Tire Test Results

Tires Tested

• What We Liked: The steering feels sporty, and it has strong dry, wet, and light snow traction.
• What We'd Improve: There's too much tread noise.
• Conclusion: A great all-season tire with one notable fault.

• What We Liked: Nice on-road refinement combined with an athletic feel.
• What We'd Improve: The quick steering can be a bit much on the wet track.
• Conclusion: It's an excellent new option in UHPAS, as long as winter traction isn't a high priority.

• What We Liked: It's nicely balanced for dry track driving.
• What We'd Improve: It could use a big improvement in wet, snow, and ice traction alongside a big reduction in tread noise.
• Conclusion: This one feels like an old-school performance product.

• What We Liked: The ride is well cushioned, and tread noise is kept to a minimum.
• What We'd Improve: The impact noise stands out. Dry and winter traction are just "OK."
• Conclusion: It's a kinder, gentler Ultra High Performance All-Season tire.

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.

Meeting the traction and handling criteria drivers expect from an Ultra High Performance All-Season tire while also providing the comfort and noise attributes they may not realize they want, is a delicate balancing act. While all the tires in the test achieved varying levels of success obtaining that balance, one stood out above the rest.

The Azenis FK460 A/S delivered a satisfying blend of comfort and composure. While it was performance-tire firm, it did a nice job mitigating medium and large impacts better than the other tires in the group. Tread noise was always present, but at a reasonable volume, and it didn't create any tones that stood out as obtrusive in the cabin. The steering was light and fast, with an urgent response to inputs. While it was precise and easy to predict, it could have used slightly more weight. The ADVAN Sport A/S+ felt the most comfort-focused in the test. It had the softest ride that rounded over the rough edges of impacts. The damping was a little too soft for our test vehicles though, and it resulted in more total movement that didn't feel particularly composed. In terms of pure tread noise, the ADVAN Sport A/S+ may have been the quietest of the group. The reason it didn't receive the highest Noise Comfort score was due to significant impact ring that really stood out against the otherwise quiet background. Drivers who live in areas with smooth roads may be very satisfied from both a ride and noise standpoint. The steering was as fast as the Falken, though slightly non-linear in a way that seemed to magnify the driver's inputs. Our team also expressed the desire for a stronger sense of on-center, as the tire required minor corrections at highway speeds. The g-Force COMP-2 A/S PLUS also impressed our team with its ride quality. It felt very solid and composed, with succinct impacts. It was slightly behind the Falken in the subjective scores because it was perceptibly stiffer than that tire, resulting in bigger hits over larger bumps. Where it took a larger step back was in noise comfort. The tread pattern created a low, medium-volume grind on coarse or cross-cut concrete. On asphalt surfaces, a variety of tones made themselves known. Some of which faded into the background, while others did not. Steering was where the g-Force COMP-2 A/S PLUS led the test. Our drivers would have liked a little quicker response, but otherwise it was ideal for a performance tire - hefty and solid on-center, with excellent precision and a natural build-up of effort as steering input was added. The Extensa HP II exhibited acceptable ride quality. It was taut and reasonably composed, and it revealed most of the road irregularities to the vehicle occupants. Noise Comfort was similar to the BFG. The pattern interacted with any coarseness of the road to create significant growl. On smooth asphalt, the growl subsided somewhat, but it was replaced by bassy undertones and a high-pitched, cyclical vibrato. The steering had nice weight to it, with decent response to inputs. It lost favor with our team due to its vagueness and uneven effort and response, which didn't feel natural.

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.

