In this mini test I compare the plus version of the best ultra high performance all season tires on the market, the Bridgestone Potenza RE980AS+, the Continental ExtremeContact DWS06 Plus, the Michelin Pilot Sport All Season 4 and the Pirelli P Zero All Season Plus in the dry, wet and snow to see which is the best tire overall! Can the current champion, the Michelin Pilot Sport All Season 4 retain it's lead? Only one way to find out!
Test Data
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 → 3 mph
- Wet Braking
- 55 → 3 mph
- Snow Braking
- 20 → 5 mph
- Snow Traction
- 5 → 20 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 · 35% | ||
| Dry Braking | 50% | 17.5% |
| Dry Handling | 35% | 12.25% |
| Subj. Dry Handling | 15% | 5.25% |
| Wet · 35% | ||
| Wet Braking | 50% | 17.5% |
| Wet Handling | 30% | 10.5% |
| Subj. Wet Handling | 10% | 3.5% |
| Wet Circle | 10% | 3.5% |
| Snow · 20% | ||
| Snow Braking | 40% | 8% |
| Snow Traction | 20% | 4% |
| Snow Handling | 30% | 6% |
| Subj. Snow Handling | 10% | 2% |
| Comfort · 5% | ||
| Subj. Comfort | 100% | 5% |
| Value · 5% | ||
| Rolling Resistance | 100% | 5% |
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.
Subj. Dry Handling
I also carry out a structured subjective handling assessment at the limit of adhesion on a dedicated dry handling circuit. I score steering precision, steering response, turn-in behavior, mid-corner balance, corner-exit traction, breakaway characteristics, and overall confidence using a standardised 1–10 scale used consistently across my testing. The final assessment combines numeric scoring with written technical commentary. I complete familiarisation laps on the control tire before evaluating each candidate.
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 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.
Subj. Wet Handling
I also carry out a structured subjective handling assessment at the limit of adhesion on a dedicated wet handling circuit. I score steering precision, steering response, turn-in behavior, mid-corner balance, aquaplaning resistance, breakaway characteristics, and overall confidence using a standardised 1–10 scale used consistently across my testing. The final assessment combines numeric scoring with written technical commentary. I complete familiarisation laps on the control tire before evaluating each candidate.
Wet Circle
For wet lateral grip testing, I use a circular track of fixed radius, typically between 30 and 50 meters, broadly aligned with ISO 4138 principles. The surface is wetted in a controlled and repeatable manner. 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 camber, banking, or directional track bias. I then calculate average lateral acceleration and compare the result with the reference tire.
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.
Subj. Snow Handling
I also carry out a structured subjective handling assessment at the limit of adhesion on a dedicated snow handling circuit. The circuit is groomed and prepared after every run while tires are being changed, so each set runs on a consistently prepared surface. I score steering precision, turn-in behavior, mid-corner balance, corner-exit traction, breakaway characteristics, and overall confidence on snow using a standardised 1–10 scale used consistently across my testing. The final assessment combines numeric scoring with written technical commentary. I complete familiarisation laps on the control tire before evaluating each candidate.
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.
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.
Dry
The Michelin Pilot Sport All Season 4 lead during the dry braking test, narrowly beating the Continental ExtremeContact DWS06 Plus.
Dry Braking
Dry braking in feet (62 - 3 mph)
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 122 ft | Best | 0 mph | |
| 124 ft | +2 ft | 10 mph | |
| 128 ft | +6 ft | 17 mph | |
| 133 ft | +11 ft | 23 mph |
The difference between best and worst was 9% (11 ft ≈ 0.7 Car Lengths). From 80 mph, the Pirelli P Zero All Season Plus would still be travelling at 23 mph when the Michelin Pilot Sport All Season 4 had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
The dynamic response of the Pirelli P Zero All Season Plus had it leading a very close dry handling group.
Dry Handling
Dry handling time in seconds
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 69.53 s | Best | |
| 69.58 s | +0.05 s | |
| 69.83 s | +0.30 s | |
| 70.56 s | +1.03 s |
All the tires in the Dry Handling test finished less than 3% apart.
