WTB has come out swinging in 2010 with a new and much improved product line for downhill bikes. Three items in particular stand out as products with excellent value: WTB Laserdisc DH Wheels, Dissent tires and Aviator saddle.

LaserDisc DH Wheels

WTB designed the LaserDisc DH Wheelset for downhill racers and performance-minded riders looking to shed weight off their bike without compromising strength. These wheels weigh in at 2195 grams, putting them in the same class as the 2010 Mavic Deemax UST wheel set, which weigh 2160 grams. As WTB’s burliest wheel set, they also promise to be strong. The LaserDisc DH is built from 34mm wide LaserDisc DH rims, 32 double butted WTB spokes, brass nipples and WTB Super Duty hubs. MSRP is $830 for the set, about $250 less than Mavic Deemax UST’s.

First Impression

So far these wheels are holding up very well. After numerous days at the local indoor bike park, Joyride 150, the LaserDisc DH wheels are spinning true and problem free. Unless you already own high-end DH wheels, the LaserDisc DH’s will make your downhill bike faster. The low weight allows them to accelerate quickly and the high quality cartridge bearings roll easily to help you maintain speed. These wheels are also very stiff and I haven’t felt noticeable flex yet. They look decent and have a pleasantly quiet freehub. Stay tuned for a full review of the LaserDisc DH wheels in the spring. I’m excited to see how these wheels perform on the local DH trails as well as at big resorts.

Dissent 2.5 Tires

WTB claims to have vastly improved the Dissent 2.5 for 2010. In 2009, many riders complained that the Dissent 2.5 was great in dry conditions but terrible in the wet. Too many center knobs caused the tire to clog with mud while the spacing between center and side knobs was too narrow for aggressive cornering. WTB responded by releasing the Dissent 2.3, designed and tweaked on the World Cup circuit by Fabien Barel and the Subaru/Mondraker team. The Dissent 2.3 featured more space between the center knobs for increased braking power and a wider channel between the center and side knobs to improve cornering, especially in wet and loose conditions. The Dissent 2.3 turned out to be a very popular tire in 2009 because, unlike the old 2.5, it excelled in conditions ranging from dry to wet and hardpack to loose.

For 2010, WTB has applied lessons learned with the Dissent 2.3 to the wider 2.5 version. This means there is even more space between knobs, which increases braking and cornering traction in all conditions and solve the problems that plagued the 2009 Dissent 2.5. The 2010 Dissent 2.5 features 50a soft compound rubber and a nylon insert called “inner peace” that helps reduce flats. The tire also comes in 2 sidewall thicknesses - DH and Race. The DH tire is designed to hold up to shuttle runs and park days while the lighter, race version is design for all-mountain and freeride applications. The DH version costs $60 while the Race version costs $50, which is average for a performance DH tire. Fabian Barel and the Subaru/Mondraker team will be using the 2.3 and 2.5 versions of the Dissent on the World Cup circuit in 2010.

First Impression

I installed the Dissent 2.5 tires on my LaserDisc DH wheels and set off to Joyride 150 for a couple impressive test laps. The Dissent 2.5’s roll very well for soft compound downhill tires and have great cornering and braking bite on wood surfaces. The low rolling resistance will be great on Eastern DH racetracks where pedaling and speed are key components in making the podium.

The Dissent 2.5’s are a tight fit on most rims and can cause some difficulties. I was able to mount the tire fine but getting the bead seated was difficult. After lubricating the bead with soapy water and inflating the tire to 40psi I was able to get the tire seated properly.

The Dissent 2.5’s are wide, high profile tires. This allows you to run slightly lower pressures than other tires without increasing the probability of a flat. At 1379 grams this is an average weight DH tire. Stay tuned for a full review in the spring - I’m stoked to see how these tires will perform on the rough, wet downhills we have here on the East Coast!

Aviator Saddle

New for 2010, the Aviator is WTB’s premier DH saddle. The WTB Aviator is covered by the same material that Carhartt uses for their jeans so it resists tearing and stains. The circumference of the saddle is covered by a rubber strip, offering more grip and abrasion resistant corners. The oversized 8mm chromoly rails resist bending and the comfort zone cut-out, soft padding, and flex-tuned shell make it suitable for long days in the saddle. The Aviator weighs 315 grams, about average for a normal saddle and lightweight for a DH saddle. MSRP is $80, about right for a high-end DH saddle. I’ve already spent quite a lot of time on this saddle and I have written a full review, which can be found here.

The Verdict

WTB offers some excellent DH products at very competitive prices and weights for 2010. The LaserDisc DH wheels are race-light and have been sturdy so far; the Dissent 2.5 tires promise to be a great set of tires and the Aviator Saddle is very tough, good looking, and light. I think we’ll be seeing a lot more WTB products on DH bikes this year!

