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I was able to obtain 100 hours out of among these tires, and while it had definitely no tire lugs left on it, the soft compound made it work extremely wellas long as I was utilizing a soft mousse. Kitt Stringer picture Easy installing - 3Wear - 3Sidewall stamina - 3Performance on origins - 4Performance on wet rocks - 2Traction on dirt - 5Cornering capability - 4Traction while stopping - 4Self-clearing of dirt and mud - 3Performance in mud - 3Overall predictability or tracking - 3 _ 37 Final thought: This is a great all-around tire with excellent value for cash.

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The wear was consistent and I like the length of time it lasted and just how constant the feeling was throughout usage. This would also be an excellent tire for faster races as the lug dimension and spacing little bit in well on rapid surface. Kitt Stringer photo Easy installing - 3Wear - 3Sidewall strength - 3Performance on roots - 4Performance on damp rocks - 4Traction on dirt - 4Cornering capability - 4Traction while stopping - 5Self-clearing of dust and mud - 4Performance in mud - 4Overall predictability or monitoring - 4_42 Verdict: I liked this tire a great deal.

If I had to purchase a tire for difficult enduro, this would certainly remain in my top selection. Easy mounting - 3Wear - 3Sidewall toughness - 3Performance on roots - 4Performance on wet rocks - 3Traction on dust - 4Cornering ability - 3Traction while stopping - 3Self-clearing of dust and mud - 4Performance in mud - 4Overall predictability or tracking - 3 _ 34 Conclusion: This tire was extremely soft and flexible.

All the gummy tires I tested carried out fairly close for the initial 10 hours or two, with the champions going to the softer tires that had better traction on rocks (Car tyre fitting). Purchasing a gummy tire will most definitely give you a solid benefit over a normal soft compound tire, but you do pay for that benefit with quicker wear

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This is a perfect tire for spring and loss problems where the dirt is soft with some moisture still in it. These proven race tires are wonderful all around, however wear quickly.

My overall champion for a tough enduro tire. If I had to invest money on a tire for daily training and riding, I would select this.

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I have actually been running a set 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 weathers from cool damp to very hot and these tires have actually never ever missed out on a beat. Tyre rotation services. I've done almost 2,000 miles (3,200 kilometres) 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 whole lot of rubber left on them

In short the 2CT is a remarkable track day tyre. If you're the type of biker that is likely to encounter both damp and completely dry conditions and is beginning on course days as I was in 2014, after that I think you'll be tough pressed to find a much better value for money and qualified tyre than the 2CT; a set of which will set you back around 185 (US$ 300) in the UK.

Coming up with a far better all round road/track tire than the 2CT need to have been a hard task for Michelin. The outcome of that effort is the Michelin Pilot Power 3 which essentially changes the Pure. Do not perplex this new tire with the road going Pilot Road 3 which is not designed for track usage (although some motorcyclists do).

When the Pilot Power 3 introduced, Michelin recommended it as a 50:50% road: track tire. All the motorcyclist reports that I've read for the tyre rate it as a better tyre than the 2CT in all locations but particularly in the damp.

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Technically there are numerous differences in between the 2 tires despite the fact that both utilize a double substance. Aesthetically you can see that the 2CT has less grooves cut right into the tire but that the grooves go to the edge of the tire. The Pilot Power 3 has more grooves for better water dispersal yet these grooves do not reach the shoulder of the tyre.

One aspect of the Pilot Power 3 which is various to the 2CT is the brand-new 2CT+ modern technology which extends the harder center area under the softer shoulders (on the back tire). This ought to give more security and lower any "squirm" when speeding up out of corners despite the lighter weight and more adaptable nature of this new tire.

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Although I was a little dubious concerning these lower pressures, it ended up 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 factor of recommendation, other (fast group) riders running Metzeler Racetecs were utilizing tyre pressures around 22-24 psi for the back and 24-27 psi on the front.

Coming up with a far better all rounded road/track tyre than the 2CT should have been a difficult task for Michelin. The result of that initiative is the Michelin Pilot Power 3 which basically changes the Pure. Do not perplex this brand-new tire with the roadway going Pilot Roadway 3 which is not created for track usage (although some riders do).

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

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Technically there are several distinctions between the 2 tires despite the fact that both use a double compound. Aesthetically you can see that the 2CT has fewer grooves reduced right into the tire however that the grooves run to the edge of the tyre. The Pilot Power 3 has more grooves for better water dispersal however these grooves do not reach the shoulder of the tire.

One element of the Pilot Power 3 which is various to the 2CT is the brand-new 2CT+ innovation which extends the harder center section under the softer shoulders (on the back tire). This should provide much more security and decrease any type of "wriggle" when speeding up out of corners regardless of the lighter weight and even more flexible nature of this brand-new tire.

Although I was somewhat dubious concerning these lower pressures, it ended up that they were great and the tyres performed actually well on the right track, and the rubber looked better for it at the end of the day. Just as a point of reference, various other (rapid team) bikers running Metzeler Racetecs were using tire stress around 22-24 psi for the back and 24-27 psi on the front