firestone destination xt

Q: What’s the best 35×12.50R20 tire for snow?

Look for 3PMSF-rated A/Ts like the Falken Wildpeak A/T4W or Toyo Open Country A/T III. They stay flexible in the cold and clear slush fast. Hybrids like the Yokohama Geolandar X-AT favor deep-snow bite over ice refinement.

Q: How do 295/65R20 and 325/60R20 compare to 35×12.50R20?

295/65R20 is slightly narrower and taller, which improves steering feel and towing stability. 325/60R20 is wider for stance and flotation in sand, but it is heavier and a bit less efficient. All three are near 35″ overall diameter.

Q: Which tire lasts the longest in this group?

Michelin Defender LTX M/S2 and Toyo Open Country A/T III typically deliver the longest life, often 60–70K miles with rotations every ~6K. More aggressive patterns like Mickey Thompson Baja Boss A/T or BF Goodrich KO3 trade some longevity for traction.

Falken Wildpeak AT4W vs Destination X/T: Which Tire Dominates the Snow Test?

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

Data-driven technical analysis verified by a former Bridgestone test engineer, synthesizing LT application performance.

The Falken Wildpeak AT4W and Firestone Destination XT are top-tier Off-Road All-Terrain tires. While both carry the 3PMSF rating and target the heavy-duty truck market, they represent radically different engineering priorities. The Firestone Destination XT, known as the lightest tire in its category, prioritizes ride comfort and low-speed winter grip. The AT4W, conversely, mandates longevity and maximum casing strength to handle heavy loads. This guide breaks down the data to see which one is the mandatory upgrade for your LT truck.

NOTE: While some AT4W test figures are P-Metric, this analysis is structurally focused on the LT requirements of both tires to deliver the most relevant comparison.

Quick Look

Firestone Destination XT

Tested Rating: 8.2/10

Falken Wildpeak A/T4W

Tested Rating: 8.4/10

Choosing between these two LT giants is a strategic decision between Pavement Endurance and Maximal Traction. The Firestone Destination XT is the optimal design for highway life: its compact tread and shallower depth minimize block squirm, providing superior subjective Ride Comfort , and making it the better choice for towing stability and pavement longevity. The FDXT reinforces this focus with class-leading Ice Braking ( $52.2$ ft stop), though it comes with a shorter $50, 000$ -mile LT warranty. The Falken Wildpeak AT4W, however, is the non-negotiable structural upgrade. Built with a 3-ply casing and a superior $60, 000$ -mile LT warranty, its deeper, aggressive tread ensures mandatory superiority in Wet Traction, Deep Snow pull, and Off-Road Durability ( $8.8$ Rock Score). While the AT4W’s deeper tread compromises some highway stability, its structural toughness and severe-weather performance are necessary for safety and abuse.

Tread Design & Visual Cues: Traction Complexity vs Pavement Efficiency

In a direct line-up, the visual design of these two tires immediately clarifies their functional intent. The Falken Wildpeak AT4W is built to look and act like the heavy-duty champion, focusing on traction complexity. Its center section uses a lower void ratio and blocks that are not in a straight sequence, a deliberate design choice that creates significantly more grip points—this geometry is mandatory for superior wet and winter performance. This aggression is amplified by the deeper tread and robust sidewall, signaling the Falken Wildpeak AT4W’s mandate for severe-duty abuse.

The Firestone Destination XT, conversely, embodies pavement efficiency. Its pattern is visibly cleaner and utilizes a more compact center design which is highly effective at reducing noise and promoting highway stability—a crucial factor in its superior subjective comfort scores. While the Firestone Destination XT’s shallower, more streamlined design enhances pavement longevity and reduces tread squirm during towing, it structurally sacrifices the maximal severe-duty traction the Falken Wildpeak AT4W demands. Ultimately, the Falken Wildpeak AT4W’s raw bulk and complex tread geometry are its commitment to severe weather dominance, whereas the Firestone Destination XT prioritizes road refinement and light-duty endurance.

Dry Performance: Agility vs Rigidity

As a test engineer, I immediately look at the dry performance numbers, and they tell the story of two distinct LT philosophies. The Firestone Destination XT is built for pavement efficiency, stopping from 50 mph in $100.60$ ft with $0.74$ g lateral grip. Its shallower tread and compact design should minimize block squirm, which is key for highway stability. However, drivers noted a frustrating steering vagueness on-center—a consequence of the Firestone Destination XT’s lighter overall construction.

The core technical trade-off for the Falken Wildpeak AT4W is clear: its massive, deeper tread and complex block design sacrifice some pavement stability for outright traction. While its stiffer 3-ply casing attempts to mitigate the tread squirm, the Falken Wildpeak AT4W’s focus on maximum traction complexity means it cannot match the Firestone Destination XT’s pavement stability, making the FDXT the better feeling choice for an unloaded daily driver.

Wet Performance: Confidence vs Caution

When rain hits the asphalt, the Falken Wildpeak AT4W is mandated by engineering to deliver dominant safety. The Falken Wildpeak AT4W’s aggressive lower-void center and non-straight block sequence are specifically designed to create maximum grip points and superior water evacuation. This structural advantage ensures superior confidence under hard wet braking.

The Firestone Destination XT, while acceptable, requires caution. It stopped from 50 mph in a mid-pack $149.10$ ft, with low $0.53$ g lateral cornering grip. Drivers noted they “had to be more careful with brake pedal application.” This performance deficit is the cost of its simpler, compact tread design, which simply cannot evacuate or grip water with the same efficiency as the Falken Wildpeak AT4W’s complex, traction-first geometry. Ultimately, the Falken Wildpeak AT4W is the mandatory choice for wet-weather safety.

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 & Ice Performance: The Winter Specialist vs The All-Rounder

In severe winter conditions, the difference is immediate: the Firestone Destination XT is the Ice Specialist, and the Falken Wildpeak AT4W is the Deep Snow/Durability All-Rounder.

The Firestone Destination XT uses its lighter construction and softer compound to dominate the icy, low-traction reality of plowed roads, stopping shorter on ice at $52.2$ ft (12-0 mph). The Falken Wildpeak AT4W, however, is the structural superior for Deep Snow and Structural Integrity. Its aggressive shoulder and complex low-void blocks dominate snow braking ( $69$ ft stop) and acceleration ( $41.5$ s accel), making it the safer choice when heavy snow or durability is the primary concern.

