The best all-terrain tires for trucks are the Lexani Terrain Beast AT, the Goodyear Wrangler AT/S and the BFGoodrich All-Terrain T/A KO3, based on owner ratings, review volume, casing strength and winter certification. We spent weeks going through the spec sheets and owner feedback on 12 all-terrain (A/T) truck tires to put that list together, and everything below is ranked for how the tire is actually used rather than how loud the tread looks.
That distinction matters more than it sounds. An all-terrain truck tire lives or dies on two things: how it behaves on pavement, since that is where your truck spends most of its miles, and how it holds together when the pavement ends. Forum threads about pickups consistently frame tire advice around the truck, the stock size and whether a lift is fitted, not around brand loyalty. If you want to go deeper on the truck itself, our guides to LED headlight bulbs for trucks and shallow mount subwoofers for trucks cover the other half of the build.
This roundup covers 12 A/T tires in sizes from 235/85R16 up to LT275/70R18, from budget options to heavy-duty E-rated casings. We verified the technical data on every one, including the two things buyers most often miss: the load range printed on the sidewall and whether the specific size carries a three-peak mountain snowflake rating. Updated for 2026.
Table of Contents
Top 3 All-Terrain Tires for Trucks in 2026
Lexani Terrain Beast AT
- E-rated 10-ply LT casing
- 12/32 inch tread depth
- Quiet computer-optimized pattern
Goodyear Wrangler AT/S
- Self-cleaning traction channels
- Wraparound shoulder design
- Year-round rated
Goodyear Wrangler TrailRunner AT
- Optimized tread pattern for low noise
- 55000 mile tread warranty
- Interlocking tread blocks
All-Terrain Tires for Trucks at a Glance in 2026
Twelve tires, three of them 3PMSF certified at the size listed and five built on E-rated 10-ply casings. The load range column is the one to read twice, because a standard-load tire on a heavy tow rig is the fastest way to shred a sidewall on a gravel road.
What Is an All-Terrain Truck Tire?
An all-terrain truck tire sits between a highway-terrain (H/T) tire and a mud-terrain (M/T) tire. It uses a reinforced LT casing and deeper, more widely spaced tread blocks than a street truck tire, which is enough to bite into gravel, mud, packed snow and light ruts, while stopping short of the huge, widely voided blocks that make an M/T noisy, heavy and fast-wearing.
That middle position is why A/T dominates truck tire choices. Most pickups split their time between a highway commute and a dirt forest road, and A/T is the only category that is genuinely good at both. Owners running daily 80 percent highway with light gravel duty would get more out of a highway tire; owners who rock crawl every weekend should step up to a mud-terrain, which is a very different cost in noise and fuel economy.
One label deserves a warning label of its own. A three-peak mountain snowflake, or 3PMSF, marking is a specific certification for grip in severe winter conditions, and it is not the same thing as an all-season label. In this list, three tires carry the 3PMSF marking in the sizes shown: the Cooper Discoverer Stronghold AT and the Prinx HiCountry A/T2, plus the Mickey Thompson Baja Boss A/T on widths 12.50 (315) and narrower. The rest have no such marking, and if you drive somewhere real snow is the normal condition, that absence is a dealbreaker rather than a preference.
3PMSF availability also varies by size inside a single model line, which is a trap forum owners hit repeatedly. Before you commit to a tire for winter, confirm the marking on the exact size, not just on the model family. The Cooper Stronghold here is 3PMSF rated at 235/85R16; the Falken Rubitrek in this listing carries no snowflake marking at all, so buyers in northern states should read the Falken section carefully.
There is also a tire weight story that rarely gets told. Four heavier all-terrain tires add unsprung mass, and every pound under the fender is a pound the suspension, drivetrain and fuel economy carry. Tire weight on these listings ranges from 33 pounds for the Nitto Recon Grappler to 56 pounds for the Prinx HiCountry A/T2, and the difference matters more on a half-ton than most spec sheets admit. If acceleration and highway fuel economy are your priority, put weight near the top of your list, and if you are towing regularly, our electric winches for trucks guide covers the recovery gear side of that setup.
1. Lexani Terrain Beast AT – Best Overall Pick for Truck Owners
Lexani Terrain Beast AT LT265/70R17 121/118S E
LT265/70R17
E-rated 10-ply
121/118S
12/32 inch tread
3195 lb capacity
Pros
- E-rated 10-ply LT casing holds heavy payloads
- Owners report a quiet ride with little road noise
- Easy to mount and balance
- Deep tread and thick sidewalls handle mud and wet roads
- Strong review volume for a truck tire
Cons
- Listed as a summer-season tire despite all-terrain design
- Some vibration reported at highway speeds
- No manufacturer warranty
This is the tire we kept coming back to while building the list. The Lexani Terrain Beast pairs a genuine E-rated 10-ply LT casing with a 121/118S load index, 3195 pounds of capacity per tire and a 12/32-inch tread depth, and it gathers 768 owner reviews at a 4.4 rating. That review volume matters because it means the quietness claim and the load-carrying claim are not based on a handful of drives.
What owners actually say is consistent. Multiple reviews describe easy mounting and balancing, low road noise for an all-terrain pattern, and solid traction in dirt, mud and rain. Seventy-seven percent of ratings are five stars, which is a good sign for a truck tire that also carries a full bed of gravel without complaint.
The sidewall is where the argument starts. At 10 plies and an E rating with an 80 psi maximum, this is a proper light-truck casing rather than a passenger tire in a truck tire costume. That is the spec you want if the truck tows, hauls, or spends real time on washboard forest roads, and it is the reason the tire sits at the top of the ranking despite a middling star rating.
Owners do report some highway vibration, and a minority on heavily loaded dual-wheel trucks mention sidewall flex and sway. The tire is also listed as a summer-season item, which is a cataloguing quirk of the listing rather than a practical limit, but it is a fair warning that the manufacturer does not market this as a winter-rated product. There is no manufacturer warranty attached to it at all, which is the single biggest reason it does not carry a higher badge.
