Last year, we conducted a front tire shootout where we compared the performance of eight tires when mounted up front. It was a grueling battle of sipes and transition knobs to see which delivered the best control and predictability. We learned a lot and knew we wanted to revisit tires again, so this go around, we are testing and rating front and rear tire systems to determine which offers the best performance in mixed terrain. From sidewall support and cornering traction to braking control and overall grip, let's find out which gravity tires rise above the rest.
Table of Contents
- Test Details
- How We Tested
- Tire Critics
- Michelin Wild Enduro MS
- e*thirteen Grappler
- Schwalbe Albert
- Vittoria Mazza & Mostro
- Maxxis High Roller
- Kenda Double Black
- Vee Tire Co. Attack HPL & Attack FSX
- Continental Kryptotal Fr & Kryptotal Re
- Overall Scores
Test Details
Each brand received the same information to determine which tire best suited our needs:
- 29-inch wheels front and rear
- Testing on 160/170mm enduro bike
- Location: Whistler Bike Park
- Durability prioritized over weight or rolling speed
What we received from most brands was a versatile tread pattern in their burliest casing and softest rubber compound.
Our week of testing was hot, dry, and rain-free. This made for fast, rough, and loose conditions. Gravel and small rocks littered hardpack flow trails. A layer of dust covered any rock slab or root section. And the few "fresh" trails of the summer were a couple of inches deep with duff thanks to constant rider traffic. It was demanding conditions for a tire, but also common conditions for the middle of bike park season.
Test Protocols
- Control wheel: HUNT Enduro Wide alloy wheels
- 6069-T6 heat-treated alloy rim with front and rear-specific profiles
- 29" Front Rim - 32mm inner width, 28 spokes
- 29" Rear Rim - 31mm inner width, 32 spokes
- Started with the same tire pressure in each. Pressures were then adjusted as needed to maximize tire performance.
Yes, HUNT generously supplied wheels for this test. But at just $630 for a complete wheelset, we can’t say enough good things about their reliability and solid feel during this test and in the months afterward.
Tire Similarities & Differences
Most of the front tires utilize a transition knob that acts as a hand-off between the center tread and side lugs. This helps the tire provide consistent and predictable traction as a rider leans over. It’s no secret that Maxxis’ Assegai model has influenced many other tires, and we see variations of the 3-2-3 knob pattern used by Michelin, Vee, Continental, e*thirteen, and Schwalbe. The outliers are Maxxis’ new High Roller and Vittoria’s Mazza, which have a wider channel separating the middle and side knobs.
Compared to front tire tread designs, rear tires tend to have blocked knobs spaced further apart. Knobs are ramped more aggressively to help with rolling speed and are wider to create a larger braking edge. Bigger knobs also last longer. Because the rear wheel generally follows the path of the front wheel, less emphasis is placed on transition knobs or having a rounded tire profile. Instead, rear tires can have a flatter, boxier profile. Side lugs are also beefed up to combat the rear wheel from stepping out or breaking traction in turns.
Knobs are siped in various directions and depths to balance wear and knob flex on both front and rear tires. A rider may want some compliance so the knobs can conform to the ground, but not so much that they squirm or fold. Most side lugs feature closed siping for extra support when cornering.
Brands use a mix of single or multi-compound rubber. Most durameters are around 40-42a, which basically means they're soft and slow rebounding. Some brands did send a firmer compound for the rear tire to improve durability.
Gravity tires typically feature a low TPI casing and fewer casing layers. TPI (threads per inch) refers to how many threads there are in a square-inch cross-section of a casing layer. The higher the TPI, the thinner the threads. The lower the TPI, the thicker the threads. A higher TPI count is lighter and more flexible, while a lower TPI count is heavier and more durable.
Here are some noteworthy casing differences between the tires tested:
- Not every brand tested discloses their exact casing construction
- Most tires feature multiple layers of thicker, lower TPI casing, ranging from 55-72 TPI.
- Continental uses six layers of 110 TPI casing under the tread and four layers in the sidewall.
