All-Terrain vs Highway Tires: Choosing by How You Drive

Truck and SUV tires are sold under a lot of names: highway, all-season, all-terrain, rugged-terrain and mud-terrain. Think of them as points on a line. At one end is quiet, efficient pavement driving. At the other is grip in loose ground. Most drivers do not need the far end.

This guide explains what tire makers say each label is for and what you give up as the tread gets more aggressive. It names no brands to buy, because the right tire depends on your vehicle and your driving. For the fit side of the question, our guide to truck and SUV tires covers sizes and load, and our guide to LT and P-metric tires covers the letters in the size.

The labels are the makers' own

These categories are not strict grades. Makers define them in their own words, and the words overlap. Toyo shows it in its own line-up. It calls one model a rugged terrain A/T tire and a newer one a rugged terrain hybrid M/T tire, and says the second bridges the gap between the first and its mud-terrain tire.

So treat a label as a starting point. Read the maker's description and the size before you decide.

Highway-terrain and all-season tires

Highway tires are aimed at pavement. Continental describes its highway-terrain tire as a premium all-season touring tire for light trucks and full-size SUVs. It lists low road noise and a balance between on-road manners and off-road durability.

General Motors' owner's manual describes all-season tires as designed for good overall performance on most road surfaces and weather conditions. It adds that they provide adequate performance for most winter driving, but may not match winter tires on snow or ice. Our guide to all-season, all-weather and winter tires goes further on that.

Choose this end if nearly all your miles are paved, you want the quietest ride and you rarely leave a maintained road.

All-terrain tires

BFGoodrich describes all-terrains as built to handle a wide variety of surfaces with balanced performance. It says their less aggressive tread gives better highway comfort, a quieter ride and better on-road handling than mud-terrains, while still working on moderate trails. It lists winter driving and trucks used for towing or daily work among the uses.

Continental describes all-terrains as tires for trucks and SUVs that move between rough ground and regular roads. It says an interlocking tread design gives durability on dirt, gravel and grass and a quieter, more comfortable ride on pavement. Those are maker claims, not test results.

Wear is the trade-off to watch. General Motors' manual says all-terrain and mud-terrain tread patterns may wear more unevenly than other tires, and suggests rotating more often than every 7,500 miles if you see irregular wear. See our rotation and alignment basics.

Choose this middle if you split time between pavement and gravel, dirt or light trails, or you want more off-road grip without giving up as much on the highway as a mud-terrain would.

Rugged-terrain tires

Rugged-terrain is a hybrid label. Toyo's R/T Trail release says the tire is positioned between its mud-terrain and all-terrain categories. Toyo says it offers off-road capability without the extra noise and harshness of a dedicated mud tire.

Its R/T Pro release says it is a hybrid that bridges the gap between the R/T Trail and its mud-terrain tire. Toyo claims reduced pattern noise and improved ride quality compared with traditional mud tires. It also describes a 3-ply sidewall and large shoulder lugs to protect against cuts and impacts.

Toyo's own comparison chart on its Open Country R/T page puts the numbers in order. It rates the R/T's off-road traction and tread life between its mud-terrain and all-terrain models, and rates its all-terrain higher for a quiet ride. Those are the maker's ratings, not independent tests.

Choose this style if you go off pavement often enough to want more bite than an all-terrain, but you still drive mostly on the road.

Mud-terrain tires

BFGoodrich says mud-terrains are built for serious off-road traction. Large tread blocks and wide voids clear mud, sand and soft soil while gripping rocks and ruts. It says they are not quiet or fuel-efficient, and its FAQ lists road noise, on-road grip and tread life as the costs. It frames them as worth it if you spend more time on trails than on roads.

Choose this end if the trail is where you actually drive. If it is not, you pay in noise, wear and fuel for capability you do not use.

The trade-offs side by side

The makers cited here describe the differences like this. They are generalizations, so compare specific models.

• Noise: BFGoodrich says all-terrains are quieter than mud-terrains, and Toyo rates its all-terrain quieter than its rugged-terrain. Continental lists low road noise as a feature of its highway-terrain tire.
• Tread life: BFGoodrich lists tread life among the costs of mud-terrains. Toyo's chart rates its all-terrain highest and its mud-terrain lowest among its own models.
• Fuel efficiency: BFGoodrich says mud-terrains are not fuel-efficient.
• Off-road grip: the reverse. Toyo's chart rates its mud-terrain highest and its all-terrain lowest for off-road traction.
• Pavement grip: BFGoodrich lists on-road grip among the costs of mud-terrains.

M+S and the snowflake

Two markings cause confusion.

M+S means mud and snow. USTMA says the letters show the tire is intended for limited mud and snow service.

The three-peak mountain snowflake (3PMSF) is a pictograph of a snowflake inside a mountain with three peaks. USTMA's definition for severe snow tires sets a minimum snow grip index, measured with an ASTM snow traction test on medium packed snow. A tire that meets it may carry the pictograph on at least one sidewall, next to the M+S marking.

USTMA's care manual says the symbol is commonly found on dedicated winter tires. Some all-terrains carry it too. BFGoodrich says the tread compound and full-depth sipes on one of its all-terrain models allow the snowflake branding, and Continental says one of its all-terrain models has the certification. Many all-terrains do not, so check the sidewall of the exact tire.

The definition is about snow traction. It does not describe noise, wear or ice grip. For more, see when to put on winter tires and do I need winter tires.

How to choose by your driving mix

Start with an honest split of your miles. BFGoodrich's advice is to choose based on where you drive, not on how aggressive a tire looks.

• Almost all paved, daily commuting: a highway-terrain or all-season truck tire fits what the makers describe.
• Mostly paved with regular gravel, dirt roads or light trails: an all-terrain is the balanced choice the makers describe. If you drive in snow often, consider one with the 3PMSF symbol and confirm it on the sidewall.
• Paved most days, trails on weekends: an all-terrain or rugged-terrain, depending on how rough the trails are and how much road noise you will tolerate.
• Trails, mud and rock most of the time: a mud-terrain, and accept the noise and wear that come with it.
• Towing or hauling: your load requirement comes first. See tires for towing.

Check the fit before the tread

Whatever you pick, the size has to match your vehicle.

• Load capacity at your placard pressure must be at least what the original tires gave you, and the load index must meet or exceed the placard's. Many all-terrains come in LT sizes, which have their own load ranges. See LT vs P-metric tires and our guide to load index and speed rating.
• Four-wheel and all-wheel drive vehicles need all four tires closely matched in diameter, according to Toyo. USTMA recommends replacing all four at once. See replacing two tires or four.
• Bigger tires change the speedometer reading and clearance. Compare sizes in the tire size calculator and check the effect with the speedometer calculator. Neither tool checks load or approval for your vehicle.

If you want to see what fits, start from your vehicle or use the tire finder. Size pages such as LT265/70R17 and LT275/65R18 list the LT sizes common on trucks.

A short checklist

• How many of my miles are paved, gravel and trail?
• How much road noise and wear am I willing to trade for grip?
• Do I need snow performance, and if so, does the sidewall show the 3PMSF symbol?
• Does the size meet my placard's load index and load range?
• Will a bigger tire change my speedometer or rub?