Video

Trail and Enduro MTB Tyre Test - 24 tyres ridden and rated

We put 24 different trail and enduro tyres on the dirt - so you don't have to. Which one would suit you the best?

AMB Magazine 04.03.2024

Words: Bam Da Silva, Ben Morrison, Ryan Walsch, Hayden Wright
Photos: Mike Blewitt, Clancy Kelly, Jordan Riddle

You only have two contact patches with the dirt, so it pays to choose ones that suit you the best. Your tyres and wheel system setup can not only dramatically change how your bike handles, but changes to your tyre and wheel system will also impact the traction you have for braking, accelerating and cornering. Matching the right tyres and tyre pressure is one of the best things you can do to get more out of your bike, but it could cost a lot testing a lot of different tyres yourself. So we’ve done a lot of the leg work for you.

Meet the AMB Tyre Test Crew

Over the last three months, we have done the heavy lifting and have put 24 different tyres under four highly experienced riders in the pursuit of deciphering where your money is best spent. We are acutely aware that no two riders, or two rides are the same and as such we have put the microscope over a wide variety of models, from the well-known through to some brands and models you may not be familiar with. We have no intent in being dogmatic with our appraisal of which tyre or tyres are best – as making such claims ignores the wide variety of riding conditions, financial constraints, handling preferences and durability concerns all riders have. Your decision making will also be aided by understanding who the test riders are, where we ride, and what we typically look for from our tyres.

Testing Parameters

For the sake of consistency, all of our testing has been done using DT Swiss wheel sets, no inserts and FinishLine Fiberlink sealant. This allowed us to do back-to-back laps on different tyre combinations, and also ensured our notes would correlate more accurately from one rider to another. We’ve also all used digital gauges to track pressure throughout testing.

READ: AMB’s Tubeless Tyre Insert group test

Casings choices

Just about every model tested are available in different casing options. The heavier, burlier casings will offer more support for heavier riders and more aggressive use, while coming with a weight penalty. The lighter and more supple casings suit lighter riders, and those who aren’t trying to qualify for RedBull Hardline. There is no need to run a heavier casing if you don’t need it, and the options around trail and enduro casings from different manufacturers are really impressive. Casings are typically 60tpi (threads per inch) or 120tpi, or layers of those. The higher thread count is typically more supple for better small bump compliance and grip. Some brands add extra protection to the casing for more sidewall support.

READ: AMB’s Top 4 Picks for Maxxis Cross Country Tyres

Chemical vs Mechanical grip

This is a question of rubber compounds versus tread patterns. Optimising both will help you achieve the grip, rolling speed and wear rates you want. Softer compounds will grip on hard and wet surfaces better, but wear faster and roll slower. Harder compounds roll fast, have a long life, but don’t find as much grip on hard or wet surfaces. In parts of Australia with deep loam, a deep treaded tyre will find great grip. When you have a lot of loose over hardpack, a softer compound may be needed to find the traction on baked hard terrain. If you ride to and from the trail a lot, you may prefer a harder compound, shallower tread rear tyre for a longer product life and better rolling speed.

Size Matters

Widths between manufacturers vary quite a lot, we measured each tyre when inflated on DT Swiss 30mm rims so you have a point of comparison. A larger tyre will offer a bigger footprint on the ground, but if you are changing volume up or down, be aware that the required tyre pressures will change with larger tyres typically needing less pressure for the same feedback. Be precise on your setup, it really makes a difference!

Which tyres suit eMTBs?

We didn’t test any of the tyres on eMTBs, but depending how you ride and your system weight (rider plus bike) we suggest you look at tyres with an enduro or downhill rated casing. You will wear through rear tyres faster, so it could also be worth looking at rear tyres that don’t have the softest compound, if you want a longer lasting option. There are some eMTB specific models around, these typically have the strongest casing available and a harder wearing rubber. These will be strong and robust – but not necessarily the right fit for every rider on an eMTB. Rider/system weight, trails and riding style should be the leading decision makers.

All the trail and enduro tyres on test

AMB’s Tyre Test Crew

We picked four trusted product testers to undertake this feature. All riders have immense experience in the trail and enduro scene, with a lot of input into development of bike components and bikes via different brands. All riders stayed in touch via a very lively group chat over the months of testing, sharing notes, experiences and general tyre nerd insights.

Hayden Wright

Height: 193cm
Weight: 78kg
Rides: Forbidden Dreadnought
Lives: Brisbane

‘I like enduro style riding and while there is the rare and fleeting opportunity to ride some loam at my local trails, I am usually skidding around on harder packed soil with a smattering of sharp rock. I prefer my tyres to have a consistent ride character over all else, particularly on the front. As such, I enjoy 2-3-2 style tread patterns – if that is combined with a nice tacky rubber compound, even better!’

Ryan Walsch

Height: 178cm
Weight: 74kg
Rides: Forbidden Druid
Lives: Canberra

‘I like riding rocky, steep and technical trails. I know exactly the line I want to take, but I’m pretty hard on my equipment as I expect it to handle it. I prefer a more aggressive front tyre with something faster rolling in the back. Typically I run the most supportive casing possible, with soft compounds to find grip on the dirt and rock around Canberra.’

Ben Morrison

Height: 176cm
Weight: 78kg
Rides: Pivot Firebird
Lives: Canberra

‘I’m not as hard on tyres as some expect, I don’t tend to ride with inserts and run fairly low tyre pressures. I prefer to use a strong casing and soft compound, which works well on the rock and dirt around Canberra. I’m happy taking on any kind of terrain and enjoy finding the limits of my bike and equipment.’

Bam da Silva

Height: 174cm
Weight: 74kg
Rides: Pyga
Lives: Brisbane

‘I like fast and steep trails, and finding my limits on them. I want tyres that I know will be predictable across a range of trail conditions. I don’t want to spend time changing tyres, so I really look for a versatile set of tyres that wears well and has a high level of performance.’

Vittoria Martello Enduro Race

Tester: Ryan Walsch
Casing: Multi-layered 60TPI
Compound: 1C Race
Weight: 1292g (29 x 2.4”)
Size: Available in 27.5 x 2.4/2.6: and 29 x 2.4/2.6”
Width on DT Swiss 30mm rim: 60mm
PSI for testing: 24/26.5 front/rear
RRP: $119.95
gkasportsstore.com.au

The Vittoria Martello Enduro Race is a moto inspired tread design that excels in dry to mixed terrain. It has been designed to meet the demands of the Enduro World Series rider. The round profile is heavily siped giving each knob the ability to hold onto the slipperiest of surfaces including loose over hardpack and rock. The 1C Race compound is soft and tacky, made supple with the addition of Graphene plus the infusion of Silica. It manages to be supple and durable while also reducing trail chatter.

The Martello Enduro Race casings felt very supple before fitting, were tight and secure on the rim during and seated well. I setup the Martello (and the Mazza) with 2-3psi higher than I finished with, as at first I wasn’t sure the casings would provided protection for the rims. After one ride I dropped lower and had a much better ride, with all the protection and support needed.

While pitched as an allrounder for mixed terrain, the open and aggressive tread on the Martello Enduro Race is brilliant at ripping into softer or loose dirt and debris. It was still surprisingly good on loose over hardpack and rock, but it works best the looser it gets. The tread pattern is similar to some of the industry favourites with Vittoria’s twist on the knob’s siping, a stepped shoulder and a taller shoulder knob which allows riders to hold an edge without the side knob folding over and undercutting the knob itself.

Braking is very good, even when leaning into a turn and transitioning from the centre to side knobs. Acceleration and rolling is good considering the weight and tall aggressive tread layout. The 1C Race Compound is what I’m impressed by most, remaining soft enough to provide chemical grip on challenging surfaces and dampening trail chatter better than many other tyres. Riding the Vittoria tyres left me questioning my current tyre pressures, if inserts are required, and if one compound blend should be able to work on such a variety of trail surfaces.

The Martello has a surprisingly beefy construction with a brilliant do-it-all compound that will hook up on almost anything well and survive to tell the tale. It suits the Enduro racer and the rider who likes the finer things in life like quality construction and a brilliant trail feel. I would suggest the Vittoria Mazza on the front pared with the Martello on the rear for an aggressive combination, this is where I ended up after trying both combinations around Canberra and south coast regions in both very wet and very dry conditions.

