Motorcycle tire test 2013: Michelin Anakee III (3)

To play at the forefront of the category of big road trails, high and new technology showcase holder manufacturers range segment, Michelin did not skimp on resources. Exit the technologies used on Anakee II 10 years old, the manufacturer is left almost from scratch to offer the Anakee III, a new tire that is intended for 90% road use and 10% off-road .
And what better challenge than to equip the OE standard meter of the class, the new BMW R 1200 GS ? Michelin ad indeed proudly after three and a half years of work and co-development with the German manufacturer, the French brand makes a technological leap that allows him to strap in 3 Anakee not less than 80% of the new GS factory outlets.
Michelin Anakee III has been designed for the 1200 GS "water", but it is also supposed to bring the best Michelin technology to the entire family trail, whether medium and large cars. The sudden plethora of sizes are available, including a 21 "front, radial or diagonal versions. All are expected to bring more longevity than the bestsellers of this market, but also better stability (single or double, with or without luggage) and increased ease of driving. This is what we could check on the roads in the region of the Algarve. Cap on Portugal!

His majesty is served!

In honor where honor, we begin our testing aboard the Queen Max trails, the BMW R 1200 GS 2013 . A motorcycle that we know well, having long frequented during our comparative wholesale trails 2013 . After riding the "flat fleet equipped with Metzeler Tourance Next, we are so connected to the road by three Michelin Anakee.
But more than making a hasty comparison between these two mounted - the driving conditions between Creuse Algarve being totally different effect - we will remember our first meeting with the three Anakee its reassuring character, not really even on dry pavement.
Launched at the heart of South Portugal eucalyptus forests, roads still dotted with patches of dew, grip offered by the Michelin Anakee III appears to be satisfactory, and the rise of optimal information to anticipate any cop.
Moreover, we urge the Vice reach the limits, to see our machines are equipped with traction control Our mistakes are forgiven without damage. Besides the compound of the tread 100% silica announced as catchier wet, stiffness and very rounded profile of the tire undoubtedly play an important role in giving us this feeling.
Returning to the Portimao circuit speed, the route is now completely dry and 80 kilometers from ideal next winding roads to take the state of sportsmanship Anakee 3.

More road than ever

The Anakee 3 is the road Anakee 2, with a grooving rate of 20%, whereas it was 30% on the Anakee 2. More importantly, it allows a more sporty driving sensations key. Whatever our frame - Honda Crosstourer 1200 , Triumph Tiger 800 , BMW R 1200 GS - its unique frame absorbs the sudden acceleration such as hard braking without deforming excessively.
But most impressive remains its behavior curve. Already putting on the very gradual angle easy entry. Once the big trail stalled on the track, the tire been neutral and offers comparable to a roadster up grip. Again its rigidity allows it to absorb the lateral force without much distortion and provides its sculptures offers more wide smooth surfaces on the shoulders.
With such a grip tread compound can imagine quite tender. Where our questions regarding the longevity of this new tire, although Michelin tries to reassure us on this point. According to studies conducted in-house, the Anakee III would be able to travel more miles than the Anakee II, and even 25% more than the Metzeler Tourance EXP (now replaced by the Tourance Next).
This latter result is certified by a study conducted by DEKRA, but obviously controlled by the Clermont manufacturer. We remain skeptical about the conclusions of this organization and therefore prefer to wait your feedback in the maxitest Moto-Station .

Sculptures in the sculpture

With its forms and unusual bleeding, composed of central strips bevelled, the Michelin Anakee 3 is pleasing to the eye but also through its "sculptures in the sculpture," which act like small claws, the Anakee II should provide even more contact wearing, but also on furniture surfaces.
Again, impossible for us to check: for this test trail, Bibendum had not planned to take us off the beaten track. Shame! Moreover, to meet the expectations of those who remain faithful to the true trail philosophy, Michelin Anakee dégainera in June the Wild, a radial tire studs for use 50% road 50% off road.
Currently, our ultimate test focuses on the handling of the Anakee 3 and feeling transmitted by the front tire. The comparative workshop with Michelin Anakee II (same pressure checked) shows us that the Anakee III is more intuitive guide, and more reassuring to evolve from a tight to each other, the two leading really feel down when the angle exceeds 15 °.

