For this test I have taken five of the most popular snow-rated all-terrain tires in LT 265/70 R17 and tested them in snow and ice to find out which one is best for the upcoming winter!
In order to give you the complete picture, each tire has been tested and rated in snow handling, snow circle, snow traction and braking, and ice traction and braking!
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
- 24.9 → 3.1 mph · 9 °F
- Snow Traction
- 3.1 → 24.9 mph · 9 °F
- Snow Handling
- 19 °F
- Ice Braking
- 12.4 → 3.1 mph · 16 °F
- Ice Traction
- 3.1 → 12.4 mph · 16 °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 |
|---|---|---|
| Snow · 75% | ||
| Snow Braking | 30% | 22.5% |
| Snow Traction | 25% | 18.75% |
| Snow Handling | 25% | 18.75% |
| Subj. Snow Handling | 10% | 7.5% |
| Snow Circle | 10% | 7.5% |
| Ice · 25% | ||
| Ice Braking | 50% | 12.5% |
| Ice Traction | 50% | 12.5% |
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.
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.
Snow
The snow handling tests did not go as I expected. I thought we'd have quite a lot of differences between the five sets, and in handling at least, I was wrong! Well, sort of.
The Falken Wildpeak AT4W was, once again, down on its rivals. All these tires are three-peak marked, which means they're severe snow rated, and the Falken will get you moving in a pinch, but it was 9 seconds off the best which is quite a lot. Subjectively that is quite a big drop too—the tire broke into slides earlier, you had to be very delicate on the throttle, and when you were past the limit of grip it took a long time to recover. Falken has told me that the LT version of the tire has less snow grip than the P-metric version. One day I hope to test that version.
Then in a near tie, we had the Nokian Outpost nAT, Toyo Open Country AT, and BFGoodrich All-Terrain KO3.
The Nokian and Toyo were lovely and rounded to drive, meaning the grip circle felt even and it was predictable and easy to place. The BFGoodrich felt like it was great in traction, but didn't quite have the initial bite of the best when turning. However, as traction is very important on a truck like this, it produced the lap time. We knew the KO2 was very good in the snow, and the KO3 is too—we've now proven that.
The surprise of the group for me was the Mickey Thompson. Coming out of the garage, this tire felt heavy and industrial. Even on snow it felt like a blunt instrument—it was slow to respond on the front axle and didn't give much feedback, so you didn't feel that confident turning. This means that when, at the end of the first lap, it posted a time 9 seconds faster than the previous tire I'd just run, which turned out was the Falken, I was gobsmacked. Naturally I did some more laps, and it really held that pace so it wasn't a fluky one-off lap. The Baja Boss AT might not look or act the most graceful, but damn it has some grip.
Finally, how do these stack up against a real winter tire? You've probably heard of the Nokian Hakkapeliitta range—at least at time of testing it's widely considered to be the best winter tire in the snow, so it's a tough benchmark. The F-150 had some used Nokian winter tires on it, so I ran them too. Even in their used state, they were still way faster than any of the all-terrains, but the controllability was even more impressive. You went from being nervous to thinking you were the Alabama version of Colin McRae. There really is quite a difference—a snow-rated all-terrain tire is no substitute for a real winter tire if you live in a severe winter climate.
Snow Handling
Snow handling time in seconds [Average Temperature 19°F]
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
RefReference Winter Nordic |
92.7 s | -6.12 s |
| 98.82 s | Best | |
| 101.09 s | +2.27 s | |
| 101.5 s | +2.68 s | |
| 101.78 s | +2.96 s | |
| 107.93 s | +9.11 s |
The difference between best and worst was 16.4% (15.23 s).
The Mickey Thompson was again the best in snow braking with the Nokian a close second, then a small gap to BFGoodrich in third, and then the Falken and Toyo not performing particularly well.
