The legendary Michelin Defender LTX M/S is gone, and now the spotlight is on the new Michelin Defender LTX M/S2. Michelin didn’t just rename it; they actually reworked the tire from the inside out, and this version looks ready to carry the legacy of one of the most trusted highway all-season tires ever made.
In this review, I’ll go over what’s new, what’s improved, and what actually feels different between the M/S and M/S2. I’ll also dive into real test data and feedback from truck and SUV owners who’ve already spent some miles on it. And as a former Bridgestone field test engineer, I’ll try to explain the technical side of things in a way that doesn’t sound like a boring lab report, just simple, real-world insights on how those changes actually feel behind the wheel.
Note: If you’re here for the Michelin Defender LTX M/S, you’re in the right place! It’s now discontinued, but some retailers still have stock. The newer M/S2 version is the one to check out moving forward.
Quick Look
Michelin Defender LTX M/S2
The Michelin Defender LTX M/S2 steps in where the original M/S left off, and it feels like Michelin knew exactly what to fix. The old Defender was already a strong performer, but it leaned a little too much toward comfort and softness under load. The M/S2 tightens things up. Steering feels cleaner, the sidewalls hold shape better when towing, and the tread design helps the tire stay planted without losing that calm highway ride Michelin is known for. It feels like the same tire, just more confident and refined.
When you look at the numbers, the difference makes sense. It stopped from 50 mph in 100 feet on wet pavement, scored 8.5/10 for comfort, 8.25/10 for noise, and 8.0/10 for steering. In light snow, it performed nearly the same as the old M/S, but its wear pattern under load is clearly improved. The M/S2 spreads weight more evenly, giving better long-term stability for trucks and SUVs that actually work. If the original Defender was about smoothness, this one is about staying strong mile after mile.
Best suited for:
Towing and hauling on highways or light construction routes where stability matters more than looks
Full-size pickups and large SUVs like the F-150, Silverado, Expedition, and Tahoe that carry weight regularly
Fleet or work vehicles that need consistent grip, long tread life, and minimal downtime
Year-round highway driving in light to moderate weather where comfort and longevity take priority
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
Dry Grip and Everyday Stability
Michelin Defender LTX M/S vs M/S2 – Full Performance Comparison
| Condition | Metric | Unit | Michelin Defender LTX M/S | Michelin Defender LTX M/S2 |
|---|---|---|---|---|
| Dry | Slalom | sec | 5.38 | 5.30 |
| Total Lap | sec | 31.93 | 31.27 | |
| Lateral g | g-Force | 0.80 | 0.83 | |
| 50–0 mph Braking | ft | 91.0 | 89.1 | |
| Wet | Slalom | sec | 5.69 | 5.58 |
| Total Lap | sec | 33.86 | 33.37 | |
| Lateral g | g-Force | 0.68 | 0.69 | |
| 50–0 mph Braking | ft | 114.5 | 110.5 | |
| Snow | Acceleration w/TCS | ft | 18.30 | 17.80 |
| Stopping Distance | ft | 68.5 | 69.7 | |
| Ice | Stopping Distance | ft | 42.9 | 43.8 |
On dry roads, the new Michelin Defender LTX M/S2 feels tighter and more confident than the old M/S. Compared to the previous version, there’s roughly a 2% shorter stop and around a 4% boost in cornering grip, which might not sound like much, but behind the wheel, it’s noticeable. The truck feels more connected and reacts a little faster when you turn in.
Now, looking at the full test group, the M/S2 actually finished last in dry braking with a 140-foot stop, while tires like the Continental TerrainContact H/T managed around 130. But here’s the thing — the Michelin also had some of the highest handling and steering scores in the group. That tells me this tire isn’t chasing flashy numbers on an empty test track. It’s tuned for loaded driving, where stability and steering control matter more than pure braking distance.
If you’ve ever towed or driven with a full bed, you know dry braking tests don’t always tell the whole story. Michelin clearly built the M/S2 for real-world use, where the truck is carrying weight and the road isn’t perfect. The tread is firm enough to keep shape under load, and you can feel how the sidewalls resist roll when cornering.
And the feedback from owners matches that perfectly. A guy on r/F150 said he’s at 70,000 miles with his set and still calls them “quiet and solid.” Another Rivian owner said swapping to the M/S2 made his truck feel “like a totally new vehicle — driving on a cloud compared to the Pirellis.” That’s the story everywhere I look: maybe not the best braking numbers on paper, but in real life, it’s the tire that keeps your truck calm, planted, and predictable.