Conclusion: Less versatile but more in tune with the times

If the Michelin Anakee 3 brings some comfort, our rolling on asphalt pace has revealed its sportiness. Its very good dynamic behavior on the road can make the best road building large modern trails. Unfortunately, we find that, given the previous generation, it loses its versatility.
With the upcoming release of the Anakee Wild, more likely to venture into the hollow roads, the choice seems clear Michelin and finally appropriate to user requests. With two references, the new French line is clear: The Anakee 3 for the road, the Wild Anakee for all land.

F6B Honda Gold Wing: To remember

Practice:

Price: € 23,990 (at 11/04/13) Colors: Black, Red Warranty: Two years parts and labor, unlimited mileage Availability: Immediate

Engine

Unsurprisingly, F6B takes exactly the technical basis of the standard GL 1800 Gold Wing, namely his famous boxer 6-cylinder 1832 cm3 and its shaft drive and gimbal mounted in a frame aluminimum sized up to the claims of the beast. You will find everything detailed in this test GL 1800 Gold Wing description here .
Nevertheless, the engine of F6B differs in some details. A new mapping is used to limit emissions, associated with HECS3 system (Honda Evolution Catalysing System 3) that incorporates a 3-way catalyst. The differences are imperceptible to drive all that power and torque values ​​do not change. To be confirmed in a larger trial, we have seen here eating this F6B less than 6 km l./100 a wasteful rate, which is very reasonable given the capacity and weight of this luxurious GT . The usual engine speed - very low 2300 r / min at 90 km / h and 3400 rev / min to 130 km / h (counter) - partly explains this result.
A note for reasons of weight and cost The manufacturer has removed the famous electric reverse - yet handy when it comes to maneuvering the bike of 400 kg - and the equally useful control electro-mechanical speed (highway), together accounting for 5 and 3 kg.
If one understands the economic reasons for their absence here, it is unfortunate that these facilities are not at least available as an option to the command (as in BMW, for example).

Warning, this is part of the cycle of the GL 1800 Gold Wing, which differs visually by the color of its frame, its electric reverse and back steps instead of simple footrest on F6B.

Chassis

The effect is misleading: relieved of its generous top box and features a redesigned seat, the F6B seems lower than a standard Gold Wing. There is nothing, however, geometry and ground clearance particular are identical, only the seat height reduced by 15 mm to 725 mm now, having been reviewed. The side panels are slightly retouched. For the rest, the new custom touring Honda retains its strong twin-spar aluminum frame, its pro-link rear suspension and solid fork (diameter 45 mm) with a rare hydraulic anti-dive device. The famous and great coupled CBS-ABS braking is also in the game, including its large rear 316 mm disc, we seek more than on lighter bikes to slow down this road imposing vessel, while two discs before reinforcements come on heavy braking. Despite the power of all, we must still keep in mind the inertia of the bike, while enjoying once again the stability of large slowdowns.

Equipment

It is mainly on the post that F6B differs significantly from the Gold Wing. If you immediately notice its truncated bubble removal of top box (- 20 kg, added to - 8 kg earned on the engine) filled with an aesthetic plastic cover, its plain colors (black or red) extended to cover receiver, the new Honda bagger also hides some less pleasant gaps on a motorcycle still charged € 23,990 (at 12/04/13). In addition to the cruise control and electric reverse, it is also the system preload adjustment of the damper which is the cost of this category change. Previously housed in the dashboard, it is replaced by a knob unfortunately hidden behind the right side cover: not practical if you need to edit the setting regularly depending on the load, solo or duo. GPS is also conspicuously absent, as well as the airbag replaced by a glove box with a capacity of 2.8 liters. Two other small compartments are provided in the back of the fairing. The old mechanical height adjustment bubble disappears too, but we do not want him, given the height of its replacement.
vested in the passenger space is also changing significantly. Now the private folder top box and its speakers, this one is not less pampered by a spacious seat and footrest down, instead of the old steps. Accessories catalog Honda also offers the ability to install on F6B a sissy bar for the passenger to lean on the lower back and thus relieve his arms, the side handles are hardly effective to maintain during acceleration.
's panniers retain their capacity of 51 liters, and allow each shelter a full face helmet. Amputee two speakers and handicapped by the low bubble, the whole stereo is less relevant on F6B in any case beyond the 90 km / h. They have four speakers placed in front of the driver and allows you to connect devices such iPod via USB.

