How We Test Tires: Our Independent Testing Methodology

This page explains how Tire Reviews conducts independent tire tests, including the equipment used, the procedures followed for each test category, and how results are validated. For background on Tire Reviews itself, see About Tire Reviews.

Who Conducts the Tests

Jonathan Benson

Founder & Independent Tire Tester

All test marked as Tire Reviews tests are conducted by Jonathan Benson, who has been independently testing tires since 2007. With over 19 years of experience and hundreds of tires tested under controlled conditions, Jonathan has developed a testing methodology that is recognised by the industry itself - many of the world's largest tire manufacturers officially cite Tire Reviews results on their corporate websites, placing this work alongside established publications such as Auto Bild, ADAC, and evo.

To maintain consistency and guard against drift in subjective scoring over time, Jonathan carries out annual co-driving sessions with heads of tire testing from premium manufacturers.

How a Tire Test Works

Tire testing is incredibly complicated and requires specialist equipment and locations. At TireReviews.com, I use a combination of objective instrumented testing and structured subjective assessment to evaluate tire performance across a wide range of disciplines. My aim is always to generate data that is as accurate as possible. and repeatable across tests.

Tire pressure control is one of the most important factors in tire testing. I set tire pressures immediately before the wheels are fitted and the vehicle goes out on track, so each run begins from the intended baseline. For track-focused tires and other tests where heat build-up materially affects behaviour, I also reset pressures after warm-up to ensure the tire is being assessed in the correct operating window. 

I log ambient, surface, and water or snow temperatures throughout every session, because even small temperature shifts can materially change grip levels and invalidate comparisons if unaccounted for. Before any measured runs begin, both the tires and the vehicle are brought up to a stabilised operating temperature - tire compound viscoelastic properties, brake system efficiency, and damper fluid viscosity are all temperature-dependent, and testing from a cold state would introduce systematic bias that undermines comparability between sets.

Conditions evolve during a test, so to calculate these changes back to base I run reference tires multiple times throughout of each test to correct for changes in surface grip, temperature, moisture level, and other environmental factors. In many programmes I use multiple sets of reference tires, which means control tire wear itself is not a meaningful source of error.

Every test programme is built around this reference-correction framework. The result is that each tire's performance is not measured in isolation, but always relative to a known, stable baseline - making the data directly comparable between tires tested at different points during the same session.

Testing Equipment

Accurate, repeatable measurement requires professional-grade instrumentation. The following equipment is used across Tire Reviews test programmes:

Tire Break-In and Surface Conditioning

Before testing begins, tires are almost always subjected to a break-in drive to add realistic surface micro-roughness to the tire which is not there at new state. This is particularly important for wet and snow testing, where the tire's ability to generate grip at a micro-texture level is materially affected by whether the outermost rubber surface has been properly conditioned. A tire tested straight from the mould can behave quite differently from one that has completed even a modest scrub-in distance.

For track-focused tires, I also carry out a heat cycle before formal assessment, bringing the tire up to its working temperature range and allowing it to cool, so the compound has undergone its initial thermal conditioning before any measured laps are recorded. In rare cases where a full break-in is not possible, this is noted against the result.

Subjective Assessment Calibration

Objective data is only part of the picture. Many important aspects of tire performance - comfort, steering feel, noise character, handling balance - require structured subjective assessment by an experienced driver.

To maintain consistency and guard against drift in my subjective scoring over time, I carry out annual co-driving sessions with heads of tire testing from premium manufacturers. These sessions provide a direct cross-reference against engineers who evaluate tires professionally at the highest level, and they allow me to recalibrate my own perceptions, language, and scoring against an independent benchmark. This ongoing process ensures that a score I award today is comparable with one given several years ago, and that my subjective assessments remain aligned with the standards used within the industry itself.

Test Categories: How Each Discipline Is Measured

Each test programme is composed of multiple individual disciplines. The exact combination depends on the tire type being tested - a summer tire test includes dry and wet disciplines, while a winter tire test adds snow and ice. Below is a detailed explanation of how each category is measured.

Wet Braking

For wet braking, I drive the test vehicle at an entry speed of 88 km/h and apply full braking effort to a standstill with ABS active on an asphalt surface with a controlled water film. I measure braking performance using Racelogic VBOX equipment only, excluding the brake pressure build-up phase from the measured window. I typically use an 80-5 km/h measurement window to isolate tire performance from variability in the initial brake application. My standard programme is eight runs per tire set, although the sequence can extend to as many as fifteen runs if conditions and tire category justify it. I analyse the full set of runs and discard statistical outliers before averaging. To correct for changing conditions, I run reference tires repeatedly throughout the session - in wet testing, typically every three candidate test sets.

