TireTerrain

On-Road All Terrain Tires

Michelin LTX AT2 Review

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As a former Bridgestone field inspector, I’ve seen my fair share of all-terrain tires promising both off-road prowess and highway comfort. Yet, the Michelin LTX AT2 consistently stood out. But does it truly bridge the gap between road and rugged, or is it all smoke and tread? Let’s test-drive its performance across key metrics.

Michelin LTX AT2 features a tread pattern that falls somewhere between a highway and an all-terrain tire. This design allows it to strike a balance between on-road comfort and off-road capability, making it a versatile choice for various driving conditions and applications.

Michelin LTX AT2 shines on dry pavement with agile handling and impressive grip, while holding its own in wet conditions with its wide grooves efficiently channeling water. Don’t underestimate Michelin LTX AT2’s winter capabilities either, as it provides surprising traction on snowy roads. Mileage is exceptional thanks to the deep tread, and you won’t sacrifice fuel efficiency with its optimized design. Off-road, the aggressive tread eats up dirt trails and campsites with ease, although it’s best to leave extreme adventures for others. While a slight hum accompanies the aggressive tread, the ride remains surprisingly comfortable, absorbing bumps and imperfections with ease.

Table of Contents

Tread Design

The LTX AT2’s imposing tread is more than just an aesthetic statement. Deep, aggressive blocks and wide grooves provide exceptional bite on loose surfaces like sand, gravel, and mud. This design excels in off-road scenarios, but its well-balanced layout doesn’t sacrifice on-road performance. Angled sipes further enhance wet traction by efficiently channeling water away from the contact patch, while the overall design optimizes wear for increased longevity.

Tread & Durability

True to Michelin’s reputation, the LTX AT2 lives up to expectations when it comes to durability. Its sturdy build and deep tread design ensure a longer lifespan, providing drivers with more miles before needing to replace their tires. This durability makes it a cost-effective choice for those who enjoy off-road adventures or require a reliable tire for demanding driving conditions.

Sizes

The LTX AT2 offers a broad range of sizes to accommodate various vehicles, including pickup trucks, SUVs, and crossovers. This extensive size selection ensures that drivers can find the perfect fit for their specific vehicle, regardless of its type. The versatility of this tire makes it a suitable choice for a wide range of driving styles and vehicle types, catering to the diverse needs of drivers.

On-Road Performance

Michelin LTX AT2 provides great on-road manners

Dry Performance

The LTX AT2 is not only capable off-road but also impresses with its agile handling and remarkable grip on dry asphalt. It exhibits confident cornering abilities with minimal body roll, even at higher speeds. This well-balanced design ensures a composed and predictable driving experience, making it a versatile tire that excels both on and off the road.

Wet Performance

When it comes to wet performance, the LTX AT2 holds its own. Its wide grooves effectively channel water, ensuring a secure grip during heavy rain. While it may not outperform dedicated wet-weather tires, it instills confidence in most rainy conditions, providing drivers with a surefooted experience.

Riding Comfort & Mileage

Despite its aggressive tread, the LTX AT2 delivers a surprisingly comfortable ride. The sidewalls flex effectively to absorb bumps and road imperfections, making for a smooth and cushioned experience. And thanks to its long-lasting tread, you can expect several thousand miles before replacement, even with a mix of on- and off-road driving.

Snow Performance

Despite its all-terrain label, the LTX AT2 performs admirably in winter conditions. Its aggressive tread design effectively channels snow and slush, delivering surprisingly strong traction on snowy roads. While it’s not a dedicated snow tire, it offers peace of mind during frosty commutes and light winter adventures.

Fuel Efficiency

Despite its emphasis on performance and durability, the LTX AT2 manages to excel in the fuel efficiency department. Its thoughtfully designed tread pattern and advanced construction materials work together to reduce rolling resistance, allowing you to maximize your miles per gallon. This makes it an appealing option for drivers who value both capability and fuel economy.

Road Noise

The LTX AT2’s aggressive tread pattern does come with a minor trade-off in the form of road noise. When driving at higher speeds, you may notice some tire hum, but it’s not loud enough to disrupt conversations or music. In the grand scheme of things, the noise level remains manageable, especially when you consider the tire’s impressive on- and off-road performance.

Off-Road Prowess

The LTX AT2 truly shines when you leave the pavement behind. Its aggressive tread pattern provides excellent traction on loose terrain, allowing you to tackle dirt trails, campsites, and light off-road excursions with confidence. While it’s not designed for extreme rock crawling or challenging off-road conditions, it handles moderate off-road adventures exceptionally well. This versatility makes it a reliable companion for those who enjoy exploring off the beaten path.

 

Conclusion

The Michelin LTX AT2 truly excels in both on-road and off-road environments. It offers remarkable off-road traction, unexpected on-road handling prowess, and respectable winter performance, all while maintaining a comfortable and surprisingly fuel-efficient profile. While it may not be the absolute quietest or the most aggressive off-roader on the market, its overall balance and the legendary Michelin quality make it an enticing choice. Whether you’re a seasoned off-road enthusiast or someone who enjoys occasional adventures, the LTX AT2 is a tire that demands serious consideration. It’s more than just an all-terrain tire; it’s an open invitation to bridge the gap between the paved roads and the wilderness, providing both comfort and capability for your journeys.

BFGoodrich Trail-Terrain T/A Review — Quiet Comfort & Long-Lasting Durability in 2025

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BF Goodrich Trail Terrain T/A offers great on-road manners

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

The BFGoodrich Trail Terrain T/A is a unique entry in BFG’s lineup — a comfort-first On-Road A/T tire designed for CUVs, SUVs, and ½-ton pickups. Unlike the brand’s more aggressive Off-Road A/Ts like the KO2 or KO3, the Trail Terrain caters to daily drivers who want an all-terrain look and light dirt-road confidence without sacrificing quiet highway manners. Its P-metric focus, road-friendly tread design, and winter-ready 3PMSF rating make it especially appealing for crossover and SUV owners who deal with rain, snow, and long commutes more than rocky trails.

From our testing and driver reports, it delivers strong wet and winter traction, stable handling on pavement, and a smoother ride than most A/Ts in its class. The trade-off is limited off-road depth — it’s not built for heavy towing, sharp rock, or extended trail abuse.

In the sections ahead, we’ll break down how the Trail Terrain performs across dry, wet, snow, and light off-road testing. You can also compare it against KO2, KO3, and other options in our All-Terrain Tire Decision Tool for quick recommendations by SUV, CUV, or truck class.

Quick Look

BFGoodrich Trail-Terrain T/A

BFGoodrich Trail-Terrain T/A tire
Tested Rating: 8.4/10

In my assessment, the BFGoodrich Trail Terrain T/A offers a compelling package, combining long-lasting rubber with a well-judged balance of comfort, handling, and road noise. While it may lag slightly in wet grip and mud traction compared to stronger competitors, it performs impressively in light off-road use within its segment. For drivers who want refined on-road manners but still value the durability expected from an all-terrain tire, the Trail Terrain T/A stands as a smart choice — offering a smoother, quieter alternative without straying far from the toughness of the legendary KO2.

Technical Features

Tire construction involves the intricate optimization of tread design, internal structure, and compound composition. To gain a comprehensive understanding of a tire’s performance, several key metrics should be considered. Let’s delve into these metrics for a closer look at the BF Goodrich Trail Terrain T/A:

Tread Depth

The BF Goodrich Trail Terrain T/A boasts a consistent tread depth of 12.5/32 inches across all sizes.

Sidewall

While the BF Goodrich Trail Terrain T/A offers both black and white lettering options, it’s important to note that it lacks the 3-ply sidewalls commonly found in more rugged tires. This characteristic is due to its availability exclusively in p-metric sizes.

Weight

The weight of the BF Goodrich Trail Terrain T/A varies depending on the tire size, ranging from 29 lbs to 45 lbs. Among its on-road all-terrain counterparts, this tire stands out as one of the heaviest, surpassing options like the Falken Wildpeak A/T Trail and Cooper Discoverer AT3 4S.

UTQG Rating

The BF Goodrich Trail Terrain T/A boasts a UTQG rating of 660 A A across all available sizes.

Tread Design

Featuring a symmetrical tread design, the BF Goodrich Trail Terrain T/A prioritizes on-road performance, making it well-suited for everyday driving.