Wet Traction and Braking
In the wet, the Michelin Defender LTX M/S2 is one of those tires that just makes you relax behind the wheel. Compared to the old Defender, it stops about 4% shorter and holds around 1% more lateral grip. It’s not a dramatic jump, but that’s exactly what gives the M/S2 its calm, planted feel when you hit standing water or roll through a fast ramp in the rain.
When you look at the full test group, the M/S2 ranked third overall in wet performance, just behind the Continental TerrainContact H/T and Bridgestone Dueler LX. It stopped from 50 mph in 100 feet, compared to 97 ft for Continental and 99 ft for Bridgestone. Its steering score of 7.25 tied the leaders, meaning it delivers the same precise, predictable control without any twitchiness or delay.
That result tells you everything — Michelin didn’t soften the tread just to grab more grip on paper. Instead, they optimized the tread design, siping angles, and shoulder drainage to push water out faster while keeping the compound firm for long wear. In heavy rain, the M/S2 feels stable instead of grabby, and that’s exactly what you want when you’re towing or driving fully loaded.
Real drivers echo the same story. A user on r/Ram_Trucks said the tire feels “smooth for highway driving and the noise level is to a minimum, especially with the windows up.” Another F-150 owner mentioned “these things hold line better than my old Goodyears — no white-knuckle moments in rain.” Those comments match what the data already shows: strong hydroplane resistance, balanced steering, and quiet control instead of short-lived stickiness.
Overall, the M/S2 feels like that tire you can trust when rain shows up halfway through your trip — steady, confident, and never nervous, no matter how heavy the truck or trailer is.
Snow and Winter Grip
In light snow and slush, the Michelin Defender LTX M/S2 feels slightly more confident than the older M/S. It accelerates about 3% quicker in snow, which means it hooks up a bit faster off the line, especially when traction control kicks in. Stopping distance changed only slightly, with the M/S stopping in 68.5 feet and the M/S2 in 69.7 feet, basically the same within real-world margin. That tells me Michelin didn’t change the compound much, just the way the tread clears snow.
On ice, the results are also close. The new tire stopped in 43.8 feet, about a foot longer than before. But in practice, that’s not something you’ll notice unless you’re driving in freezing rain every morning. What you do feel is how the M/S2 stays smoother during low-speed turns and lane changes. It’s not twitchy or “crunchy” on packed snow like some highway tires.
In broader comparison tests, the M/S2 landed in the middle of the pack for overall winter performance. It needed 82 feet to stop from 25 mph in snow and 105 feet on ice, behind the Continental TerrainContact H/T but ahead of some rivals like the Kumho HT51 and General Grabber H/T. The difference really comes down to tread style, since the Continental’s deeper siping helps initial bite, while Michelin focused more on stability and quiet road behavior once the snow melts.
From an engineering point of view, this makes perfect sense. The M/S2 doesn’t have a 3PMSF rating, but its zigzag sipes and full-depth lateral grooves still deliver the kind of all-season snow grip that most truck owners actually need. It’s tuned for transitional winter conditions — the cold, wet days when roads are half clear, half slushy.
Owners seem to notice that too. A driver on r/F150 mentioned that the M/S2 feels “way more sure-footed on cold, wet mornings,” while another on r/Ram_Trucks said it “clears slush fast and doesn’t feel sketchy like my old Firestones.” Those comments match what the numbers show: good bite in fresh snow, stable in slush, and predictable on icy pavement.
So while the M/S2 isn’t a deep-snow monster, it’s well-balanced for real-world winter driving, especially for anyone who spends more time on plowed roads than mountain passes.
Ride Comfort and Noise
Back-to-back testing between the old Defender LTX M/S and the new M/S2 showed that Michelin didn’t try to reinvent the ride feel — they just fine-tuned it. Both are smooth, quiet, and well-controlled, but the M/S2 feels slightly tauter over small bumps while giving better connection to the road. It’s the kind of change you notice when you drive long enough to feel how the suspension and tire start working together. Test drivers said the M/S2 offers better steering response and control with only a minimal trade-off in softness, which makes sense for newer trucks and SUVs that ride stiffer from the factory.
Noise levels were almost identical, though the M/S2 cleaned up high-frequency harmonics on smooth pavement, while the previous version blended tones better on coarse asphalt. In short, the new tire filters noise differently rather than being quieter overall.
Across the full benchmark group, the M/S2 scored 8.50 for ride comfort, 8.25 for noise, and 8.00 for steering response, landing right behind the Continental TerrainContact H/T (8.75 overall). That’s excellent company for a tire that’s not chasing plushness but stability. The highway stability rating of 8.25 shows how composed it stays at speed — no wandering, no vibration, just a steady feel that makes long trips easier.