Vittoria Mazza Enduro Race

Tester: Ryan Walsch
Casing: Multi-layered 60TPI
Compound: 1C Race
Weight: 1368g (29 x 2.4)”
Size: Available in 27.5 x 2.4/2.6” and 29 x 2.4/2.6”
Width on DT Swiss 30mm rim: 60mm
PSI for testing: 24/26.5 front/rear
RRP: $119.95
gkasportsstore.com.au

The Vittoria Mazza Enduro Race is an aggressive, purpose-built all-conditions Enduro race tyre. This mixed terrain tyre has tall centre knobs and even taller side knobs than the Martello, with a sturdy shoulder knob giving the tyre a squarer profile that holds an edge when cornering. The 1C Race compound is soft and tacky, made supple with the addition of Graphene plus the infusion of Silica which yields a tyre that reduces trail chatter.

Vittoria’s Enduro Race casings are very supple, but fit snugly and inflated easily to be airtight. I did set these up with more pressure at first as I expected to need that for the support I like. But I dropped a few psi after my first ride.

The Mazza Enduro Race tyre is brilliant at digging into softer or loose dirt and debris thanks to the open and aggressive tread design. It is chonkier than the Martello and that shows in truly loose terrain. This is not suggesting that it doesn’t roll well or hook up on loose over hardpack and rock, as it surprised me how it found traction on harder surfaces. But it works best the looser it gets. The tread pattern’s twin block design is similar to other brands in a way, but Vittoria’s stepped siping, stepped tread and very tall edge knobs really translate to a tyre that finds, and holds, traction in a wide variety of terrain.

While at 1350g it is weighty, the acceleration is still very good despite the meaty tread height. Braking is exceptional, even when leaning into turns. The extra tread depth would make it a standout choice on the back on the steepest and loosest terrain for braking traction. The Mazza was a surprisingly capable tyre that offered more support and protection than I expected when fitting it. The aggressive tread works better the harder you push it. I really enjoyed the high quality rubber compound that found grip across a wide range of surfaces, yet didn’t wear fast or roll slowly.

By the end of the test period I was running the Mazza on the front and the faster rolling Martello on the rear. I found this combination ideal for a lot of Australian conditions, including some very wet and very dry trails.

PIRELLI SCORPION RACE ENDURO M

Tester: Hayden Wright
Casing: DualWall (2 x 120TPI)
Compound: SmartEvo DH
Weight: 1303g (29″)
Size: 29 x 2.5″ (27.5″ also available)
Width on DT Swiss 30mm rim: 60.5mm
PSI for testing: 22
RRP: $135
FESports.com.au

Pirelli have pulled no punches when marketing their new Race line of Scorpion MTB tyres. World Cup supremacy is their goal, and the M tread pattern is leading the charge on their behalf. Designed with versatility and predictability at the top of their list of priorities, this relatively new tyre from Pirelli features softer compounds and thicker sidewalls than anything we have seen from them previously. The tread follows a staggered 2-2-2 pattern, with tall and deeply siped corner knobs which combine to give a rounded overall profile.

The DualWall casing on the EN (Enduro) model consists of 2x120TPI layers, to be as supple as possible to provide a damped ride character, while also being robust and supportive. A dual compound rubber has also been designed specifically for the Race range of tyres, featuring a noticeably softer feel than what is used on the Scorpion Enduro range of tyres also tested.

Confidence inspiring is the first phrase that comes to mind when I think about what it feels like to ride on the Pirelli Scorpion Race Enduro M. The soft rubber, supple casing, and predictable tread pattern meant I thought about riding, not the tyres. This tread pattern is a blast, and I was hooning down my local trails as fast as possible. I primarily attribute this to the staggered 2-2-2 tread pattern with no dead zones or vague handling traits thanks to the introduction of an intermediate knob. This led to consistent straight line and lean angle traction on everything from hard pack to wet roots. Braking performance was also trouble free, with steady tracking in steep sections where control is paramount. On the steeps I noticed the casing doing a good job of aiding in braking traction, with around 21PSI being supple and supportive with no folding or burping. I did feel the rim strike some rocks on the odd occasion, but this can partially be attributed to how much confidence I had in these tyres, and how hard I was pushing as a result. Riders looking for more support could opt for the DH version, which has a 2x60TPI casing and additional sidewall support.

The soft rubber rolls slower than some of the others in the test and was quite an effort to push around on more undulating trails that lack the gradient needed to really bring it to life. It also showed little wear through the testing period, however this is expected when running a tyre on the front of any bike. You can also run this on the back end.

This tyre is perfect for the budding racer who prioritises consistent traction over all else. While some tyres might provide better braking traction or faster rolling, there are few that can match the surprise-free mixed terrain performance on offer here – perfect for amateur and elite racers alike.

PIRELLI SCORPION RACE ENDURO T

Tester: Hayden Wright
Casing: DualWall (2 x 120TPI)
Compound: SmartEvo DH
Weight: 1195g (27.5″)
Size: 27.5 x 2.5″ (29″ also available)
Width on DT Swiss 30mm rim: 60mm
PSI for testing: 26
RRP: $135
FESports.com.au

Introduced alongside the Pirelli Race Enduro M was its rear specific counterpart – the ‘T’. Standing for Traction in this case, this tyre has been designed with the primary goal of providing compromise free performance for those who prioritise braking and cornering grip. To achieve this, Pirelli have designed one of the most aggressive mixed terrain tread patterns I have seen. A wide, concave centre knob that features a sharp braking edge sits proudly through the centre of the tyre, with two smaller siped knobs its counterpart in this 1-2 pattern. The corner knobs are just as aggressive, with their tall height and deep external siping further showing the intentions of this tyre. As is with the entire Scorpion Race line, the T is uses the soft SmartEvo DH compound and is available in both downhill and enduro casings (tested here)

During testing, I was riding a narrow, loose, off-camber piece of trail at a speed I was very uncomfortable with. With my eyes half shut, I was expecting the rear end of my bike to let go and drift out in the soft soil, following suite of the rider I was chasing down. But it dug in like the teeth of an excavator bucket and allowing me to stay on my line. This immense traction and braking control was a constant when testing this tyre, thanks primarily to the square and tall knob pattern. Not just a performer in loam, the Race T provided fantastic chemical grip on rocks and hard-packed soil thanks to the tacky rubber. When combined with the supple 2 x 120TPI casing the tyre delivers a beautifully damped ride. Testing pressures settled in at around 26psi, which gave a good compromise on support and rim protection. I did venture lower than this, but dented a rim.

All of this traction does come at a cost, with the rolling speed being noticeably slower than some others on test. The use life is also quite short compared to many of the other tyres in this test. At 12 hours of use the Pirelli Race T was heavily worn and not far off needing replacement. This is to be expected for a soft compound rear tyre with pure race intentions.

The Pirelli Scorpion Race Enduro T should be at the top of the list for any enduro racer who is charging steep trails, pushing braking points, and looking for every second on their way to the finish line. The soft compound and aggressive tread does lead to a short use life and slow rolling speed, but on the right trail and under the right rider this tyre is an absolute stunner.

SCHWALBE HANS DAMPF

Tester: Ben Morrison
Casing: Super Trail
Compound: Addix Soft
Weight: 1029g (29″)
Size: 29 x 2.35″ (27.5″ also available)
Width on DT Swiss 30mm rim: 57mm
PSI for testing: 22/24 front/rear
RRP: $124.95
bikebox.com.au

The Schwalbe Hans Dampf has been around for some time and has been refined over the years to land where we are today. Billed as an all-round tyre for front and rear for use in a wide variety of conditions the Hans Dampf is well suited to mid travel trail bikes as a pair or on the rear for the longer legged bikes out there. The Super Trail casing is more supportive than the name sounds, with 3 layers of material and additional sidewall support. With a lower profile and a width of 2.35” the Hans Dampf is a pretty fast mover on the trails and offers better than expected braking with its lower profile. Despite its narrower width the rounded profile offers a predictable feel both front and rear with plenty of notice if it’s going to break traction.

Using the Hans Dampf front and rear delivered a bike that was fast and wild. Steering was light thanks to the lower tread height, but in very loose and steep terrain the steering and braking wasn’t quite ideal – however for those riding a lot of high-speed flow trails, you could slaughter your Strava times on this pair! Matching the Hans Dampf with a Tacky Chan on the front delivered a really good balance across lots of conditions except mud, thanks to the low profile and large number of knobs. The Addix Soft compound did take a bit of a hit in the wear department after the first three days of use (all shuttled). This wear did not transfer so much to the side knobs and the tyre still offered ample traction in turns while the braking in a straight line started to suffer.