BF Goodrich also realeas the production process of BF Goodrich Trail Terrain T/A : https://www.bfgoodrichtires.com/auto/garage/tires/creating-the-bfgoodrich-trail-terrain

Road Noise

Road noise in tires is primarily generated by the air trapped within the tread pattern and the presence of aggressive, caviated (hollowed or indented) shoulder blocks. Interestingly, on-road all-terrain tires tend to favor a variable pitch design over interlocked lugs to help mitigate this noise issue.

In the case of the BF Goodrich Trail Terrain T/A, its center section features a 3-3 pitch design, which contributes to a quieter on-road experience. However, it’s essential to note that compared to other on-road all-terrain tires, this tire’s center lugs are relatively more aggressive and possess a slightly larger void area, enhancing its traction on loose ground.

Additionally, the shoulder design of the BF Goodrich Trail Terrain T/A may appear quite aggressive at first glance. Still, upon closer inspection, you’ll notice that it lacks open shoulder blocks, a feature that aids in reducing road noise.

In summary, the BF Goodrich Trail Terrain T/A offers road noise performance similar to that of other on-road all-terrain tires. However, if you’re transitioning from all-season tires, you may experience a slight increase in road noise due to the tire’s inherent off-road capabilities.

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.

Ride Comfort

Ride comfort in tires is primarily influenced by factors such as the tire’s internal structure and tread pattern. Responsiveness, on the other hand, is closely related to the design of the tire’s center section, with a continuous rib design being particularly effective in this regard.

Responsiveness

When considering the BF Goodrich Trail Terrain T/A, its variable pitch design is a significant advantage, even though its tread is wider compared to competitors. However, the tire’s compound is quite stiff, preventing it from squirming like some other options. As a result, the BF Goodrich Trail Terrain T/A offers reliable responsiveness, making it a suitable choice for more aggressive drivers who want to enhance their vehicle’s aesthetics. It’s worth noting that this tire is available in high-speed ratings, further catering to the needs of spirited drivers.

Wandering/Vibration

Wandering and vibration issues in tires are closely tied to uniformity. To address these concerns, the BF Goodrich Trail Terrain T/A features a two-ply polyester casing that is reinforced with an additional ply. However, it’s essential to recognize that these tires primarily focus on on-road driving, which means their sidewalls are relatively softer. Consequently, they may experience some wandering when used in loaded applications.

In summary, the BF Goodrich Trail Terrain T/A offers a comfortable ride, particularly for drivers who don’t frequently carry heavy loads. Its responsiveness is commendable, making it a suitable choice for those looking to enhance their vehicle’s performance.

Wet Traction

Angled grooves increase the evacuation capability but still, it has close shoulder slots

Wet traction can be a complex aspect to evaluate in on-road all-terrain tires due to the critical factor of hydroplaning resistance.

Hydroplaning resistance is essentially a tire’s ability to evacuate water efficiently. When a tire fails to do so and traps water within its treads, it loses contact with the road surface, resulting in a loss of vehicle control—a sensation we’re all familiar with, often described as a floating feeling.

On-road all-terrain tires, particularly in wider sizes, tend to face challenges in providing a satisfactory level of hydroplaning resistance. These tires often lack sufficient void area to effectively combat hydroplaning.

In the case of the BF Goodrich Trail Terrain T/A, it lacks open shoulder blocks to facilitate water evacuation. However, it compensates for this limitation with a circumferential groove design that features angled grooves on the shoulder sides, aiding in water redirection.

Tire traction on wet surfaces can be maintained if hydroplaning is effectively prevented. BF Goodrich Trail Terrain T/A utilizes a stiff compound with siping. While it may achieve an A rating in wet traction on UTQG rating tests, it’s essential to note that these tests do not encompass hydroplaning resistance.

Overall, the wet performance of the BF Goodrich Trail Terrain T/A remains somewhat uncertain. It’s advisable to consider this tire only if you have a more conservative driving style, and it’s crucial to pay attention to its speed ratings.

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.

Snow and Ice

In comparison to all-season tires, all-terrain tires typically offer superior snow performance due to their abundance of biting edges.

The 3PMSF marking serves as a guarantee of medium-packed snow performance. However, it’s important to understand that this test primarily evaluates acceleration and is related to the tire’s compound rather than its traction. Essentially, it indicates that the tire’s compound remains consistent at temperatures as low as 45 degrees Fahrenheit.

Unlike wet traction, snow traction doesn’t involve factors like hydroplaning resistance. In this context, wider and siped patterns are highly effective.

From my perspective, the compound of the BF Goodrich Trail Terrain T/A appears to be somewhat too stiff for optimal winter performance. This applies regardless of whether it bears the 3PMSF marking or not. However, its multitude of biting edges can handle light snow conditions.

However, when facing more challenging winter conditions such as ice or deep snow, the lack of shoulder slots in this tire may result in reduced traction on deep snow and slush.

Overall, the BF Goodrich Trail Terrain T/A can manage occasional snow, but it’s essential to recognize that the winter performance of on-road all-terrain tires generally falls behind that of off-road all-terrain tires. These tires are best suited for mild winter conditions.

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.

Tread Life

The BF Goodrich Trail Terrain T/A boasts a 660 UTQG rating, which is higher than that of its competitors in the same segment. This metric essentially indicates the tire’s wear rating, but it’s important to note that the test for this rating is conducted under locked brakes.

Tread life discussions can be somewhat challenging, as they depend on various factors such as driving conditions, the type of vehicle, and individual driving habits. However, I can provide some general insights.

Firstly, if you frequently drive on gravel or unpaved roads, the BF Goodrich Trail Terrain T/A is likely to offer a longer tread life compared to its competitors. However, for highway driving, while the tire still has the potential for a long lifespan, failing to regularly rotate the tires can lead to uneven wear, particularly on the shoulder blocks.

In summary, the BF Goodrich Trail Terrain T/A stands out as the top choice in its segment, especially for more demanding conditions, as long as you pay attention to regular tire rotation. I recommend doing this during every oil change or every 5,000 miles.

Getting maximum wear life from a tire is related to you as well as your tire,

If you’d like to learn how to get maximum tread life:

https://tireterrain.com/how-to-make-tires-last-longer/

Fuel Efficiency

Fuel efficiency is influenced by several factors, including the weight of the tire, sipe density (the number of small channels or slits in the tread), and the stiffness of the tire’s compound.

In reality, assessing fuel efficiency should be done in a comparative manner. Here’s the important part: the impact on your MPG (miles per gallon) depends on your current tire type.

If you’re switching from all-season tires to the BF Goodrich Trail Terrain T/A, you can expect a noticeable decrease in your fuel efficiency. If you’re coming from off-road all-terrain tires like the BFG KO2 or the Toyo AT3, the drop in MPG will be significant. However, if you’re transitioning from other on-road all-terrain tires like the Cooper Discoverer AT3, the difference won’t be substantial, but this tire does lag slightly behind due to its robust and heavy compound.

Towing

On-road all-terrain tires are typically not the top choice for towing applications. However, it’s worth delving a bit deeper into this topic.

In comparison to other on-road all-terrain tires, the BF Goodrich Trail Terrain T/A boasts several advantages for towing. It has a lower tread depth and a stiffer compound, making it better suited for towing tasks. Additionally, its sidewalls are more robust and thick.

For those who engage in light towing, the BF Goodrich Trail Terrain T/A emerges as the superior option among on-road all-terrain tires. However, it’s essential to calculate your loads accurately, and if necessary, opt for XL (extra load) sizes to ensure the tire can handle the weight.

Off-Road Performance

Its center section is more aggreesive than the tires in its segment

The BF Goodrich Trail Terrain T/A, with its shallow tread depth, numerous sipes, and cut-and-chip resistance, stands out when it comes to rocky terrain performance. While it may not be suitable for extreme rock crawling, it excels in gravel performance, surpassing similar tires in its segment.

Additionally, its siped pattern allows it to handle dirt or light mud quite effectively. However, in deeper and more challenging muddy conditions, the tire’s limited evacuation capability becomes evident.

In summary, the BF Goodrich Trail Terrain T/A is an excellent choice for mild off-road conditions, particularly on gravel terrain.

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.

Price/Performance

The BF Goodrich Trail Terrain T/A stands as the most expensive tire within its segment. When evaluating its overall performance and characteristics, the higher price tag is justified primarily if you frequently encounter rocky terrain and prioritize long-lasting durability.

