My favorite LT255/85R16?

Check out my current favorites below

Link: Mastercraft CXT and Cooper S/T MAXX

 

I was asked about my favorite 255/85R16 tire these days. Favorite? Just one? Singular? This was a tough assignment for me. All my buddies know it’s impossible for me to have only one set of truck tires in my shop. It depends on the application, but what’s my final answer?

For most of us price is at least somewhat of a consideration, if not a major factor, when choosing tires. I’ll give cost some consideration, though I prefer to buy the rubber I want, and think of the relative value over 40,000 miles or more. Sometimes a little faster rate of wear is a fair tradeoff for performance.

Maxxis Bravo MA-761 and Toyo M55 in 255/85R16

Mostly Muds

While I wish there were more all-terrain or commercial traction treads in the 255/85 size there are only a couple. The Toyo M55 is one commercial traction tire that comes to mind, and the load-range D, 3-ply sidewall Maxxis Bravo MA-761 is a the only stout, low-void tire in this size. The rest are essentially mud-terrain tires.

Regional availability varies and I suggest considering this before a purchase. With few exceptions, most stores will need to order a set of 255/85 tires. In my part of The West, 255/85R16 Toyo M/T, M55, and Maxxis Bighorns can be found at many Les Schwab Tires stores, and if not in stock, will arrive a few days after an order is placed. I’d be willing to bet cash that few (if any) local tire stores stock the BFG Mud-Terrain. However the online tire giant, Tire Rack, has a warehouse nearby, and a short drive any business day would put a set of 255/85 KM2s in my pickup.

LT255/85R16E BFG KM2 treads on a 2006 4Runner

Toyo M/T 

If you’re looking for very heavy-duty construction (and heavy), smooth running on pavement, and a reputation for balancing well, the Toyo M/T is a top choice. Tread wear can be very good, or lousy depending on the rig and the driver. Their tendency to pull, often right, on (my) Toyota 4WDs and many Dodge trucks has made me reconsider my praise for Toyos in recent years where I used to swear by them. Their cost is a little scary too, though the 255/85 size is small enough to be affordable; all tires have become more expensive.

When the stoutest tire is not needed, I don’t like the extremely low pressures needed to make the Toyo M/T ride nice and flex the way I prefer off-pavement. At normal pressures on-highway ride is also firm, this is the price that must be paid for extreme-duty construction, the 3-ply sidewalls, and 7-ply tread. Some dislike the appearance of the Toyo M/T, but I think it’s a sharp looking tire. Noise is moderate for a mud terrain tire.

The previous BFG KM Mud-Terrain and the Toyo M/T in 255/85R16.

BFGoodrich KM2

With enough saddle time above a set of 255/85R16s and 285/75R16s to know how they perform off-highway, the BFG KM2 has impressed me as a load-range E, 3-ply sidewall tire that flexes well when the air pressure is dropped. BFG claims this in their advertising and it’s true. So while I’m not a BFG fan, this flexibility has my respect because I like flexible tires that are tough enough.

BFG also deserves credit for their commitment to the 255/85R16 size, as they made it for many years in the previous Mud Terrain design, for years now in the KM2 pattern, and offer essentially the same 17-inch tire, a 255/80R17. I’ve not had any failures with BFGs, but they’ve also never been my favorite tires, so I never put more than a few thousand miles on a set.

Most seem to be satisfied with how KM2s perform and last, but for years I’ve heard reports of inconsistent balance with BFGs. I experienced this myself with a set of 255/85 KMs (not KM2), which were only slightly worn and started to require more lead to balance after a few thousand miles. BFGoodrich deserves credit for taking chances when designing the KM2 which is a nice, different looking tire that has plenty of sidewall tread. A good price for a set of 255/85 KM2s should be much less than Toyo M/Ts.

Maxxis Bighorn load-range D and BFGoodrich KM2 load-range E LT255/85R16 tires.