Why this is the one to put on a working truck
If your truck is a hauler rather than a showpiece, the load range matters more than the star rating. An E-rated 10-ply casing with a 121 load index holds its shape under a full payload on rough surfaces where a 4-ply standard-load tire deflects and eventually splits at the bead. For half-ton owners who tow a travel trailer or run a jobsite, that is the difference between a tire that lasts and a tire you replace twice a year.
Reviewers also flag that this tire balances easily, which sounds minor until you have had a set that fought the balancer on a 17-inch wheel. Straight tracking and predictable behavior on pavement is the other thread running through the feedback, and the tall-sidewall LT proportions are what give the casing its shape under load.
Where it falls short
The absence of a warranty is the honest drawback. If a tire fails early you have no manufacturer backing, so we would run it at the pressures on the door jamb and rotate on a strict schedule rather than pushing the tread. Vibration at highway speed is reported by a small number of owners, and if your truck has heavy front-end wear or wheel imbalance, address that before blaming the tire.
It is also not a snowflake-certified tire in this size, so if your winters are severe rather than occasional, look at the Cooper Stronghold or the Prinx HiCountry instead. And because the casing is rated to 80 psi while many stock half-tons are set at 50, check what your truck actually allows before inflating to the tire maximum. You can read more of the fitment math in the buying guide below.
2. Goodyear Wrangler AT/S – Best Value Daily Driver
Goodyear Wrangler AT/S Tire – 265/70R17 113S SL
265/70R17
SL 4-ply
113S
13.6/32 inch tread
2535 lb capacity
Pros
- 4.7 rating across 607 reviews
- Self-cleaning dual traction lug channels clear mud water and snow
- Wraparound shoulder design improves off-road bite
- Tough tread compound for rugged handling
Cons
- SL 4-ply rating limits payload versus an E-rated tire
- Only 4-ply construction
- Typical all-terrain road noise
The Wrangler AT/S is the do-everything commuter pick. It carries a 4.7 rating across 607 reviews, and 83 percent of those ratings are five stars, which makes it one of the strongest consensus records in this group. It is a year-round tire rather than a summer-only listing, so it is a sensible default for a truck that sees winter without needing a second set.
The design story is the dual traction lug channels, which evacuate mud, water and snow from the contact patch as the tire rolls. Pair that with wide, deep lateral grooves and the wraparound shoulder design, and you get a tire that behaves predictably on wet pavement while still finding grip when the road turns to gravel. It rates 113S with a 2535-pound capacity at a 44 psi maximum.
What stands out in the feedback is dependable all-season traction and smooth on-road manners for a long-running model. Reviewers describe it as durable for light truck and SUV use, with the sort of even wear that lets a truck sit at highway speeds without drama.
The catch is the casing. This is a standard-load 4-ply tire, and that is the exact configuration pickup forum threads complain about most often. Owners running modern trucks on stock SL-rated all-terrains report shredded sidewalls on ordinary gravel, and that failure mode is structural rather than a defect. If your truck tows heavy or lives on washboard roads, this is not the tire to build a set around.
Why daily drivers keep coming back to it
The reason the AT/S keeps selling is that it does nothing badly. On a commuter truck with a 500-mile week split between freeway and a county road, an aggressive mud-terrain adds noise, weight and fuel cost for traction you never use. This tire gives up very little of that and holds a 4.7 across hundreds of reviews, which is a better bet than a more aggressive design that scores well for one enthusiastic owner.
It is also a proven size. At 265/70R17 with a 31.7-inch diameter, it is a common half-ton fitment, so trim and wheel choices are easy to find. Reviewers mention the tire tracking straight and settling in quickly after a few hundred miles, which is worth more on a daily driver than any off-road capability you will never use.
Where it falls short
The 4-ply SL casing is the whole argument against it. Payload headroom over the door-jamb rating is limited, and if you routinely carry a loaded bed, a tongue weight, or a fifth-wheel ball, upgrade the casing. Road noise is the other predictable complaint, present on the highway as a steady hum that is normal for the category but noticeable against a highway-terrain tire.
Note also that the maximum pressure is only 44 psi, which limits how hard you can run it in heat. On a truck that tows long highway stretches in summer, check whether the tire is rated for the loads you place on it at the pressures the truck allows. If you need the opposite profile, an interlocking block design with a stepped shoulder, such as the Wrangler TrailRunner AT, is the next step up.
3. Goodyear Wrangler TrailRunner AT – Best for Quiet Highway Running
Goodyear Wrangler TrailRunner AT(P Street Radial Tire-275/60R20 115S
275/60R20
SL 4-ply
115S
11/32 inch tread
55,000 mile warranty
Pros
- Owners call the ride very quiet with minimal road noise
- 55000 mile tread life warranty
- Stepped shoulder adds traction in deep snow and mud
- Large interlocking blocks for on- and off-road durability
Cons
- Traction fades noticeably past half tread life
- SL 4-ply construction limits heavy payload
- Only 11/32 inch starting tread depth
If road noise is the number one thing driving you off all-terrain tires, this is the Goodyear to look at. Owners consistently describe a very quiet ride with minimal road noise, and 81 percent of the 485 reviews are five stars. The optimized tread pattern is doing real work here, trading some off-road bite for a noticeably calmer cabin at highway speed.
It also carries a 55,000-mile tread life limited warranty, which is meaningful because this is among the shallowest tires in this comparison and still one of the ones people keep. Multi-angle sipes and sawtooth block edges handle all-season traction, and the rugged stepped shoulder adds bite in deep snow and mud for owners who do get storms.
The 275/60R20 size suits half-ton trucks running 20-inch wheels, and the 33-inch overall diameter is barely taller than many stock setups, so clearance is rarely a problem. Reviewers also note the sidewall is slightly taller than the OEM fitment it replaced, which adds a little extra ride height without requiring a lift.
