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I had the ability to obtain 100 hours out of one of these tires, and while it had definitely no tire lugs left on it, the soft compound made it work really wellas long as I was utilizing a soft mousse. Kitt Stringer photo Easy mounting - 3Wear - 3Sidewall toughness - 3Performance on origins - 4Performance on damp rocks - 2Traction on dirt - 5Cornering capacity - 4Traction while stopping - 4Self-clearing of dust and mud - 3Performance in mud - 3Overall predictability or monitoring - 3 _ 37 Conclusion: 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 how constant the feel was during use. This would also be a good tire for faster races as the lug size and spacing bit in well on quick surface. Kitt Stringer photo Easy mounting - 3Wear - 3Sidewall toughness - 3Performance on origins - 4Performance on wet rocks - 4Traction on dust - 4Cornering capacity - 4Traction while braking - 5Self-clearing of dust and mud - 4Performance in mud - 4Overall predictability or tracking - 4_42 Verdict: I liked this tire a lot.

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

All the gummy tires I evaluated performed relatively close for the first 10 hours or so, with the winners mosting likely to the softer tires that had much better grip on rocks (Car tyre fitting). Getting a gummy tire will absolutely give you a strong benefit over a normal soft compound tire, but you do pay for that benefit with quicker wear

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This is an ideal tire for spring and autumn conditions where the dirt is soft with some moisture still in it. These tried and tested race tires are wonderful all around, but put on quickly.

My overall victor for a tough enduro tire. If I had to invest money on a tire for day-to-day training and riding, I would choose this one.

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I have actually been running a set 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 climates from chilly damp to incredibly warm and these tires have never missed out on a beat. Tyre performance. I have actually 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 short the 2CT is a fantastic track day tyre. If you're the kind of rider that is likely to experience both damp and dry conditions and is beginning on course days as I was last year, after that I think you'll be tough pushed to discover a better value for cash and skilled tire than the 2CT; a set of which will establish you back around 185 (US$ 300) in the UK.

Creating a far better all rounded road/track tyre than the 2CT have to have been a hard job for Michelin. The outcome of that initiative is the Michelin Pilot Power 3 which essentially replaces the Pure. Do not puzzle this new tire with the roadway going Pilot Roadway 3 which is not made for track use (although some motorcyclists do).

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

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Technically there are numerous distinctions in between both tyres although both utilize a twin substance. Visually you can see that the 2CT has fewer grooves reduced into the tire however that the grooves run to the side of the tire. The Pilot Power 3 has more grooves for much better water dispersal however these grooves don't get to the shoulder of the tire.

One facet of the Pilot Power 3 which is different to the 2CT is the new 2CT+ innovation which extends the harder center area under the softer shoulders (on the rear tyre). This should provide much more stability and decrease any kind of "wriggle" when accelerating out of edges in spite of the lighter weight and more adaptable nature of this brand-new tyre.

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I was somewhat suspicious regarding these reduced stress, it transformed out that they were great and the tires carried out actually well on track, and the rubber looked better for it at the end of the day. Equally as a factor of reference, other (fast group) cyclists running Metzeler Racetecs were using tyre stress 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 have to 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 confuse this new tire with the roadway going Pilot Roadway 3 which is not made for track use (although some bikers do).

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They motivate big confidence and provide impressive grasp degrees in either the damp or the completely dry. When the Pilot Power 3 launched, Michelin recommended it as a 50:50% road: track tire. That message has just recently altered because the tires are currently suggested as 85:15% roadway: track use instead. All the cyclist reports that I've checked out for the tire rate it as a much better tyre than the 2CT in all areas however especially in the wet.

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Technically there are several distinctions between the two tyres although both utilize a double compound. Aesthetically you can see that the 2CT has fewer grooves cut into the tire however that the grooves run to the side of the tire. The Pilot Power 3 has even more grooves for better water dispersal however these grooves do not get to the shoulder of the tyre.

One element of the Pilot Power 3 which is different to the 2CT is the new 2CT+ modern technology which extends the harder center area under the softer shoulders (on the rear tyre). This need to provide a lot more security and minimize any kind of "squirm" when increasing out of corners in spite of the lighter weight and more flexible nature of this new tyre.

I was somewhat suspicious about these lower stress, it transformed out that they were fine and the tyres performed really well on track, and the rubber looked better for it at the end of the day - Tyre balancing. Just as a factor of recommendation, various other (rapid team) bikers running Metzeler Racetecs were using tyre pressures around 22-24 psi for the back and 24-27 psi on the front