Tread Life & Longevity: The Longevity Dilemma

This is where the trade-off of tread depth becomes a longevity dilemma. The Firestone Destination XT‘s shallower tread and compact design reduce block squirm, contributing to predictable pavement longevity. The Falken Wildpeak AT4W’s deeper tread and aggressive shoulder, while giving it a superior $60, 000$ -mile LT warranty (vs FDXT’s $50, 000$ miles), can introduce squirm on pavement, potentially accelerating wear on highway miles.

From an engineering view, the AT4W’s longevity is due to its 3-ply DURASPEC sidewall and chip-resistant compound, ensuring longer LT life under abuse. The FDXT‘s longevity is due to reduced pavement squirm—a superior choice for trucks spending $90%$ of their time on highway asphalt.

Off-Road & Durability: Puncture Resistance vs Light-Trail Confidence

The commitment to structural protection is the final arbiter. The Falken Wildpeak AT4W is mandatory for severe off-road use. The AT4W’s 3-ply DURASPEC Sidewall is the ultimate insurance policy, achieving an overwhelming $8.8$ Rock Score due to its resistance to punctures and casing fatigue.

The Firestone Destination XT, while excellent for light off-roading and trails, is built with a lighter-duty casing and tread compound that simply lacks the armor for jagged rock, deep ruts, or prolonged abuse. The AT4W’s armor is non-negotiable for serious off-road use.

Comfort & Noise: Highway Refinement vs Structural Integrity

In the subjective category of ride quality, the Firestone Destination XT’s comfort bias wins. Its lighter weight and compact, shallower tread design directly minimize noise and vibration transfer, making it the superior tire for highway refinement, scoring the highest Ride Quality ( $7.00$ ) in its test group. The Falken Wildpeak AT4W’s comfort profile is the price of its durability: its stiffer 3-ply structure and aggressive tread make it noticeably firmer and noisier, sacrificing refinement for structural integrity.

Final Verdict: Which Tire is Mandatory for Your Truck?

This comparison reveals a perfect split in engineering priorities. The choice between the Falken Wildpeak AT4W and the Firestone Destination XT is the choice between Pavement Endurance and Severe Traction.

The Firestone Destination XT is engineered for the 90% pavement driver. Its shallow, compact tread minimizes squirm, giving it the superior subjective Ride Comfort ( $7.00$ ) and making it the better choice for towing stability and pavement longevity—despite its lower $50, 000$ -mile warranty. Its Ice Braking ( $52.2$ ft stop) is a massive advantage for general winter commuting.

The Falken Wildpeak AT4W is the mandatory upgrade for safety, longevity, and abuse. Its deep tread, 3-ply DURASPEC sidewall, and complex block geometry ensure maximum Wet Traction, superior Deep Snow pull, and overwhelming Off-Road Puncture Resistance (8.8 Rock Score). While its deep tread may compromise highway stability compared to the FDXT, the AT4W is the non-negotiable choice for safety and durability.

Best 35×12.50R20 Tires and Alternate Sizes for Your Use Case (2025)

Updated: November 6, 2025 by Emrecan Gurkan Leave a Comment

If you’ve ever stepped up to 35×12.50R20s, you know it’s not just about traction. It’s about the look. The wide stance, the squared shoulders, and that planted feel that makes a full-size truck look right at home. I’ll admit, I’ve picked tires for looks before too (and probably will again, lol). But once you start towing, hauling, or driving through winter, you learn that not every aggressive tread drives the same. Some ride smooth and track straight, others shake the mirrors at highway speed.

That’s why this guide focuses on real owner feedback, build threads, and engineering data from the tires that actually fit these trucks. Instead of a one-size-fits-all list, it covers three setups that make the most sense for real 35-inch use. 35×12.50R20 gives that classic wide all-terrain footprint. LT325/60R20 adds steering precision and a stronger on-road stance. LT295/65R20 keeps load balance and fuel efficiency in check for towing and daily work. Together, they cover what really matters: the look you want, the control you need, and the real-world performance to back it up.

Quick Look – Best 35×12.50R20 (and Equivalent) All-Terrain Tires for 2025

BFGoodrich All-Terrain T/A KO3 – Heavy-Duty Legend | Built for torque-heavy rigs and overlanders who want proven grip, 3-ply sidewalls, and long tread life. Still the gold standard for durability.

Nitto Ridge Grappler – Hybrid Favorite | The cleanest balance between stance, comfort, and control. Smooth on-road feel with just enough edge for dirt and snow.

Falken Wildpeak A/T4W – All-Weather Performer | 3PMSF-rated upgrade with real snow traction and HD DuraSpec casing. Handles diesel weight and winter roads better than most.

Toyo Open Country A/T III – Reliable All-Rounder | Steady, quiet, and built for towing. Consistent grip in wet or dry, plus a firm sidewall that holds up under load.

Goodyear Wrangler DuraTrac RT – Deep-Tread Workhorse | A favorite for mountain and plow trucks. Strong traction in snow and slush, stable on heavy rigs.

Michelin Defender LTX M/S2 – Highway Comfort King | Smooth, quiet, and built for trucks that stay on pavement but still want winter traction and F-load strength.

Michelin Defender LTX Platinum – Towing & Longevity Pro | Long tread life, top-tier comfort, and ideal load capacity for diesel haulers or HD daily drivers.

General Grabber A/TX – Everyday Performer | Predictable ride and balanced traction with 3PMSF confidence. Great for daily trucks that see occasional dirt.

Yokohama Geolandar X-AT – Hybrid Toughness | Strong wet and snow grip with quieter ride than most hybrids. Ideal for lifted half-tons and weekend trail use.

Mickey Thompson Baja Boss A/T – Maximum Traction Muscle | Bold look with hybrid aggression. Great bite on loose surfaces and impressive winter stability for an F-load tire.