The honest weakness is wear. At 11/32 inches of tread depth, it starts shallower than most of this list, and owners consistently report that snow and rain grip falls away noticeably once the tire is about halfway through its life. On a truck driven in genuine winter conditions, that means a shorter useful window than the warranty number suggests.
Why it suits a 20-inch wheel build
Owners on 20-inch wheels consistently report that this tire is quieter than the factory highway tires it replaced. That is the benchmark that matters. When a replacement is calmer than the tire the truck shipped with, you have found a design that has not sacrificed the commute, and the interlocking tread blocks keep the on-road durability that the quieter pattern would otherwise threaten.
The stepped shoulder is the part that saves it as a genuine all-terrain rather than a quiet highway tire. It gives traction in deep snow and mud that a pure highway-terrain would not, and with a 55,000-mile warranty behind it, most owners will replace before the traction fade becomes a problem rather than after.
Where it falls short
This is an SL 4-ply tire rated 115S with a 51 psi maximum and a 2679-pound capacity. That is fine for a half-ton running stock, and wrong for a truck that carries weight for a living. If you are pairing a set with heavy payload or trailer work, pick an E-rated casing instead of trying to run this one harder than its rating allows.
Reviewers also flag warranty communication as occasionally unclear, so register the tires and keep your receipt at purchase. The other quiet drawback is that the stepped shoulder and interlocking blocks give up some fuel economy against a highway-terrain, and the shallower tread means you will be shopping again sooner than the warranty implies on a truck that spends a lot of miles in snow.
4. Finalist Terreno A/T Set of Four – Best Value Complete Set
Set of 4 Finalist Terreno A/T 275/60R20 115T SUV All Terrain Tire
Set of 4
275/60R20
SL 4-ply
115T
41.2 lb per tire
50,000 mile warranty
Pros
- Sold as a set of four so the whole truck is covered at once
- Excellent snow and ice grip for the money
- Step-down tread blocks with 3D siping on wet and dry
- Quiet straight ride on a heavy 3/4-ton
- 50000 mile wear warranty plus 3-year road hazard
Cons
- A minority of tires had a manufacturing balance defect
- SL 4-ply rating for this 20-inch fitment
- Tires only
- no wheels included
This is the only listing in the roundup that comes as a set of four, and for anyone replacing a full set on a truck that has been on pavement tires for 50,000 miles, that removes the most common installation headache. Reviewers report a smooth, straight, quiet ride on a heavy 3/4-ton, which is not a small claim for a tire sold on grip.
Grip is where the feedback concentrates. Owners single out the snow and ice traction as excellent for the price, and the step-down tread blocks with 3D siping get credit for handling in both wet and dry conditions. At 13.86/32 inches of tread depth, this is a deeper starting block than most rivals at this size, and 79 percent of reviews are five stars.
The wear-resistant compound is also noted for puncture resistance, which on a truck that spends time on jobsite gravel is a real advantage. The set carries a 50,000-mile limited tread wear-out warranty and a three-year road hazard warranty, and rates 115T with a 2674-pound capacity at a 51 psi maximum.
What gives us pause is the balance feedback. One detailed review documents a manufacturing balance defect in a single set, which is exactly the kind of defect that makes itself known at highway speed within the first hundred miles. We would have the shop balance every tire on the truck before mounting and treat any vibration as a swap rather than a shim.
Why buying a set of four simplifies the install
Tire shops will not normally mount a mismatched set, and mixing a new all-terrain with three older highway tires on the same axle is how a truck ends up with unpredictable handling. Buying all four at once, as this listing does, removes that decision entirely and means every tire on the truck shares the same compound and tread depth.
For a 3/4-ton owner who cares about snow and ice but does not need a mud-terrain, the traction-per-dollar here is the strongest in the group. Reviewers driving heavy trucks call the ride quiet and straight, and the three-year road hazard coverage gives some protection against the pothole season that wrecks sidewalls.
Where it falls short
The SL 4-ply rating is the structural limit here. A 275/60R20 SL tire is fine for a 3/4-ton running factory ride height, but if the truck is loaded constantly or tows, an E-rated 10-ply casing will outlast it. Also note this is tire only, with no wheel included, and the 20-inch fitment means you need compatible wheels already on the truck.
The balance defect reported in a minority of the sets is the other thing to plan around. Buy from a seller who will take returns, have the tires professionally balanced, and check pressures cold against the door jamb rather than the sidewall maximum. And if the truck never sees snow, you are leaving some of this tire’s best capability unused.
5. Cooper Discoverer AT3 – Best for Gravel and Cut Resistance
Cooper Discoverer AT3 LT All-Season LT265/70R16 121/118R Tire
LT265/70R16
E-rated 10-ply
121/118R
16.5/32 inch tread
60,000 mile warranty
Pros
- 4.8 rating
- the highest in this roundup
- Made in the USA and built for heavy hauling
- Shred-resistant silica compound resists cuts and chips
- Owners report 30000+ miles of real service
- Stops on average at least 10 feet shorter on wet roads
Cons
- Some owners report more road noise than expected
- Occasionally louder than the OEM highway tread it replaced
The Cooper Discoverer AT3 carries a 4.8 owner rating with an 86 percent five-star share across 397 reviews, and it is the one where owners repeatedly mention how quietly it wears. A 16.5/32-inch tread depth is among the deepest in the lineup, and it is paired with a 60,000-mile treadwear warranty.
The construction is where this tire separates itself. It is an E-rated 10-ply LT casing rated 121/118R, carrying 3195 pounds per tire at an 80 psi maximum, built with a shred-resistant silica compound specifically to stop cutting and chipping on rocky and gravel terrain. Owners on full-size vans and trucks report repeat purchases, which is the strongest signal of long-term satisfaction available in owner feedback.
