Test Charts / Tire Reviews
The Best All Season Tires for 2024
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
- 205/55 R16
- Tires tested
- 7
- Disciplines
- 20
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.
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
3Dry Braking
Dry braking in feet (62 - 3 mph) [Average Temperature 64°F]
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 124 ft | Best | 0 mph | |
| 128 ft | +4 ft | 14 mph | |
| 129 ft | +5 ft | 16 mph | |
| 136 ft | +12 ft | 24 mph | |
| 141 ft | +17 ft | 28 mph | |
| 143 ft | +19 ft | 29 mph | |
| 145 ft | +21 ft | 31 mph |
The difference between best and worst was 17.5% (21 ft ≈ 1.5 Car Lengths). From 80 mph, the Yokohama BluEarth 4S AW21 would still be travelling at 31 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
Dry handling time in seconds
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 55.4 s | Best | |
| 55.8 s | +0.40 s | |
| 55.8 s | +0.40 s | |
| 56 s | +0.60 s | |
| 56.4 s | +1.00 s | |
| 56.6 s | +1.20 s | |
| 58.1 s | +2.70 s |
The difference between best and worst was 4.9% (2.7 s).
Subj. Dry Handling
Subjective Dry Handling Score
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 100 Points | Best | |
| 95 Points | -5.00 Points | |
| 95 Points | -5.00 Points | |
| 92 Points | -8.00 Points | |
| 92 Points | -8.00 Points | |
| 92 Points | -8.00 Points | |
| 85 Points | -15.00 Points |
The difference between best and worst was 15% (15 Points).
Wet
6Wet Braking
Wet braking in feet (50 - 3 mph) [Average Temperature 64°F]
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 109 ft | Best | 0 mph | |
| 112 ft | +3 ft | 13 mph | |
| 116 ft | +7 ft | 20 mph | |
| 121 ft | +12 ft | 25 mph | |
| 122 ft | +13 ft | 27 mph | |
| 125 ft | +16 ft | 28 mph | |
| 160 ft | +51 ft | 45 mph |
The difference between best and worst was 46.7% (51 ft ≈ 3.4 Car Lengths). From 80 mph, the Fronway Fronwing AS would still be travelling at 45 mph when the Bridgestone Turanza All Season 6 had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
Wet Handling
Wet handling time in seconds [Average Temperature 70°F]
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 86.1 s | Best | |
| 86.2 s | +0.10 s | |
| 87 s | +0.90 s | |
| 87.2 s | +1.10 s | |
| 87.9 s | +1.80 s | |
| 88.7 s | +2.60 s | |
| 99.7 s | +13.60 s |
The difference between best and worst was 15.8% (13.6 s).
Subj. Wet Handling
Subjective Wet Handling Score
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 100 Points | Best | |
| 100 Points | Best | |
| 95 Points | -5.00 Points | |
| 95 Points | -5.00 Points | |
| 90 Points | -10.00 Points | |
| 88 Points | -12.00 Points | |
| 10 Points | -90.00 Points |
The difference between best and worst was 90% (90 Points).
Wet Circle
Wet Circle Lap Time in seconds
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 11.86 s | Best | |
| 12 s | +0.14 s | |
| 12.01 s | +0.15 s | |
| 12.03 s | +0.17 s | |
| 12.18 s | +0.32 s | |
| 12.23 s | +0.37 s | |
| 13.1 s | +1.24 s |
The difference between best and worst was 10.5% (1.24 s).
Straight Aqua
Float Speed in mph
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 52.3 mph | Best | |
| 50.5 mph | -1.8 mph | |
| 49.8 mph | -2.5 mph | |
| 48.8 mph | -3.5 mph | |
| 47.5 mph | -4.8 mph | |
| 46.9 mph | -5.4 mph | |
| 43.6 mph | -8.7 mph |
The difference between best and worst was 16.6% (8.7 mph).
Curved Aquaplaning
Remaining lateral acceleration
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 11.3 ft/s² | Best | |
| 10.6 ft/s² | -0.7 ft/s² | |
| 10.2 ft/s² | -1.1 ft/s² | |
| 9.8 ft/s² | -1.5 ft/s² | |
| 9.6 ft/s² | -1.7 ft/s² | |
| 8.9 ft/s² | -2.4 ft/s² | |
| 7.0 ft/s² | -4.3 ft/s² |
The difference between best and worst was 37.6% (4.3 ft/s²).
