![]() The advanced rubber compound effectively absorbs sound energy, resulting in a quieter and more comfortable ride.Īlthough it comes out with a lot of bite in the middle, it still doesn't provide enough lateral traction, due to the less aggressive shoulders and side lugs. In this regard, keep in mind that some rubber compounds reflect more sound energy, which leads to reverberation and amplification of the overall sound level. In addition, the tire tread is designed to be less deflective, which means it reduces groove resonance and further reduces the noise level (created by air particles that do manage to enter). And while several factors can contribute to this, air particles hitting the walls of the tread are the main culprits.Īnd since most of this air enters through shoulder grooves, the Bridgestone Dueler A/T Revo 3 with super-closed cams restricts a significant portion of it, reducing noise at the source. Tread noise is a critical part of overall comfort in my opinion. So let's look at both of them one by one. Noise and comfort are two important factors that contribute to driving quality. The tire is not too heavy and has a harder tread compound.īy using a stiffer tread compound, the tire's tread blocks resist bending under braking and cornering, reducing flex energy loss and increasing energy directed to rolling.Īs a result, the Dueler AT Revo 3 provides significant fuel savings. And rolling resistance is strongly influenced by two factors: the structural weight of the tire and the tread compound.Īnd if you look at both, you can see why the Bridgestone Dueler AT Revo 3 outperforms most of its peers in this department. The relationship between fuel consumption and rolling resistance is good. This design, combined with the belt's continuous central longitudinal ribs, ensures that no water is released to allow the blades to operate.Īnd needless to say, it reduces overall wet traction. aquaplaningĪquaplaning, also known as aquaplaning, occurs when the tire cannot remove water from the tread quickly enough, "through the grooves", causing the tire to float and lose traction.Īnd with crowded shoulder pads, the Bridgestone Dueler AT Revo 3 can't solve this problem.Īs shown in the tread appearance section, the outer lugs have connectors between them to prevent lateral water leakage. I mean, it's not that great compared to road tires, but when you look at other A/Ts, simply put, it's okay.Īlthough the tire can still improve its resistance to aquaplaning, I must add. This means that the sipes need flexibility to move, and a harder rubber compound can hinder their ability to function effectively.Īnd with a medium tread compound (neither too soft nor too hard), the Dueler AT Revo 3 generally has adequate wet traction. These small slits in the tread expand as the tire comes into contact with the road, absorbing water particles and throwing them off the road. When it comes to wet grip, the secret lies in the tire's sipes (in terms of how many there are and what kind of texture they have). And this challenge arises because these tires cannot compromise durability, which means they must have a harder tread compound and minimal sipes. Wet traction is always a big problem for most off-road tires. Basically all cams there have a secondary rubber layer inside. The tread compound is stiff enough to prevent excessive flexing of the tread lugs, which causes a delay in steering response.Īnd this is further supported by strong reinforced foundations under those shoulder blocks. These factors tell you how much g-forces the tire generates when cornering.Īnd considering this, I would have to rate the Dueler AT in the top 5 when it comes to all-terrain tires. Lateral traction or handling is assessed by analyzing tread flexibility and shoulder structure. Other road tires have larger cavities in the tread and do not have a reinforced base like the Dueler AT. That's why the larger footprint of the Bridgestone Dueler A/T offers better grip here (compared to other A/T tires).Ĭompare the Dueler AT Revo 3 with others below: And it's judged by looking at the center of the tread because that's what makes the most solid (firm) connection to the ground. This grip is calculated with braking distances (from a certain speed I use 50 mph).
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