Have you ever observed how maximum people appear to have a favorite tire emblem or model and quite a whole lot the whole lot else is one way or the other absolutely unrideable? If you’re a Minion man, you’re probably only a Minion guy, and there are plenty out there who could luckily give up their huge other before they hand have over their Magic Marys.
There’s a lot to pick out from these days, even though, along with new tires from e*13. Their catalog has multiplied with the new A/T tire (the sticky, $ seventy-one .95 MoPo rubber compound version is tested right here) and the quick-rolling LG1 S/S EN Race semi-slick tire that is going for USD 69.95. You can get both in manner too many configurations to the listing, together with different casings, unique sizes, and 3 distinctive kinds of rubber recipes.
Combining a sticky and aggressive front tire with a semi-slick at the rear can make for a fast-rolling mixture that still offers the bite whilst you want it, but it is no longer exactly a brand new idea. And as a laugh as that set-up can be, it normally doesn’t work all that well unless situations are fool-evidence.
E*thirteen thinks that their semi-slick can nonetheless be an all-rounder, although; ”Speed doesn’t usually need to come on the price of traction,” which sounds lots like an invite to peer how authentic that is.
TRS A/T Race MoPo – First, e*thirteen appears to love acronyms, and there are plenty decipher with these tires. For the 1015-gram TRS A/T MoPo that I ran up the front, the TRS refers to their lighter weight casing that keeps some reduced safety and is meant for path driving, and the A/T bit is short for all-terrain.
The compound is e*13’s MoPo rubber; it is said to sport ”Ultra excessive-tack, gradual-rebound tread with a tougher base for better treadwear and faster rolling.” The complete call is ‘Motion Potion,’ and it apparently comes from Thailand’s underground moped drag racing scene. If you’ve got ten mins to spare, you’re going to need to YouTube that one – it is way extra thrilling than bike tires.
The A/T is also constructed around a casing with a greater extent and rounder profile than what e*thirteen used formerly, a trade that should offer much less of an on/off since. Shorter facet knobs make the tire appearance rounder as nicely, and a load of sipes everywhere allow them to conform to the ground.
A new casing gives the A/T a rounder profile than its predecessors.
Don’t fear; we are no longer transferring on without gambling the ‘What does it appear to be’ recreation. This time around, I see some Maxxis DHR II in there with the wide, paddle-like braking lugs that trade with longer, tightly spaced lugs. They’re ramped on both, and even as the sipes are distinct, they’re all inside the identical orientation, too.
The facet lugs are L-fashioned all the manner round at the A/T, while they alternate between that and square at the DHR II. You might have also noticed the odd-searching sipes molded into the side of each cornering lug; the ones are said to let the lugs flex like an accordion (pictured at proper) and higher comply with the ground. They appear neat and drop a few grams, too.
LG1 S/S EN Race – This tire’s construction is burlier than the A/T, with the LG1 EN being a reference to its ”race-ready enduro casing with excellent cornering guide and cut protection.”
The S/S is brief for the semi-slick of the route. However, it’s plenty more good sized than a number of the barely-there document treads that can be scary. Instead, a row of four small, siped knobs spans the tire’s crown to offer braking chunk, and you may word the rows use an alternating layout that leads into the cornering knobs. The concept is to make that transition feel as herbal as viable.
The Race compound receives a gentle, slow rebounding rubber on the perimeters and a quicker rolling, slower wearing rubber within the middle. There’s no MoPo to be observed right here, though, as the center knobs are too small to work properly with that gentle of a compound. The total weight for the 29” x 2.4” size with the LG1 EN designation is 1050-grams.
If we’re speaking about intentions, I’d positioned the TRS A/T and LG1 S/S combination in the burly path motorbike class. Sure, each is some hundred grams out of doors of that surprisingly mild, excessive-volume phase that makes the experience on a sporty path bike. Still, they may be additionally plenty greater strong and dependable.
The summer solar has baked many of my nearby trails to a difficult, pavement-like crisp, which, effectively sufficient, is good for a tire just like the LG1 S/S. As you’ll assume, rolling speed is subsequent-degree whilst going from a popular tire to a semi-slick. This is most awesome on leap traces and float trails, and that is exactly in which I found myself going faster while pedaling less. More speed with less attempt, but the big frickin’ deal – it is semi-slick on the go with the flow trail, so it better do that.
Braking traction is… Pretty first-rate, genuinely. That preliminary stab desires to be a touch gentler, not to crack the tire unfastened (unless that is what you are seeking to do). However, there is an excellent quantity of anchor there whilst you need it. In the dry (however, now not too dusty) and on a hardpacked surface or rock slab, I’d pass up to mention that there is enough braking chunk for most rider’s needs. It does do highly well in low-traction conditions, too, be it moist or cat clutter-dry, but you may want a deft contact on the ol’ rear stopper-lever in case you’re driving at the restrict. The Kryptonite with the S/S is sticky dust that fills inside the gaps between its low, middle knobs, efficiently taking it from a semi-slick to an all-slick. No surprises there, even though; it is now not what it changed into made for.
Wet and muddy conditions aren’t a problem unless it is sticky.
Cornering grip is awesome, as it would be with meaty lugs on the shoulders, and I cannot say that I observed any unusual transition from upright to leaned over, both.
With fast-rolling tires like this semi-slick, I always ask myself if I’d take the time to swap it out for an extra aggressive choice if I knew it was going to rain a group. E*thirteen has come the nearest to getting me to reply that with a ‘no,’ and the only reason I’d trade it for something meatier would be for hiking traction as opposed to extra braking bite. Even then, it is, in reality, the handiest vibrant roots that give it real trouble; moist (now not sticky) dust and rocks aren’t a problem. Depending on how you like to ride, that may not be a dealbreaker for you.