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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 compound made it function extremely wellas long as I was using a soft mousse. Kitt Stringer picture Easy installing - 3Wear - 3Sidewall strength - 3Performance on origins - 4Performance on wet rocks - 2Traction on dust - 5Cornering capacity - 4Traction while braking - 4Self-clearing of dust and mud - 3Performance in mud - 3Overall predictability or monitoring - 3 _ 37 Verdict: This is an excellent well-rounded tire with excellent value for cash.

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The wear was consistent and I like for how long it lasted and just how regular the feel was during use. This would certainly also be a good tire for faster races as the lug dimension and spacing little bit in well on rapid surface. Kitt Stringer picture Easy installing - 3Wear - 3Sidewall stamina - 3Performance on roots - 4Performance on damp rocks - 4Traction on dirt - 4Cornering capability - 4Traction while stopping - 5Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or tracking - 4_42 Final thought: I liked this tire a great deal.

If I needed to purchase a tire for tough enduro, this would certainly be in my top selection. Easy mounting - 3Wear - 3Sidewall stamina - 3Performance on roots - 4Performance on wet rocks - 3Traction on dirt - 4Cornering capacity - 3Traction while stopping - 3Self-clearing of dirt and mud - 4Performance in mud - 4Overall predictability or tracking - 3 _ 34 Final thought: This tire was really soft and pliable.

All the gummy tires I checked executed fairly close for the initial 10 hours or so, with the champions going to the softer tires that had better traction on rocks (Tyre tuning). Investing in a gummy tire will absolutely provide you a strong benefit over a normal soft substance tire, yet you do spend for that benefit with quicker wear

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This is a suitable tire for spring and fall conditions where the dust is soft with some dampness still in it. These proven race tires are excellent all about, but put on quickly.

My general victor for a difficult enduro tire. If I needed to invest cash 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 past year. Because time I have actually done 15 track days in all weather conditions from cold damp to incredibly hot and these tyres have actually never missed a beat. Tyre fitting services. 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 very first session of my 15th track day on them, they still have quite a whole lot of rubber left on them

In other words the 2CT is a fantastic track day tyre. If you're the sort of biker that is likely to come across both damp and dry conditions and is beginning out on the right track days as I was last year, then I think you'll be hard pushed to find a better worth for money and proficient tyre than the 2CT; a pair of which will certainly set you back around 185 (US$ 300) in the UK.

Coming up with a better all round road/track tire than the 2CT have to have been a hard task for Michelin. The outcome of that effort is the Michelin Pilot Power 3 which basically changes the Pure. Don't puzzle this brand-new tyre with the road going Pilot Roadway 3 which is not designed for track usage (although some motorcyclists do).

When the Pilot Power 3 launched, Michelin recommended it as a 50:50% roadway: track tyre. All the motorcyclist reports that I have actually checked out for the tyre rate it as a better tyre than the 2CT in all areas however specifically in the damp.

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Technically there are many differences in between both tyres although both use a double substance. Aesthetically you can see that the 2CT has less grooves cut right into the tire however that the grooves run to the edge of the tire. The Pilot Power 3 has even more grooves for better water dispersal but these grooves do not reach 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 prolongs the harder center section under the softer shoulders (on the rear tire). This need to offer a lot more stability and reduce any kind of "agonize" when accelerating out of edges in spite of the lighter weight and even more adaptable nature of this new tyre.

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Although I was a little uncertain regarding these reduced stress, it turned out that they were fine and the tires performed actually well on track, and the rubber looked far better for it at the end of the day. Just as a point of recommendation, other (quick group) riders running Metzeler Racetecs were utilizing tyre stress around 22-24 psi for the back and 24-27 psi on the front.

Generating a far better all rounded road/track tyre than the 2CT should have been a tough job for Michelin. The result of that effort is the Michelin Pilot Power 3 which basically changes the Pure. Don't confuse this new tyre with the road going Pilot Road 3 which is not created for track use (although some bikers do).

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When the Pilot Power 3 introduced, Michelin advised it as a 50:50% roadway: track tire. All the motorcyclist reports that I've read for the tire price it as a much better tire than the 2CT in all areas however specifically in the wet.

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Technically there are several differences in between the 2 tires although both use a dual compound. Visually you can see that the 2CT has fewer grooves reduced into the tyre but that the grooves go to the edge of the tire. The Pilot Power 3 has more grooves for far better water dispersal yet 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+ technology which prolongs the harder center section under the softer shoulders (on the back tire). This need to provide more security and lower any type of "agonize" when accelerating out of corners regardless of the lighter weight and even more flexible nature of this brand-new tire.

Although I was a little dubious about these reduced pressures, it ended up that they were great and the tires carried out actually well on track, and the rubber looked much better for it at the end of the day. Just as a point of reference, various other (fast team) motorcyclists running Metzeler Racetecs were making use of tire stress around 22-24 psi for the rear and 24-27 psi on the front