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The Best All Terrain Tyres For Winter 2025 Tested

Name: The Best All Terrain Tyres For Winter 2025 Tested
Creator: Tyre Reviews
Published: 2025-11-10

Compare each discipline in the tested size. See the measured result, position and gap to the best tyre, then read the verdict for the trade-offs behind the finishing order.

Tested size: 265/70 R17
Tyres tested: 5
Disciplines: 7
Test vehicle: Ford F-150

Read the measurements, not just the rank

Lower is better for braking distances and lap times; higher is better for subjective scores and aquaplaning speed. Bars start at zero. Read the gap alongside the position: adjacent tyres can be separated by very different margins.

Positions and gaps always refer to the full test field within each group. Selecting tyres does not recalculate rankings or change the best-in-test benchmark.

Snow

Snow Braking
Position / Tyre	Result	Gap to best	Residual speed
1Mickey Thompson Baja Boss AT	21.44 m	Best	0 km/h
2Nokian Outpost nAT	21.79 m	+0.35 m	16 km/h
3BFGoodrich All Terrain TA KO3	22.63 m	+1.19 m	30 km/h
4Falken Wildpeak AT4W	23.57 m	+2.13 m	39 km/h
5Toyo Open Country AT III	23.74 m	+2.30 m	40 km/h

The difference between best and worst was 10.7% (2.3 m ≈ 0.5 Car Lengths). From 130 km/h, the Toyo Open Country AT III would still be travelling at 40 km/h 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.

Snow Traction
Position / Tyre	Result	Gap to best
1BFGoodrich All Terrain TA KO3	3.55 s	Best
2Toyo Open Country AT III	3.64 s	+0.09 s
2Nokian Outpost nAT	3.64 s	+0.09 s
4Mickey Thompson Baja Boss AT	3.77 s	+0.22 s
5Falken Wildpeak AT4W	3.98 s	+0.43 s

The difference between best and worst was 12.1% (0.43 s).

Snow Handling
Position / Tyre	Result	Gap to best
RefReference Winter Nordic	92.7 s	-6.12 s
1Mickey Thompson Baja Boss AT	98.82 s	Best
2BFGoodrich All Terrain TA KO3	101.09 s	+2.27 s
3Toyo Open Country AT III	101.5 s	+2.68 s
4Nokian Outpost nAT	101.78 s	+2.96 s
5Falken Wildpeak AT4W	107.93 s	+9.11 s

The difference between best and worst was 16.4% (15.23 s).

Subj. Snow Handling
Position / Tyre	Result	Gap to best
1Toyo Open Country AT III	10 Points	Best
1Nokian Outpost nAT	10 Points	Best
1BFGoodrich All Terrain TA KO3	10 Points	Best
4Mickey Thompson Baja Boss AT	9.25 Points	-0.75 Points
5Falken Wildpeak AT4W	8.75 Points	-1.25 Points

The difference between best and worst was 12.5% (1.25 Points).

Snow Circle
Position / Tyre	Result	Gap to best
RefReference Winter Nordic	31.53 S	-1.55 S
1Toyo Open Country AT III	33.08 S	Best
2Mickey Thompson Baja Boss AT	33.55 S	+0.47 S
3Nokian Outpost nAT	33.69 S	+0.61 S
4BFGoodrich All Terrain TA KO3	34.27 S	+1.19 S
5Falken Wildpeak AT4W	35.96 S	+2.88 S

The difference between best and worst was 14.1% (4.43 S).

Ice

Ice Braking
Position / Tyre	Result	Gap to best	Residual speed
1Nokian Outpost nAT	11.33 m	Best	0 km/h
2Mickey Thompson Baja Boss AT	12.8 m	+1.47 m	44 km/h
3Falken Wildpeak AT4W	12.89 m	+1.56 m	45 km/h
4Toyo Open Country AT III	12.94 m	+1.61 m	46 km/h
5BFGoodrich All Terrain TA KO3	13.14 m	+1.81 m	48 km/h

The difference between best and worst was 16% (1.81 m ≈ 0.4 Car Lengths). From 130 km/h, the BFGoodrich All Terrain TA KO3 would still be travelling at 48 km/h 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.

Ice Traction
Position / Tyre	Result	Gap to best
1Toyo Open Country AT III	1.8 s	Best
2Mickey Thompson Baja Boss AT	1.89 s	+0.09 s
3Nokian Outpost nAT	2.03 s	+0.23 s
4Falken Wildpeak AT4W	2.06 s	+0.26 s
5BFGoodrich All Terrain TA KO3	2.11 s	+0.31 s

The difference between best and worst was 17.2% (0.31 s).

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: 40 → 5 km/h · -13 °C
Snow Traction: 5 → 40 km/h · -13 °C
Snow Handling: -7 °C
Ice Braking: 20 → 5 km/h · -9 °C
Ice Traction: 5 → 20 km/h · -9 °C

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 tyre ever brakes on the same piece of snow twice. My standard programme is twelve runs per tyre set, although the sequence can extend further if the data justify it. I analyse 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 tyres 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 tyre ever accelerates on the same piece of snow twice. The surface is regularly groomed throughout the session. I complete multiple runs per tyre set and average the valid results. Reference tyres 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 tyres are being changed, so each set runs on a consistently prepared surface. I usually complete between two and five timed laps per tyre 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 tyres are being changed, so each set runs on a consistently prepared surface. I score steering precision, turn-in behaviour, 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 tyre 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 tyre is retested at regular intervals and I often use multiple sets of control tyres.

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 tyre set but with ice testing, you often do many more. I analyse the full set of runs and discard statistical outliers before averaging. Reference tyres 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 tyre ever accelerates on the same piece of ice twice. Surface temperature is continuously monitored. I complete multiple runs per tyre set and average the valid results, with reference tyres run typically every two candidate test sets.

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