How does the KO2 perform on dry roads?

It stops in about 142 feet with 0.71 g grip. Not the sharpest compared to Toyo AT3 or Falken AT4W, but it feels steady and planted, especially under load.

Is the KO2 safe in the rain?

It needs more distance (~195 ft, 0.43 traction) than competitors, so lighter vehicles should leave extra margin. On HD trucks, it tracks truer under tow.

How does the KO2 handle snow and ice?

In snow it stops around 76 ft and launches in 46 ft — capable but behind Falken and Toyo. On ice it stops in ~51 ft, predictable but not confidence-inspiring for frequent ice driving.

Is the KO2 good off-road?

Yes — it’s one of the benchmarks. Scores: 9.3 dirt, 9.0 sand, 9.3 mud, 9.5 rock. Its sidewall strength and compound resist cuts and abuse better than most all-terrains.

How comfortable and quiet is the KO2?

Louder and firmer than newer A/Ts, with a comfort score of 7.0/10. Many drivers call it “loud but livable.”

How long does the KO2 last?

Typically 45–50k miles, sometimes more on highway rigs. On HD trucks, it wears evenly and can outlast competitors when rotated properly.

How does the Toyo AT3 perform in dry conditions compared to Falken AT4W?

AT3 brakes about 2 feet longer (134 ft vs 132 ft) but matches cornering grip (0.72g). It feels stable and predictable, while Falken is slightly sharper on pavement.

Is the Toyo AT3 safe in heavy rain?

Much improved. AT3 now stops in 164 feet with 0.57g traction, actually 7 feet shorter than Falken AT4W (171 ft). Wet performance is now a genuine strength.

Can the Toyo AT3 handle snow and ice?

Calm and predictable on plowed routes (75.1-ft snow stop, 42.7-ft launch) and 46.5-ft on ice. Competitive with most AT tires, though dedicated winter tires still grip better in extreme conditions.

What are the Toyo AT3's off-road strengths and weaknesses?

Strong across the board: 8.8 dirt, 8.7 sand, 8.2 mud, 8.2 rock. This is a genuine off-road tire now, competitive with most in the class and significantly improved from previous versions.

How quiet and durable is the Toyo AT3 for daily use?

Comfort sits at 6.0, reflecting the stiffer construction. It's noisier than before but not annoying. With rotations, many see 60–70k miles. LT sizes on HD trucks can match KO-series longevity if maintained.

Is the Kenda Klever A/T2 good on-road?

Yes. It’s tuned for daily drivability with stable straight-line tracking and predictable steering. It’s not a “sporty” A/T, but it feels composed on highways and around town.

How does it perform in rain?

Solid for the class. The tread has full-depth siping and wide circumferential grooves to evacuate water, so braking and hydroplane resistance are confident if you leave normal A/T margins.

Is the Klever A/T2 winter rated?

Many sizes carry the 3-Peak Mountain Snowflake (3PMSF) symbol. That means it meets a minimum snow-traction standard; it’s good for packed/plowed roads, though dedicated winters are still best for frequent ice.

Manageable with smooth inputs. The siping gives early “bite,” but like most A/Ts without studs, stopping distances on glare ice are longer—use cautious speeds in freezing rain or black-ice conditions.

What about off-road performance?

Designed for mixed use: dependable on dirt, gravel, and light mud, with stone-ejectors to keep the grooves clear. It’s not a mud-terrain, but it handles forest roads and job-site access well—especially aired down.

Is it quiet and comfortable?

Quieter than many aggressive A/Ts. Variable pitch tread blocks help reduce hum; ride comfort is steady, especially on P-metric and XL sizes. LT/E-load sizes ride firmer (typical for heavy-duty casings).

How long does it last?

Competitive treadlife for an A/T. Kenda lists mileage warranties (often up to ~60,000 miles, size-dependent). Rotate every 5–6k miles and maintain alignment/pressures for the best wear.

Which vehicles is it best for?

Great fit for SUVs and ½-ton pickups that see commuting plus weekend dirt/gravel. LT/E-load sizes suit ¾-ton & 1-ton trucks that tow/haul but don’t need an extreme mud tire.

How does it compare on value?

Strong value play: you get 3PMSF capability, durable construction, and respectable road manners at a typically lower price point than many big-brand A/Ts.

Any sizing or setup tips?

Choose load range for your use (P-metric/XL for comfort, LT/E for heavy loads). Start near the door-jamb PSI, adjust ±2–3 PSI for feel/wear, and rotate on a 5-tire pattern if you carry a full-size matching spare.

Off-Road All Terrain Tires

BFGoodrich KO2 Review: Legendary Off-Road Toughness with On-Road Trade-Offs

Updated: November 11, 2025 by Emrecan Gurkan Leave a Comment

Real test data, off-road insights, and daily-driving impact — from a former Bridgestone engineer.

The BFGoodrich KO2 (vs KO3) has earned its place as one of the most trusted Off-Road A/T tires in the U.S. and Canada. Unlike smoother On-Road A/Ts, it was built to survive sharp rock, desert sand, and snow-packed mountain passes. That’s why you’ll find it on everything from Wranglers and 4Runners to half-ton pickups like the F-150 and even heavier-duty ¾- and 1-ton trucks.

Our testing and driver feedback consistently highlight its legendary sidewall toughness, dependable winter traction (3PMSF rated), and long tread life. The trade-off? It rides firmer and runs noisier on pavement than some newer designs.

In the sections ahead, we’ll break down how the KO2 performs across dry, wet, snow, and off-road testing — and if you want to see how it stacks up against competitors for your exact vehicle class, our All-Terrain Tire Decision Tool instantly shows the top matches.

Quick Decision

BFGoodrich All-Terrain T/A KO2

Tested Rating: 8.3/10

The BFGoodrich KO2 trades a bit of sharpness for sheer stability. It’s slower on dry pavement (142 ft, 0.71 g) and stretches out in the wet (195 ft, 0.43), but once loaded it feels planted and secure. In snow, it claws reliably with a 76-ft stop and 46-ft launch, though Falken and Toyo bite quicker, while on ice it stays steady without being confidence-inspiring. Off-road, the KO2 remains a benchmark, posting 9.3 in dirt, 9.0 in sand, 9.3 in mud, and 9.5 on rock, backed by sidewalls that shrug off abuse. In daily driving it’s louder and firmer than newer A/Ts, but its 45–50k+ tread life and heavy-duty stability keep it one of the toughest choices for ¾-ton and 1-ton trucks.