Thanks to WTB for providing the LaserDisc DH Wheels, Dissent 2.5 Tires and Aviator Saddle for review

In mountain biking there are very few “classic” designs that haven’t been torn to shreds over the years as tech advances to produce bigger and better MTB components. Sometimes, though, designers and engineers hit upon a design so effective that it withstands the test of time with very few tweaks over the years. The Maxxis CrossMark mountain bike tire is proving itself to be one of those product designs.

On a recent group ride at Yellow River, 3 out of 7 of us were riding CrossMark tires which isn’t too surprising given the versatility of these skins. The CrossMark features a directional tire tread with ramped intermediate knobs that can be ridden front or rear (or both), depending on conditions. As a front tire the CrossMark is tough to beat but if you’re riding in loose to muddy conditions you may want a rear tire with a little more bite (the Maxxis Ardent is a good choice). On hardpack trails the CrossMark rolls fast and efficient thanks to tightly-spaced center knobs while the raised and slightly wider spaced side knobs bite well in corners.

At 605g each, the CrossMark 29 is a fairly light tire, thanks in part to the lightweight 60 TPI casing. For those who aren’t familiar, TPI stands for “threads per inch” where the threads are part of the cloth reinforcement embedded into the tire rubber. A higher TPI allows for thinner tire walls which makes the tire more supple and lighter but also weakens the sidewalls, making them more likely to be damaged by rocks and sticks on the trail. At 60 TPI the CrossMark 29 is a durable tire that will stand up to a lot of abuse. For weight weenies with 26″-wheel bikes, the CrossMark also comes in a 120 TPI version for a roughly 10% weight savings.

Many tires claim to be low rolling resistance and sadly there isn’t a widely used measurement of rolling resistance out there (though in theory a test should be easy enough to develop). For me the best test is taking a mountain bike tire out on the road and listening to it hum. A loud tire on the road signals a tire that’s sucking energy while a relatively quiet one signals good efficiency. The CrossMark 29 passed the road test with flying colors and felt smooth with very little noticeable vibration on smooth surfaces.

Mud clearing ability is important for any XC tire and even though the CrossMark 29 isn’t designed for muddy conditions, the tire does a decent job at shedding the big stuff thanks to the moderate-to-shallow tread depth. The tiny cross pattern in the center does make it tough to get the tire completely clean and in my tests even miles of pavement couldn’t loose some of the stickiest bits.

The CrossMark 29 is faithful big wheel extension of the venerated CrossMark design and is a versatile tire any XC rider can appreciate. Blending high rolling efficiency with decent cornering control, the CrossMark is a big-wheel-friendly tire that is a solid choice for a wide variety of conditions. Get the CrossMark and you’ll always be in good company when you’re out on the trail.

Thanks to the folks at Maxxis for providing these tires for review.

Here is an exciting new tire for those of you who are inspired by going really fast on your XC bike. The Maxxis Aspen 26×2.25 (also available in 26×2.10) is new to the Maxxis XC tire line-up and is a high volume, fast rolling tire that promises to deliver for mile after mile.

The 26×2.25 Aspen is a great balance between light weight (695 grams) (475 g for the 26 x 2.10 120tpi), durability, and traction. The race-inspired center tread is a low chevron, 3mm in height, that grips well enough in most terrain. The tread pattern depth increases to 5.5mm at the side knobs, which look like a cross between the Ardent and Minions DHF side knobs.  The 62/60 dual compound allows for low rolling resistance and long tread life in the center and good traction and stickiness in the corners.

One of the things I really like about Maxxis tires is the ease of installation and minimal need for tire irons.  For my tests I installed the Aspen tires on my Easton XC One wheels with a set of Maxxis Flyweight tubes. Just remember to add a bit of talcum powder to the tube before installation - this will further improve the ride and reduces any friction between the tube and tire.

Climbing

The low profile center knobs offer a surprising amount of climbing traction and control, both standing on the pedals and staying seated. The only time I had any real loss of climbing traction was in really loose soil, muddy, or slimy, rooted conditions. The low (3mm) center tread will load up with gunk quickly which poses a problem with in loose conditions but on the hard stuff  these tires rock.

Cornering

As I mentioned before, the side knobs on the Aspen closely resemble a cross between the Ardent and Minion DHF side knobs, so as you might expect, cornering ability is pretty darn similar in comparison. Not surprisingly, they hold the line very well and the transition between riding upright to hard cornering is smooth and controlled. The transition knobs do a great job of quickly shifting traction and pressure to the side knobs and back again. However, in really loose conditions the tire started to show signs of slippage, but this is to be expected from a lower rolling resistance tire.

