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I was able to obtain 100 hours out of one of these tires, and while it had definitely no tire lugs left on it, the soft substance made it function really wellas long as I was utilizing a soft mousse. Kitt Stringer image Easy placing - 3Wear - 3Sidewall toughness - 3Performance on origins - 4Performance on wet rocks - 2Traction on dust - 5Cornering ability - 4Traction while braking - 4Self-clearing of dirt and mud - 3Performance in mud - 3Overall predictability or tracking - 3 _ 37 Conclusion: This is a great all-around tire with good value for money.

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The wear was regular and I such as just how long it lasted and just how constant the feel was during use. This would certainly also be a good tire for faster races as the lug size and spacing little bit in well on fast terrain. Kitt Stringer picture Easy mounting - 3Wear - 3Sidewall strength - 3Performance on roots - 4Performance on wet rocks - 4Traction on dirt - 4Cornering ability - 4Traction while stopping - 5Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or monitoring - 4_42 Final thought: I liked this tire a whole lot.

If I needed to acquire a tire for difficult enduro, this would remain in my leading selection. Easy mounting - 3Wear - 3Sidewall toughness - 3Performance on roots - 4Performance on damp rocks - 3Traction on dust - 4Cornering capability - 3Traction while braking - 3Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or monitoring - 3 _ 34 Conclusion: This tire was very soft and pliable.

All the gummy tires I tested executed fairly close for the initial 10 hours approximately, with the champions going to the softer tires that had much better grip on rocks (Tyre balancing). Purchasing a gummy tire will absolutely provide you a solid advantage over a regular soft compound tire, however you do spend for that advantage with quicker wear

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Ideal value for the motorcyclist who wants decent efficiency while obtaining a reasonable quantity of life. Finest hook-up in the dust. This is an optimal tire for springtime and loss conditions where the dust is soft with some moisture still in it. These tried and tested race tires are great around, but wear promptly.

My general winner for a hard enduro tire. If I needed to spend cash on a tire for everyday training and riding, I would pick this.

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I've been running a collection of Michelin Power Pilot 2CT's on my track Daytona 675 for the past year. In that time I have done 15 track days in all weather conditions from cool damp to very warm and these tires have never missed out on a beat. High-quality tyres. I have actually done virtually 2,000 miles (3,200 km) on them and as you can see from this shot of the front taken after initial session of my 15th track day on them, they still have quite a whole lot of rubber left on them

Simply put the 2CT is a fantastic track day tyre. If you're the kind of biker that is likely to experience both damp and completely dry conditions and is starting on track days as I was in 2014, then I assume you'll be hard pressed to locate a better value for money and skilled tyre than the 2CT; a pair of which will certainly establish you back around 185 (US$ 300) in the UK.

Developing a far better all rounded road/track tire than the 2CT should have been a tough job for Michelin. The result of that initiative is the Michelin Pilot Power 3 which basically replaces the Pure. Do not perplex this brand-new tyre with the road going Pilot Road 3 which is not designed for track usage (although some bikers do).

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

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Technically there are many differences between both tyres although both utilize a double compound. Aesthetically you can see that the 2CT has fewer grooves cut right into the tyre but that the grooves go to the side of the tire. The Pilot Power 3 has more grooves for better water dispersal but these grooves don't get to the shoulder of the tire.

One aspect of the Pilot Power 3 which is various to the 2CT is the new 2CT+ technology which extends the harder middle area under the softer shoulders (on the back tyre). This should provide more security and minimize any kind of "squirm" when speeding up out of corners despite the lighter weight and even more versatile nature of this new tyre.

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Although I was a little uncertain regarding these lower stress, it transformed out that they were great and the tires done truly well on the right track, and the rubber looked much better for it at the end of the day. Simply as a factor of recommendation, various other (rapid team) riders running Metzeler Racetecs were using tire stress around 22-24 psi for the back and 24-27 psi on the front.

Generating a better all rounded road/track tire than the 2CT should have been a difficult job for Michelin. The result of that effort is the Michelin Pilot Power 3 which essentially changes the Pure. Don't confuse this new tire with the roadway going Pilot Road 3 which is not made for track use (although some motorcyclists do).

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When the Pilot Power 3 released, Michelin suggested it as a 50:50% road: track tire. All the biker reports that I've checked out for the tyre rate it as a much better tire than the 2CT in all areas yet especially in the damp.

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Technically there are fairly a few differences between both tires despite the fact that both utilize a dual compound. Visually you can see that the 2CT has less grooves cut right into the tire yet that the grooves run to the side of the tire. The Pilot Power 3 has more grooves for better water dispersal however these grooves don't get to the shoulder of the tire.

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 should offer more stability and lower any kind of "agonize" when accelerating out of edges regardless of the lighter weight and even more versatile nature of this new tyre.

I was somewhat dubious about these reduced pressures, it transformed out that they were fine and the tires executed truly well on track, and the rubber looked better for it at the end of the day - Tyre repair. Simply as a point of referral, various other (quick group) riders running Metzeler Racetecs were making use of tyre pressures around 22-24 psi for the back and 24-27 psi on the front