Let’s clear up a couple of common questions before starting

I often get asked about these — and Tire Rack has some great quick reads that explain them better than any post could:

Is AWD or 4WD really enough for rain, slush, snow, and ice?
https://www.tirerack.com/upgrade-garage/are-traction-stability-control-and-awd-4wd-good-enough-for-all-seasons
Understanding ply loads / ply rating – Important for Towing & Hauling:
https://www.tirerack.com/upgrade-garage/what-are-load-ranges-ply-ratings

Raw Test Data

Tire Test Data

Pick categories to show metrics, then open ☰ to pick tires. Optional chart is hidden by default.

Parentheses show the rank among the currently displayed tires (1 = best for that metric).

Note: Lower is better for Stopping & Acceleration; higher is better for g-force, comfort, traction & off-road ratings. Parentheses show the rank among the currently displayed tires (1 = best for that metric).

Sources worth checking

Tire Rack AT Tire Test Tire Rack On-Road A/T Ratings Tire Rack Off-Road A/T Ratings SimpleTire Reviews Amazon SUV/LT Tires

Dry Performance — KO2 Trades Speed for Stability

Looking at independent test data, forum chatter, and my own short drive, the BFGoodrich KO2 dry performance is solid but not sharp. It stopped in about 142 feet with 0.71 g cornering grip, which is behind newer entries like the Toyo AT3 (131.5 ft, 0.78 g) or Falken AT4W (131.8 ft, 0.72 g). On pavement, you feel that slower response — it takes a touch longer to settle into corners, and braking feels firmer but less immediate.

Plenty of owners on Jeep and Tacoma forums say the same: “They aren’t sporty, but they’re steady.” And that’s exactly how I’d describe them. The KO2 isn’t about nimble grip — it’s about control under stress. When I drove it, I noticed how locked-in it felt under load compared to softer compounds. That stability is especially important if you’re running a Wrangler with added gear or towing with a half-ton.

For ¾-ton and 1-ton trucks, this is where KO2 really shines. Its beefy LT-E casing resists flex better than most A/Ts, keeping heavy rigs planted on long hauls. Yes, it sacrifices some nimbleness, but when you’re dragging a trailer through mountain passes, the KO2 inspires more confidence than softer competitors.

👉 Verdict: The KO2 dry performance isn’t the sharpest, but its stability under load makes it a trusted workhorse for HD trucks and overlanders.

Wet Performance — Demands Margin, But Tracks True Under Load

In heavy rain, the KO2 wet performance is its weakest suit. It stopped in about 195 feet with 0.43 traction, noticeably longer than the Falken AT4W (171 ft, 0.58) or even the budget-friendly Cooper AT Trail (167 ft, 0.53). You feel that on slick asphalt — it doesn’t want to bite quickly, and braking distances stretch.

Drivers on F-150 and Tundra forums often complain that “KO2s are fine in the rain if you leave space, but you can’t push them.” I agree. In my experience, the wide voids clear water well enough to resist hydroplaning, but the harder compound simply takes more distance to slow down.

On ¾-ton and 1-ton trucks, though, KO2’s stiff carcass changes the story slightly. Loaded rigs feel more planted and less prone to squirm than with Falken AT4W. You still need more stopping distance, but when I tested under tow, the KO2 tracked straighter and felt more predictable than softer tires.

👉 Verdict: The KO2 wet performance requires caution on lighter rigs, but HD drivers hauling weight may prefer its stable feel over quicker-stopping competitors.

Note from the Expert: When it comes to rain, I always emphasize two things: compound grip and water evacuation. You can see the full details in my analysis, but if you take just one thing away, remember that an AT tire’s stiff nature makes achieving top-tier wet performance a constant battle. This is why the question, Are All-Terrain Tires Good in Rain?, requires a nuanced answer that balances tread design against rubber stiffness.

Winter & Snow — Reliable Bite, Heavy-Duty Confidence

On snow, the BFGoodrich KO2 winter performance is proven. Test data shows a 76-foot stop with a 46-foot launch, behind the Falken AT4W (69/41.5) and Toyo AT3 (74/44). In practice, it digs enough for Midwest and mountain drivers, but it doesn’t feel as quick-biting as those silica-rich competitors.

That said, plenty of Jeep and 4Runner owners swear by the KO2 in snow. One driver wrote, “Never got stuck, even in deep drifts.” I’ve felt that too — while it’s not the sharpest braker, the deep lugs claw into loose snow and keep momentum steady.

On ¾-ton and 1-ton trucks, KO2 shows another edge: its rigid carcass keeps it composed under plow duty or heavy towing in winter. Softer designs flex more, which can feel less stable once you’re loaded. That’s why you’ll see KO2s so often on work trucks in Colorado or Alberta.

👉 Verdict: The KO2 snow performance isn’t the shortest-stopping, but its clawing traction and load stability make it a favorite for HD winter work.

Note from the Expert: Our discussions often boil down to the core tradeoff. On one hand, you must understand why all-terrain tires are truly effective in deep snow, but not on ice. On the other hand, you face the 3PMSF Paradox—the hidden cost of that badge. The short answer is: The 3PMSF badge certifies traction, but it costs you durability. Dive into our full analysis on the critical 3PMSF rating for severe winter and off-road service, and its hidden costs, before you risk your rig on the trail.

Ice — Predictable, But Needs Respect

On glare ice, the KO2 stopped in about 51 feet, which trails Falken AT4W (45 ft) and Toyo AT3 (50 ft). In my short test, it didn’t surprise me — grip faded predictably, but once it slid, it took more effort to correct than Falken.

Owners say the same in forums: “On ice, KO2s will get you there, but they’re not Blizzaks.” And that’s the truth. For SUVs and half-tons, you’ll want to respect its limits. For heavy-duty trucks, though, the KO2 feels more manageable — the extra weight presses into the compound, making slides slower and easier to anticipate.

👉 Verdict: The KO2 ice performance is steady enough if you respect its limits, but winter tires remain the better choice for frequent ice.

Off-Road — KO2 Still Sets the Standard

Off-road is where the KO2 performance built its reputation. Scores come in high across the board: 9.3 dirt, 9.0 sand, 9.3 mud, and 9.5 rock. In my experience, it’s one of the most versatile true all-terrains — it bites in mud, holds traction on rock, and shrugs off gravel cuts.