Wet performance is another repeated theme. The manufacturer states the tire stops on average at least 10 feet shorter on wet roads, and owners back that up with comments about grip in rain. Made-in-USA construction is treated as a meaningful quality signal in truck communities, and several reviewers call it out directly as a reason they went with this brand.
At 30.63 inches overall diameter on a 16-inch rim, this is a smaller-diameter, taller-sidewall fitment, which actually helps on rough ground. That taller sidewall is exactly the geometry you want for gravel washboards because it lets the tire absorb deflection instead of hammering the suspension. The trade-off is that the 16-inch wheel is less common on newer half-tons, so check your rim width before you commit.
Why it holds up on gravel better than anything else here
Cut and chip resistance is a compound property, and this is the tire in the group where the manufacturer leans hardest into it. A shred-resistant silica formulation on a 10-ply E-rated casing is a different animal from a standard-load 4-ply tire with a similar tread pattern, and it is the reason owners on gravel-heavy routes report low flats and long service lives.
The treadwear numbers back the anecdotes. Owners report 30,000-plus miles on real trucks, which lines up with a 60,000-mile warranty, and the 16.5/32-inch starting depth means there is a lot of usable rubber left when it wears. If your truck spends real time on unpaved roads, that combination of depth, compound and casing is a genuinely strong package.
Where it falls short
The most common complaint is noise. A small number of owners report more road noise than they expected from an all-terrain pattern, and a few find it louder than the factory highway tread they replaced. On a truck used almost entirely for highway commuting, the quietest picks earlier in this roundup serve you better.
Size availability is the other practical catch. The 265/70R16 fitment is not the most common half-ton size, and a 16-inch wheel narrows your options if you run a 20-inch setup. It also carries no 3PMSF marking at this size, so for a truck whose winters are severe rather than occasional, verify that before this becomes your winter set.
6. Goodyear Wrangler All-Terrain Adventure – Best for Towing and Payload
Goodyear Wrangler All-Terrain Adventure LT275/70R18 125R All- Season Tire
LT275/70R18
E-rated 10-ply
125/122R
10/32 inch tread
3638 lb capacity
Pros
- Highest load capacity in the roundup at 3638 pounds per tire
- 60000 mile tread life warranty
- Stock OEM fitment on popular half-ton and 3/4-ton trucks
- Smooth quiet ride with little road hum
- One owner reported 65000 miles on a first set
Cons
- Shallow 10/32 inch tread depth
- Listed as non-winter season
- Some buyers received older DOT production dates
When load capacity is the deciding factor, this is the tire to buy. The Wrangler All-Terrain Adventure LT275/70R18 carries a 125/122R rating on an E-rated 10-ply casing, which works out to 3638 pounds per tire, the highest capacity of any tire in this roundup. At an 80 psi maximum, it is built for exactly the scenario a tongue-weight-heavy trailer creates.
Owners running Pacific Northwest winters report confident snow and mud traction, and the ride is described as smooth and quiet with very little road hum. One owner clocked 65,000 miles on a first set, which is a real-world result that outruns the 60,000-mile warranty, and 79 percent of reviews are five stars.
It is also a factory fitment on popular half-ton and 3/4-ton trucks, which removes the whole clearance and speedometer question. At 33.2 inches overall diameter it sits almost exactly where the factory tire did, so no lift, no re-gearing, and no change to your towing geometry. That is a real advantage when the truck earns its keep on the road rather than on a trail.
The trade-offs are honest ones. The 10/32-inch tread depth is among the shallowest in this group, so the usable life is shorter than the Cooper or the Lexani, and the tire is listed as a non-winter season item, which matters if you are shopping for a dedicated snow tire.
Why payload rating beats tread depth for a tow rig
A tire that flexes beyond its design range under load runs hot, and heat is what kills casing life. The 125/122R rating gives you 3638 pounds per tire, which is real headroom above what most half-tons need per corner, and it means you are not riding at the edge of the tire’s capability with a loaded trailer behind you.
Owners also report that this tire is the OE fitment on the trucks they drive, which removes the temptation to go bigger. Going larger is where towing rigs get into trouble, because every extra inch of diameter is unsprung weight and every extra pound of sidewall flex adds sway. Staying at the factory diameter with a stronger casing is the more sensible upgrade for a truck that tows.
Where it falls short
Ten thirty-seconds of tread is the main issue, and it is the shallowest starting depth of any tire we covered. On a truck that runs gravel and snow year-round, that means you are into the last third of the tread sooner, and some reviewers note the warranty communication was not clear. Buy from a seller that registers the warranty at purchase and keep the documentation.
Buyers have also reported receiving older DOT production dates on this model, so check the date code on the sidewall before you accept delivery. Anything several years old is rubber you are paying new-tire money for. The non-winter listing means if you need certified severe-snow traction, this is the wrong tire for that job.
7. Nitto Recon Grappler A/T – Best for an Aggressive Off-Road Look
Nitto 275/60R20XL 116S NIT RECON GRAPPLER A/T, Black (218380)
275/60R20
XL 4-ply
116S
13.5/32 inch tread
2756 lb capacity
Pros
- 4.8 rating with a 92 percent five-star share
- Zigzag center and shoulder grooves for biting edges
- Staggered shoulder lugs for off-road traction
- Deep sidewall lugs give a bold appearance
- Only 33 pounds per tire
- the lightest here
Cons
- 55000 mile warranty is shorter than several rivals
- 4-ply construction on this XL 20-inch size
- Tire only
- wheel not included
The Recon Grappler A/T is the tire to buy when the truck spends time in parking lots. The deep sidewall lugs and staggered shoulder blocks give it an aggressive appearance well beyond the other treads in this roundup, and the 4.8 rating comes with a 92 percent five-star share across 157 reviews.
Underneath the styling, the design is real. Zigzag center and shoulder grooves create biting edges that hook into loose surfaces, and the large shoulder and tread blocks use optimized siping to improve block rigidity for wet and dry handling. At 33 pounds this is the lightest tire in the comparison, which matters on a half-ton where every unsprung pound shows up in acceleration and fuel economy.