Snow Braking
Snow braking in feet (25 - 3 mph) [Average Temperature 9°F]
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 70 ft | Best | 0 mph | |
| 71 ft | +1 ft | 10 mph | |
| 74 ft | +4 ft | 18 mph | |
| 77 ft | +7 ft | 24 mph | |
| 78 ft | +8 ft | 25 mph |
The difference between best and worst was 10.7% (8 ft ≈ 0.5 Car Lengths). From 80 mph, the Toyo Open Country AT III would still be travelling at 25 mph when the Mickey Thompson Baja Boss AT had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
The traction test had the BFGoodrich back at the front, which confirms my theory that BFGoodrich have really focused on traction with the KO3, with the Nokian again in second, this time tied with Toyo. We're starting to see that the Nokian is strong in all snow tests, and sadly for the Falken, it is weak in all the snow tests.
Snow Traction
Snow acceleration time (3 - 25 mph) [Average Temperature 9°F]
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 3.55 s | Best | |
| 3.64 s | +0.09 s | |
| 3.64 s | +0.09 s | |
| 3.77 s | +0.22 s | |
| 3.98 s | +0.43 s |
The difference between best and worst was 12.1% (0.43 s).
Ice
I also performed smooth ice traction and braking. I've said it before—even with an indoor ice tunnel for consistent surface conditions and repeated runs for averaging, ice is still a hard test, especially when none of the tires have been designed for smooth ice use. I almost didn't do the test, but I know you'll want it.
The Nokian proved to be on average the best, with the best braking and reasonable traction, though the Mickey Thompson was again also strong, and the Toyo had good traction.
Ice Braking
Ice braking in feet (12 - 3 mph) [Average Temperature 16°F]
Lower is better ↓| Position / Tire | Result | Gap to best | Residual speed |
|---|---|---|---|
| 37 ft | Best | 0 mph | |
| 42 ft | +5 ft | 27 mph | |
| 42 ft | +5 ft | 28 mph | |
| 42 ft | +5 ft | 28 mph | |
| 43 ft | +6 ft | 30 mph |
The difference between best and worst was 16% (6 ft ≈ 0.4 Car Lengths). From 80 mph, the BFGoodrich All Terrain TA KO3 would still be travelling at 30 mph when the Nokian Outpost nAT had stopped.
Residual speed is calculated from the measured braking distances, assuming constant deceleration; it is not a separate measurement.
Interestingly, the BFGoodrich All-Terrain KO3, which I've always thought of as the benchmark for an all-terrain tire in winter conditions, could NOT get it together on ice and was firmly last in both traction and braking. This is really interesting, and I don't have an explanation for it yet. Follow Tire Reviews on Instagram and if I get the answer I'll post it there.
Ice Traction
Ice acceleration time (3 - 12 mph) [Average Temperature 16°F]
Lower is better ↓| Position / Tire | Result | Gap to best |
|---|---|---|
| 1.8 s | Best | |
| 1.89 s | +0.09 s | |
| 2.03 s | +0.23 s | |
| 2.06 s | +0.26 s | |
| 2.11 s | +0.31 s |
The difference between best and worst was 17.2% (0.31 s).
