Test Charts / Tire Reviews

2021 Tire Reviews All Season Tire Test

Compare each discipline in the tested size. See the measured result, position and gap to the best tire, then read the verdict for the trade-offs behind the finishing order.

Tested size: 205/55 R16
Tires tested: 9
Disciplines: 14

Dry

Dry Braking
Position / Tire	Result	Gap to best	Residual speed
RefReference Summer	118 ft	-3 ft	0 mph
1Michelin CrossClimate 2	121 ft	Best	0 mph
2Pirelli Cinturato All Season SF2	124 ft	+3 ft	11 mph
3Vredestein Quatrac	125 ft	+4 ft	15 mph
4Bridgestone Weather Control A005 EVO	127 ft	+6 ft	18 mph
5Avon AS7 Gen 2	129 ft	+8 ft	19 mph
6Nokian SeasonProof	131 ft	+10 ft	22 mph
7Continental AllSeasonContact	131 ft	+10 ft	22 mph
8Goodyear Vector 4Seasons Gen 3	132 ft	+11 ft	23 mph
RefReference Winter	134 ft	+13 ft	25 mph
9Star Performer SPTS AS	142 ft	+21 ft	31 mph

The difference between best and worst was 20% (24 ft ≈ 1.6 Car Lengths). From 80 mph, the Star Performer SPTS AS would still be travelling at 31 mph when the Michelin CrossClimate 2 had stopped.

Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.

Dry Handling
Position / Tire	Result	Gap to best
RefReference Summer	44.7 s	-1.10 s
1Michelin CrossClimate 2	45.8 s	Best
2Vredestein Quatrac	45.83 s	+0.03 s
3Continental AllSeasonContact	45.91 s	+0.11 s
4Pirelli Cinturato All Season SF2	46 s	+0.20 s
5Goodyear Vector 4Seasons Gen 3	46.11 s	+0.31 s
6Bridgestone Weather Control A005 EVO	46.21 s	+0.41 s
7Nokian SeasonProof	46.39 s	+0.59 s
RefReference Winter	46.42 s	+0.62 s
8Avon AS7 Gen 2	46.56 s	+0.76 s
9Star Performer SPTS AS	46.6 s	+0.80 s

The difference between best and worst was 4.3% (1.9 s).

Wet

Wet Braking
Position / Tire	Result	Gap to best	Residual speed
RefReference Summer	82 ft	-5 ft	0 mph
1Michelin CrossClimate 2	87 ft	Best	0 mph
2Vredestein Quatrac	87 ft	0 ft	7 mph
3Avon AS7 Gen 2	90 ft	+3 ft	15 mph
4Continental AllSeasonContact	91 ft	+4 ft	16 mph
5Pirelli Cinturato All Season SF2	92 ft	+5 ft	19 mph
6Bridgestone Weather Control A005 EVO	94 ft	+7 ft	22 mph
7Nokian SeasonProof	97 ft	+10 ft	25 mph
8Goodyear Vector 4Seasons Gen 3	97 ft	+10 ft	26 mph
RefReference Winter	98 ft	+11 ft	27 mph
9Star Performer SPTS AS	107 ft	+20 ft	35 mph

The difference between best and worst was 30.5% (25 ft ≈ 1.7 Car Lengths). From 80 mph, the Star Performer SPTS AS would still be travelling at 35 mph when the Michelin CrossClimate 2 had stopped.

Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.

Wet Braking - Cool
Position / Tire	Result	Gap to best	Residual speed
1Bridgestone Weather Control A005 EVO	97 ft	Best	0 mph
2Vredestein Quatrac	100 ft	+3 ft	14 mph
3Continental AllSeasonContact	100 ft	+3 ft	15 mph
4Pirelli Cinturato All Season SF2	101 ft	+4 ft	17 mph
5Avon AS7 Gen 2	102 ft	+5 ft	18 mph
6Michelin CrossClimate 2	102 ft	+5 ft	18 mph
7Goodyear Vector 4Seasons Gen 3	102 ft	+5 ft	19 mph
8Nokian SeasonProof	104 ft	+7 ft	21 mph
RefReference Winter	112 ft	+15 ft	30 mph
RefReference Summer	116 ft	+19 ft	33 mph
9Star Performer SPTS AS	128 ft	+31 ft	40 mph

The difference between best and worst was 32.8% (31 ft ≈ 2.1 Car Lengths). From 80 mph, the Star Performer SPTS AS would still be travelling at 40 mph when the Bridgestone Weather Control A005 EVO had stopped.

Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.

