Test Charts / Tire Reviews

The BEST All Season Tires For 2026/27

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: 10
Disciplines: 16
Test vehicle: VW Golf GTI CS

Dry

Dry Braking
Position / Tire	Result	Gap to best	Residual speed
1Pirelli Cinturato All Season SF3	116 ft	Best	0 mph
2Bridgestone Turanza All Season 6	118 ft	+2 ft	10 mph
3Michelin CrossClimate 3 Sport	119 ft	+3 ft	13 mph
4Goodyear Vector All Season 4	121 ft	+5 ft	16 mph
5Continental AllSeasonContact 2	123 ft	+7 ft	18 mph
5Michelin CrossClimate 3	123 ft	+7 ft	18 mph
7Hankook Kinergy 4S2	124 ft	+8 ft	20 mph
8Nokian Seasonproof 2	124 ft	+8 ft	20 mph
9Vredestein Quatrac	127 ft	+11 ft	23 mph
10Royal Black Royal AS II	129 ft	+13 ft	25 mph

The difference between best and worst was 10.7% (13 ft ≈ 0.8 Car Lengths). From 80 mph, the Royal Black Royal AS II would still be travelling at 25 mph when the Pirelli Cinturato All Season SF3 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
1Continental AllSeasonContact 2	92.54 s	Best
2Hankook Kinergy 4S2	92.62 s	+0.08 s
3Goodyear Vector All Season 4	93.35 s	+0.81 s
4Bridgestone Turanza All Season 6	93.49 s	+0.95 s
5Pirelli Cinturato All Season SF3	93.77 s	+1.23 s
6Michelin CrossClimate 3 Sport	94.15 s	+1.61 s
7Vredestein Quatrac	94.26 s	+1.72 s
8Michelin CrossClimate 3	94.65 s	+2.11 s
9Royal Black Royal AS II	95.6 s	+3.06 s
10Nokian Seasonproof 2	96.11 s	+3.57 s

The difference between best and worst was 3.9% (3.57 s).

Subj. Dry Handling
Position / Tire	Result	Gap to best
1Michelin CrossClimate 3 Sport	8.8 Points	Best
2Bridgestone Turanza All Season 6	8.7 Points	-0.10 Points
2Pirelli Cinturato All Season SF3	8.7 Points	-0.10 Points
2Goodyear Vector All Season 4	8.7 Points	-0.10 Points
5Continental AllSeasonContact 2	8.5 Points	-0.30 Points
6Hankook Kinergy 4S2	8.3 Points	-0.50 Points
7Michelin CrossClimate 3	8.2 Points	-0.60 Points
8Vredestein Quatrac	8.1 Points	-0.70 Points
9Royal Black Royal AS II	7.5 Points	-1.30 Points
10Nokian Seasonproof 2	6.6 Points	-2.20 Points

The difference between best and worst was 25% (2.2 Points).

Wet

Wet Braking
Position / Tire	Result	Gap to best	Residual speed
1Michelin CrossClimate 3 Sport	104 ft	Best	0 mph
2Goodyear Vector All Season 4	105 ft	+1 ft	5 mph
3Vredestein Quatrac	106 ft	+2 ft	10 mph
3Nokian Seasonproof 2	106 ft	+2 ft	10 mph
5Hankook Kinergy 4S2	108 ft	+4 ft	14 mph
6Bridgestone Turanza All Season 6	108 ft	+4 ft	15 mph
7Continental AllSeasonContact 2	108 ft	+4 ft	15 mph
8Pirelli Cinturato All Season SF3	111 ft	+7 ft	19 mph
9Michelin CrossClimate 3	113 ft	+9 ft	22 mph
10Royal Black Royal AS II	144 ft	+40 ft	42 mph