The Super Trail casing offered ample support and a nice amount of trail feedback. Like the Tacky Chain rim impacts were experienced but no damage or pinch flats occurred as a result. I am impressed with the consruction of the Schwalbe tyres. When installed they sat for 2 weeks unused at 55psi and only lost 4psi and 6psi respectively, while under use during the test period no pressure was lost. Despite being on the more expensive end of the tyres on test The Hans Dampf on the rear in a combination with a Tacky Chan on the front would be a pretty good recommendation for someone who is an aggressive rider looking for a light, fast rolling setup which isn’t going to weigh you down.

SCHWALBE TACKY CHAN

Tester: Ben Morrison
Casing: Super Trail
Compound: Addix Soft
Weight: 1140g (29″)
Size: 29 x 2.5″ (27.5″ also available)
Width on DT Swiss 30mm rim: 57.5mm
PSI for testing: 22/24 front/rear
RRP: $124.95
bikebox.com.au

Tacky Chan is likely the best tyre name on the market and here is a fun fact: Jackie Chan’s parents own a restaurant in Canberra. Schwalbe say the Tacky Chan can be used both front and rear and like many tyres it does a very good job at both, but sometimes there is a compromise for a tyre like this depending on the intended trails ridden and this is often around braking and as such induces higher wear rates. Like the Hans Dampf,

Most of my time on the Tacky Chan was on the steep trails around Hobart and Maydena where I found myself wanting a bit more assistance when it comes to slowing down than on hard pack. However, in deep loam or sand the Tacky Chan was totally up to the task. Despite the open tread in the black mud of Maydena, low speed was a game of chance coming into root sections as I found without the speed and constant braking The Tacky Chan would clog up both front and rear until you had a chance to open things up where they would clear very fast.

The Super Trail casing is spot on for aggressive riding, with a nice supple feel still delivering support. I did feel some rocks make contact with the DT Swiss rims, but I came out without any damage or pinch flats so that a pretty good indicator of what the Super Trail casing can withstand. I’ve even seen out Editor massively dent a rim without even breaking the seal on a Super Trail casing. It’s a very capable casing.

The Addix Soft compound doesn’t feel that soft to the hand, but when riding the Tacky Chan more aggressively grip is your reward for pushing and attacking the corners; the harder you push the better it is. It would be interesting to see if the Super Soft Addix compound was a bit more consistent at more relaxed pace.

While setup both front and rear they are a pretty good all-rounder and fast setup, leaving The Tacky Chan on the front and adding something to the rear like the tried and true Hans Dampf makes for a pretty good combination across almost all trail conditions (other than mud) that you are going to come across. This combination offered great braking and cornering traciton while not compromising on rolling resistance. If you want to ride hard and fast, this is a tyre option that won’t weigh you down like some, but it rewards aggressive riding with grip and support.

MICHELIN WILD ENDURO FRONT

Tester: Bam da Silva
Casing: Gravity Shield
Compound: Magi-X2
Weight: 1109g (29″)
Size: 29 x 2.4″ (27.5″ also available)
Width on DT Swiss 30mm rim: 61mm
PSI for testing: 20
RRP: $119.95
bikecorp.com.au

The Michelin Wild Enduro Front is not only an accurately named tyre, but an old friend. A staple in my arsenal, I’ve ridden and raced on this tyre extensively over the years. Michelin, the powerhouse that it is, didn’t just release this tyre set with different tread patterns and then label them front and rear. Everything about this front tyre is different from its counterpart on the back of the bike, down to the casing and rubber. For the front, Michelin developed a casing with three separate layers of 60 TPI to produce a supple but strong sidewall – especially for a tyre with gravity intentions. For this test we have the Magi-X2 which offers the best performance for committed riders wanting more support and grip. The tyre is also available in the Gum-3X option, which we tested in the rear. The most intriguing part about the Magi-X2 is that it’s not just a softer rubber – the construction of the knobs is made up of a harder compound rubber which is then covered by a stickier, higher grip rubber on the outside. This creates a very unique feeling on the trails.

The tread pattern is aggressive, with tall, built-up corner knobs. This gives the tyre a square-ish profile, which combined with the large 2-2 central knobs create a meaty, ‘ready for anything’ profile.

When out riding, the general expectation from a tyre is that it puts some work into the rider/tyre relationship – the ‘work’ being support, grip and feedback. The Michelin is the opposite. It’s the first tyre I’ve ridden where the tyre itself is the one demanding the commitment and speed from the rider to deliver it’s best performance. That almost caught me out a few times in the beginning, where hitting flatter corners without much care had me tucking the front into a front wheel slide. Luckily the taller profile of the side knobs saved me binning it, however it is something to be wary of.

One area where I couldn’t produce the desired grip was over prolonged sections of roots and grimy rocks, where the spike-like shape of the knobs struggled to maintain consistent grip. I have been fortunate enough to ride this tyre in the kitty litter over compacted earth trails of Queensland as well as Portugal, where the tyre also delivered well in both granite and clay – as long as conditions were suitable and my riding matched their needs.

I’d recommend this tyre to confident riders that ride hard and commit hard in both training and racing. As a high performance tyre, they really come alive at speed. For those with a less committed or aggressive riding style, there are tyres in the market that will deliver a safer and more predictable feel.

MICHELIN WILD ENDURO REAR

Tester: Bam da Silva
Casing: Gravity Shield
Compound: Gum X3D
Weight: 1208g (29″)
Size: 29 x 2.4″ (27.5″ also available)
Width on DT Swiss 30mm rim: 61mm
PSI for testing: 23
RRP: $119.95
bikecorp.com.au

The Michelin Wild Enduro Rear is simple and at the same time still unique like it’s front end counterpart. It’s simple as it only comes in one compound, the Gum-X3D, which is actually stickier than the base rubber used on the Magi-X2 equipped front tyre. The complexity comes from the unique casing, with 3 layers of 40 TPI material which creates a tyre with plenty of support on the sidewall and more of a dampened feel while on the trail.

It has a quite unique tread pattern – a reduced version of its front counterpart with a 2-2 configuration. Although not exclusive to the market, it’s rare to see a rear specific tyre that is not all about big rectangular blocks with sharp braking edges. The Michelin seems more focused on forward momentum and performance than slowing you down a hill, however the riding says otherwise. The knobs are not particularly large, the edges quite steep compared to the front so you know it will help where you need it the most. The side knobs are again quite steep and squared off, which is a big factor on how this tyre feels when riding it.

This Michelin combo is not exactly a speedy set of tyres. Although not heavy, when compared to other options, they just don’t roll as fast. Having tested these just after the Bontrager SE6/5, there was a noticeable difference in rolling resistance – amongst other performance considerations. The rear really compliments the front and they work great together, with it also delivering a similar feel to how the front performs once you’re at speed. Great support on the side knobs once again and in many instances where other tyres would have let go, I felt the rear pushing me forward, staying high on the line and delivering excellent grip. Like the front tyre, push it hard, give it what it needs and it will reward you.

The knob configuration, although not as harsh on its response to brake input, felt like it allowed me to harness my speed better, with more control. Perhaps it did so at the detriment of outright grip, but never felt like it wasn’t enough. As I had been fortunate to ride this tyre for an extended period in the past, I can comment on the long-term longevity of this tyre. Or better yet, the medium-term longevity as I never felt the tyre lasted long enough! The wear on the rear Michelin is substantial and noticeable after only a few solid rides, particularly as the side knobs start to shear and lift. While the front tyre would still have plenty of life left, the rear looked and felt like a semi-slick. Luckily, the rubber compound extends all the way through the tyre, so the chemical grip was still readily available.

Like the front tyre, there are better options for riding in wet roots and rocks (hero grippy granite being the exception). But for all else these are a performance tyres that really come alive when being ridden with determination and race intent.

Maxxis Assegai

Tester: Ryan Walsch
Casing: Double Down
Compound: 3C MaxxGrip
Weight: 1348g
Size: 29×2.5” (27.5” and 2.6” also available)
Width on DT Swiss 30mm rim: 59mm
PSI for testing: 24/26.5 front/rear
RRP: $134.95
kwtimports.com.au

The Maxxis Assegai was developed with the GOAT, Greg Minnaar. His signature tyre needs little introduction having been wildly popular for a few seasons. Its aggressive tread pattern finds traction at all lean angles on a broad spectrum of surfaces making it an exceptional choice on both front or rear. All this tractions does come at a cost of rolling resistance and pedalling efficiency.