Wet
Like in dry braking, the Michelin led the way in wet braking.
Wet Braking
Wet braking in feet (55 - 3 mph)
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 99 ft | Best | 0 mph | |
| 102 ft | +3 ft | 15 mph | |
| 109 ft | +10 ft | 25 mph | |
| 117 ft | +18 ft | 32 mph |
The difference between best and worst was 18.4% (18 ft ≈ 1.2 Car Lengths). From 80 mph, the Pirelli P Zero All Season Plus would still be travelling at 32 mph when the Michelin Pilot Sport All Season 4 had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
The Continental edged out the Michelin in wet handling.
Wet Handling
Wet handling time in seconds
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 39.01 s | Best | |
| 39.08 s | +0.07 s | |
| 40.67 s | +1.66 s | |
| 40.81 s | +1.80 s |
The difference between best and worst was 4.6% (1.8 s).
The Continental also had the fastest lap during wet circle.
Wet Circle
Wet Circle Lap Time in seconds
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 29.13 s | Best | |
| 29.71 s | +0.58 s | |
| 29.86 s | +0.73 s | |
| 30.12 s | +0.99 s |
The difference between best and worst was 3.4% (0.99 s).
Snow
The snow braking test was led by the Bridgestone Potenza RE980AS+.
Snow Braking
Snow braking in feet (20 - 5 mph)
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 46 ft | Best | 0 mph | |
| 47 ft | +1 ft | 14 mph | |
| 50 ft | +4 ft | 25 mph | |
| 56 ft | +10 ft | 34 mph |
The difference between best and worst was 22.3% (10 ft ≈ 0.7 Car Lengths). From 80 mph, the Pirelli P Zero All Season Plus would still be travelling at 34 mph when the Bridgestone Potenza RE980AS Plus had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
The Bridgestones lead extended during snow traction.
Snow Traction
Snow acceleration time (5 - 20 mph)
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 5.17 s | Best | |
| 5.84 s | +0.67 s | |
| 6.1 s | +0.93 s | |
| 6.61 s | +1.44 s |
The difference between best and worst was 27.9% (1.44 s).
Rounding out the snow testing, the Bridgestone once again won snow handling, though the Michelin was the easiest tire to drive of the four.
Snow Handling
Snow handling time in seconds
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 100.14 s | Best | |
| 102.29 s | +2.15 s | |
| 107.2 s | +7.06 s | |
| 116.04 s | +15.90 s |
The difference between best and worst was 15.9% (15.9 s).
Comfort
The Michelin had a small lead in subjective comfort, rounding out the larger impacts a little better than the rest of the group.
Subj. Comfort
Subjective Comfort Score
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 10 Points | Best | |
| 9.5 Points | -0.50 Points | |
| 9 Points | -1.00 Points | |
| 8.75 Points | -1.25 Points |
The difference between best and worst was 12.5% (1.25 Points).
