May 24, 2021
Tire Rack’s tire testing program was designed to help drivers make an informed purchase decision by comparing tires that would typically be in the same consideration set. As such, we’ve spent over two decades comparing test sets that were, with very few exceptions, all comprised of tires that came from the same tire performance category. The rationale behind this strategy is that finding the appropriate performance category for a driver’s needs and priorities is the most important first step, and then we can "fine tune" within that category to find the best choice.
In general, we know the major differences between tire performance categories. While there can be significant disparities between tires within the same category, tires grouped in a category tend to have a similar focus, which brings similar strengths and weaknesses. Yet sometimes consumers wonder "how much" of a difference there is. What am I giving up by choosing a Grand Touring All-Season tire instead of an Ultra High Performance All-Season tire? What if I go with a Max Performance Summer tire? Or maybe a high-mileage Standard Touring All-Season tire? While we know the results will vary based on which tire from each category we choose to compare, we still set out to answer those questions and put some hard numbers on the results.
Since we’re comparing relative differences between categories, there won’t be a "winner" and a "loser," but even so, we decided to use four tires from the same manufacturer. Michelin products are regularly at the top of our Consumer Rankings, so we chose the Pilot Sport 4S as our Max Performance Summer competitor, the Pilot Sport All Season 4 from the Ultra High Performance All-Season category, the CrossClimate2 for Grand Touring All-Season, and the Defender T+H as the Standard Touring All-Season representative. Our evaluation used 2020 BMW F36 430i Gran Coupes fitted with new, full tread depth 225/50R17 tires mounted on 17x7.5 wheels.
Our 6.0-mile loop of expressway, state highway and county roads provides a great variety of road conditions that include city and highway speeds, smooth and coarse concrete, as well as new and patched asphalt. This route allows our team to experience noise comfort, ride quality and everyday handling, just as you would during your drive to school or work.
The on-road personalities of our four test tires varied significantly, though all performed at a high level that will likely satisfy most drivers. It’s important to note that our team’s subjective ratings are based on our BMW test vehicles being driven on our route around the Tire Rack headquarters. Differences in vehicle suspension, road quality, or driver preference might yield a different rank order, so we encourage evaluating the description of each tire’s characteristics, not just looking at the overall scores or rankings.
The CrossClimate2 earned the highest overall score in the on-road portion of our testing. The ride was the ideal combination of comfort and composure, never feeling too firm, with excellent control over body motions. Noise quality was also the best in the test. Aside from some slight pattern growl over coarse surfaces, the wind and vehicle were the primary sources of noise when driving the CrossClimate2. For a touring tire, the steering was very sharp and precise. Our team liked the responsiveness and solid on-center feel, and it would be a great companion for a cross-country trip or a quick blast down a winding back road. While erring on the sporty side of the equation, the Pilot Sport 4S also delivered a very pleasant on-road experience. As one might expect, the ride was the firmest in the group. However, every impact was concise, and it was never harsh, even over the largest bumps. Especially considering it was being compared head-to-head with two touring tires, the noise comfort from the Pilot Sport 4S was very satisfying. While it created some low to medium volume white noise, it was never objectionable or even all that noticeable in the cabin. As usual, the steering was world-class, with nice weight on-center, quick and accurate response to inputs, and a linear buildup of effort as steering was added. The Defender T+H felt noticeably more "touring"-oriented than the other tires here. The ride was the softest, feeling like it absorbed bumps more readily than the rest of the group. Our drivers did want a little more motion control, as sometimes over large or repetitive impacts, the Defender T+H lacked some composure compared to the others. The noise created by the tire was generally very good, though some tones were slightly more distinctive. While not loud, they simply didn’t blend completely, standing out more than we would have liked. The steering was a little slower and less responsive than the other three tires, and our team felt it needed a slightly better on-center feel, as it tended to wander just a touch when traveling straight ahead on the highway. The Ultra High Performance All-Season Pilot Sport All Season 4 was a small step behind on the road, beginning with a ride that was almost as firm as the Pilot Sport 4S but didn’t feel as composed or refined in the way it handled bumps. The tire created multiple, moderately distinctive tones over most surfaces, becoming the most perceptible as the tread interacted with rough roads or concrete. The steering was light and quick to respond to inputs. While it was easy to dial in the desired response from the vehicle, our drivers didn’t feel the direct connection to the tire they hope for from a performance-focused product.
Our 1/3-mile per lap test track course includes 90-degree street corners, a five-cone slalom and simulated expressway ramps. Run in both dry and wet conditions, the test track allows our team to experience the traction, responsiveness, handling and drivability normally only encountered during abrupt emergency avoidance maneuvers or competition events.
Our dry track testing yielded mostly predictable results, with the Pilot Sport 4S leading the way in all metrics. Our drivers praised the balanced handling, the alert and direct steering that felt just right, and the confident braking that always delivered the exact deceleration needed. The CrossClimate2 felt almost like a performance tire on the track. The front end was sharp and responsive, with direct, authoritative changes of vehicle trajectory, and the overall balance immediately felt familiar and capable. Despite the athletic feel, the compound lacked the grip to completely make good on the promise delivered by its persona. Our drivers couldn’t carry as much speed into or through turns, and the rear end would step out under throttle at corner exit. Even with these somewhat mixed messages, the team enjoyed the CrossClimate2 on track and rated it slightly higher than the Ultra High Performance All-Season tire, surprisingly. The Pilot Sport All Season 4 was a step back from the leader in outright capability and lap times, closer to the touring all-season tires than the Max Performance Summer Pilot Sport 4S. The Pilot Sport All Season 4 responded eagerly to inputs and changed direction with authority, though our team wanted a more engaging driving experience. The steering was somewhat vague and disconnected. Even so, it demonstrated impressive outright traction and was fast and easy to drive, with strong braking and lateral grip. Another small surprise came in the form of just how close the Defender T+H was to the CrossClimate2 in our objective metrics. Most categories were close enough to be considered "in the noise" of our testing, and the Defender T+H even managed to eke out a slightly faster average lap by about a tenth of a second. While it didn’t find quite as much favor as the rest of the group in the subjective ratings, all the tire’s performance characteristics were in balance, allowing our drivers to easily maximize its performance.