The Double Down Casing we have on review is obviously a stiffer and more robust casing than the EXO and EXO+ casing we often see installed by manufacturers on complete bikes. The added strength has become more of a requirement for the capable bikes we charge on today. They’re still easy to fit and inflated easily with a track pump.

Thanks to deep tread, the Assegai manages to claw its way into most surfaces, clings to rocks and with its many multidirectional edges and siping even finds purchase on loose over hardpack with predictability. I am always impressed how uneventful rides around Canberra are with the Assegai. However I prefer it as a front tyre as we don’t have the vert or steeps required to need such an aggressive tyre on the rear of a bike – you’ll struggle to get this to slide into corners, it may even stand up under braking as it finds too much traction.

Braking and directions changes are really where the Assegai stands out, the steeper and faster the better, especially in the MaxxGrip 3C compound tested. Regardless of lean angle, there does always feel like there is enough grip on all surfaces I tested it on, wet or dry.

The Double Down casing adds a fair bit of heft over the EXO+ but it really does add security and surefootedness when the going gets rough, fending off sharp rocks and squirm easily without the ride feeling dead and sluggish like a DH tyre can. I find when pairing the Assegai with a Maxxis DHR II or even a Dissector a predictable slide can be encouraged more easily and it made the ride feel more lively than just turning on rails.

The Maxxis Assegai DD 3C MaxxGrip is a tough and predictable allrounder that will hang onto to almost any surface regardless of the conditions. Be mindful that all this grip comes at a cost, and a faster rolling rear may be required to keep your speed up.

CST BFT

Tester: Ryan Walsch
Casing: 60TPI
Compound: EPS
Weight: 1004g
Size: 29×2.4” (2.25” also available)
Width on DT Swiss 30mm rim: 58mm
PSI for testing: 24/26.5 front/rear
RRP: $69.95
kwtimports.com.au

The CST BFT is a familiar looking yet no frills tyre by Maxxis’ parent company CST. While its branding is not as snazzy, its TLAs (three letter acronyms) may differ, it looks and feels like its premium cousin in the hands and on the trail. Pitched as trail tyre for the longer travel crowd, the BFT or Big Fat Tyre isn’t quite as fat as the name suggest, weighing in as one of our lighter and also the cheapest of contenders. It does have slightly lower profile knobs indicating weight saving, less rolling resistance and quicker acceleration on the climbs which will suit riders whom may not look to charge rocks with aggression or disregard. The BFT is a composed trail tyre with a fast rolling tread that benefits from being run at lower pressure spreading its tread over the terrain.

Its thinner sidewalls did make me nervous initially and I ran higher than the final test pressures. It did feel better in the rocks and jank the grip suffered on the loose over hardpack. I dropped it back down slightly and found the grip I was chasing – bear in mind the BFT is a trail tyre and not an enduro race tyre.

My time on the CST BFT had a shaky start with the rear blowing off the rim when installing at 38psi with a compressor, I nervously reinstalled it and despite an ever so very slight wobble it performed faultlessly through the test.

The CST BFT works in a variety of conditions, but works best in dry or damp, firm or loose trail conditions. Wet rock or roots may be a challenge due to its firmer and more durable compound but overall it is a well behaved and predictable tyre that is half the price of some of its competition with no less quality than its premium brands arsenal.

GOODYEAR NEWTON MTF

Tester: Hayden Wright
Casing: EN (2 x 120TPI)
Compound: Dynamic Grip 3S
Weight: 1286g (29″)
Size: 29×2.5″ (27.5″ also available)
Width on DT Swiss 30mm rim: 61mm
PSI for testing: 21
RRP: $99.99
goodyearbike.au

Front specific gravity tyres have become quite ubiquitous over the past few years. Most if not all brands offer tyres which look to offer predictable grip right across the spread of the tread in an attempt to help you pilot your bike with as much confidence as possible. The Newton MTF is Goodyear’s front specific offering with a siped 2-2 tread pattern which has every second set of knobs spaced so wide it could be considered an intermediate knob. This gives huge space for mud clearance, but also decreases the potential for mechanical grip the tyre will have on hard or slippery surfaces. The corner knobs are widely spaced and have an intermediate height. Available in three casings and one front specific compound, we have been riding the EN variant which has two layers of 120TPI casing which sandwich a butyl sidewall support. The rubber compound is of triple density and varies across the tread to increase grip at lean angles while maintaining good rolling speed through the middle knobs.

My first few rides on this tyre were in and after some big rain storms, and as such I was treated to some absolutely goldilocks dirt conditions. Initial impressions were very positive, and I quickly took to the rounded profile and consistent feel of the Newton MTF. The laterally staggered tread pattern leaves little grey area as you lean the tyre over, with no nasty surprises or wash outs on steep terrain and through long off-cambers. At 21psi the carcass was noticeably supple and had a slow rebound, which helped calm and trail chatter and increase tracking. Rolling speed was on the faster side for a tyre of this style, which can be attributed to the centre knobs which have a ramped front edge and firmer compound than the edge knobs. Wide spacing did a great job of clearing mud, leaving the tread free to chomp into any soft terrain. Some buff hardpack trails later in my 10 hours of testing did corrode my confidence. In these conditions I felt the tyre had a tendency to be a little vague. Whether this is due to the wide tread spacing or firmer centre knobs is difficult to distinguish but that is where I would anticipate changes being required to increase performance in those conditions.

Hard wearing, consistent and supple are three words that come to mind when I think of this tyre. While not being the best performer on pure hardpack trails, the MTF’s ability to dig into and clear soft soils while maintaining good rolling performance was admirable. In the right conditions I felt right at home with the Newton MTF on the front of my enduro bike, with a flurry or Strava PRs to prove it.

GOODYEAR NEWTON MTR

Tester: Hayden Wright
Casing: EN (2 x 120TPI)
Compound: Dynamic Grip 3
Weight: 1171g (27.5″)
Size: 27.5×2.4″ (29″ also available)
Width on DT Swiss 30mm rim: 58.5mm
PSI for testing: 25
RRP: $99.99
goodyearbike.au

The Newton MTR is Goodyear’s rear specific gravity tyre, and like the Newton MTF follows what is now a tried and true formula for success in this product type. The tread pattern certainly looks familiar, because it is very, very similar to the Maxxis DHR II. This should not be considered a bad thing, as the DHR II is held in high regard here at AMB, and the Australian mountain bike community at large for being a fantastic rear specific gravity tyre. It’s only once you dive into the details that the differences start to emerge between the two, through the casings, compound and tread specifics. Built upon a 2x120tpi casing which includes additional bead protection and support through the addition of a butyl support strip, Goodyear have also devised their own rear specific triple compound rubber which prioritises rolling resistance in a straight line and lean angle traction. In profile this tyre is about as square as they get thanks to the tall side knobs, which are deeply grooved to increase their pliability.

While there are downhill and trail versions of this tyre available, we were provided with the enduro (EN) variant and tested it as such. Pressures tested varied anywhere from 24 to 28psi, with 25psi being the final resting place. At this pressure the casing provided plenty of support and a surprising amount of rim protection while remaining soft and supple. The rubber compound on these tyres is a little firm, however the duality provided by the casing gave a fantastic ride quality when pushing hard into turns and using high amounts of lean angle. The malleable casing really brought the tread pattern to life, leading this to be one of my favourite rear tyres in recent memory. Of particular note are the tall side knobs, which deform well under load and really dig into soft and loose soils with a predictable nature. Climbing and rolling performance was good considering the MTR’s weight and knob height, thanks primarily to the firm and durable Dynamic Grip 3 rubber. The only place where this tyre left some performance to be desired was on wet roots and rock. In these scenarios the chemical grip on offer felt lower than comparable tyres from Pirelli or Maxxis.

Aggressive riders who prioritise lean angle traction, bump absorption and value from their rear tyres would be well placed on the Goodyear MTR. While not quite offering the get out of jail free braking performance of a Pirelli Race T, or the wet weather performance of a Continental Kryptotal R it does come in at nearly 30% cheaper with comparative performance. Keep in mind there are also downhill and trail casing options should you want to get that ever-familiar tread pattern in a configuration that better suits your riding.