- Schwalbe's latest radial casing design places layers at a more perpendicular angle instead of the traditional 45 degrees to increase the tire contact patch.
- Most casing features some form of sidewall insert to minimize pinch flats and to give the tire more rigidity.
Continental, Vee, and Vittoria sent front and rear-specific models, while Maxxis, e*thirteen, Michelin, Kenda, and Schwalbe provided the same model front and rear.
How We Tested
In an effort to analyze and compare the differences of all eight tire systems, we focused on these performance factors:
- Tread Performance / Overall Grip: how well does the tire system provide grip and confidence throughout an entire run when ridden on various surfaces (i.e., hardpack bike park trails, technical rocks and roots, soft fresh-cut sections)
- Casing Performance: focusing on tire flex in high-energy situations, tire deflection through rocks and roots, and rim protection
- Cornering Traction: analyzing side knob performance and how well the tires track and hold a line turning
- Predictability: Does the point at which traction loss occurs happen at a manageable rate that can be anticipated?
- Braking Traction: how well does the rear tire bite into the ground when slowing down, and how well does the front tire hold a line during dynamic braking moments
Each tire system was ridden on a mix of trails to get a well-rounded impression of performance. However, we did gravitate towards a few trails, including Lemon Peel, Loamanade, Original Sin, Too Mushroom, Blueberry Bathtub, Angry Pirate, A-Line, Polp Fiction, Ho Chi Min, In Deep, and Fatcrobat. We then scored each tire system in each performance factor to create an average overall score.
Tire Critics
Tanner Stephens 
| Jason Schroeder 
|
Michelin Wild Enduro MS
Released earlier this year, Michelin's Wild Enduro MS is their solution to 'Mixed Soft' conditions. The tread design follows a 3-2-2-3 pattern that spaces center knobs further apart than most tires with a similar look. The center knobs are medium-sized and block shaped with subtle chamfers on the leading edge and modest siping. Edge knobs share a similar shape but have a well-supported outer edge to help maintain form when engaged. You can ride the Wild Enduro MS front or rear. As a front tire, the row of three knobs acts to provide consistent traction as you lean over. As a rear tire, the sharp edges on the center knobs and extra dead space in the tread help the tire dig in when braking.
The Wild Enduro MS is only available in Michelin's long-standing Magi-X compound and new enduro casing. Magi-X places the same extra-tacky rubber across the entire tread, while the enduro casing consists of a pinch protection layer at the bead, two 55 TPI layers, a tread shield layer, and a bead-to-bead shield layer on top. The Enduro MS retails for $100 and weighed just 1,247g (2,494g total), making it the lightest in tire the test.
What's The Bottom Line?
Jason: "The Wild Enduro MS was a sweet tire in loose, softer soil as its spaced-out and tall lug-shaped knobs provided lots of grip. They also delivered excellent braking bite in steep sections and off-cambers. On hardpack bike park trails, the tread design performed better than anticipated. The knobs engaged enough in firmer conditions to hold adequate traction. However, I experienced some knob flex when driving a lot of energy through the tires. This made the Enduro MS less confidence-inspiring when hitting berms at speed. Even though the casing is labeled 'Enduro,' it offered plenty of support and had a nice calm, damped ride feel. Unfortunately, the Enduro MS was less consistent and predictable in technical roots, rocks, or loose over hardpack. It felt like the size of the lugs tended to wiggle and deflect during impacts, which kept the tires from tracking exactly where I wanted. Overall, I'd pick the Wild Enduro MS for looser conditions but not super rocky or rooty trails. They do a good job digging into the ground but can become less definite when things get rough."
