Tire safety: How to keep them rolling

A vehicle’s tires play an important role in the safety of your vehicle, as we are reminded by National Tire Safety Week. Organized by the Rubber Manufacturers Association (RMA), the national trade association for the rubber products industry, the event runs June 7-13. It is a chance for tire makers to remind and educate consumers about proper tire maintenance and care, and arguably sell more tires.

A recent survey sponsored by the RMA of about 5,500 vehicles found that only nine percent of vehicles had four properly inflated tires and 49 percent of vehicles had at least one under inflated tire.

The National Highway Traffic Safety Administration (NHTSA) estimates that more than 600 deaths and 33,000 injuries per year are due to under inflated tires. Improperly inflated tires also lowers the fuel efficiency of your vehicle.

Here are some tips to help your keep your tires running smoothly and safely.

Visually inspect tires on a regular basis. Look for cracks, cuts, or bulges in the sidewall or tread.

Check for uneven tread wear, which typically denotes poor wheel alignment or worn suspension components, and have both checked by a shop.

Use a quarter to check the tread depth of your tire, measuring to President Washinton’s head. (We have found there is a marked difference in tire performance between the quarter and the more common penny measurement.)

Check the air pressure each month when the tires are cold (before they've been driven more than a couple of miles).

Be sure that tires are inflated to the air pressures listed on the placard on the doorjamb, inside the glove compartment, or fuel-filler door. (The tire itself only lists the maximum pressure, not what is appropriate for your vehicle.)

Tire vibration may be a sign a wheel is misaligned, unbalanced, or bent. It could also signify internal tire damage.

For more safety information and Ratings of car, truck, and winter tires, see our tire and car care page. 

—Liza Barth 

A vehicle’s tires play an important role in the safety of your vehicle, as we are reminded by National Tire Safety Week. Organized by the Rubber Manufacturers Association (RMA), the national trade association for the rubber products industry, the event runs June 7-13. It is a chance for tire makers to remind and educate consumers about proper tire maintenance and care, and arguably sell more tires.

A recent survey sponsored by the RMA of about 5,500 vehicles found that only nine percent of vehicles had four properly inflated tires and 49 percent of vehicles had at least one under inflated tire.

The National Highway Traffic Safety Administration (NHTSA) estimates that more than 600 deaths and 33,000 injuries per year are due to under inflated tires. Improperly inflated tires also lowers the fuel efficiency of your vehicle.

Here are some tips to help your keep your tires running smoothly and safely.

Visually inspect tires on a regular basis. Look for cracks, cuts, or bulges in the sidewall or tread.

Check for uneven tread wear, which typically denotes poor wheel alignment or worn suspension components, and have both checked by a shop.

Use a quarter to check the tread depth of your tire, measuring to President Washinton’s head. (We have found there is a marked difference in tire performance between the quarter and the more common penny measurement.)

Check the air pressure each month when the tires are cold (before they've been driven more than a couple of miles).

Be sure that tires are inflated to the air pressures listed on the placard on the doorjamb, inside the glove compartment, or fuel-filler door. (The tire itself only lists the maximum pressure, not what is appropriate for your vehicle.)

Tire vibration may be a sign a wheel is misaligned, unbalanced, or bent. It could also signify internal tire damage.

For more safety information and Ratings of car, truck, and winter tires, see our tire and car care page. 

—Liza Barth 

A vehicle’s tires play an important role in the safety of your vehicle, as we are reminded by National Tire Safety Week. Organized by the Rubber Manufacturers Association (RMA), the national trade association for the rubber products industry, the event runs June 7-13. It is a chance for tire makers to remind and educate consumers about proper tire maintenance and care, and arguably sell more tires.

A recent survey sponsored by the RMA of about 5,500 vehicles found that only nine percent of vehicles had four properly inflated tires and 49 percent of vehicles had at least one under inflated tire.

The National Highway Traffic Safety Administration (NHTSA) estimates that more than 600 deaths and 33,000 injuries per year are due to under inflated tires. Improperly inflated tires also lowers the fuel efficiency of your vehicle.