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

From my perspective, the BF Goodrich Trail Terrain T/A can be seen as a decent tire, especially if you’re skilled at handling hydroplaning situations. I would recommend this tire primarily for those who prioritize long-lasting durability. While its wet and winter performance may not be exceptional, it can handle occasional conditions.

BF Goodrich Trail Terrain TA
Best forDaily driver who don’t see wet often,
%70 on, %20 off, %10 winter driving
ProsLong-lasting rubber,
Handling capability,
Rock performance,
Sidewall durability
ConsWet traction,
Loose ground performance,
MPG increase
VehicleCUV,
SUV,
1/2 ton trucks
Available Sizes

15”, 16”, 17”, 18”, 20”, 22”

Made InUSA
Warranty60,000 miles,
60-days trial

Critic User Reviews

”Heavy tire, good on dry pavment, spun easily on wet pavment, snow traction was just fair.”

Sep,2023 – 2013 Chevrolet Silverado 1500 4wd – 18,000 miles

”These are a worthy successor to the discontinued BFG Rugged Terrain. They have all of the good manners of a passenger or LT tire, but have plenty of capability when you do manage to venture off the pavement. I put these on my daily-driver F150 because, well, it’s my daily-driver and I live in the suburbs. However, I have been able to go off-roading on gravel, dirt, sand, mud, and even wet rock, and BFG left nothing on the table. The Trail-Terrains don’t have the beefy extra layers that the AT3’s do, so they have less puncture-resistance and less load-carrying capability, but they have great grip. Because they are lighter than AT or MT’s, they also are much nicer on the road, quieter, and more efficient. If you have a light truck/SUV and want to be prepared for occasional off-road or rugged conditions, then these are absolutely a great choice.”

Sep, 2023 – 2011 Ford F150 XLT 4wd Super Crew – 10,000 miles

I hope the article was helpful. If you need any further support, please leave a comment below. Have a safe ride!

Pathfinder AT Tire Review

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

The PathFinder A/T is a value-focused On-Road A/T tire built exclusively for Discount Tire. Unlike tougher Off-Road A/Ts, it’s tuned for everyday drivability — offering decent all-terrain traction for SUVs, crossovers, and light-duty pickups while keeping ride comfort and road noise in check. Many assume it’s tied to Kumho because of the similar naming, but the PathFinder A/T is best seen as Discount Tire’s in-house answer to the rising cost of premium all-terrain tires.

From our testing and driver feedback, the PathFinder A/T provides solid light-trail performance and reliable wet traction for its class. Its biggest advantage is the warranty and support that comes directly from Discount Tire — giving buyers extra peace of mind. The trade-off? It doesn’t have the refinement, snow certification, or heavy-duty capability of higher-tier options, so expectations should match its budget-friendly positioning.

In the sections ahead, we’ll break down how the PathFinder A/T performs across dry, wet, winter, and light off-road use — and if you want to see how it compares against rivals for your exact vehicle, our All-Terrain Tire Decision Tool makes it easy.

Giving this old girl seriosly fancy look!
PathFinder AT
Best for1/2 ton working trucks that spends most of time on the road,
SUV owners that focus on longevity more than comfort & noise reduction,
3/4 ton or above trucks that focus on traction and sidewall durability more than longevity
ProsYear-round traction,
Winter performance,
Aggressive appearance,
Budget-friendly
Conswear out relatively quickly when used extensively for long-term off-road purposes, mainly due to its tendency to heat up rapidly,
It’s a mid-grade tire, hence it produce noise and offers slightly rough ride
VehicleSUV,
Light truck
Available Sizes

15”, 16”, 17”, 18”, 20”

Made InUnited States
Warranty50,000 – 55,000 miles

Pathfinder AT is a versatile tire designed for both on and off-road adventures. With its exceptional dry performance, thanks to its cavitated design and biting edges, this tire delivers satisfying traction. Responsive and stable, it maneuvers well with interconnected center blocks. The Pathfinder AT shines in cornering stability, with robust sidewalls and beefy shoulder blocks. Its softer compound and zigzag sipes enhance wet traction, while the 3PMSF rating ensures decent winter performance. While road noise may be present, its relatively low tread depth offers a comfortable ride. Designed for durability and off-road performance, it excels on rocky terrains and muddy surfaces. Exclusive to Discount Tire, the Pathfinder AT comes with warranties for added peace of mind. Embark on your next adventure confidently with the Pathfinder AT, a tire that combines traction, stability, and versatility.

Table of Contents

Dry Performance

The dry performance of all-terrain tires is generally pretty satisfying. This is because of the nature of these tires.

All-terrain tires are cavitated and have a lot of biting edges due to increasing traction capability.

The equation is similar for Pathfinder AT also. It provides pretty well dry traction. It’s expected because this tire is marked with 3PMSF.

I know 3PMSF rates the winter performance. However, 3PMSF tires have a 30% softer compound which leads them to better gripping ability.

In summary, Pathfinder AT provides decent dry performance. I’m saying decent because dry performance isn’t only dry traction. Responsiveness and cornering stability are a huge part of it.

Let’s talk about them in another section.

Responsiveness

Visibly beefy!

Responsiveness of all-terrain tires related to the tread design and compound stiffness.

To provide more precise output, I prefer the analyze responsiveness by load range.

I know most of you reading this review because you want an aggressive look and looking for a budget-friendly tire. 

Here are a couple of things to know before making any purchase,

  • If you’re changing from the all-season tires, there is no way this tire make you happy regarding responsiveness
  • If you’re changing from an all-terrain tire, I kindly ask you to define your needs properly. This is a concept, medium-duty tire. It’s not going to be the same as your premium brand tire (Hello Toyo AT3 of BFG KO2 owners)

Let’s get a bit more technical.

The game changer regarding responsiveness is a center rib. If the center rib is continuous or at least interlocked, the tire provides superior and quick responsiveness. As you can see Pathfinder AT has neither. Yet, its center blocks are interconnected which leads to satisfying responsiveness. However, this makes it hard to balance it might cause slight vibration at high speed.

If you’re not an aggressive driver and have an SUV or CUV, Pathfinder AT gonna make you happy for sure.

Let’s talk about 3/4 ton or above pickup owners. If you’re pulling a trailer, I think you should stay away from this tire. Interconnected tread design mostly causes a slight drift while driving. Too much danger for me. However, if you’re not pulling a trailer, it probably put you on top of the world.

If you’re not pulling a trailer, Pathfinder AT might be a good option for you. However, this design generally causes uneven wearing. So, rotation time is key for you.

Note: Pathfinder AT has relatively low tread depth which is a great advantage for superior responsiveness.

Cornering Stability

Cornering stability is where Pathfinder AT shines.

As I’ve mentioned before, this is a medium-duty tire. You can’t do severe off-road with this tire but it has a beefy and strong sidewall to provide decent stability.

Pathfinder AT has a B-rated heat resistance for p-metric sizes. This is good for cornering stability but bad for longevity.

Its robust and beefy shoulder blocks help the tire to keep its shape and provide great cornering stability.

Pathfinder AT has a unique cornering stability.

Wet Performance

The wet performance of all-terrain tires is generally questionable because of their robust compounds. These tires face severe external effects. So, they should have cut&chipping resistance.

Pathfinder AT has a slight advantage out here. While most all-terrain tires have at least a 600 UTQG rating for p-metric sizes, this dude has 500. That basically means it has a softer compound which is great for wet traction.

Well, is it enough? Not much.

Besides the soft compound, Pathfinder AT has zigzag sipes on the shoulder blocks and lateral full-depth sipes on the center section. While zigzag one increases the wet traction and decreases the aquaplaning capability, lateral ones on the center blocks prevent heel and toe-type uneven wearing.

Overall, Pathfinder AT is an alpha plus wet performance tire that also provides unique hydroplaning resistance because of its open shoulder blocks.

Winter Performance

Winter performance of all-terrain tires is generally poor if the tire doesn’t mark with 3PMSF.

Luckily, Pathfinder AT has this labeling. The label is proof that the compound of Pathfinder AT stays sticky when the weather gets cold.

Due to its soft compound and extra biting edges, Pathfinder AT provides decent traction on light snow and bare pavement.

