Tire Test Results

Electric Vehicle Tires – Comparing Continental Original Equipment to Aftermarket

June 30, 2022

Tires Tested

Continental ProContact RX T1 (OE) (Grand Touring All-Season, 235/40R19 96V)
  • What We Liked: It’s nice on the road and decent in the wet.
  • What We’d Improve: The steering is just OK. It could be better in the wet and the snow.
  • Conclusion: It strikes a surprising balance for an OE tire.
Continental PureContact LS (Grand Touring All-Season, 235/40R19 96W)
  • What We Liked: It has great traction in the wet and isn’t far off the OE tire for range. It’s pretty good in the snow, as well.
  • What We’d Improve: It’s a touch loud on the road and isn’t great to drive on the track.
  • Conclusion: This one is nicely balanced, too.

Vehicles Used

2022 Tesla Model 3 Dual Motor Long Range

When discussing electric vehicles (EVs), the conversation inevitably seems to turn to range or range anxiety. Charging an EV requires more time than filling the tank of an internal combustion engine (ICE) vehicle, and at this time, charging stations aren’t as plentiful as gas stations. EV manufacturers know this, and they know it can be a barrier to entry for customers considering an EV purchase. To help alleviate those concerns as much as possible, EV manufacturers want to maximize the range their vehicles provide, and tires are a key component in the strategy to reach that goal.

As a result, the original equipment (OE) tires on EVs tend to be highly focused on efficiency. That isn’t anything new, but there has always been the lingering question of "how much" more efficient the OE tires are than popular replacement market tires. Also, "how much" do the OE tires give up in terms of other performance attributes in that quest for maximum efficiency? Unfortunately, the specific answers to those questions will vary with each tire, but we wanted to start developing a picture that would help us provide some guidance for drivers.

We figured there was no better place to start than the benchmark, so we decided to test the 19" OE tires on the Tesla Model 3 compared to a commonly-selected replacement market tire from the same manufacturer. We were eager to find out how the OE Continental ProContact RX T1 tires compared to the popular Continental PureContact LS, so we compared them head-to-head through our normal testing, plus the addition of some real-world range testing. Our evaluation used 2022 Tesla Model 3 Dual Motor Long Range test vehicles fitted with new, full tread depth 235/40R19 tires mounted on 19x8.5 wheels.

What We Learned on the Road

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 driver’s seat of an EV is a serene place to spend thousands of miles. Without the constant ruckus of an internal combustion engine to mask other sounds, tires become one of the primary sources of ambient noise in the cabin. Because of this, there is almost as much focus on reducing noise generated by OE EV tires as there is on maximizing their efficiency. Often, EV-focused tires feature tread patterns tuned for low noise and a layer of sound-reducing foam on the inner liner that is designed to eliminate certain frequencies.

The ProContact RX T1 utilizes Continental’s ContiSilent Technology, which means it has the previously mentioned foam on the inner liner. Plus, it was designed specifically for the Tesla Model 3 our team used as the test platform, so it comes as no surprise it felt well-suited to the vehicle. There was some light, cyclical growl over crosscut concrete, but otherwise, tire noise and impact noise were subdued. The ride was taut and composed - appropriate for the vehicle, but not as plush as some Grand Touring All-Season tires we’ve tested previously. The steering was heavy and a little dull on-center, and it was linear and even in its response to inputs. While it wasn’t exactly "sporty" or engaging, it was perfectly up to the task of on-road driving. When switching to the PureContact LS, our drivers immediately noticed some additional noise on all surfaces. While it wasn’t objectionable, it stood out compared to the OE tire. Our testers discerned a low growl mixed with mid-level tones and some higher-pitched cavity noise on coarse concrete. On smooth sections of the route, the tones would mostly blend together, but they still occurred at a higher volume than the ProContact RX T1. The ride quality was very close to the OE tire, with maybe just a touch less composure that would only be discernible in back-to-back testing. Steering and light handling were very close, as well. The PureContact LS felt lighter and more responsive on-center and just off-center, and it had a non-linear response to input throughout the range of steering.