Braking

Braking performance was good but not great - if that makes any sense. Because these tires are so efficient, speed can really get away from you if you aren’t careful. Under normal braking conditions, I didn’t even notice the tires were there (this is a good thing). Under really hard braking, I did get the rear to break loose a couple of times, but it was still fairly controlled. Braking in the rough stuff was also above average thanks to the high volume of the tires.

Descending

If you’re into having fun, you’ll also want to use these tires to descend. Now do not confuse these with downhill tires, because they’re not. But when you get to point your XC rig down a hill, these tires do a decent job cornering and stopping. They’re not super grippy by design but they’re certainly good enough to halt that XC bike. These Aspens did clog up a bit but on sticky hardpack, but rather than totally loosing traction, they lost it gradually.

Summary

The Maxxis Aspen 26×2.25 ($56 MSRP) is a fast, smooth rolling tire that’s highly efficient and should work great on any XC racer or even a trail bike that spends most of its time on the harder side of things. Using these tires on rocks, hardpack, rooted trails, and near-frozen trails, these tires did great. On looser stuff like sand over hardpack and muddy patches, the Aspen was just passable. If your terrain is on the harder side of things, definitely give these mountain bike tires a try!

My overall ratings for the Aspen

9 out of 10 for rolling and efficiency
6 out of 10 for loose conditions
9 out of 10 for cornering (hard pack)
8 out of 10 for stopping in a straight line (firmer ground)

Specs from Maxxis:

Durometer 62/60 rubber compound
Usage: XC, XC race
Conditions: hardpack, loose over hard, rocky
TPI: 60
Size: 26 x 2.25
Weight: 695 grams (foldable)

Thanks to the folks at Maxxis for the Aspen tires for review.

If a picture is worth a thousand words, what does this one tell you? Clearly there must be guide wires holding this rider up. Actually there are just two forces at play here: centrifugal force pushing the rider outward and a counter-reactive force being applied by the Maxxis High Roller 2.5 UST tires. For about $73 MSRP you can get these two-ply UST tires for your DH rig and while they may not be the lightest in the category (1,230 grams), they’re clearly some of the best gripping tires around.

The High Roller is super easy to install on any UST-specific rim - just remember to use a lot of soapy water to help seat the beads in place. When I installed these tires on my rims I made sure the bead was always in the drop center which made for an easy installation and required no tire irons. As with any UST tire, I try to avoid using any tools on the beads since I don’t want to risk damaging them. I used an air compressor to pop the tires into place in no time, inflated to 40psi, and was off to the trails!

I took these tires to Bob_The_Builder’s secret trail stash where we could really push the High Rollers to the limit. These tires offer very high levels of traction on surfaces that can be anywhere from soft to medium hard, both in loamy soil and even rock gardens. Speaking of rock gardens, I found that even with a full head of steam there were no issues with these tires. I can’t recall hearing a single complaint from my rims due to excess tire compression. I guess that extra layer of butyl really prevents rim dings.

The ramped knobs in the center of the tread kept me rolling quickly with surprisingly little vibration along the trail. The center knob tread pattern also produced great traction even on the rare occasions when the bike was pointed uphill. Stopping power is awesome and felt consistently smooth and grippy during decelerations (very important when it comes to switchbacks in the trail).

The angular side knobs really bite hard when you pitch into corners, keeping the bike pointed where you want it without the side-to-side squirm you may notice with other tires. I found the side knobs on the High Roller to be very stiff and secure compared to other tires where the side knobs are a bit softer and more flexible.

I would definitely recommend these mountain bike tries to anyone who is going to hit the slopes in a serious fashion. If your rides include large drops, rock gardens, or heavily rooted trails, then these tires are for you. The dual-ply casing and great tread pattern will keep you sticking to the trails!

My overall impressions for the High Roller

8 out of 10 for rolling and efficiency
9 out of 10 for loose conditions
9 out of 10 for cornering
9 out of 10 for stopping in a straight line

Specs from Maxxis:

Durometer 42 rubber compound
Usage: All Mountain / Freeride  DH
Conditions: medium to wet
Size: 26 x 2.50
Weight: Rear 1230 grams (foldable)

Thanks to the folks at Maxxis for providing these awesome bike tires for review.

I’ve been riding my 29er for almost a year now and one of the things that was frustrating initially was the lack of component variety available. It was kinda like being a Mac guy in a PC world but thankfully it’s getting easier every day to find 29er versions of most MTB components and accessories.

