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I was able to obtain 100 hours out of one of these tires, and while it had absolutely no tire lugs left on it, the soft compound made it function very wellas long as I was making use of a soft mousse. Kitt Stringer picture Easy installing - 3Wear - 3Sidewall strength - 3Performance on roots - 4Performance on damp rocks - 2Traction on dust - 5Cornering capacity - 4Traction while stopping - 4Self-clearing of dust and mud - 3Performance in mud - 3Overall predictability or monitoring - 3 _ 37 Verdict: This is a great all-around tire with great value for money.

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The wear corresponded and I like how much time it lasted and just how consistent the feel was during usage. This would certainly also be a great tire for faster races as the lug size and spacing bit in well on rapid terrain. Kitt Stringer photo Easy installing - 3Wear - 3Sidewall toughness - 3Performance on origins - 4Performance on damp rocks - 4Traction on dirt - 4Cornering ability - 4Traction while braking - 5Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or tracking - 4_42 Final thought: I liked this tire a whole lot.

If I had to buy a tire for tough enduro, this would certainly be in my top choice. Easy installing - 3Wear - 3Sidewall stamina - 3Performance on origins - 4Performance on wet rocks - 3Traction on dirt - 4Cornering ability - 3Traction while stopping - 3Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or tracking - 3 _ 34 Verdict: This tire was really soft and flexible.

All the gummy tires I evaluated executed fairly close for the very first 10 hours approximately, with the champions going to the softer tires that had better traction on rocks (Tyre rotation). Investing in a gummy tire will certainly provide you a strong advantage over a routine soft compound tire, yet you do spend for that advantage 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 about, however use rapidly.

My total victor for a tough enduro tire. If I had to spend money on a tire for everyday training and riding, I would certainly pick this set.

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I have actually 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 weather conditions from chilly damp to super warm and these tyres have never ever missed out on a beat. Budget tyres. I've done virtually 2,000 miles (3,200 kilometres) on them and as you can see from this shot of the front taken after first session of my 15th track day on them, they still have quite a great deal of rubber left on them

In other words the 2CT is an incredible track day tyre. If you're the kind of cyclist that is likely to come across both damp and completely dry conditions and is beginning out on the right track days as I was last year, then I assume you'll be difficult pushed to locate a better value for cash and competent tire than the 2CT; a set of which will establish 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 job for Michelin. The result of that initiative is the Michelin Pilot Power 3 which basically changes the Pure. Don't puzzle this brand-new tyre with the roadway going Pilot Road 3 which is not created for track use (although some riders do).

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

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Technically there are several differences in between both tyres although both utilize a double substance. Aesthetically you can see that the 2CT has less grooves reduced right into the tire but that the grooves run to the edge of the tyre. The Pilot Power 3 has even more grooves for far better water dispersal but these grooves don't get to the shoulder of the tyre.

One facet of the Pilot Power 3 which is various to the 2CT is the new 2CT+ technology which expands the harder middle section under the softer shoulders (on the back tyre). This must provide more stability and decrease any "wriggle" when accelerating out of edges regardless of the lighter weight and even more adaptable nature of this new tyre.

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I was slightly dubious regarding these reduced pressures, it transformed out that they were fine and the tyres carried out really well on track, and the rubber looked far better for it at the end of the day. Equally as a point of reference, other (rapid team) riders running Metzeler Racetecs were making use of tire stress around 22-24 psi for the back and 24-27 psi on the front.

Coming up with a much better all rounded road/track tire than the 2CT have to have been a hard job for Michelin. The outcome of that effort is the Michelin Pilot Power 3 which basically replaces the Pure. Do not puzzle this new tyre with the road going Pilot Road 3 which is not designed for track use (although some riders do).

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When the Pilot Power 3 introduced, Michelin recommended it as a 50:50% road: track tyre. All the biker reports that I have actually checked out for the tire rate it as a much better tyre than the 2CT in all areas but particularly in the wet.

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Technically there are rather a few distinctions between the 2 tyres even though both use a dual substance. Aesthetically you can see that the 2CT has fewer grooves reduced into the tyre yet that the grooves run to the edge of the tyre. The Pilot Power 3 has more grooves for far better water dispersal but these grooves do not reach the shoulder of the tire.

One element of the Pilot Power 3 which is different to the 2CT is the brand-new 2CT+ modern technology which prolongs the harder middle section under the softer shoulders (on the back tyre). This need to provide a lot more stability and reduce any "squirm" when speeding up out of corners in spite of the lighter weight and even more versatile nature of this brand-new tire.

I was somewhat suspicious regarding these reduced pressures, it turned out that they were fine and the tyres performed truly well on track, and the rubber looked much better for it at the end of the day - Cost-effective car tyres. Simply as a point of referral, other (quick group) cyclists running Metzeler Racetecs were utilizing tire stress around 22-24 psi for the rear and 24-27 psi on the front