Tanner: "For being the lightest tire in the test and being marketed as an enduro tire, the Michelin Wild Enduro MS provided a ride quality that was on par with the all-out downhill tires tested. It was an easy tire to get accustomed to, providing good traction throughout the tread and predictability in various conditions. The sidewall offered plenty of stability, and the tread design had a consistent point where traction would break free when leaning over. The one downside was the lighter casing was less planted on faster trails or loose over hardpack, causing the tires to wander and float. If I were to only ride bike parks or ride downhill, I would opt for a burlier tire; however, if my riding was a mix of trail/enduro/bike park, then the Wild Enduro MS would be a solid choice."
e*thirteen Grappler GR
The Grappler is e*thirteen's most aggressive tire intended for various conditions. Like many tires in the test, it uses a 3-2-3 center tread layout with pronounced side lugs. The center knobs have a minimal ramp on the leading edge for added braking bite, and parallel siping on alternating rows keeps the knobs stable. The pyramid-shaped transition knobs hold the important role of maintaining traction between the center and shoulder lugs. Every other side lug features an arched side cutaway to allow for increased flex and less deflection.
e*thirteen's DH casing uses a dual-ply 72 TPI nylon casing with an apex insert in the sidewall and an extra nylon layer under the tread for added flat protection. We tested e*thirteen's softest MoPo compound that places a 42a rubber across the entire tread, providing grip, increased tire flex, and energy absorption. The Grappler retails for $75 and weighed 1,466g each (2,932g total), making them the fourth heaviest tire in the test.
What's The Bottom Line?
Jason: "The Grappler was a solid performer as a front and rear tire. Its strong suit was delivering grip and confidence in looser conditions and support through rough, chunky sections. I also loved the braking control it offered—as a rear tire, it dug into the ground and slowed me down quickly; as a front tire, I could trust it would hold a line through slippery terrain. The profile of the tread design offered traction up to an aggressive lean angle without feeling vague. The point at which traction dropped off was consistent and easy to anticipate, making the Grappler very predictable. The only time this wasn't true was on hardpack or loose over hardpack as I struggled to get the tires to engage the ground and hold a line. It felt like the supportive casing I enjoyed when smashing raw trails became too supportive through bike park berms, causing my front wheel to run wide. The gumminess of the side lugs also tended to tuck and roll through hardpack turns. This wasn't a massive detriment to overall performance, but it made me gravitate towards steeper, rougher trails to exploit the Grappler's sticky rubber and unwavering construction."
Tanner: "The Grappler felt like it was designed for downhill tracks and really shined on gnarly trails. The traction was top-notch, and the casing felt stiffer than any other tires in the test. This gave the Grappler a planted feel that was confidence-inspiring at speed. It also made the tires responsive to rider input, which was great for riding technical lines. However, they were not the best on bike park turns like those found on A-Line, as the soft knobs would flex under the stiff casing. Still, the Grappler would be near the top of my picks for a downhill tire to tackle rough, steep, and loose terrain."
Schwalbe Albert
The Albert is a fresh addition to the Schwalbe family, featuring their new radial casing construction. Instead of placing carcass layers at a 45-degree from bead to bead like most tires, Schwalbe has placed layers closer to 90 degrees, creating less material overlap. This allows the casing to flex and adapt to the ground, increasing the tire's contact patch. Instead of having to run less pressure or a more compliant casing to increase traction, Schwalbe's radial casing seeks to provide support and protection with increased ground feel at the same pressure.
The tread design features a familiar 3-2-3 center knob layout. This increases the number of knobs contacting the ground, complementing the benefits of the radial casing. Intended to be an easy tire to ride in every condition, the high volume of knobs provides constant traction at various lean angles and maximizes rolling speed. A transition knob helps shorten the gap from the middle tread to the shoulder lugs, and knob heights are similar to Schwalbe's Tacky Chan and Magic Mary models. We tested the Albert in Schwalbe's more durable Gravity Pro casing and grippiest Addix Ultra Soft compound. The Albert retails for $104, and our test tires weighed 1,332g each (2,664g total), making it the third lightest setup in the test.
[Editor Note: We tested the Albert before it was released and were unaware of the new radial technology. While we didn't realize the uniqueness of what we were riding, it allowed us to give impressions based purely on on-trail impressions. Post-test, I did ride the Albert more as I was curious how tire pressure influences performance. You can read my thoughts here. - Schroeder]
What's The Bottom Line?