Dry Braking

For dry braking, I drive the test vehicle at an entry speed of 110 km/h and apply full braking effort to a standstill with ABS active on clean, dry asphalt. I measure braking performance using Racelogic VBOX equipment only, excluding the brake pressure build-up phase from the measured window. I typically use an 100-5 km/h measurement window. My standard programme is five runs per tire set where possible, although the sequence can extend to as many as ten runs if conditions and tire category justify it. I analyse the full set of runs and discard statistical outliers before averaging. Reference tires are run repeatedly throughout the session to correct for changing conditions.

Wet Handling

For wet handling, I drive at the limit of adhesion around a dedicated handling circuit. I generally use specialist wet circuits with kerb-watering systems designed to maintain a consistent surface condition, rather than conventional sprinkler-based wetting. ESC is disabled where possible so I can assess the tire's natural balance, transient response, and limit behaviour without electronic intervention masking the result. I usually complete between two and five timed laps per tire set, depending on the circuit, tire type, and consistency of conditions. I exclude laps affected by clear driver error, traffic, yellow flags, or obvious environmental inconsistency. Control runs are carried out frequently throughout the session, and I often use multiple sets of control tires so that wear on the references does not become a meaningful variable.

Dry Handling

For dry handling, I drive at the limit of adhesion around a dedicated handling circuit with ESC disabled where possible so I can assess the tire's natural balance, transient response, and limit behaviour without electronic intervention masking the result. I usually complete between two and five timed laps per tire set, depending on the circuit, tire type, and consistency of conditions. I exclude laps affected by clear driver error, traffic, yellow flags, or obvious environmental inconsistency. Control runs are carried out frequently throughout the session, and I often use multiple sets of control tires so that wear on the references does not become a meaningful variable. For performance tires in the dry I pay particular attention to how heat build-up affects the tire's grip and subjective handling. For certain track-focused products I engage in track endurance testing, which means many more laps at race pace to discern how the tire performs over longer stints. 

Straight-Line Aquaplaning

To measure straight-line aquaplaning resistance, I drive one side of the vehicle through a water trough of controlled depth, typically around 7 mm, while the opposite side remains on dry pavement. I enter at a fixed speed and then accelerate progressively measuring the differing wheel speeds. I define aquaplaning onset as the point at which the wheel travelling through the water exceeds a specified slip threshold relative to the dry-side reference wheel. I usually perform four runs per tire set and average the valid results.

Curved Aquaplaning

Curved aquaplaning is assessed by driving the test vehicle through a flooded corner at progressively increasing speeds and measuring the speed at which the rear of the vehicle loses lateral grip. This tests the tire's ability to resist aquaplaning under lateral load, which is a different and arguably more safety-critical scenario than straight-line aquaplaning. I use GPS telemetry to log the critical speed, and reference tires are run at intervals to correct for changing water depth and surface conditions.

Rolling Resistance

Rolling resistance is measured under controlled laboratory conditions in accordance with ISO 28580 and UNECE Regulation 117 Annex 6. The tire is mounted on a test wheel and loaded against a large-diameter steel drum. After thermal stabilisation at the prescribed test speed, rolling resistance force is measured at the spindle and corrected according to the relevant procedure. The result is expressed as rolling resistance coefficient, typically in kg/tonne.

External Noise

I measure external pass-by noise in accordance with UNECE Regulation 117 and ISO 13325 using the coast-by method on a compliant test surface. Calibrated microphones are positioned beside the test lane, and the vehicle coasts through the measurement zone under controlled conditions. I record the maximum A-weighted sound pressure level in dB(A), complete multiple runs over the relevant speed range, and normalise the result to the reference speed required by the procedure.

Comfort

To assess comfort, I drive on a wide range of road surfaces at speeds from 50 to 120 km/h, including smooth motorway, coarse surfaces, expansion joints, broken pavement, and sharp-edged obstacles. I evaluate primary ride quality, secondary ride quality, impact harshness, seat-transmitted vibration, and the tire's ability to absorb sharp inputs. Ratings are assigned on a 1-10 scale relative to the reference tire.