F6B, Honda accessories:

- Heated grips 5 positions 
- High windshield 
- Backrest Seat 
- Rack 
- Main Stand 
- Fog lights 
- Chrome handlebar tips 
- Extension fender chrome 
- Billet axis swing arm chrome 
- chrome side stand 
- dust cover

Motorcycle tire test 2013 Pirelli Angel GT

For the launch of its Angel, Dunlop put dishes in the - very - large and offers us as a theater of this presentation spearhead the Italian Navy: the aircraft carrier Cavour. Press conference halls operational briefing, lunch at the officers' mess and wet braking test on the flight deck is the first half-day of this trial. The next day we will have four sessions on the circuit handling the technical center of Nardo. In short, what this somewhat tortured Pirelli Angel GT and take your eyes!

Salute

Upon entering this giant metal - 220 meters long and 27 000 tonnes! - What the Cavour, we say we are lucky because it is very rare for civilians to walk the bridge of this type of warship. The rise of the flight by the aircraft elevators way Top Gun deck, with guest star Giacomo Agostini, impress your guests!
front of us, Kawasaki Z1000SX ABS equipped with Pirelli Angel GT, the runway covered with seawater and the Admiralty fleet. It throws! This workshop will consist of a braking test from 90 to 0 km / h in the wet, just to gauge progress in this area by the Pirelli Angel GT compared to the Angel ST. In our comparison of tires Sports / GT, the latter effect, we had not convinced on this point. Investment in early bridge starting signal and go.

Apontage succeeded!

In the first run, the tires are cold, and that's a good thing to judge the immediate effectiveness of the Pirelli Angel GT. The benchmark braking force I grab with the right lever. Fork dive, the tire hits the tarmac and deceleration produced not long a net stop the machine. Good stability and little trigger anti-lock:. Lot
Second test, this time it is no restraint that I grab the brake: the same conclusion or almost the ABS kicks in but finally not much work to do, so hang it on the ground is good. The last attempt confirm the sensations and even if the strong grip of the flight deck and the non-uniform moisture benefit the Angel GT, progress, however, seems very real.

More stable Agile

Having had the chance to attend the start of the sea of Cavour (with its six diesel engines developing 100 000 ... horses!), Here we are now inside the technical center of Nardo. The weather is good, and among the great range of machines available, I head for my first session to a Yamaha FZ8 Fazer ABS. The first loops performed at a moderate pace highlight stability.
's Yamaha, although flexible set, not tacks at full load, although a small blur of the front is emerging in the fast curves. Nothing bad, but the feedback we lose the tire for a few seconds. Forcing the pace, one quickly reaches the limits of the machine, but not the tire. It is time to change horses for something more rigorous.

Big promotion on the grip

At the helm of the powerful and rigid Yamaha R1, I think now be able to push the Angel GT into a corner. And once the new pins similar track and the machine well in hand, I decided to attack. First observation, the light (and short) blur is still there, even if it is more discreet on the Yamaha superbike. The big left curve after the pit straight as we approach more than 250 km / h, which closes will be my test location during the day to highlight this phenomenon.
During heavy braking against by the front tire is perfect. The carcass crashes under duress, gum does not answer and you can start tipping the bike on the corner without a problem, as the transition is discreet profile, progressive. Another good point: the neutrality of the Pirelli Angel GT if the brake lever on the angle you catch. The bike just does not move. When I extirpate the turn, the heavy load of 4 cylinders crossplane happens to be lacking the excellent adhesion of the rear tire.
At full power zone and interim reports, the Pirelli Angel GT wins, but returns to its line with TCS traction control R1. Pressing the button a little muzzles and I support this, too intrusive for my taste, in the middle position. Now, sliding are more pronounced. The tire landed a blow, but the shifting movement is relatively small, before hanging up just as quickly, and leave the same way soon after. We then end up with a machine that moves a little around his steering column, but it is very healthy and it is not necessarily required to continue to ease. Even after a brisk session, no performance loss is a lament, consistency is good.

