Data Explorer / AutoView
2026 AutoView Sport Tire Test
- Tested size
- 225/45 R18
- Tires tested
- 7
- Disciplines
- 6
- Test vehicle
- BMW 120 MSP (BMW 220 MSP for on-road subjective work)
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| ft ↓ | mph ↑ | Points ↑ | ft ↓ | Points ↑ | dB ↓ | |||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1 | 2 | 98.13 | 113 | 45.4 | 7.50 | 100.0 | 86 | 96.7 | 7.10 | 48.69 | 99.1 | |
StrengthsThe Continental MaxContact MC7 was the most complete tire in this test. It stopped shortest in the dry by a clear margin, held the highest speed around the constant radius circle and took the top subjective handling score. The steering builds effort naturally away from the straight ahead, yaw grows in proportion to the input, and the front and rear axles stay in step through fast direction changes, so the limit arrives slowly and stays readable. It was also the most comfortable tire here and one of the quietest, with no frequency band that drew attention, and it was the lightest tire in the group. ConsiderationsThe MaxContact MC7's weak areas are efficiency and cost. It rolled close to the bottom of the field in the coasting test, so it gives away some range or fuel economy against the more efficient tires here, and it sits near the top of the price list. Body roll was the largest of the seven, although that follows from the cornering load it generates rather than from a soft casing. Score contributionCategory score × of overall score Dry100 × 39% = 39 Wet96.74 × 56% = 54.17 Comfort99.09 × 5% = 4.95 | ||||||||||||
| 2 | 1 | 98.93 | 115 | 44.9 | 7.20 | 97.6 | 84 | 100.0 | 7.00 | 49.38 | 97.7 | |
StrengthsThe Michelin Pilot Sport 5 stopped shortest in the wet and was second only to the Continental in the dry, so its core safety performance is the strongest here alongside the winner. On the handling course it does nothing dramatically and nothing badly, with natural steering response, good balance and a gentle progression past the limit that is easy to correct. It rode well too, second only to the MaxContact, rounding off small surface texture more softly than anything else in the test. ConsiderationsThe Pilot Sport 5 rolled the shortest distance of any tire in the coasting test, so efficiency is the price of its grip, and it is the most expensive tire in the comparison by a wide margin. Cabin noise was only mid pack, with some low and low-mid frequency content left in. The testers also found abnormal shoulder wear after repeated limit running, with parts of the outer blocks cracking and breaking away, which they had not seen on this pattern before. Score contributionCategory score × of overall score Dry97.56 × 39% = 38.05 Wet100 × 56% = 56 Comfort97.7 × 5% = 4.88 | ||||||||||||
| 3 | 5 | 92.96 | 119 | 45.1 | 7.30 | 94.9 | 92 | 91.2 | 6.90 | 48.90 | 97.5 | |
StrengthsThe Bridgestone Potenza Adrenalin RE005 is the driver's tire of this group. It was second quickest around the circle and took the second highest subjective handling score, with strong lateral support and front and rear axles that move together through quick direction changes. Its real strength is what happens at and beyond the limit, where grip falls away gradually and the car stays steerable, so it is easy to lean on. It also rolled further than any other tire in the coasting test, which is unusual for a tire with this much cornering ability, and the four tires in the set were the most consistent in weight of any brand here. ConsiderationsBraking is where the RE005 gives ground. It was mid pack in the dry and near the back in the wet, and with both braking tests sitting in AutoView's top weighting tier, that is the main reason it could not challenge for the win. Its tread is the shallowest of the seven, a poor sign for wear life, and the steering is a little light around the straight ahead at higher speeds compared with the best tires here. Score contributionCategory score × of overall score Dry94.94 × 39% = 37.03 Wet91.17 × 56% = 51.06 Comfort97.47 × 5% = 4.87 | ||||||||||||
| 4 | 3 | 93.30 | 119 | 44.8 | 6.40 | 93.1 | 90 | 93.2 | 6.60 | 47.80 | 96.5 | |
StrengthsThe Kumho Ecsta Sport PS72 was the quietest tire in this test and won that measurement by a clear margin. It shared the honours with the Nexen on coarse asphalt and was quietest outright on smooth, with no frequency band that drew attention. It was also third in dry braking and mid pack in the wet, one of the lightest tires here and among the cheapest, so the things an owner notices every day all fall in its favor. ConsiderationsHandling is the PS72's weak area. The steering lacks weight and takes too long to respond, so the car does not turn in as keenly as the available grip suggests it should, and understeer arrives early on corner entry. Under quick load transfer the rear builds more yaw than the leading tires do. It also finished at the bottom of the ride comfort scoring alongside two others, passing sharper edges through more directly than the tires above it. Score contributionCategory score × of overall score Dry93.09 × 39% = 36.3 Wet93.16 × 56% = 52.17 Comfort96.48 × 5% = 4.82 | ||||||||||||
| 5 | 6 | 92.35 | 123 | 44.9 | 6.80 | 91.8 | 90 | 92.4 | 6.75 | 49.04 | 96.3 | |