Here are some tips to help your keep your tires running smoothly and safely.

Visually inspect tires on a regular basis. Look for cracks, cuts, or bulges in the sidewall or tread.

Check for uneven tread wear, which typically denotes poor wheel alignment or worn suspension components, and have both checked by a shop.

Use a quarter to check the tread depth of your tire, measuring to President Washinton’s head. (We have found there is a marked difference in tire performance between the quarter and the more common penny measurement.)

Check the air pressure each month when the tires are cold (before they've been driven more than a couple of miles).

Be sure that tires are inflated to the air pressures listed on the placard on the doorjamb, inside the glove compartment, or fuel-filler door. (The tire itself only lists the maximum pressure, not what is appropriate for your vehicle.)

Tire vibration may be a sign a wheel is misaligned, unbalanced, or bent. It could also signify internal tire damage.

For more safety information and Ratings of car, truck, and winter tires, see our tire and car care page. 

—Liza Barth 

Fuel-efficient tire regulations and rolling-resistance ratings

The California Energy Commission (CEC) has moved another step closer to introducing a draft proposal for rating tires for fuel efficiency.

The State of California may well lead the nation, introducing a draft proposal for rating tires for fuel efficiency. The proposal will be the topic of discussion in a June 10 workshop presented by the CEC. (We know the federal government is also working toward a proposal but that is not expected out before the end of the year.) The California Energy Commission has been working diligently on a proposal through the Assembly Bill (AB) 844 Statutes of 2003. To this end, the CEC’s own research, and deliberations with tire manufacturers and retailers, and interested parties have formed the basis of the draft proposal.

Consumer Reports Auto Test Center was asked to be part of the proposal process as we are the only independent group that rates tires for both performance and rolling resistance.

Highlights.

• The ratings process will cover all passenger (P) and light truck (LT) tires available for sale in California, excluding winter tires; space-saver and temporary spare tires; tires with wheel sizes of 12-inches or smaller; motorcycle tires; and tires manufactured for use on off-road-use-only vehicles.
• There will be a rating system for each tire size designation and load index (load capacity). Tires will be ranked by lowest to highest rolling resistance (most to least efficient tires). Those rated as a “Fuel Efficient Tire” will have a rolling resistance force within 15-percent of the lowest rolling resistance tire for that specific size designation and load index.
• Tire manufacturers will be required to submit rolling-resistance data on every tire size within every model line sold in the state. Data will be reported by product SKU (Stock Keeping Unit), a unique number identifying a manufacturer’s tire model, size, and specific features. 
• The determination of a tire’s rolling resistance is measured using ISO 28580 rolling-resistance test protocol or produced by calculation (i.e. numerical modeling).
• Manufacturers must submit information on effected tires by July 1, 2011.  New tires will require submission of data prior to being sold in California.

What’s it mean to consumers?
Aside from Consumer Reports’ own tire rolling-resistance ratings, there are few other avenues open to consumers for information on this subject right now. The CEC proposal will be much more comprehensive, essentially covering most tires sold for light-duty vehicles and since what is sold in California is sold elsewhere around the nation, the availability of the data should have broad appeal.

The negative impact could be the misunderstanding tire rolling resistance and the compromises that come with some tires that have very low rolling resistance. In general, consumers should understand that as a rule, a 10-percent reduction of rolling resistance can improve vehicle fuel economy by only one to two percent. But typically consumers purchasing low rolling resistance tires should not expect a huge windfall savings in fuel costs. Also, some tires trade-off key performance features like tread-life and wet-grip for low rolling resistance.

The CEC is mindful of the trade-offs some tire manufacturers make for achieving low rolling resistance vs. traction and tread-life,  but technology is at the crossroads where some tire manufacturers are closing-in on breaking down those compromises. The CEC believes the tire efficiency rating system will encourage a competitive atmosphere for tire manufacturers to achieve the coveted “Fuel Efficient Tire” rating. Consumer Reports has already been asked to participate in this next phase, as well.