Owners back this up constantly. On Bronco6G, a driver said, “KO2s just feel indestructible,” and I’d agree. The chip-resistant compound and sidewall armor really do make a difference on sharp trails.

On ¾-ton and 1-ton trucks, KO2 separates itself even further. It resists carcass flex and heat better than Falken AT4W or Toyo AT3, making it more dependable for towing across desert highways or crawling rocky slopes with weight on board.

👉 Verdict: The KO2 off-road performance is still one of the benchmarks — especially for HD rigs that need durability over finesse.

Note from the Expert: Every successful day on the trail is about preparation and physics, because tire longevity is earned, not given. Before you even start, you must master the critical link between tire pressure and load range for every rig to maximize your contact patch. Once moving, remember your ultimate off-road armor is your sidewall protection against the inevitable pinch flat. And finally, your traction on the obstacle is dictated by choosing the right aggressive vs hybrid tread pattern for your terrain. Master those three steps, and your rig will be ready for anything.

Comfort & Noise — Rougher Than Newcomers

The KO2 comfort score sits at 7.0/10, which shows in daily driving. On highways, you’ll hear more hum than Toyo AT3 (8.0) or Falken AT4W (8.3). I’ve driven it, and while it’s not unbearable, you definitely know you’re rolling on an aggressive A/T.

Plenty of owners call it “loud but livable.” On Tacoma forums, one guy said, “KO2s drone at 65 mph, but you forget about it off-road.” That nails it. For SUVs and family haulers, there are quieter choices. For trucks doing work, the noise is a trade-off most accept.

👉 Verdict: The KO2 comfort and noise trail newer all-terrains, but for many drivers, the toughness trade-off is worth it.

Note from the Expert: For years, choosing all-terrain meant accepting noise—a true compromise for off-road grip. That’s why the question, Are All-Terrain Tires Louder than Highway Tires?, used to have a simple “yes” answer. Now, with the rise of on-road models, the core issue has shifted from noise to overall refinement. To fully understand which side of the comfort spectrum you’re buying into, you need to determine Are All-Terrain Tires Good for Daily Driving?—a question that depends entirely on the tire’s construction, not just the name.

Tread Life & Longevity — Built Tough, Wears Even

From what I’ve seen, the KO2 longevity is a strong point. Most drivers see 45–50k miles with proper rotations, sometimes more on highway rigs. The compound resists chips and chunks far better than softer designs.

On ¾-ton and 1-ton trucks, the KO2 is one of the best wear-match options. Its stiff carcass distributes load more evenly, so when rotated correctly, it can outlast Falken AT4W or Toyo AT3 under constant hauling. On lighter SUVs, though, you might see uneven wear if you skip maintenance.

👉 Verdict: The KO2 tread life is dependable and often outlasts rivals when rotated, especially on heavy-duty trucks.

Where It Fits Best (Vehicles & Regions)

The KO2 is a tire built for work and durability. For SUVs and half-tons, it’s a proven off-road option if you can live with noise and longer wet stops. For ¾-ton and 1-ton trucks, it’s one of the top choices — stable under load, long-wearing, and strong in snow.

In dry, rugged climates like Texas, Arizona, and Colorado, the KO2 makes perfect sense. In wetter or snow-belt regions, you’ll want to weigh it against Falken AT4W or Toyo AT3 for better braking confidence.

👉 In short: The BFGoodrich KO2 remains one of the toughest all-terrains — less refined on-road, but still a benchmark for durability and HD truck use.

Tire Size Selection: The Basics You Can’t Skip

Even the best tread design can’t rescue a tire that’s built too weak. Back when I was testing tires at Bridgestone, I saw all-terrain models that should’ve performed but fell short — simply because the basics (size, load strength, and speed rating) weren’t matched to the vehicle.

P-Metric vs. LT (Light Truck) Tires

The first step is knowing whether you need LT or passenger tires. LT (Light Truck) tires are built with extra reinforcement and stiff sidewalls, designed for towing, hauling, or off-road use. Passenger (P-metric) tires are lighter, smoother, and tuned for daily comfort and fuel efficiency — but they’ll flex more under load.

Understanding Tire Load Range: XL vs. E-Load

Then comes the tire load index and load range — essentially your tire’s strength rating. Here’s where things split between passenger XL and LT E:

XL (Extra Load) is a passenger tire with reinforced sidewalls. It can handle a bit more pressure (~41 PSI) than a standard SL tire and is perfect for SUVs, crossovers, or light trucks that carry extra gear, passengers, or small trailers. XL tires ride softer and quieter than LT options, making them ideal for daily use.
E Load Range is an LT tire class built with a much thicker casing. E-rated tires can handle far more pressure (up to ~80 PSI) and heavier loads, which makes them essential for ¾-ton and 1-ton trucks towing trailers or hauling close to max capacity. The trade-off is weight, stiffer ride, more road noise, and a small drop in fuel efficiency.

Put simply: XL is for “extra luggage and family,” while E is for “truck bed full of bricks or a car trailer.”

Why the Tire Speed Rating Matters for Safety

Finally, don’t overlook the tire speed rating. It’s not just about top speed — it measures how well a tire handles heat and stress at highway pace. Lower ratings (like S) tend to ride softer and last longer, while higher ratings (H, T) feel more stable and responsive under sharp maneuvers. Heat build-up is the silent killer of tires, and speed rating is your safeguard.

Bottom line: Match your tire’s construction (LT vs P-metric), load range (XL vs E), and speed rating to your vehicle’s demands. Get those right, and everything else — off-road grip, winter traction, comfort — will finally perform the way it was designed to.

Conclusion

The BFGoodrich KO2 isn’t built to impress with sharp cornering or short wet stops — it’s built to work. For SUVs and half-tons, it’s a dependable off-road partner if you can accept more road noise and longer braking. For heavy trucks and overlanders, it’s one of the most trusted choices, offering stability under load, long tread life, and durability in the harshest terrain. In short: KO2 remains a benchmark for toughness, but lighter drivers may prefer newer A/Ts like Toyo AT3 or Falken AT4W for daily comfort and wet safety.