Results
Nokian Outpost nAT
265/70 R17 121/118 E
Category scores (% of best)
All discipline results (7)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Snow BrakingLower is better | 2nd / 5 | 71 ft | +1 ft |
| Snow TractionLower is better | 2nd / 5 | 3.64 s | +0.09 s |
| Snow HandlingLower is better | 4th / 5 | 101.78 s | +2.96 s |
| Subj. Snow HandlingHigher is better | 1st / 5 | 10 Points | Best in this discipline |
| Snow CircleLower is better | 3rd / 5 | 33.69 S | +0.61 S |
| Ice BrakingLower is better | 1st / 5 | 37 ft | Best in this discipline |
| Ice TractionLower is better | 3rd / 5 | 2.03 s | +0.23 s |
- 3PMSF
- Yes
- Tread
- 14.3 mm
- Price
- 286.99
Mickey Thompson Baja Boss AT
265/70 R17 121/118 E
Category scores (% of best)
All discipline results (7)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Snow BrakingLower is better | 1st / 5 | 70 ft | Best in this discipline |
| Snow TractionLower is better | 4th / 5 | 3.77 s | +0.22 s |
| Snow HandlingLower is better | 1st / 5 | 98.82 s | Best in this discipline |
| Subj. Snow HandlingHigher is better | 4th / 5 | 9.25 Points | -0.75 Points |
| Snow CircleLower is better | 2nd / 5 | 33.55 S | +0.47 S |
| Ice BrakingLower is better | 2nd / 5 | 42 ft | +5 ft |
| Ice TractionLower is better | 2nd / 5 | 1.89 s | +0.09 s |
- 3PMSF
- Yes
- Tread
- 14.3 mm
Toyo Open Country AT III
265/70 R17 121/118 E
Category scores (% of best)
All discipline results (7)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Snow BrakingLower is better | 5th / 5 | 78 ft | +8 ft |
| Snow TractionLower is better | 2nd / 5 | 3.64 s | +0.09 s |
| Snow HandlingLower is better | 3rd / 5 | 101.5 s | +2.68 s |
| Subj. Snow HandlingHigher is better | 1st / 5 | 10 Points | Best in this discipline |
| Snow CircleLower is better | 1st / 5 | 33.08 S | Best in this discipline |
| Ice BrakingLower is better | 4th / 5 | 42 ft | +5 ft |
| Ice TractionLower is better | 1st / 5 | 1.8 s | Best in this discipline |
- 3PMSF
- Yes
- Tread
- 12.5 mm
BFGoodrich All Terrain TA KO3
265/70 R17 121/118 E
Category scores (% of best)
All discipline results (7)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Snow BrakingLower is better | 3rd / 5 | 74 ft | +4 ft |
| Snow TractionLower is better | 1st / 5 | 3.55 s | Best in this discipline |
| Snow HandlingLower is better | 2nd / 5 | 101.09 s | +2.27 s |
| Subj. Snow HandlingHigher is better | 1st / 5 | 10 Points | Best in this discipline |
| Snow CircleLower is better | 4th / 5 | 34.27 S | +1.19 S |
| Ice BrakingLower is better | 5th / 5 | 43 ft | +6 ft |
| Ice TractionLower is better | 5th / 5 | 2.11 s | +0.31 s |
- 3PMSF
- Yes
- Tread
- 12.5 mm
Falken Wildpeak AT4W
265/70 R17 121/118 E
Category scores (% of best)
All discipline results (7)
Discipline positions compare the ranked tires in this test, not the whole market. These are individual measurements, not weighted overall scores.
| Test | Position in discipline | Result | Gap to best |
|---|---|---|---|
| Snow BrakingLower is better | 4th / 5 | 77 ft | +7 ft |
| Snow TractionLower is better | 5th / 5 | 3.98 s | +0.43 s |
| Snow HandlingLower is better | 5th / 5 | 107.93 s | +9.11 s |
| Subj. Snow HandlingHigher is better | 5th / 5 | 8.75 Points | -1.25 Points |
| Snow CircleLower is better | 5th / 5 | 35.96 S | +2.88 S |
| Ice BrakingLower is better | 3rd / 5 | 42 ft | +5 ft |
| Ice TractionLower is better | 4th / 5 | 2.06 s | +0.26 s |
- 3PMSF
- Yes
- Tread
- 13 mm
- Price
- 281.99
Any thoughts on why ice traction is ~2x better than dedicated snow tires? This seems an anomalous result, particularly given that ice braking is worse.
Is it due to the limitations of the ice tunnel which you note?
I didn't have a winter tire in the ice testing, why do you think the AT is twice as good?
Thanks for rapid response; are distances not comparable across tests? https://www.tyrereviews.com...
oops... times, not distances
Sadly not, they might have used different speeds to measure, and the grip of ice can varely massively hour to hour, let alone between different locations at different times.
Ah, got it... thanks.
I have been searching for a winter test of the new pirelli scorpion xtm and can't find one. I can hardly find any real world on/off road tests since it's release. Any chance you will be able to get a set of the xtms to test
Yes I'll be doing a full test of it next year.