In the wet, the Pilot Sport 4S once again led the field in lateral grip, average lap time, and in our testers’ subjective ratings. The only minor complaint our team had with the tire’s performance was some mid-corner to corner-exit understeer that could result from too much speed, too much steering input, or too abrupt steering input. The turn-in was crisp, and the vehicle obediently followed to the apex, but it would push wide unless the driver got it right. Other than that quirk, our team found nothing to critique. The traction was very strong, the steering was precise and responsive, and the braking was impressive. The Pilot Sport All Season 4 was also an impressive performer, managing the shortest 50-0 mph braking distance by a significant 11 feet over the Pilot Sport 4S. The Pilot Sport All Season 4 was easier to drive smoothly than its Max Performance Summer counterpart, but it was apparent the pace was a step behind. It also featured quick turn-in with some mid-corner understeer, but to a lesser extent, possibly due to lower cornering speeds. Even so, the overall balance and confident braking allowed the driver to string together all elements of the track into a long, connected flow. Despite lower ultimate limits, the CrossClimate2 was very close to the Pilot Sport All Season 4 in subjective scores. Credit the satisfying steering feel and easy-to-drive nature for that. Plus, even though the limits were lower than two very strong competitors in this test, the wet traction provided by the CrossClimate2 was more than enough to satisfy discerning drivers on the street. Similarly, even though the Defender T+H was at the back of this group, it had the traction necessary to deliver driving confidence on the road. When pushed in a track setting, the tire was balanced and communicative. It advertised its limits clearly, and as long as those limits were respected, it provided an easy and stress-free drive.
Our light snow testing only included the three all-season products, and of these three, the Grand Touring All-Season CrossClimate2 was the only one branded with the three-peak mountain snowflake (3PMSF) symbol. We always find it interesting to compare tires with and without the brand, because the 3PMSF does not always guarantee a superior winter performance. The test required to earn the 3PMSF measures longitudinal acceleration traction only, which means there is no braking or cornering component, and it doesn’t evaluate ice traction whatsoever.
In this situation, the 3PMSF-branded tire led by a significant margin in all aspects of winter testing. This isn’t surprising, given the Grand Touring All-Season category often includes light snow traction as a strong focus during development. Our team enjoyed the confident traction and balanced handling that never seemed to make a misstep. The steering was one place we would have liked a little improvement, as it wasn’t as direct as would we prefer. That’s a very minor complaint, though, when weighed against the outright capability of the tire. As an illustration of the general increase in focus on light snow traction from members of the Ultra High Performance All-Season category, the newly-released UHPAS tire was slightly better than the Standard Touring All-Season product, which has been on the market for significantly longer. Though they were closely-matched all around, the UHPAS tire had the edge in acceleration and braking, in addition to average lap time. Our drivers noted the two tires felt about equal in capability around the handling track, but they had differing personalities. The UHPAS tire had steering that was lighter and more responsive and also more linear in its response. It rotated a bit more easily, but it was controllable when it did. The STAS tire would understeer more readily, requiring a noticeable effort to elicit any rotation.
On the ice, the Grand Touring All-Season tire again eclipsed the other two entrants. Its 4.88-second acceleration time and 42.8-foot braking distances were strong by any standards, even approaching that of some lower-performing winter tires. The Standard Touring All-Season tire was firmly in the middle of the group, with a 60’ acceleration time of 5.31 seconds and 49.4-foot 12-0 mph braking distance. The Ultra High Performance All-Season tire rounded out the group, requiring 5.68 seconds for our acceleration test and 57.3 feet for braking.
When comparing tires across multiple categories, there’s really no way to pick a "winner" in the group. This type of testing simply highlights, or maybe emphasizes, some of the common differences you can expect among the top tires in a given tire category. The Michelin Pilot Sport 4S delivers sporty refinement on the road along with world-class steering feel and handling in the wet or the dry. Aside from a slight tendency for the quick turn-in to overpromise and lead to some understeer in a track setting, there really aren’t any criticisms our team can levy on the tire. The Michelin Pilot Sport All Season 4 has responsive steering that feels athletic on the road or the track, though the ride quality and noise comfort could use some added refinement. Strong traction in both our wet and dry testing are very satisfying, and test-leading wet braking is an interesting surprise. It’s also commendably good in the snow for an Ultra High Performance All-Season tire. The Michelin CrossClimate2 delivers the most luxurious on-road performance, with a comfortable and controlled ride, nearly imperceptible tread noise, and satisfying steering. The satisfaction continues in our wet and dry track testing, and it perpetually impresses our team when we test it in the snow and on the ice. Even though the Grand Touring All-Season CrossClimate2 isn’t intended for track use, it feels good when pushed and performs admirably in that setting. The Michelin Defender T+H focuses more on longevity than the other tires in the group, with a mind-blowing 80,000-mile treadlife warranty. Given that our testing doesn’t feature a longevity component, it would seem the deck was stacked against the tire from the beginning, but the Defender T+H is a solid performer in all our metrics. If high mileage is a driver’s top priority, the Defender T+H is definitely something to consider.
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