Though, Pathfinder AT’s tread design is shining when it comes to deep or moderate snow. Its interconnected design and staggered tread block edges increase the Pathfinder AT’s self-cleaning capability. If you keep the tread clean and have that much void area in the tread, there is no way you get poor deep snow traction.

The only concern is on the ice which I don’t recommend to ride any all-terrain tire.

Overall, Pathfinder AT is a great winter tire.

Road Noise

Looks great on lifted F150

As the tread gets cavitated, the tires get noisier. Hence, most premium tire brand prefers interlocked tread design.

Pathfinder AT has a disadvantage out here. The tire itself has tons of void area. Moreover, its center section is way much sectional and that causes too much air movement when it’s rolling. Air movement is the main reason for the road noise.

The only advantage of Pathfinder AT is its relatively low tread depth. Yet, Pathfinder AT tends to produce road noise.

If you’re changing from a mud-terrain tire, it may make you happy. For the rest, Pathfinder AT is a slightly noisy tire.

Riding Comfort

Riding comfort is highly related to an internal structure and tread pattern.

For instance, when you use e-rated tires instead of C-rated ones, you’re going to feel bumps because the internal structure is too stiff. On the other hand, if you use SL tires instead of C-rated ones, you’re going to have way much smooth riding. This doesn’t mean you can use any tire you want. First, your tires should match the minimum load and speed requirements of your vehicle.

Let’s go back to the point. Pathfinder AT has a stiff internal structure. Its beefy sidewalls and multiple-ply sidewalls are proof of that. Yet, its relatively low tread depth is a good sign for a comfortable ride.

Overall, if you’re looking for a street tread, this isn’t your tire and it will provide a rough ride. If you need something for your working truck, please welcome a smooth ride.

Tread Life

Even though Discount Tire claims that this tire is a long-lasting one. I strongly believe that it highly depends on your use conditions and vehicle.

SUV owners,

If you’re okay with a slightly rough ride and road noise, this tire will provide decent tread life.

1/2 ton truck owners,

I think these tires are a great fit for you. Pathfinder AT is a definition of a mid-grade AT tire.

3/4 ton or above truck owners,

It might make you feel in heaven regarding traction. Though, your vehicle will eat up its fluffy compound. It’s still a great option if you don’t drive too many miles.

Getting maximum wear life from a tire is related to you as well as your tire,

If you’d like to learn how to get maximum tread life:

https://tireterrain.com/how-to-make-tires-last-longer/

Off-Road Performance

The main features of Pathfinder AT are durability and lose ground traction. As it is seen, there are great features for off-road performance.

Due to its beefy and durable sidewalls, Pathfinder AT performs pretty well on rocky terrains. However, you should keep your usage time limited because this tire heats up very quickly and that causes quick wearing.

Moreover, its voided tread is great for muddy surfaces. Besides that, its self-cleaning capability is a huge advantage.

Because of its soft compound, the tire has a unique gripping capability which is great for dirt and gravel traction.

Overall, Pathfinder AT is a great off-road tire for short-term use. So, it’s great for construction sites. Yet, I don’t recommend this tire for long-distance off-road usage or adventurous usage like rock crawling or deep mud crawling.

Warranty

Discount Tire offers different warranties depending on the size.

For P-metric tires: Discount Tire offers 55,000 miles treadwear warranty

For LT sizes: Discount Tire offers 50,000 miles treadwear warranty.

For Flotation Sizes: There is no treadwear warranty

Sizes

15” Wheels16” Wheels17” Wheels18” Wheels20” Wheels
31/10.5R15 C-Rated245/70R16 SL265/70R17285/65R18275/55-R20
30/10.5R15 C-Rated265/75R16 E-Rated315/70R17275/70R18275/60R20
265/75R16 SL265/65R17295/70R18
245/75R16 SL285/70R17265/70R18
285/75R16 E-Rated255/70R18

Note: Available sizes can change from time to time. I highly recommend Discount Tire – PathFinder AT product page for a piece of certain information.

Size Selection

Before we dive into selecting the right tire size, it’s essential to understand the tire standards that manufacturers follow.

Technical Standards & Regulations

In Europe, the tire standardizing organization is called ETRTO. In the United States, it’s The Tire and Rim Association (TRA), while in Japan, it’s the Japanese Automobile Tire Manufacturers Association (JATMA). Although there may be other organizations, they generally align with one of these three.

When it comes to passenger car tires, TRA designates them by placing the letter “P” in front of the size to indicate conformity to the TRA standard. On the other hand, ETRTO and JATMA do not use any letters, which can sometimes be confusing when determining which standard is being used.

For light truck tires, TRA uses the letters “LT” in front of the tire size, while JATMA places the letters “LT” after the size. ETRTO, however, uses the letter “C” after the size to indicate tires of this type.

In the realm of medium truck tires, ETRTO uses the letter “C” after the size to designate tires designed according to their standard. In contrast, TRA and JATMA do not use any letters in this context.

Now, here’s what’s essential: Tires with the same dimensions (size) may have different maximum load capacities depending on the standard being followed. So, it’s crucial to consider the relevant standard when choosing tires.

When it comes to load capacity designations, “SL” (Standard Load) and “XL” (Extra Load) are used for all passenger car tires, regardless of which standard is being followed. In the ETRTO standard, “Reinforced” is also used as an alternative to “XL.”

Load Range, on the other hand, is specific to TRA. ETRTO and JATMA use the term “Load Index.” While TRA references Load Indexes, it’s important to note that the values provided are approximate.

To sum it up, understanding the tire standards and designations is vital as they play a significant role in determining the right tire size and load capacity. By considering the appropriate standards, you can make an informed decision when selecting tires that meet your vehicle’s requirements.

Here are two great articles if you wanna dive deeper:

Load Range vs Load Index: https://www.discounttire.com/learn/load-range-load-index

Tire Sizing System: https://www.discounttire.com/learn/euro-vs-pmetric-tires

How to Select the Right Tire Size Based on Your Requirements?

When it comes to selecting tire sizes for your vehicle, it’s important to keep in mind that most vehicles offer more than one original equipment size. Let’s take the 2019 Ford F-150 Lariat Crew Cab 4WD as an example. You have three different tire size options: 275/55R20 SL, 275/65R18 Load Range C, or 275/65R18 SL.

Note: I use Toyo Open Country AT3 for an example tire. You can use this link to see tire options for your vehicle and then make a comparison between the sizes:
https://www.discounttire.com/fitment/vehicle

If you don’t know your tire size: https://tireterrain.com/find-tires-by-vin-number/

Let’s focus on comparing the 275/65R18 SL and 275/65R18 Load Range C options for a more detailed comparison. Your decision should be based on your priorities. If you prioritize a smooth ride and better handling, the SL option is the way to go. On the other hand, if you value hauling or towing performance and tire longevity, the Load Range C option would be a better fit.

As a tire engineer, my perspective often revolves around load-carrying capacity. Generally, tires with higher load capabilities tend to provide a stiffer ride. However, there’s a bit of an illusion to consider. When you compare the two tires in the same size, the SL-rated tire may initially appear to have a higher load capability. But here’s the catch: P metric tires, like the SL option, need to be derated by a factor of 1.1 when used on a truck. Crunching the numbers reveals that the SL option actually has a lower maximum load capability. Additionally, it boasts a lower tread depth, which translates to better responsiveness.

The same principles I mentioned earlier also apply when comparing XL and E Load range tires. In summary, if your vehicle allows for Passenger Car or LT (Light Truck) tires, going with a passenger option will provide you with better on-road manners. However, if you find yourself venturing off-road frequently, own a working truck, or regularly engage in towing and hauling heavy loads, then LT tires are generally the better choice for your needs.

Couple of tips for towing;

  • Even though the load index of passenger car tires fits, when it comes to towing, sidewall stability is the issue. Hence, LT tires with Load Range C, D, or E provide better stability. 
  • Generally, a load index higher than 119 is recommended for towing
  • Proper loading is important for even wearing. 60/40 rule should be followed. 60% of the weight should be on the front axle and 40%of weight should be applied rear axle of the trailer. Besides that, try to center load. Start with heavier ones if you gonna stack them up.

To wrap it up, selecting the right tires comes down to choosing the ones that align with your driving preferences and specific requirements.