The WTB Vulpine has been around since 2007 but the 29er version I tested didn’t come out until the next year in 2008. WTB claims to have produced the world’s first 29er tire in 1999 and the Vulpine is said to be the first semi-slick 29er tire. I’m not sure why it took 9 years to produce a semi-slick 29er tire but I’m glad the Vulpine is available now - I’ve always been a big fan of low rolling resistance tires like this one!

Tire Usage

If you’re not familiar with the concept of a semi-slick bike tire, the idea is that you can remove the deeper knobs at the center of the tread pattern to cut down on resistance while leaving the side knobs to grip in the corners. Semi-slick tires aren’t ideal for all trail conditions, especially wet situations where you need increased traction. But for those who like to ride fast over hardpack, a semi-slick tire like the Vulpine really makes sense. WTB also positions the 26-inch version of the Vulpine as a good choice for the pump track.

Tire Characteristics

The diagram below from WTB shows the anatomy of a tire and is helpful in understanding some of the terms used to describe mountain bike tires. The Vulpine 29er tire features an Aramid bead which is lighter than a conventional wire bead and super durable (point of fact: Kevlar is a para-aramid compound that can stop bullets). Since this is a racing tire (as opposed to a “weekend warrior” or “enthusiast” tire), it uses WTB’s lightweight casing and DNA rubber compound to keep the weight as low as possible (just 650g).

The Vulpine 29er is a 50/52 tire on the GMS scale and to be honest I wasn’t too familiar with this measurement before writing this review. Sheldon Brown’s website has a good explanation of WTB’s tire sizing system but it basically goes like this: the top number is the width (in mm) of the casing while the bottom number is the width of the tread at a specific tire pressure (see diagram above). At 50/52, the Vulpine tread is pretty narrow - just barely wider than the casing itself. All other things being equal, a narrower tire will be faster but may tend to cut into muddy sections rather than floating on top, for example.

The Vulpine 29er is not front/rear specific so you can run the tires front, back, or both. These tires feature a directional tread pattern so be sure to mount them facing forward. Installation was completely standard and I got a nice tight fit on my Easton XC One wheels.

Trail Performance

I’ve actually been riding these tires exclusively for a couple months now and I’m surprised at how versatile they are, even in conditions not traditionally recommended for semi-slick tires. Many riders may prefer to run a Vulpine up front and a grippier tire in back (like the WTB Wolverine or Prowler SL) for climbing. I found the Vulpines to be fairly capable climbers front and back but it’s really all about technique. Over slick roots the Vulpines spun out occasionally but no more than usual for me.

The Vulpines are designed for speed and on fast, flowy trails these are the best 29er tires I’ve ever used thanks to in part to aggressive, low profile knobs. One of the biggest complaints you’ll hear about 29ers is that the big wheels take more power starting from a stop so it’s important to select a lightweight tire like the Vulpine. The improvement over my previous tires was actually pretty noticeable when transitioning from braking to mashing the pedals, even though we’re only talking about a few dozen grams weight reduction.

Despite the elongated outside knobs I found the Vulpines weren’t great at cornering on trails with moderate leaf coverage or loose dirt over hardpack. On a recent group ride I found myself leaving other riders behind in the straights, only to have them right on my tail coming out of sharp turns where I nearly lost it. If I were to improve this tire I’d try elongating the side knobs a bit to more deeply penetrate leaves and loose soil. Of course that would add weight to the tire which is clearly a trade-off - glad I’m not a bike tire designer.

For those who ride fast, XC-style trails, the WTB Vulpine 29ers are an awesome choice. They’re lightweight and versatile enough to bring out some of the best a 29er mountain bike has to offer. Get one or two for your machine and you’ll see what I mean!

Thanks to WTB for providing these mountain bike tires for review.

I’m sure many of you already read my review of the Maxxis Ardents - if you haven’t what are you waiting for? OK, now that we’re all up to speed, I have another great set of tires from Maxxis that are perfect for those who don’t quite have the clearance for using the Ardents but need the same level of grip and control.

The Maxxis Minions come in two versions: a double-ply, 2.5″ DH monster and a more XC-friendly, single-ply 2.35” tire ($53 MSRP). The thinner, 2.35″ tires are just wide enough that they provide the rider with the extra control and traction that comes with more rubber plus the added volume to help reduce pinching and rim dings.

The Minions are sold as specifics meaning that the front tire tread pattern is different from the rear tire tread pattern. Clearly this is a good idea because front and rear tires have different functions. The front tread pattern is designed to roll efficiently and provide extra traction under braking as well as cornering. The rear tire is designed to keep itself clean and provide traction for acceleration as well as braking. Below you have the images of the tread patterns, front tire on the left and the rear on the right.

