Putting stuck floor mat survival strategies to the test

Recent reports of stuck accelerator pedals causing crashes and Toyota’s enormous recall has caused many to question whether or not a vehicle’s brakes are powerful enough to overpower the engine to stop a vehicle, and what you should do if you are ever in that situation. Most experts agree that a typical production car engine won’t overpower the car’s brakes from a stop. But what happens at speed is another question. Since we just happen to have a test track and a few dozen test cars at our disposal, our automotive engineers decided to play MythBusters and put it to a test.
 
Our first two subjects were the Mercedes-Benz E350 and Volkswagen Jetta Wagon, German cars with so-called “smart-throttle” technology. Both will electronically ignore the throttle input if the brake pedal is depressed. With both, we accelerated to 60 mph and then hit the brakes with the throttle pedal still planted to simulate a condition where the floor mat might have stuck it in place. With both vehicles, we were able to safely slow to a stop despite the engine having been at wide-open throttle. After stopping, the engines idled even with the throttle pedal still floored.
 
Verdict: The Mercedes and Volkswagen Smart-Throttle technology works.
 
Next up, we tried our Toyota Venza and Chevrolet HHR. Since these lacked smart-throttles, we proceeded more cautiously. So we decided to start this test by flooring the cars to 20 mph (instead of 60) and then slamming on the brakes. While we stopped both cars, the transmissions downshifted hard, trying to fight us on the way down, and we needed to exert quite a bit of brake pedal effort to stop completely. We then drove a lap around our test course to cool the brakes and repeated the procedure. This time we accelerated to 60 mph before we slammed on the brakes. Again, the engines downshifted and fought us all the way down. But by the time we slowed down to about 10 mph, the brakes had faded so much that we weren’t able to come to a complete stop.  If the driver had less strength or was traveling at higher speeds, they would not be able to slow down nearly as much.
 
Verdict: Most people will likely have a tough time stopping a car using the brakes with a stuck throttle without a smart throttle.

So what should you do if you are put in such a situation? The answer is simple: Put the car in neutral. In each one of the cars we tested, we were able to easily nudge the gear lever into neutral and stop the car quickly. All modern engines have rev limiters that prevent the engine from over revving and damaging the engine. You can safely shut off the engine after you come to a stop. However, we do not advise shutting off the engine while still driving. We tried this with our Toyota Venza—as Toyota suggests—by holding down the start/stop button for three seconds. While this also allowed us to stop, we lost power steering and had trouble maneuvering the vehicle due to the extremely heavy steering.

Related:
Floor mat survey reveals problem with all-weather mats
Toyota and Lexus floor mat recall is official
Toyota advises 3.8 million Lexus and Toyota owners to remove floor mats
Misaligned floor mat may have caused calamity

—Jake Fisher, photo by Mike Leung.

American Personal Picks: July 4th Edition

To celebrate the 4th of July, the Consumer Reports Autos team put together its patriotic personal picks focused on the American-brand models they would most like to own. Or, imagine that you’ve just accepted a new job with great pay and benefits, including a new car. However, you employer insists that it be an American-branded car. So we asked which one would you choose and why?

Car type and price were left wide open, giving the engineers and editors freedom to choose from the broad model pantheon from Chrysler, Ford, and General Motors. Interesting, many of the same vehicles were repeated throughout the picks.

Read on to see the red, white, and blue selections here, and comment below with your own choices this holiday weekend. For a more official take, see our post “Consumer Reports American Top Picks 2009.” 

Jeff Bartlett: For a practical choice, I would zero in on the Ford Fusion—A well-mannered, fuel-efficient sedan that is a terrific value and practical choice, made more appealing with its 2010 update. Beyond that, I see precious little from the Detroit 3 that would appeal to my below-$25,000 sensibilities. I favor a hatchback for versatility and prize personality. Not much meets that description from Detroit.