BF Goodrich KO2 Related Articles

Frequently Asked Questions about the BFGoodrich KO2

How does the KO2 perform on dry roads?
It stops in about 142 feet with 0.71 g grip. Not the sharpest compared to Toyo AT3 or Falken AT4W, but it feels steady and planted, especially under load.
Is the KO2 safe in the rain?
It needs more distance (~195 ft, 0.43 traction) than competitors, so lighter vehicles should leave extra margin. On HD trucks, it tracks truer under tow.
How does the KO2 handle snow and ice?
In snow it stops around 76 ft and launches in 46 ft — capable but behind Falken and Toyo. On ice it stops in ~51 ft, predictable but not confidence-inspiring for frequent ice driving.
Is the KO2 good off-road?
Yes — it’s one of the benchmarks. Scores: 9.3 dirt, 9.0 sand, 9.3 mud, 9.5 rock. Its sidewall strength and compound resist cuts and abuse better than most all-terrains.
How comfortable and quiet is the KO2?
Louder and firmer than newer A/Ts, with a comfort score of 7.0/10. Many drivers call it “loud but livable.”
How long does the KO2 last?
Typically 45–50k miles, sometimes more on highway rigs. On HD trucks, it wears evenly and can outlast competitors when rotated properly.

Toyo Open Country AT3 Review (2025) — Test Data, Real-World Performance & Who Should Buy

Updated: November 30, 2025 by Emrecan Gurkan Leave a Comment

For years, the Toyo Open Country AT3 has been my go-to tire. Since mounting my first set in 2021, its reliability has been unmatched, but Toyo has been busy making changes. Now, having tested the latest LT version, it’s clear they’ve shifted focus from an on-road to a genuine off-road All-Terrain. As a former Bridgestone engineer, I’ve tracked this tire’s evolution closely. In this definitive review, I’ll dive into the test data, synthesize customer feedback, and offer my personal, long-term observations on how the AT3 stacks up today. Let’s roll.

Quick Look

Toyo Open Country A/T III

8.4/10

Toyo Open Country AT3 is the tire you can expect reliable tread life and responsiveness from. Due to its strong carcass and sidewalls, it’s noisier than most, but it takes driver feedback quickly and cornering feels confident. Wet performance is significantly better than before. The compound improvement works perfectly. You can see it in the test data. The new compound also performs well on snow and ice, giving predictable control when conditions turn. Off-road capability has clearly been a focus: dirt, sand, mud, and rock all show this tire leaning harder into genuine trail work. The durability remains excellent, with that stiff construction holding up to heavy use and rough terrain. It reflects the noise on uneven pavement a bit more than before, but it’s not annoying and mostly because of the stronger inner structure. In short, I think this is one of the best options if you’re okay with the slight noise. Especially for trucks where you also spend time off the road from time to time.

Raw Test Data

Dry Performance: Steady and Dependable

Looking at independent tests, forum feedback, and my own drive sessions, I think the Toyo Open Country AT3 dry performance is solid and dependable. It stopped in 134 feet with 0.72g cornering grip. Not the sharpest in the class, but predictable and stable. When I hit the brakes, it tracked straight and clean, with none of that “sidewall sway” you sometimes feel on blockier A/Ts.

Comparisons tell the story: against Falken AT4W (132 ft, 0.72g), Toyo brakes about 2 feet longer but matches cornering grip. Versus Cooper Road+Trail AT (134 ft, 0.74g), it stops at the same distance but gives up a bit in cornering. Against Nitto Terra Grappler G3 (126 ft, 0.74g), the Toyo is 8 feet longer and corners slightly less aggressively. I think the key is Toyo’s focus shifted toward off-road durability rather than absolute dry pavement sharpness. That reinforced carcass limits tread block movement under load, which really shows in stability on SUVs and ½-ton pickups.

For ¾-ton and 1-ton trucks, that reinforced LT-E casing becomes even more valuable. The AT3 tracks straighter and feels more secure under towing than softer designs, putting it in the dependable category for load stability.

👉 Verdict: The Toyo AT3 dry performance gives you confidence and control, ideal for SUVs and ½-tons on highways, and a steady option for towing-heavy HD trucks. It won’t win autocross, but that’s not what you bought an AT tire for.

Wet Performance: Finally Gets It Right

In heavy rain, the Toyo AT3 wet performance has improved significantly. It now stops in 164 feet with 0.57g traction. That’s a major step forward from the previous generation. Against Falken AT4W (171 ft, 0.57g), Toyo actually brakes 7 feet shorter while matching traction. Versus Nitto Terra Grappler G3 (158 ft, 0.61g), it’s 6 feet longer and gives up a bit of grip, but the gap has closed considerably. Against Cooper Road+Trail AT (172 ft, 0.59g), Toyo stops 8 feet shorter with similar traction.

The compound has clearly been reworked. Toyo improved wet adhesion without sacrificing durability. Water evacuation remains strong with those deep grooves clearing water well, and now the rubber bites into slick asphalt more effectively. Drivers in the Southeast or Pacific Northwest will appreciate this upgrade, especially compared to the older version.

On ¾-ton and 1-ton trucks, the improvement is even more noticeable. With trailers or heavy loads, the AT3’s stiff casing keeps the truck tracking straight under braking while delivering respectable stopping distances. HD owners report it feels stable and predictable when loaded, since Toyo’s reinforced construction doesn’t wander.

👉 Verdict: The Toyo AT3 wet performance is now a genuine strength. It’s competitive with class leaders and no longer the compromise it used to be.

Winter Performance: Predictable When It Counts

On snow-packed roads, the Toyo Open Country AT3 holds its line with a 75.1-foot stop and a 42.7-foot launch. That’s solid for light to moderate snow in Canada or the Midwest. In my sessions, it felt stable braking in slush with no twitchiness or unpredictable slides. Against Falken AT4W (82.28 ft stop, 49.06 ft launch), Toyo actually stops 7 feet shorter and launches 6 feet quicker. Versus Cooper Road+Trail AT (71.54 ft, 42.47 ft), it’s about 3.5 feet longer on stopping but nearly identical on launch. Against Nitto Terra Grappler G3 (86.87 ft, 45.16 ft), Toyo is significantly better across the board.

On ice, it stops at 46.5 feet, which is competitive. Bridgestone Dueler A/T Ascent leads at 41.2 feet, but Toyo sits in the middle of the pack alongside Falken AT4W (47.5 ft) and Nitto Terra Grappler G3 (47.8 ft).

Toyo’s balanced siping density and compound spread grip evenly, which feels calm and predictable. On ¾-ton and 1-ton trucks, the stiff casing means less flex to dig into deep snow, which reduces aggressive bite compared to dedicated winter tires. The AT3 is fine for plowed routes and towing, delivering stable control without drama.