StrengthsThe Nexen N'Fera Sport SU2 is the cheapest tire in this comparison and does not drive like it. It was the best of the Korean tires for subjective handling, holding basic steering stability at speed with reasonable front to rear cohesion through direction changes, and it placed mid pack around the circle. It was also among the quieter tires, rode better than a budget sports tire normally does, and carries one of the deeper tread patterns in the group. ConsiderationsBraking is the SU2's clear weakness, sitting near the back of the field on both dry and wet surfaces, and both braking tests fall in the top weighting tier of AutoView's scoring. There is a small delay before the steering responds off center, oversteer appears a little early at the limit, and the weight variation between the four tires in the set was the largest of any brand in the test, which points to less consistent manufacturing. Score contributionCategory score × of overall score Dry91.78 × 39% = 35.79 Wet92.4 × 56% = 51.74 Comfort96.27 × 5% = 4.81 | ||||||||||||
| 6 | 4 | 93.18 | 123 | 44.2 | 6.25 | 90.6 | 88 | 94.8 | 6.60 | 49.44 | 94.8 | |
StrengthsThe Hankook Ventus Evo braked well in the wet, placing third and beating both Korean rivals and the Bridgestone in that test. It also has the deepest tread of the seven tires, which should help wear life. ConsiderationsAlmost everything else here went against the Ventus Evo. It was the slowest tire around the circle, mid pack in dry braking and second from last on subjective handling. The steering feels loose around the straight ahead and yaw does not build linearly under load transfer. In the quick direction change test the rear axle slides into oversteer on the second input and needs corrective lock at higher speeds. It was also one of the noisier tires, with a heavy low frequency road roar rather than pattern whine, and it finished at the bottom of the ride comfort scoring. Score contributionCategory score × of overall score Dry90.6 × 39% = 35.33 Wet94.82 × 56% = 53.1 Comfort94.82 × 5% = 4.74 | ||||||||||||
| 7 | 7 | 88.06 | 126 | 44.5 | 5.90 | 87.6 | 95 | 87.8 | 6.60 | 49.84 | 94.4 | |
StrengthsThe Yokohama ADVAN APEX V601 is convincing when it is not being pushed. Up to around three quarters of its grip the steering responds cleanly and the car tracks the road with a solid, planted feel that some drivers will rate highly. It also rolled a long way in the coasting test, second only to the Bridgestone, so efficiency is a genuine strength. ConsiderationsThe V601 had the longest braking distances in the test on both dry and wet surfaces, and with both braking tests in the top weighting tier, that alone cost it heavily. It was also near the back around the circle and last on subjective handling. The problem is the transition: as load builds, body roll grows non-linearly and lateral support drops away quickly, so the tire changes character abruptly instead of warning the driver. In the quick direction change test that shows as strong understeer on turn in followed by a fast switch to oversteer when the load is thrown the other way. It was the loudest tire here, with pattern noise in a band people are sensitive to, and the heaviest. Score contributionCategory score × of overall score Dry87.6 × 39% = 34.16 Wet87.81 × 56% = 49.17 Comfort94.44 × 5% = 4.72 | ||||||||||||
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Leading with these priorities
Michelin Pilot Sport 5
These are calculated scenarios, not new test awards. The published verdict may reflect judgement, close results and factors outside this calculation.
Not ranked: a measurement needed for these weights is missing. Missing results are not treated as zero or redistributed.
Reference tires provide context only. They do not set the benchmark and cannot win the personalised ranking.
Weighting vs real impact
What decides this ranking
The weighting is how much each category counts. The real impact is how much of the difference between the tires it creates: a discipline in which every tire performed about the same barely changes the order, however much it counts.
No weighting is recorded for this test, so the weighting here starts from Tire Reviews’ season defaults, not from the test’s own scoring.
- Dry Weighting 39% Real impact 48%
- Wet Weighting 56% Real impact 49%
- Comfort Weighting 5% Real impact 3%
- Subj. Dry Handling counts for 6.6% of the score but creates 18% of the difference between the tires, because their results in it were far apart.
Every discipline 6
| Discipline | Weighting | Real impact |
|---|---|---|
| Dry Braking | 32% | 30% |
| Dry Circle Speed | 0.4% | <1% |
| Subj. Dry Handling | 6.6% | 18% |
| Wet Braking | 56% | 49% |
| Subj. Comfort | 2.5% | 3% |
| Noise | 2.5% | 1% |
How it is worked out: each discipline’s weighting is multiplied by the spread of its results (the gap across the middle half of the tires, as a percentage of the best result), then shared out so that all the disciplines add up to 100%. It estimates what separates the tires; it is not a second set of weights, and it follows the weights you set.
How your ranking is calculated
Each discipline is scored against the best non-reference tire in the full test field: best ÷ result × 100 when lower is better, or result ÷ best × 100 when higher is better. Discipline scores are rounded to two decimal places, then combined using your weights.
Within-category weights divide that category’s share of the overall score. A 50% wet category and 40% wet-braking share give wet braking 20% of the total. A weight is a scoring priority, not a measure of its actual effect on the ranking: the performance gaps matter too. What decides this ranking ↑
Published joint positions are preserved separately. Calculated positions tie only when their underlying scores match; two displayed scores can look equal after rounding.
A zero weight excludes that category or discipline. At least one active discipline is required, and the disciplines in every active category must have a positive total.
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