelin has provided a replacement tire. They are aware of the tread life problems we Goldwingers are experiencing with their radial tires and they are working on a solution, because they want their customers to be satisfied. Their goal is to have a quality product that provides a reasonable life. According to their customer service representative our front tire should last the life of the new rear tire.

The above presents a dilemma for us. We really do like to challenge the roads we ride -- if only Deals’ Gap were closer. But, we put at least 20,000 miles per year on our Goldwings. That’s two+ sets of Michelins and one set of Dunlops. Handling wise, the Michelins take the GL1500 from being a Cadillac and make it into a T-bird (it still isn’t a Ferrari by any means). We really love the way the Michelins corner and track, but we can’t afford new rear tires every 4-5 months. So, until Michelin gets the tread compound right, or increases the depth of tread so that they can get even close to the life of the Dunlops, and if we have to buy the tires, we will have to say the nod goes to the Elite IIs for us.

Come on Michelin, we know you can do it if you keep working at it. How about you Dunlop? Let’s make a tire that does what we ask our machines to do -- go long miles and give us a ride that is fun. The rest of you tire manufacturer’s pay attention too. Don’t make us compromise.