The difference between best and worst was 37.6% (40 ft ≈ 2.7 Car Lengths). From 80 mph, the Royal Black Royal AS II would still be travelling at 42 mph when the Michelin CrossClimate 3 Sport 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
1Nokian Seasonproof 2	66.84 s	Best
2Goodyear Vector All Season 4	67.19 s	+0.35 s
3Vredestein Quatrac	67.4 s	+0.56 s
4Hankook Kinergy 4S2	67.44 s	+0.60 s
5Bridgestone Turanza All Season 6	67.97 s	+1.13 s
6Pirelli Cinturato All Season SF3	68.47 s	+1.63 s
7Continental AllSeasonContact 2	68.48 s	+1.64 s
8Michelin CrossClimate 3 Sport	68.76 s	+1.92 s
9Michelin CrossClimate 3	70.73 s	+3.89 s
10Royal Black Royal AS II	74.57 s	+7.73 s

The difference between best and worst was 11.6% (7.73 s).

Subj. Wet Handling
Position / Tire	Result	Gap to best
1Goodyear Vector All Season 4	8.9 Points	Best
2Hankook Kinergy 4S2	8.8 Points	-0.10 Points
3Bridgestone Turanza All Season 6	8.6 Points	-0.30 Points
3Pirelli Cinturato All Season SF3	8.6 Points	-0.30 Points
3Michelin CrossClimate 3 Sport	8.6 Points	-0.30 Points
6Vredestein Quatrac	8.5 Points	-0.40 Points
7Continental AllSeasonContact 2	8.3 Points	-0.60 Points
8Michelin CrossClimate 3	8.1 Points	-0.80 Points
9Nokian Seasonproof 2	7.6 Points	-1.30 Points
10Royal Black Royal AS II	5.7 Points	-3.20 Points

The difference between best and worst was 36% (3.2 Points).

Wet Circle
Position / Tire	Result	Gap to best
1Goodyear Vector All Season 4	13.87 s	Best
2Bridgestone Turanza All Season 6	13.97 s	+0.10 s
2Continental AllSeasonContact 2	13.97 s	+0.10 s
4Michelin CrossClimate 3 Sport	14.01 s	+0.14 s
5Vredestein Quatrac	14.03 s	+0.16 s
6Hankook Kinergy 4S2	14.05 s	+0.18 s
7Nokian Seasonproof 2	14.16 s	+0.29 s
8Pirelli Cinturato All Season SF3	14.18 s	+0.31 s
9Michelin CrossClimate 3	14.21 s	+0.34 s
10Royal Black Royal AS II	14.92 s	+1.05 s

The difference between best and worst was 7.6% (1.05 s).

Straight Aqua
Position / Tire	Result	Gap to best
1Vredestein Quatrac	56.4 mph	Best
2Pirelli Cinturato All Season SF3	56.4 mph	0.0 mph
3Bridgestone Turanza All Season 6	54.9 mph	-1.5 mph
4Nokian Seasonproof 2	54.1 mph	-2.3 mph
5Hankook Kinergy 4S2	53.4 mph	-3.0 mph
6Michelin CrossClimate 3 Sport	53.1 mph	-3.3 mph
7Goodyear Vector All Season 4	52.9 mph	-3.5 mph
8Michelin CrossClimate 3	52.6 mph	-3.8 mph
9Continental AllSeasonContact 2	51.5 mph	-4.9 mph
10Royal Black Royal AS II	46.6 mph	-9.8 mph

The difference between best and worst was 17.5% (9.8 mph).

Curved Aquaplaning
Position / Tire	Result	Gap to best
1Pirelli Cinturato All Season SF3	9.6 ft/s²	Best
2Goodyear Vector All Season 4	8.7 ft/s²	-0.9 ft/s²
3Bridgestone Turanza All Season 6	8.7 ft/s²	-0.9 ft/s²
4Vredestein Quatrac	8.5 ft/s²	-1.1 ft/s²
5Michelin CrossClimate 3 Sport	8.4 ft/s²	-1.2 ft/s²
6Nokian Seasonproof 2	8.3 ft/s²	-1.3 ft/s²
7Hankook Kinergy 4S2	8.2 ft/s²	-1.4 ft/s²
7Michelin CrossClimate 3	8.2 ft/s²	-1.4 ft/s²
9Continental AllSeasonContact 2	8.0 ft/s²	-1.6 ft/s²
10Royal Black Royal AS II	7.7 ft/s²	-1.9 ft/s²

The difference between best and worst was 19.7% (1.9 ft/s²).

