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I had the ability to obtain 100 hours out of among these tires, and while it had absolutely no tire lugs left on it, the soft substance made it work really wellas long as I was using a soft mousse. Kitt Stringer picture Easy installing - 3Wear - 3Sidewall stamina - 3Performance on origins - 4Performance on damp rocks - 2Traction on dust - 5Cornering capacity - 4Traction while braking - 4Self-clearing of dirt and mud - 3Performance in mud - 3Overall predictability or monitoring - 3 _ 37 Final thought: This is a good all-around tire with great value for cash.

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The wear corresponded and I like how much time it lasted and exactly how consistent the feeling was throughout use. This would also be a good tire for faster races as the lug dimension and spacing bit in well on quick terrain. Kitt Stringer picture Easy placing - 3Wear - 3Sidewall toughness - 3Performance on origins - 4Performance on wet rocks - 4Traction on dust - 4Cornering capability - 4Traction while stopping - 5Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or tracking - 4_42 Conclusion: I liked this tire a great deal.

If I had to buy a tire for hard enduro, this would be in my leading option. Easy placing - 3Wear - 3Sidewall stamina - 3Performance on origins - 4Performance on damp rocks - 3Traction on dust - 4Cornering ability - 3Traction while braking - 3Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or monitoring - 3 _ 34 Final thought: This tire was extremely soft and pliable.

All the gummy tires I evaluated executed fairly close for the first 10 hours or two, with the victors mosting likely to the softer tires that had better grip on rocks (Vehicle tyres). Getting a gummy tire will definitely provide you a solid benefit over a routine soft compound tire, however you do pay for that advantage with quicker wear

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Best value for the biker who desires respectable efficiency while getting a fair quantity of life. Best hook-up in the dust. This is a perfect tire for springtime and loss problems where the dirt is soft with some moisture still in it. These tested race tires are excellent all over, but wear promptly.

My overall winner for a tough enduro tire. If I needed to invest cash on a tire for day-to-day training and riding, I would choose this set.

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I've been running a collection of Michelin Power Pilot 2CT's on my track Daytona 675 for the past year. In that time I have actually done 15 track days in all climates from chilly damp to extremely warm and these tyres have actually never missed out on a beat. Tyres. I have actually done virtually 2,000 miles (3,200 km) on them and as you can see from this shot of the front taken after very first session of my 15th track day on them, they still have fairly a great deal of rubber left on them

In other words the 2CT is an impressive track day tire. If you're the type of rider that is most likely to come across both damp and completely dry conditions and is starting on track days as I was last year, after that I assume you'll be hard pushed to locate a much better value for money and proficient tire than the 2CT; a set of which will certainly set you back around 185 (US$ 300) in the UK.

Generating a much better all rounded road/track tire than the 2CT should have been a difficult job for Michelin. The result of that effort is the Michelin Pilot Power 3 which basically replaces the Pure. Don't puzzle this new tire with the road going Pilot Road 3 which is not designed for track usage (although some cyclists do).

When the Pilot Power 3 launched, Michelin advised it as a 50:50% roadway: track tyre. All the biker reports that I have actually checked out for the tire price it as a much better tire than the 2CT in all locations yet particularly in the damp.

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Technically there are numerous differences in between the 2 tires despite the fact that both use a twin compound. Visually you can see that the 2CT has fewer grooves cut into the tire but that the grooves go to the edge of the tyre. The Pilot Power 3 has even more grooves for far better water dispersal yet these grooves do not reach the shoulder of the tyre.

One aspect of the Pilot Power 3 which is different to the 2CT is the brand-new 2CT+ technology which extends the harder center section under the softer shoulders (on the rear tyre). This should provide more security and minimize any type of "agonize" when speeding up out of edges despite the lighter weight and even more versatile nature of this new tire.

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Although I was a little uncertain concerning these reduced stress, it turned out that they were fine and the tyres done really well on course, and the rubber looked much better for it at the end of the day. Equally as a point of reference, various other (quick group) motorcyclists running Metzeler Racetecs were making use of tire stress around 22-24 psi for the rear and 24-27 psi on the front.

Coming up with a better all round road/track tire than the 2CT need to have been a hard task for Michelin. The result of that effort is the Michelin Pilot Power 3 which basically replaces the Pure. Don't confuse this new tyre with the road going Pilot Roadway 3 which is not created for track use (although some cyclists do).

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When the Pilot Power 3 launched, Michelin suggested it as a 50:50% road: track tire. All the cyclist reports that I've reviewed for the tire price it as a far better tire than the 2CT in all areas but especially in the damp.

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Technically there are numerous differences between the two tires despite the fact that both use a dual substance. Aesthetically you can see that the 2CT has fewer grooves reduced into the tire but that the grooves run to the edge of the tire. The Pilot Power 3 has more grooves for better water dispersal but these grooves don't reach the shoulder of the tyre.

One aspect of the Pilot Power 3 which is different to the 2CT is the new 2CT+ innovation which prolongs the harder center section under the softer shoulders (on the rear tire). This must give extra security and decrease any type of "agonize" when speeding up out of edges regardless of the lighter weight and more flexible nature of this brand-new tire.

I was somewhat uncertain regarding these lower pressures, it turned out that they were great and the tires done truly well on track, and the rubber looked far better for it at the end of the day - Tyre sales. Simply as a point of referral, various other (fast team) riders running Metzeler Racetecs were using tire pressures around 22-24 psi for the rear and 24-27 psi on the front