Lambada in German

Session Three: I go on a BMW R1200R to see if the technical features of the Bavarian roadster chassis adapts well to the new Pirelli. The front of the German Telelever reduces blur felt a little far, serenity is greater. The grip is still important, both at the front and rear, however even giving big blip when downshifting, the rear wheel locks and creates a lot of movement. A brake test on the angle when approaching a hairpin turn will cost me a good session lambada! Forcing the machine to its line, the motion stops, but this is not very reassuring, and I have to manage these scans - a much lesser extent, fortunately - throughout my session . I must say that I push the BMW in its farthest limits ... and two towers at a normal pace did not reveal the problem. 
To check if this is not the agreement toggle / Angel GT that problem, I take the keys of the Yamaha FJR 1300, another machine equipped with a transmission shaft. After a phase of grip, I take the Yamaha GT tease Pirelli. Despite its heavy weight, the FJR is left lead with ease and comfort - thank you progressive profile Angel GT! - And it does not take long to arrive after the ground clearance of the machine. The footrest rub with love bitumen and soft suspensions require the bike waves full load in large curves. Short stall / hang-recorded with R1 earlier in the day can be found here accentuated by the inertia of the moving mass, but again this is very healthy and it feels safe.

Conclusion: A significant improvement to be confirmed on the road

Difficult to find fault with the new Pirelli Angel GT on this presentation. The grip is important, both in the front and the rear, the announced escalation is there and the DNA of the sport certainly this brand. Only a small reservation on the little fuzzy felt largely prevents the curve to the no-fault (in the dry) but once seated on the corner, nothing to say. The wet grip seems to have made a leap forward, but only one test in more normal conditions will confirm (the grip with a flight deck of aircraft carrier is not quite the same as our roads!)

Protection test TT Enduro Cross: Stone guard Alpinestars A-10

Equipped with the rockfall Alpinestars A10, we rolled into various test in order to deliver our print this protection dedicated to the motorcycle offroad conditions. However, these conditions have been limited largely to motocross. The reason is simple ... The Alpinestars A10 is clearly a protection designed to be worn over the shirt motorcycle. Indeed, imposing shoulder but also protection at the broad belly does not make it a pleasant and practical protection - not very aesthetic, for that matter - to be worn under a shirt. Under these conditions, therefore difficult to use the rockfall Alpinestars Enduro discipline where most of the time you wear a jacket. It does not go below ... and it is better to forget! That the outset limit the range of the A-10.

Lightweight for A10

When put on the front stone Alpinestars A10, we appreciate on its lightness. After an initial inconclusive test, the rockfall not staying in place during a tour of land, a return to the starting point is needed. This defect will allow to see that the height adjustment front and behind the shoulders - BTR screw - is quite effective. Once done, the rockfall TT is in place and is forgotten.
Overall ergonomics of the A10 is good, thick foam shoulder pads provide some comfort. The rigid parts of the rockfall cross Alpinestars are connected to one another by a flexible material, which allows the protection to properly follow the movements of the body. We can not complain much about the A10 from an ergonomic point of view. Whatever ...

SNB only

Stones ... this barrier is designed to accommodate a neck protection. Therefore, it has a removable portion at the front and a notch in the back to slide the "hind leg" of a neck brace. If you have a Bionic Neck Support - the neck brace at home Alpinestars - no worries, it's perfect. But it spoils quickly if, like us, you try to associate the A10 a Leatt Brace. As for the other neck protection (Omega Ortema, Moveo ...), they will not find any of their place on the Alpinestars A-10, it is said.

Maybe a little too light?

In practice, we appreciate the maximum ventilation rockfall Alpinestars in hot, a little less when riding in the mud. There is also a detail mud revealed: the straps A10 just be clipped on each side of the abdominal area. And when we passed a handle to make plastering by friends, mud tends to pinch clips. Side protection, the facial part encompasses much torso and abs and shoulder pads are quite reassuring. For the backbone, there is not necessarily anything to complain about, but for someone who used to wear protective vests, be published this very (too?) Light.

Practice the rockfall, but ...

Finally, from a practical point of view, it is good, but not quite reached this rockfall Alpinestars A10. Thus, we can remove all the inner foam to wash. They are mostly maintained by pressure, but even Velcro to the plastic. So far, no problem, the idea is pretty good, except that the scratches in the plastic part tend to come with foam. It does not really. Rest assured, pressures provide the necessary support to avoid losing foams and suddenly, the good news is that the rockfall and foams accept wash pressure washer.