Installing these was painless and took me all of 10 minutes. This time I used new tubes also from Maxxis (FR-specific tubes that are 1.2mm thick) and a dusting of talcum powder. I inflated the tires to 40PSI (my usual beginning pressure) and I was off to the trails.

I decided to take these tires to 3 stages in Collingwood for the first test ride. I chose 3 stages for its fast rolling hills and switchbacks along with its variety of terrain types (rock gardens, hardpack singletrack, river crossings, and a few softer spots that never see the sun).

Starting off on a series of rolling hills that switch back to back and up and down gave me a good indication of how well the Minions hold a line while accelerating and decelerating. I was really impressed with how smoothly the tires rolled and how little energy was required to move these tires, thanks in part to the double row of center knobs. When I got comfortable and began to really lean hard into corners I got the same warm fuzzy feeling I got with the Maxxis Ardents. Tire squirm was virtually non-existent with zero additional roll or pitching. The Minions delivered true tracking through corners.

Smashing these into rock gardens and rougher terrain I felt comfortable enough right away to pretty much go at the pace that I usually like to travel - fast or faster :). All kidding aside, the Minions felt like they were tracking like a well-behaved bloodhound. Even when the tread got wet these did a decent job holding their own over rocks and rough roots. On especially smooth, slick rock and slimy, mossy roots the Minions didn’t grip so well, but then again, what tires do?

All in all, if you’re thinking about getting these tires I’d say go for it. Of course if you’re a pure XC racer kind of person then these may not be for you - stick to something skinnier and lighter.

My overall impressions for the pair

8 out of 10 for climbing
8 out of 10 for rolling and efficiency
8 out of 10 for loose conditions
8 out of 10 for cornering
9 out of 10 for stopping in a straight line

Specs from Maxxis:

Durometer 60a rubber compound
Usage: All Mountain / Freeride
Conditions: medium to wet
Size: 26 x 2.35
Weight: Rear 835 grams (foldable) / Front 830 grams (foldable)

Thanks to the folks at Maxxis for providing these tires for review.

Maxxis is a name in MTB tires that needs no introduction. The company has been around for over 40 years producing high quality tires for almost everything that rolls, especially mountain bikes. This time around I tested the Maxxis Ardent 2.4 (MSRP about $50) which is one of the newer, large volume tires for the freerider / trail rider.

The Ardent is categorized for aggressive trails and medium to wet conditions with an emphasis on cornering control. If you look carefully at the photo below you can see two rows of very sharp and aggressive side knobs which will really grab and hold your line through the corners. Featuring a 60 TPI casing and 60a rubber compound, these tires will take rocky abuse and should last a long time.

Installing the Ardents along with a set of the Maxxis Freeride tubes (26x 2.20- 2.50, 1.2mm thick) on my Mavic Crossmax SX rims (removing the tubeless valve stems), took very little time at all. In fact I spent more time gathering the talcum powder and necessary tools to remove the valve stem than actually installing the tires and I didn’t even need a tire iron. The job took about 5 minutes per tire to dust up the tubes with powder and slip the Ardents on the rim (minding direction). Inflated the tires to 40psi and I was off.

I decided to take the tires to the 3-stages trail which is right next door to two great spots - Blue Mountain and Kolapore. 3-stages features a run that’s about 1km of just winding downhill with tight and twisty turns, lots of rooted sections and rock gardens plus tight singletrack which provides a great cardio workout. Basically 3-stages is the perfect place to put these tires through their paces!

Climbing with the Ardent tires was pretty awesome, especially considering this is meant to be an all-purpose tire. The aggressive multifaceted center tread really keeps this tire going in almost any type of terrain, grappling at everything and propelling the rider forward. Even getting caught up on rooted sections going up or down didn’t sway this tire’s progress. Likewise, the stable casing and tread really kept this tire pointing in the desired direction without any hints of wandering. The tough casing also helped absorb the abuse of step descents without a hint of trouble even when barreling through rock gardens and rooted terrain. This tire is like a laser with exacting tire placement on demand.

The Ardents really made me feel comfortable in the corners and I quickly learned to trust them when hitting the turns hard. With tons of grip and absolutely no squirm, I never even felt the tire roll when I was threading my way through tough rock gardens.

While the Ardent tires will run comfortably on nearly any trail surface, they really shine on terrain that is slightly on the softer side of things. I found that the great traction the Ardents offer drops off a bit when hitting dry hardpack or dust over hardpack. The tire basically seems to push more when it encounters hardpack and in these conditions it gets just good traction - not great. Hitting rivers and muddy spots was a no-brainer as these tires shed the gunk and kept moving along, ready for more.