BF Goodrich KO3 – Heavy-Duty Legend

The BF Goodrich KO3 earns its place here because even though it’s only available in LT construction, it still kept up with P-metric all-terrain tires in Tire Rack’s on-road performance test. That’s impressive for a tire this tough. LT casings usually feel heavy and numb, yet the KO3 managed clean steering and short stops on wet pavement without losing the solid, planted feel that made the BF Goodrich KO2 such a favorite. Drivers on CumminsForum and TundraTalk often mention how it feels more refined than the KO2, quieter, smoother, and more predictable when cold. That’s why it’s still my number one pick for this list.

BFGoodrich All-Terrain T/A KO3

Tested Rating: 8.5/10

When it comes to size selection, the BF Goodrich KO3 stands out in two trims. The 35×12.50R20 F version weighs 71 lb and carries 3,640 lb, while the 295/65R20 E weighs 66 lb and carries 4,080 lb. The taller 295/65 size has more internal air volume, which lets it carry more load at the same 80 psi, giving it a calmer, more stable ride when towing or hauling. The wider 35-inch setup spreads traction better off-road, flexing its 3-ply sidewalls and 16/32″ tread depth for grip on rocks and deep snow. Both use a silica-rich compound that stays pliable in freezing temps, keeping the tread blocks biting instead of sliding first.

Still, if you’re not facing harsh conditions and mainly need a tire for mild off-road or towing duty, there are easier options on this list. The BF Goodrich KO3 is built for durability and punishment — not for mall crawlers. It’s a tire that rewards drivers who actually put it to work.

Best Use Cases

Diesel and ¾-ton trucks running through winter or mixed terrain
Overland builds needing 3-ply protection and cold-weather bite
Heavy-duty haulers who value stability over comfort

BF Goodrich KO3 Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 35×12.50R20	F	125R	3,640	71	16/32″	34.5″	80
LT 295/65R20	E	129/126S	4,080	66	16/32″	35.1″	80

Nitto Ridge Grappler – Hybrid Favorite

The Nitto Ridge Grappler makes this list because it bridges that gap between daily driving comfort and weekend trail control better than most hybrids. It’s the tire people buy when they want their truck to look aggressive but still drive comfortably every day. On Silverado, F-150, and Tundra forums, owners consistently highlight how smooth it feels for a tire this aggressive, and how it wears evenly even after 40K miles. It’s not built for deep snow like the Falken Wildpeak A/T4W, but it’s impressively composed in wet and cold conditions, which makes sense once you look at how it’s built.

Nitto Ridge Grappler

Tested Rating: 8.2/10

Across its main fitments, the Nitto Ridge Grappler changes personality. The 35×12.50R20 F weighs 68 lb with a 3,640-lb load capacity and features a deeper 18.3/32″ tread depth, giving it better mechanical bite off-road and in loose terrain. The 295/65R20 E and 325/60R20 E both use a slightly shallower 16.4/32″ tread, which helps them roll quieter and smoother on pavement. The 325/60R20 E pushes that wide 13-inch section, built for lifted rigs that want footprint and stance, while the 295/65 is the more balanced size for towing and daily use. All three share a variable-pitch tread design that cancels harmonics at speed, which is why it stays so quiet despite the hybrid lug pattern.

Still, it’s not 3PMSF-rated and can stiffen in freezing temps, so it’s not ideal for icy roads or daily life in the mountains. But for most drivers, it nails the balance: it looks the part, lasts a long time, and doesn’t punish you for choosing style.

Best Use Cases

Half-ton and ¾-ton trucks with mild lifts or 2–3″ leveling kits
Drivers who want aggressive looks without highway noise
Daily rigs and weekend explorers that split time between pavement and dirt

Nitto Ridge Grappler Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 325/60R20	E	126/123Q	3,750	70	16.4/32″	35.4″	65
LT 295/65R20	E	129/126Q	4,080	63	16.4/32″	35.1″	80
LT 35×12.50R20	F	125Q	3,640	68	18.3/32″	34.8″	80

Falken Wildpeak A/T4W – All-Weather Performer

The Falken Wildpeak A/T4W is one of those rare all-terrains that actually lives up to its “all-weather” claim. As a 3PMSF-rated upgrade to the A/T3W, it grips with confidence in deep snow and slush, yet still feels composed on wet pavement. Truck owners on Ram, Silverado, and Tundra forums often say it’s the most stable tire they’ve driven on winter roads without swapping to dedicated snow tires. Steering stays connected, the tread clears quickly, and despite its aggressive lugs, it stays surprisingly quiet on the highway.

Falken Wildpeak A/T4W

Tested Rating: 8.4/10

Each size tells a different story. The 35×12.50R20 F is the bruiser of the bunch — a 79 lb, 3-ply DuraSpec tire meant for off-roaders and diesel overlanders who run lower pressures on rough terrain. It’s stiff, stable, and built to take abuse, but that extra weight makes it less efficient on the highway. The 295/65R20 E, on the other hand, is the smart choice for towing and daily use. At 71 lb with a slightly shallower 18/32″ tread, it rides smoother, tracks straighter, and handles highway loads beautifully under a trailer. Meanwhile, the 325/60R20 E is the looker — 76 lb with a 13.1″ section width, perfect for leveled or show trucks that value stance and footprint more than steering precision.

All three share Falken’s winter-optimized silica compound, deep 19/32″ tread (except 295/65R20 at 18/32″), and 3PMSF certification, so even the mall crawlers on the 325s get real snow traction. The tradeoff is weight and rolling resistance, but what you gain is unmatched winter stability and confidence on icy or slushy roads.

Best Use Cases

35×12.50R20 F – Heavy rigs and off-road setups needing max durability
295/65R20 E – Tow rigs or daily trucks wanting smoother highway balance
325/60R20 E – Leveled trucks chasing stance and all-weather traction

Falken Wildpeak A/T4W Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 35×12.50R20	F	125R	3,640	79	19/32″	35.1″	80
LT 325/60R20	E	126/123S	3,750	76	19/32″	35.5″	65
LT 295/65R20	E	129/126S	4,080	71	18/32″	35.4″	80

Toyo Open Country A/T III – Reliable All-Rounder

The Toyo Open Country A/T III is one of those rare all-terrain tires that manages to do almost everything well. It’s comfortable on the highway, dependable in snow, and strong enough for off-road trails without ever feeling harsh. On TacomaWorld and Silverado forums, drivers praise how planted it feels on wet pavement and how it maintains traction when pulling trailers or climbing gravel grades. It’s not the flashiest tire here, but it’s easily one of the most consistent performers across every surface.