Balance Alpinestars A10: Could do better, much better!

Light, airy and rather practical qualities to be recognized Alpinestars A10 well. However it is not completely convinced by this dedicated to motocross rockfall. Cutting inconvenient inducing limited use, quality of finish is not up to this qu'Alpinestars is used to present, especially at 149 € breastplate ... In short, a first-generation firewall stones-which leaves us rather unsatisfied. The last born from Alpinestars A-8, however, we seem more successful.

Ducati Diavel Strada: Remeber

Practice

Price: € 19,690 (at 17/04/2013) Availability: immediate Colours: anthracite Warranty: Two years parts and labor, unlimited mileage 

Engine

The Ducati Diavel Strada remains faithful to block Testastretta 11 ° initiated on the Diavel. As the Multistrada 1200, the drawing of the camshafts was revised compared to superbikes brand to increase flexibility at low speeds, improve roundness and combustion cycle operation favoring close explosions. The sports genes remain, and if twin L agrees to take 2 000 r / min on intermediaries, its approval is less in its evolution at low speeds in the rhythm changes.
Strada The Diavel takes the trappings of audience the standard Diavel as ride-by-wire, three engine mapping (Sport, Touring and Urban) or the Ducati Traction Control adjustable from 1 to 8 and unplugging the environment. Maintenance side, the range of revisions is 12 000 km or one year and the valve adjustment with belt replacement is 24 000 km by simple precaution.

Chassis

Ducati has taken the entire chassis of the Diavel Strada while we expected a reinforced rear loop framework to support the luggage. Given the limited amount of it, it probably has not been deemed necessary to change this part of the frame. The steel mesh is also unchanged at the front, just like the beautiful aluminum swingarm. The side plates, aluminum also are receiving mixed back loop (underbody and wheel are made ​​of polymer).
Turntables footrest are different to match the philosophy of the Ducati Diavel GT Strada. The controls are slightly advanced, the footrest back incorporate the anchor points of the classic version, but the elevated seating and remote provides more space to unfold the legs. Wider and more curved towards the driver, the new handlebar is designed to relieve the shoulders and allow a more upright posture.
rims to 14 branches involved in the visual signature of the Diavel in the purest spirit custom. The rear wheel off 8 inches and huge Pirelli off 240 mm impress. The brakes have nothing to envy to a sport radial Brembo calipers, master cylinders upscale, progressive and accurate ABS. Kerb weight is announced against 245 kg 239 kg for the standard Diavel.

Equipment / Manufacture

The finish of the Ducati Diavel Strada is truly remarkable. Nothing out of the ordinary considering the price of the beast ... Ducati has some very neat visual details to stop: wheels, trim, exhaust ... The dashboard, rich in information, is divided into two parts, one located on the reservoir. This brings in the idea of instrumentation Yamaha V Max. Readability is average and it is necessary to leave the road ahead to read certain information. A 12 V takes place next to the counter.
equipment Strada this version includes a comfort seat with sissy bar, detachable bags and windshield. Removable via a key lock different from the ignition, the suitcases are not inhabitable: just enough to bring rain suit, U-lock and a few trinkets. The windshield provides a protection varies depending on the size of the pilot: it can save the bust or just let it slide drops of water to the height of the driver's helmet ...

 

KTM 390 Duke: To remember

Practice

Price: € 5,090 (au18/04/2013) Colors: single, white and orange Warranty: Two years parts and labor, unlimited mileage Availability: June 2013 

