For this edition of Ask Us Anything, WTB’s experts and athletes will be answering all of your questions about tubeless. Few riders know that an international standard exists for tubeless. Even fewer realize what this means for tire and rim fit. WTB has spent an exhaustive amount of time honing in TCS, their Tubeless Compatible System. From Weir’s early Downieville tubeless frustrations to Moeschler’s global tubeless sales, it’s your chance to ask the pros. So go ahead, fire away.
The PanelJASON MOESCHLER – GLOBAL OEM SALES MANAGER / TEAM WTB
Jason began racing bikes at age 14 and over the course of his racing career has become a three-time Mountain Bike World Championship Competitor, ‘97 US Junior National Champion, as well as a three-time Downieville All Mountain Pro Champion. Now the 35-year-old races the clock for daylight to ride. It’s a constant battle to balance the demands of his full-time job as WTB’s OEM sales manager with traveling to races and trade shows, training, not to mention being a dad, husband, and all around good guy who’s always willing to help someone out.
From coaching mountain bike skills clinics for NorCal kids, wrenching on bikes for old friends, to giving away all of his firewood to the old lady next door—you get the picture. Yeah, he's a nice guy but rest assured—not all nice guys finish last—least of all Moeschler, who might possibly be the nicest guy who’ll ever pass you.Jason miraculously balances top-tier, professional XC and Enduro racing with meeting requests of global product managers, weaving the needs and trends of upcoming bicycles with the ruthless demands of Team WTB’s racers, making for constantly evolving product, punished to perfection.
MARK WEIR – TEAM WTB Described as a well-rounded rider who specializes in suffering, Mark Weir, 41, has become a successful and dominant force in professional downhill endurance racing. The Novato, California native believes in hard work and fair play without compromise—values he will undoubtedly pass along to the kids he coaches on his backyard pump track, his son Gus included.
In terms of mountain biking, having these values means developing the skills, fitness, and technologies necessary to compete against the world’s best riders on any dirt, anywhere. And they don’t come easy, the skills and fitness that is… Mark explains, “I do the best I can with the skills I don’t have but the will that I do.” Not bad considering he’s “willed” himself to winning the Downieville Downhill eight times; climbed a million vertical feet in one year; and earned a top-10 spot in the NORBA National Series on a six-inch travel bike—all of which has helped to define the all mountain category of the sport.
As far as technology goes, Weir’s relationship with WTB’s R&D began with his namesake tire line, the WeirWolf, launched in the 1990s. Nearly a decade later, the tire tread pattern was updated and re-launched with the added feature of WTB’s new TCS (Tubeless Compatible System) technology that Mark also worked to advance with product developers. He devoted endless test ride hours specifically to rim/tire bead retention, resulting in a high-performance system with phenomenal flat resistance—something he’s been working towards since he stopped using tubes 10 years ago. Despite the suffer fests and challenges that come with pro racing, Weir continues to be inspired by the people he meets and competes against as well as the amazing places mountain biking takes him.
CHRIS FEUCHT – MANAGER OF NEW PRODUCT DEVELOPMENT
Chris started working in bike shops in 1980 when mountain bikes were merely concepts he and fellow East Coasters read about in magazines. In 1983 he bought a Fat Chance, and despite his roadie friends thinking he was crazy, he immediately fell in love with mountain biking. “Everything was open back then” Feucht reminisces, “I even used to ride nearby sections of the Appalachian Trail before it was ever banned to bikes”. Today he’s still the self-proclaimed fastidious mechanic he started out as, though most days you’ll find him walking WTB products from initial requests and concepts to finished, delivered goods. An avid, lifelong cyclist, you’d be hard-pressed to find a discipline Chris doesn’t put a pedal to, though he favors technical trails and constant challenge, powering his way relentlessly through the rugged Sierra Nevada foothills.
Chris is in constant communication with Team WTB. From perfecting casings to hand delivering samples, it’s a constant evolution of design and quest for perfection. Riding alongside Weir is no easy task, but he does his best to keep it respectable (for an old guy), not to mention balancing his other job, President of the Sierra Buttes Trail Stewardship, the non-profit entity responsible for the Downieville Classic, where Weir and Chris first became friends. It also helps that he’s been close friends with Jason Moeschler since the ride-a-work-a-good-guy-aholic was a mere 15 years old.
