Test Charts / Tire Reviews

2023/24 Best All Terrain Tires In Snow

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: 275/65 R18
Tires tested: 7
Disciplines: 3

Read the measurements, not just the rank

Lower is better for braking distances and lap times; higher is better for subjective scores and aquaplaning speed. Bars start at zero. Read the gap alongside the position: adjacent tires can be separated by very different margins.

Positions and gaps always refer to the full test field within each group. Selecting tires does not recalculate rankings or change the best-in-test benchmark.

Snow

Snow Braking
Position / Tire	Result	Gap to best	Residual speed
RefMichelin X Ice Snow SUV	108 ft	-20 ft	0 mph
1BFGoodrich Trail Terrain TA	128 ft	Best	0 mph
RefMichelin Defender LTX MS	142 ft	+14 ft	25 mph
2Firestone Destination AT2	149 ft	+21 ft	30 mph
3Continental TerrainContact AT	157 ft	+29 ft	34 mph
4Goodyear Wrangler All Terrain Adventure	164 ft	+36 ft	37 mph
5Toyo Open Country AT III	166 ft	+38 ft	38 mph
6Pirelli Scorpion All Terrain Plus	168 ft	+40 ft	39 mph
7Yokohama Geolandar AT G015	169 ft	+41 ft	39 mph

The difference between best and worst was 56.5% (61 ft ≈ 4.1 Car Lengths). From 80 mph, the Yokohama Geolandar AT G015 would still be travelling at 39 mph when the BFGoodrich Trail Terrain TA 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
RefMichelin X Ice Snow SUV	4.28 s	-0.29 s
1BFGoodrich Trail Terrain TA	4.57 s	Best
RefMichelin Defender LTX MS	5.05 s	+0.48 s
2Firestone Destination AT2	5.07 s	+0.50 s
3Toyo Open Country AT III	5.61 s	+1.04 s
4Continental TerrainContact AT	5.66 s	+1.09 s
5Yokohama Geolandar AT G015	6.07 s	+1.50 s
6Pirelli Scorpion All Terrain Plus	6.26 s	+1.69 s
7Goodyear Wrangler All Terrain Adventure	6.93 s	+2.36 s

The difference between best and worst was 61.9% (2.65 s).

Snow Handling
Position / Tire	Result	Gap to best
RefMichelin X Ice Snow SUV	85.89 s	-11.51 s
1BFGoodrich Trail Terrain TA	97.4 s	Best
2Firestone Destination AT2	97.73 s	+0.33 s
RefMichelin Defender LTX MS	101.03 s	+3.63 s
3Yokohama Geolandar AT G015	101.77 s	+4.37 s
4Toyo Open Country AT III	102.45 s	+5.05 s
5Continental TerrainContact AT	102.56 s	+5.16 s
6Pirelli Scorpion All Terrain Plus	111.18 s	+13.78 s
7Goodyear Wrangler All Terrain Adventure	111.23 s	+13.83 s

The difference between best and worst was 29.5% (25.34 s).

Test setup & methodology

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

Show full testing methodology

Recorded test conditions

Snow Braking: 19.9 → 5.0 mph
Snow Traction: 5.0 → 19.9 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
Snow · 100%
Snow Braking	40%	40%
Snow Traction	30%	30%
Snow Handling	30%	30%

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.

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.

Read our complete testing methodology →

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