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Overall I gotta say the Ardent is one of my favorite tires in this size category. They are not uber-expensive, they wear well, they’re super stable, and most of all they offer tons of traction. These tires are like the stability control system on a Porsche Turbo: they make anyone look like they are as good as an F1 driver.  I wouldn’t hesitate in recommending these to anyone who loves to ride.

My overall impressions:

9 out of 10 for climbing
9 out of 10 for rolling and efficiency
9 out of 10 for loose conditions
9 out of 10 for cornering
9 out of 10 for stopping in a straight line

Specs from Maxxis:

Durometer 60a rubber compound
Usage: All Mountain / Freeride
Conditions: medium to wet
Size: 26 x 2.4
Weight: 855 grams

XC riders looking for a versatile tire for the fall riding season, listen up! I recently tested two of the five sets of XC tires from Intense Tire Systems (ITS) in a variety of conditions and I’m finally ready to share the results. I chose the System 4 and System 5 tires for my tests but you’ll want to choose the System series that’s best for your local terrain and trail conditions.

System 4 and System 5 tires are great for those will experience a wide range of weather and also for those of us who pack a few extra pounds. Both tires are 26 x 2.25″ and have the same single-ply casing with long lasting and grippy C3 rubber compound. These tires are true 2.25-inch wide tires which means they are higher volume compared to other brands (meaning fewer pinch flats for heavier riders). Both the System 4 and 5 tires can be had for about $45 a piece.

The System 4 (left) is an all-conditions tire designed to do equally as well on soft surface as well as hard pack. The ramped and chevron tread patterns work together to keep your wheel where you want it to be. The System 5 (right) is designed for softer terrain with its mud-shedding, wide-spaced tread pattern.

I found that both sets of Intense tires mounted easily and seated nicely in the rim with a satisfying pop. As always I recommend adding a bit of talcum powder to the inside of the tire before placing the tube to reduce friction within the tire and to increase performance. After inflating both sets to 40psi, I was pumped and ready to go! (get it? )

First up: the System 4 tires. I decided to try these guys just after a good rainfall at a local trail that has a great mix of terrain, small climbs, and a few low spots. That day the trail had it all: freshly dried hardpack, wet spots, and even a little mud. On hardpack the System 4 did well and I couldn’t help but compare the performance to the Kenda Small Block 8s. System 4 offers great control on hardpack and rolls smoothly with little energy needed to get them moving. Leaning into corners there was very little squirm and they tracked well, allowing me to change lines at will without fear of loosing traction.

The large volume of this tire really opens up terrain possibilities beyond smooth hardpack. Riding over rough obstacles like rocks and logs felt quite comfortable, especially compared to other 2.00-range XC tires I’ve used in the past. With a smaller-width XC tire I would normally run the risk of pinching a flat, but with these I am glad to say did not have a problem. For that reason, this is a good tire to consider if you find yourself pushing the clydesdale line.

In very loose, wet terrain the System 4s did manage to clog a bit but luckily I had another set of tires in my quiver: the System 5s!

Changing over to the System 5 tires and hitting the same trails on the same day really gave me a good perspective on the differences between these two sets. The System 5 tire ran with a bit more vibration, but didn’t show it when the terrain turned soft. Just like the System 4, the System 5 ran with decent efficiency and didn’t suck up too much energy to get things rolling. The System 5 tread felt stable - not overly soft - and did great job at preventing wheel spin during climbs. However, when the terrain got extra muddy, the System 5s still clogged a little and slipped at times. On the descents these tires offered a ton of control and showed great stopping power.

With the aggressive tread pattern you might think these tires would squirm in corners but I always felt comfortable leaning into the soft stuff. Now on dry, hard surfaces you might not want to lean into these as much; instead, keep the bike more perpendicular to the ground for better traction. Like the System 4 tires, the added air volume was great for trudging through gnarlier trails that might normally serve up pinched tubes.

The System 5 is another great tire, especially for this time of year when the trails are a bit on the softer side and logs and rocks can be slippery and wet. Of course if the trails are really wet it’s usually best to stay off them - lets conserve the trails for everyone!

My overall impressions: System 4

8 out of 10 for climbing
8 out of 10 for rolling and efficiency
7 out of 10 for loose conditions
8 out of 10 for hardpack
8 out of 10 cornering

System 4 Specs from ITS:

Usage: Cross Country
Conditions: Soft - Intermediate - Hardpack
Size: 2.25
Compound LSG C3compound
Weight: 650 grams

My overall impressions: System 5

7 out of 10 for climbing
7  out of 10 for rolling and efficiency
9 out of 10 for loose conditions
7 out of 10 for hardpack
8 out of 10 for cornering

System 5 Specs from ITS:

Usage: Cross Country
Conditions: Soft - Intermediate
Size: 2.25
Compound LSG C3compound
Weight: 550 grams

These are certainly two good tires from ITS - choose the best ones for your terrain and riding conditions!