Toyo Open Country A/T III

Tested Rating: 8.5/10

When it comes to fitment, Toyo offers two 35×12.50R20 options, and that’s where its versatility really stands out. The Load Range E (121R) version weighs 67 lb and carries 3,195 lb at 65 psi, making it ideal for half-ton trucks that see regular off-road use while still needing a smoother, more compliant ride. The Load Range F (125Q) raises capacity to 3,640 lb, delivering stronger casing support for diesel or heavy overland builds. The 295/65R20 E comes in at 64 lb with a 4,080-lb load rating, giving it a stable, tall profile that’s perfect for long towing days or highway-heavy use. Meanwhile, the 325/60R20 E stretches out to 13 inches wide at 69 lb, giving lifted trucks an aggressive stance, though steering precision and road comfort take a mild hit in exchange.

All versions use Toyo’s cut- and chip-resistant tread compound, open shoulder grooves, and 3D multi-wave sipes, which keep it confident in rain, slush, and light off-road conditions. It’s also 3PMSF-rated, so winter traction is far better than what you’ll get from most hybrid A/Ts. It may not claw like a Falken A/T4W in deep snow, but it stays controlled, quiet, and stable no matter what you throw at it.

Best Use Cases

35×12.50R20 F – Diesel trucks and off-road rigs needing stronger load support
35×12.50R20 E – Half-ton trucks that go off-road but still value comfort
295/65R20 E – Tow rigs or highway setups needing smooth directional stability
325/60R20 E – Leveled or show trucks chasing stance and footprint

Toyo Open Country A/T III Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 35×12.50R20	E	121R	3,195	67	16.9/32″	34.5″	65
LT 35×12.50R20	F	125Q	3,640	67	16.9/32″	34.5″	80
LT 295/65R20	E	129/126S	4,080	64	16.6/32″	35.1″	80
LT 325/60R20	E	126/123R	3,750	69	17/32″	35.4″	65

Goodyear Wrangler Duratrac RT – Deep-Tread Workhorse

The Goodyear Wrangler Duratrac RT is built for trucks that see more winter and work than weekend cruising. It’s the evolution of Goodyear’s classic Duratrac — tougher sidewalls, quieter tread, and improved snow traction without giving up its off-road edge. In real use, owners on CumminsForum and Ram 2500 groups say it’s one of the few tires that still bites through packed snow after 20K miles, with minimal drop in winter performance. It’s also less noisy than the original Duratrac, though you can still hear the aggressive tread hum at highway speed — a fair trade for the traction you get.

Goodyear Wrangler Duratrac RT

Tested Rating: 8.2/10

The 35×12.50R20 F version weighs 69 lb, carries 3,640 lb, and packs a deep 18/32″ tread depth. That combination makes it a true all-terrain workhorse. It grips in deep slush, powers through ruts, and stays predictable on wet asphalt thanks to its staggered shoulder lugs and full-depth siping. Its Load Range F casing adds stiffness, which helps towing stability but also means you’ll feel road texture more than with softer E-load competitors like the Toyo A/T III. The tradeoff is durability — this tire handles torque and weight better than most in its class.

It’s also 3PMSF-rated, so it’s not just capable in the snow — it’s designed for it. Whether you’re plowing driveways in Montana or hauling equipment through sleet, the Goodyear Wrangler Duratrac RT stays surefooted where many all-terrains start slipping.

Best Use Cases

Diesel and ¾-ton work trucks driving through heavy snow or slush
Towing and hauling in winter-prone regions
Drivers who prioritize traction and toughness over ride softness

Michelin Defender LTX M/S2 + LTX Platinum – Everyday Workhorse Comfort

The Michelin Defender LTX M/S2 has been the go-to highway all-terrain for years — and for good reason. It rides smoother than most A/Ts, lasts forever, and stays consistent in cold or wet conditions. The newer Defender LTX Platinum builds on that formula with a refined casing and slightly firmer compound tuned for heavy-duty trucks. Together, they cover everything from half-ton commuters to diesel haulers that rack up serious highway miles.

Michelin Defender LTX M/S2

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In real-world use, F-150 and Sierra owners call the M/S2 the most “car-like” tire they’ve ever run on a truck. It cushions bumps, tracks straight even with a trailer, and stays whisper-quiet at highway speeds. The 35×12.50R20 F version weighs 62 lb, carries 3,840 lb, and has a 14/32″ tread depth, making it a rare mix of strength and refinement in an F-rated casing. It doesn’t have the claw of an A/T4W in snow, but its MaxTouch Construction and high-silica compound keep traction strong in cold rain and light snow while cutting rolling resistance.

The Defender LTX Platinum, available in 295/65R20 E (129/126S), brings the same comfort but with a tougher feel. The narrower, taller shape adds stability and steering precision under load — perfect for ¾-ton trucks or towing setups that see long interstate miles. The 65-lb casing supports 4,080 lb per tire, meaning you can load up a heavy camper or boat trailer without the rear end sagging or the ride getting sloppy. It also resists cupping and feathering better than most softer compounds, which is why it’s so popular among Ram 2500 and Super Duty owners who drive daily but work their trucks hard.

Michelin Defender LTX Platinum

Tested Rating: 8.9/10

Neither tire is flashy, but both are tuned for drivers who value control, tread life, and refinement over raw aggression. They handle snow better than most highway tires, stay balanced year-round, and remain one of the smartest picks for mixed-use trucks that don’t want to compromise comfort or safety.

Best Use Cases

35×12.50R20 F (M/S2) – Half-ton trucks wanting highway comfort with solid winter manners
295/65R20 E (Platinum) – ¾-ton or towing rigs focused on stability and tread life
Drivers prioritizing quiet ride, high mileage, and consistent wet/snow control

Michelin Defender LTX M/S2 & Platinum Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 35×12.50R20	F	125S	3,840	62	14/32″	34.5″	80
LT 295/65R20	E	129/126S	4,080	65	14/32″	35.1″	80

General Grabber A/TX – Studdable Utility Traction

The General Grabber A/TX is one of those underrated tires that over-delivers once you put it on a truck. It’s not flashy, but it’s dependable in all the ways that matter — stable under load, predictable in snow, and quiet enough to daily drive without a drone. On Chevy Silverado and TacomaWorld forums, owners often describe it as a “no-surprises” tire that feels safe and solid when other A/Ts start slipping. It’s been especially praised by northern drivers who face long winters and icy backroads because it’s one of the few all-terrains in this class that can actually be studded for extra ice grip.

