Join Date: Jul 2009
Location: Silo'd in SD, USA
The option to correct the adverse conditions of hydroplaning as experienced, if left purely to the scientific method of application, is for him to have a tire that deals with the water (the fluid inclusive to the experienced adversity) dispersed in a more effective manner than that which his current tire affords, to minimize the potential reoccurrence under the same conditions, correct?
That would be logical.
The route of achieving this correction is debatable.
A motorcycle tire designed for better wet conditions is the easy answer, whereas a automobile tire designed for handling wet conditions could be beneficial, or could be subject to weight calculations of the contact patch upon the road surface that may not be necessarily favorable by the Goldwings' rear biased weighting if comparatively measured against an OE automotive installation with regard to potential hydroplaning of a weighted wheel under duplicated conditions.
That data is missing, hence the debatable nature I'm pondering myself.
Experience is key here, as I use to question the ability of a car tire to effectively subvert hydroplaning when used on bike giving less downforce than the car it was designed for.
Clearly, I think too much with things like this, as my simple answer needs to focus on;
E3 is bad in the wet,
A tire for better wet is a better choice for a daily rider
An all-season car tire proves well if the application is available and,
A Gl1000 has very few options, further distancing automotive tires as a option.
At least he has more options.
I've grooved Highway and Interstate roads to deal with here that makes the want of a wider contact patch for better lane control. Anyone riding here draws the same conclusion. Car tires on bikes are extremely popular here for the grooved road equation by itself alone.
I'm all over the map, I know...