While you won’t find Chris on his first Fat Chance anymore, you will find a remarkably clean, meticulously cared for sibling bike hanging in Chris’ dining room. A theft 15 years ago separated Chris from his first Fat Chance but being a man of determination, he found an appropriately sized frame within three digits of his original serial number and built up a more than worthy age appropriate replacement. For people like Chris, mountain biking isn’t a pastime, it’s a way of life.
MARK SLATE – FOUNDER, DESIGNER Slate found the peaceful Marin County public lands available for bicycle riding in the early 1970’s after years of making noise on motorcycles. Riding a woefully inadequate skinny tire bike allowed him to discover the many miles of fire protection roads and trails of Mt. Tamalpais. Experience with rebuilding, repairing and modifying motorcycles opened the door to piecing together a Klunker with guidance and help from Erik and the Koski family of the Cove Bike Shop dedicated to the development of off-road bicycles. Marin County had open land and various bands of bicycle enthusiasts. Mark Slate found Steve Potts at the start of his frame building career and helped to facilitate frame building. The parts needed to get these bikes rolling were Mark’s responsibility. At that early stage of off-road bicycle development parts needed were adapted from the world of bicycle road racing, BMX, utility bicycles and motorcycles. The need for better suited parts was obvious. Wilderness Trail Bikes as a parts provider came to life as a result of that need. Steve Potts and Mark Slate joined with Charlie Cunningham to provide parts for the use of early frame builders and adventurers needing stronger parts.
Fast forward from that 1982 start to today; years of off-road racing, friendships, designing for others and finding our way to the world of Asian production. WTB has produced and sold bicycle parts in many countries. Slate has traveled to most of these places, but counts his second home as Taiwan where his wife is from. The people of Taiwan make the bike industry as we know it today strong. But without that spirit of innovation that began on the slopes of Mt. Tamalpais and a group of like minded individuals Mark Slate would not have been able to enjoy a career designing bicycles, parts and enjoying the great outdoors as he does. Slate is grateful to the long standing group of people that keep WTB running and competing at a world class level.
PS rumour has it that WTB are working on a new lightweight DH semi-slick called the DeathWish....
Point is, there are so many factors concerning setup that it's not logical to accuse the system of being inherantly faulty. I have never had an issue with stick-on rim tape, or even with the non adhesive variety.
Lack of spoke holes just makes for a pain during wheel setup and truing.
Sam Hill rode Procore from Fort William (2nd place) and won two WC`s
Emmeline Ragot won Fort William Worldcup on it while Rachel, Mannon and Tahneé (on Schwalbe but without Procore) flatted
Nico Lau won Tweedlove EWS on it. First time using it in a race. When he went to the US he used standard set-up as it makes a service on the trail easier and flatted in some gnarly rocks.
Markus Pekoll used the system all season long. He cut his tire in Meribel in quali and still got 26th. He finished the race on 8th position.
Brendan Fairclough rode the system all year long with no problems. He`s very impressed.
There are some other rider that wanted to stick with what they know. Unfortunately a lot of rider are not very open to new innovations till someone else rides it and proves that it works. Those rider are testing the system this off-season so they are confident to use it next year.
Major Kudos.
I fail to see how any of those things contributes to a complete loss of respect for a company, especially one that just went the extra mile to host an ask us anything seminar.
Certifications just make the system easier to use and ensure customers that the product was developed around not using a tube. Tubeless obviously works and most riders use it, so companies want to be able to safely recommend their products to be used with it. That doesn't mean you can't make it work otherwise, because ANY rim or tire has the potential to be converted, but if you f*ck it up and crash because all of a sudden you have no air in your tires, the company that made the wheel or tire will be able to say "We did not intent for our product to be used like this" and thus unable to be sued by you for product failure.
@mfbeast12 Mavic rims really don't have holes drilled in them, there is no tape required. they use a weird nut that goes over the spoke, that threads into the rim, which of course, adds more weight. Here's a pic www.mavic.us/wheel-tyre-system/zicral
@madmon What special tape? I use Gorilla tape.
breaking a spoke can have a profound effect on the balance of tension in a wheel, & you can't see, or fix that with the tire on.