👉 Verdict: The Toyo AT3 winter performance is reliable for occasional snow days and competitive in its class. Not the most aggressive, but predictable and safe.

Off-Road Performance: Where the Real Evolution Happened

The Toyo Open Country AT3 now shows significantly stronger trail numbers: 8.8 dirt, 8.7 sand, 8.2 mud, and 8.2 rock. This is where Toyo’s shift toward genuine off-road capability becomes obvious. On dirt and sand, it feels secure and confident. You don’t get that squirm some softer A/Ts have. In my runs on rocky ground, the casing stayed firm, which matches what HD truck owners say when hauling loads. It feels planted, not wandering.

Against competitors, the improvement is clear. BFGoodrich KO3 leads with 9.5 dirt, 9.5 sand, 9.2 mud, and 9.5 rock, but Toyo has closed the gap. Versus Falken AT4W (8.5 dirt, 8.2 sand, 8.5 mud, 8.8 rock), Toyo now matches or exceeds across the board. Nitto Terra Grappler G3 (6.8 dirt, 6.8 sand, 6.5 mud, 6.7 rock) trails significantly behind.

Mud performance at 8.2 is solid for weekend trails and occasional muddy conditions. It’s not quite at KO3 (9.2) or Nitto Ridge Grappler (9.3) level, but it’s competitive with most in the class. The tread clears reasonably well, though deep clay can still pack up.

On ¾-ton and 1-ton trucks, the stiff carcass helps. It resists deformation better than softer designs, making the AT3 stable on gravel and rock climbs even under heavy loads.

👉 Verdict: The Toyo AT3 off-road performance is now a genuine strength. Well-rounded for dirt, sand, and rock, stable under HD loads, and competitive in mud for most trail scenarios.

Comfort & Noise: The Trade-Off for Toughness

Day to day, the Toyo AT3 scores 6.0 for comfort. That’s louder and firmer than the previous generation, reflecting the shift toward a stronger off-road focus. For context, the quietest AT tire we’ve tested is the Vredestein Pinza AT at 7.33, so 6.0 puts Toyo in the middle of the pack. On the highway, you’ll hear more road noise than before, especially on uneven pavement. That’s the trade-off for the stiffer carcass and more aggressive off-road capability.

Against competitors: Cooper Road+Trail AT (7.08) and Bridgestone Dueler A/T Ascent (6.75) are quieter for daily driving. Falken AT4W (6.58) is slightly louder but similar. BFGoodrich KO3 (6.42) and Yokohama Geolandar A/T4 (5.75) are in the same range or noisier.

One thing stands out: the noise isn’t annoying. It’s not harsh or droning. It’s just there, a reminder that you’re running a tire built for durability and trails. For commuting and family trips, it’s still livable. You’ll notice it more than the old version, but it’s not intrusive.

On ¾-ton and 1-ton trucks, the firmer ride translates to better stability. Owners report it feels more planted than softer designs, especially when towing or hauling heavy loads.

👉 Verdict: The Toyo AT3 comfort and noise reflect its tougher construction. Not the quietest anymore, but still reasonable for daily use and more stable under load.

Tread Life & Durability: Built to Last

From what I’ve seen in reviews and my own notes, the Toyo AT3 treadwear is strong. Most drivers see 60–70k miles with regular rotations, and P-metrics sometimes push beyond that. The compound resists chips on gravel and holds up well to rough terrain. If you skip rotations on lighter SUVs, you can get outer lug cupping, but that’s true for most AT tires.

The harder compound that improves durability is the same one that made wet performance a challenge in the old version. Now, Toyo has found a better balance. The tire still lasts, but it also grips better in rain. That’s a meaningful achievement.

On ¾-ton and 1-ton trucks, tread life depends on discipline. Rotated properly, the AT3 matches BFGoodrich KO2/KO3 mileage and often outlasts Falken AT4W under constant hauling. Skip maintenance, and you’ll see wear patterns fast. The stiffer casing resists deformation under heavy loads, which helps even wear when you’re towing or hauling regularly.

HD owners consistently report the AT3 holds up better than softer designs, especially when running at higher pressures for load capacity.

👉 Verdict: The Toyo AT3 longevity is a key selling point, especially on HD trucks where it resists wear better than softer designs while now delivering improved wet grip.

Who Should Buy This Tire: Best for Trail-Ready Trucks in Varied Climates

The Toyo AT3 makes the most sense for drivers who need genuine off-road capability without giving up wet weather safety. For SUVs, Jeeps, and ½-ton pickups, it balances daily driving with serious trail toughness. The wet performance improvement means it’s now a strong choice for the Southeast and Pacific Northwest, where rain is frequent. For ¾-ton and 1-ton trucks, it’s one of the best choices outside of BFGoodrich KO3, offering stability and durability without punishing ride quality.

In snow-belt regions with constant winter weather, dedicated winter tires or KO-series are safer picks. But for occasional snow and regular trail use, the AT3 delivers predictable control.

The shift is clear: Toyo moved this tire from comfortable on-road cruiser to capable off-road performer. If you spend time on dirt, sand, and rock, and need a tire that won’t leave you stranded in the rain, this is a strong option. If you want maximum highway comfort and never leave pavement, look elsewhere.

👉 In short: The Toyo Open Country AT3 shines in off-road capability, wet performance, and tread life, with enough daily comfort for regular use. It’s tougher, more capable, and ready for serious work.

Tire Size Selection: The Basics You Can’t Skip

P-Metric vs. LT (Light Truck) Tires

Understanding Tire Load Range: XL vs. E-Load

Then comes the tire load index and load range — essentially your tire’s strength rating. Here’s where things split between passenger XL and LT E:

XL (Extra Load) is a passenger tire with reinforced sidewalls. It can handle a bit more pressure (~41 PSI) than a standard SL tire and is perfect for SUVs, crossovers, or light trucks that carry extra gear, passengers, or small trailers. XL tires ride softer and quieter than LT options, making them ideal for daily use.
E Load Range is an LT tire class built with a much thicker casing. E-rated tires can handle far more pressure (up to ~80 PSI) and heavier loads, which makes them essential for ¾-ton and 1-ton trucks towing trailers or hauling close to max capacity. The trade-off is weight, stiffer ride, more road noise, and a small drop in fuel efficiency.

Put simply: XL is for “extra luggage and family,” while E is for “truck bed full of bricks or a car trailer.”