Wet Handling
Position / Tire	Result	Gap to best
1Vredestein Quatrac	48.48 s	Best
RefReference Summer	49.96 s	+1.48 s
2Bridgestone Weather Control A005 EVO	49.98 s	+1.50 s
3Goodyear Vector 4Seasons Gen 3	50.18 s	+1.70 s
4Michelin CrossClimate 2	50.65 s	+2.17 s
5Pirelli Cinturato All Season SF2	50.69 s	+2.21 s
6Continental AllSeasonContact	50.88 s	+2.40 s
7Avon AS7 Gen 2	50.98 s	+2.50 s
8Nokian SeasonProof	51.11 s	+2.63 s
RefReference Winter	51.39 s	+2.91 s
9Star Performer SPTS AS	55.15 s	+6.67 s

The difference between best and worst was 13.8% (6.67 s).

Straight Aqua
Position / Tire	Result	Gap to best
1Michelin CrossClimate 2	57.3 mph	Best
2Pirelli Cinturato All Season SF2	55.2 mph	-2.1 mph
3Goodyear Vector 4Seasons Gen 3	55.0 mph	-2.3 mph
4Vredestein Quatrac	54.6 mph	-2.7 mph
5Continental AllSeasonContact	54.6 mph	-2.7 mph
5Nokian SeasonProof	54.6 mph	-2.7 mph
7Avon AS7 Gen 2	54.2 mph	-3.1 mph
8Bridgestone Weather Control A005 EVO	53.3 mph	-4.0 mph
9Star Performer SPTS AS	51.6 mph	-5.7 mph
RefReference Winter	50.8 mph	-6.5 mph
RefReference Summer	50.0 mph	-7.3 mph

The difference between best and worst was 12.7% (7.3 mph).

Curved Aquaplaning
Position / Tire	Result	Gap to best
1Michelin CrossClimate 2	285.4 ft/s²	Best
2Continental AllSeasonContact	284.8 ft/s²	-0.6 ft/s²
3Nokian SeasonProof	282.2 ft/s²	-3.2 ft/s²
4Avon AS7 Gen 2	278.9 ft/s²	-6.5 ft/s²
RefReference Summer	277.2 ft/s²	-8.2 ft/s²
5Goodyear Vector 4Seasons Gen 3	277.2 ft/s²	-8.2 ft/s²
6Vredestein Quatrac	274.3 ft/s²	-11.1 ft/s²
RefReference Winter	271.7 ft/s²	-13.7 ft/s²
7Pirelli Cinturato All Season SF2	269.7 ft/s²	-15.7 ft/s²
8Bridgestone Weather Control A005 EVO	268.7 ft/s²	-16.7 ft/s²
9Star Performer SPTS AS	268.0 ft/s²	-17.4 ft/s²

The difference between best and worst was 6.1% (17.4 ft/s²).

Snow

Snow Braking
Position / Tire	Result	Gap to best	Residual speed
1Continental AllSeasonContact	55 ft	Best	0 mph
RefReference Winter	56 ft	+1 ft	10 mph
2Nokian SeasonProof	56 ft	+1 ft	11 mph
3Michelin CrossClimate 2	57 ft	+2 ft	12 mph
4Bridgestone Weather Control A005 EVO	57 ft	+2 ft	14 mph
5Goodyear Vector 4Seasons Gen 3	58 ft	+3 ft	16 mph
6Star Performer SPTS AS	58 ft	+3 ft	18 mph
7Avon AS7 Gen 2	59 ft	+4 ft	19 mph
8Pirelli Cinturato All Season SF2	59 ft	+4 ft	20 mph
9Vredestein Quatrac	59 ft	+4 ft	20 mph
RefReference Summer	146 ft	+91 ft	63 mph

The difference between best and worst was 164% (91 ft ≈ 6.2 Car Lengths). From 80 mph, the Vredestein Quatrac would still be travelling at 20 mph when the Continental AllSeasonContact had stopped.

Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.

Snow Traction
Position / Tire	Result	Gap to best
1Michelin CrossClimate 2	5.45 s	Best
2Goodyear Vector 4Seasons Gen 3	5.54 s	+0.09 s
3Pirelli Cinturato All Season SF2	5.74 s	+0.29 s
RefReference Winter	5.79 s	+0.34 s
4Continental AllSeasonContact	5.85 s	+0.40 s
5Vredestein Quatrac	5.88 s	+0.43 s
5Nokian SeasonProof	5.88 s	+0.43 s
7Bridgestone Weather Control A005 EVO	5.9 s	+0.45 s
8Star Performer SPTS AS	6.13 s	+0.68 s
9Avon AS7 Gen 2	6.58 s	+1.13 s
RefReference Summer	19.96 s	+14.51 s

The difference between best and worst was 266.2% (14.51 s).