@mfbeast12 These wheels he speaks of, you must take off spoke tension first then remove a hollow screw from the same side as nipple (external) This screw acts as the seat for the nipple as it cannot be put in through the top of the spoke hole. It is because of this that you have to remove the nipple, also. The hollow screw is slid onto spoke, then the nipple threaded on and then its screwed into the outside of the rim bed (tightening hollow screw with Mavic tool) before tensioning the spoke. Easy peasy
See hollow screw where eyelets would be 102115d1126379805-mavic-xm819-aluminum-nipple-cups-pict0030
@madmon your 1640 gram wheels use aluminum spokes, that's what Zircal is. so your wheel weight doesn't directly compare to other wheel weights, when we're talking about rim weights. All the extra material required for a Mavic UST rims makes the rim heavier, they just make up for it with lighter spokes, but the spokes can't make up for the weight of a Mavic UST rim designed at say, 28mm internal, which is why they don't exist.
Clearly the TCS system utilizes the "Bead Lock" and TCS Bead profile to achieve a snug-fit and proper retention.
Many carbon rim manufacturers opt for "hookless" technology owing to the additional strength thicker walls provide.
In order for tires to fit properly with hookless rims must the bead profile be made specifically for hookless rims?
To all of you @WTB-Bikes, I love your work!
Mr Weir, how long did it take to craft such a magnificent moustache?
Personally I think that if people are able to afford (susceptible enough to marketing) to buy a 3000 dollar wheelset that weighs 1500 grams when an wheelset such as WTB Stryker weighs 1750 grams but costs 400-500 dollars, companies such as Trek and Specialized and Cannondale will continue to make ten grand bikes until the end of time. But it'd be nice to see a insiders point of view.
Also, as racers (Mark/Jason) how do you believe the American "enduro" events, such as Downeville and the Santa Cruz Hell Ride compare to European enduro races, both technical downhill and uphill aspects as well as overall flow. Do you believe there is enough support to organize more enduro races in America similar to those held in France and Italy or does the type of terrain needed to create a proper enduro track primarily exist only in Europe?
fatwheels
'Murica has way better and more terrain than europe for riding enduro.
1. Working in the OEM side of the market, and being a ride tester for future products, I get to see concepts that are pretty far down the line. Unfortunately, I am swore to secrecy. We have had the privilege to work with Fabian Barel a few years back. I love his wishes - to have a bike that rides as good downhill as a current DH bike, but climbs as well as and XC bike. That is a tall order...one that I hope our industry will eventually achieve before I am too old and grey to appreciate such a machine. I am personally a HUGE fan of electronic shifting/suspension controls, and cannot wait for what electronics will do to future bikes. However, the electronics will continue to drive prices up. Fortunately, the mechanical systems are also making great improvements, which will be seen at lower price points. It's impossible for me to say if we will get under 30lbs 160mm bikes for under 4000 dollars.
2. I won't lie. I love $10,000 bikes. I would happily put my kid on a diet to afford such a work of art. I am an addict. The way I see it, the technology from $10,000 bikes helps to improve lower price bikes. The masses need the $10,000 bikes to keep improving, so that the lower price bikes will follow.
3. Downieville and Hell Ride are not technically "Enduro's". These days Enduro means not racing to the top, and only racing the downhill sections. Downieville is more of a trail race. Hell ride no longer exists, but that was more of an all day sufferfest. European Enduro races are on another level, when compared to American races. American race promotors will never be granted the land access permission to run a trail straight down the side of a mountain, where no trail currently exists. America has the terrain, we simply can't use it. Canada, on the other hand, continues to challenge me every time I race up there.
The B+ idea got started with fitting existing 29" tire bikes. Where it goes from here is anyone's guess. WTB may go beyond the 3" cross section but for now that is what we have targeted.Regarding rim inner width - the TRAILBLAZER is 67mm (variable depending on psi) when using an i35 rim. One a 25mm inner width rim the cross section (known as section width = SW) is 4mm less. On the i45 Scraper rim the SW is 4mm more. Wide rims certainly do support tires better especially at lower pressures. Inner width of 25mm is OK, even a 23 width works, but i35 or i45 will give you the greater benefit of running low pressure stabilized G-force. BTW, tread width does not vary much using different width rims. Neither does diameter. It is the casing SW that varies. Really fun tire size, not too heavy or slow for flat land riding. TRAILBLAZER fits most 29" bikes running at about 28.6" diameter.
Seraph - yes, but it was good to hear why is that in this case
Also, from online cut away pictures your rim design seems to have a thicker wall located close to the nipple than in the rest of the rim. Can you explain the logic behind this and possibly how it is achieved?
Aluminum rims are extruded then rolled to dimension before being pinned or welded. Wall thickness is easily optimized to meet strength/weigh needs.
