What separates all-season tires from all-terrain tires

Tread design and intended use

All-season tires commonly use symmetric or asymmetric tread patterns optimized for quiet, comfortable on-road use. This design features narrower grooves for consistent contact with paved roads, where they perform best. They are designed for daily driving on highways and city streets in mild to moderate weather.

All-terrain tires, such as the BFGoodrich All-Terrain T/A KO2, often installed on a Jeep Wrangler, have an aggressive, blockier tread. These deeper grooves and larger blocks are designed to grip loose surfaces, such as dirt and gravel, providing enhanced traction. This specialized design improves off-road traction but is less quiet on dry pavement.

Tread depth and water evacuation

New all-season tires typically start with a tread depth of around 8/32 to 10/32 of an inch. Their shallower grooves are sufficient to move water away from the contact patch on the highway. This is a key feature for cars like the Toyota Camry when driving in the rain.

All-terrain tires often have a deeper tread depth when new, typically ranging from 12/32 to 18/32 of an inch in depth. This greater depth is needed to bite into mud and expel rocks and debris when off-roading. For example, a new Cooper Discoverer A/T3 on a Ford F-150 could have a depth of 15/32 of an inch.

Rubber compound flexibility

The rubber compound of an all-season tire, such as a Michelin Defender on a Subaru Outback, is designed to remain flexible across a wide range of temperatures. This compound performs well in both warm summer conditions and light winter temperatures, generally above 40 degrees Fahrenheit. This ensures grip in various mild climates.

All-terrain tires use a tougher, more durable rubber compound that resists chips and tears from sharp rocks encountered off-road. This harder rubber, found on a Falken Wildpeak A/T on a Toyota Tacoma, offers better durability but can stiffen significantly below freezing, reducing on-road traction.

Traction rating on wet pavement

The U.S. Uniform Tire Quality Grading (UTQG) system assigns a traction rating to tires. Most quality all-season tires for vehicles like the Nissan Rogue achieve an “A” rating, indicating they perform well in stopping on wet, straight pavement under controlled testing conditions. This highlights their on-road safety focus.

Some all-terrain tires also achieve an “A” traction rating, but their large tread blocks can sometimes compromise wet road grip compared to a highway tire. The focus of the A/T tire on a GMC Sierra is more on multi-surface performance than peak wet-pavement stopping power.

Fuel economy and rolling resistance

All-season tires have less rolling resistance, meaning they require less energy to maintain momentum on the road. This contributes to better fuel economy; for a Hyundai Elantra, all-season tires help it achieve its advertised gas mileage, such as 37 MPG highway. Lower resistance comes from a less aggressive, lighter design.

The aggressive tread and heavier construction of all-terrain tires create significantly higher rolling resistance. This often lowers a vehicle’s fuel economy by 1 to 3 miles per gallon compared to all-season tires. A Chevy Silverado with A/T tires might get 17 MPG combined instead of 20 MPG.

Treadwear rating and lifespan

All-season tires for a typical passenger car have high UTQG treadwear ratings, typically ranging from 400 to 800. A high-quality all-season tire on a Kia Telluride might have a 650 rating, indicating a very long expected tread life under usual driving conditions. The rating is a comparative wear rate.

All-terrain tires often have a lower treadwear rating, sometimes in the 400 to 550 range, due to their softer, specialized compound and aggressive design. The lifespan of A/T tires on a Ram 1500 is typically shorter than that of all-season options because they are designed to handle more abrasive surfaces.

Road noise comparison

All-season tires are engineered for comfort and quiet on pavement. Their closed, continuous tread patterns and smaller voids are effective at minimizing noise, often producing a noise level of around 70–73 decibels inside a car, such as a Ford Fusion, at 60 mph. This makes for a pleasant commute.

All-terrain tires, due to their large, spaced-out tread blocks, create a distinct and louder hum on the highway. A standard A/T tire on a Nissan Frontier can produce a cabin noise level up to 78 decibels at highway speeds. This difference of up to 5 decibels is noticeable to the driver.

Winter performance and stopping distance

All-season tires are suitable for light snow and cold temperatures above freezing. Many carry the M+S (Mud and Snow) rating, indicating they offer slightly improved snow grip compared to summer tires. A standard all-season tire on a Dodge Grand Caravan can stop in approximately 100 feet from 30 mph on packed snow.