Consumer education will be an important part of the Tire Efficiency Program. The CEC understands the success of the program is in educating the consumer on what tire rolling resistance is, expected fuel savings, and possible trade-offs associated with low rolling resistance tires. The CEC’s plan is to make public access to the entire database for consumers interested in the researching tires which will include rolling resistance and tire sidewall data.

Bottom line:
Rolling resistance should not be the primary reason for a tire purchase. The most important considerations are safety-related performance features including dry- and wet-braking, hydroplaning resistance, handling, winter traction if applicable in your region, and tread-life. Low rolling resistance should be a secondary consideration in your tire-buying decision.   

The CEC would like to know your interest in the Fuel Efficient Tire Program and you can make comments here or in TireTalk (an expert forum available to online subscribers).  

Before buying, be sure to consult our car, truck, and winter tire ratings and buying advice.

—Gene Petersen

When to buy new car tires based on tire age

At a recent tire conference, an engineer from a major tire company was remarking on tire aging and the fact that tire age restrictions apply to tires in-service. That caught my attention, because some automobile and tire manufactures say unused tires six years or older should not be put into service. What did he mean by that?

The key words were “in-service” refer to any tire mounted on a wheel and inflated. So, even a spare tire sitting in the trunk of a car is in-service. The illuminating aspect of the discussion was if a tire is properly stored and not mounted on a wheel, it will not age appreciably.

So what does that mean for you when it comes to purchasing new tires? Should you accept whatever age new tires are available? Our take is still the same as before: purchase the newest tires possible – find ones that are no more than a couple of years old. Why take a risk without the knowledge of knowing how a tire might have been stored? Again, we think you should follow the recommendations of the automobile manufacturer if available. And certainly remove any tires that are 10 years old or older.

The tire aging recommendations are a best practice to follow. Tire aging is not based on a chronological order alone. Other factors affect tire aging including the material properties of the tire and heat, which is a key variable that ages tires. If you live in a warm climate, run on overloaded or underinflated tires, or drive at sustained high speeds, the heat generated from any or all of these conditions can cause a tire to age more rapidly.

Our advice: Replace the tires by the automobile and tire manufacturer recommendations. (Chrysler, Ford, and Volkswagen are just a few of the companies that recommend removing tires older than six years.)

Adhering to proper maintenance can help a tire maintain its youthful life and protect yours.

Read “Help keep your vehicle's tires safe.”

Before buying, be sure to consult our car, truck, and winter tire ratings and buying advice.

--Gene Petersen

The challenges of a winter tire change over

It’s not as easy as it once was to simply switch over tires due to seasonal changes.

Here’s the story.

One of our co-workers owns a Hyundai Elantra SE. It’s a pleasant small car and one of the better ones under $25,000. This past fall, she purchased winter tires and wheels to make the tire change-over a breeze. She also bought tire pressure monitoring sensors so when the winter tires were installed, she could continue to use the monitoring system that came with the car. She purchased the tires, wheels, and sensors from TireRack, who graciously provided free installation of the sensors and mounted and balanced the tires on the wheels. All that she needed to do was to install the tires on her car and go. Sounds simple, right? Well, not exactly.

So she went ahead and bought the tires and wheels for about $508. Based on the advice of someone who knows tires (that would be me), she then purchased the tire pressure sensors and politely accepted the charge of $316 for a set of four. Total cost, including shipping, was $921.50. She installed the winter tires on the car and quickly discovered the tire pressure monitoring icon was lit in the instrument panel, indicating a malfunction. A call to the local Hyundai dealer revealed the car’s tire pressure monitoring system would have to be reprogrammed to work with the new sensors. In other words, they had to fix it.