CONTINENTAL KRYPTOTAL FR

Tester: Bam da Silva
Casing: Enduro
Compound: Soft
Weight: 1220g (29″)
Size: 29 x 2.4″ (27.5″ also available)
Width on DT Swiss 30mm rim: 58mm
PSI for testing: 21
RRP: $144.99
TMOsports.com.au

I’ve always heard that, as a parent, you shouldn’t have favourites. However when it comes to tyres, I will have to admit that the Continental Kryptotal FR (and its respective rear sibling) seems to deliver everything I require in a tyre. Continental hit the market hard with an extensive range of tyres with 40 different variations between wheel sizes, casings, compounds and tread patterns.

The FR and RE versions of the Kryptotal share the same construction, same side knobs but have variations in central tread pattern. The casing on test here is the Enduro casing, which provides balance between weight, support and puncture resistance. Just like with the casing, we also have a choice on compound. We tested the soft compound, the middle-of-the-road option in the range. The tread pattern on the FR is a typical 2-3-2 with substantial ramping on the front edge of the knobs and deep siping cuts – although I noted these don’t extend to the full length of the knob, which is different from most of the other tyres tested. Another unique feature of both Kryptotals is the slight angled shape of the side knobs, with their internal edge facing inwards towards the centre of the tyre.

The Kryptotals are quite low volume compared to others on test, which is to be expected at 2.4” width, but most of all that low volume is felt in their ability to gain and maintain speed on the trail. I didn’t expect a tyre with such gravity intentions to roll as well as it does, perhaps a byproduct of the reduced siping cuts and slanted centre knobs combined with a rounded profile. What really surprised me was the predictable nature of the tyre. There is no hesitation in pitching the tyre from the centre to the side knobs, with plenty of support and feedback coming up to the grips which gives you the confidence to continue to push into the corner. The side knob orientation seems to play a big part in this, by allowing the tyre to always have a wide area of contact with the ground.

The capacity to roll at speed and confidence inducing nature when cornering is also matched with a great strength under braking, feeling again predicable and easy to read.

This tyre is suitable for a far broader range of abilities, it gives you what you need with less input in comparison to the Michelins, but not at the detriment of rider performance. While it’s great for those who might have a less aggressive riding style, it does not limit those who ride hard out. It does have a hefty price tag, however I would definitely put it up there as one of the most worthy upgrades you can put on your bike.

Continental Kryptotal Rr

Tester: Bam da Silva
Casing: Enduro
Compound: Soft
Weight: 1159g (29″)
Size: 29 x 2.4″ (27.5″ also available)
Width on DT Swiss 30mm rim: 58mm
PSI for testing: 21psi
RRP: $144.99
TMOsports.com.au

The Continental Kryptotal RE is a natural partner to the FR version with similar characteristics that really allow them to work as a unit under you. The Kryptotal Rear shares the same Enduro casing and soft compound. This tyre has felt more than adequate for everything I’ve thrown at it, however more aggressive or heavier riders would potentially want to look at the downhill casing as an alternative.

Having not tested the other compounds, I can’t speak for how well they’d perform, however the soft compound, in my opinion would be suitable for the vast majority of all use cases.

Durability seems to be quite high, which is always a plus when you’re paying premium prices. Looking at the tread, the tyre follows a conventional 2-2 blocky pattern but due to their size and hard edges on the back-side of the knob, there is no doubt this tyre is designed to grab dirt and grip tight. The rear tyre shares the same side knobs as the front, maintaining the angled position and beefy appearance.

Mounting the Continental tyres was the hardest of the three sets I tested – mainly due to the aramid bead that really stiffens the edge of the tyre. I didn’t need any more than a single tyre lever, but this is a consideration if you are using a high-volume tyre insert such as CushCore. Inflation was easy, just as like all the other sets, only needing a floor pump.

I have been very impressed with the Kryptotals combination. The rolling speed is ample. They roll faster and with less effort than you’d expect considering how much raw grip they boast on steep terrain. The rear performs just like the front – predictable, while making it easy to push to and sustain you at your limit. You feel like you know exactly what the tyre is doing and how it will respond to your input and to the trail changes.

Under heavy braking, there is a real on-off feel from the lugs when applying heavy brake forces but under controlled modulation they will respond just as well, which really helps in conditions where control is more important than outright power. That could be loose over hardpacked earth, steep and technical trails, or even just feathering speed on high speed flow trails.

A rider looking for a confidence inspiring rear tyre should really consider the Kryptotal Re as a great option – the price will certainly be an obstacle for some, but the tyre will reward you with some of the best characteristics you could ask for.

MAXXIS MINION DHF

Tester: Ben Morrison
Casing: Double Down
Compound: MaxxGrip 3C
Weight: 1286g (29″)
Size: 29 x 2.5″ (27.5″ also available)
Width on DT Swiss 30mm rim: 61mm
PSI for testing: 20/22 front/rear
RRP: $134.95
lustyindustries.com

The Maxxis Minion DHF – where do you start without giving a history lesson or rattling off all the races it has won, or the brands that have a tyre that sort of looks like it?

For me The Maxxis Minion DHF is almost the perfect tyre and what I use front and rear 90% of the time. My go to setup on my Pivot Firebird is exactly what we were supplied: 3C MaxxGrip with their Double Down casing. What I love about the Minion DHF is that its never really changed over the 20+ years it has been around, other than sidewall and compound offerings. It is also a tyre that works very well both front and rear but in different ways. As a front tyre it offers exceptional grip in most conditions and rolls really well even with its square knob profile. This profile also means that cornering is very predictable – to a point. The Minion DHF has a pretty obvious point where it starts to lose grip and once you find and get used to it it’s something you can really take advantage of.

On the rear this point of grip loss makes the Minion DHF quite easy to control and slide around, especially if you are a foot out rider when it comes to corners. What you do loose in rolling speed you get in the ability to brake and slow down using the square knobs to dig into the trail allowing quite a predictable braking feel.

To speed things up, many riders like a Minion DHF front and Dissector rear. Both tyres have a similar feel on the rear in corners, but the Dissector is a bit quicker on the anti grip of UC Stromlo Forest Park. I know quite a few people like to run DH casing tyres on their Enduro bikes but with Maxxis offering 3C MaxxGrip in a variety of side walls if find that you can really pick and choose based on riding style and terrain. I’ve run an EXO+ Minion DHF on the front without issues.

If you are looking for a solid performing tyre for any wheel size from 20-29” that is offered in every compound and casing combination Maxxis make (19 versions just for 29”) you can’t really look past The Minion DHF as your next front or rear tyre setup. This means you can get a lighter casing Minion DHF for downcountry use, or go all in for the DoubleDown casing like I had on test – with different casing options and compounds in-between. Some may say it is the vanilla choice of tyres, but vanilla is a good flavour, very popular, and you know what you’re going to get.

CST Gravateer

Tester: Ben Morrison
Casing: DH
Compound: EPS 3C Triple
Weight: 1520g (29″)
Size: 29 x 2.5″ (27.5″ also available)
Width on DT Swiss 30mm rim: 58mm
PSI for testing: 20/22 front/rear
RRP: $84.95
kwtimports.com.au

The CST Gravateer was a total surprise package on this group test! Based on the 1520g weight alone these are a tyre I would look straight past for a DH bike let alone my Firebird even at $84.95, but let’s put that aside and chat about how you should never judge a book by its cover.

Installation was pretty easy, all done by hand and the Gravateer inflated without issues as you would expect from a tyre with a DH casing. 1520g is a fair bit on each wheel but if I gave you my bike to ride (not pickup) you wouldn’t notice it. I know others have ridden the Gravateer and moaned about the weight, but honestly it was not an issue. This is likely all attributed to the outstanding lack of rolling resistance, which is noticeably faster than the Pirelli Scorpion Enduro M tyres I have come off that are over 500g lighter and more expensive than the Gravateer.

Despite all the weight CST have managed to keep a very supple feel to the Gravateer, thanks to their triple compounds rubber. During my time on the Gravateer I settled on what some may deem to be rather low pressures of 20psi front and 22psi rear. I found with the supportive DH casing I was able to reduce pressure creating a smooth ride to add a little more grip but not lose too much in rolling resistance.