While Ultra High Performance All-Season tires aren't designed for track use or even to stand up to the stress of an autocross, performance driving is an essential part of their DNA. They're designed for sporty cars, and they should be a benefit to the experience of enthusiastic driving. In that regard, our test group was divided, with the BFGoodrich and the Falken closely matched at the top of the results. The BFGoodrich barely eked out the win in our subjective evaluation, thanks primarily to stronger braking feel. The steering was firm and precise, though a little less urgent than our team would have preferred for the category. Cornering traction was very strong, and the stable rear end would accept throttle at corner exit sooner than any other tire in the test. The planted feel translated to all aspects of the lap. It was certainly capable, but the BFGoodrich wasn't quite as playful or tossable as the primary competition. The Falken was diametrically opposed to the BFGoodrich in a lot of ways, and while it was a close runner-up subjectively, it set the fastest average lap of the test, again by a narrow margin. Where the BFGoodrich felt like it lumbered around the track, the Falken danced everywhere it went. The steering was very alert and responsive, and it only required a light touch to change direction, which was a significant benefit through the slalom's fast transitions. Initially, it took some recalibration on the part of our drivers, and even then required care to avoid unintentionally demanding more of the front tires than they could provide. Continuing the trend, the Falken would happily rotate at corner exit, which was helpful up until the driver asked for a little bit too much. The transition between "helpful rotation" and "oversteer that needs correction" was abrupt, and while it was easy to catch and bring it back, the edginess at both the front and rear of the vehicle made it difficult to drive a perfect lap. Driving the Toyo, it was quickly apparent that it wouldn't be as fast as the two leaders. The traction was a small step down, and the steering didn't respond as eagerly or allow precise placement of the vehicle. However, it communicated its abilities well, and it was very easy to drive consistently. Of this group, it was the easiest to steer with the throttle - which is good, due to the dull steering response. With the right technique, the driver could slide the vehicle around the track, gliding from point to point, and it set reasonably quick times while doing it. If the driver tried to charge into turns and rely on the front tires to pull the vehicle around, though, it was met with stubborn understeer. The Yokohama also was very prone to understeer, which hurt lap times and the subjective evaluation from our team. It didn't like to brake and turn at the same time, requiring our drivers to deliberately separate inputs at corner entry. Even then, there seemed to always be at least a hint of understeer through every turn, which sometimes would saturate into full-on push at the front axle. The steering was nicely responsive and eager to change direction, but it also was vague, making it difficult to dial-in the exact input needed. Overall, the tire felt sporty and nice to drive at eight tenths, but it got a bit flustered when pushing closer to the limit.

In our wet track evaluation, the BFGoodrich and the Falken again were closely matched, though this time the BFGoodrich claimed a narrow lead both subjectively and objectively. The characteristics in the wet were remarkably similar to the dry for the BFGoodrich, with strong traction and a stable rear end that allowed for healthy application of the throttle with minimal oversteer. Just like in the dry, the steering was precise and a touch dull, and the tire required a tight and tidy line for quick, efficient laps. The Falken's traits were undeniable in the wet, as well, though they were slightly less endearing with the reduced friction of the wet surface. Even though the available traction was very good, the highly-reactive steering required a deft touch to rail around the turn - instead of pushing wide - and the rear axle mandated judicious throttle application to keep it from stepping out. Once again, it was difficult to perfect, but it was very fast and capable, even with the occasional minor misstep. The Yokohama was an agreeable tire to drive in the wet, though less grip meant it couldn't keep up with the leaders. The steering was lively and delivered strong front end authority, but it was vague in the wet, just like the dry. Braking felt confident, and the overall balance was neutral and predictable, with no bad habits or nervousness. In terms of traction and driving characteristics, the Toyo was a world apart from the other three tires. The steering felt slow and delayed through the slalom, requiring palpable time to transition as the front tires searched for traction. Braking also required additional planning. Even with our drivers applying the brakes significantly earlier than in the other products, it still felt as though we couldn't scrub off enough speed to avoid annoying understeer through all phases of each turn. Once the vehicle was traveling in the proper direction, it was also important to ensure the steering wheel was pointed straight ahead before fully committing to the throttle, otherwise the rear would threaten to snap into quick oversteer. The overall experience required the most concentration from our drivers to complete laps at the slowest pace.

Driving in Winter Conditions

As Ultra High Performance All-Season tires, this group sits among the upper echelons of vehicle responsiveness and connection to the road drivers can experience. They can be driven all year, but it's important to remember these are not winter tires or branded with the three-peak mountain snowflake (3PMSF) symbol. They are capable of maintaining control in difficult conditions with careful driving, but none of them excel in these environments.