Conclusion

Pathfinder AT is a mid-grade tire that can be described as a “Jack of all trades, master of none.” From my perspective, it performs well as a tire suitable for both off-road (50%) and highway (50%) driving. However, it may not excel in terms of reducing road noise and providing optimal comfort. On the other hand, it offers excellent durability. Whether it becomes your best or worst tire depends on your specific expectations. I have provided a summarized overview in the table below, tailored to different types of vehicles.

PathFinder AT
Best for1/2 ton working trucks that spends most of time on the road,
SUV owners that focus on longevity more than comfort & noise reduction,
3/4 ton or above trucks that focus on traction and sidewall durability more than longevity
ProsYear-round traction,
Winter performance,
Aggressive appearance,
Budget-friendly
Conswear out relatively quickly when used extensively for long-term off-road purposes, mainly due to its tendency to heat up rapidly,
It’s a mid-grade tire, hence it produce noise and offers slightly rough ride
VehicleSUV,
Light truck
Available Sizes

15”, 16”, 17”, 18”, 20”

Made InUnited States
Warranty50,000 – 55,000 miles

I hope the article was helpful. If you need any further support, please leave a comment below. Have a safe ride folks!

Cooper Discoverer AT3 4S Review — Quiet Comfort & Winter Performance Tested in 2025

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

The Cooper Discoverer AT3 4S is a comfort-driven On-Road A/T tire built for SUVs, CUVs, and light-duty pickups. Unlike tougher Off-Road A/Ts, it’s tuned for highway manners first — offering a smooth ride, dependable wet and winter traction, and a stylish design that appeals to drivers who want all-terrain looks without the harshness of a rugged tire.

From our testing and driver feedback, the AT3 4S is a great match for mall crawlers, full-size SUV owners, and casual off-roaders who stick to dirt trails or gravel roads rather than mud and rocks. Its main trade-off is limited bite in severe terrain, but for most daily drivers, it delivers a strong balance of comfort, control, and light-duty capability.

In the sections ahead, we’ll break down how the AT3 4S performs across dry, wet, winter, and light off-road testing — and if you want to see how it stacks up against other options for your exact vehicle, our All-Terrain Tire Decision Tool makes it easy.

Cooper Discoverer AT3 4S is a compact tire that provides smooth riding on the highways

From my standpoint as a former Bridgestone engineer, the Cooper Discoverer AT3 4S is a reliable on-road tire that delivers excellent handling and true 4-season traction. Its soft compound gives it strong grip, but also means it doesn’t deliver long tread life on heavy pickups (5,000+ lbs). With its mild tread pattern, it provides a quiet, almost muted ride, though this same feature limits its rocky terrain performance. On gravel and rock, it tends to wear quickly, making it less suitable for extended use in those conditions. That said, its strong sidewalls hold up well and make it a dependable option for occasional off-road driving without worry.

Cooper Discoverer AT3 4S

Cooper Discoverer AT3 4S tire
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Tire Decision Tool

For those in a hurry: this tool makes it easy. Just pick your vehicle and what matters most to you, and it’ll instantly suggest the best tire options.

Click Show to see tire recommendations. (After that, changes update automatically.)

Dry Traction

If I’m writing about all-terrain tires, I generally start my analysis with dry traction.

The reason is simple. These tires are made for traction and dry traction is the easiest one you can get.

Unlike wet and dry traction, more rubber on the ground means better dry traction.

Cooper Discoverer AT3 4S is a compact tire that has relatively less void area than its competitors. That basically means this tire can put more rubber on the ground. Moreover, the tire is built for winter. For this reason, it has a fluffy compound and notched tread that offers excellent traction capability.

Cooper Discoverer AT3 4S provides unique dry traction. Yet, I still recommend considering below points out;

  • This is a nimble tire, it’s a good option for quick starting
  • Since it has a soft design, its rolling resistance is low and which means better acceleration
  • I like the stopping distance on dry, we’ll talk about wet later

Steering Response

Steering response is an issue for all-terrain tires.

The slow steering response is natural for all-terrain tires because of their heavy structure and cavitied tread. So, if you’re not familiar to use this tire category, you’ll probably swear never to buy all-terrain tires again. Even Cooper Discover AT3 4S.

I said even Discoverer AT3 4S because, in my point of view, this tire offers one of the best handling in its category.

The steering response is mostly related to the weight of the tire and the center section design.

First of all, Cooper Discoverer AT3 4S doesn’t have an interlocked center section which is bad for traction but great for responsiveness.

In that case, a rib-type design works best. Even though Cooper Discoverer AT3 4S doesn’t have a full rib type design, its design is similar to all-weather tires. I like to call this design ‘hybrid’. 

Due to its half lug – half rib design and relatively continuous center rib (compared to other all-terrain tires, this is way much more continuous) Cooper Discover AT3 4S offers alpha plus steering response.

Note: Cooper Discover AT3 has a similar weight to its competitors. While I’m making this comparison, I only put P-rated tires into consideration.

Cornering Stability

Cornering stability sometimes can be an issue for all-terrain tires.

All-terrain tires can be used on CUVs, SUVs, and pickup trucks. In fact, this is the reason some of them have poor cornering stability on heavy vehicles.

Cornering stability is related to strong sidewalls and inner structure. So, here is the deal.

If you make the sidewall and inner structure too stiff, due to aggressive tread, you notice bumps/cracks/uneven pavement pretty strong.

Because of the above reasons, manufacturers start to classify all-terrain tires.

For instance, 

  • Cooper Discoverer AT3 4S – SUV, CUV, 1/2 ton trucks
  • Cooper Discoverer AT3 XLT – Hauling, towing, above 1/2 ton trucks

Cooper Discoverer AT3 4S’s inner structure contains an extra nylon reinforcement that helps the tire to keep its shape at high velocity. Besides that, this tire has a B-rated heat resistance which means it has thick sidewalls.

Due to its robust shoulder blocks and inner structure, Cooper Discoverer AT3 4S offers exceptional cornering stability. It may even give you a rough ride for a while. I’m gonna talk about it in the next section.

Ride Comfort

Since all-terrain tires should work air-down conditions also, these tires have a robust but flexible inner structure which generally provides decent ride comfort.

Riding comfort is mostly related to the inner structure. I’ve already talked about it. So, I’m gonna keep it short.

First of all, Cooper Discoverer AT3 4S is only available in p-metric sizes which makes it a kinda comfort driven tire.

Secondly, this tire has a soft and compact design. This is great for a smooth ride. Especially if you combine this with a fluffy compound like Cooper did.

As a result of the above items, Cooper Discoverer AT3 4S offers a smooth ride. Though worth reminding, when this tire is new, you may feel a bit bumpy. Especially if you have CUV or a relatively smaller SUV. No worries, this is totally expected. That happens on the tires with strong beads.

Road Noise

All-terrain tires tend to make noise because of their voided patterns.

In that case, if you decrease the void area on the center section, you can get a deaf tire. However, it isn’t always possible for all-terrain tires.

Most manufacturers use the interlocked center section due to decrease void areas.

Since Cooper Discoverer AT3 4S is somewhere between highway terrain and all-terrain tire, it has a rib-like type pattern that decreases the center section void area.

The disadvantage of this kind of pattern is if you want decent loose-ground traction, you should make an aggressive shoulder design.

That’s what Cooper did on Discoverer AT3 4S. This tire has differently sized and robust shoulder blocks. When you make differently-sized shoulder blocks, you should give them some space the work better. Like Toyo Open Country AT3, Cooper Discoverer AT3 4S have a wide space between two shoulder blocks.

Because of the above reasons, you can find Cooper Discoverer AT3 4S a bit noisy if you’re changing from all-season tires. For others, this tire is quite as a church mouse compare to its competitors.

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.

Wet Performance

The wet performance of all-terrain tires sometimes can be tricky.

Even though these tires are made for traction and have tons of biting edges (edges of lugs, shoulder blocks, etc.), they sometimes fail on wet traction.

So, why do these tires spin on wet surfaces?

Because these tires have stiff and generally cut & chipped resistant compounds that have a huge issue on the wet grip.

In order to avoid this manufacturers should use sipes and notches that increase the number of biting edges and provide a decent wet grip. However, this also causes an increase in rolling resistance and decrease your MPG.

Besides the wet traction, hydroplaning resistance is also a huge game-changer in the wet performance. Luckily, all-terrain tires have an advantage out here, well at least not flotation-size ones.

Now that we have the necessary information, let’s talk a little bit about Cooper Discoverer AT3 4S. I’m going into particulars at bottom booms.