Part two of you question was already answered for our friend in Massachusetts.
Love WTB stuff, especially the saddles,
Cheers
1. Ordered sample tires with what we thought was the ideal compounding.
2. Ordered sample tires with higher and lower durometer, with more and less rebound.
3. We altered the width of our center tread vs. shoulder tread width on each tire design, in each compound configuration.
4. All tires were ride tested, not machine tested. Our goal was to achieve maximum speed with maximum control. Testing was held at a track designed by Weir. It involved both climbing, flat, off camber, and descending, in a variety of terrain conditions.
5. The testing was performed in different seasons on the same track.
6. Each unique tire was used at multiple pressures.
7. Bikes and wheels were kept identical for all tests. We had XC bikes for XC tires, Trail Bikes for trail style tires, and Enduro bikes for the Enduro style tires.
As you can imagine, the testing took FOREVER. We are, however, very pleased with our results. Our compounds were literally hand selected by our riders.
TrailBoss is designed to be faster rolling than Breakout. Both are fantastic front an rear tires, and both go great when paired with Vigilante front.
Breakout has more space between each lug - so technically speaking, it is a more "aggressive" tire than TrailBoss.
Inner Peace is only available on our Tough casing tires.
It's a priority, though slow going, we're getting closer all the time. Rest assured, XD is definitely on the list.
Considering the other bonuses of sealant, ie, actually sealing holes in the tire as well, along with the weight & complexity savings of a traditionally drilled rim, I'll take a sealant/tape solution over Mavic UST any day.
Why didn't you produced the new SST in Ti or carbon, or even a "pro" level chromo? I've been waiting to buy a Ti one.
Ti rails are flexy light which is nice, but easy to pop out or bend. I still like the SST, but we get a lot of pressure for "NEW" so being a modest sized company we cannot offer a huge variety. Sales guys often get the why this rather than that when it comes to products offered. With saddles trying everything you can get on is the best way to get an answer. Getting a NEW version SST with carbon rails would be cool. You that ride our products and give us direction are more important than you know.
Working in the other direction, I could provide a simple drawing to show diameters and widths, then you could know based on your measuring of your bike. Posting on the WTB site would be a good thing to go after.
I love my Vigilantes but would love to try all of the cool new rubber you guys have rolling out as of late!
Just because we don't offer a tread in 26" now, does not mean that it won't come in the future. Our customers are very good at demanding what is needed. TrailBoss 2.25 is the next new tread that is close to being released in 26". The aftermarket consumer demand for this tread in 26" was overwhelming.
on a lot of reviews I read they say to use these as a front only but I ride a lot of wet and loose terrain in the UK and feel that anything
less aggressive on the rear would not be as controllable.was the Vigilante designed as a front and rear or just a front and if so which rear would suit it best?
Also currently using a pure V saddle which is excellent!
thanks
Regarding Vigilante, it was designed to be used as a front or rear. Yes, we have tires that are a tighter packed tread, will be more efficient, and roll faster on the rear. When it comes to flat out needing bite on the trail going down hill, you won't find another tire in our line better than the Vigilante. Anything less aggressive will reduce control in wet/loose conditions.
Specifically; Axles/hub spacing, Bottom brackets, Tire and rim interface/profile, Headtube/steerer.
I often think the consumer is its own worst enemy. We hate when standards change, and when they do we often see the potential gains as questionable, but this line of thinking hinders growth and improvement. We get so invested in one standard it makes it difficult to see our investments become obsolete.
Is the bike industry held back by forced conformance to existing standards, and the gradual changes are their way of marginally improving things without causing too much disruption in the market place and avoiding shooting themselves in the face. Or is it all a marketing scheme to get us to buy new stuff every year!!??
Older, wiser, but still want to always do more. From the start the WTB drive was to make it better. Now there are some very good companies that provide products that would be hard to beat. Moving forward is never exactly linear. And we cannot go back. But we can regress. Given the ability to start fresh changing some standards would be good. We seem to continually evolve. Wheel (hub) flange spacing would be good to address. It keeps getting moved around. But maybe the latest is the greatest. Testing takes time and worldwide testing takes sale of product. I think we are on track. And if it worked for you before then why change? Unless you are convinced that new may be better. Standards take time and displacing standards is worth looking at always.