Jason: "The Albert Gravity scored the lowest in the test for me due to its lack of casing support and inability to provide consistent traction in mixed conditions. The tires squirmed a lot during compressions or high-energy moments. This lowered my confidence to push the tires in turns or trust them to hold lines in technical sections. The tread design itself rolled super fast and performed best on hardpack. Up front, the Albert had a super far lean angle before traction would fade, while in the rear, there was a consistent point that traction would drop and the rear would start to slide. This was only true in hardpack, or moderately loose conditions. The second I got into deeper dirt or loose over hard pack, the tires struggled to lock into lines and find grip. I think the moderate height of the knobs and the sheer number of them kept the Albert from digging into the ground. I also felt like I was sliding around on the top layer of dirt and struggled to find the confidence to hit turns hard or send it into sections that required heavy braking. Overall, the Gravity Albert rolled fast and was best in hardpack or moderately mixed conditions. From my experience with Schwalbe tires, a Magic Mary up front and a Big Betty in the rear would have been a better setup for our conditions."
Tanner: "The Albert rode noticeably different than the rest of the tires. The tread design was quite round, and the casing felt light, making the tire seem more appropriate for trail riding. It reminded me of a tire racers would run in the rear at tracks like Fort William or Leogang where rolling speed and cornering bite are important. In the bike park, the Albert struggled to offer traction on slippery rock slabs, or any trail that wasn't primarily hardpack. The knobs were not as pronounced as the other tires, making it tough for the tread to bite into deeper soil or loose over hardpack, giving the Albert a skating or unsettled feeling. With that said, traction did fade or was lacking at consistent moments throughout a run. Once I understood when and where the Albert excelled, it was a fairly easy tire to anticipate. Flow trails or firmer conditions were where the tire performed best, especially with a bit of moisture added to the equation."
Vittoria Mazza & Mostro
The Mazza and Mostro are Vittoria's most versatile models, intended for anything from loose over hardpack to soft, rooty singletrack. They are not front or rear-specific designs. However, most riders will find the Mazza's staggered side knobs with closed and open siping provide increased cornering predictability when ridden up front. The inside of the shoulder knobs also have more aggressive sipes to allow for flex, while the outside of the knob uses less siping to provide support. Stepped center knobs with deep siping in the direction of rotation further maximize rolling speed and traction. The Mostro has shallow, stepped center knobs that balance rolling speed and braking bite thanks to their wide leading edge. There is a small transition knob that helps hold traction before the tall, blocked side lugs are engaged. The side lugs are staggered slightly and have one deep sipe and an additional bracing on the outer edge to maintain knob support.
We tested Vittoria's burliest Enduro Race casing that uses two 60 TPI layers, a bead-to-bead anti-puncture nylon layer, an extra layer just under the center tread, and a sidewall insert. While it's not labeled a DH-casing, the Enduro Race casing is on par with other gravity constructions. As for the compound, we tested Vittoria's latest race compound, which uses a single, ultra-soft graphene compound that's silica-infused to balance grip, rebound damping, and longevity. Both tires retail for $103.99 and combined weighed 2,877g (Mazza = 1,374g / Mostro = 1,503g).
What's The Bottom Line?
Jason: "I enjoyed the Mazza and Mostro combo most in loose conditions when the front tire knobs could engage with the ground and the rear tire side lugs could cut through and lock into turns. The Mostro's ramped center knobs did improve rolling speed but lacked as much braking traction as the other tires. I think running a Mazza front and rear would be a better option for rough, natural trails. The casing construction was comfortable, balancing stiffness without feeling harsh or causing the tires to deflect. Down the bike park trails, or any loose over hardpack conditions, I struggled to get the knobs of the Mazza to engage with the ground. I felt like I was riding on top of the knobs while leaning over, which definitely lowered my turning confidence in the dry, slippery conditions we tested in. With that said, once I leaned far enough to engage the side lugs, both tires offered adequate grip."