Owners report strong off-road grip and stable behavior in both wet and dry conditions, and the XL 275/60R20 fitment at 116S carries 2756 pounds at a 50 psi maximum. The 13.5/32-inch tread depth is generous for a 20-inch fitment, so the tire has real life in it before the wear bars start showing.
The warranty figure is worth reading carefully. The listing carries a 55,000-mile limited manufacturer tread life warranty for LT and flotation metric sizes, and the review notes flag that some specification listings show 65,000 miles instead. If the warranty length matters to your decision, confirm the number on the tire itself before purchase.
Why the light weight is the underrated advantage
At 33 pounds per tire, this is meaningfully lighter than the mid-40-pound options in this list, and lighter than the 56-pound Prinx by more than 20 pounds a corner. On a daily-driven half-ton, unsprung weight reduction is one of the few tire-adjacent changes that shows up at the pump and in how the truck feels over small bumps.
The tradeoff is honest: you get less rubber mass and a shorter warranty than the heavy-casing options. Owners who wanted a hard-rock tire for a trail truck should look at the E-rated picks instead. But for a truck that is street-driven with occasional gravel and looks, the combination of light weight, deep-looking tread and a 4.8 rating is unusually well balanced.
Where it falls short
The 4-ply XL construction in a 275/60R20 is the structural limit. Extra load tires gain capacity through a stronger casing, not more plies in this fitment, so do not treat the XL marking as a substitute for an E-rated tire on a heavily loaded truck. Reviewers who tow regularly should step up a casing class.
The warranty is also among the shortest in this roundup at 55,000 miles, and several longer-warranty tires are in the same general bracket. If you plan to keep the truck for a long time, that difference compounds. And the deep sidewall lugs are a styling choice, so if the truck stays in a garage, you are buying an appearance you will rarely see.
8. BFGoodrich All-Terrain T/A KO3 – Best for Off-Roading
BFGoodrich All-Terrain T/A KO3 Car Tire for Light Trucks, SUVs, and Crossovers, LT265/70R17/E 123/120S
LT265/70R17
E-rated 10-ply
123/120S
16/32 inch tread
3415 lb capacity
Pros
- CoreGard sidewall technology resists punctures
- Mud-phobic bars and serrated shoulders improve mud and snow grip
- 16/32 inch tread depth
- 50000 mile treadwear warranty plus 6-year warranty
Cons
- Premium price compared with the rest of the roundup
- Tire only
- rims not included
- Smaller review base than the Goodyear and Cooper options
The KO3 is the benchmark all-terrain in this category, and owners upgrading from the KO2 consistently describe it as quieter with better rain, mud and snow traction. That is a meaningful improvement on a tire that was already good, and it comes from specific changes: mud-phobic bars that shed clinging mud and a serrated shoulder design that adds bite where the old KO2 was smooth.
The sidewall story is the CoreGard technology, developed for Baja racing, which resists punctures and splitting when it meets a rock edge. At 16/32 inches of tread depth on an E-rated 10-ply LT casing rated 123/120S, it carries 3415 pounds at 80 psi, and the 50,000-mile treadwear warranty comes with a six-year standard limited warranty behind it.
Owners report even, flat wear at 8,000 miles, better rain traction and a more comfortable ride than the Toyo all-terrains they replaced. 88 percent of ratings are five stars, and one reviewer notes never having had a flat on the KO series, which is the sidewall reputation doing the work it is meant to do.
What holds it back here is not performance but context. It sits at the top of the price range for all-terrain tires, and the review base is 142, which is thin next to the Goodyear and Cooper listings with 400-plus reviews. It also carries no 3PMSF marking at this size, so despite being one of the strongest off-road and mud performers in the group, it is not the winter-certified choice.
Why the sidewall construction matters on a trail
Trail damage is almost always a sidewall event, not a tread event. A rock edge at speed or a sharp rock step will cut a standard-load casing before it wears the tread out, and CoreGard was engineered specifically for that abuse class. For a truck that drives forest roads, climbs rock, or hauls into desert terrain, that protection is the reason to pay more.
The mud-phobic bars matter as much in practice as they sound. Mud that stays in the tread does not just slow you down, it throws the balance off and makes the truck unpredictable on the way home. The serrated shoulder design also improves snow traction over the KO2, so owners in cold climates see a real difference rather than a marketing one.
Where it falls short
Cost is the first drawback. Owners who list price as their main reservation are reacting to a real gap between this tire and the Cooper and Goodyear options in this roundup. If the truck spends most of its life on pavement, that money is better spent elsewhere.
There is also no three-peak snowflake marking in this size, which is a genuine problem for anyone using it as a winter tire in a region with real snow. The review base of 142 is smaller than most of the field, and tire only means no wheels included. If you need a certified winter-rated all-terrain at a similar price point, the Cooper Stronghold is the listing to compare.
9. Falken Rubitrek A/T – Best for Gravel Roads and Trails
Falken Rubitrek A/T All Terrain 265/70R17 115T Light Truck Tire
265/70R17
SL 4-ply
115T
20/32 inch tread
55,000 mile warranty
Pros
- Deepest starting tread here at 20/32 inches
- 3D Canyon Sipe pattern handles high torque and wet grip
- Aggressive sidewall protection and offset shoulder guard against cuts
- 55000 mile limited tread life warranty
Cons
- SL 4-ply rating limits heavy payloads
- Listed load capacity in the specs is inconsistent
The Falken Rubitrek A/T has the deepest starting tread of anything in this roundup at 20/32 inches, and that is not a marketing number. Deep tread means the extra-deep pattern still works as it wears, so the tire holds consistent traction on gravel and soft surfaces much further into its life than a tire that starts at 10 or 11 thirty-seconds.
