Family history often dictates individual personality traits–it’s true with humans, cars and tires. Bridgestone has a long and storied history in motorsports with major successes from the grassroots level all the way up to F1.
However, major tiremakers derive most of their revenue…
I love that we can always rely on Andy thorough tire tests.
(And if there are any tires you want tested, feel free to let us know.)
Another great test and article; thank you!
It seems silly that the tire called "Race" is the one that's more focused on street manners. When I saw the name of the tire I assumed it would be a sub-200TW borderline track-only tire.
In reply to CrashDummy :
Several years ago, a friend in the tire business reached out: Would I mind taking a quick survey regarding the name of an upcoming tire?
All of the names were alphanumeric, but it was cool to get a little glimpse into the actual process.
CrashDummy said:It seems silly that the tire called "Race" is the one that's more focused on street manners. When I saw the name of the tire I assumed it would be a sub-200TW borderline track-only tire.
Almost like the OE side of the house doesn't talk to the motorsports side? ;)
Note that the even more "street" Potenza is called Potenza Sport.
My guess is you get more mileage out of the 'race' naming on a street tire than a more track oriented tire. It'll be a bigger market and a race tire relies more (although I'm sure still not entirely) on actual lap time performance to sell. So they probably save the cool names for the street tires.
Andy Hollis said:Note that the even more "street" Potenza is called Potenza Sport.
Which is not a bad tire at all for a performance-oriented street car. I have them on my Audi because the PS4S was on national back-order when I needed new tires, and IME they're almost as good as the Michelins in basically every way. :)
I admit, when I got the initial release about the Potenza Race, I pictured an R-comp–you know, something with just two grooves.
It does sound like a pretty sweet street tire, though.
Streetable tire technology simply amazes me. With all the mega-horsepower vehicles available today (and even the plethora of 300+ hp Wagon Queen Family Trucksters), it's simply amazing to me how the tires manage it all. The engineering and materials science is incredible.
Thanks for the review.
Was looking at the Falken 660's for the Miata / AW11, but now I have to reconsider and add a Bridgestone to the list for the next street tire. Appreciate the review, sounds like a fun tire!
By the way, hint, hint, our Ultimate Track Tire Guide has been updated.
Hi Andy,
Thanks the constant stream of superb tire testing info! I was seriously interested in the Potenza Race, but based on your testing I'm pretty ready to pull the trigger on a set.
Before I do though... I was hoping you could help me with a question around ND2 fitment.
Did you have any rubbing issues with the larger 225/45 diameter (24.9" vs 24.3" oem) tires?
My 2019 ND2 is very similar to yours I think. I'd be running 225/45R17 Potenza Race on 45et 17x9 6UL wheels, no spacers. My ride height (fender to hub) is 13" all around on Xida coilovers. Camber is 2.9/2.5 f/r and 8.57 caster. Do you think I'd have major rubbing issues with this setup? Maybe I'll need to back caster down a bit?
Also kind of interesting that the 225/45 RE-71RS is actually shorter than the Race. Both Tire Rack and Bridgestone website claim that the Race diameter is 0.1" shorter than RE-71RS.
Thanks again!
Lemons said:Hi Andy,
Did you have any rubbing issues with the larger 225/45 diameter (24.9" vs 24.3" oem) tires?My 2019 ND2 is very similar to yours I think. I'd be running 225/45R17 Potenza Race on 45et 17x9 6UL wheels, no spacers. My ride height (fender to hub) is 13" all around on Xida coilovers. Camber is 2.9/2.5 f/r and 8.57 caster. Do you think I'd have major rubbing issues with this setup? Maybe I'll need to back caster down a bit?
Also kind of interesting that the 225/45 RE-71RS is actually shorter than the Race. Both Tire Rack and Bridgestone website claim that the Race diameter is 0.1" shorter than RE-71RS.
You'll want to back the caster down, for sure. Center the wheel in the wheel well, which typically puts you around 5 degrees. That's also the point where more caster takes away static camber.
I can't speak to how the Xidas have their bump stops setup so can't say for sure whether you'll hit. 225's were always a PITA with my old Koni setup. But the stiffer springs on the RedShifts have helped immensely. Worst case, you can always alter the bump stops as we did for our RedShift setup (which was also designed for stock sized tires on stock rims). https://grassrootsmotorsports.com/articles/tuning-suspension-with-bump-stops/
Thanks!
It appears the race tire is taller than the others; I wonder how that may have affected the comparison. 
Scott Skillman said:It appears the race tire is taller than the others; I wonder how that may have affected the comparison.
Insignificant, based on empirical results. I checked the data and the accel differences were not a factor.
In reply to David S. Wallens :
There are variations in the lineup that aren't far from that. The hard part about these articles, as well done as they are, is that this is a specific item on a specific vehicle with a specific setup. Stroll into the OE tuning codes or bigger sizes and there can be drastic but non-visible changes in construction and compound.
If you were to run the two different 305/30's you will see what I mean.
While I absolutely love that GRM stays on top of the latest tires for track and AutoX, it's past time for them to add something other than a 2,500lb Miata to the test fleet. Some tires behave very differently with a 3,600lb+ car.
Thanks again for the great comparison data and commentary!
MatthewAMEL said:While I absolutely love that GRM stays on top of the latest tires for track and AutoX, it's past time for them to add something other than a 2,500lb Miata to the test fleet. Some tires behave very differently with a 3,600lb+ car.
Let me guess...you own a 3600# car? 
Using a vehicle in which we have thousands of laps around our test track allows for a level of consistency that we won't get by changing. So we'd be giving that up for a year or two.
Further, bigger car with bigger wheels and tires means logistical challenges with transport to/from the track, as well as to/from the tire mounting shop (I can currently carry two full sets, plus two full sets of loose new tires.). Not to mention the "fun" of hefting those things around while changing tires up to 8 times at the track for a test. I'm not a kid any more.
And finally, bigger, more powerful cars are harder to get to and keep at the limit. Especially when you bolt on unfamiliar test tires. There is inherent danger in what we do.
I know these things because we used my 720S for a couple of tests where a particular tire did not come in smaller sizes. PITA to get everything mounted up, transported, changed at the track, and...there were a few Mulligans when things did not go as planned. That stuff never makes the magazine, but every car we've used has various patina added from offs and broken parts.
I will say this, Tire Rack testing is all done using big heavy BMWs. And with very few exceptions, they get the same results we do. I am even privvy to some of the unpublished testing they do, and they with mine.
When I dig into it, I usually find that people who get different results do so not because of the car but because of how the car is setup and driven, the venue, how the tires are prepped, how they are stored, etc.
We always say that ours is but one data point, put out there to allow others to narrow down choices for their own testing program.
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