Tanner: "Once again, Vittoria has proved they are a contender in the gravity tire segment. The Mazza and Mostro combo were right at home on steep rough trails. The compound provided a good amount of grip, and the casing was supportive and had a confidence-inspiring ride characteristic. However, I would have preferred the Mazza front and rear instead of just the front. The Mazza felt like it had more grip, was more predictable, and was more well-rounded than the Mostro. The Mostro did brake well on looser steep trails such as In Deep or Loamanade, but it wasn't so significantly better that I would choose it as a rear over the Mazza."
Maxxis High Roller
The High Roller 3 is Maxxis' answer to riders' needs for an intermediate tire. Slotting between their Assegai and Shorty models and stealing design elements from both, the tread features mid-spike center knobs spaced generously apart with large, well-supported side knobs. The middle knobs work to penetrate soft soil, but are short enough to keep from squirming on hardpack. There is also lots of open space in the design to keep the tire from packing up with dirt in wetter conditions. The High Roller 3 is not front or rear specific. For our testing conditions, Maxxis recommended we use the tire front and rear, showing their confidence in its versatility. As a front tire, the deep, solid side knobs provide cornering support; as a rear tire, the side knobs have a similar effect, while the mid-spike knobs work to sink into soil to offer braking control.
We tested the High Roller in Maxxis' downhill casing and 3C MaxxGrip compound. The DH casing uses two 60 TPI layers along with a large butyl rubber insert in the sidewalls for added support and flat protection. The MaxxGrip compound combines three rubber compounds in key areas: an ultra-softest rubber on top of the knobs, a medium rubber in the core, and a hard rubber at the base of the tread. The High Roller retails for $105, and our test tires weighed 1,448g each, or 2,896g combined.
What's The Bottom Line?
Jason: "The new High Roller fully met expectations and continues to grow the model's legacy. Right off the bat, the casings' damping and comfort were a notch above the rest. The tires filtered out more chatter, tracked the ground better, and gave me less hand fatigue. Sidewall support was also great, giving the tires a definite feel without ever deflecting. Deeper, loose soil was where the High Roller came to life as the bite and traction were all-time. The tires do ride a little boxy, so there is a quick drop in grip past a certain point. It doesn't have that endless lean angle like an Assegai. However, it was easy to anticipate when the tires would start to slide. On the hardpack bike park trails, I was really impressed by how much grip there was, considering the height and spacing of the knobs. I think that just speaks to the gumminess of Maxxis' rubber that allows the knobs to conform to the ground. As a rear tire, it offered plenty of cornering traction, but I could still break the tire free if needed. The only shortcoming of the High Roller was pure breaking traction down steep chutes. It didn't seem to offer the same anchor-dropping bite as some other tires. Overall, I think the High Roller will become a lot of riders' go-to, ride everything tire. It might appear to need deeper, looser soil to excel, but it's equally impressive in firmer conditions."
Tanner: "If we're talking about outright performance, the new High Roller has main character energy. Just picture Brad Pitt as a downhill tire. It did it all and did it all very well. The casing had a supple feel that kept the tires planted, allowing me to push anywhere I wanted without worrying about being thrown off line or sliding out. They held a line through high-speed chatter and rough sections better than any other tire in the test and had the most confidence-inspiring feel. However, true to Maxxis fashion, the casing wasn't quite as stiff as some other tires, and I did hit rim more often. This is a trade-off, though, as the compliant casing definitely adds to the smooth ride quality. Somehow, the High Roller felt great on downhill tracks and was comfortable on jump trails like A-line and Dirt Merchant and meandering trails like Ninja Cougar and Ho Chi Min. A tire that was easy to trust and predict on any trail, the new High Roller is one of the best mixed-terrain tires I've ridden."