Snow Handling
Position / Tire	Result	Gap to best
1Nokian SeasonProof	89 s	Best
2Continental AllSeasonContact	89.19 s	+0.19 s
3Michelin CrossClimate 2	89.29 s	+0.29 s
4Goodyear Vector 4Seasons Gen 3	89.86 s	+0.86 s
RefReference Winter	90.52 s	+1.52 s
5Pirelli Cinturato All Season SF2	90.52 s	+1.52 s
6Bridgestone Weather Control A005 EVO	91.05 s	+2.05 s
7Star Performer SPTS AS	92.34 s	+3.34 s
7Vredestein Quatrac	92.34 s	+3.34 s
9Avon AS7 Gen 2	94.11 s	+5.11 s
RefReference Summer	174.7 s	+85.70 s

The difference between best and worst was 96.3% (85.7 s).

Snow Circle
Position / Tire	Result	Gap to best
1Nokian SeasonProof	28.75 S	Best
2Michelin CrossClimate 2	28.98 S	+0.23 S
RefReference Winter	29.15 S	+0.40 S
3Goodyear Vector 4Seasons Gen 3	29.22 S	+0.47 S
4Continental AllSeasonContact	29.41 S	+0.66 S
5Pirelli Cinturato All Season SF2	29.44 S	+0.69 S
6Vredestein Quatrac	29.52 S	+0.77 S
7Bridgestone Weather Control A005 EVO	30.25 S	+1.50 S
8Star Performer SPTS AS	30.97 S	+2.22 S
9Avon AS7 Gen 2	31.99 S	+3.24 S
RefReference Summer	44.35 S	+15.60 S

The difference between best and worst was 54.3% (15.6 S).

Comfort

Subj. Comfort
Position / Tire	Result	Gap to best
RefReference Winter	10 Points	0.00 Points
1Goodyear Vector 4Seasons Gen 3	10 Points	Best
1Nokian SeasonProof	10 Points	Best
1Pirelli Cinturato All Season SF2	10 Points	Best
4Star Performer SPTS AS	9.5 Points	-0.50 Points
4Continental AllSeasonContact	9.5 Points	-0.50 Points
4Bridgestone Weather Control A005 EVO	9.5 Points	-0.50 Points
4Vredestein Quatrac	9.5 Points	-0.50 Points
4Michelin CrossClimate 2	9.5 Points	-0.50 Points
9Avon AS7 Gen 2	9 Points	-1.00 Points
RefReference Summer	8.5 Points	-1.50 Points

The difference between best and worst was 15% (1.5 Points).

Noise
Position / Tire	Result	Gap to best
1Pirelli Cinturato All Season SF2	68.7 dB	Best
RefReference Summer	68.8 dB	+0.10 dB
2Michelin CrossClimate 2	69.1 dB	+0.40 dB
3Goodyear Vector 4Seasons Gen 3	69.2 dB	+0.50 dB
3Avon AS7 Gen 2	69.2 dB	+0.50 dB
5Nokian SeasonProof	69.8 dB	+1.10 dB
6Bridgestone Weather Control A005 EVO	69.9 dB	+1.20 dB
RefReference Winter	70 dB	+1.30 dB
7Star Performer SPTS AS	70.7 dB	+2.00 dB
8Vredestein Quatrac	70.9 dB	+2.20 dB
9Continental AllSeasonContact	71.4 dB	+2.70 dB

The difference between best and worst was 3.9% (2.7 dB).

Value

Rolling Resistance
Position / Tire	Result	Gap to best	Extra fuel / year
1Pirelli Cinturato All Season SF2	7.2 kg/t	Best	$0
2Goodyear Vector 4Seasons Gen 3	7.62 kg/t	+0.42 kg/t	$17
3Michelin CrossClimate 2	7.66 kg/t	+0.46 kg/t	$19
RefReference Winter	7.68 kg/t	+0.48 kg/t	$20
4Continental AllSeasonContact	7.82 kg/t	+0.62 kg/t	$25
5Nokian SeasonProof	7.92 kg/t	+0.72 kg/t	$29
6Bridgestone Weather Control A005 EVO	8.11 kg/t	+0.91 kg/t	$37
7Vredestein Quatrac	8.28 kg/t	+1.08 kg/t	$44
RefReference Summer	8.69 kg/t	+1.49 kg/t	$61
8Star Performer SPTS AS	9.12 kg/t	+1.92 kg/t	$78
9Avon AS7 Gen 2	9.16 kg/t	+1.96 kg/t	$80

The difference between best and worst was 27.2% (1.96 kg / t). Over 12,000 miles a year at $3.60/gal, the Avon AS7 Gen 2 uses about 22 gal ($80) more fuel than the Pirelli Cinturato All Season SF2.