All-terrain tires, especially those with the 3-Peak Mountain Snowflake (3PMSF) symbol, offer better performance in deeper snow. A 3PMSF-rated A/T tire on a Land Rover Defender can often stop in under 90 feet from 30 mph on packed snow.

Off-road performance rating

The off-road capability of an all-season tire is very low, as its tread lacks the necessary aggressive edges for grip. These tires on a Mazda CX-5 are rated for 95% on-road and 5% off-road use, including light gravel. Attempting severe off-road driving can quickly damage the tire.

All-terrain tires are specifically designed to excel in various off-road conditions, including dirt, rock, and mud. Their design gives them a rating of about 50 percent on-road and 50 percent off-road use. A set on a Chevy Colorado allows for confident travel on unpaved trails.

Construction and sidewall strength

All-season tires are constructed with softer, more flexible sidewalls to provide a comfortable and compliant ride on both paved and unpaved surfaces. A typical passenger tire on a Volkswagen Passat often uses a 2-ply polyester body construction for ride quality.

All-terrain tires are built with reinforced sidewalls, often utilizing 3-ply construction and stronger materials, such as aramid fibers. This robust build on a Toyota Tundra is crucial for protecting the tire from punctures and cuts caused by sharp objects when driving over rough terrain.

Vehicle class suitability

All-season tires are the standard original equipment on approximately 90 percent of passenger cars, crossovers, and minivans in the US. Cars like the Honda Accord and the Ford Escape use these tires because they prioritize comfort, longevity, and fuel efficiency for everyday driving.

All-terrain tires are best suited for pickup trucks and SUVs that frequently venture off paved roads or require heavy towing capacity. They are a popular upgrade for vehicles like the Ford Bronco or the Jeep Gladiator, offering enhanced trail capability.

Stopping distance on dry pavement

Under optimal conditions, all-season tires on a vehicle like a BMW 3-Series provide excellent dry pavement traction and short stopping distances. They can stop from 60 mph in approximately 120 feet due to their maximized contact patch and flexible compound.

All-terrain tires, with their larger tread blocks and deeper grooves, can sometimes have a slightly longer stopping distance on dry pavement. A heavy SUV, such as a Chevy Tahoe, on all-terrain (A/T) tires might take 125 to 130 feet to stop from 60 mph due to less continuous rubber contact.

Aspect ratio and appearance

All-season tires for passenger cars often feature lower aspect ratios (the ratio of sidewall height to width) for a sportier appearance and improved handling. A Mazda3 might use a tire size like 215/45R18, meaning the sidewall is 45 percent of the 215 mm width.

All-terrain tires on trucks typically feature a higher aspect ratio, which gives the vehicle a taller, more rugged appearance and provides enhanced cushioning for navigating rough terrain. A standard size on a Toyota 4Runner is 265/70R17, with a sidewall height that is 70 percent of the 265 mm width.

Cost difference for a full set

A new set of four quality all-season tires for a mid-size SUV, such as a GMC Terrain, typically costs between $500 and $800. The lower price reflects the tire’s mass-market design and less complex, less reinforced construction.

All-terrain tires, however, often cost $30 to $80 more per tire, leading to a total of $700 to $1,100 for a complete set. The higher price of a Dodge Ram reflects the stronger, specialized construction and materials required for off-road durability and aggressive tread.

Speed rating differences

All-season tires for performance cars have high-speed ratings, such as “V” (up to 149 mph) or “W” (up to 168 mph). A tire on a Ford Mustang must meet a high-speed rating to ensure safe performance at high speeds on the highway.

All-terrain tires typically have lower speed ratings, such as “R” (up to 106 mph) or “S” (up to 112 mph), due to their rugged design and larger tread blocks. The speed rating on a specialized A/T tire for a Chevy Silverado prioritizes durability over high-speed road performance.

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Load index comparison

The load index on all-season passenger tires, such as those on a Honda CR-V, typically ranges from 94 to 102, supporting a weight of 1,477 to 1,874 pounds per tire. This is sufficient for standard passenger and cargo loads.

All-terrain tires, especially those designated “LT” for Light Truck, have a significantly higher load index, typically ranging from 110 to 125, which supports loads of 2,337 to 3,640 pounds per tire. This high capacity on a Ford F-250 is necessary for hauling and heavy towing.

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Which tire type best matches your ride? Share your thoughts in the comments

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This slideshow was made with AI assistance and human editing.