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I was able to get 100 hours out of one of these tires, and while it had definitely no tire lugs left on it, the soft substance made it work extremely wellas long as I was using a soft mousse. Kitt Stringer photo Easy mounting - 3Wear - 3Sidewall toughness - 3Performance on roots - 4Performance on damp rocks - 2Traction on dirt - 5Cornering capability - 4Traction while stopping - 4Self-clearing of dirt and mud - 3Performance in mud - 3Overall predictability or monitoring - 3 _ 37 Verdict: This is a good all-around tire with excellent worth for money.

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The wear was regular and I like how much time it lasted and just how consistent the feeling was during usage. This would also be an excellent tire for faster races as the lug size and spacing little bit in well on rapid surface. Kitt Stringer photo Easy placing - 3Wear - 3Sidewall toughness - 3Performance on origins - 4Performance on damp rocks - 4Traction on dirt - 4Cornering capacity - 4Traction while stopping - 5Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or monitoring - 4_42 Verdict: I liked this tire a lot.

If I had to get a tire for hard enduro, this would remain in my top selection. Easy mounting - 3Wear - 3Sidewall stamina - 3Performance on origins - 4Performance on damp rocks - 3Traction on dirt - 4Cornering capacity - 3Traction while stopping - 3Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or tracking - 3 _ 34 Conclusion: This tire was extremely soft and pliable.

All the gummy tires I examined performed rather close for the very first 10 hours or two, with the winners mosting likely to the softer tires that had much better grip on rocks (Tyre maintenance). Buying a gummy tire will most definitely give you a strong benefit over a routine soft substance tire, yet you do spend for that benefit with quicker wear

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This is an excellent tire for spring and fall problems where the dust is soft with some moisture still in it. These tested race tires are great all around, yet put on rapidly.

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

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I have actually been running a collection of Michelin Power Pilot 2CT's on my track Daytona 675 for the previous year. In that time I have done 15 track days in all weather conditions from chilly wet to extremely hot and these tyres have never ever missed a beat. Tyre installation. I have actually done almost 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 lot of rubber left on them

Basically the 2CT is an impressive track day tire. If you're the sort of biker that is most likely to come across both damp and dry problems and is beginning out on course days as I was last year, then I believe you'll be hard pushed to locate a far better worth for money and competent tyre than the 2CT; a set of which will set you back around 185 (US$ 300) in the UK.

Creating a better all rounded road/track tyre than the 2CT should have been a difficult task for Michelin. The result of that effort is the Michelin Pilot Power 3 which essentially replaces the Pure. Don't confuse this new tire with the roadway going Pilot Roadway 3 which is not developed for track use (although some riders do).

When the Pilot Power 3 introduced, Michelin suggested it as a 50:50% roadway: track tire. All the rider reports that I've reviewed for the tire price it as a better tyre than the 2CT in all areas yet particularly in the wet.

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Technically there are plenty of differences between the two tyres although both make use of a dual compound. Aesthetically you can see that the 2CT has fewer grooves cut right into the tire however that the grooves go to the side of the tyre. The Pilot Power 3 has even more grooves for much better water dispersal but these grooves don't reach the shoulder of the tire.

One element of the Pilot Power 3 which is various to the 2CT is the new 2CT+ innovation which expands the harder middle area under the softer shoulders (on the rear tyre). This ought to give a lot more stability and lower any kind of "squirm" when increasing out of edges regardless of the lighter weight and even more flexible nature of this new tyre.

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Although I was slightly uncertain concerning these reduced pressures, it transformed out that they were fine and the tyres done truly well on the right track, and the rubber looked better for it at the end of the day. Just as a point of reference, other (fast team) riders running Metzeler Racetecs were making use of tire stress around 22-24 psi for the rear and 24-27 psi on the front.

Creating a far better all round road/track tyre than the 2CT should have been a difficult job for Michelin. The outcome of that initiative is the Michelin Pilot Power 3 which basically changes the Pure. Do not puzzle this new tire 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 released, Michelin recommended it as a 50:50% road: track tire. All the biker reports that I have actually checked out for the tyre rate it as a far better tyre than the 2CT in all areas but particularly in the damp.

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Technically there are many distinctions in between the 2 tires although both make use of a dual compound. Aesthetically you can see that the 2CT has less grooves reduced into the tire but that the grooves go to the side of the tyre. The Pilot Power 3 has more grooves for far better water dispersal however these grooves don't get to the shoulder of the tire.

One facet of the Pilot Power 3 which is various to the 2CT is the new 2CT+ modern technology which expands the harder center area under the softer shoulders (on the rear tire). This should provide much more security and reduce any kind of "squirm" when accelerating out of edges in spite of the lighter weight and even more flexible nature of this new tire.

I was slightly dubious about these reduced stress, it transformed out that they were great and the tires performed really well on track, and the rubber looked far better for it at the end of the day - Tyre repair. Simply as a factor of recommendation, various other (fast team) riders running Metzeler Racetecs were using tyre pressures around 22-24 psi for the rear and 24-27 psi on the front