Test Charts / Tire Reviews
Michelin Range Test - CrossClimate 3, 3 Sport, Primacy 5, Pilot Sport 5 and Cup 2
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
- 225/40 R18
- Tires tested
- 7
- Disciplines
- 10
- Test vehicle
- VW Golf GTI MK7.5
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.
This test ranks different groups separately. Read the full verdicts for each group; there is no single overall finishing order.
Focus on your tires
Select tires to highlight them throughout the charts.
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.
Dry
2Dry Braking
Dry braking in feet (62 - 3 mph) [Average Temperature 60°F]
Lower is better ↓Summer Tires
| Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 106 ft | Best | 0 mph | |
| 108 ft | +2 ft | 11 mph | |
| 108 ft | +2 ft | 12 mph | |
| 112 ft | +6 ft | 19 mph | |
| 116 ft | +10 ft | 24 mph |
All Season Tires
| Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 121 ft | Best | 0 mph | |
| 125 ft | +4 ft | 14 mph |
The difference between best and worst was 18.6% (19 ft ≈ 1.3 Car Lengths). From 80 mph, the Michelin CrossClimate 3 would still be travelling at 32 mph when the Michelin Pilot Sport Cup 2 had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
Dry Handling
Dry handling time in seconds [Average Temperature 55°F]
Lower is better ↓Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 72.12 s | Best | |
| 73.15 s | +1.03 s | |
| 74.69 s | +2.57 s | |
| 75.56 s | +3.44 s | |
| 76.72 s | +4.60 s |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 76.18 s | Best | |
| 77.68 s | +1.50 s |
The difference between best and worst was 7.7% (5.56 s).
Wet
4Wet Braking
Wet braking in feet [Average Temperature 54°F]
Lower is better ↓Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 86 ft | Best | |
| 88 ft | +2 ft | |
| 91 ft | +5 ft | |
| 106 ft | +20 ft | |
| 127 ft | +41 ft |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 95 ft | Best | |
| 103 ft | +8 ft |
The difference between best and worst was 47.9% (41 ft ≈ 2.8 Car Lengths).
Wet Handling
Wet handling time in seconds [Average Temperature 55°F]
Lower is better ↓Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 91.07 s | Best | |
| 92.68 s | +1.61 s | |
| 95 s | +3.93 s | |
| 98.49 s | +7.42 s | |
| 104.74 s | +13.67 s |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 96.14 s | Best | |
| 99.69 s | +3.55 s |
The difference between best and worst was 15% (13.67 s).
Straight Aqua
Float Speed in mph
Higher is better ↑Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 50.2 mph | Best | |
| 49.7 mph | -0.5 mph | |
| 48.6 mph | -1.6 mph | |
| 47.0 mph | -3.2 mph | |
| 46.1 mph | -4.1 mph |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 49.3 mph | Best | |
| 48.1 mph | -1.2 mph |
The difference between best and worst was 8% (4.1 mph).
Curved Aquaplaning
Remaining lateral acceleration
Higher is better ↑Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 12.8 ft/s² | Best | |
| 12.8 ft/s² | 0.0 ft/s² | |
| 12.0 ft/s² | -0.8 ft/s² | |
| 11.9 ft/s² | -0.9 ft/s² | |
| 11.8 ft/s² | -1.0 ft/s² |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 11.9 ft/s² | Best | |
| 11.8 ft/s² | -0.1 ft/s² |
The difference between best and worst was 8.2% (1 ft/s²).
Snow
3Snow Braking
Snow braking in feet
Lower is better ↓Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 100 ft | — |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 54 ft | Best | |
| 58 ft | +4 ft |
The difference between best and worst was 85.1% (46 ft ≈ 3.1 Car Lengths).
Snow Traction
Snow acceleration time
Lower is better ↓Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 10.84 s | — |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 5.08 s | Best | |
| 5.49 s | +0.41 s |
The difference between best and worst was 113.4% (5.76 s).
Snow Handling
Snow handling time in seconds
Lower is better ↓Summer Tires
| Tire | Result | Gap to best |
|---|---|---|
| 139.63 s | — |
All Season Tires
| Tire | Result | Gap to best |
|---|---|---|
| 110.17 s | Best | |
| 111.79 s | +1.62 s |
The difference between best and worst was 26.7% (29.46 s).
Value
1Rolling Resistance
Rolling resistance in kg t
Lower is better ↓Summer Tires
| Tire | Result | Gap to best | Extra fuel / year |
|---|---|---|---|
| 7.14 kg/t | Best | $0 | |
| 8.57 kg/t | +1.43 kg/t | $59 | |
| 8.86 kg/t | +1.72 kg/t | $71 | |
| 9.31 kg/t | +2.17 kg/t | $89 | |
| 9.57 kg/t | +2.43 kg/t | $100 |
All Season Tires
| Tire | Result | Gap to best | Extra fuel / year |
|---|---|---|---|
| 7.68 kg/t | Best | $22 | |
| 8.09 kg/t | +0.41 kg/t | $39 |
The difference between best and worst was 34% (2.43 kg / t). Over 12,000 miles a year at $3.60/gal, the Michelin Pilot Sport Cup 2 R uses about 28 gal ($100) more fuel than the Michelin Primacy 5.
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.
Test setup & methodology
The test setting, the conditions recorded and how the results contribute to the score.
- Tire Pressures (as recorded)
- 2.5
- Test Driver
- Jonathan Benson
Show full testing methodology
Recorded test conditions
- Dry Braking
- 62.1 → 3.1 mph · 59–61 °F
- Dry Handling
- 52–59 °F
- Wet Braking
- 50–57 °F
- Wet Handling
- 50–59 °F
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 · 37% | ||
| Dry Braking | 50% | 18.5% |
| Dry Handling | 50% | 18.5% |
| Wet · 53% | ||
| Wet Braking | 35% | 18.55% |
| Wet Handling | 35% | 18.55% |
| Straight Aqua | 15% | 7.95% |
| Curved Aquaplaning | 15% | 7.95% |
| 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 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.
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.