However, were gasoline once again cheap as water, the Chevrolet Camaro SS would be a slam dunk. It is a 30-year dream realized, almost. I have long wanted a first-gen Camaro reinvented with a modern chassis, powertrain, and safety features. But having driven it, I find I also want head room, rearward visibility, and more polished interior. Still, the new model drives as good as in my fantasy, looks stunning, and has terrific power. Should I trip over a lottery ticket or leprechaun, it would be a Corvette in the driveway, again. The Z06 and ZR1 deliver exotic-car performance in an all-American sports car, though I would choose the new Grand Sport version. The name alone conjures a legendary heritage. This special-edition has Z06 appearance elements and brakes, distinctive trim details, and a more-than-adequate 436-horsepower LS3 V8. Yeah, that’d be it.

David Champion: I would choose the Ford Fusion, Flex or Chevrolet Traverse. The Fusion’s top-notch reliability is a real breakthrough for a domestic brand and the car is fun to drive. The Flex is just the right size to carry either people or cargo—it’s comfortable and quiet and makes for a great road-trip vehicle. If I were in the market for a three-row SUV, the Traverse would be on my list for its ability to handle a variety of duties, plus its ride and handling are impressive for its size. But its sibling’s first-year reliability has been very disappointing.

Eric Evarts: If I could afford a $40,000 entry-level luxury sedan, there’s no better example on the market in my book than the new Cadillac CTS. It’s quicker than a BMW, handles as well, has more room inside, and looks wicked. While earlier CTS’s had cheesy-looking and poorly laid out interiors, the new one’s feels rich, and much warmer, more practical, and easy to use than European equivalents. Even better, I could get it with all-wheel-drive to get home from work up my hill in a snowstorm. (In fact, my neighbor did.) Even the automatic transmission that comes with the all-wheel-drive model is smooth, crisp, and responsive. So it doesn’t feel like a sacrifice.

But you don’t have to spend $40,000 to get a great American car. I prefer the new Chevrolet Malibu and the Ford Fusion to the Toyota Camry and the new Honda Accord, which both feel too big to me—even if I really like the VW Passat better than any of them.

Mike Leung: For me, I like the Cadillac CTS-V and Chevrolet Corvette. They’re stylish and fun to drive. Although the practical side of me would also go for the standard CTS, which is less fun to drive, but it has a very nice interior and is still quite stylish.

Tom Mutchler: A dream of mine is to get a 25-foot Airstream along with a pickup truck as a tow vehicle. Starting out with a smaller RV for now, I picked up a used T@B teardrop trailer, choosing our 2009 Chevrolet Silverado to go get it. We put 1,400 miles in three days on that truck and found it to be a comfortable and easy-to-live-with travel companion. Sure, a loaded Avalanche or a GMC Sierra Denali would be sweet, but a “modest” Silverado remains a very nice truck. I want one.

But a truck isn’t exactly what I want for a daily driver. Lots of domestic cars qualify. The Chevrolet Malibu is one of my favorite family sedans; I’d take a four-cylinder LT over the stiffer-riding LTZ. We found that the four-cylinder Malibu’s fuel economy beat the four-cylinder Accord and Camry in our tests, and I find the Malibu more stylish than the Ford Fusion/Mercury Milan. If I got a management job, maybe I could swing a Cadillac CTS—a very appealing sports sedan.

Finally, I’ve come very close—more than once—to buying a Ford SVT Contour or Focus. Both were tremendously satisfying driver’s cars. There isn’t really anything in Ford’s domestic fleet that currently qualifies, but I’m looking forward to the upcoming European-based Fords. Even the Transit Connect has steering feel that rivals some sports cars…

Mike Quincy: I’ve grown very fond of the new Dodge Ram pickup truck. It’s quieter inside than a congressional hearing on Wall Street bonuses. But the Ram’s open bed isn’t secure like the Chevrolet Avalanche’s – another truck I love. Tough call between these two. But these vehicles are all work, and I have to weigh in on stuff for play. The Chevrolet Corvette is often my answer to the question “If you could have ANY car, which one would it be?” Corvettes of various generations and horsepower ratings have accompanied me on trips from Boston to Washington, D.C. The combination of awesome power, secure handling and tolerable ride is amazing. I’ve often said that if GM put as much effort into the rest of its line as it so obviously has with the Corvette, it would rule the world. I’m also a big fan of the fun to drive Ford Mustang GT. I love its looks and distinctive V8 rumble, and I’ve enjoyed driving our recently acquired ’09 GT.