From a technical standpoint, that’s exactly what Michelin aimed for. The Evertread 2.0 compound and slightly revised sidewall plies keep the tread planted without making it harsh. It’s firm enough to keep shape under load but flexible enough to smooth out expansion joints and minor cracks.
Real drivers are saying the same thing. One owner on r/Rivian described the M/S2 as “like driving on a cloud compared to the bumpy Pirellis.” Another on r/F150 said it “rides solid and stays quiet even when loaded.” A few SUV owners mentioned it feels “a touch firmer” than the old one, which fits with the test results — more control, same comfort.
So if you liked how the old Defender rode, you’ll feel right at home here. The M/S2 trades a little softness for a lot more stability, and that’s a trade most truck owners will gladly take.
Treadwear and Longevity
If there’s one thing people always expect from a Michelin Defender, it’s long life. And based on both test data and owner feedback, the new M/S2 keeps that promise, this time with a focus on heavier use. According to the results, Michelin clearly aimed for better treadwear under loaded applications compared to the old M/S. The tread compound runs cooler under weight, the casing is reinforced to spread load pressure more evenly, and that is why it handles towing and hauling without eating through the shoulders like softer highway tires often do.
That approach also explains the mixed feedback online. A user on BobIsTheOilGuy said his Defenders “easily hit 80–100K miles” and still held wet traction better than most new tires. On the other hand, a Rivian owner reported faster front wear around 7,000 miles, which makes sense since EV torque is hard on front tires and these are not tuned for that instant load transfer. In short, the M/S2 is built for traditional gas or diesel trucks carrying consistent weight, not lightweight EV setups or mall crawlers chasing looks and mileage at the same time.
That is also where size and load selection become critical. If you pick the right construction for your truck’s weight and stick to a regular rotation schedule, this tire will go the distance. Push it into setups it was not designed for, like oversized fitments or lightweight half-tons, and you will lose that even wear advantage.
As a former Bridgestone test engineer, I can tell you Michelin knows exactly what they are doing here. They are not trying to make one universal Defender anymore. The M/S2 is their long-life workhorse for trucks that tow, haul, and stay loaded most of the time, while the Defender LTX Platinum is tuned for electric vehicles and torque-heavy daily drivers. That is Michelin’s real strength — they segment perfectly.
So, the Defender LTX M/S2 still carries that Michelin reputation for longevity, but it shines most when used as intended. Keep rotations consistent, stick to proper load specs, and it will outlast almost anything in its class.
Conclusion
Highway Terrain Tire Comparison – Dry, Wet, Snow, and Comfort Metrics
| Tire | Dry Cornering (g) | Dry Overall | Dry Braking (ft) | Wet Lap (sec) | Wet Slalom (sec) | Wet Overall | Wet Braking (ft) | Snow Lap (sec) | Snow Accel (ft) | Snow Brake (ft) | Ice Brake (ft) | Ride Comfort | Noise | Steering | Overall Comfort |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Continental TerrainContact H/T | 0.76 | 6.50 | 130 | 36.02 | 7.42 | 7.06 | 97 | 70.18 | 79 | 77 | 95 | 8.75 | 8.50 | 8.25 | 8.50 |
| Kumho Crugen HT51 | 0.75 | 6.44 | 138 | 36.68 | 7.65 | 6.38 | 109 | 71.82 | 85 | 84 | 108 | 7.75 | 7.50 | 7.50 | 7.50 |
| Michelin Defender LTX M/S2 | 0.75 | 6.19 | 140 | 36.25 | 7.46 | 6.94 | 100 | 71.35 | 84 | 82 | 105 | 8.50 | 8.25 | 8.00 | 8.25 |
| Bridgestone Dueler LX | 0.74 | 6.31 | 135 | 36.23 | 7.49 | 7.00 | 99 | 70.91 | 82 | 80 | 102 | 8.25 | 8.25 | 8.00 | 8.00 |
| Goodyear Wrangler Workhorse HT | 0.74 | 5.81 | 133 | 36.52 | 7.56 | 6.63 | 105 | 71.40 | 84 | 83 | 107 | 7.00 | 7.00 | 7.00 | 7.00 |
| Firestone Destination LE3 | 0.73 | 5.94 | 134 | 36.27 | 7.53 | 6.75 | 103 | 70.62 | 81 | 78 | 97 | 8.00 | 8.00 | 7.75 | 7.75 |
| General Grabber H/T | 0.73 | 5.81 | 130 | 36.80 | 7.69 | 6.19 | 112 | 71.93 | 85 | 84 | 109 | 7.25 | 7.25 | 7.00 | 7.00 |
| Goodyear Wrangler Steadfast HT | 0.73 | 5.50 | 131 | 36.71 | 7.64 | 6.31 | 110 | 70.74 | 82 | 80 | 100 | 8.00 | 7.75 | 7.75 | 7.75 |
| Vredestein Pinza HT | 0.73 | 6.00 | 138 | 36.57 | 7.58 | 6.50 | 108 | 71.13 | 83 | 81 | 104 | 7.50 | 7.50 | 7.25 | 7.25 |
After spending time comparing the data, feedback, and design updates, I think the Michelin Defender LTX M/S2 is exactly what it needed to be — a refined version of one of the most proven highway tires ever made. It doesn’t chase flashy numbers or extreme traction; instead, it doubles down on what made the original so good.
