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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 function extremely wellas long as I was making use of a soft mousse. Kitt Stringer picture Easy installing - 3Wear - 3Sidewall toughness - 3Performance on roots - 4Performance on wet rocks - 2Traction on dust - 5Cornering ability - 4Traction while stopping - 4Self-clearing of dust and mud - 3Performance in mud - 3Overall predictability or monitoring - 3 _ 37 Conclusion: This is a good all-around tire with good value for money.

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The wear was constant and I like the length of time it lasted and exactly how regular the feel was during use. This would also be a great tire for faster races as the lug dimension and spacing little bit in well on rapid terrain. Kitt Stringer image Easy mounting - 3Wear - 3Sidewall stamina - 3Performance on roots - 4Performance on damp rocks - 4Traction on dirt - 4Cornering capability - 4Traction while stopping - 5Self-clearing of dust and mud - 4Performance in mud - 4Overall predictability or monitoring - 4_42 Conclusion: I liked this tire a whole lot.

If I needed to acquire a tire for difficult enduro, this would remain in my leading choice. Easy placing - 3Wear - 3Sidewall strength - 3Performance on origins - 4Performance on wet rocks - 3Traction on dust - 4Cornering capacity - 3Traction while braking - 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 tested carried out fairly close for the first 10 hours or so, with the champions going to the softer tires that had much better grip on rocks (Tyre fitting). Getting a gummy tire will absolutely offer you a strong advantage over a normal soft compound tire, but you do pay for that benefit with quicker wear

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Best worth for the cyclist who wants decent performance while getting a reasonable quantity of life. Best hook-up in the dust. This is an excellent tire for spring and fall problems where the dust is soft with some dampness still in it. These tested race tires are great all about, however use swiftly.

My total winner for a tough enduro tire. If I needed to spend money on a tire for everyday training and riding, I would certainly select 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. Because time I have done 15 track days in all weather conditions from chilly damp to extremely hot and these tyres have never ever missed a beat. Tyre safety. I have actually done nearly 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 fairly a lot of rubber left on them

In brief the 2CT is a fantastic track day tyre. If you're the kind of biker that is most likely to come across both damp and dry conditions and is starting out on course days as I was last year, then I assume you'll be tough pushed to locate a far better worth for money and proficient tire than the 2CT; a pair of which will set you back around 185 (US$ 300) in the UK.

Coming up with a better all rounded road/track tyre than the 2CT need to have been a hard task for Michelin. The outcome of that effort is the Michelin Pilot Power 3 which essentially replaces the Pure. Don't perplex this new tyre with the road going Pilot Road 3 which is not developed for track usage (although some cyclists do).

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

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Technically there are many differences in between the two tyres even though both make use of a dual substance. Aesthetically you can see that the 2CT has fewer grooves cut into the tyre but that the grooves go to the side of the tyre. The Pilot Power 3 has even more grooves for better water dispersal however these grooves do not reach the shoulder of the tire.

One element of the Pilot Power 3 which is various to the 2CT is the new 2CT+ modern technology which extends the harder center area under the softer shoulders (on the back tyre). This must provide extra security and minimize any "wriggle" when speeding up out of edges regardless of the lighter weight and even more flexible nature of this brand-new tire.

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

Coming up with a better all round 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 basically changes the Pure. Do not puzzle this new tire with the roadway going Pilot Roadway 3 which is not developed for track use (although some motorcyclists do).

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When the Pilot Power 3 released, Michelin recommended it as a 50:50% roadway: track tyre. All the rider reports that I have actually reviewed for the tyre rate it as a better tyre than the 2CT in all areas however especially in the wet.

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Technically there are many distinctions between the two tires even though both make use of a double compound. Aesthetically you can see that the 2CT has fewer grooves reduced into the tire however that the grooves run to the edge of the tyre. The Pilot Power 3 has more grooves for far better water dispersal but 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+ technology which expands the harder middle area under the softer shoulders (on the back tire). This should provide much more stability and reduce any "squirm" when increasing out of corners in spite of the lighter weight and even more versatile nature of this brand-new tyre.

I was slightly dubious about these reduced stress, it turned 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 - High-quality tyres. Equally as a factor of referral, other (fast group) riders running Metzeler Racetecs were using tire stress around 22-24 psi for the back and 24-27 psi on the front