Results
2022/23 UHP All Season Tire TestWatch the full video of this test on YouTube Watch on YouTube
Michelin Pilot Sport All Season 4
245/40 R18 97Y XL
Category scores (% of best)
All discipline results (13)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Dry BrakingLower is better | 1st / 4 | 122 ft | Best in this discipline |
| Dry HandlingLower is better | 3rd / 4 | 69.83 s | +0.30 s |
| Subj. Dry HandlingHigher is better | 3rd / 4 | 9.5 Points | -0.50 Points |
| Wet BrakingLower is better | 1st / 4 | 99 ft | Best in this discipline |
| Wet HandlingLower is better | 2nd / 4 | 39.08 s | +0.07 s |
| Subj. Wet HandlingHigher is better | 2nd / 4 | 9.75 Points | -0.25 Points |
| Wet CircleLower is better | 2nd / 4 | 29.71 s | +0.58 s |
| Snow BrakingLower is better | 2nd / 4 | 47 ft | +1 ft |
| Snow TractionLower is better | 2nd / 4 | 5.84 s | +0.67 s |
| Snow HandlingLower is better | 2nd / 4 | 102.29 s | +2.15 s |
| Subj. Snow HandlingHigher is better | 1st / 4 | 10 Points | Best in this discipline |
| Subj. ComfortHigher is better | 1st / 4 | 10 Points | Best in this discipline |
| Rolling ResistanceLower is better | 1st / 4 | 9.69 kg/t | Best in this discipline |
- UTQG
- 540 AA A
Continental ExtremeContact DWS 06 PLUS
245/40 R18 97Y XL
Category scores (% of best)
All discipline results (13)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Dry BrakingLower is better | 2nd / 4 | 124 ft | +2 ft |
| Dry HandlingLower is better | 2nd / 4 | 69.58 s | +0.05 s |
| Subj. Dry HandlingHigher is better | 2nd / 4 | 9.75 Points | -0.25 Points |
| Wet BrakingLower is better | 2nd / 4 | 102 ft | +3 ft |
| Wet HandlingLower is better | 1st / 4 | 39.01 s | Best in this discipline |
| Subj. Wet HandlingHigher is better | 1st / 4 | 10 Points | Best in this discipline |
| Wet CircleLower is better | 1st / 4 | 29.13 s | Best in this discipline |
| Snow BrakingLower is better | 3rd / 4 | 50 ft | +4 ft |
| Snow TractionLower is better | 3rd / 4 | 6.1 s | +0.93 s |
| Snow HandlingLower is better | 3rd / 4 | 107.2 s | +7.06 s |
| Subj. Snow HandlingHigher is better | 2nd / 4 | 9.5 Points | -0.50 Points |
| Subj. ComfortHigher is better | 2nd / 4 | 9.5 Points | -0.50 Points |
| Rolling ResistanceLower is better | 2nd / 4 | 9.75 kg/t | +0.06 kg/t |
- UTQG
- 560 AA A
Bridgestone Potenza RE980AS+
245/40 R18 97Y XL
Category scores (% of best)
All discipline results (13)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Dry BrakingLower is better | 3rd / 4 | 128 ft | +6 ft |
| Dry HandlingLower is better | 4th / 4 | 70.56 s | +1.03 s |
| Subj. Dry HandlingHigher is better | 4th / 4 | 9 Points | -1.00 Points |
| Wet BrakingLower is better | 3rd / 4 | 109 ft | +10 ft |
| Wet HandlingLower is better | 3rd / 4 | 40.67 s | +1.66 s |
| Subj. Wet HandlingHigher is better | 3rd / 4 | 9.5 Points | -0.50 Points |
| Wet CircleLower is better | 4th / 4 | 30.12 s | +0.99 s |
| Snow BrakingLower is better | 1st / 4 | 46 ft | Best in this discipline |
| Snow TractionLower is better | 1st / 4 | 5.17 s | Best in this discipline |
| Snow HandlingLower is better | 1st / 4 | 100.14 s | Best in this discipline |
| Subj. Snow HandlingHigher is better | 3rd / 4 | 9 Points | -1.00 Points |
| Subj. ComfortHigher is better | 3rd / 4 | 9 Points | -1.00 Points |
| Rolling ResistanceLower is better | 4th / 4 | 11.15 kg/t | +1.46 kg/t |
- UTQG
- 500 AA A
Pirelli P Zero All Season+
245/40 R18 97Y XL
Category scores (% of best)
All discipline results (13)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Dry BrakingLower is better | 4th / 4 | 133 ft | +11 ft |
| Dry HandlingLower is better | 1st / 4 | 69.53 s | Best in this discipline |
| Subj. Dry HandlingHigher is better | 1st / 4 | 10 Points | Best in this discipline |
| Wet BrakingLower is better | 4th / 4 | 117 ft | +18 ft |
| Wet HandlingLower is better | 4th / 4 | 40.81 s | +1.80 s |
| Subj. Wet HandlingHigher is better | 3rd / 4 | 9.5 Points | -0.50 Points |
| Wet CircleLower is better | 3rd / 4 | 29.86 s | +0.73 s |
| Snow BrakingLower is better | 4th / 4 | 56 ft | +10 ft |
| Snow TractionLower is better | 4th / 4 | 6.61 s | +1.44 s |
| Snow HandlingLower is better | 4th / 4 | 116.04 s | +15.90 s |
| Subj. Snow HandlingHigher is better | 4th / 4 | 8 Points | -2.00 Points |
| Subj. ComfortHigher is better | 4th / 4 | 8.75 Points | -1.25 Points |
| Rolling ResistanceLower is better | 3rd / 4 | 10.32 kg/t | +0.63 kg/t |
- UTQG
- 500 AA A
Are these sold in Europe?