Wet Traction

As I’ve mentioned before, wet traction is related to sipe density and compound stiffness.

In that case, the easiest way to understand the compound and sipe density combinations is by checking the UTQG rating.

Cooper Discoverer AT3 4S’s UTQG rating is 620 A B for all sizes. That basically means this tire has A-rated wet traction and B-rated heat resistance and the number means it lasts 6.2 times more than the test tire ( doesn’t mean anything for longevity).

These metrics are great for decent wet traction. Besides that, the micro-gauge sipes on the blocks are creating tons of biting edges and provide excellent wet traction. The only problem is these sipes are increasing fuel consumption. In fact, that was the reason Cooper changed the sipe density of the Cooper Discoverer AT3 and released three different versions of this tire.

Cooper Discoverer AT3 4S has more sides than Cooper Discoverer AT3 and has bigger lugs. This is actually a huge sign of the building intent of this tire. This tire is more pavement-driven. Hence, its loose-ground performance isn’t satisfying as the old Cooper Discoverer AT3. Yet, this is a huge update for wet and light snow traction.

The only issue is the extra sipes aren’t full-depth. That actually means that this tire has different compound layers. Not an issue for wet traction but regarding longevity it’s an issue. I’ll talk about it later on.

Due to its sipe density and relatively soft compound, Cooper Discoverer AT3 4S provides excellent wet traction. One of the best in its segment.

Hydroplaning Resistance

Wide circumferential grooves provide reliable hydroplaning resistance

Hydroplaning resistance is basically the water evacuation capability of the tires. In that case, circumferential grooves and shoulder slots do most of the job.

Since all-terrain tires should provide loose ground traction, these tires have a sufficient amount of void area for reliable hydroplaning resistance.

The issue out here is the size of all-terrain tires. Wider tires always tend to hydroplane more. For this reason, mud tires are flotation-size tires that sometimes cause this issue. 

Luckily, Cooper Discoverer AT3 4S has a 5-rib design that contains 4 circumferential grooves. Cooper calls them Aqua Vac Channels. Besides that, its open shoulder blocks evacuate the water with ease.

Moreover, this tire is only available in p-metric sizes. Hence, hydroplaning isn’t an issue for this tire.

Cooper Discoverer AT3 4S provides trustworthy hydroplaning resistance.

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 Performance

The narrow tread of Cooper Discoverer AT3 4S has a self-cleaning capability which is great for decent winter performance

Winter performance of all-terrain tires is inconsistent because of their stiff compounds.

In fact, the tread design and sipe density are generally good enough to provide decent winter performance.

However, due to the stiff compound, not all winter conditions are suitable for these tires.

For this reason, I prefer to divide this section into three by weather conditions.

Light Snow Traction

Light snow traction is similar to wet traction because this condition doesn’t require a self-cleaning capability.

The first thing you have to pay attention to out here is the 3PMSF label.

This label means that Cooper Discoverer AT3 4S’s compound doesn’t lose traction capability under 7 Celcius degrees.

If the tire doesn’t have this label, the compound gets stiffer in cold weather and it causes a decrease in the grip capability.

Due to its winter-specified compound and sipe density, Cooper Discoverer AT3 4S provides decent light snow traction. I’m not going to say it’s excellent because I strongly believe that halfway through sipes isn’t gonna work for a long time.

Deep Snow Traction

Deep snow traction is part of loose ground traction. For this reason, the void area ratio is highly important.

Cooper Discoverer AT3 4S is a great deep snow tire because it has a deep tread, soft compound, independent lug design, and most importantly sawtooth snow grooves that increase the snow grip significantly.

Ice Traction

Even though Cooper Discoverer AT3 4S has a 3PMSF marking, it isn’t a dedicated winter tire. For this reason, trusting this tire on the ice is a bit utopic for me.

Actually, its tread design is perfect for ice traction. But I keep coming back to sipes and compound stiffness.

Even though this tire has a relatively soft compound compared to its competitors, it’s still way behind for a decent ice performance.

Luckily, Cooper Discoverer AT3 4S is a narrow tire because it’s only available in p-metric sizes. Narrow tires work better on snow and slush.

I can’t say it provides trustworthy ice performance, yet, it can take you out of unexpected situations.

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.

Treadwear

I know most of you wonder why people have different ideas about the tread life of this tire.

I’m going to say to same things I said before, I don’t like the promoting way of the manufacturers.

First of all, even though Cooper Discoverer AT3 4S is an all-terrain tire that mostly focuses on on-road driving. For this reason, its compound is fluffy and its design is soft.

Besides everything I said, because of the halfway-through sipes, this tire has two different compound layers. As you can guess, the second layer is fluffier.

I strongly believe that you should know what to expect from this tire regarding longevity. I recommend putting the below items into consideration.

  • This isn’t a tire for hauling or towing
  • If you gonna use this tire mostly on gravel, there is no way that you get a decent tread life
  • Since this tire has B-rated heat resistance, I don’t recommend this tire for over 5,000 lb vehicles

Cooper Discoverer AT3 4S can provide a decent life for trucks if you mostly drive on the streets. 

Cooper Discoverer AT3 4S can provide a decent tread life for SUVs and CUVs.

Getting maximum wear life from a tire is related to you as well as your tire,

If you’d like to learn how to get maximum tread life:

https://tireterrain.com/how-to-make-tires-last-longer/

Warranty

  • Cooper offers 65,000 miles and 6 years treadwear warranty for this product
  • They also offer 45 days road test guarantee (meanless to me, different compound layers perform differently)
  • Free to exchange for other Cooper brand tires (most of you will need an LT tire, so go with Cooper Discoverer AT3 XLT in that case)

If you need a piece of additional information;

Cooper Discoverer AT3 4S Warranty Document:

https://www.tirerack.com/images/pdf/warranty/CP0122.pdf

Off-Road Performance

When I first time this tire, I was pretty sure that the intent of this tire isn’t off-road.

Cooper Discoverer AT3 4S has a mild design that doesn’t have enough void area for relatively severe off-road conditions.

If you need a tire for hunting, rock crawling or etc, this isn’t your tire.

On the other hand, if you do only drive off-road occasionally, this’s a great tire for you.

The good thing is Cooper Discoverer AT3 4S has strong sidewalls and bead construction. For this reason, it isn’t vulnerable to outside effects. In my point of view, this is way much more important for a mostly city driving tire.

From now on, I’m going to evaluate the performance of Cooper Discoverer AT3 4S for different off-road conditions.

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.

Gravel

Gravel and dirt traction are what most of you want. Well, Cooper knows that and that’s why they’re actually limiting the off-road performance of this tire.

Regarding gravel, the sipe density and the fluffy compound work perfectly. Well, at least if we are talking about only traction.

Besides that, Cooper Discoverer AT3 4S has differently sized shoulder lugs that increase the rocky terrain traction significantly. 

However, because of the fluffy compound and the too many sipes, Cooper Discoverer AT3 4S will wear fast at the beginning of its tread life.

Cooper Discoverer AT3 4S is great for occasional gravel, yet, if you have to drive on gravel for a while, especially if you’re living in a warm region, it can’t provide you decent tread life.

Dirt

Dirt traction is the easiest one the reach. It is mostly related to the number of biting edges. For this reason, even the worst all-terrain tire provides decent dirt traction.

Cooper Discoverer AT3 4S actually has an advantage out here. This tire has a fluffy compound. For this reason, it’s stickier than its competitors.

Dirt isn’t abrasive. Hence, driving on the dirt will not decrease the tread life of Cooper Discoverer AT3 4S.

Cooper Discoverer AT3 4S is an excellent option for dirt driving. Besides the traction, due to the amount of rubber on the ground, it provides way much better handling than its competitors.

Sand

Sand driving is where this tire shines.

Unlike most people think, the best tire on the sand is the mildest one.

The aggressive design tires dig too deep and cause a stuck. In fact, that’s the reason that all-terrain or mud-terrain tires are more expansive than passenger tires.

In that case, the most crucial thing is self-cleaning capability. Even though the independent lugs sometimes cause a lack of self-cleaning, Cooper Discoverer AT3 4S’s staggered groove walls do this job.

Cooper Discoverer AT4 4S is an excellent tire for sand driving. I strongly recommend it.