Gabe Shenhar: I think the Ford Fusion SEL V6 makes for a good family sedan. Even though it’s based on the previous-generation Mazda6 and is built in Mexico, it qualifies as American by most definitions. The Fusion steers and handles well with a nice ride. For a larger sedan, I’d take the Pontiac G8 GT. I love this car. With Euro-style ride, handling and braking and some rough-and-tumble American muscle, this Aussie import is exactly what the British would call a Q-car – an incognito fierce performance machine. If my budget allowed me to go more upscale, I’d be happy with a Cadillac CTS. This home-grown Detroiter looks gorgeous and drives almost as beautifully as a BMW 5 Series. And I personally think it steers better than an Infiniti G37. The larger Cadillac STS has even more comfort, quietness and roominess thrown in, yet is still a solid, enjoyable drive.

For SUVs, I’d look at the Jeep Grand Cherokee Limited 4.7, really one of Chrysler’s only worthy models. It has a character, looks and the off-road ability befitting a Jeep. And yet, it’s brisk and fairly capable on the road with some handling response and decent seats. For a model with three-row seating, I’d choose the Chevrolet Traverse. It’s roomy and drives well. This coach feels solid and quiet without being the Queen Mary II. And I prefer its looks over its three other siblings. In the absence of a domestic minivan, its functionally comes close to that most-efficient suburban vehicle.

Rick Small: I would buy a Ford Fusion, Flex or Edge. These models have a sportier feel than much of their competition and they’re attractive designs to boot. Discounting for these models is prevalent, so you can get a good deal. The Fusion and Edge are also reliable. Finally, Ford isn’t taking any bail out money (yet) which means the company should be around for awhile.

Personal Picks: Scooters and motorcycles

Summer has arrived, bringing with it warm days and elevated gas prices—conditions that make riding a scooter or motorcycle more appealing. If you are looking to buy your first two-wheeler, there are many things to consider, such as licensing, safety, and model choice. See our scooter and motorcycle report for buying advice, ratings, and safety information. 

For our report, we tested several small scooters (50cc), large scooters (125-150cc), and motorcycles (250cc). We have to confess, the staff enjoyed donning helmets and riding these bikes on our track and real-world streets. Through the process, everyone learned something about entry-level bikes and which they would choose.

Here’s we share personal picks from the test and editorial staffs.

Eric Evarts: There’s no question, the Kawasaki Ninja 250 is great fun to ride. Corners feel invigorating, as you lean the bike into turns, crouched over the handlebars. The little engine screams to redline, which comes up in a flash. And the brakes haul you down like you rode through glue. Best of all, the Ninja costs less than some of the scooters we tested.

For me, though, the best use of a motorized two-wheeler is in not taking a 3,500-pound car on simple, local trips to town for shopping and other errands. And for that, a scooter would work a lot better (providing your errands don’t include a week’s worth of groceries for a family of four). They have a lot more storage space, plus the easy step-through seating and lack of manual gear-shifting makes riding a lot easier. And by far the best scooter of the bunch is the comfortable and capable Kymko People. Its big wheels mean not every pothole is a menace, and it responds more like a motorcycle in curves.

It’s an axiom around here that riding a scooter makes everyone look like a dork. And that may be true. But if we could just man-up the Kymco’s color a little bit, it could feel a bit more righteous, rather than embarrassing.