Trying to find UHP all season tires in 245/40 R20 and 275/35 R20 and nothing comes up :-/
Even bare all season (no UHP) are extremely hard to find.
They are not. Generally in Europe they like to sell a full winter and summer combination in the big wheel sizes.
Like many people, i would love to have those in Europe, even more because i live in the south of France, where the only time i see snow is when i go to the alps.
I guess your recommandation of the A005 would apply.
Thx in advance
Yeah, or the Hankook
The lack of UHP All Season in the EU is quite frustrating. I have an E53 in Belgium so there easily can be some snow but mostly dry/wet/ice is what we want. Is there an UHP winter tire that's super strong in the dry/wet that would make more sense in the EU specifically because we can't get these options that are available in NA? Issue is size too trying to fit them to 20 inch rims, getting those boxes checked, and having a fun tire for 0-10 degrees. Variable overload at this point unless anyone has some suggestions!
Something like the Conti TS870P or Michelin Pilot Alpin 5 would be where I'd look with that wheel size.
Appreciate the reply, thanks! Is that because with the thinner profile of the 20" Alpin 5 would be sort of inbetween a winter/UHP All Season - does it effect it? (the UHP all season we sadly don't get here)
It won't be anything like a US UHP all season, but it's probably the best option as you're unlikely to get EU all season tires in those sizes.
Okay thanks! Sadly the Conti 870P doesn't come in my sizes (245/35 and 275/30) and the Pilot Alpin 5 only in one size (245/235). Do you think it's a bad idea to run that square on all 4 wheels vs going with another option that has both those sizes (Wintrac Pro, for example, they have in stock.. it's wet a lot here). The shop basically said they won't do it unless I have a certificate signed from Merc saying it's okay. Looking for a fun wheel so that's probably the best solution vs LM005 which you've mentioned is a bit boring (unless I'm misremembering). Cheers!
check your handbook, they will hopefully offer a square size for winter, many do!
I’m looking at buying some UHP All season tires. Ideally the Continental/Michelin’s but I’m struggling to find any of the premium brands in the UK. I’m looking for 215/40/R18.
Do you have any information on this sector of tires and their availability in the UK at the moment?
UHP all season tires sadly aren't available in the EU;
Thanks for your reply!
My car (i20N) comes standard with Pirelli P Zeros which I’d be keen to change ideally.
I feel I have 3 options:
1) Use the P Zeros for most of the year, swapping to 215/45/r17 Winter or All Season tires (on smaller rims) for the few months needed here in Scotland. Eventually swapping the P Zeros out to a better performing summer tire when they wear out.
2) Not bother with the hassle of getting another set of wheels/tires and just swap the P Zeros out for a summer performance biased AS tire that could just about cope in the winter.
My question is, with option 1: would you recommend an all season for the winter months vs a full winter (for Scotland), and which tire would you recommend specifically based on this?
With option 2: is there any AS tire available in the UK (in 215/40/r18) that comes close to UHP AS tires available in North America? If so, which? Is this an option I should even consider for the i20 N?
Thanks in advance, apologies for the long ramble!
I'm a big fan of 2 sets of wheels, and sadly there's no real version of the US UHPAS in the EU. Maybe the A005 gets closest at the moment.