Weather conditions, riding frequency all effect the longevity of your sealant. It's a good idea to check it every couple months, or sooner in hot-dry environments. While you don't really need to replace the sealant (I usually just add some fresh sealant to the old stuff), it's a good idea to check for "tire boogers" and make sure they are removed for the tire.
Vigilante 2.3 26" Comp = 880g
Vigilante 2.3 27.5" Comp = 925g
Vigilante 2.3 29" Comp = 1040g
I am a fairly experienced bicycle mechanic (I actually interned for WTB back in 2007 & 200 , but I do not work in a shop anymore, nor have easy access to an air compressor or advanced tool. My mountain bike is 29er tubeless. I have tried to install tubeless tires myself once, and failed miserably!
Now, I may just not be aware, but is there an easy method for at home tubeless tire installs? Or am I going to just have to keep bringing it into a shop every time I want to change tires? I am a little behind on the tubeless times possibly, but the only way I was told you can get the second bead to pop onto the rim is with a quick burst of pressurized air. Are there any other methods you would like all of the at home DIYers to know about to make having tubeless tires and changing them easier?
I have some Vigilates sitting on my dresser and I want to get them on the bike ASAP!
Also, bonus question: I have a new Specialized Stumpy Expert Carbon EVO 29er, and I am planning on competing in some of the CA enduro series races. Do you think that is enough bike? I think it’s going to be slightly on the light side and it should be fine. Any thoughts are welcome.
Thanks for your time guys!
- Grant
1. Installed easy on the rim
2. Inflates easy on the rim
3. Fits secure to the rim, so that you won't burp.
We have accomplished our goals. Weir and I used to have to travel to races with an air compressor. If we didn't have an air compressor, we would leave the wrong tire on our bike, simply out of fear from not being able to get a new tire to seat. Those days are over. We can install our tires by hand, and inflate with a mini pump.
You will, however, need to make sure that you have an ETRTO/UST compatible rim when inflating the WTB tire. There are many different Tubeless Ready rims out there these days. You can check with the maker to see if it complies to ETRTO/UST (The international standard for tubeless).
vimeo.com/channels/wtbusa/14309115
Your Stumpy 29er will be plenty of bike for the CA enduro events.
What tape do you recommend? I've tried Orange brand and Stans. Or maybe it's just operator error.
Thanks,
-Neil-
Laying tape into wider rims is more of a challenge, and it takes longer. Normally, you can stretch a large section of tape out from the roll, and lay it on the rim while keeping pull force on the roll. Wide rims require that you not stretch the tape as much and make sure that the tape is stuck in the bottom of the rim well before it is stuck to the tire bead seat shelf. It takes longer, and is a bit frustrating, however it is a necessary evil. The rim profile is exactly as it needs to be to get the tire to mount, and inflate properly.
Right now, our riders are cutting the Warden tires, in an effort to show us the stubby spike tire they would like. We are looking at this category.
We still use GMS internally when talking tire size, and mark all tires with GMS measurements.
I can't say why the rest of the industry didn't adopt GMS. I wish it could have got more support. WTB will continue forward on our own.
For my next upgrade I plan on doing just that, as soon as the procore is available in my country. Or should I wait for alternative system maybe you have in the pipeline?
WTB will have a few mid-range width rims available in the near future. Right now we have i25 and i45 rims. We will fill in the blanks soon. Jerseys? I am with you. We need more gear. I will see if I can have any effect in getting something I would wear.
It would seems to me that some sort of reinforcement at that tire/rim interface that goes up the sidewall a cm or two would be welcome and wouldn't add much weight. any thoughts?
Wider flange spacing gives a greater bracing angle for spokes. Lately WTB has been doing a few asymmetric rims. With dished wheels the spoke tension needs to be higher to keep the wheels running true. Balanced tension is always key. Wider tires get wider still on wider rims. For front derailleurs standard 50mm chainline can be an issue with plus sized tires. Knobs hanging out there can grab your chain and pull it into tight and ugly crevices. More clearance everywhere, all things kept in balance...
Then going the other way round, a lot of Santa Cruz bike come with TCS rims and Maxxis tubeless ready tyres and again they convert well.
Is this a big no no and should never be done?
Cheers
Schwable are second, easy to mount/unmount but more difficult to inflate and seal is mediocre at best.
Michelin mount/unmount ok are a nigthmare to inflate, even with compressor. They have too flimsy walls for that. I didn't have burps tough.