Why the Tire Speed Rating Matters for Safety

Sizes

15”	16”	17”	18”	19”	20”	22”
P 215/75R15 100T SL OWL	215/65R16 102T XL BSW	215/65R17 103T XL BSW	225/55R18 102H XL BSW	255/55R19 111H XL BSW	245/50R20 105H XL BSW	285/45R22 114H XL BSW
P 225/75R15 102T SL BSW	215/70R16 100T SL BSW	225/60R17 103T XL BSW	225/60R18 104T XL BSW	255/60R19 113H XL BSW	P 245/60R20 107T SL BSW	LT 285/50R22 121/118R E BSW
LT 235/75R15 104/101S C OWL	LT 215/85R16 115/112Q E BSW	225/65R17 102T SL BSW	235/60R18 107T XL BSW		255/50R20 109T XL BSW	LT 285/55R22 124/121S E BSW
P 235/75R15 108T XL OWL	225/70R16 103T SL OWL	235/65R17 108H XL BSW	235/65R18 110T XL BSW		255/55R20 110H XL BSW	LT 295/50R22 122/119T E BSW
P 265/75R15 112S SL OWL	LT 225/75R16 115/112Q E BSW	P 235/75R17 108S SL BSW	245/60R18 109T XL BSW		265/50R20 111T XL BSW	LT 295/55R22 125/122T E BSW
LT 30X9.50R15 104S C OWL	P 225/75R16 104S SL BSW	LT 235/80R17 120/117R E BSW	255/55R18 109H XL BSW		LT 265/60R20 121/118S E BSW	305/45R22 118S XL BSW
LT 31X10.50R15 109S C OWL	235/70R16 106T SL BSW	245/65R17 111T XL BSW	255/70R18 113T SL BSW		275/55R20 117T XL BSW	LT 325/50R22 127Q F BSW
	235/70R16 106T SL OWL	245/65R17 111T XL OWL	265/60R18 110T SL BSW		LT 275/55R20 120/117T E BSW	LT 33X12.50R22 109R E BSW
	LT 235/85R16 120/116R E BSW	245/70R17 110T SL BSW	265/65R18 114T SL BSW		275/60R20 115T SL BSW	LT 35X12.50R22 121Q F BSW
	P 245/70R16 106S SL BSW	LT 245/70R17 119/116R E BSW	265/70R18 116T SL BSW		LT 275/65R20 126/123S E BSW	LT 37X12.50R22 127Q F BSW
	P 245/70R16 106S SL OWL	LT 245/75R17 121/118S E BSW	LT 265/70R18 124/121Q E BSW		LT 285/55R20 122/119T E BSW
	245/75R16 111T SL OWL	255/70R17 112T SL BSW	275/65R18 116T SL BSW		P 285/55R20 114T SL BSW
	245/75R16 111T SL BSW	LT 255/80R17 121/118R E BSW	LT 275/65R18 113/110T C OW		LT 285/60R20 125/122R E BSW
	LT 245/75R16 120/116S E BSW	265/65R17 116T XL BSW	LT 275/65R18 113/110T C BSW		LT 295/55R20 123/120T E BSW
	LT 245/75R16 120/116S E OWL	265/70R17 115T SL BSW	LT 275/65R18 123/120S E OWL		LT 295/60R20 126/123S E BSW
	255/65R16 109T SL BSW	265/70R17 115T SL OWL	LT 275/65R18 123/120S E BSW		LT 295/65R20 129/126S E BSW
	255/70R16 115T XL BSW	LT 265/70R17 121/118S E BSW	LT 275/70R18 125/122S E BSW		305/50R20 120T XL BSW
	255/70R16 115T XL OWL	LT 265/70R17 121/118S E OWL	LT 275/70R18 125/122S E OWL		LT 305/55R20 125/122Q F BSW
	P 265/70R16 111T SL OWL	LT 285/70R17 121/118S E BSW	285/60R18 120S XL BSW		LT 325/60R20 126/123R E BSW
	P 265/70R16 111T SL BSW	LT 285/70R17 121/118S E OWL	LT 285/65R18 125/122S E BSW		LT 33X12.50R20 119Q F BSW
	265/75R16 116T SL OWL	LT 285/70R17 116/113Q C BSW	LT 285/75R18 129/126S E BSW		LT 35X11.50R20 124R E BSW
	265/75R16 116T SL BSW	P 285/70R17 117T SL BSW	LT 295/70R18 129/126S E BSW		LT 35X12.50R20 121R E BSW
	LT 265/75R16 123/120R E BSW	LT 285/75R17 121/118S E BSW	LT 305/65R18 128/125Q F BSW		LT 35X12.50R20 125Q F BSW
	LT 265/75R16 123/120R E OWL	LT 285/75R17 117/114Q C BSW	LT 325/60R18 124/121S E BSW		LT 35X13.50R20 126Q F BSW
	LT 285/75R16 126/123R E OWL	LT 305/70R17 121/118R E BSW	LT 325/65R18 127/124R E BSW		LT 37X12.50R20 126Q E BSW
	LT 285/75R16 126/123R E BSW	LT 315/70R17 121/118S D BSW	LT 33X12.50R18 122Q F BSW
	LT 295/75R16 128/125R E BSW	LT 35X11.50R17 118Q C BSW	LT 35X12.50R18 128Q F BSW
	LT 305/70R16 124/121R E BSW	LT 35X12.50R17 121R E BSW	LT 35X12.50R18 118R D BSW
	LT 315/75R16 127/124R E BSW		LT 37X12.50R18 128Q E BSW

For Better Understanding: 215/55R17 94V SL BWL

215: Tire Width

55: Aspect Ratio

R: Radial

17: Rim Size

94: Load Index

V: Speed Index

SL, XL: Load Range( LT sizes use C, D, E of F instead)

OWL: Outlined White Letters

BWL: Black Sidewall

Selecting the right tire size can make a significant difference in your vehicle’s performance. That’s why I highly recommend reading this informative article on the topic: LT Tires vs. Passenger Tires. It will provide you with valuable insights to help you make an informed decision.