Adjust the assumptions

Calculated estimates, not additional measurements. Use the controls to explore the assumptions. These calculators use the full test field, independently of your tire selection above.

Gas/Diesel Electric

Annual Mileage

12,000 mi

km (L)

miles (US gal)

Fuel Price

$3.60/gal

GBP (£)

EUR (€)

USD ($)

Set my vehicle consumption

Estimates based on typical driving conditions. Rolling resistance accounts for approximately 20% of IC vehicle fuel consumption and 25% of EV energy consumption. Actual savings vary based on driving style, vehicle weight, road conditions, and tire age. For comparative purposes only. Lifetime savings based on a 40,000km / 25,000 mile tread life.

Test setup & methodology

The test setting, the conditions recorded and how the results contribute to the score.

Show full testing methodology

Recorded test conditions

Dry Braking: 62.1 → 3.1 mph
Wet Braking: 49.7 → 3.1 mph
Wet Braking - Cool: 49.7 → 3.1 mph
Snow Braking: 24.9 → 3.1 mph
Snow Traction: 3.1 → 24.9 mph

Score Weighting

Weights express the scoring priorities, not how much each discipline actually changed the finishing order. The size of the performance gaps matters too. Category weights contribute to the overall score. Within each category, discipline weights divide that category’s share. Published finishing positions also need to be read alongside the editorial verdict.

Test	Within category	Share of overall score
Dry · 25%
Dry Braking	55%	13.75%
Dry Handling	40%	10%
Subj. Dry Handling	5%	1.25%
Wet · 35%
Wet Braking	25%	8.75%
Wet Braking - Cool	25%	8.75%
Wet Handling	25%	8.75%
Subj. Wet Handling	5%	1.75%
Straight Aqua	10%	3.5%
Curved Aquaplaning	10%	3.5%
Snow · 25%
Snow Braking	45%	11.25%
Snow Traction	15%	3.75%
Snow Handling	35%	8.75%
Snow Circle	5%	1.25%
Comfort · 5%
Subj. Comfort	50%	2.5%
Subj. Noise	50%	2.5%
Value · 10%
Rolling Resistance	100%	10%

Our standard methods

The conditions above are recorded for this test. The descriptions below explain our standard procedures; measurement windows and run counts can vary by test.

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 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 fifteen runs if conditions and tire category justify it. I analyze the full set of runs and discard statistical outliers before averaging. Reference tires are run repeatedly throughout the session to correct for changing conditions.

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 behavior 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 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 more track-focused products, I also do endurance testing, which is a set number of laps at race pace to determine tire wear patterns and heat resistance over longer driving.

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 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 where possible, although the sequence can extend to as many as fifteen runs if conditions and tire category justify it. I analyze 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.

Wet Braking - Cool

This test follows the same procedure as the standard wet braking test — entry speed of 88 km/h, full ABS braking, VBOX measurement over the 80–5 km/h window — but is conducted at cooler ambient temperatures, typically below 7°C. The lower temperature allows assessment of how each tire's compound performs when cold, which is particularly relevant for all-season and winter tire evaluation. Reference tires are run at the same frequency as the standard wet braking programme.

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. ESC is disabled where possible so I can assess the tire's natural balance, transient response, and limit behavior 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 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.

Straight Aqua

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. 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

For curved aquaplaning, I use a circular track, typically around 100 meters in diameter, with a flooded arc of controlled water depth, usually about 7 mm. The vehicle is instrumented with GPS telemetry and a tri-axial accelerometer. I drive through the flooded section at progressively increasing speed, typically in 5 km/h increments, and record the minimum sustained lateral acceleration at each step. The test continues until lateral acceleration collapses, indicating complete aquaplaning. The result is expressed as remaining lateral acceleration in m/s² as speed rises.

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, measuring 45-5 km/h. I generally 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 twelve runs per tire set, although the sequence can extend further if the data justify it. I analyze 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 Traction

For snow traction, I accelerate the vehicle from rest on a groomed snow 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 and powertrain irregularities. 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. I complete multiple runs per tire set and average the valid results. Reference tires are run typically every two candidate test sets to correct for changing snow surface conditions.

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 Circle

For snow lateral grip testing, I use a circular snow track of fixed radius, broadly aligned with ISO 4138 principles. The surface is regularly groomed throughout the session. I progressively increase speed until the maximum sustainable cornering speed is reached. I normally record multiple laps in both clockwise and counterclockwise directions to reduce the influence of surface bias. Because snow surfaces degrade more rapidly, the control tire is retested at regular intervals and I often use multiple sets of control tires.

Subj. Comfort

To assess comfort, I drive on a wide range of road surfaces (often dedicated comfort tracks at test facilities) 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.

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.

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.

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