Snow

Snow Braking
Position / Tire	Result	Gap to best	Residual speed
1Michelin CrossClimate 3	87 ft	Best	0 mph
2Vredestein Quatrac	87 ft	0 ft	7 mph
3Michelin CrossClimate 3 Sport	89 ft	+2 ft	11 mph
4Goodyear Vector All Season 4	89 ft	+2 ft	13 mph
5Royal Black Royal AS II	89 ft	+2 ft	13 mph
6Hankook Kinergy 4S2	90 ft	+3 ft	14 mph
7Continental AllSeasonContact 2	90 ft	+3 ft	15 mph
8Bridgestone Turanza All Season 6	91 ft	+4 ft	17 mph
9Nokian Seasonproof 2	91 ft	+4 ft	18 mph
10Pirelli Cinturato All Season SF3	93 ft	+6 ft	20 mph

The difference between best and worst was 6.5% (6 ft ≈ 0.4 Car Lengths). From 80 mph, the Pirelli Cinturato All Season SF3 would still be travelling at 20 mph when the Michelin CrossClimate 3 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 3	3.9 s	Best
2Goodyear Vector All Season 4	3.96 s	+0.06 s
3Michelin CrossClimate 3 Sport	4 s	+0.10 s
4Pirelli Cinturato All Season SF3	4.06 s	+0.16 s
5Vredestein Quatrac	4.08 s	+0.18 s
6Continental AllSeasonContact 2	4.18 s	+0.28 s
7Hankook Kinergy 4S2	4.23 s	+0.33 s
8Bridgestone Turanza All Season 6	4.27 s	+0.37 s
9Royal Black Royal AS II	4.32 s	+0.42 s
10Nokian Seasonproof 2	4.46 s	+0.56 s

The difference between best and worst was 14.4% (0.56 s).

Snow Handling
Position / Tire	Result	Gap to best
1Michelin CrossClimate 3	65.11 s	Best
2Goodyear Vector All Season 4	65.63 s	+0.52 s
3Vredestein Quatrac	65.77 s	+0.66 s
4Continental AllSeasonContact 2	66.12 s	+1.01 s
5Pirelli Cinturato All Season SF3	66.73 s	+1.62 s
6Michelin CrossClimate 3 Sport	66.75 s	+1.64 s
7Hankook Kinergy 4S2	66.88 s	+1.77 s
8Nokian Seasonproof 2	66.98 s	+1.87 s
9Bridgestone Turanza All Season 6	67.3 s	+2.19 s
10Royal Black Royal AS II	68.14 s	+3.03 s

The difference between best and worst was 4.7% (3.03 s).

Subj. Snow Handling
Position / Tire	Result	Gap to best
1Michelin CrossClimate 3	9.1 Points	Best
2Continental AllSeasonContact 2	8.8 Points	-0.30 Points
3Vredestein Quatrac	8.6 Points	-0.50 Points
3Goodyear Vector All Season 4	8.6 Points	-0.50 Points
5Hankook Kinergy 4S2	8.3 Points	-0.80 Points
5Nokian Seasonproof 2	8.3 Points	-0.80 Points
7Bridgestone Turanza All Season 6	8.1 Points	-1.00 Points
7Pirelli Cinturato All Season SF3	8.1 Points	-1.00 Points
9Michelin CrossClimate 3 Sport	8 Points	-1.10 Points
10Royal Black Royal AS II	7.5 Points	-1.60 Points

The difference between best and worst was 17.6% (1.6 Points).