Mike Leung: The Kymco People was the only scooter I’d consider of the group we tested. It was quick enough, went fast enough and felt the most stable in a corner (I’d remove the kickstand that scrapes on hard cornering, though). Plus, I’d choose a different color.

The Vespa 150 was nice enough in terms of comfort, but its cost is prohibitive and the performance was sub-par for that price tag.

The Honda Ruckus would be good as a pit vehicle at the race track.

Gene Petersen: A lot of people consider purchasing a scooter to save on fuel, but with overall mileage of many being not much better than a hybrid car, I wonder if they make sense. Still, if you’re going the scooter route, there are only really two that we tested that can be used for practical transportation: the Kymco People 150 and Vespa LX 150. Both feel substantial enough to ride securely around town and have just enough power to keep up with the flow of traffic typical of city and suburban roadways. I like the Kymco over the Vespa for its lower leg reach to the ground when at a stop, and the larger wheels bridge over cracks in the road to make for a smoother ride.

Before giving up four wheels for two, I think that anyone considering a scooter should take a scooter/motorcycle safety course.

Mike Quincy: I’ve had a great time getting reacquainted with two-wheeled motorized transportation. Like many, I used to ride but got sidetracked by houses, kids, and getting older. I’m glad to be back.

I like the classic looks of the Vespas we tested, but I can’t get past the price. Over $4,000 for the LX 150? You’ve got to be kidding. These things are supposed to save money.

I think if I spent the summer on Block Island, Martha’s Vineyard, or Nantucket, I’d get a Honda Ruckus. It seems nearly indestructible, has a classically-Honda smooth engine, and a no-nonsense attitude. I’d get it dirty, leave it out in the rain, ride it on the beach, and not worry a bit.

But for all-out fun, nothing comes close to the Kawasaki Ninja 250. It’s so unbelievably easy to ride and more comfortable than it looks. It could be the best bang-for-the-buck of anything with wheels and an engine.

Gabe Shenhar: As a former motorcycle rider, I came in to this test with the notion that scooters are by definition inferior to motorcycles. But now, after testing a bunch of scoots and as a middle-aged man, I discovered that scooters can be fun, a whole lot easier to ride and yet without hurting one’s masculinity. (Ahem – Ed.) They are easy to get on and off, have an upright riding position, under-seat storage, and their CVT automatic transmissions work well.

So with all the sex appeal of motorcycles, for me it’s “been there – done that.” Among the scooters we tested, we were quite surprised with how well the Kymco performed – quick, quiet, stable and sparing with fuel, but I could never see myself on one because it is just sooo ugly. That leaves only the Vespa LX 150 as a viable option – it’s quick enough, comfortable with a just-right riding position, wide and comfy suede seat, and of course, its classic charm.

Jim Travers: I’ve always felt more at ease and in control on motorcycles than scooters. Some may find the high, chair-like seating position of scooters more comfortable and their step-through frames easier to get on and off, but I’ve always felt like I’m perched high atop a scooter, rather than being an extension of it. You use your legs and body to help lean and control a motorcycle much more than you can a scooter, and a motorcycle’s larger wheels and tires add to that feeling of stability.

That said, my pick is the Kawasaki Ninja 250, hands down. The frame fits my own 6’2” frame much better than the Honda Rebel, and the ride is surprisingly comfortable. The Ninja is nimble, with precise handling, and the brakes are terrific. And there’s something about running the sporty, affordable Ninja up through the gears to that 13,000-rpm redline that never gets old. All this, and decent fuel mileage, too.

Just In: 2010 Hyundai Genesis Coupe

Hyundai has made great strides in the last few years. Cars like the Azera, Elantra, Sonata, and Santa Fe consistently exhibit all-around competence. (Follow links for ratings and road tests.) Even in the very competitive upscale sedan segment, the Genesis luxury sedan manages to impress; it scores very highly in our tests.

