Maxxis Minion DHX MaxxGrip New DH tyre

The first new tyre added to Maxxis’s Minion lineup in quite a while is the DHX. Built to boost control, support, and traction on downhill tracks, the brand has created a mighty predictable and supportive tyre that provides exceptional cornering performance. However, with its New DH casing, it’s not light, and its braking edges can wear sooner than expected.

Maxxis DHX New DH MaxxGrip – Technical details

The most obvious new thing found on the DHX is the tread pattern. Present is a similar centre and shoulder knob shape that we’ve seen on the DHF and the Minion series for ages now, but that recognisable centre tread is complemented by extended knobs that promise to create a more predictable transition from centre tread to shoulder knob.

The tyre’s shoulders have also seen a bit of a tweak. Now, they’re better supported, and they feature shallow siping. The idea here is to create a stiffer shoulder knob to stop them from folding under heavy cornering loads, while still allowing some conformation to the trail. So, a boost in cornering traction.

With that new design, Maxxis says that the DHX should provide similar braking and rolling properties to the DHR II, which certainly isn’t a bad thing.

Upon the release of the DHX, Maxxis also unveiled its new downhill casing, or New DH. Importantly, this graces the tyre with a ‘progressive casing stiffness’, so around the tread it’s softer, but towards the bead, it’s much stiffer. That has been done by adding a new high-hardness butyl insert around the bead, then allowing the tyre’s sidewall protection to add extra support. There’s also a dual-ply 120 TPI construction.

Maxxis says that this design brings many benefits. Apparently, this new casing provides better rim protection and allows for lower tyre pressures, thus boosting traction and slowing down the tyre’s rebound. The result is a more supple and comfortable tyre, with a touch of extra puncture protection.

The New DH casing is only available on tyres equipped with the softest MaxxGrip rubber compound, although there are EXO+ models available with both MaxxGrip and MaxxTerra options. New DH can also be found on other Maxxis tyre models such as the DHR II, High Roller III and Assegai.

The DHX is available to fit 29” and 650b (or 27.5”) wheels and only in a 2.5” width.

Maxxis DHX New DH MaxxGrip – Performance

I inflated a pair of DHXs on the front and rear of the bike, and installation was fairly straightforward. Although the tyre uses a progressive casing stiffness, it’s still pretty darn stiff, so a tyre lever was definitely needed to get it onto the rim. But once there, with just a little bit of elbow grease, they inflated onto my OneUp Components Aluminium rims without much of an issue.

The result is a tyre that’s fairly round in profile.

Although there’s the brand’s super soft rubber compound here, I found the tyre’s rolling resistance to be tolerable. It’s not the fastest tyre around, but at this weight, and with that soft rubber, it’s never going to be. Despite it rolling slower, I rarely found myself cursing it as I’ve pedalled up a hill. I would prefer a lighter tyre for a bit of an easier time on the pedals, but Maxxis’s EXO+ and EXO casings don’t come with that progressive casing stiffness yet, that is.

It really didn’t take all that long to get accustomed to how the DHX performs. It’s a familiar-feeling tyre if you’ve ridden others from the brand’s lineup, but it definitely brings improvements upon the likes of the DHF. That’s because those wider centre knobs take up much of the space between the centre tread and the shoulder knobs, so the tyre produces a much more consistent and dependable feel when leaning the tyre into turns.

And speaking of cornering, that’s where the DHX really impressed. As mentioned, Maxxis has built the shoulder tread to be more supportive, but still able to conform to trail imperfections. And, I would go as far as to say that the DHX is one of the best cornering tyres I’ve ridden.

Throughout a bunch of my regular trails, there are banked corners that, if you push hard enough and compress the rear of the bike into, the rear wheel will break traction pretty reliably. With the DHX, that’s not the case. Instead, it hooks up massively, bringing a welcome heft of predictability into the mix.

Braking traction isn’t too shabby either. I would say that it’s on par with the DHR II, where its wider centre tread manages to hook into even looser (but not too loose) terrain. This translates into dependable braking power and plenty of communication between traction and braking, where it gives noticeable but very manageable signs before traction gives.

In the dry, general traction is exceptional, and in the wet, that traction is translated rather well, as long as that wet surface is somewhat firm. It’s not exactly a mixed-conditions specialist, however, as when that surface softens, it loses its otherwise predictable nature, quickly relenting grip and regaining it once it rolls over harder terrain.

While heavy, the casing is rather impressive. Tyre casings have been quite the talking point since Schwalbe went the Radial route, and with New DH, Maxxis has gone a more traditional direction. As a result of that progressively stiff casing, I’ve managed to reduce my tyre pressures by quite some margin, but without suffering the usual drawbacks.

Usually I’m running 19 PSI up front and 22 at the rear, but with this new casing, I’ve managed to reduce them down to 14-15 PSI at the front and 16 at the rear. With this, the casing achieves a more planted and calmer feel when rolling through technical terrain but without ever feeling vague or wallowy. Of course, there’s also a real improvement in traction.

With lower pressures, rim damage is certainly something to anticipate, but thanks to the super stiff butyl inserts, the tyre has shrugged off even the most root and rock-infested trails I ride. This then promotes a more supple feel that damps harsh vibrations and improves confidence, but without raising concern about destroying wheels.

With that in mind, I reckon that the New DH casing can mean that riders can ditch the extra faff and weight of tyre inserts and still achieve a similar level of protection and ride-feel. So while heavy, there may be some weight saving to be had if you run inserts and choose to ditch them.

The durability of the MaxxGrip rubber on this tyre is something of a concern. After three or four rides, I noticed that the braking edges have shown some real signs of wear. This is expected to a degree, given that it’s a soft compound, but it is a little worse than I would expect after this kind of time span. After more time on the tyre, the braking edges have rounded off pretty significantly, which reduces that braking bite, resulting in more abrupt lock-ups. If you’re not looking to shed seconds in a race run, I would thoroughly recommend choosing the firmer MaxxTerra compound, but that’s not available with the New DH casing, which makes sense as a downhill race tyre, but makes the tyre less suitable for those who aren’t refreshing their tyres on the regular.

I’ve addressed this before, but there’s also the weight to consider. For a downhill bike, it’s much less of a problem, and in some respects, it can pose an advantage as the rolling mass helps gather momentum. But I would really like to see a similar construction applied to a lighter build. Throwing 1.6 kilos onto one wheel is a pretty sizey weight gain, and for average trail and maybe some enduro riders, it’s quite the expense. The benefits that the carcass brings are very real and worth considering, but for me, the extra weight isn’t worth it.

Maxxis DHX New DH MaxxGrip – Verdict

The DHX in its New DH casing and MaxxGrip rubber isn’t especially cheap. £80 is quite a tall order, but there’s not much around that delivers the level of predictability and trail calming as the New DH casing.

Schwalbe’s Albert Radial Gravity Pro will set you back a little under £80. While I have my qualms with the Radial tech, it’s a compelling offering for the same money, and it’s just under 600g lighter.

WTB’s Verdict, in its super tough SG1 casing, can be picked up for around £66.18. It’s definitely a heavier construction, weighing around 1.8kg, and it doesn’t get the progressive sidewalls, but it’s an excellent tyre for the cash.

If you’re looking for plenty of protection, superb support and exceptional cornering grip but don’t mind spending a little extra, the Maxxis Minion DHX in its New DH and MaxxGrip guise is a top choice. Throw in decent braking traction and tolerable rolling resistance, and Maxxis has created an excellent entry into the Minion lineup that may make the DHF redundant. However, expect to pay a weight penalty and to experience an increase in tyre wear.