Final Verdict: A Tire That Found Its True Purpose

The Toyo Open Country AT3 isn’t perfect, but it’s evolved into a genuinely capable all-terrain tire. It delivers solid dry performance (134 ft stop, 0.72g cornering) and stays stable under load thanks to its stiff casing. The big story is wet performance: stopping in 164 feet with 0.57g traction is a massive improvement that makes this tire trustworthy in rain. In winter, it’s calm and predictable on plowed snow and competitive on ice, though dedicated winter tires still have an edge in extreme conditions. Off-road is where the evolution shines: 8.8 dirt, 8.7 sand, 8.2 mud, and 8.2 rock show Toyo leaning hard into genuine trail capability. What sets it apart is longevity: 60–70k miles with proper care is excellent for an AT tire this capable.

The trade-off is comfort. At 6.0, it’s noisier than before, especially on uneven pavement. But that’s the price for the stronger construction and improved off-road performance.

👉 If you want an all-terrain that handles trails confidently, won’t leave you stranded in the rain, and lasts for years, the Toyo AT3 is a strong choice. For maximum highway comfort, look elsewhere. For serious off-road work with balanced wet weather capability, this tire has found its purpose. It’s shifted from comfortable cruiser to capable performer, and that evolution makes sense for most SUV, ½-ton, and HD truck owners who actually use their trucks off-road.

Toyo Open Country AT3 Related Articles

Frequently Asked Questions about the Toyo Open Country AT3

How does the Toyo AT3 perform in dry conditions compared to Falken AT4W?
AT3 brakes about 2 feet longer (134 ft vs 132 ft) but matches cornering grip (0.72g). It feels stable and predictable, while Falken is slightly sharper on pavement.
Is the Toyo AT3 safe in heavy rain?
Much improved. AT3 now stops in 164 feet with 0.57g traction, actually 7 feet shorter than Falken AT4W (171 ft). Wet performance is now a genuine strength.
Can the Toyo AT3 handle snow and ice?
Calm and predictable on plowed routes (75.1-ft snow stop, 42.7-ft launch) and 46.5-ft on ice. Competitive with most AT tires, though dedicated winter tires still grip better in extreme conditions.
What are the Toyo AT3's off-road strengths and weaknesses?
Strong across the board: 8.8 dirt, 8.7 sand, 8.2 mud, 8.2 rock. This is a genuine off-road tire now, competitive with most in the class and significantly improved from previous versions.
How quiet and durable is the Toyo AT3 for daily use?
Comfort sits at 6.0, reflecting the stiffer construction. It's noisier than before but not annoying. With rotations, many see 60–70k miles. LT sizes on HD trucks can match KO-series longevity if maintained.

Kenda Klever AT2 Review: Affordable All-Terrain Performance Without Compromise

Updated: November 17, 2025 by Emrecan Gurkan Leave a Comment

Real test data, off-road insights, and daily-driving impact — from a former Bridgestone engineer

The Kenda Klever AT2 stands out as a top contender in the budget all-terrain tire market, offering a solid blend of comfort for daily driving and off-road durability — all without stretching your budget. As a former Bridgestone test engineer, I’ve had the chance to put this tire to the test across a variety of conditions, from long highway runs and towing duties to snow-covered job sites and rough fire roads. What impressed me the most? It punches well above its price range, especially when it comes to snow traction, ride comfort, and overall road manners.

Quick Look

Kenda Klever AT2

Tested Rating: 7.6/10

A reliable all-terrain tire that excels in snow grip, provides a smooth ride, and remains durable — all without the premium price tag. Perfect for those who need a budget-friendly tire that can handle city drives and light off-roading with ease.

Best for: 3/4 ton trucks, full-size SUVs, or anyone looking for a dependable tire for both work and weekend adventures.

📊 Real-World Test Highlights

Here’s what I experienced across 6,000 miles of mixed driving in a Ford F-150 and a Jeep Grand Cherokee:

Snow braking distance on packed snow: 13% shorter than non-3PMSF A/Ts
Ride noise at 65 mph: measured 67 dB, quieter than KO3 and Wildpeak AT4W
Gravel chip resistance: minimal chunking after 100+ miles of unpaved testing
Fuel economy penalty: ~1.2 MPG drop vs. all-season highway tires

These numbers back up its positioning as a true daily driver tire that doesn’t fold when conditions turn messy.

🛞 Who Is This Tire Best For?

Use-Case Sweet Spot:
Drivers who want a budget-conscious A/T tire that’s truly winter-ready, road-refined, and trail-capable — but don’t need extreme mud or rock crawling performance.

Ideal for Vehicles Like:

Toyota Tacoma, Ford Ranger, Honda Ridgeline — Active lifestyle trucks
Ford F-150, Silverado 1500, Ram 1500 — Tradespeople, haulers, work/play
Jeep Grand Cherokee, Subaru Outback (A/T fitment) — Snow states, light trails

Also Read: Best All-Terrain Tires for Highway Driving
See: Best All-Terrain Tires for Snow

🛣️ Road Comfort & Daily Driving

One of my biggest concerns with budget A/T tires is road noise — but Kenda nailed the pitch sequencing on the AT2. At highway speeds (65–75 mph), this tire behaves more like a crossover touring tire than an off-roader. Cabin noise was low in both the F-150 and Grand Cherokee, even over expansion joints and worn pavement.

Steering feel is a bit looser than high-end options like the Continental TerrainContact A/T, but for the price bracket, it’s well above average.

❄️ Winter Handling: Surprisingly Capable

The Klever AT2 is 3PMSF rated, and in my tests, it consistently delivered on snowy asphalt and packed rural backroads. Full-depth siping and a winter-focused compound kept grip levels steady even below 25°F.

On ice, it’s no dedicated winter tire, but compared to non-rated A/Ts, it’s night and day better.

✅ Braking and cornering on snow
✅ Good self-cleaning in slush
🚫 Mediocre on glare ice — typical for A/Ts

🟫 Off-Road Traction

This isn’t a hardcore rock-crawler, but it excels at light-duty off-roading:

Loose gravel: stable, no stone retention issues
Dirt and ruts: traction remains predictable, even aired down
Wet grass/mud: decent bite, but not a Wildpeak AT4W or KO3 competitor

Compare with: Falken Wildpeak AT3W (now new Wildpeak AT4W)
See: Best Mud-Terrain Tires for Tougher Trails

🛡️ Durability & Warranty

Backed by a 60,000-mile treadwear warranty, the Klever AT2 has a dual-layer tread construction that resists chipping, especially on gravel and construction zones.

In my usage, treadwear has been consistent. There’s minor edge rounding after 6K miles, but that’s expected on a truck used for light hauling and off-road detours.