But there is one nut that Hyundai hasn’t cracked yet: building a car that is fun to drive. Previously tested Hyundais lack the steering feel and agility that makes a car truly entertaining.

Enter the Genesis Coupe. Based loosely on the Genesis sedan’s architecture, the Coupe aims at a wide range of sports car competitors – everything from pony cars like the Mustang/Camaro/Challenger (See muscle car showdown video) to upscale luxury sports coupes such as the Infiniti G37. We bought a Grand Touring V6 with the six-speed manual transmission; well-equipped, our car listed at $28,375.

First impressions: the 3.8-liter V6 revs freely, pulls strong, and sounds great. The steering is better-weighted than the light Hyundai norm and gives good feedback. Visibility is relatively generous for a sports coupe. But complaints are universal among the staff about the high-effort bulky clutch and awkward shifter that together makes the car hard to drive and shift smoothly. (Some wrote that the automatic would be less frustrating--a big concession for a traditional sports coupe.) The stiff ride makes us happy we didn’t buy the even-more-tightly-suspended Track version.

We’ll see how the Genesis coupe stacks up against its competition in our upcoming tests.

—Tom Mutchler, photo by Mike Leung

Just In: 2010 Lincoln MKZ

“Didn’t we test two of these already?” asked my colleague Eric Evarts. Yep. This is the third Lincoln MKZ/Zephyr that we’ve tested in five model years. (We tested a 2006 Zephyr and a 2007 MKZ.) Although we consider the name change to be a step back—Zephyr and Aviator were pretty good names, rather than a bunch letters that follow some obtuse branding scheme—Ford otherwise keeps on making substantial improvements.

The MKZ’s platform-mate, the Ford Fusion/Mercury Milan, was thoroughly freshened for 2010, so the Lincoln follows suit. (Follow the links for ratings and reviews.) It had already received a strong 3.5-liter V6 mated to a six-speed automatic back with the 2007 name change, and it finally got stability control (a big omission in this class) for 2009. For 2010 it gets a new fascia, making it hard to tell apart from our MKS that sits across the parking lot.

More important changes include better noise isolation and a revised interior that looks less like a throwback to the days of the Ford Fairmont. (I wish they had also moved the center-mounted stop light to the trunk lid, like they did on the 2010 Fusion/Milan, to improve rear visibility over the high rear deck.)

Our modestly equipped front-wheel drive MKZ has the Technology Package (basically HID headlights) and a power moon roof. It rings in at $37,160. I have to admit, this poses something of a head-scratcher, especially if you compare it to the Fusion. The Fusion SEL we’re testing lacks the MKZ’s 3.5-liter V6 and the dual full-power and ventilated front seats. And the Lincoln is somewhat quieter and more posh inside.

But our nicely-equipped Fusion drives well, like the Lincoln. The 3.0-liter V6 works well. (You could get the 3.5-liter in the Fusion Sport, if desired.) Our Fusion has blind-zone detection and a backup camera, options Lincoln doesn’t let you buy without the added cost of a navigation system. (You’d think the “Technology” package would include those technologies.) Finally, the Ford is nearly $9,000 less than the Lincoln. It’s hard to see the added $9K of value in the MKZ.

Perhaps even more troubling: There are a lot of excellent cars in this class for the same price or less, including the Acura TL and Infiniti G37. Indeed, even the larger, plusher, and faster Hyundai Genesis we tested is $1,000 less than the Lincoln.

Our first impression? The MKZ is a very quiet and pleasant car—just like its Fusion sibling.

—Tom Mutchler, photo by Mike Leung.

Personal picks: Small SUVs

Small is the big word these days. Many people are surviving on less, buying less, and downsizing. But small doesn’t have to mean uncomfortable or compromising when it comes to living with a small SUV. In fact, some even offer a token third-row seat and nominal towing capacities–some can handle up to 3,500 pounds.