Mud

Even though this kind of tire isn’t suitable for mud adventure, they’re okay for occasional mud.

In that case, the essential thing is self-cleaning capability.

The issue with Cooper Discoverer AT3 4S is its self-cleaning capability isn’t good enough for deep mud. Relatively deeper of a long distance mud conditions fill the tread with mud and because of the narrow shoulder slots, evacuating this mud is almost impossible.

If you face mud often, I don’t recommend Cooper Discoverer AT3 4S, however, it’s great for half muddy – half smooth road conditions.

Sizes

15” Wheels16” Wheels17” Wheels18” Wheels20” Wheels22” Wheels
225/70R15 100T SL215/70R16 100T SL215/65R17 99T SL255/70R18 113T SL OWL255/50R20 109H XL275/45R22 112H XL
235/75R15 105T SL225/70R16 103T S225/65R17 102H SL265/60R18 110T SL OWL265/50R20 111T XL285/45R22 114H XL
235/75R15 109T XL225/75R16 104T SL235/60R17 102T SL265/65R18 114T SL275/55R20 117T XL
255/70R15 108T SL235/70R16 106T SL235/65R17 108H XL265/70R18 116T SL275/60R20 115T SL
265/70R15 112T SL235/75R16 108T SL235/70R17 109T XL275/65R18 116T SL
265/75R15 112T SL245/70R16 111T XL235/75R17 109T SL
245/70R16 107T SL245/65R17 111T XL
245/75R16 111T SL245/70R17 110T SL
255/70R16 111T SL255/65R17 110T SL
265/70R16 112T SL255/70R17 112T SL
265/75R16 116T SL255/75R17 115T SL
265/65R17 112T SL
265/70R17 115T SL
P 285/70R17 117T SL

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

Cooper Discoverer AT3 4S is a comfort-driven all-terrain tire that provides great handling, reliable winter traction, and trustworthy mild off-road traction. It’s a good option for its price. Yet, you better put the below points into consideration before making any purchase.

Cooper Discoverer AT3 4S
Best forMostly on-road driving,
Winter traction,
Below 5,000 lb vehicles
ProsSmooth & quiet ride,
Light-snow and deep snow traction,
Occasional off-road traction
ConsWears fast on long-time gravel usage,
Half-depth sipes,
Wears fast on warm-weather hauling & towing applications
VehicleSUV,
CUV,
1/2 ton light trucks
Test ReportRead the full test report
(July 11, 2022)
Available Sizes15”, 16”, 17”, 18”, 20”, 22”
Made InUnited States
Warranty65,000 miles

I hope the article was helpful. If you need any further support, please leave them in the below section. Have a safe ride folks!

Cooper Discoverer AT3 4S Related Articles

General Grabber APT Review — Expert All-Terrain Tire for SUV & Truck Drivers in 2025

Updated: by 2 Comments

Wide & robust shoulders increase the handling capability

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

The General Grabber APT is a versatile On-Road A/T tire designed for CUVs, SUVs, and light trucks. Unlike heavier-duty Off-Road A/Ts, it focuses on light-duty all-terrain use and dependable year-round comfort, making it especially appealing for drivers who see more highway than trail. As the newest member of General’s Grabber family, it combines a refined ride with just enough off-road capability to handle dirt, gravel, and light winter conditions.

From testing and driver feedback, the Grabber APT earns solid marks for its quiet highway manners, balanced wet traction, and everyday usability. The trade-off is limited ruggedness — it’s not designed for severe off-road use or heavy towing.

In the sections ahead, we’ll break down how the Grabber APT performs across dry, wet, winter, and light off-road testing — and if you want to see how it stacks up against other General options for your exact vehicle, our All-Terrain Tire Decision Tool makes it easy.

Quick Look

General Grabber APT

General Grabber APT tire
Tested Rating: 8.3/10

From my standpoint as a former Bridgestone engineer, the General Grabber APT isn’t a well-optimized tire. While it’s designed for smooth highway driving, its heavy inner structure can lead to balance issues and even increase fuel consumption (MPG). That said, I do appreciate its loose-ground traction, which makes it more capable than many highway-leaning A/Ts. In winter, it’s a solid performer on packed snow, though it struggles in slush and deep powder. In short: if you live in severe winter conditions and want both an aggressive look and reliable packed-snow traction, the Grabber APT can be your tire—but it’s not the most refined choice for fuel efficiency or balance.

Dry Traction

Unlike winter and wet traction, Dry traction needs different requirements.

Most all-terrain tires don’t have any issues with dry traction due to their tons of biting edges. These edges (the frame of lugs and sipes) help tires to hold their ground in slippery conditions.

However, sometimes, starting with this amount of edges could cause a bit of delay in dry conditions. Regarding General Grabber APT, things are a bit different.

Unlike most all-terrain tires, the amount of notches for this tire is lower. Besides that its rubber is slightly softer than other all-terrain tires on the market.

This well-balanced compound & sipe density provides sporty driving on dry surfaces.

General Grabber APT provides sporty dry traction. I strongly recommend it for aggressive drivers.

Handling

If you’re changing from all-season tires, handling is the most important feature you should pay attention to.

All-Terrain tires are traction-focused tires. Hence, their highway features are behind the all-season tires. 

Since these tires have less rubber on the road, they’re less responsive than all-season tires in the market.

In that case, balancing the void area, compound stiffness, and sidewall stiffness is crucial.

So, there are two metrics out here that you should definitely pay attention to.

Let’s analye them one by one.

Steering Response

Steering responsive is basically the time between your steering input and your tire’s action.

So, all-terrain tires are wide and heavy tires. For this reason, of course, their steering response is slower than all-season tires. 

In a word, it doesn’t make sense to compare this with all-season tires. Hence, this analysis will cover only all-terrain tires.

General Grabber APT design is a combination of Nitto Ridge Grappler and Continental Terrain Contact AT. Both tires are known for their responsiveness.

So, how generally achieve quick steering response with these tires?

Simple, unlike most all-terrain tires, General Grabber APT has 3 sections. Two shoulders and one center section.

General Grabber APT’s shoulders are wide and robust. Hence, it has more rubber on the surface. Moreover, the center section of the General Grabber APT consists of interlocking blocks. These blocks work as one while wheeling and decrease the center section void area as much as they can. As a result, General Grabber APT can touch the ground from all angles and become one of the most responsive and highway-oriented tires in the market.

General Grabber APT offers a quick steering response.

Cornering Stability

Unlike steering response, cornering stability is related to the inner structure.

In that case, General Grabber APT’s DuraGen™Technology gets into the game.

Here are my outputs about this technology,

  • The technology even makes the p-metric sizes a bit heavy
  • It’s great for cornering stability and durability
  • I’m not sure but it might cause balance issues on LT sizes

As a result, General Grabber APT provides great cornering stability. Yet, I still recommend observing the vibration level of these tires at least for the first 45 days of the trial for pickup owners. You may need replacements for some of them. No worries, the warranty will cover it.

Wet Performance

Similar to handling, wet performance has two different metrics.

  • Wet Traction: Important for starting, stopping, and accelerating
  • Hydroplaning Resistance: Ensures that you don’t lose control of your vehicle in a downpour

Both are related to different features. Let’s dig into them!

Wet Traction

Wet traction is related to compound stiffness and the sipe ratio.

So, General Grabber APT is a compact all-terrain tire. Hence, it has more rubber to touch the ground. It’s a huge advantage. Especially, if you wanna decrease the sipe amount on the shoulders.

General Graber APT has a 540 AB UTQG rating which means that its compound is slightly fluffier than the average. Why? Because General wants fewer sipes and they have enough rubber on the ground for decent traction.

I’m not going to say it’s gonna be best-wet tire, though, I like the idea behind it. Keeping the wet performance at the optimum level for a better MPG.

General Grabber APT offers decent wet traction.

Hydroplaning Resistance

Wide circumferential grooves increase hydroplaning resistance

While going through the puddles, if you put on the brakes, you may feel the floating feeling. This feeling is called hydroplaning resistance and it’s vital.

Due to their wide patterns, all-terrain tires tend to hydroplane more than all-season tires.

In this case, there are two features that are highly important. Open shoulder blocks and circumferential grooves.

General Grabber APT is great in both cases. Maybe that’s the reason people love to drive it on squishy regions.

Due to its two wide circumferential grooves and open shoulder blocks, General Grabber APT throws the water out with ease. Hence, it provides decent hydroplaning resistance.