General Grabber ATX

Tested Rating: 8.3/10

In 35×12.50R20 E, it weighs 70 lb, carries 3,195 lb, and has a deep 16/32″ tread with stone ejectors molded between the lugs. That setup keeps it versatile — enough void space for trail work, but compact enough to stay quiet and firm on pavement. Its softer compound and siping density help it stay flexible through freezing temps, which is why many owners in Canada and the northern U.S. report stable braking and steering even in mixed snow and rain.

The 325/60R20 E ups the stance and adds stud holes for ice use, giving it serious winter potential if you need a tire that doubles as a snow tool. It weighs 74 lb and supports 3,750 lb at 65 psi, with the same 16/32″ tread depth and slightly wider 13″ section width, making it ideal for lifted trucks or drivers who spend more time in snow than mud.

The A/TX might not have the wet-road sharpness of the Toyo A/T III or the deep-snow float of the Duratrac RT, but for pure year-round usability and winter confidence, it’s a quiet, confident pick that wears evenly and holds up over time.

Best Use Cases

Daily drivers and work trucks in snowy or icy regions
Owners who want the option to add studs for winter traction
Trucks needing predictable grip and long tread life without extra noise

General Grabber A/TX Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 35×12.50R20	E	121R	3,195	70	16/32″	35″	65
LT 325/60R20	E (Studdable)	126S	3,750	74	16/32″	35.4″	65

Mickey Thompson Baja Boss A/T – Maximum Traction Muscle

The Mickey Thompson Baja Boss A/T is the tire people buy when they want their truck to look like it can crawl anything — and then actually do it. It’s the widest, deepest-tread tire in this lineup, with 18.5/32″ of tread and up to 15.6″ section width in the massive 35×15.50R20 F size. That translates to huge contact area and unreal bite in sand, mud, and snow. On forums like DieselPlace and RaptorForum, owners love how it looks “borderline overkill” but still tracks straight on the highway. It’s a hybrid A/T that behaves surprisingly well on-road for something this aggressive.

Mickey Thompson Baja Boss A/T

Tested Rating: 8.1/10

The 35×15.50R20 F version weighs 85 lb and supports 3,860 lb at 80 psi, built with Mickey Thompson’s PowerPly XD 3-ply sidewall that resists punctures and keeps steering response sharp even with that massive width. Its softer compound helps with cold-weather traction, but that much tread mass means you’ll hear it — it’s not as quiet as a Toyo A/T III or Wildpeak A/T4W. Still, the payoff is grip. The Boss A/T digs in on dirt, claws through wet grass, and clears mud almost instantly thanks to its wide shoulder voids.

No other A/T in this lineup has this much muscle or visual presence. It’s loud, wide, and built to last — but when you need brute traction with highway control, the Baja Boss A/T stands in its own lane.

Best Use Cases

Lifted rigs or show trucks needing maximum stance and tread aggression
Off-roaders driving through sand, deep mud, or rock-heavy trails
Drivers who value grip and durability over noise or comfort

Mickey Thompson Baja Boss A/T Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 35×12.50R20	F	125Q	3,640	72	18.5/32″	34.7″	80

Yokohama Geolandar X-AT – Hybrid Grit with Daily Control

The Yokohama Geolandar X-AT sits right between an A/T and a mud tire — it’s got the deep-lug aggression and off-road muscle of a hybrid, yet still manages to stay composed on asphalt. Owners on TundraTalk and DieselPlace say it’s one of the few tires that looks wild without killing comfort. The shoulder blocks are huge, and the alternating sidewall pattern gives that “mini-mud-terrain” stance, but the casing stays flexible enough to soak up expansion joints and rough pavement.

Yokohama Geolandar X-AT

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The 35×12.50R20 F version weighs 70 lb, carries 3,640 lb, and is built for lifted or heavy half-tons that want durability with serious trail grip. The 295/65R20 E steps up in load to 4,080 lb at 80 psi, making it the better choice for ¾-ton diesels or towing rigs. It uses a 18/32″ tread depth, which gives it strong self-cleaning and long wear life, while the narrower footprint tracks better on the highway. The 325/60R20 E fills out wheel wells for that planted, aggressive stance without feeling floaty — great for show-plus-trail builds.

Performance-wise, the X-AT digs hard in sand and loose dirt and holds its line in slush or packed snow thanks to its dense siping and triple-polymer compound. It’s not whisper-quiet like a Michelin, but for how aggressive it looks, the hum is surprisingly low. Yokohama’s geo-shield sidewall construction keeps steering tight and resists flex under load, so it doesn’t wander the way older hybrids used to.

If you want a tire that looks like it belongs on a Baja truck but still drives like a daily, the Geolandar X-AT nails that balance. It’s a reliable pick for drivers who want durability, cold-weather traction, and real off-road bite without giving up control on pavement.

Best Use Cases

Lifted half-tons or ¾-tons that see equal highway and off-road time
Drivers wanting a hybrid look with mild-mannered on-road behavior
Towing or trail rigs needing E/F-load durability and winter reliability

Yokohama Geolandar X-AT Specs

Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
LT 35×12.50R20	F	125Q	3,640	70	—	—	80
LT 325/60R20	E	126/123Q	3,750	76	—	—	65
LT 295/65R20	E	129/126Q	4,080	69	18/32″	35.3″	80

Fitment Overview: 35-Inch Tires That Actually Fit and Drive Right

35×12.50R20: balanced look and traction for everyday lifted builds
325/60R20: aggressive stance with tighter handling
295/65R20: smarter choice for load, mileage, and highway manners

35×12.50R20 — Balanced All-Terrain Standard

If you’re running a mild lift or a leveled half-ton, this is the size that just works. It gives the truck a strong footprint without rubbing on daily setups. The 35×12.50R20 is wide enough for a solid sidewall flex off-road, yet light enough to keep steering predictable and ride quality in check. It’s the go-to for F-150s, Ram 1500s, Silverados, and Tundras that need a mix of looks, traction, and everyday comfort.