And if fuel economy is a chief deal maker, one model–the Mercury Mariner Hybrid (twin to the Ford Escape)–got an impressive 26 mpg overall in our tests. However, what might be the deal breaker here is that it cost several thousands more than most competing models. (Ours rang in at $36,615.)

Here are our picks for this category:

Mike Leung: The V6 Toyota RAV4 has been a perennial favorite of mine since its debut, because of the wonderfully flexible engine that mates good acceleration and performance with very reasonable fuel economy.

New to my list is the VW Tiguan. The 2.0T engine is really good and handling is similar to a GTI. My only reservation about the Tiguan is VW’s spotty reliability and their higher cost to own.

Between the two vehicles it’s a tough call which one I would prefer, but they’re both at the top of my small SUV list.

Rick Small: There are many small SUVs today with many new ones showing up. It’s a rapidly expanding market with growing popularity. They do have many advantages over the older truck-based models, with improved handling, smoother rides, and greater fuel efficiency. They are also very roomy for their size and have folding rear seats, adding to their usefulness.

Overall, I like the Honda CR-V and Hyundai Santa Fe, which are both much improved over their earlier versions. And while the CR-V’s fuel economy is good, it can’t tow too much. I need a 3,500-pound towing capacity for my boat, so that leaves the four cylinder models off my list. The Santa Fe and Toyota RAV and Mitsubishi Outlander offer V6s that will tow what I need. Of these, the Outlander is the sportiest of the group and it fits my 6’ 3” frame the best as well–although my wife complains about the lack of leg room on her side, so I guess Outlander’s off my list.

The RAV is a good choice but I don’t like the right-hinged rear cargo door; a hatchback design is much more user-friendly. Also, the RAV’s seat comfort is not that great for taller drivers.

In the end, my favorite is still the Nissan Murano, which can be a bit more expensive but is quicker, bigger and sportier than most of these and manages a decent 19 mpg. The new 2010 Chevy Equinox looks interesting and could be good competition here. We’ll be testing it as soon as it’s available.

Mike Quincy: I think the Mariner/Escape hybrids have faults (expensive, noisy, not a wonderful ride), but I’m mostly dazzled with their fuel economy. I’ve mentioned it before in several blogs, but I’m a total sucker for a lengthy cruising range–and these hybrids clock in at 435 miles before the low-fuel light starts to glow. That’s impressive enough for me that I can forgive many of the SUV’s other downsides. The 4-cylinder RAV4 also has excellent fuel economy and only 10 few miles of range (and it cost a WHOLE lot less), but I absolutely hated the seats in our tested base model. Even a short drive made me feel that I was about to fall off the front edge of the seat–ours didn’t have a seat cushion tilt adjustment. The upscale RAV4 leather seats are much better, but opting for the Limited trim line bumps up the price considerably (especially with the V6). So if I’m going to go small with an SUV, I’m leaning toward big fuel economy.

Ford Fusion – The best car you don’t know about

For some odd reason, when people are chatting about new cars, they rarely mention the Ford Fusion. For a really good car that’s been around for a while, the Fusion seems to get less name recognition than Archibald Leach, better known as Cary Grant. That’s a shame. The Fusion is not only one of the very best cars produced by Detroit, but it is one of the best midsized sedans made by any company. (Ford Fusion model overview with ratings, available to online subscribers.)

What makes it good?

For starters, it’s fun to drive, with a good ride and crisp, responsive handling. It’s also the right size, compact enough to be maneuverable yet large enough to seat five people with ease. Then there’s the wide choice of configurations. Besides the usual front-drive configuration, the Fusion also offers an all-wheel-drive model and a full-hybrid version. Sadly, perhaps, not both at the same time.

Two more pluses: Not only does the Fusion have excellent crash-test results but it’s also one of the more reliable cars in our annual auto survey. It is more reliable than the ubiquitous Toyota Camry, an honor it’s held since the Camry’s 2007 redesign.