It should come as no surprise that the EPS 3C Triple compound offers truckloads of grip considering CST and Maxxis have the same parent company. Despite its slightly different siping and ramping you can’t help but feel the Gravateer was inspired by the Minion DHF, in fact to touch both 3C MaxxGrip and EPS 3C feel pretty much the same. The amount grip on Stromlo’s “anti-grip” was perhaps the biggest surprise, it is not unusual to have tyres roll fast there but often that speed is worthless if they don’t grip especially considering how fast you lose any elevation there. By the same token the grip was excellent in the soft dirt of Canberra’s pine forests.

Personally I loved these and while in Maydena I saw many hire bikes sporting them too, this is testament to the value and performance of the Gravateer. With fast rolling speed and outstanding grip at a very competitive price I think the Gravateer is worth a look especially considering they have worn better than some other tyres on test.

SPECIALIZED ELIMINATOR

Tester: Hayden Wright
Casing: Grid Trail (1 x 60TPI)
Compound: Gripton T7
Weight: 960g (27.5″)
Size: 27.5 x 2.3″ (29″ also available)
Width on DT Swiss 30mm rim: 59mm
PSI for testing: 28psi
RRP: $80
specialized.com/au

The Specialized Eliminator features a relatively complex tread pattern designed with versatility across a wide variety of terrain in mind. A 2-2-3 tread pattern spreads through its 3 steps to introduce the transition knob. The corner knobs also follow a 3 stage pattern, which introduces internal steps to the knob as they get progressively smaller. Siping has been placed laterally on the centre knobs to aid in braking performance, with medial siping on the corner knobs to help encourage them to deform when at lean angle. As with most Specialized tyres there is a long list of available compound, casing and size combinations to choose from with the Grid Trail Gripton T7 version here being the lightest and hardest wearing available.

First impressions of the Eliminator were just how fast it rolled relative to the heavy and soft enduro tyres I typically run on the rear of my enduro bike. The low centre profile and fairly firm rubber compound makes it easy to build and maintain speed on flowy, undulating trails where acceleration and rolling performance outweigh the importance of traction under heavy braking. It seems to be feast or famine with this tyre in a straight line, as I was either blasting smooth hardpack trails faster than ever before or blowing turns and going into the bushes on slow, steep trails where I tried to maintain my typical braking points. That’s not to say the tyre didn’t grip under brakes. I really enjoyed the tall corner knobs on the Eliminator, and found they did an admirable job of providing traction on any soft or loose soil at an aggressive lean angle.

The singly ply 60TPI casing gave me no issues during ~10 hours of testing time, however I did need to run fairly high pressures to get both the support and confidence needed when pushing my own limits. Wear was next to non-existent, proving this tyre is a fantastic budget option given it’s relatively low RRP compared to most tyres on test. While it is also available in the softer Gripton T9 compound, this would decrease rolling speed and use life for what would be marginal gains of chemical traction on hard pack and some braking performance.

The Eliminator sits in a grey area somewhere between an enduro tyre and a semi-slick. While lacking braking traction for steep and loose terrain, it rolls fast and has very consistent performance across the tread, making it a fantastic option on the rear of any trail or enduro bike with the appropriate casing to suit the end use.

SPECIALIZED BUTCHER

Tester: Hayden Wright
Casing: Grid Trail (1 x 60TPI)
Compound: Gripton T9
Weight: 1023g (29″)
Size: 29 x 2.3″ (26”, 27.5″ also available)
Width on DT Swiss 30mm rim: 58mm
PSI for testing: 24
RRP: $90
specialized.com/au

Specialized’s Butcher was first introduced in 2010, and has been piloted by some of the sport’s best since then. While some of the casing and compound technology used on this tyre has changed in the past decade, it still carries the same 2-2 tread pattern and promises of supreme performance as a mixed terrain gravity tyre. The Butcher has ramped, siped centre knobs and tall corner knobs that alternate in their pattern – combining to make a tyre that is quite square in profile and surprisingly light given the height and size of the knobs. As is with the Eliminator tyre there is a wide variety of casings, compounds and sizes available. I paired the Butcher with the Eliminator rear tyre and as such have focussed primarily on its application as a front tyre, with the trail casing and softest available Gripton T9 compound.

This tyre blurs the lines between trail and enduro suitability thanks to its combination of a soft rubber compound and light, malleable casing. Chemical grip was impressive, as the tacky Gripton T9 rubber did a good job of grabbing on to any hard terrain in its path. While the transition from center to side knobs was not as smooth as many of the new-school 2-3-2 style tyres on test, the Butcher still performed fairly consistently as long as you were aggressive with your introduction of lean angle to the tyre. Similarly, braking performance was good but not great. The lack of an intermediate knob (the 3 in a 2-3-2 pattern) led to what I felt was a tendency for the Butcher to track in a straight line under heavy braking scenarios at low speed. In these scenarios, I felt a little like a locomotive, steaming along slowly my tracks in a straight line regardless of where my heart wanted to go on the trail.

Conversely, this tyre rolled surprisingly well given the knob size and height, and when combined with the aforementioned T9 rubber made for a fantastic hard-packed tyre. The Butcher would make a fantastic rear option on an Enduro bike in the thicker Gravity casing. The Grid Trail casing gave no issues with burping, folding or pinch flats however I did have to run slightly higher than normal pressures (24psi) to ensure I had the sidewall support and rim protection I wanted. This came at the sacrifice of some small bump absorption and tracking feel.

Riders who frequent hardpack, loose over hard and intermediate terrain should consider the Specialized Butcher. It is a veritable all rounder with a good range of braking and cornering grip for all but the most extreme terrain, with a huge range of size options, excellent availability and impressive value.

MAXXIS DISSECTOR

Tester: Ben Morrison
Casing: Double Down
Compound: MaxxGrip 3C
Weight: 1156g (29″)
Size: 29 x 2.4″ (27.5″ also available)
Width on DT Swiss 30mm rim: 57.5mm
PSI for testing: 21/23 front/rear
RRP: $134.95
lustyindustries.com

Having a collaboration with a brand like Maxxis must mean you know a thing or two about going fast and our very own Troy Brosnan knows a thing or two about that – the Dissector is his tyre, being launched a few years ago. The Dissector is probably the perfect trail bike tyre you can get, it comes in almost every side wall and rubber combo Maxxis offer, rolls fast and brakes well. It’s also designed to be the perfect tyre for loose over hard pack, something that Australia has lots of.

A few things that stand out over other Maxxis tyres and stand true with speed is its width being 2.4” not the more normal 2.5”, it’s faster rolling and lighter weight than the popular Assegai as well. I have a fair bit of experience with the Dissector running it both front and rear, although on a longer travel bike it suits rear use, combined with a Maxxis Minion DHF. I frequently run this combo in Double Down casings for both tyres. Whereas on something like a modern trail bike running 120-140mm of travel they make a great front and rear combo, a little skinnier, faster, predictable and still with plenty of grip. Mix this with an EXO+ casing and that’s an outstanding combo

Using a Double Down casing and MaxxGrip rubber I found that on the rear you do play with durability as a trade off with the soft compound. The Dissector is also available in MaxxTerra for better tread life. But in my mind its worth the grip and shorter life with MaxxGrip especially given the shorter knobs of the Dissector and its tendancy to skip across the terrain under braking, having the softer compound allows the Dissector the opportunity to grab on and slow things down a little.

If you ride trails that are mostly loose over hard pack and not incredibly steep, you can’t go wrong with a Dissector on the rear. If you are looking for a little more speed on the shorter travel bike but don’t want to sacrifice grip give one a go on the front too.

Maxxis DHR II

Tester: Ryan Walsch
Casing: Double Down
Compound: 3C Maxx Terra
Weight: 1348g
Size: 29 x 2.5” (27.5” and other sizes available)
Width on DT Swiss 30mm rim: 59mm
PSI for testing: 24psi Front or 26.5psi Rear
RRP: $134.95
kwtimports.com.au

The DHR II or Downhill Rear is an update of one of Maxxis’ longer standing tread patterns and a pattern that is frequented on both the front and rear of many professional’s bikes. The DHR II shares the same side knob as the brand’s iconic DHF (or Downhill Front) tread, with wider ramped centre knobs it is designed to grip harder under brakes yet roll more efficiently as the ramped leading edge contacts the ground.