I’d love to tell you that the trip to the dealership solved her problem, but her problem continues. The Hyundai dealer discovered the new sensors were the wrong ones. After contacting TireRack, they agreed to send the four new sensors with the promise to pay $50 toward mounting them on the inside of the wheels at a local shop. With new sensors in hand, my coworker had to revisit the dealer and have them installed and programmed. Finally, after these numerous visits to the dealer, the winter tire pressure monitoring systems worked, but only briefly. Now the tire pressure monitor icon is back on. Could it be a bad sensor or some other problem associated with the tire pressure monitoring system? We don’t know right now.

So what’s in store when she wishes to make a ritual tire/wheel change-over from winter to all-season tires in the spring and back to the winter tires in the late fall? She’ll have to visit the Hyundai dealer twice a year to have everything installed and sensors re-programmed for a bi-annual cost of about $40.

But in all seriousness, good technology should be consumer friendly. Having to go back to the dealer to reprogram the monitoring system is inexcusable when simply changing a tire. And it’s not just Hyundai. Other car manufacturers are doing the same.

What’s Consumer Reports take on all this? We encourage automobile manufacturers to make tire pressure monitoring systems easy to use without requiring the consumer to go back to dealers and to have the system reprogrammed every time a new tire wheel sensor is introduced. And since wheel sensors cost as much as the new replacement tires, you should consider your options:

• Accept the cost and potential inconvenience of maintaining the operation of your tire pressure monitoring system when making a winter tire change-over, which includes a second set of wheels and sensors.
• Forgo the second set of wheels and sensors and have the winter tires mounted on the original wheels with the original sensors. There’s an added cost of mounting and balancing the tires and wheels, but at least that’s absorbed in the cost of not having to buy new wheels and sensors. The potential downside is a tire technician may damage a tire or sensor in the mounting process.
• The last option is practical, but not the best use of technology: Buying a second set of wheels for your winter tires without a second set of tire pressure monitoring sensors. The rationale here is winter tires are used for a short period during the year. The tire pressure monitoring system is only there to alert the driver of a leaky tire. The system was never intended to be a substitute for routine tire pressure checks. So with this option you would be driving without the safeguard of the tire pressure monitoring system like most drivers of older cars on the road today.

Before buying, be sure to consult our car, truck, and winter tire ratings and buying advice.

--Gene Petersen

Earth Day: Get the lead out to save the planet

California is formally seeking a ban on the use of lead wheel weights under Senate Bill (SB) 757. Lead is the material of choice in wheel weights used to balance tires and wheels on motor vehicles. According to the bill, motor vehicles shed about a half-million pounds of lead a year in California alone. The weights are often pulverized by road traffic into fine dust that can wash into waterways and tracked into homes and businesses. A known toxin, lead can cause brain and nervous system damage in humans; young children are especially vulnerable.

In 2008, Chrysler and three lead wheel weight makers agreed to phase-out leaded wheel weights in California. Now, SB 757 will formalize a complete ban on leaded wheel weight use. Washington and Maine have also introduced legislation in 2009 to eliminate them. A number of companies have voluntary agreed to reduce—but not ban—lead wheel weights under a U.S. EPA initiative.

Consumer Reports views the elimination of lead wheel weights as a sensible move to protect the environment and public health, more than offsetting the modest additional cost of using non-toxic wheel weights.     

—Gene Petersen

For more information on car tires, check out our tire hub, which includes buying advice, tips on tire maintenance and detailed Ratings for car, truck, and winter tires (for online subscribers).

Earth Day: Recycling your car

This Earth Day we are reminded to care for our environment and do our part to make green choices. There are a number of programs available to recycle every day products and consumer electronics, but you can also do your part when it comes to your car.

A number of charity organizations offer a car donation program where you can get rid of your car and possibly take a tax deduction (consult your accountant), while helping those in need. One example is Kidney Cars, which recycles 15,000 cars a year, plus 60,000 tires, and 30,000,000 pounds of steel. Donated vehicles are either sold at auction or parts are sold out and salvaged. Money from the parts and cars is used to fund research, disease screenings, and education. Google to find other local and national charities that could be supported through vehicle donation. Seek established organizations with a good reputation, ensuring your donation provides the assistance you intend. 