Best for:

Daily trucks with 2–3″ lifts or leveling kits
Overlanding setups and mixed-terrain driving
Drivers who want stance without sacrificing control

LT325/60R20 — Oversized and Stance-Focused

This one’s for the guys who like their trucks wide and mean. The 325/60R20 stretches just over 12.8 inches, giving a little more shoulder and stability at the same overall height as a 35. It plants the truck on the road, sharpens turn-in feel, and looks downright perfect on a 4–6″ lift. The trade-off is a bit more weight and rolling resistance, but it’s worth it if you want a more aggressive look without going too tall.

Best for:

Lifted half-tons or three-quarter-tons
Weekend trail rigs or show builds
Drivers chasing that wide, planted stance

LT295/65R20 — High-Load and Work-Ready

The 295/65R20 keeps the same overall height as a 35 but trims about an inch of width. That means better steering feedback, higher load capacity, and easier fitment for work trucks. It’s also lighter, runs cooler, and stays stable under heavy tow loads. Most HD diesels and tow rigs that spend more time on pavement than dirt end up here.

Best for:

Heavy-duty diesels and tow rigs
Daily-driven trucks that haul
Long-distance highway use with near-35” height

Conclusion

If you’re running a half-ton or ¾-ton truck, stepping up to 35-inch tires changes the whole personality of your build. It’s not just about size or looks — it’s about finding that mix of stance, traction, and comfort that matches how and where you drive.

If your truck spends more time on pavement than trails, the Michelin Defender LTX M/S2 or Platinum are the easy daily choices. For those who chase snow, dirt, or mixed-weather grip, the Toyo Open Country A/T III and Falken Wildpeak A/T4W bring all-weather control without punishing road noise. Need something tougher? The BF Goodrich KO3 and Mickey Thompson Baja Boss A/T deliver off-road confidence and load strength that smaller tires just can’t.

And if stance and winter traction matter equally, tires like the Nitto Ridge Grappler, Yokohama Geolandar X-AT, or General Grabber A/TX split the difference perfectly — bold look, strong build, stable on the highway.

The truth is, there’s no single “best” tire for every 35×12.50R20 setup. It comes down to how you drive, how much you haul, and how you want your truck to feel on (and off) the road. My advice as someone who’s tested all of these? Pick for your real-world use first, then the look — not the other way around… unless, of course, you’re like me and think a good stance is worth a little extra fuel.

All-Terrain Tire Specs Comparison

Tire Load Range Size

All-Terrain Tire Specs Comparison

Tire Model	Size	Load Range	Service Index	Max Load (lbs)	Weight (lbs)	Tread Depth	Overall Diameter	Max PSI
BFGoodrich KO3	LT 35×12.50R20	F	125R	3640	71	16/32″	34.5″	80
BFGoodrich KO3	LT 295/65R20	E	129/126S	4080	66	16/32″	35.1″	80
Nitto Ridge Grappler	LT 325/60R20	E	126/123Q	3750	70	16.4/32″	35.4″	65
Nitto Ridge Grappler	LT 295/65R20	E	129/126Q	4080	63	16.4/32″	35.1″	80
Nitto Ridge Grappler	LT 35×12.50R20	F	125Q	3640	68	18.3/32″	34.8″	80
Falken Wildpeak A/T4W	LT 35×12.50R20	F	125R	3640	79	19/32″	35.1″	80
Falken Wildpeak A/T4W	LT 325/60R20	E	126/123S	3750	76	19/32″	35.5″	65
Falken Wildpeak A/T4W	LT 295/65R20	E	129/126S	4080	71	18/32″	35.4″	80
Toyo Open Country A/T III	LT 35×12.50R20	E	121R	3195	67	16.9/32″	34.5″	65
Toyo Open Country A/T III	LT 35×12.50R20	F	125Q	3640	67	16.9/32″	34.5″	80
Toyo Open Country A/T III	LT 295/65R20	E	129/126S	4080	64	16.6/32″	35.1″	80
Toyo Open Country A/T III	LT 325/60R20	E	126/123R	3750	69	17/32″	35.4″	65
Michelin Defender LTX M/S2	LT 35×12.50R20	F	125S	3840	62	14/32″	34.5″	80
Michelin Defender LTX Platinum	LT 295/65R20	E	129/126S	4080	65	14/32″	35.1″	80
Mickey Thompson Baja Boss A/T	LT 35×12.50R20	F	125Q	3640	72	18.5/32″	34.7″	80
General Grabber A/TX	LT 35×12.50R20	E	121R	3195	70	16/32″	35″	65
General Grabber A/TX	LT 325/60R20	E	126S	3750	74	16/32″	35.4″	65
Yokohama Geolandar X-AT	LT 35×12.50R20	F	125Q	3640	70	—	—	80
Yokohama Geolandar X-AT	LT 325/60R20	E	126/123Q	3750	76	—	—	65
Yokohama Geolandar X-AT	LT 295/65R20	E	129/126Q	4080	69	18/32″	35.3″	80

FAQ — 35×12.50R20 All-Terrain Tires

Can I run 35×12.50R20 tires on a stock truck?

Most half-tons (F-150, Silverado 1500, Ram 1500) need a 2–3″ leveling kit to clear without rubbing. ¾-tons (F-250, Ram 2500, Silverado HD) usually fit them stock, though minor trimming can still be needed depending on offset and tire width.

What’s the difference between Load Range E and F for these tires?

Load Range E tires max at 80 psi and work best for towing, daily driving, and general off-road use. Load Range F casings handle higher pressure and heat and feel stiffer on the road. Think E = comfort and control and F = maximum durability.

Will 35-inch tires hurt fuel economy?

Yes. Expect about 1–2 mpg loss because of added weight and rolling resistance. Most 35s weigh 65–80 lb each. Proper alignment and inflation help reduce the hit.

What’s the best 35×12.50R20 tire for snow?

Look for 3PMSF-rated A/Ts like the Falken Wildpeak A/T4W or Toyo Open Country A/T III. They stay flexible in the cold and clear slush fast. Hybrids like the Yokohama Geolandar X-AT favor deep-snow bite over ice refinement.