Never tried WTB, I never find good deal on them.
www.wtb.com/products/nano-40c
I'm a big supporter of CX and gravel bikes here at WTB, and I've been pushing hard for tubeless CX tires for a while. We have an advantage that is pretty unique in the industry, we design the tires and the rims, so we can make sure that everything works properly together. We are also able to draw from our experience with TCS development to arrive upon a really reliable tubeless CX/Gravel tuneless system. Another issue is the high-end CX racers still ride tubulars so the demand of gravel isn't being heard yet.
Some of that stuff worked well, some not so well. WTB is forward focused. But learning from the past is part of that. One thing is clear to me, we have too much to do already, so we need to be careful what we commit to doing. Vintage stuff is whole separate category. Never say never.
Super far back - that would be me. Chris King did build some headsets for WTB way long ago. Nothing beyond 1" steer tube diameter. Bon Tempe frames - now there is a rare item. Still have some. Need pivots. Hubs we built were tandem tough. Only one screw on freewheel would stay together, that was the SunTour New Winner. Had only a two prong remover though, and with the standard thread pitch getting it off again required disassembly and clamping the guts in a smooth jaw vise. Otherwise the body would bust using the two prong tool - if the tool did not break.
No pedals or ti frames but we could work something out for BT frames.
My breezer twister bike would kill me if it hear what I am doing now
I will need to go see what exactly I can find. Call WTB to leave your email or phone number. I will contact you.
SX23 is a rim with an inner rim width of 23.....Also what we call i23. Kona also spec's an STi23 and Frequency i23, both of which are TCS Tubeless rims, designed to be run tubeless with a tubeless type tire.
As you might be aware, we have just released our Scraper i45 rims. Now, we have to fill in the gaps between i25 and i45. We are working on it.
Nano and Trailblazer are the closest. Nineline and Beeline are pretty good rollers. It's that center block spacing that does it. Less of a square wheel. But that wide spaced center knobs have their place when digging in on deep terrain.
Being gone for weeks or months at a time causes sealant to dry out. Keep those wheels turning.
Thanks!
I love the light front rim, more durable rear rim combo. I take it one step further, and use a TCS Light Tire up front, and Tough in the back.
We hope to get to market sometime soon. Being as good as those guys or better is a worthy objective.
This question makes me smile. A stretchable tire bead would not be a good thing. How about a fast rolling, super high traction compound that provides extra long wear?
Are the CRC ones a faulty batch ?
The Team Issue compound is softer, more sticky, not going to last as long.
Me too. That would be awesome. Framebuilding has left the building at WTB though. What is modern geometry? (Ask different people that ride different terrain and get many conflicting answers.) What is your frame material of choice? How much should a frame cost?
What is this Mr. Pineaple you speak of?
Heff with pineapple. It rules, but sadly is a summer seasonal(though I was still finding it as recently as December locally.)
If you want it? for sure. Never did I think anyone in my life would ask. so its an honor. Thanks
Rohloff makes one. Derailleurs are lighter, faster and more prone to damage.
Tires with ETRTO/UST compliant beads mounted to rims using ETRTO/UST compliant shapes will generally inflate very easy. Example, a WTB TCS Tire mounted to an e*Thirteen wheel. Both follow ETRTO/UST international standards.
Product that does not follow ETRTO/UST standards is where you will run into difficulty.
In general, to get the best performance from your sealant, you should change it out routinely. That being said, I personally change my sealant whenever I change my tire, and thats about it.
Universal System Tubeless is a MAVIC description of and inner rim profile - and the tire dimensions that are engineered to fit that profile. Well documented and tested by ETRTO which is European Tire Rim Technical Organization - a group of well respected and experienced companies and large corporations that covers bicycles is a small part of what they do. WTB has based our TCS (Tubeless Compatible System) on the UST profile. WTB uses tape to seal spoke holes. The thing that appeals most to me about the UST profile is extensive testing by various well equipped labs and the idea that as a standard tires are required to fit that profile.
The materials we use in our tires are proprietary. I'm not allowed to answer. Sorry Buddy.
where do you live? Norcal..
They do a ton of hunting and target shooting on the ranch, so we always have to ask the land owner first. Second question. Do you strava? We are trying to keep that away from all the trails we love. Im easy to find, have you been to the Brewstop bikes shop? maybe we need to talk over a beer first.
Seems like you just wanted an excuse to brag about working for maxxis in some form because no ones gonna hire you from a question like this.
not hating on you personally man, I'm sure you are a damn good rider but how are people supposed to know you aren't some random joe