Besides donating an unwanted car, there are a number of ways to recycle what goes into and on your car.

Antifreeze and motor oil: If a service station drains the radiator or changes your oil, make sure they plan to recycle or dispose of it properly. Some states require this. If you do the work yourself, find a collection center to take it to. Just two gallons of used oil can generate enough electricity to run the average household for almost 24 hours.

Batteries: Take the old battery back to the place of purchase--often there will be a rebate incentive to do so. You can also look in your local phone book for recycling centers. 

Tires: Typically, when you buy a new set of tires, the local store will recycle the worn set. If you have extra old tires, contact a tire store to see if they will accept them. Check with your town to see if they have a special day for items not accepted in the regular trash collection, or drop-off center.

See our blog "New life for recycled motor oil, batteries, and tires", for more information on how these products get new life when they are recycled.

To learn more about recycling, visit Consumer Union's Web site Greenerchoices.org.

—Liza Barth

Toyota Highlander: Hard to choose a good replacement tire

As often happens, someone asked me to suggest an alternative to the tire model that came on their Toyota Highlander. Limited and Sport trim-lines of late model Highlanders come equipped with P245/55R19 tires. Two original equipment tire models are available -- the Bridgestone Dueler H/L 400 and the Toyo Open Country A20. Neither gets stellar feedback from comments scanned at Edmunds.com. Winter grip and quick wear seem to be common complaints.

Normally, I would recommend a replacement tire from one of Consumer Report’s Quick Picks or one that suits the stated needs from our SUV and pickup truck Ratings published in the November issue of Consumer Reports and also found online (available to online subscribers).

Unfortunately, my heart sank as I went through all 20 of the all-season truck tires we tested and found just one replacement model that came in the 19-inch size; it’s the Toyo Open Country H/T, a tire that placed just 15th out of 20 models. We tested the P265/70R17 size, which delivered just an average overall performance (and notably only fair results in our wet- and ice-braking tests). At least it has average tread life, comes with a 60,000-mile tread-wear warranty, and a far better government tread-wear rating of 640—versus the so-so rating of 300 and 400 for the original equipment Bridgestone and Toyo tires.

Still, feeling underwhelmed, I searched online at Tirerack.com and Discounttire.com thinking my choices would broaden. No dice. Tirerack showed just one model and it was the original equipment Bridgestone Dueler H/L 400; Discount Tire didn’t have any replacements available. Which brings me to my pet peeve: Here we have a fairly common SUV that is also our Top Pick among midsized SUVs and consumers’ replacement tire choices are just about nil.

The proliferation of tire sizes in the last few years has made it difficult for motorists to buy replacement tires locally, as stores face greater challenges in stocking the boutique sizes come to market to fit specific vehicles. Today, there are over 312 sizes available (up from about 213 in 2000), with most of the new sizes added in 18-inch wheel sizes or larger. The shear number of sizes almost guarantees many tire manufacturers won’t find it economical to build tires in all sizes and tire dealers certainly don’t have the means to warehouse them. Who loses? The consumer with limited tire choices. 

Our advice: Check out the tires that come on the car before you buy it and research online tire retailers to see the quantity and cost of replacements. If it’s a unique size with few choices you may want to consider other tire options often available on different trim lines. A little research now may save frustration later on. Learn how to choose the best tires for your needs and budget.

—Gene Petersen

For more information, check out our tire hub, which includes buying advice, tips on tire maintenance and detailed Ratings for car, truck, and winter tires (for online subscribers).

Letting the air out from new California tire inflation rules

We have long advocated checking your tire pressures monthly both as a safety measure and to maximize your fuel economy and tire life. Californians may have even more reason to get in the habit, however due to a new tire inflation rule. And if they don’t, their auto service provider will be required to do it for them.

In its latest effort to combat global warming, a new rule in the state of California requires all businesses that —provide automotive service -- except car washes, body shops, auto parts stores, and glass repair companies -- to check and correct the tire pressures. Shops will set their own prices for this service, though drivers can decline to have it done. The rule will take effect in July 2010.