Kenda Double Black
The Double Black is an all-new tire for Kenda that bridges the gap between their Hellkat and Pinner models. It's intended to be an all-conditions gravity tire that's fast rolling and equally confident in hardpack, loose, or loose over hardpack. The design is not front or rear-specific and uses an Assegai-esque middle knob arrangement. These knobs are narrower than most tires of a similar design and have a subtle ramp on the leading edge. Side knobs are placed in parallel and have a shallow, closed sipe. The consistent outer edge of these knobs gives the Double Black a more squared-off profile.
We tested the Double Black in Kenda's Downhill casing and Dual-Layer compound. The casing utilizes strips of Kenda Vector Shield (KVS), a lightweight woven aramid material, under the middle of the tread and along the sidewalls. KVS is said to offer three times the cut resistance of standard protective materials. There is also a 20mm apex in the sidewalls for pinch flat protection. The Dual-Layer compound features a stiffer base rubber with a softer compound laid over the whole tread. This gives the knobs stability and grip while improving durability. The Double Back actually does not launch until next Spring and will be available in Trail ($74.95), All-Mountain ($79.95), Enduro ($84.95), and Gravity ($89.95) casings. Our test tires weighed 1,414g each, or 2,828g combined.
What's The Bottom Line?
Jason: "I'd pick the Double Black if I was banging out bike park laps and wasn't frequenting the gnarliest trails on the mountain. They roll fast, can support a lot of energy, and provide good traction in firm to moderately loose conditions. Where they struggled was deeper soil or loose over hardpack. The casing was really firm and the tires held up well through berms, holes, and g-outs. However, the casing might have been a bit too supportive—the tires didn't filter vibrations on rough trails, causing hand fatigue. It also caused my front wheel to dance around as the tire bounced off rocks and roots instead of absorbing impacts. Cornering traction was less impressive than most the other tires, with a lower lean angle at which traction would drop off. This was especially true on raw trails or long traverses. However, it was easy to predict when I would push past the tire's abilities. The tread design did best in firmer conditions or bike park trails, locking into lines well and providing good knob engagement. Once dust, pebbles, or soft dirt was added on top, the tires tended to float and drift around."
Tanner: "The Kenda Double Black is a solid bike park tire that will get you rolling and having fun on jump trails and less aggressive terrain. My main gripe with the tire was that it rode like a high-volume tire, rebounding off bumps and making it hard to hit tricky lines confidently. The traction wasn't bad on smoother, hardpack trails; however, as soon as consecutive hits or braking bumps came into play, the Double Black became unpredictable and unsettled on the trail."
Vee Attack HPL & Attack FSX
Vee's Attack models are their ride-everything tires. The HPL front tire, which stands for hard, pack, and loose, uses faintly ramped, medium-depth center knobs and deep shoulder lugs set in parallel. Minimal siping is used throughout, and alternating side knobs have an additional inset step to increase leaning traction. The Attack FSX, which stands for 'Fast Xtreme,' is Vee's fast-rolling but aggressive rear tire option. It uses wide, flat, and heavily ramped center knobs to maximize speed and braking surface. The side lugs are equally large, with more substantial siping and an inset step for cornering bite.
We tested both tires in Vee's most aggressive DH Core casing and softest Full 40 compound. The DH Core construction consists of two 72 TPI layers, an apex sidewall insert, and an additional sidewall layer for increased support. The Full 40 compound uses an ultra-tacky 40a rubber that has excellent slow-rebound characteristics on top of being extra grippy. Both tires retail for $70 and combined weighed 3,005g (HPL = 1,495g / FSX = 1,510g).
What's The Bottom Line?
Jason: "The Attack's were my second favorite tire combo due to their predictable grip throughout a run. The HPL was my favorite when we tested front tires last year, and it again was a standout performer. It has a very Assegai look but rides more definite and precise, making it easier to anticipate how it will respond. I enjoyed the FSX's gap between the flat center knobs and defined side lugs, as it caused my rear wheel to drop into corners and hold a consistent line. This kept my rear wheel tracking behind my front wheel. The casing construction was my second favorite behind Maxxis' DH casing due to its damping and calmness over rough terrain. The rubber is also crazy sticky. The only area the Attack's struggled was the deeper, fresh-cut sections, as the knob spacing didn't offer the same bite and hold as the High Roller or Michelin Wild MS. It wasn't a detriment to their performance, but it was a notch below those other tires."