Puncture resistance is solid, thanks to reinforced sidewalls, though not on par with LT-rated KO3s.

Technology

Not having the 3-ply sidewall enables flexing and increases the comfort for in-city drives.
Kenda Klever AT2 has an aggressive design and interlocked center block that helps for better traction on all applications.
Double steel-belted construction increases uniformity(even wearing capability) and enhances tread life.
High sipe density for ice and snow conditions. Remember, sipes always increase grip.

Sizes

I have created two different tables. One for 4×4, SUV, and crossover sizes, and the other one for light-truck sizes. Check the below table and find out if it’s available for your vehicle size.

Most tire sizes begin with modifier letters(P, LT, etc.) that identify the type of vehicle or type of service for which they were designed. Here is a perfect guide for reading tire size –> https://tireterrain.com/how-to-read-tire-size/

4×4, ,SUV and Crossover Sizes

15 Inches Sizes	16 Inches Sizes	17 Inches Sizes	18 Inches Sizes	20 Inches Sizes
235/75R15	235/70R16	235/75R17	255/70R18	275/60R20
	245/75R16	245/70R17	265/70R18	275/55R20
	245/70R16	245/65R17	265/65R18
	255/70R16	255/75R17	265/60R18
	265/75R16	255/70R17	275/65R18
	265/70R16	265/70R17
		265/65R17
		285/70R17

Light Truck Sizes

15 Inches Sizes	16 Inches Sizes	17 Inches Sizes	18 Inches Sizes	20 Inches Sizes
33×12.50R15	LT225/75R16	LT235/80R17	LT265/70R18	LT265/60R20
	LT235/85R16	LT245/75R17	LT275/70R18	LT275/65R20
	LT245/75R16	LT245/70R17	LT275/65R18	LT275/60R20
	LT265/75R16	LT265/70R17	LT285/65R18
	LT285/75R16	LT285/70R17	275/65R18
	265/70R16	LT315/70R17
		265/65R17
		285/70R17

You can also check Kenda Klever AT2’s product page to see load and speed range details.

Please note that the rows marked with (*) are 3-ply sidewall sizes.

https://automotive.kendatire.com/media/369620/kenda_kr28_spec_sheet_real_tire.pdf

🆚 Alternatives Worth Considering

Tire	Strength	Weakness
BFGoodrich KO3	Extreme toughness, off-road king	Road noise, price
Falken Wildpeak AT4W	Snow/ice grip, balanced	Slightly heavier ride
Cooper AT3 4S	Comfort, all-around daily use	Less off-road grip

Read: KO3 Review
Compare: Cooper AT3 4S Review

Tire Size Selection: The Basics You Can’t Skip

P-Metric vs. LT (Light Truck) Tires

Understanding Tire Load Range: XL vs. E-Load

Then comes the tire load index and load range — essentially your tire’s strength rating. Here’s where things split between passenger XL and LT E:

XL (Extra Load) is a passenger tire with reinforced sidewalls. It can handle a bit more pressure (~41 PSI) than a standard SL tire and is perfect for SUVs, crossovers, or light trucks that carry extra gear, passengers, or small trailers. XL tires ride softer and quieter than LT options, making them ideal for daily use.
E Load Range is an LT tire class built with a much thicker casing. E-rated tires can handle far more pressure (up to ~80 PSI) and heavier loads, which makes them essential for ¾-ton and 1-ton trucks towing trailers or hauling close to max capacity. The trade-off is weight, stiffer ride, more road noise, and a small drop in fuel efficiency.

Put simply: XL is for “extra luggage and family,” while E is for “truck bed full of bricks or a car trailer.”

Why the Tire Speed Rating Matters for Safety

🏁 Final Verdict

The Kenda Klever AT2 is a true standout in the sub-$200 all-terrain category. If you’re a weekend adventurer, snowbelt commuter, or job-site regular, this tire proves that value doesn’t mean compromise.

See Kenda Klever A/T2 Pricing on Amazon

See Kenda Klever A/T 2 Pricing on SimpleTire

As someone who’s tested hundreds of tires in both lab and field conditions, I can confidently say the AT2 is one of the best-kept secrets in the budget A/T segment. It won’t beat premium tires in every category — but it does more than enough for most drivers, and at a price point that makes real sense.

Frequently Asked Questions: Kenda Klever A/T2 (KR628)

Is the Kenda Klever A/T2 good on-road?
Yes. It’s tuned for daily drivability with stable straight-line tracking and predictable steering. It’s not a “sporty” A/T, but it feels composed on highways and around town.
How does it perform in rain?
Solid for the class. The tread has full-depth siping and wide circumferential grooves to evacuate water, so braking and hydroplane resistance are confident if you leave normal A/T margins.
Is the Klever A/T2 winter rated?
Many sizes carry the 3-Peak Mountain Snowflake (3PMSF) symbol. That means it meets a minimum snow-traction standard; it’s good for packed/plowed roads, though dedicated winters are still best for frequent ice.
How is it on ice?
Manageable with smooth inputs. The siping gives early “bite,” but like most A/Ts without studs, stopping distances on glare ice are longer—use cautious speeds in freezing rain or black-ice conditions.
What about off-road performance?
Designed for mixed use: dependable on dirt, gravel, and light mud, with stone-ejectors to keep the grooves clear. It’s not a mud-terrain, but it handles forest roads and job-site access well—especially aired down.
Is it quiet and comfortable?
Quieter than many aggressive A/Ts. Variable pitch tread blocks help reduce hum; ride comfort is steady, especially on P-metric and XL sizes. LT/E-load sizes ride firmer (typical for heavy-duty casings).
How long does it last?
Competitive treadlife for an A/T. Kenda lists mileage warranties (often up to ~60,000 miles, size-dependent). Rotate every 5–6k miles and maintain alignment/pressures for the best wear.
Which vehicles is it best for?
Great fit for SUVs and ½-ton pickups that see commuting plus weekend dirt/gravel. LT/E-load sizes suit ¾-ton & 1-ton trucks that tow/haul but don’t need an extreme mud tire.
How does it compare on value?
Strong value play: you get 3PMSF capability, durable construction, and respectable road manners at a typically lower price point than many big-brand A/Ts.
Any sizing or setup tips?
Choose load range for your use (P-metric/XL for comfort, LT/E for heavy loads). Start near the door-jamb PSI, adjust ±2–3 PSI for feel/wear, and rotate on a 5-tire pattern if you carry a full-size matching spare.