The state cites federal studies that show every three psi that tires are under inflated reduces fuel economy by 1 percent. In our own tire tests, we found that the fuel mileage drop was negligible with tires 10 psi under their recommended inflation in highway driving. But keep in mind that under inflated tires compromise handling and braking, and wear faster.

Statewide, California says that the measure will annually:

• Eliminate 700,000 metric tons of greenhouse gas emissions.
• Reduce the state's fuel consumption by 75 million gallons.
• Extend the average tire's useful life by 4,700 miles.

According to the Sacramento Bee newspaper, that will only account for 0.5 percent of the state’s greenhouse-gas saving goal by 2020.

Read "Have you checked your tire pressure lately?" For more information on tires, including Ratings, from Consumer Reports visit our tire section.

—Eric Evarts

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

Tested: Snobootz winter traction aid for car tires

Last year we tested two winter traction products claimed to offer added grip on snow and ice. Those products, Tyre Grip, a spray applied to your tires, and AutoSock, a cloth cover product placed over the tire, both offered some added grip but each had its limitations. (See Tyre Grip and AutoSock test video.) Since then we purchased another product based on a request from one of our forum readers called Snobootz. (The Tire Talk forum is available to online subscribers.)

The Snobootz system consists of a coated-fabric material that is wrapped around the drive tires on a car, then fastened end-to-end with a Velcro strip. The tread portion of the fabric has rubber pads embedded with steel cleats. The Snobootz system is marketed as an alternative to using snow chains, providing easier installation and a smoother ride. The ‘Bootz also weigh much less than snow chains, making them more user friendly according to the manufacturer’s literature. We did not compare them to snow chains, but did run them head-to-head with the AutoSock in an acceleration test on packed snow.

How to purchase: Simple – just go to snobootz.com. We paid $249.95 for ours. They were tailor-made to fit P215/60R16 tires on our 2009 Chevrolet Malibu. Snobootz are available to fit most popular sizes – there’s a size chart on the Web site.

Installation: Not so simple, even with fairly well-detailed instructions. The Snobootz have V-shaped rubber pads, making them directional, so it’s necessary to install them with the arrow shown on the side of the ‘Bootz going in the proper direction of rotation. We followed the installation instructions on a 25-degree day, which made the coated-fabric very stiff and difficult to slip and fasten tightly around the tire. Tight clearance between the tire and wheel-well of our Chevrolet Malibu made it more of a chore to install, as well. After wrestling with them we finally got a snug fit by securing the Snobootz around the tires on our indoor lift, a luxury most consumers won’t have.

Performance: Our first test was climbing a hill covered with soft snow. Frankly, the results were a bit disappointing. The Snobootz faired no better than our unaided car tires -- a new set of Dunlop SP60 all-seasons. Like the all-season tires, the Snobootz tended to dig themselves into a hole when trying to get through over six inches of snow. Next we decided to evaluate their tractive grip on hard packed snow and ice using our GPS-instrumented car. For this, we compared how short a distance it took to accelerate from 5 to 20 mph on groomed, level snow course and we compared the distances between Snobootz, the AutoSock, and the all-season Dunlop tires. Here, the Snobootz system shined, accelerating to 20 mph in just 56.9 feet. It took another 8.1 feet for the AutoSock and 13.80 feet for our bare Dunlops to reach the same speed.

Bottom line: The Snobootz works well on hard packed snow and icy surfaces. They do claw and bite, delivering impressive grip on these types of surfaces. But if it’s soft snow traction you need, leave the Snobootz in the car’s trunk. The AutoSock is a better alternative on shallow depth, soft snow. As for installation, it’s debatable if Snobootz are easier to install than snow chains. However, the Snobootz do need less clearance than snow chains, so they could be a good alternative for cars with limited wheel-well clearance. The pair of Snobootz comes with a travel bag and is relatively light to carry and stow in the car; they offer the means for getting out of a relatively shallow—but very slippery—jam.

—Gene Petersen

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