Engine

The KTM Duke 390 has a brand new engine 375 cm3 assembled on a specific chain Bajaj factory in India. Internal dimensions favor the bore at the expense of the race (type super square, showing 89 mm piston diameter and stroke 60 mm) to allow an interesting power, thanks to a high maximum speed (for a single, is 9500 rev / min for maximum power) and optimized via large filling valve. This "small" 4-stroke technology obviously inherits single drum home. Weighing only 36 kg, it has trees superposed box (more compact housings), a forged piston, a treaty Nikasil cylinder, DOHC and hard rockers treated carbon to extend their life and reduce friction at distribution.
pollution is at the heart of the concerns of motorists, the 375 cm3 has a dual ignition to optimize combustion and fuel injection to reduce consumption. Made in collaboration with Keihin electronic fuel injection that also allows to easily adapt the motor power to the regulation of the new European A2 motorcycle license. Developing Series 44 horses, 390 Duke can be easily clamped to 40 horsepower through a specific mapping.
's exhaust - located under the engine to refocus the masses - has three plenum and a catalytic device regulated. Lubrication is carried out by a high-speed pump for discharging the oil and also the better the pressure within the housing (as in the other single drum of the mark including LC4). The range of revisions is 7 500 km mainly to monitor the proper functioning of the engine and drain the oil as (quantity and quality) is also of crucial importance to a small displacement (partly due to the low capacity wet casings).

Chassis

Part of the KTM 390 Duke uses a known pattern with a steel mesh that mixes perfectly round tubes and other ovals. He is one with the back loop (a loop back bolt was probably more expensive to produce). Yet it would be an argument during a slide, when only the back loop requires replacement.
The swingarm is made ​​of aluminum die-cast: a manufacturing method that was able to show profitable long. As the frame is produced by Indian subcontractors Bajaj. Alloy wheels come for their Chinese subcontractors while the brake calipers branded Bybre - for "By Brembo" - are actually made ​​by an Indian subsidiary of the Italian manufacturer. The ABS is entrusted to a master in the field, namely Bosch specialist team that the 390 Duke of 9MB disconnectable system. The WP suspension are very convincing for a bike in this category. However, only the shock absorber has a preload adjustment.

Equipment - Manufacturing

To € 5,090 with ABS detachable series, we must recognize that the KTM Duke 390 has a very honest quality workmanship. While the color is unique and some electrical connections right side deserve more discretion. However, the 390 Duke looks good and it is clear that KTM has more to catch up on the volumes on the gross margin of the vehicle, as is usually the case in small cars.
Regarding equipment, appreciates presence passenger handles less volume very small trunk mounted under the seat. The dashboard is modern, fully digital, and takes the shape of the KTM 125/200 Duke. Very complete and quite readable, it provides information on speed, engine speed, gear, average consumption and the remaining distance to empty. It also includes a clock, two trips, fuel gauge, engine temperature remains one of very high even in normal use graduations.
We deplore the absence of adjustments to the brake and clutch, always useful for small hands, especially women who are probably also interested in the 390 Duke.

Motorcycle tire test 2013: Michelin Power SuperSport

Since the advent of air-Sport GT Michelin Pilot Road 3 (PR3) two years ago, Michelin Road range has been completely redesigned. Michelin Power Cup Power Slick and the track last year, Michelin Pilot Power 3 and Power Super Sport:. Now, with five references to the catalog, road range of Michelin for sparser and recent
Featuring rate grooving of 7.5%, the new Michelin Power SuperSport comes between the Power Cup (5% grooving, use 95% track) and the Michelin Pilot Power 3 (10% grooving, 15% track). So Bidendum calls this new rides for a novel use: Trail 50% / 50% road.
But the way, we shall not do during the presentation press the Power SuperSport. As a justice of the peace, it is indeed a demanding course of Portimao circuit which should allow us to take the first information about the sportsmanship and endurance sports new pneumatic radial French.
Moreover, the 600 to 1000 cm3, a nice range of sports purring in the pits are now more than we expected! But before going solo grind our sliders on the Portuguese track, our guests have concocted a small studio handling (at handlebars BMW S1000RR), to compare the Power Pilot Power and SuperSport 3, the two new models built on same mold.