Comfort

Subj. Comfort
Position / Tire	Result	Gap to best
1Pirelli Cinturato All Season SF3	10 Points	Best
2Vredestein Quatrac	9.5 Points	-0.50 Points
2Bridgestone Turanza All Season 6	9.5 Points	-0.50 Points
4Michelin CrossClimate 3	9.25 Points	-0.75 Points
5Hankook Kinergy 4S2	9 Points	-1.00 Points
5Continental AllSeasonContact 2	9 Points	-1.00 Points
5Royal Black Royal AS II	9 Points	-1.00 Points
5Michelin CrossClimate 3 Sport	9 Points	-1.00 Points
5Goodyear Vector All Season 4	9 Points	-1.00 Points
10Nokian Seasonproof 2	8.75 Points	-1.25 Points

The difference between best and worst was 12.5% (1.25 Points).

Noise
Position / Tire	Result	Gap to best
1Vredestein Quatrac	69.25 dB	Best
2Goodyear Vector All Season 4	70.69 dB	+1.44 dB
3Continental AllSeasonContact 2	70.97 dB	+1.72 dB
4Bridgestone Turanza All Season 6	71.12 dB	+1.87 dB
5Hankook Kinergy 4S2	71.13 dB	+1.88 dB
6Pirelli Cinturato All Season SF3	71.27 dB	+2.02 dB
7Michelin CrossClimate 3	71.53 dB	+2.28 dB
8Nokian Seasonproof 2	71.58 dB	+2.33 dB
9Royal Black Royal AS II	71.73 dB	+2.48 dB
10Michelin CrossClimate 3 Sport	72.13 dB	+2.88 dB

The difference between best and worst was 4.2% (2.88 dB).

Value

Rolling Resistance
Position / Tire	Result	Gap to best	Extra fuel / year
1Michelin CrossClimate 3 Sport	7.56 kg/t	Best	$0
2Royal Black Royal AS II	7.76 kg/t	+0.20 kg/t	$8
3Goodyear Vector All Season 4	7.83 kg/t	+0.27 kg/t	$10
4Pirelli Cinturato All Season SF3	8.15 kg/t	+0.59 kg/t	$23
5Michelin CrossClimate 3	8.18 kg/t	+0.62 kg/t	$24
6Nokian Seasonproof 2	8.29 kg/t	+0.73 kg/t	$28
7Continental AllSeasonContact 2	8.32 kg/t	+0.76 kg/t	$30
8Vredestein Quatrac	8.87 kg/t	+1.31 kg/t	$51
9Bridgestone Turanza All Season 6	8.99 kg/t	+1.43 kg/t	$56
10Hankook Kinergy 4S2	9.11 kg/t	+1.55 kg/t	$60

The difference between best and worst was 20.5% (1.55 kg / t). Over 12,000 miles a year at $3.60/gal, the Hankook Kinergy 4S2 uses about 17 gal ($60) more fuel than the Michelin CrossClimate 3 Sport.

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
Dry Handling: 59–64 °F
Wet Braking: 49.7 → 3.1 mph
Wet Handling: 54–59 °F
Snow Braking: 31.1 → 3.1 mph · 10 °F
Snow Traction: 5.0 → 18.6 mph · 10 °F
Snow Handling: 9–10 °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 · 25%
Dry Braking	50%	12.5%
Dry Handling	40%	10%
Subj. Dry Handling	10%	2.5%
Wet · 40%
Wet Braking	40%	16%
Wet Handling	30%	12%
Subj. Wet Handling	10%	4%
Wet Circle	5%	2%
Straight Aqua	10%	4%
Curved Aquaplaning	5%	2%
Snow · 20%
Snow Braking	30%	6%
Snow Traction	30%	6%
Snow Handling	30%	6%
Subj. Snow Handling	10%	2%
Comfort · 10%
Subj. Comfort	50%	5%
Noise	50%	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.

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.

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.

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.

Read our complete testing methodology →

Tire shortlist →Read the test →

More tire tests