How do 295/65R20 and 325/60R20 compare to 35×12.50R20?

295/65R20 is slightly narrower and taller, which improves steering feel and towing stability. 325/60R20 is wider for stance and flotation in sand, but it is heavier and a bit less efficient. All three are near 35″ overall diameter.

Which tire lasts the longest in this group?

Michelin Defender LTX M/S2 and Toyo Open Country A/T III typically deliver the longest life, often 60–70K miles with rotations every ~6K. More aggressive patterns like Mickey Thompson Baja Boss A/T or BF Goodrich KO3 trade some longevity for traction.

Can I mix different load ranges on the same truck?

Not recommended. Mixing E and F changes handling balance and braking. If you tow often, run F all around. For daily comfort, stay E across the set.

Firestone Destination X/T Review — Towing & Heavy-Duty Performance for 2025

Updated: November 11, 2025 by Emrecan Gurkan 2 Comments

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

The Firestone Destination X/T is a work-focused Off-Road A/T tire built with heavier trucks in mind. Unlike lighter-duty On-Road A/Ts, it’s designed for ¾-ton and 1-ton pickups and body-on-frame SUVs like the GMC Yukon XL, Cadillac Escalade, and Jeep Wrangler Unlimited. Its strengths are clear: hauling stability, towing confidence, and a sturdy LT construction that keeps it planted under load.

From our testing and driver feedback, the Destination X/T also runs quieter than some heavy-duty competitors, but its trade-offs show in ultimate off-road bite and winter grip compared to the top-tier options.

In the sections ahead, we’ll break down how it performs across dry, wet, winter, and off-road testing — and if you want to see how it stacks up against other heavy-duty A/Ts for your exact vehicle, our All-Terrain Tire Decision Tool makes it easy to compare results by SUV, CUV, or truck class.

Quick Look

Firestone Destination XT

Tested Rating: 8.2/10

From my standpoint as a former Bridgestone engineer, the Firestone Destination XT is the lightest tire in its segment, which gives it an edge in responsiveness and makes it more durable for extended air-down use. Its wet and dry traction is highly praiseworthy, and thanks to a compact tread and stiff compound, it’s an excellent choice for hauling and towing, delivering an extremely satisfying wear life. Being severe-winter rated, it performs exceptionally well in light and deep snow, though its harder compound limits grip on ice. It’s also worth noting that the tire can produce a slight hum, and its stiffer ride may feel firm to drivers not accustomed to all-terrain tires.

Tread Appearances

Heavy-duty tires generally don’t look aggressive. Manufacturers focus on performance instead of good-looking. So, they sacrifice from aggressive looking. Well, Firestone Destination XT is an exception in that case. While maintaining its performance, it also looks as tough as a rugged-terrain tire.

Use It	Don’t Use It
Heavy-duty applications	Icy conditions
Above 3/4-ton pickups	Daily driving(It’s LT tire. Though it has a hars ride)
Large(body on frame) SUVs, Jeeps	Crossovers, Unibody SUVs(if it’s not too heavy)
Mild winter conditions

Firestone Destination XT doesn’t have a rib/lug hybrid type pattern design like its rival Cooper Discoverer AT3 LTX or Michelin Defender LTX. It has lug type design with wide shoulders. As a result, it keeps its traction ability on loose surfaces. Moreover, its wide shoulder increases its comfort on highways.

Dry Performance

Dry traction isn’t an issue for all-terrain tires due to their aggressively designed rubber. Well, Destination XT provides huge traction on dry surfaces.

About handling, well-optimized pattern getting into the game. A wide shoulder combined with the interlock center section increases its contact patch and offers decent handling.

Lastly, steering. Steering is an enemy for lug-type tread patterns. In that case, the center section must be work like a circumferential rib and preserve stability. Well, I think Destination XT’s engineers made it very well. The middle center block supports each side with larger side blocks. Therefore, it works like a rib during the wheeling.

Comfort and Road Noise

Due to its wide shoulder design, well-balanced compound, and solid internal structure(2 steel belts support by a 2-ply polyester cord), you don’t feel bumpy like driving a mud-terrain tire. That’s a huge plus.

On the other hand, it performs even better regarding noise cancellation. Due to its interlocked center section( explained in the tread appearance section), this tire is deaf for a heavy-duty tire. Moreover, its void area is narrower than most of its competitors. This feature also brings an advantage to noise cancellation.

Destination XT is quiet and offers a smooth ride. You can confidently go with it if these are your priorities. Yet, Firestone Destination AT2(review) could be a better selection if you wanna extend your riding conditions.

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.

Fuel Efficiency

Due to its low rolling resistance and lightweight, Destination XT is one of the most fuel-efficient tires in its class. For comparison, it’s at least 1mpg better than BFG KO2 for every available size.

Wet Performance

While I’ve been researching this tire for my comparison articles, I was pretty impressed by its wet performance.

Its full-depth 3D sipes increase its biting edge density. This feature increases its biting capability on wet grounds and improves wet traction. However, this’s a heavy-duty tire. Therefore, its compound is relatively stiffer than regular all-terrain tires. That feature decreases its wet traction a bit. Yet, its wet traction is decent. Let’s say 8.5 out of 10.

The keynote speech is hydroplaning resistance. Its open shoulder blocks improve water evacuation and restrain hydroplaning resistance. Due to its tread design(2 circumferential grooves), this tire doesn’t keep water inside of the tread. So, you can confidently drive this tire at high speeds in the pouring rain.

Destination XT is a beast on wet surfaces. I strongly recommend it.

Winter Performance

Winter is where Destination XT shines. Due to its specific rubber, it heats up quickly and maintains its gripping ability in cold winter conditions.

Destination XT is a severe snow-rated tire(3PMFS). Yet, it isn’t the perfect pick for all winter conditions.

Due to its full-depth sipes, it’s a monster on light snow. It can evacuate melted snow very well and avert hydroplaning.

Due to its staggered shoulder lugs, it has massive traction ability on deep snow. Moreover, its divided center lugs(3 pieces with 2 full-depth sipes) can work separately and increase its self-cleaning ability.