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 Traction

Winter traction of all-terrain tires can be tricky.

Because of their nature, all-terrain tires have stiffer compounds than other tire categories.

Since winter traction requires slippery surface traction, the fluffy compound and blocky pattern work best.

In this case, the real issue is light-snow, deep-snow, and ice traction should be separated because all of them need different features to provide decent traction.

Before starting to analyze them separately, I would like to state that General Grabber APT is branded with 3PMSF which means its compound can still work properly in the below 7 Celcius degrees (at or below 40º F).

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.

Light Snow Traction

Light snow traction is similar to wet traction.

Unlike most people think, it’s more important and vital than deep snow traction.

The reason behind this is simple, on the surface of the roads, there is dust and dirt. You may not see them with the naked eye but this dirt and dust become a slight mud when combine with the light and relatively warmer snow.

In this case, General Grabber APT is neither great nor poor tire. Its fluffy compound provides enough grip for light snow. However, its sipe density is slightly behind for a non-questionable light-snow performance.

So, depending on where you live, this tire can be a great fit for you. Yet, I still recommend putting the below items into consideration.

  • If you face slush so often, I recommend the warm these tires up before expecting a trustworthy traction
  • If you mostly drive on plowed roads, these dude is a great option

In summary, General Grabber APT provides decent light-snow traction in occasional conditions. Yet, it’s still behind the tires like Cooper Discoverer AT3 4S or Falken Wildpeak AT Trail.

Deep Snow Traction

Deep snow traction is what I expect more from this tire.

Compare to other tires in the same category, General Grabber APT has a higher tread depth. 

In fact, this is the reason dealers call this one a winter-oriented tire.

Due to its soft compound, blocky center section, and deep tread, General Grabber APT provides great traction on deep snow.

Ice Traction

Normally, with these features ( fluffy compound and compact pattern), achieving trustworthy ice traction is easy.

The issue out here isn’t traction. Handling.

If you face ice occasionally, General Grabber APT is your tire. However, its tread depth is too much for decent handling on the ice. I strongly recommend taking it easy with these ones. It can take you out of unexpected situations but you may probably lose handling with time.

Note:  This is not a dedicated winter tire as the dealers market it.

Riding Quality

Riding quality is basically the rebounding absorption capability of the tire.

It’s related to compound stiffness, inner structure, and pattern design.

So, I’ve already talked about how its design is softer than the dedicated off-road tires. Besides that, its compound is fluffy which is another great advantage.

But the most important feature is ComfortBalance™ Technology.

This technology adds extra absorption later to the inner structure. This layer works perfectly regarding road force absorption. However, it decreases the heat resistance of the tire. That’s the reason that most p-metric sizes have a B heat resistance instead of A.

General Grabber APT offers a cozy drive.

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.

Road Noise

Road noise is related to the void area ratio of the tire and the size of the lugs.

Regarding the void area, I think General Grabber APT is a great fit. However, the size of its lugs is too big.

Even though the center section is interlocked, the shoulders are robust and have a respectable amount of void area.

Due to its highly blocky shoulders, General Grabber APT is a slightly noisy tire on the highway.

Longevity

The longevity of the tires is tricky. It depends on your vehicle, driving habits, and driving conditions.

In this case, stiff compounds work best but it’s not the only metric you should put into consideration.

Tread depth and sipe density are also playing a big role out here.

Here is how it works,

  • As long as the tire has fewer sipes, it tends to wear evenly. So, it provides better tread life. In this case, General Grabber APT has a great design.
  • As I’ve mentioned before General Grabber APT has a deep tread. Good feature for longer tread life
  • General Grabber APT has a fluffy compound and B-rate heat resistance, these aren’t what I wanna see on long-lasting tires.

Unlike most people think, I don’t believe that this is the greatest tire regarding tread life.  For sure it’s above average. Yet, I think that you better use exact fit sizes if you wanna use this tire.

Besides that, you probably see comments like I drive 20,000 miles still there are tons of tread left. Of course, there are. Because the tire has a deep tread. I know these are do-gooder comments but they’re misjudged.

Getting maximum wear life from a tire is related to you as well as your tire,

If you’d like to learn how to get maximum tread life:

https://tireterrain.com/how-to-make-tires-last-longer/

Off-Road Performance

As I’ve mentioned before, the design of this tire only fits light-duty off-road.

For this reason, this tire isn’t great on

  • Rock Crawling
  • Mud Driving

Regarding light-duty applications, let’s analyze them one by one.

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.

Dirt Traction

I think that the dirt is where General Grabber APT shines.

It doesn’t have too many sipes but its fluffy compound and blocky shoulders provide decent traction on dirt.

General Grabber APT is a great tire for dirt.

Gravel Traction

I came across this photo while doing research.

Due to its blocky pattern and deep tread, General Grabber APT’s loose ground traction is great.

Since gravel is the easiest loose ground traction, General Grabber APT doesn’t have any traction-related issues.

However, in my point of view, there are two different metrics that are more important than its traction capability on the gravel.

Stone ejection capability and sidewall durability.

Regarding sidewall durability, it’s one of the best. However, I can’t say the same thing for stone ejection capability.

When I first time sees this tire, I was a bit suspicious about its self-cleaning capability.

Well, I was right (see the above picture).

The soft compound tends to hold stones. It’s not a big deal if you’re okay to clean them up after riding on the gravel. However, if you don’t like this kind of cleaning, it might become a headache for you.

Sand Traction

Due to its less aggressive pattern and deep tread, General Grabber APT can float on the sand. The sand traction may be the best feature of it.

Light Mud Traction

If this tire had a more aggressive pattern, it could be a great mud tire because of its deep tread.

However, the void area ratio in its tread is low. Hence, it can’t provide decent traction in the deep mud.

On the other hand, the issue isn’t traction on the light mud. Self-cleaning again.

Because of its deep tread, it needs time or high-speed driving to clean itself after the mud driving.

Due to its soft rubber, General Grabber APT can provide great light mud traction. However, at the beginning of tread life, self-cleaning could be an issue for you.

Sizes

16”17”18”20”22”
LT215/85R16 115/112R E235/75R17 109T SL255/70R18 113T SL275/55R20 117T XL285/45R22 114H XL
LT225/75R16 115/112R E245/65R17 107T SL265/60R18 110T SL275/60R20 115T SL
235/70R16 106T SLLT245/70R17 119/116R E265/65R18 114T SLLT275/65R20 126/123S E
LT235/85R16 120/116R E245/70R17 110T SLLT265/70R18 113/110S C
LT245/75R16 120/116S ELT245/75R17 121/118S E265/70R18 116T SL
245/75R16 111T SL255/65R17 110T SLLT275/65R18 123/120R E
Not Rated For Severe Snow
255/70R16 111T SL255/70R17 112T SL275/65R18 116T SL
265/70R16 112T SL255/75R17 115T SLP275/70R18 116S SL
Not Rated For Severe Snow
LT265/75R16 123/120R E265/65R17 112T SLLT275/70R18 125/122S E
265/75R16 116T SLLT265/70R17 112/109S C275/70R18 116S SL
265/70R17 115T SL
P285/70R17 117T SL

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

General Grabber APT is a great loose-ground tire that offers a smooth ride on the highway. Unlike most dealers claim, I think that this tire could be a bit rough for a CUV. 

Even though it’s great on packed snow, I think that it needs improvement on slush or powder snow.

General Graber APT is a jack of all trades, master of none.

Even though it’s mainly built for highway driving, the tire is too heavy for decent handling and fuel efficiency.

It’s clear that the balancing is the issue. However, I don’t find it a big issue because of General’s 12 monthly replacement offer. If you face it, don’t waste money and time with rebalancing, just claim the warranty. You’ll get a new one.

General Grabber APT
Best forCozy driving,
light-duty off-road driving,
deep snow traction
ProsLong-lasting rubber,
Smooth driving
ConsHeavy inner structure,
lack of self-cleaning capability,
average powder snow traction
VehicleSUV,
1-2 ton,
3/4 ton pickup trucks
Available Sizes16”, 17”, 18”, 20”, 22”
Made InUS,
Mexico,
Czech Republic (22”)
Labels3PMSF
Warranty60,000 miles

I hope the article was helpful. If you have any further questions, please leave them in to the below section. Have a safe ride folks!