The Maxxis DHR II in Double Down casing and the 3C MaxxTerra Compound was sent for test. This has an intermediate triple compound with a little more durability over the Maxx Grip we have on our Assegai test tyre. The 3C Maxx Terra still has the same arrangement of compounds, i.e. softer side knobs, slightly firmer centre knobs with a firmer compound underneath providing support and stabilility, these three compounds are just firmer across the board decreasing rolling resistance and increasing overall speed and durability.

Braking on the DHR II is exceptional, especially when in a straight line thanks to its wide centre knobs that push into the dirt. The transition onto the side knob is less predictable than the Assegai or DHF which have a rounder profile and less void between rows. That being said, in loose soil I have had great experiences on them front and rear as they roll well and shed debris easily. These wide ramped knobs however do not wear as well as some other rear tyres and the knobs were showing signs of undercutting on the side and centre knobs, both front and rear (obviously more on the rear).

The Maxxis DHR II is a cult classic, available in so many casings from EXO, EXO+, DD and DH, with numerous single and 3C compound variations and sizes; there really is an option for all rider and bike types. I believe the DHR II is best when run on the rear and paired with an Assegai or DHF 3C MaxxGrip up front. This is a versatile combination for a variety of trail surfaces, in particular when it is loose and the knobs can find purchase into the ground, they spin up well, generate good speed and have excellent braking.

BONTRAGER SE6 TEAM ISSUE

Tester: Bam da Silva
Casing: Core Strength
Compound: TM-Grip compound 50a
Weight: 1095g (29″)
Size: 29 x 2.5″ (27.5″ also available)
Width on DT Swiss 30mm rim: 59mm
PSI for testing: 21
RRP: $119.95
trekbikes.com/au/en_AU/

The Bontrager SE6 Team Issue is the newest addition to Bontrager’s range of gravity tyres as well as the most aggressive of the SE tyres – a range designed, according to Bontrager, as the ideal range for aggressive trail and enduro riders looking for durability, traction and pedal-ability. The designers of the SE6 took inspiration from other well-known tyres in the market – very few tread configurations can deliver more rolling speed and confidence than the 2-2-3 pattern when leaning your bike over, particularly on low support corners. The proven central tread pattern carries you into the well-defined side knobs, which combined with a 120TPI casing and a unique compound called TM-Grip had me keen to try these tyres. Mounting the tyre was a breeze and once on the rim the profile of the tyre is very round, rounder than any trail or enduro tyre I have used before. Bontrager states that the SE6 can be used as both a front and rear tyre which I completely agree with. However I matched it with an SE5 on the rear for this test.

The initial riding impression was great – I felt minimal rolling resistance from this tyre combo, feeling as if I was riding my carbon short travel bike, not my 16kg enduro bike. Unfortunately the lack of rolling resistance also resulted in lack of grip when it really mattered. It only took a few corners on steep and technical terrain to realise this tyre leaves you requiring more when you need to trust your front end. It’s not that the tyre is not good, it just lacks the bite from the rubber compound to really give you the confidence to ride at your limit on truly steep and loose trails. I believe this tyre would do well in harder packed terrain, where support is paramount, but it made me uneasy on the loose over hard trails here in Brisbane.

In regards to wear, there’s minimal indication that the tyre has seen much use, reminding me that it is a firmer compound that delivers great durability and rolling speed as it’s saving grace. As such it is more at home on hardpacked flow trails and potentially on some deeper loam – if only we had some in Queensland to test on. This tyre would suit a rider wanting to merge their passion for all-day pedaling with the ambition to try harder trails without sacrificing rolling speed.

BONTRAGER SE5 TEAM ISSUE

Tester: Bam da Silva
Casing: Inner Strength
Compound: TM-Grip compound 50a
Weight: 1110g (29″)
Size: 29 x 2.5″ (27.5″ also available)
Width on DT Swiss 30mm rim: 59mm
PSI for testing: 23
RRP: $119.95
trekbikes.com/au/en_AU/

The Bontrager SE5 Team is the middle-child of the gravity-oriented range of tyres from Bontrager. It’s the reliable, no-fuss sibling that just gets the job done. The SE5 shares most of the same tech as the SE6, with a proprietary rubber compound, reinforced casing and 120TPI sidewall construction. I wouldn’t rate it as a robust enduro tyre compared to some others on test, however it’s suppleness and weight are very much appreciated.

Just like the SE6, beading up the tyre was as easy as you could hope for, with a round profile showing its strength as a fast-rolling tyre. The double round of central knobs with perpendicular arrangement on the casing act as anchors when on the brakes. They are quite ramped though, so smoothness and low rolling resistance are key features of the SE5. On wet ground, the compound really struggles to find grip, similar to what I experienced with the SE6.

The substantial shoulder knobs with deep sipping grooves take good care of corner grip, although suffer from the same issue as the front – being such a round tyre, you’re just left with a lot of ground to cover before the shoulder of the tyre can sink into the ground.

As riding impressions go, the SE5 proved to be a suitable companion for a rider wanting a consistent, fast and durable tyre. I never found the SE5 to be particularly aggressive in its braking or overly grippy, which allowed me to carry great momentum out of sections where I’d usually be pedaling hard to get back up to speed. So much so that I started finding gaps that didn’t exist and tested the pinch resistance of the sidewall a couple of times – the SE5 passed that particular test with flying colours.

After a few good rides on the tyre there is some wear, however nothing significant. I believe this tyre would outlast most rubber of similar price on the market making it incredible value for money, perfect for those less fussed with outright grip who just want to have a good time with mates. I would love to see Bontrager apply a much lower durometer rubber compound on their SE Team range, as well as increase the height of the side knobs. I believe it would make for an incredible set of tyres. As is, they are a fast rolling, durable and a good match for intermediate and fast trail riding use.

PIRELLI SCORPION ENDURO M

Tester: Hayden Wright
Casing: Hardwall (1x60TPI)
Compound: SmartGrip
Weight: 989g (29″)
Size: 29 x 2.4″ (27.5″ also available)
Width on DT Swiss 30mm rim: 58mm
PSI for testing: 23
RRP: $124.99
FESports.com.au

The Scorpion Enduro M sets out to be the one tyre to rule them all for your everyday trail rider. With predictability through a variety of terrain being their goal, Pirelli designed the M (Mixed) with a tread pattern that has siping to encourage both cornering and braking deflection in an alternating pattern. Similarly, the cornering knobs follow an alternating pattern of convex and concave shape with siping along their longer axis to help them deform to match the terrain under them while on off-camber sections or at an aggressive lean angle. Casing options and compounds available are similar to that of the Enduro R, and should offer an appropriate choice for all but the most aggressive enduro riders. The Hardwall version we have here comes in under 1000g which is very impressive for a 29” trail tyre with an aggressive tread pattern such as this, although the weight-conscious could look at the lighter Prowall version which is surprisingly capable.

First rides on this tyre were on horribly baked midsummer trails, which really tested both the mechanical and chemical grip of the Scorpion. The tread pattern has very consistent performance across the rounded cross-section of the tyre, thanks in part to the small intermediate knob which does a great job in providing a consistent feel as you transition over to the side knobs. Rolling speed was impressive, thanks to the hard wearing SmartGrip rubber and ramped contact edges on the centre tread pattern.

The attributes which give it such good hardpack and loose-over-hard performance do leave a little to be desired when things are wet and slippery. The relatively shallow tread height and firm rubber hardness can lead to slipping and sliding around on wet roots and in deep loamy soils. This can be particularly noticed under hard braking, where I felt the front had a tendency to lock up rather than tracking. Casing support was admirable given the tyre weight, allowing me to confidently run around 23psi without having to worry about rim damage or pinch flats. This is thanks to the unique addition of a rubber bead insert, something seldom seen on tyre outside of downhill racing.

Pirelli’s Scorpion Enduro M is a great companion for typical Australian trail riding, be it on the front or rear of your trail bike. While not having the best grip on wet roots and deep soils, it offers consistent performance on hardpack and loose over hard thanks to the staggered tread pattern. Add to this is the long use life and robust construction, it’s a great option for weekend warriors looking for a set and forget tyre.

PIRELLI SCORPION ENDURO R

Tester: Hayden Wright
Casing: Hardwall (1x60TPI)
Compound: SmartGrip
Weight: 938g (27.5″)
Size: 27.5 x 2.4″ (29″ also available)
Width on DT Swiss 30mm rim: 60mm
PSI for testing: 28
RRP: $124.99
FESports.com.au

It is hard not to jump to conclusions when looking at a tyre which has such a unique tread pattern and profile as Pirelli’s Scorpion Enduro R (Rear). Ramped knobs, shallow tread depth and a rounded cross-section all scream fast rolling and hard-pack performance in my mind. Pirelli suggests the R is the ‘ideal tyre for balanced and varied riding.’ Maybe I have too quickly judged this book by its cover?