Snow
5Snow Braking
Snow braking in feet (25 - 0 mph) [Average Temperature 30°F]
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 58 ft | Best | 0 mph | |
| 58 ft | Best | 0 mph | |
| 59 ft | +1 ft | 10 mph | |
| 59 ft | +1 ft | 12 mph | |
| 59 ft | +1 ft | 12 mph | |
| 60 ft | +2 ft | 15 mph | |
| 62 ft | +4 ft | 20 mph |
The difference between best and worst was 6.8% (4 ft). From 80 mph, the Pirelli Cinturato All Season SF3 would still be travelling at 20 mph when the Yokohama BluEarth 4S AW21 had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
Snow Traction
Snow acceleration time (0 - 12 mph)
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 8.04 s | Best | |
| 8.04 s | Best | |
| 8.46 s | +0.42 s | |
| 8.46 s | +0.42 s | |
| 8.57 s | +0.53 s | |
| 8.69 s | +0.65 s | |
| 9.11 s | +1.07 s |
The difference between best and worst was 13.3% (1.07 s).
Snow Handling
Snow handling time in seconds [Average Temperature 23°F]
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 90.68 s | Best | |
| 91.99 s | +1.31 s | |
| 92.16 s | +1.48 s | |
| 92.18 s | +1.50 s | |
| 93.51 s | +2.83 s | |
| 95.01 s | +4.33 s | |
| 95.45 s | +4.77 s |
The difference between best and worst was 5.3% (4.77 s).
Subj. Snow Handling
Subjective Snow Handling Score
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 100 Points | Best | |
| 98 Points | -2.00 Points | |
| 98 Points | -2.00 Points | |
| 92 Points | -8.00 Points | |
| 92 Points | -8.00 Points | |
| 90 Points | -10.00 Points | |
| 88 Points | -12.00 Points |
The difference between best and worst was 12% (12 Points).
Snow Circle
Lateral snow grip in m/s squared
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 1.3 ft/s² | Best | |
| 1.2 ft/s² | -0.1 ft/s² | |
| 1.2 ft/s² | -0.1 ft/s² | |
| 1.2 ft/s² | -0.1 ft/s² | |
| 1.2 ft/s² | -0.1 ft/s² | |
| 1.1 ft/s² | -0.2 ft/s² | |
| 1.1 ft/s² | -0.2 ft/s² |
The difference between best and worst was 10.3% (0.2 ft/s²).
Ice
2Ice Braking
Ice braking in feet (12 - 0 mph) [Average Temperature 23°F]
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 21 ft | Best | 0 mph | |
| 22 ft | +1 ft | 14 mph | |
| 22 ft | +1 ft | 17 mph | |
| 22 ft | +1 ft | 17 mph | |
| 23 ft | +2 ft | 20 mph | |
| 23 ft | +2 ft | 24 mph | |
| 25 ft | +4 ft | 29 mph |
The difference between best and worst was 15.3% (4 ft). From 80 mph, the Dunlop Sport All Season would still be travelling at 29 mph when the Yokohama BluEarth 4S AW21 had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
Ice Traction
Ice acceleration time (0 - 12 mph) [Average Temperature 23°F]
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 4.68 s | Best | |
| 4.78 s | +0.10 s | |
| 4.88 s | +0.20 s | |
| 4.94 s | +0.26 s | |
| 4.97 s | +0.29 s | |
| 5.44 s | +0.76 s | |
| 5.56 s | +0.88 s |
The difference between best and worst was 18.8% (0.88 s).
Comfort
1Noise
External noise in dB
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 70.9 dB | Best | |
| 71 dB | +0.10 dB | |
| 71.1 dB | +0.20 dB | |
| 71.6 dB | +0.70 dB | |
| 71.7 dB | +0.80 dB | |
| 72 dB | +1.10 dB | |
| 73.5 dB | +2.60 dB |
The difference between best and worst was 3.7% (2.6 dB).
Value
3Wear
Predicted tread life in KM
Higher is better ↑| Position / Tire | Result | Gap to best |
|---|---|---|
| 30,385 miles | Best | |
| 27,650 miles | -2,735 miles | |
| 24,612 miles | -5,773 miles | |
| 24,004 miles | -6,381 miles | |
| 22,485 miles | -7,900 miles | |
| 20,966 miles | -9,419 miles | |
| 1 miles | -30,384 miles |
The difference between best and worst was 100% (30,384 miles).