What we’re testing now: We just bought three front-wheel drive Fusions, which have been updated for the 2010 model year. Both our 175-hp, four-cylinder SE and 240-hp, 3.0-liter V6 versions have a six-speed automatic. The third example is a Hybrid model, which has a four-cylinder engine aided by an electric powertrain that brings net horsepower to 191. Standard safety gear on all includes antilock brakes, stability control, and six air bags.

What price?

Sticker prices ranged from about $22,150 for the basic four-cylinder to $32,400 for our loaded Hybrid, including options and shipping. The V6 SEL stickered at $28,400.

Without any arm-twisting, we paid about $26,000 and change for our just–arrived V6 SEL. That included customer incentives Ford is offering right now and struck us as pretty reasonable considering what was included. Among the goodies was full leather upholstery, heated eight-way power seats, a power moonroof, a good Sony audio system with Sirius satellite radio, the Sync Bluetooth voice-activated audio and communications system, blind-spot and crossing-traffic alert system, rear-view camera, and 17-inch aluminum wheels.

Can’t say but…
It’s too early to make any judgments about driving dynamics or how well all the bits and pieces work together. Given our past experience with several Fusions we’ve already tested, and a few new ones we’ve briefly sampled, we expect the 2010 models to be at least as good as the cars they replaced, all of which we liked. The enduring mystery is why more people don’t already know about this car. 

–Gordon Hard  Photography by Mike Leung.

Corolla versus Range Rover: Brake dancing on ice

In this corner, our posh-and-pricey Lucerne Green 2008 Range Rover Sport. In that corner, with the silver trunk, our stick-shift 2009 Toyota Corolla. (See our Range Rover Sport and Corolla road test videos.) The 5,500-pound Rover has full-time all-wheel drive and beefy Continental Cross Contact low-profile, ultra-performance tires mounted on 19-inch alloy rims. The front-drive Corolla nudges 2,850 pounds and hunches over 15-inch all-season Firestone Affinity tires on painted steel wheels. The Rover had set us back $61,900. The Corolla $16,400. This unlikely paring was perfect for answering the age-old question, is a car or SUV better in foul weather?

The arena: A stretch of snow-covered, icy road at our test track.
The contest: Come to a dead stop from 30 mph.
The score to be settled: Which vehicle can brake better and stop shorter?

The stakes were high. The Range Rover Sport is furnished like a men’s club; the Corolla, well, more like a lunch room.

In the run-up, we’d already established that stopping distances from 60 mph on normal dry and wet pavement were pretty close. On dry pavement, the Rover stopped in 136 feet, five feet better than the Corolla. On wet pavement the Rover stopped in 145 feet, beating the Corolla by a mere 12 inches.

Now to the rubber match, a winter trial where we stop from 30 mph instead of 60 mph. We lined up the vehicles on a surface of hard-packed snow with an icy under-layer, the sort of horrid road conditions every driver faces in the course of a New England winter.

The moment of truth. The Range Rover stopped from 30 mph in 141 feet, which isn’t too bad. But the Toyota Corolla ate up only 124 feet—17 feet less than the Rover. That’s more than a car-length—a huge difference.

What does this tell us? First, that the big, sporty-looking tires you see on modern SUVs don’t necessarily cut it in the cold. Second, it demonstrates once again that four- or all-wheel drive may help you accelerate but won’t do a thing for stopping on icy roads and may even breed a false sense of security.

Since one of the main draws of an SUV is the promise of safety and peace of mind, you might think that original-equipment tires would play to those strengths. They don’t. If you ever have to stop short on an icy road, ultra-performance SUV tires don’t come close to the ordinary tires on a regular car. 

When it comes time to replace your original equipment tires, check our tire ratings to find the tires best deliver on the performance factors that matter most to you.

Read: "Tested: Snobootz winter traction aid for car tires."

Learn about safe winter driving, and see our complete tire guide with buying advice and ratings—including winter tires.

—Gordon Hard and Jake Fisher, photo by Mike Leung