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I had the ability to get 100 hours out of among these tires, and while it had absolutely no tire lugs left on it, the soft compound made it work extremely wellas long as I was using a soft mousse. Kitt Stringer image Easy mounting - 3Wear - 3Sidewall stamina - 3Performance on roots - 4Performance on wet rocks - 2Traction on dirt - 5Cornering ability - 4Traction while stopping - 4Self-clearing of dust and mud - 3Performance in mud - 3Overall predictability or monitoring - 3 _ 37 Final thought: This is an excellent well-rounded tire with great value for cash.

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The wear was constant and I such as the length of time it lasted and just how regular the feeling was throughout usage. This would certainly also be an excellent tire for faster races as the lug size and spacing bit in well on rapid terrain. Kitt Stringer photo Easy installing - 3Wear - 3Sidewall stamina - 3Performance on roots - 4Performance on damp rocks - 4Traction on dust - 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 get a tire for hard enduro, this would be in my leading choice. Easy placing - 3Wear - 3Sidewall stamina - 3Performance on roots - 4Performance on damp rocks - 3Traction on dirt - 4Cornering ability - 3Traction while braking - 3Self-clearing of dust and mud - 4Performance in mud - 4Overall predictability or tracking - 3 _ 34 Final thought: This tire was very soft and flexible.

All the gummy tires I tested executed rather close for the very first 10 hours or so, with the winners going to the softer tires that had better traction on rocks (Tyre deals). Purchasing a gummy tire will most definitely offer you a solid advantage over a routine soft compound tire, however you do pay for that benefit with quicker wear

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Finest value for the cyclist who wants good performance while obtaining a reasonable amount of life. Best hook-up in the dirt. This is a suitable tire for spring and autumn problems where the dirt is soft with some moisture still in it. These tested race tires are terrific all about, yet put on rapidly.

My general victor for a hard enduro tire. If I needed to spend cash on a tire for day-to-day training and riding, I would certainly choose this.

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I've been running a set of Michelin Power Pilot 2CT's on my track Daytona 675 for the past year. Because time I have done 15 track days in all weather conditions from cold wet to incredibly hot and these tyres have actually never missed out on a beat. Tyre care. I have actually done almost 2,000 miles (3,200 km) 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 rather a great deal of rubber left on them

In other words the 2CT is a remarkable track day tire. If you're the type of biker that is likely to come across both damp and dry conditions and is starting out on course days as I was last year, after that I assume you'll be difficult pushed to discover a far better value for money and qualified tire than the 2CT; a pair of which will establish you back around 185 (US$ 300) in the UK.

Thinking of a better all round road/track tyre than the 2CT have to have been a hard task for Michelin. The outcome of that initiative is the Michelin Pilot Power 3 which essentially changes the Pure. Do not perplex this new tyre with the road going Pilot Roadway 3 which is not developed for track usage (although some motorcyclists do).

When the Pilot Power 3 introduced, Michelin suggested it as a 50:50% road: track tire. All the biker reports that I've read for the tyre price it as a far better tyre than the 2CT in all areas yet specifically in the damp.

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

One aspect of the Pilot Power 3 which is different to the 2CT is the new 2CT+ technology which expands the harder center section under the softer shoulders (on the back tyre). This must provide more security and minimize any kind of "wriggle" when increasing out of edges despite the lighter weight and even more adaptable nature of this new tyre.

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I was a little dubious about these lower pressures, it transformed out that they were fine and the tyres done actually well on track, and the rubber looked far better for it at the end of the day. Simply as a factor of referral, various other (quick team) riders running Metzeler Racetecs were using tire pressures around 22-24 psi for the rear and 24-27 psi on the front.

Coming up with a much better all rounded road/track tyre than the 2CT should have been a hard job for Michelin. The outcome of that effort is the Michelin Pilot Power 3 which basically changes the Pure. Do not perplex this brand-new tire with the roadway going Pilot Road 3 which is not developed for track usage (although some cyclists do).

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When the Pilot Power 3 launched, Michelin recommended it as a 50:50% roadway: track tyre. All the biker reports that I've read for the tire price it as a much better tyre than the 2CT in all locations but especially in the damp.

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Technically there are plenty of differences in between the two tyres also though both make use of a dual substance. Visually you can see that the 2CT has fewer grooves cut right into the tyre but that the grooves run to the edge of the tire. The Pilot Power 3 has more grooves for better water dispersal yet these grooves do not get to the shoulder of the tyre.

One aspect of the Pilot Power 3 which is different to the 2CT is the new 2CT+ modern technology which expands the harder center section under the softer shoulders (on the rear tyre). This need to provide extra security and decrease any type of "agonize" when increasing out of edges regardless of the lighter weight and more versatile nature of this new tyre.

I was a little dubious concerning these lower pressures, it turned out that they were great and the tyres carried out really well on track, and the rubber looked better for it at the end of the day - Tyre shop. Equally as a factor of recommendation, various other (quick team) bikers running Metzeler Racetecs were utilizing tyre stress around 22-24 psi for the back and 24-27 psi on the front