The 3D Canyon Sipe pattern is engineered to handle torque from powerful vehicles while providing wet-weather traction, which matters on a truck that is often heavier than the tire’s speed rating suggests. Aggressive sidewall protection and an offset shoulder guard against cuts, chips and punctures, and the 55,000-mile limited warranty gives owners a reasonable runway on that rubber.
Owners single out the tread depth and sidewall protection as the standout traits for trail and gravel work, with an 85 percent five-star share across 117 reviews. At 265/70R17 on a 9-inch rim width it is a stable highway-size fitment at 31.7 inches diameter, so it fits many half-tons without a lift.
Two things to know before you commit. The casing is SL 4-ply, rated 115T with a 51 psi maximum, so it is a light-duty casing despite the aggressive tread. And the listed load capacity in the product specs is inconsistent, so verify the number stamped on the actual tire rather than trusting the listing.
Why tread depth is the spec gravel drivers should care about
On a washboard gravel road, the tire that looks identical new will feel completely different at 8/32 inches. Most all-terrains lose their edge in soft gravel and mud well before the wear bars hit, because the void spaces between blocks get shallower. A tire starting at 20/32 has simply not hit that point yet when the typical 11/32 tire is halfway through its useful life.
That is why this tire shows up in gravel and trail recommendations despite a moderate 117-review count. The feedback describes dependable bite on loose surfaces and, notably, a sidewall design built to take hits from stones rather than splitting. For a truck whose weekend is a forest road, the extra rubber is worth the SL rating if your payload is modest.
Where it falls short
An SL 4-ply casing is the main limit. A deep-tread tire on a light casing will deflect more under a full payload, and on a heavy or towing truck that is where sidewall damage starts. If the truck hauls, match the casing to the load rather than to the tread pattern.
This tire also carries no 3PMSF marking at this size, which makes it a poor choice as a dedicated winter tire. And the inconsistent load capacity listing in the product data is a real reason to slow down at checkout, because it suggests the size run has not been fully verified across the model’s range.
10. Cooper Discoverer Stronghold AT – Best 3PMSF-Rated Option for Severe Winter
Cooper Discoverer Stronghold AT All-Terrain Tire, LT235/85R16, Set of 1
235/85R16
E-rated 10-ply
120/116R
16 mm tread
3PMSF certified
Pros
- Three-peak mountain snowflake certified for severe winter traction
- Textured shoulder edges bite into snow
- E-rated 10-ply casing with 3042 pound capacity
- Resists cracking tearing and rounding of the tread over its life
- 45-day test drive offered
Cons
- 4.4 rating with an 11 percent one-star share
- Ply count is listed inconsistently across the spec fields
- 235/85R16 is a narrower and smaller size than most of this list
The Stronghold AT is the pick for anyone whose winters are genuinely severe, because it carries the three-peak mountain snowflake certification and a severe snow designation in the size listed. That is the only tire in this roundup that pairs a snowflake marking with an E-rated 10-ply casing, which is a meaningful combination for a truck that works through winter.
The construction is built around durability. Wide open tread grooves grab and release soft surfaces, 3D sipes add stability, and the compound resists cracking, tearing and rounding of the tread across the tire’s life, which is the failure mode that kills budget all-terrains a season early. Textured shoulder edges dig into snow, and it carries 3042 pounds per tire at an 80 psi maximum.
Cooper also offers a 45-day test drive on this line, which is unusual and worth taking advantage of on a tire with a 4.4 rating and a small review base. The tire is sold as a set of one here, so plan on buying four, and the 60,000-mile warranty gives owners a reasonable wear target.
Be aware that the 4.4 rating comes with an 11 percent one-star share, which is higher than most of the field, and the ply count is listed inconsistently across the spec fields. The 235/85R16 size is also narrower and smaller than everything else here, so it fits older and narrower half-tons rather than modern 20-inch builds.
Why a snowflake rating changes the winter decision
Three-peak mountain snowflake is a tested certification for grip in severe winter conditions, and nothing else on a tire sidewall substitutes for it. An all-season label, or a tire that simply has a good all-terrain tread pattern, is a claim about four-season capability rather than a certification for deep snow and ice. If you run a plow route or live where winter is the default season, this is the marking that matters.
What makes this tire interesting is that it is not a soft winter-biased all-terrain. The E-rated 10-ply casing means you are not trading away payload or sidewall integrity to get the certification. For a truck that tows in winter, that combination is rarer than the listing count suggests.
Where it falls short
The rating spread is the honest issue. A 4.4 average with an 11 percent one-star share tells you a meaningful number of owners had a bad experience, and the specific complaints in the data lean toward tread rounding and durability rather than snow performance. Test it on the 45-day program rather than gambling a full set.
Size availability is the practical problem. At 235/85R16 on a 6.5-inch rim width, this is a narrow tire, and it will not suit a truck running 18- or 20-inch wheels. The inconsistent ply listing in the product data also means you should confirm the 10-ply E rating stamped on the tire itself before purchase.
11. Prinx HiCountry A/T2 – Budget Pick with a Snowflake Rating
Prinx HiCountry A/T2 All Terrain 275/60R20 116T XL Light Truck Tire
275/60R20
XL 10-ply
116T
13/32 inch tread
3PMSF and M+S rated
Pros
- Three-peak snowflake certified and M+S rated
- Multi-step tread blocks improve on- and off-road traction
- 50000 mile limited tread life warranty
- XL-rated 10-ply construction in a 20-inch size
- Entry-level cost for a snowflake-rated all-terrain
Cons
- Tied for the smallest review base at 36 reviews
- Listed load capacity in the specs is inconsistent
- Less proven long-term durability than the established brands
The Prinx HiCountry A/T2 is the value entry, and the interesting part is what it includes for the money. It is Three-Peak Mountain Snowflake certified and M+S rated in the size listed, which puts a winter certification on a budget tire, and it comes with a 50,000-mile limited tread life warranty. A 90 percent five-star share on a small base is encouraging.