Subjective Noise

For subjective noise assessment, I drive at constant speeds across multiple surface types with the windows closed, ventilation off, and audio system off, often performing coast down in neutral on certain surfaces to really assess the tone of the noise. I assess overall noise level, tonal quality, cavity boom, pattern noise, broadband roar, and sensitivity to both speed and road texture. Each tire is rated on a 1-10 scale and supported by written observations on noise character and annoyance.

Snow Braking

For snow braking, I drive the test vehicle at an entry speed of 50 km/h and apply full braking effort to a standstill with ABS active on a groomed, compacted snow surface. I use a wide VDA (vehicle dynamic area) and progressively move across the surface between runs so that no tire ever brakes on the same piece of snow twice. My standard programme is ten runs per tire set where possible, although the sequence can extend further if required. I analyse the full set of runs and discard statistical outliers before averaging. The surface is regularly groomed throughout the session. To correct for changing snow surface conditions, I run reference tires repeatedly - typically every two candidate test sets.

Snow Handling

For snow handling, I drive at the limit of adhesion around a dedicated snow handling circuit with ESC disabled where possible. The circuit is groomed and prepared after every run while tires are being changed, so each set runs on a consistently prepared surface. I usually complete between two and five timed laps per tire set, excluding laps affected by clear driver error or obvious environmental inconsistency. Because snow surfaces degrade more rapidly than asphalt, control runs are carried out more frequently, typically every two candidate test sets.

Snow Traction

For snow traction, I measure either acceleration time using GPS telemetry or peak pulling force during a controlled acceleration from standstill on a groomed snow surface with traction control active. The measurement method depends on the test programme and facility. I use a wide VDA (vehicle dynamic area) and progressively move across the surface between runs so that no tire ever accelerates on the same piece of snow twice. The surface is regularly groomed throughout the session. Because snow surfaces degrade more rapidly, I place particular emphasis on repeat runs, careful reference tracking, and averaged results. Reference tires are run typically every two candidate test sets to correct for changing conditions.

Ice Braking

For ice braking, I drive the test vehicle at an entry speed of 35 km/h and apply full braking effort to a standstill with ABS active on a prepared ice surface, measuring 30-5 km/h. I use an ice VDA (vehicle dynamic area) and progressively move across the surface between runs so that no tire ever brakes on the same piece of ice twice. Surface temperature is continuously monitored as ice friction properties vary substantially with temperature. My standard programme is twelve runs per tire set where possible. I analyse the full set of runs and discard statistical outliers before averaging. Reference tires are run typically every two candidate test sets to correct for changing surface conditions.

Ice Handling

For ice handling, I drive at the limit of adhesion around a dedicated ice handling circuit with ESC disabled where possible. I usually complete between two and five timed laps per tire set, excluding laps affected by clear driver error or obvious environmental inconsistency. Surface temperature is continuously monitored. Control runs are carried out frequently to account for changing ice surface conditions.

Ice Traction

For ice traction, I accelerate the vehicle from rest on a prepared ice surface with traction control active and measure speed and time using GPS telemetry. I typically use a 5-35 km/h measurement window to reduce the influence of launch transients. I use a wide VDA (vehicle dynamic area) and progressively move across the surface between runs so that no tire ever accelerates on the same piece of ice twice. Surface temperature is continuously monitored. I complete multiple runs per tire set and average the valid results, with reference tires run typically every two candidate test sets.

Wear

I do not conduct tread wear testing myself; where wear is included in a programme, it is carried out by a contracted specialist test provider using either an on-road convoy method or an accelerated machine-based method. In convoy wear testing, multiple vehicles run a defined public-road route over an extended distance, with tread depth measured at intervals and tires rotated methodically to reduce positional and vehicle-specific effects. In accelerated machine wear testing, the tire is run on a specialised roadwheel or rough-surfaced drum system designed to simulate real-world wear under controlled load, speed, alignment, and force inputs. I then use the contracted provider's measured wear rate relative to the reference tire to estimate projected tread life.

Abrasion

Abrasion is assessed as tire mass loss over a defined driving distance or test cycle. Tire mass is measured before and after the test using precision scales, and the result is expressed in the relevant unit for the programme. Where relevant, the methodology follows the latest applicable industry or regulatory development procedures.

Standards and Compliance

Where applicable, Tire Reviews testing follows or references established international standards to ensure results are comparable with those produced by tire manufacturers and regulatory bodies.

Independence and Transparency

The credibility of our testing depends on editorial independence. For a full explanation of how we maintain independence, including anonymous tire purchasing, separation of advertising and editorial, and our no-pay-for-play policy, see How We Maintain Independence on the About Tire Reviews page.