Same basis as the Pilot Power 3, but more rigid

He might have the same type of cuts that the Power Cup (in greater numbers anyway!), The Michelin Power SuperSport is inherently closer to the new Pilot Power III, using the same quality of rubber 100% silica.
His HMS frame also uses the same materials, but its structure is different, allowing him to make a 12% greater rigidity. Such as road / sport PP3 Power SuperSport also uses the latest generation Michelin dual compound on the rear tire. This is the 2CD + technology, which combines a hard rubber on the tread with soft parts on the shoulders but novelty, parts of hard rubber placed under the soft parts can enhance the rigidity of the tire - which suddenly more easily accept the low pressure track.
However, unlike the Pilot Power 3, if installed at the rear of the central part gum is the same, the soft parts of the shoulders are more on SuperSport. Finally in terms of their profile, these two innovations are also different, the Supersport is more rounded than the PP3, with 2 mm gap at the top of the tire and 1 mm gap on the shoulders.
On Workshop handling, where we live on the German superbike at moderate speed between cones, we are invited to compare the Pilot Power in Power SuperSport 3 (with the manufacturer's recommended standard pressure). Here, the PP3 is more maneuverable than the SuperSport directivity is better, which made ​​it feel with the Super Power the machine direction is heavier. At low speeds it means! This feeling she lasted in attack mode? Riding a Yamaha R6, the first trial frame, let's get to the heart of the matter.

Getting Express legs

Excited at the idea of driving on the Portimao circuit, but your servant began his first session with the greatest caution. Not to heat the Michelin Power SuperSport - their actuation is very fast, we see with joy - but to save the Portuguese circuit, where fast blind corners and braking on the angle on slopes abound. Very impressive!
So on this first session of six rounds, without really brutalize our supersport with three forks, so for now we seem really happy with the grip of the tires, it is above all the agility afforded the nosewheel surprises us. Yamaha R6 and floor shows ultra keen on the angle changes and a formidable placement accuracy: bode well for the last trajecter fast right down to the pit lane.
It tumbles to the bottom of 2 end to end around the 270 km / h (over 280 km / h for the sharpest). But before going to the stands, a slight bump is lift the front, initiating a strong bars shake Point reassuring. Pilot error! On the next bus with a lightweight front, it should go to bed about the machine keeping more support on the handlebars.

Michelin Power SuperSport: Easy guide and grip

Second session, this time aboard the Triumph Daytona 675 R fitted with Michelin Supersport cold pressure was lowered: 2.1 bar front, 1.7 rear. By using blankets, we can even go down to 1.5 bar in the back if we are to believe the Clermont manufacturer.
Thus, the contact surface soil increases: it would be even higher than 52% when the it evolves on the shoulders of the tire where the grooves are less numerous. Result: The power goes perfectly, even during violent reminders throughout the next six rounds. For the moment, no stall deplore and yet the pace has accelerated dramatically aboard the torquey English.
announced the sporting potential is real and the performance of Michelin Power SuperSport are constants. On hard braking, the envelope front cup slightly, which can give a feeling of stepdown. But guiding the bike is very good, intuitive, and easy to put on and progressive angle, unnecessary force. Cornering grip and is therefore maintaining optimal course. The feeling is good, making instant sensations. In short, there is trust!

Hello, it's going to get!

The handlebars of the Aprilia RSV4 Factory - free version of it goes without saying - is now perceived the limits of traction on our test up. Stalled on the Sport mode of the superbike Noale - with traction control less intrusive than the standard mapping, but a little on the Track mode - back wins kindly to overshoot at two locations circuit. In the left two pins that make up the Portuguese circuit, with right turns are much more numerous. Fortunately, the Michelin Power SuperSport is causing the handle and it relieves even before the traction control comes into action.
The end of the session riding the Aprilia confirms the impressions collected on less powerful supersport. Tires obey the eye but also to the fingers of the driver, keeping perfectly straight trajectories and feel simply great. The wear observed at the end of travel is reasonable, while our machine to chain tricks and testers throughout the afternoon.

Conclusion: Gold for the occasional track racers!

With Power SuperSport, Michelin offers more sports of us to have a successful riding on the track, more versatile than its Power Cup almost exclusively for the track (95%).
Besides the general good feeling that gives his 100% silica compound, smooth parts of shoulder and the possibility of adopting the low pressure end, it provide great grip and precision on the angle. Will delight those who venture 3-4 times on the track this year, but also run on road everyday.
Unfortunately, we were unable to test this tire combined use. On the road, we imagine the Power SuperSport equally effective, but what about his comfort, his grip on wet or longevity? On this last question, Michelin is reassuring. New study commissioned DEKRA to support, says Bibendum indeed have a longer life to its main competitors, Pirelli Diablo Rosso Corsa and Metzeller Racetec Interact K3 head.
impossible for us to check for the moment, however, before comparison, through next maxitest you might fill, we can draw on this (among others) valuable information.