The tread uses aggressive multi-step blocks designed to improve stability and traction both on and off the road, and it is intended for Jeeps, light trucks and SUVs. The 275/60R20XL is rated 116T on a 10-ply XL construction, which is more casing substance than most 20-inch budget tires carry.
Where you need to be careful is the evidence. Thirty-six reviews is one of the smallest bases in this comparison, and while the rating is a solid 4.6, a small sample means the long-term durability picture is unproven. This is a tire to consider if you rotate carefully and replace on a schedule rather than waiting for the tread to tell you.
Weight is the other consideration. At 56 pounds per tire, this is toward the heavy end of the sizes we covered, which is notable for a budget option. Four of them add a meaningful amount of unsprung mass on a half-ton, and that will show up in acceleration and highway fuel economy.
Why the snowflake rating makes it worth a look
Most budget all-terrains skip the three-peak certification, which usually means they skip the compound and construction that goes with it. Getting a snowflake marking and an M+S rating at the entry price point is the reason this tire made the shortlist at all. For a driver in a snowy region on a strict budget, having a certified tire rather than a merely all-season one is a real advantage.
The 10-ply XL construction in a 275/60R20 is the second reason. Many 20-inch fitments in this price bracket are 4-ply, and the extra casing substance is meaningful for a truck that carries anything at all. A 50,000-mile warranty is also more coverage than a buyer would normally expect at this price.
Where it falls short
Thirty-six reviews is not enough history to treat any claim as proven. Long-term durability reports are thin, and a budget tire with a heavy casing can still wear faster than an established name brand. If you keep trucks for a decade, the established Cooper and Goodyear options will usually be the cheaper answer over time.
Also flag the 56-pound weight, which works against fuel economy on a daily driver. The listed load capacity in the product specs is inconsistent, so confirm the number on the tire. And if your truck runs anything other than 20-inch wheels, this size will not fit without changing the wheel.
12. Mickey Thompson Baja Boss A/T – Best Mud and Deep Snow Traction
Mickey Thompson Baja Boss A/T 285/70R17 116T SL
285/70R17
SL 4-ply
116T
16/32 inch tread
3PMS on 315 and narrower
Pros
- Strong traction in deep snow and mud crossings
- S1 compound for wet braking and cold weather grip
- Three-peak designation on all sizes 12.50 (315) and narrower
- 60000 mile limited treadwear warranty
- Quiet for how aggressive it looks
Cons
- Lowest rating in the roundup at 4.2 with a 17 percent one-star share
- Some tires showed bulging sidewalls and air loss
- A few owners reported persistent balance problems and heavy road noise
The Baja Boss A/T earns its place on capability. Owners report strong traction in deep snow and mud crossings, and the S1 compound delivers what the manufacturer claims for wet braking, tread longevity and cold and wet weather grip. At 16/32 inches of tread, it is among the deepest starting depths in this comparison, and it carries a 60,000-mile limited treadwear warranty.
The asymmetric tread pattern is the design decision behind its manners. Rather than a symmetric off-road block pattern that hums on pavement, the asymmetric layout reduces noise while improving off-road traction and on-road handling, and owners do describe it as quiet for an aggressive all-terrain appearance. One reviewer reported minimal wear after 6000 kilometers of towing.
Winter certification is a size-specific detail here. The three-peak designation applies to all sizes 12.50 (315) and narrower, and this 285/70R17 falls inside that range, so it qualifies. That is the kind of specification detail buyers miss, and it is why we call it out rather than assuming the whole model line is certified.
The rating tells a harder story. At 4.2 with a 17 percent one-star share, this is the lowest-rated tire in the roundup, and the complaints behind those one-star ratings are build quality rather than performance. Owners reported bulging sidewalls and air loss shortly after installation on some tires, along with persistent balance problems and heavy road noise.
Why the asymmetric pattern earns its place on the trail
Most aggressive all-terrains pay their noise and wear penalty on the highway, which is where a truck spends most of its miles. The asymmetric layout here is a deliberate attempt to keep the off-road void space while softening the on-road character, and owner comments on quietness for the appearance back that up. If your truck is a daily driver that also hits mud season, that balance is worth something.
At 285/70R17 on an 8.5-inch rim width, the tire is wider and shorter than most of this list, which suits a truck that wants flotation in soft mud and deep snow rather than precise rock grip. Reviewers on towing duty report durable wear, and the 60,000-mile warranty is among the longest here.
Where it falls short
The 4.2 rating and 17 percent one-star share is the deciding factor. A cluster of reports about bulging sidewalls and lost air shortly after installation is a build-quality signal, not a bad-day-on-the-trail story, and it is exactly the failure that strands a truck on a remote road. We would inspect all four tires and pressure them daily for the first week after installation.
It is also an SL 4-ply rating at 116T with a 44 psi maximum, so this is a light-duty casing despite the aggressive tread. Heavy towing is not the right application. The 285/70R17 size is wider than most stock half-tons accommodate without checking wheel width, and at 36 reviews the long-term record is short.
How to Choose All-Terrain Tires for Trucks by Size Class
The most useful thing you can do before shopping is work out the load rating your truck actually needs, because that is the number that decides whether a tire survives. Find the gross vehicle weight rating on the door jamb placard, divide it by four, and that is the minimum load index per tire. A truck rated at 6400 pounds needs 1600 pounds per corner, so an SL tire rated 115 at 2535 pounds is adequate, while a 3/4-ton rated higher will need the margin an E-rated 10-ply provides.
Load index is not the same as load range, and the difference trips up most buyers. The load index, the number such as 115 or 125, is the weight the tire is certified to carry. The load range, the letter such as SL, E or XL, describes the casing construction and how it was tested. A tire rated 125 on an E-rated 10-ply casing is a fundamentally different tire from a 125-rated tire on a light casing, and both exist. If you see an E on the sidewall, you are looking at a light-truck casing built for load range, not a passenger tire.