Value
Euros/1000km based on cost/wear
Lower is better ↓| Position / Tire | Result | Gap to best | cost per 1,000 miles |
|---|---|---|---|
| 1 Price/1000 | Best | — | |
| 1.88 Price/1000 | +0.88 Price/1000 | £15.54 | |
| 1.97 Price/1000 | +0.97 Price/1000 | £26.93 | |
| 2.04 Price/1000 | +1.04 Price/1000 | £24.54 | |
| 2.12 Price/1000 | +1.12 Price/1000 | £16.77 | |
| 2.54 Price/1000 | +1.54 Price/1000 | £18.79 | |
| 2.75 Price/1000 | +1.75 Price/1000 | £25.27 |
The difference between best and worst was 175% (1.75 Price/1000). Over 25,000 miles the cheapest tire to own (Continental AllSeasonContact 2) works out £285 cheaper than the most expensive (Yokohama BluEarth 4S AW21).
How this is calculated
Assumes a typical car doing 29 mpg (rolling resistance causing 20% of fuel use), fuel at £5.49 per gallon and £60 fitting per set of four. Purchase prices are from the time of the 2024 test; financing costs are excluded.
Rolling Resistance
Rolling resistance in kg t
Lower is better ↓| Position / Tire | Result | Gap to best | Extra fuel / year |
|---|---|---|---|
| 6.98 kg/t | Best | $0 | |
| 7.06 kg/t | +0.08 kg/t | $3 | |
| 7.25 kg/t | +0.27 kg/t | $11 | |
| 7.62 kg/t | +0.64 kg/t | $27 | |
| 7.86 kg/t | +0.88 kg/t | $37 | |
| 8.71 kg/t | +1.73 kg/t | $73 | |
| 9.18 kg/t | +2.20 kg/t | $93 |
The difference between best and worst was 31.5% (2.2 kg / t). Over 12,000 miles a year at $3.60/gal, the Yokohama BluEarth 4S AW21 uses about 26 gal ($93) more fuel than the Michelin CrossClimate 2.
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.
Show full testing methodology
Recorded test conditions
- Dry Braking
- 62.1 → 3.1 mph · 59–68 °F
- Wet Braking
- 49.7 → 3.1 mph · 63–64 °F
- Wet Handling
- 66–73 °F
- Snow Braking
- 24.9 → 0.0 mph · 28–32 °F
- Snow Traction
- 0.0 → 12.4 mph
- Snow Handling
- 21–25 °F
- Ice Braking
- 12.4 → 0.0 mph · 21–25 °F
- Ice Traction
- 0.0 → 12.4 mph · 21–25 °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 · 30% | ||
| Dry Braking | 55% | 16.5% |
| Dry Handling | 35% | 10.5% |
| Subj. Dry Handling | 10% | 3% |
| 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 · 10% | ||
| Snow Braking | 30% | 3% |
| Snow Traction | 20% | 2% |
| Snow Handling | 30% | 3% |
| Subj. Snow Handling | 10% | 1% |
| Snow Circle | 10% | 1% |
| Ice · 5% | ||
| Ice Braking | 60% | 3% |
| Ice Traction | 40% | 2% |
| Comfort · 5% | ||
| Noise | 100% | 5% |
| Value · 10% | ||
| Wear | 30% | 3% |
| Value | 30% | 3% |
| Rolling Resistance | 40% | 4% |
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.
Snow Circle
For snow lateral grip testing, I use a circular snow track of fixed radius, broadly aligned with ISO 4138 principles. The surface is regularly groomed throughout the session. 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 surface bias. Because snow surfaces degrade more rapidly, the control tire is retested at regular intervals and I often use multiple sets of control tires.
Ice Braking
For ice braking, I drive the test vehicle at an entry speed of 35 km/h and apply full braking effort to a standstill with ABS active on a prepared ice surface. Surface temperature is continuously monitored as ice friction properties vary substantially with temperature. My standard programme is twelve runs per tire set but with ice testing, you often do many more. I analyze the full set of runs and discard statistical outliers before averaging. Reference tires are run typically every two candidate test sets to correct for changing surface conditions.
Ice Traction
For ice traction, I accelerate the vehicle from rest on a prepared ice 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. 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 ice twice. Surface temperature is continuously monitored. I complete multiple runs per tire set and average the valid results, with reference tires run typically every two candidate test sets.
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.
Wear
I do not conduct tread wear testing myself; where wear is included in a programme, it is carried out by a contracted specialist test provider using either an on-road convoy method or an accelerated machine-based method. In convoy wear testing, multiple vehicles run a defined public-road route over an extended distance, with tread depth measured at intervals and tires rotated methodically to reduce positional and vehicle-specific effects. In accelerated machine wear testing, the tire is run on a specialized roadwheel or rough-surfaced drum system designed to simulate real-world wear under controlled load, speed, alignment, and force inputs. I then use the contracted provider's measured wear rate relative to the reference tire to estimate projected tread life.
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.
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