Tanner: "The Vee Attack HPL and FSX provided a pleasant ride and never did anything crazy. They had good traction overall; however, just like many of the Assegai-esque tires, it was difficult to tell when the Attack HPL would break traction. There was solid traction throughout the tread, but once turning, it felt like traction would suddenly disappear.For me, the Attack FSX outperformed the HPL because it offered a predictable point when traction would break free and had better braking traction and control. I felt confident knowing what my rear wheel was doing as I pushed into compressions. In the future, I'd be interested in riding the FSX front and rear to see if I experience its predictable traction up front."
Continental Kryptotal Fr & Krptotal Re
Continental's Kryptotal front and rear models have played a big part in growing the popularity of Conti tires over the past few years. Designed to excel in mixed terrain, the front tread features an Assegai-esque, 3-2-3 pattern with medium-depth blocked knobs spaced tightly together, slightly ramped center knobs, and closed siping throughout. The rear tread features more open space between rows of double knobs that are wide and heavily ramped. Both models use similar side lugs that are deep and pronounced, giving the tires a boxy profile and definite cornering support.
We tested Continental's Downhill casing, which uses four carcass layers in the sidewall, six under the tread, and an apex layer at the bead. While this is a lot of layers, they are thinner 110 TPI to improve casing suppleness and minimize weight. Up front, we tested Continental's stickiest Supersoft compound. In the rear, we used their slightly more robust Soft compound. Prices do vary depending on casing and compound—our front tire retails for $99.99, while the rear tire retails for $94.99. The Kyrpototal's combined weight was 2,605g (FR = 1,275g/ RE = 1,330g), making them the second-lightest tire system in the test behind Michelin's Wild Enduro MS.
What's The Bottom Line?
Jason: "The Kryptotal's were my third-favorite tire system in the test thanks to their predictability and confidence. They easily dug into the raw, fresh sections and allowed me to hold tricky lines down the rooty, old-school tech trails. The only time I didn't trust the tires was on loose-over-hardpack flat corners as the sheer number of knobs seemed to struggle to penetrate through the pea-sized rocks. The result was a drifty, vague feeling. Cornering traction was impressive, and both tires could hold an aggressive lean angle. However, I really had to commit to turns to get the casing and side knobs to engage with the ground. I had numerous instances of riding a bit timid through a berm or off-camber, resulting in my front wheel running wide or my bike getting stood up. The rear tire provided tons of braking bite and control, making it my favorite in the test. Despite not weighing a ton, the casing rode really stiff and firm. It had noticeably less damping compared to the Maxxis or Vee tires. There was more trail feedback and some deflection through rocks or roots. The flip side is I never considered my rims when smashing into things or the possibility of folding the tires in corners."
Tanner: "The Kryptotal Fr and Kryptotal Re checked all the boxes for a good downhill race tire or everyday bike park tire. They were easy to get along with, stable at speeds through rough sections, and provided plenty of traction. The best part was that after one lap, I felt confident knowing when the tires would grip or slide and could anticipate the moment traction would go. The Kryptotal Fr is more similar to an Assegai but has a better bite point when fully leaned over. The Kryptotal Re had good overall traction and seemed to outperform the Fr in braking traction and predictability. The Re has a more defined point where the traction ends, which is comforting because you know how far you can lean the bike over in corners. I did hit my rim a few times when riding the Conti's, but this was mostly due to the fact that I was pushing hard because I trusted the tire's abilities."
Overall Scores
A big shout out to Feedback Sports, Ride Wrap, and HUNT Wheels for supporting Test Sessions!
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Which tires would you pick?
If you’ve ridden any of the tires test, let us know what your experiences have been!
12/2/2024 6:00am
View replies to: Gravity Tire Shootout - Vital Test Sessions
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