Match that to your truck class. Half-ton trucks are usually fine on SL or XL casings at factory ride height, but the moment you tow or carry a loaded bed, an E-rated 10-ply is the right floor. Three-quarter-ton and 1-ton trucks should run E-rated or higher in most conditions, because their GVWR leaves no margin for a light casing on gravel washboards. Forum threads on pickups consistently recommend stepping up a casing class for half-tons that tow, and the failure mode owners describe is always a shredded sidewall rather than a worn tread.
Then decide whether you need a three-peak mountain snowflake rating. If your winters are occasional snow, most A/T tires here will do. If you drive where snow is the default, the certification matters more than tread depth, and in this roundup the Cooper Stronghold AT, the Prinx HiCountry A/T2 and the Mickey Thompson Baja Boss A/T in widths 315 and narrower all carry it. Remember that the rating is size-specific, so confirm it on the exact size you are buying.
On fuel economy, expect all-terrain tires to cost you roughly three percent against factory highway-terrain truck tires. That comes from tread depth, casing weight and rolling resistance, and it is the main reason a lighter tire like the Nitto Recon Grappler is worth a look on a daily-driven half-ton. If you change tire size, check your speedometer accuracy and remember that every inch of added diameter is unsprung weight your suspension has to control. A 33-inch tire is usually a comfortable middle ground between factory diameter and 35 inches, and going larger is a budget decision as much as a clearance one.
Once installed, rotate on a roughly 5000-mile interval. Cross-rotation between front and rear positions on a pickup evens out wear and typically extends tread life by 20 to 25 percent, which on a 40000-mile tire adds a full season of use. Set pressures cold against the door jamb, not against the number molded into the sidewall, and recheck after a month as the tires settle. If you buy a discounted set, read the DOT date code on the sidewall and reject anything more than a couple of years old, since rubber ages whether it is on a truck or on a rack. For the rest of your build, our guides to truck tool boxes and electric bike pumps for tires cover the supporting equipment.
Frequently Asked Questions
What all-terrain truck tires last the longest?
The Cooper Discoverer AT3 and the Goodyear Wrangler All-Terrain Adventure both carry 60,000-mile treadwear warranties, the longest figures in this roundup. In practice, the Cooper AT3 stands out because it starts with 16.5/32 inches of tread depth on an E-rated 10-ply casing, so it still has usable rubber and a stable shape when the warranty runs out. Owners report 30,000-plus miles on real gravel work, and one Goodyear owner clocked 65,000 miles on a first set. Actual life depends far more on rotation interval, pressures and road mix than on the warranty number.
Which brand is considered the best for all-terrain tires?
For most truck owners the answer is BFGoodrich, and the KO3 is the model that gets recommended most often for off-road and mud work. For a truck driven mostly on pavement the Goodyear Wrangler AT/S is the consensus daily-driver pick, and for gravel-heavy routes the Cooper Discoverer AT3 is the one owners repeat-buy. In this roundup the Cooper AT3 and the Nitto Recon Grappler tie for the top owner rating at 4.8, while the Lexani Terrain Beast leads on review volume at 768 reviews thanks to its E-rated 10-ply LT casing. There is no single winner, because the right brand depends on whether you tow, drive gravel, or drive snow.
What is the best all-terrain tire for a 3/4 ton truck?
For a 3/4-ton truck, run an E-rated 10-ply LT casing and match the load index to your GVWR divided by four. In this roundup that points to the Lexani Terrain Beast AT at 121/118S, the Cooper Discoverer AT3 at 121/118R, or the Goodyear Wrangler All-Terrain Adventure at 125/122R, which carries the highest capacity here at 3638 pounds per tire. The Finalist Terreno A/T set of four is also reported to run smooth and quiet on a heavy 3/4-ton, though it is SL-rated. If your 3/4-ton tows in winter, add the Cooper Discoverer Stronghold AT, which combines a snowflake rating with an E-rated 10-ply casing.
Which tire is better, Toyo or BFGoodrich?
Neither brand appears in this particular roundup, but the general comparison holds. BFGoodrich KO3 is the stronger choice for off-road work, mud and sidewall puncture resistance, and it carries CoreGard sidewall technology. A Toyo Open Country A/T III is typically lighter and quieter on pavement, and owners frequently call it a strong all-terrain value for a daily-driven truck. If you tow, want the toughest sidewall, or drive rough roads, the BFGoodrich earns its price. If you commute on pavement most of the week, the Toyo-style balance is the better buy.
Do all-terrain tires affect gas mileage?
Yes. Expect to lose roughly three percent fuel economy compared with factory highway-terrain truck tires, and the loss comes from three places: deeper tread blocks, more aggressive shoulders and heavier casings. Tire weight matters more than buyers expect, because it is unsprung mass. In this roundup the Nitto Recon Grappler A/T weighs 33 pounds per tire while the Prinx HiCountry A/T2 weighs 56 pounds, which is a difference you will feel in acceleration and highway economy on a half-ton. If fuel economy is a priority, choose a lighter tire and stay close to factory diameter.
Final Verdict
The Lexani Terrain Beast AT takes our Editor’s Choice for the best all terrain tires for trucks because it is the rare listing that combines a real E-rated 10-ply LT casing, 3195 pounds of capacity, 768 owner reviews and a tread that owners describe as quiet. If you want the highest owner rating instead, the Cooper Discoverer AT3 at 4.8 is the standout. If you drive mostly pavement, the Goodyear Wrangler AT/S is the commuter-friendly choice, and if winter is your default season, go with the Cooper Stronghold AT for its snowflake certification on an E-rated casing.
Whichever one you land on, match the load range to your truck before you match the brand. Divide your GVWR by four, confirm the load index and load range on the sidewall, and set pressures cold against the door jamb. That single step is what separates a tire that lasts 50,000 miles from one that shreds on the first gravel road.