Real-World Range and Efficiency Testing

To evaluate the efficiency of each tire and its corresponding impact on vehicle range, our team drove both tires on a defined, 200-mile route on the highways near Tire Rack’s South Bend, IN headquarters. We used two identical vehicles, driven in tandem, and efforts were taken to ensure identical conditions for each tire. Even so, our reported findings are the results of our specific test parameters, and your range may vary.

Tire Vehicle Reported Watts Hours/Mile Estimated Range at 100% Charge
Continental ProContact RX T1 274 262 miles
Continental PureContact LS 286 246 miles
*Vehicle Reported Watt Hours/Mile is the average reported by the vehicle’s trip display and was reset before each trip.
*Estimated Range at 100% Charge is determined by comparing the consumed range as reported by the vehicle to the consumed battery as reported by the vehicle to determine miles per 1% of battery charge. This number was multiplied by 100 to determine the theoretical range at 100% battery charge.

What We Learned on the Test Track

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.

Wet and dry traction are common compromises in the pursuit of lower rolling resistance (and therefore improved efficiency), so we were very excited to see what kind of differences we would find in our track testing. In some ways, the two tires had significant differences, and in other ways, they were surprisingly close together.

Looking at the wet testing objective results, the PureContact LS seemed to display a healthy traction advantage over the OE tire. Its 117.8-foot stopping distance from 50 mph is an excellent performance for any tire category, and it represented a full car length improvement over the 133.3-foot result from the ProContact RX T1. Similarly, with .74g on the skid pad from the PureContact LS and .71g from the ProContact RX T1, the lateral grip was also a step up. Despite the stronger traction, the lap times were very close, with less than two-tenths of a second separating the duo. Even with the advantage in traction from the PureContact LS, our drivers preferred the subjective behavior of the ProContact RX T1. The OE tire’s steering characteristics made the vehicle’s front end feel very satisfying, with crisp turn-in and direct, linear response to inputs. The cornering traction was a minor letdown compared to the excellent steering feel, resulting in significant understeer as the primary handling trait. Braking was strong enough, and there were no nervous habits. It delivered an acceptable overall performance, highlighted by surprisingly enjoyable steering. The PureContact LS was a little frustrating for our drivers because it felt so strong at most tasks, but it stubbornly refused to blend those skills together. Straight-line braking was great, but if any steering input was added, it would understeer. Similarly, the cornering traction was very good, but if the driver tried to get back to the throttle before the turn was 100% completed, the nose would push way off line. When combined with the somewhat vague and unresponsive steering, the whole package felt pretty unhappy about what it was being asked to do.

Our dry track testing was limited to objective braking and lateral traction evaluation on our skid pad, and the results were similar between the two products. The PureContact LS generated .88g on the skid pad, compared to .86g for the OE ProContact RX T1. 50-0 mph braking distances for the PureContact LS averaged 91.4 feet, and the ProContact RX T1 stopped shorter, averaging 87.5 feet.

Driving in Winter Conditions

In our light snow testing, the PureContact LS held a significant traction advantage over its OE counterpart. In pure acceleration performance, the PureContact LS required 4.01 feet less in the 0-12 mph metric. It stood out noticeably in braking, with a 60.8-foot 25-0 mph braking distance, compared to 77.4 for the ProContact RX. The combination traction around the handling track was noticeably better, as well. It allowed our team the confidence to drive with authority, thanks to sure-footed acceleration, lateral grip that enabled higher cornering speeds, and the braking capability to keep everything in check. The ProContact RX was an adequate performer with no nervousness or bad habits. Still, it was immediately apparent that it didn’t have the outright capability of the replacement market tire.

On the ice, the two were much closer together. The PureContact LS had a narrow victory in 12-0 mph braking, bringing the test vehicle to a stop in 47.3 feet, compared to 50.5 feet for the ProContact RX.

Summary

The two tires in our test are aimed toward two targets, one developed for a single customer (the vehicle manufacturer) and the other developed for every driver in the replacement market. Despite that, they both end up in a similar place with slightly varying characteristics. The Continental ProContact RX T1 is pleasant on the road and capable in the wet and the dry. It is also the more efficient tire of the duo, but not by a significant amount. The PureContact LS steps up the wet traction a notch, and it has a noticeable advantage in the snow. As a bonus, it has livelier steering feel on the road, too, particularly at around-town speeds. It does create some additional tread and impact noise compared to the OE tire, though it’s not objectionable.

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