Cheers.

At Interbike on Wednesday I just had to check out THE and ITS. If you remember a while back I wrote a few articles on the ITS tires as well as THE’s INK helmet. At the show I talked to Pete Dylewski and Toby Henderson, both super nice guys, and they walked me through the entire line up of whats new and exciting. I have to say there is going to be some super cool looking stuff coming from THE this year. With 10 new helmet graphics and revamped gear and armor offerings, the 2010 line up is going to be something to watch for.

Introducing the INK2, now in carbon and the CELTIC in composite.

Here are the TIKI and the BIOTIC, both in carbon.

These are only 4 of the 10 helmets and the other six are just as nice.  The armor also is worth taking a peek at - check out the full knee and arm protectors below. They even have pads for the little ones in the family.

For those of you who need even more protection, THE offers full upper armor; here is the new Storm upper body armor.

THE even offers MTB saddles.

ITS has revamped the entire line with new graphics and tweaked tire compounds. In 2010 ITS tires will be all black instead of the familiar grey and black. ITS also simplified things a bit by color coding the hot patch on the side of the tire: red for XC, blue for AM, green for FR and gold for DH. This new color system will help riders choose the right series of tires at a glance.

For XC, ITS still offers System 1, 2, 3, 4, and 5. For AM, FR, and DH you have the Edge, Invader (formally DH), 909, Intruder, Zero and Spike.

Check out more cool stuff from THE and ITS at vsiproducts.com.

The next tire in the WTB series that I’ll be testing is the ground-ripping Stout 2.3. This tire is meant for nasty, gnarly terrain! With its wide offset spacing center tread pattern and aggressive corner knobs, this tire performs best on loose trail surfaces. The Stout ($50 MSRP, on sale for $41.97 @ HuckNRoll) makes use of the same Super Track rubber compound and lightweight casing as the Prowler but with a different tread pattern. The Stout sports a very open, staggered center tread design which allow the tire to efficiently roll through adverse trail conditions. The side transition knobs allow for good cornering grip and leaning characteristics.

I decided to mount these tires onto a set of Sun-Ringlé STR8 Track wheels that I tested previously to give me a good indication of how the tires themselves would perform. I only needed a single tire iron to place the bead of the tire over the rim. As usual I added a bit of talcum powder before inserting a heavy duty tube to reduce friction inside the tire. I chose to inflate the Stouts to 40psi in front and back and I was off.

Hitting the trails for the first few times was a bit of a dull ride. The trails were very dry and hard and I found that on hardpack and dry clay the tires slipped a bit in the turns, slowing me down on an otherwise fast ride. I found that the Stouts just didn’t bite enough on those very hard surfaces. Fortunately with the varying weather that we have up here in Ontario (rain, sun, wind, overcast, rain again, sun), the next few days the very same trails were soft enough to walk and leave prints, but not soft enough to be considered muddy. In the softer terrain, the Stout performed amazingly well. I found that on loamy, softer trails these tires really hugged the ground.

Cornering with the Stouts was fun - I could lean with the tires without that gut feeling of tanking the bike. The tires did not squirm at all; rather they were very responsive and predictable when entering and exiting corners. With the lower center knobs and increasingly deeper side knobs, the tire did transition well from one knob to the next, especially compared to other tires I’ve tried.

Climbing and braking with the Stouts I did slip from time to time when the trail got very dry. However, when the trails were a bit softer these tires did very well without any slip when the power was put down. Braking with the Stouts was great - very little slippage and tons of control. The tread pattern allowed the wheel to stay pointed in whatever direction I wanted and didn’t slip side to side.

Overall I would say if the terrain you’re running in is mostly on the softer side of things or very rocky, the WTB Stout is the tire for you. The Stout tread pattern can get you to the trail head and promises to be a stable and comfortable tire even on a skinny!

My overall impressions:

7 out of 10 for climbing
8 out of 10 for rolling and efficiency
9 out of 10 for loose conditions
7 out of 10 for hardpack
8 out of 10 for stopping in a straight line

Specs from WTB:

Usage: All Mountain
Conditions: Wet to dry / Loose to Rough
Size: 2.3″
GMS: 55/60
Durometer: 53a DNA rubber
Weight: 863 grams

ITS - or as most people know them, Intense Tire System - recently debuted new tire updates for 2010. The 2010 Edge EXDX comes in two flavors once again - a 1-ply for all-mountain riding and a 2-ply for DH /FR. I got a chance to test the 26″ x 2.35″, single ply version ($50 MSRP) which tips the scale at about 935 grams. These tires are trail-rated for dry to soft surfaces and have a ramped and siped center tread with U-shaped side knobs.