Maxxis Bighorn MT-762

When Les Schwab Tires started selling the Bighorn a few years ago, including the 255/85R16 size (blackwalls too!), I was quick to buy a set. At the time they did full-time duty on my built 4Runner and were an exceptional value, about $150 per tire. On many occasions I was thoroughly impressed by the grip the Bighorns delivered. Part of their traction advantage comes from the relatively soft, flexible tread compound, which also results in pretty fast wear. Bighorns are also a little loud, not howling ‘swamper’ loud, but a typical mud tire hum, a bit more to listen to than either the Toyo M/T and KM2, particularly as they wear. As I mature, I’m less tolerant of everyday tire noise, and actually prefer something quieter than all three of my examples here. If you’re not averse to a little mud tire noise, the Bighorns are a great tire. They are still a load-range D 255/85, only a 2-ply sidewall design, though I’ve yet to rip one open. I’d like to see Maxxis update their design and add thicker tread material on the upper sidewalls.

My first set of Bighorns made me a fan of Maxxis light-truck tires, when they balanced with very little weight. This spurred me to purchased a set of Bravo all-terrains, which also required little weight to balance and were great on the road. My second set of 255/85 Bighorns also balanced well, but never saw much use before being traded. A third set of Bighorns, used 285/75R17s, that I acquired for testing a few months ago also balanced very well even though they had some uneven wear. A little noisy and fast wearing they may be, but they are still a decent value if you don’t have to pay full retail, and even better if you’re able to use them mostly off-highway.

Copyright © 2012 James Langan

Dick Cepek and Mickey Thompson Change Load Range D For E

Some of the great load-range (LR) D enthusiast tires are going to be improved to load-range E designs. This is only an improvement if one needs the higher load rating, and can be a negative if you don’t (see Wheels, Tires, and Sidewalls from Jan. 2012). I understand manufacturers’ position, if they make all or most of their heavy-duty light-truck (LT) tires load-range E, the tire can be used for stoutest pickups down to the smaller, lighter rigs. I argue that these stiffer, less flexible tires are not ideal for many lighter 4WDs which are typically daily-drivers that rarely haul or tow maximum loads, and would benefit from the better ride and off-pavement traction that more flexible tires offer. There are many applications where a load-range D or C (remember those) are the best choice. I view the reduction and possible elimination of the LR D tire choices similarly to the needless super-sizing of everything in the USA.

Bed full of load-range D, 255/85R16 tires.

I also see similarities to the slow death of the LT255/85R16 size. There is still a small market for this fantastic 33×10-inch tire, and many 255/85 tires that were all LR D five years ago, have become LR E designs. In support of this 255/85R16 change, I do think most trucks running this size are heavy-duty, full-sized pickups that are used as such, and the added capacity and reduced flex is a positive. Unfortunately narrower tires don’t appeal to the masses (strike 1), few new trucks are made with 16-inch wheels (strike 2), and the perfect 17-inch 255/85 replacement, the 255/80R17, is available in one tire (strike three), the BFGoodrich KM2 mud-terrain.

Dick Cepek Mud Country LT285/75R16D, with 3-ply sidewalls.

The Sea Change In Load-Range Continues

Recently I noticed that two of my current favorite mud tires, the Dick Cepek Mud Country and the Mickey Thompson Baja MTZ, are losing their load-range D rating in favor of the LR E in a couple popular sizes.

The Mud Country in 285/75R16 and the MTZ in 285/70R17 are switching to a load-range E rating. Both of these tires/sizes were load-range D, with 3-ply sidewalls, a perfect combination for many enthusiast applications. I currently own a set of each of these treads and love the 3-ply sidewalls combined with a load-range D casing. The new LR E offerings will surely offer less sidewall and/or tread flex (bad off-highway, good for tonnage) and be firmer riding during lightly loaded daily use. How stiff is the question, as not all LR E tires are created equal. Some are pretty flexible like the BFG KM2, while others like the new Cooper S/T MAXX and Toyo M/T are quite stiff.

The LT285/70R17 Mickey Thompson MTZ: Stout 3-ply sidewalls, serious sidebiter lugs, and load-range D construction all in one package. I’ll miss this combination when my current set needs replacing.