The updates in steering response, stability, and wet control make it feel more planted and modern, especially for trucks that tow or haul regularly. The dry braking might not lead the charts, but that is clearly by design. Michelin built this tire to perform at its best under real load, not on an empty test track.
What really stands out is how balanced it feels. The M/S2 is quiet, steady, and forgiving on the road, yet still strong enough to handle serious work. Real owners are proving that it wears slow and stays smooth even after tens of thousands of miles, as long as rotations and alignments are done right.
If you drive a truck or SUV that works hard during the week and cruises quietly on the weekend, the Defender LTX M/S2 is a tire that fits that lifestyle perfectly. It’s not trying to impress in one category — it’s built to perform consistently in all of them, year after year.
FAQ – Michelin Defender LTX M/S2
What’s different between the Michelin Defender LTX M/S and the new M/S2?
The M/S2 brings a stronger internal structure, updated tread pattern, and improved wet handling. Steering is sharper, comfort is slightly firmer, and treadwear performance is optimized for loaded trucks and SUVs. The goal was better control and longer life under real weight without sacrificing Michelin’s signature comfort.
Is the Defender LTX M/S2 good for towing and hauling?
Yes. The M/S2 is built for loaded applications, not just light daily driving. The casing spreads load evenly across the tread and runs cooler under pressure, helping it stay stable when towing campers, boats, or trailers.
How does it perform in rain and snow?
In testing, the M/S2 stopped from 50 mph in 100 feet on wet pavement, ranking near the top of its class. It is strong in rain and slush, but since it does not carry the 3PMSF badge, it’s best for moderate winter conditions or plowed roads rather than deep snow.
How quiet and comfortable is the M/S2 compared to the old version?
Michelin tuned the new tire to feel more connected to the road without getting rough. It scored 8.50 for ride comfort and 8.25 for noise, ranking just behind Continental’s TerrainContact H/T. Drivers describe it as “smooth, calm, and balanced,” even at highway speeds.
How long does the Defender LTX M/S2 last?
Michelin backs the M/S2 with a 70,000-mile warranty for most sizes, and real users report anywhere from 70K to over 90K miles when properly rotated. It’s built to last under load, though aggressive EV torque or oversized setups may wear it faster.
For those who prefer to see whole market analyze:
- https://tireterrain.com/best-all-terrain-tires/
- https://tireterrain.com/best-all-terrain-tires-for-snow/
- https://tireterrain.com/best-1-2-ton-truck-tires/
- https://tireterrain.com/best-3-4-ton-truck-tires/
- https://tireterrain.com/best-rt-tires/
- https://tireterrain.com/best-tires-for-snow-plowing/
- https://tireterrain.com/on-road-all-terrain-tires-highway/
A couple of popular size analyses:
- https://tireterrain.com/best-35x12-50r20-all-terrain-tires/
- https://tireterrain.com/best-285-70r17-all-terrain-tires/
- https://tireterrain.com/best-275-55r20-all-terrain-tires/
- https://tireterrain.com/best-275-65r18-all-terrain-tires/
Want to learn more about all-terrain tires:
- https://tireterrain.com/highway-tires-vs-all-terrain-vs-mud-terrain/
- https://tireterrain.com/all-season-vs-all-terrain-tires/
- https://tireterrain.com/tire-load-index-and-load-range/
- https://tireterrain.com/lt-tires-vs-passenger-tires/
- https://tireterrain.com/are-all-terrain-tires-good-for-daily-driving/
- https://tireterrain.com/are-all-terrain-tires-good-in-snow/
- https://tireterrain.com/are-all-terrain-tires-loud/
- https://tireterrain.com/how-long-do-all-terrain-tires-last/
- https://tireterrain.com/are-all-terrain-tires-good-in-rain/
- https://tireterrain.com/off-road-tire-pressure-load-range-for-every-rig/
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