In the language of wintertime driving, the g-Force COMP-2 A/S PLUS spoke most eloquently among the group overall - it was fastest around the track and led the others in acceleration and braking. The difference was not slight: 15+ ft. shorter to reach 12mph when accelerating with traction control on, and 25+ ft. coming to a stop in the snow was not a simple lead, it was commanding. That isn't to say it was a masterful tire in the conditions: it would break traction sharply and was slow to recover when it happened. It still required cautious, attentive driving and almost any more focused all-weather or winter tire would be preferable.

The ADVAN Sport A/S+ lagged considerably behind in objective figures, with average acceleration for the group, and a distant second in snow stopping distance at 102 ft., but it felt more forgiving to drive, more generous with its breakaway points, less knife edged. The Azenis FK460 A/S by contrast, was able to turn laps slightly faster and accelerate in less space than the Yokohama but took more distance to come to a halt. It was ultimately much more slippery to drive and required our drivers to slow down in order to keep from risking a sudden break from traction into a slide. The Extensa HP II was able to steer with some proficiency, however cornering felt slick and objectively, it took an additional six feet to reach acceleration compared to its closest competitor. Braking in the snow was within the range of the group but could hardly be called impressive either.

On the ice, the g-Force COMP-2 A/S PLUS remained comfortably in the lead, with shorter acceleration times at 6.68 seconds to reach 60 ft. and a stopping distance of 59.6 ft from 12 mph. Although the gaps tightened up somewhat, the differences remained progressively larger. Toyo's Extensa HP II stayed closest, with 6.70 seconds effectively tied in acceleration, although it did trail by a minor three feet in stopping distances at 62.4 ft. With ice to contend with, the ADVAN Sport A/S+ was significantly further back, taking a half-second longer to accelerate and nearly a full 10 ft. further to stop at 72.1 ft. Finally, the Azenis FK460 A/S struggled most on an icy surface, taking over 8 seconds to reach 60 ft. and a staggering 81.9 ft. to stop, a full twenty feet further than the leading tire.

Summary

The four tires in our test are an excellent example of the significant differences that can be found between products - even those that are in the same tire category and positioned similarly in the market - and really highlight the importance of testing to find the right product for your unique priorities. The Falken Azenis FK460 A/S stands out as a notably strong performer in warmer temperatures, but its comparatively weak winter behavior holds it back from being a truly well-rounded tire. It combines satisfying on-road refinement with sharp and responsive steering to create a polished, sporty demeanor for the daily drive. It has very good wet and dry traction, and aside from some slight edginess at the limit, it feels adept when pushed. The BFGoodrich g-Force COMP-2 A/S PLUS has a traditional Ultra High Performance tire personality. It feels solid and composed in all aspects of driving - from the firm, controlled ride and weighty steering on the road to its planted determination on the track. It also offers impressive traction and athleticism in the dry and the wet. For the category, it even performs adequately in snow and ice, though not outside the call for a dedicated winter tire for more severe conditions. Our team's sole complaint stems from the distinctive, medium-to-high-volume tread noise the tire generates on most surfaces. Yokohama's ADVAN Sport A/S+ mixes a high level of comfort with its Ultra High Performance intentions. The ride is the most cushioned in the group, though our team would prefer some added composure, as well. It has eager steering response and competent, mid-pack wet and winter traction. It doesn't feel quite as capable when attempting to set fast lap times, but it would be a nice companion in day-to-day traffic situations. The Toyo Extensa HP II is an acceptable performer that was eclipsed by the competition in this group. On the road, the ride is firm, and the steering has nice weight, but could use more precision. The directional tread pattern creates significant tread growl combined with a low-frequency resonance on coarse and smooth surfaces alike. Its handling in the dry is commendable, but it struggles in the wet, snow and ice where it was a handful to drive even at a significantly slower pace than the competition.