Mounting these tires with a single tire iron on a set of Mavic Crossmax SX rims was a snap. I decided to run these tires with heavy-duty tubes and talcum powder since ITS doesn’t recommend using sealant. Filling the tires up to about 38psi front and 42 psi rear, I was off to the trails at Kelso where the conditions were mixed with both dry hard pack as well as softer sections with some mud spots.

The first bit of my ride I took some time to get used to the profile of the tire. On the ITS Edge, the tread is wider than the side wall which tends to give this tire sort of a “square” profile. This produced small amounts of squirm in flat corners, though in banked turns on berms they offered decent grip and a solid feel.

On rocky and gnarly trails with tons of roots, the Edge found its sweet spot, giving me a good sense of control. At 40psi these tires performed well but I found at lower pressures the tires started to squirm a bit too much.

Climbing and descending with the Edge was a pleasure and I found the tread design was optimal for these conditions. Starting to climb the tread got a firm hold in a variety of terrain conditions - rocks, hardpack, loam, branches and even sand. I found the tires to be just as versatile on the decent as well.

In terms of stopping power the ITS Edge comes out on top. If you’ve ever broken a bone or two on the trail you know how important stopping traction can be. Of course it’s up to you to hit the brakes but fortunately these tires won’t let you down.

All that traction can have its drawbacks: I found small serations on the knobs over just a short period of time. This may indicate a shorter tire life but more testing is needed to confirm.

All in all this is a good tire for those of us who have a long travel bike. If your terrain includes a variety of conditions this may be a good choice for you. And if you’re into climbing without slipping, this tire has your name on it!

My overall impressions:

7 out of 10 for climbing
7 out of 10 for rolling and efficiency
8 out of 10 for loose condidtion
7 out of 10 for hardpack
9 out of 10 for stopping in a straight line

Specs from ITS:

Size: 26″ x 2.35
Weight: 985 grams
Durometer: 55/60D Dual compound
Construction: 1 Ply 72 TPI Aramid Bead

If you’re in the hunt for a great All Mountain bike tire at a decent price, look no further than the Prowler MX from WTB ($50 MSRP). Aggressive, talon-like knobs will help you navigate the trail like a jungle cat so you can catch even the fastest prey!

Installing these tires on my Easton Havoc wheels was a snap and required just a few minutes. I did myself a favor and used heavy duty tubes along with some talcum powder to improve performance and reduce friction in the tire. I inflated the tires to 40 psi and was off to the trails!

I wanted to hit as much varied terrain as I could since WTB says this tire can handle wet to dry terrain as well as loose to rough. Fortunately Kelso and Blue Mountain have plenty of both.

On hard packed surfaces the Prowler MX tires did fairly well and didn’t vibrate too much. Both tires had decent traction and didn’t feel squirmy like other aggressively patterned tires I’ve ridden. Rolling efficiency seemed decent and I didn’t feel like I had to labor too much to maintain my speed.

Under climbing and braking the Prowlers were great and did not lock up or slip unexpectedly. Even when braking on very hard surfaces such as rock and hard roots the tires did a good job stopping without sliding. At times when the tires did lock up, they tended to remain in line - no wandering - thanks to the pronounced transition knobs. On climbs the ramped knobs kept the tread firm on the ground without slipping. Extra siping (small grooves) on the knobs adds even more edges for an overall higher level of grip.

I guess the shining point on the Prowler MX tire is its ability to take corners in a variety of conditions. I loved the way these tires gripped in softer, dusty trails. When the terrain got technical, tight, and twisty - these tires just kept hanging on and worked exceedingly well. I also loved this tire’s ability to bite down on the fallen log runs without slipping (that is a big plus for me at least). The corner knobs on Prowler MX tires have almost double the number of blocks and are also siped to increase gripping.

Overall, the Prowler MX is a great tire that will really boost your riding performance and enjoyment. If you haven’t tried a set now may be the time!

My overall impressions:

8 out of 10 for climbing
8 out of 10 for rolling and efficiency
9 out of 10 for loose conditions
8 out of 10 for hardpack
9 out of 10 for stopping in a straight line

Specs from WTB:

Durometer 53a  DNA rubber
GMA 54/60
Usage: All Mountain / Freeride
Conditions: Wet to dry / Loose to Rough
Size: 2.3″
Weight: 869grams