Ice is where it fails. Due to its low rolling resistance, its braking distance on ice is average. I don’t recommend it for ice usage.

Destination XT is a safe pick for light and thick snow. However, ice isn’t its expertise.

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.

Off-Road Performance

Even though most heavy-duty tires can perfrom only in mild off-road applications, Destination XT makes a difference and can perfrom on most severe off-road conditions very well. Let’s dig into it!

Dirt and Gravel Performance

Dirt and gravel performance are what heavy-duty vehicles need most. Well, Firestone didn’t miss that point.

Due to its well-placed sipes, it has enough biting edges to provide a decent grip on dirt. However, this tire’s dirt performance is remarkable because of its ‘u’ shaped lugs. This design allows the lugs to move independently. As a result, increases self-cleaning capability significantly. So, its grip ability on dirt is a phenomenon.

Due to strategically placed stone ejectors, Destination XT doesn’t hold small stones on the shoulders and center section. Hence, it can maintain its traction on the gravel.

Destination XT can handle dirt and gravel with ease. You can confidently use it on these surfaces.

Sand

Here is the deal, all all-terrain tires tend to dig into the soft sand. Yet, Firestone Destination XT’s wide shoulders help it to float on sand and maintain its traction capability. Moreover, the tire is naturally wide. Therefore, it can stay on the sand more easily than most of the tires on the market.

Firestone Destination X/T is the master of all-terrain tires on sand driving. I strongly recommend it.

Mud

Due to its big side biters, it can grip compact mud very well. Moreover, its evacuation ability steps in again and helps it to move on muddy days. In this case, its deep and voided tread is the biggest assistant. Especially for the flotation sizes (these sizes specifically have 17/32” tread depth).

Firestone Destination X/T is an assertive candidate for best mud terrain tires. I can confidently say that it’s the best for 3/4 ton work trucks.

Yet, if you need a tire for adventure, you might want to check this article out.

Rock

Firestone Destination X/T is specially built for 3/4 ton or above trucks. Well, it should have strong sidewalls and it does. In my point of view, what makes this tire special is its lightweight even for these extremely strong sidewalls.

So, this lightweight is kinda proof of its alpha-plus air-down performance. It doesn’t get heated due to its thin but durable material. As a result, you can use this tire for an ages on air-down and doesn’t hurt the tire bead.

I’ve already talked about its traction and grip capability. Well, when you combine it with heat resistance, you can get one of the best rock-crawling tires.

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.

Sizes

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

Firestone Destination XT Sizes for 15'' Rim

	Tread Depth	Load Range	Speed Rating	Weight
LT30.5X9.5R15	14/32”	C	R	35 lbs
LT31X10.5R15	15/32”	C	R	40 lbs
LT33X12.5R15	17/32”	C	R	50 lbs

Firestone Destination XT Sizes for 16'' Rim

	Tread Depth	Load Range	Speed Rating	Weight
LT215/85R16	14/32”	E	S	36 lbs
LT225/75R16	14/32”	E	S	35 lbs
LT235/85R16	14/32”	E	S	39 lbs
LT245/75R16	14/32”	E	S	39 lbs
LT265/75R16	15/32”	E	S	44 lbs
LT285/75R16	16/32”	E	R	51 lbs

Firestone Destination XT Sizes for 17'' Rim

	Tread Depth	Load Range	Speed Rating	Weight
LT235/80R17	14/32”	E	S	40 lbs
LT245/70R17	14/32”	E	S	41 lbs
LT245/75R17	14/32”	E	S	42 lbs
LT255/75R17	15/32”	C	T	40 lbs
LT265/70R17	15/32”	E	S	45 lbs
LT275/70R17	16/32”	E	R	48 lbs
LT285/70R17	16/32”	E	S	50 lbs
LT315/70R17	17/32”	E	R	61 lbs

Firestone Destination XT Sizes for 18'' Rim

	Tread Depth	Load Range	Speed Rating	Weight
LT265/70R18	15/32”	E	S	47 lbs
LT275/65R18	16/32”	E	S	49 lbs
LT275/70R18	16/32”	E	S	50 lbs
LT285/65R18	15/32”	E	R	51 lbs
LT35X12.5R18	17/32”	E	R	60 lbs

Firestone Destination XT Sizes for 20'' Rim

	Tread Depth	Load Range	Speed Rating	Weight
LT265/60R20	15/32”	E	S	48 lbs
LT275/55R20	16/32”	E	S	48 lbs
LT275/60R20	16/32”	E	R	52 lbs
LT275/65R20	16/32”	E	S	52 lbs
LT285/55R20	16/32”	E	R	51 lbs
LT285/60R20	16/32”	E	S	52 lbs
LT285/65R20	16/32”	E	S	53 lbs
LT295/60R20	16/32”	E	S	56 lbs
LT305/55R20	16/32”	E	R	56 lbs
LT35X12.5R20	17/32”	E	R	60 lbs

Warranty

Firestone offers 50,000 miles treadwear warranty for all Destination XT products.

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/

Spec

	Firestone Destination XT
Category	All-Terrain Tire
Vehicle	Light Truck, SUV
Available Sizes (Rim)	15”, 16”, 17”, 18”, 20”
Weight	35- 61 lbs
Made In	Canada
Snow Rated	Yes
Warranty (P-metric)	50,000 Miles
Warranty (LT Sizes)	50,000 Miles
Prices	Continue below to see best possible prices

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

Firestone Destination XT is a golden opportunity if you use it on the right vehicle and right operation. Moreover, it has an affordable price for this level of performance. You can check the below table to see if it fits your operation.

	Firestone Destination XT
Best for	Fuel efficiency for 3/4 ton or above light truck, smooth ride, light snow traction
Test Report	vs Open Country AT3 & Grabber ATX & Discoverer AT3 LT (August 4, 2021)
Category	All-Terrain Tire
Vehicle	Light Truck, SUV
Available Sizes (Rim)	15”, 16”, 17”, 18”, 20” (Ensure these tires fit your vehicle)
Weight	35- 61 lbs
Made In	Canada
Labels	3PMSF
Warranty (P-metric)	50,000 Miles
Warranty (LT Sizes)	50,000 Miles

If you have any further questions, please leave them below. I’ll be glad to help. Have a safe ride folks!