While there are 3 casing options for this tyre, the Hardwall version has a unique single-ply casing that is reinforced at the bead with a silicone insert like what is typically seen on downhill tyres. After a quick and easy mounting process this noticeably wide 2.4” tyre has been put to use on the rear of my enduro bike, in tandem with a Pirelli Scorpion Enduro M on the front as is recommended by Pirelli.

Undoubtedly, this is the fastest rolling tyre in this group test. After spending considerable time on the Goodyear Newton MTR and Pirelli Scorpion Enduro Race T, this tyre felt like a cheat code. My ride to the trail never felt easier, the fast flowy trails never felt more fun, and I was nudging some pedally PRs on Strava without much effort. This can be attributed to the low profile, ramped tread on the tyre. In particular, the R really came into its own on hardpack trails where the dense, firm rubber could really claw into the dirt giving a surprising amount of traction. Consistently spaced centre, intermediate and corner knobs also led to a predictable nature at lean angle. This tyre also takes the crown as the hardest wearing of any rear tyre I have used to date, which can again be attributed to the rubber compound and tread. At 27psi the casing had no fold lines or burps, and felt more supportive than Specialized’s Grid Trail casing, the other singly ply casing I had through the test. On the other side of the coin, I do feel this tyre is not suitable for varied riding as claimed by Pirelli. It lacks the braking and climbing performance of the more aggressive tyres on test, which led to a lack of confidence on the steepest terrain either up or down. On one particularly wet test ride I repeatedly got wheel spin while doing technical climbs.

Marketing claims be damned, the Pirelli Scorpion Enduro R is a fantastic option for those who ride hard-packed trails with moderate gradient. Given much of what we ride here in Australia fits that bill, I would be confident in saying this tyre would make a fantastic rear tyre for the majority of those reading this article. This tyre is almost scarily fast and brought life to trails which are usually muted when ridden with more aggressive, slower tyres. It is also hard wearing and light considering the amount of support given by the casing.

Across all 24 different tyres that were tested, we rode options that were very capable and suited to trail and/or enduro use in different Australian settings. Of course, some suit different uses, trail surfaces or riders more than others, and different models within the same range with an alternate casing or compound may be more suitable for you. While we’re confident you would have found the reviews useful for helping you determining what the best fit is, it is worth noting that even a minor change in the spec of a given tyre can really change how applicable it is to you and your specific needs. No two rides, nor two riders are the same – and as such it is key that you define your own hierarchy with regards to tyre performance. Those who prioritise all out traction will prefer a very different tyre to someone who is more focussed on longevity, puncture resistance or efficiency. To help guide you in the right direction, we have listed a few suggestions based on some possible use cases.

What were the testers favourites?

Each of our testers had a personal pick from the group of tyres they had on hand. As expected, their favourite was also what they considered to be the most comfortable and confidence inspiring – a tyre which allowed them to send it as hard as possible down their favourite local trail.

For Bam, Continental’s Kryptotal front and rear specific offerings really stood out. While they carry the highest price, the compromise free combination of traction, casing support and fast rolling across a variety of trail conditions was second to none on his steep local trails.

Hayden’s pick was the Pirelli Enduro Race M and T tyres, which had what he felt was the best combination of mechanical and chemical grip on offer for the loose-over-hard conditions he typically rides in. The 2x120tpi DualWall casing was also a standout, providing an ultra-supple ride character that had noticeable small bump absorption against the competition.

The Minion DHF/Dissector combo in from Maxxis was Ben’s standout, specifically in the MaxxGrip compound and with the Double Down casing. Consistent performance over hard-packed soils and rock was the name of the game with this combination, where the chemical grip provided by the MaxxGrip rubber nicely supported the fast-rolling ramped tread patterns on each tyre.

Finally, the tyres provided by Vittoria for test took top honours for Ryan. With the Martello on the rear and Mazza on the front Ryan had what he described as exceptional braking, good acceleration and noticeably impressive chemical grip which led to a brilliant do-it-all combination regardless of the conditions.

What should I choose for Enduro racing?

Ryan specifically quoted the Vittoria Enduro Race combination of Mazza/Martello as his pick for an enduro race setup. Their tight, secure casing and aggressive tread pattern were outshone only by the rubber compound which in Ryan’s own words was ‘…soft enough to provide chemical grip on challenging surfaces and dampening trail chatter better than many other tyres’. Another classic combination that would be well suited to a racers bike is the Maxxis Assegai and Minion DHRII. The Assegai is a near perfect all-rounder, thanks to a tread pattern that is able to claw its way onto, in and through near any surface. That, when combined with the braking performance and surprising efficiency of a DHRII gives you a pair of tyres that is ready for anything your next race can throw at you. The Pirelli Scorpion Race M and T combination in the EN casing is also high on the list of recommended tyres for Enduro racing.

Which ones are best for e-bikes?

E-bike riders are hard on their kit, plain and simple. This is primarily due to the increased mileage they can complete thanks to the motor assistance, and also due to the increased system weight that an EMTB carries over a normal bike. As such, a long lasting and durable tyre should be front of mind for any e-bike rider. Goodyear’s Newton front and rear specific tyres fit that mould. While their tread may not have the chemical grip of some others on test, they are very hard wearing and still provide plenty of braking performance – a key when trying to stop a big E bike. Furthermore, their dual-ply reinforced casing is beautifully supple while also providing plenty of support and a tight fit to the bead, all things that should be on any e-bike riders shopping list. But any of the brands that have a variety of casings and rubber compounds are also worth looking at.

I occasionally commute to the trails on my mountain bike, which ones last the longest and roll the fastest?

Pirelli’s Scorpion Enduro M and R proved to be a fast rolling, hard wearing combination during Hayden’s testing time. While they do not offer the all-out traction of their ‘Race’ counterparts, these tyres offer good traction on hardpack soils while also rolling noticeably faster than any other tyres in his group. A fast rolling tyre can really accentuate the more mellow trails on your local loop, as you end up carrying much more speed through pedally sections and into turns. That leads to later braking points, more exit speed and in general a much more enjoyable experience than what you would have using a big, soft gravity tyre on the same trail.

I always slide out in loose conditions – which tyres should I use?

There’s a lot to look at here, but tyres like the Assegai, Vittoria Mazza, Pirelli Scorpion Race M, Continental Kryptotal and others are worth a look. Overall, look at your position on the bike as well as tyre setup. Many of the tyres tested work best when pushed hard, suiting pilots and not passengers, this includes the Schwalbe models and Michelin tyres.

I get a lot of pinch flats on rock – what tyres would help?

This is likely more to do with setup, but if you’ve got your tyre pressure right, look to the casings. The CST Gravateer, Maxxis tyres with the Double Down, Vittoria Enduro Race, Goodyear tyres, Continental, Pirelli and Michelin all have strong casings. Look at what you’re using and see what a step up in strength is.

If I don’t want to change tyres all the time what are the best all-rounders?

While they are a premium, the Continental Kryptotal EN Soft Compound come highly regarded. The Bontrager XR5 and XR6 are also a hard wearing mixed condition option for fast and hardpacked trails, as is a Schwalbe Tacky Chan and Hans Dampf. The Specialized models are great all-rounders in the setup tested by Hayden, and great value – as are the Pirelli Scorpion Enduro pairing.

I am on a tight budget, which offer the best value?

CST’s Gravateer completely blew our test riders away. Not only is it one of the cheapest on test, but it offers performance that is very similar to that of those tyres which are nearly double the cost. Ben specifically enjoyed the DH casing on the Gravateer, which offered a supple and supportive ride character. Further to this, the Gravateer’s combination of grip and rolling speed was also a surprise, thanks primarily to a Minion DHF-esq tread pattern. Given its thick, robust construction this tyre should last long enough to actually wear out the tread, proving this $85 tyre to be a real wolf in sheep’s clothing. If you are looking for something a little lighter and faster rolling, the Butcher or Eliminator from Specialized in the Grid Trail casing are worth your attention. Hayden was impressed with the rolling speed and consistent lean angle traction of this pair, so much so that they’ve become a permanent fixture on his trail hardtail after the group testing was complete.