If you think I’m some kind of tire nut who likes fetish tires (well…) there has been and likely still is plenty of market and demand for good, load-range D tires. The currently popular, practical, and useful 285/70R17 size has several load-range D offerings. A search on www.trierack.com recently listed twenty-eight 285/70R17 tires; 14 of which were LR D treads, 7 were LR E, and 7 were P-rated tires. These LR D designs were not duds, and included some of the best or most popular off-highway enthusiast tires currently offered, including: Dick Cepek F-C II, BFGoodrich KM2 and All-Terrain, Goodyear MT/R with Kevlar, and Goodyear DuraTrac. For years BFG has offered their ever-popular All-Terrain in both load-range D and E flavors in both the 16-inch and 17-inch 285 mm sizes. I respect BFG for seeing and filling this need, and not forcing everyone who wants a 285 to run a load-range E tire. There is a difference.

Does this mean that I will no longer buy certain niche tires once they’re not available in LR D? Probably not. While I prefer a LR D tire for most of my uses, my primary criteria for light-truck tires is that I like the tread and overall characteristics, they balance well, and the chassis I put them on likes the tire. All of these are equally important, any missing ingredient can make a tire undesirable for the specific application—a deal breaker. After these metrics I prefer and will take a load-range D if I can get it, but will accept a load-range E if it’s not overly stiff.

RoadTraveler, enjoying the tire wear to get there.

Copyright © 2012 James Langan

2010 Tacoma & FlipPac Camper Tire Q&A

Recently I received an email from Cliff with a few tire questions for the RoadTraveler (RT) blog. Below are his questions and my answers and comments, it’s a long one…Tires, they’re what’s on the menu today 😉

Background provided by Cliff: I have a few questions I hope you wouldn’t mind answering.  First some background; I daily drive a 2010 Tacoma TRD Off Road with a FlipPac camper and OME suspension.  Living in the Eastern Sierra I spend a lot of time on 395 between Reno and Los Angeles but, also drive many miles of desert washboard roads including the Death Valley area.  I currently have stock tires, which are due for replacement.  I have decided to invest in two sets of wheels, highway and off road.

RT. Two sets of wheels (or more) are very nice, and can save thousands of miles of needless pavement wear on your off-highway tires. However, there have been times when I didn’t have the correct wheels/tires on my truck when I ventured off-pavement because either the trip wasn’t planned or I made the wrong choice. Still, I like having a set of both more and less aggressive tires to choose from, but my all-around Dick Cepek F-C II get most of the miles.

One thing to be aware of is that two different treads might need different alignment settings to track straight and true on the same vehicle…I have lots of experience with this in recent years on my Toyotas and this is a solid argument against running two sets of wheels/tires.

Unmounted Toyo M/T tires in 265/75R16E, 255/85R16E, and 285/75R16E sizes.

Q. The highway set will likely be Michelin LTX M/S2 in a P-rated stock size.  The off road tires I have yet to decide but, the short list includes, BFG KM2’s, Goodyear DuraTrac’s, or one of the Cooper off road tires. I have 7” wide wheels and would like to get into a taller narrower tire than stock.

RT. Are the stock tires on your Tacoma 265/70R16? You might consider running 265/75R16 for your replacements, though I don’t know if those Michelins are available P-rated? I assume your truck is relatively light with the FlipPac and doesn’t need more than the original P-rated tires. Though I’m not a big fan of what I consider the excessively stiff and/or short tire sidewall world we now live in (see Wheels, Tires, and Sidewalls) with your truck and intended use I would probably lean toward a load-range (LR) C tire if I could find the tread I wanted. If not, P-rated will work just as they have been.

Another question when discussing tire load ranges and ruggedness is have your OE tires been found severely lacking during the off-pavement travel you’ve already done? And even if the answer is yes, is a jump all the way to a load range E warranted, or would something more moderate like a load range C or D be more appropriate?

Reports on the Goodyear DuraTrac wear vary from excellent to very poor, and it seems the weight and/or driver of the truck has much to do with their longevity. Few complain about a lack of traction with the DuraTrac and a major positive is that Goodyear offers the LT265/75R16 size in both LR C and E, and I would suggested the LR C since you are concerned about of the ride quality penalties of an E-rated tire.

Q. My question is this.  On rough washboard roads does the difference in tire volume between the following sizes 255/85-16, 235/85-16, and 265/75-16 make any noticeable difference in ride quality?  Will one size tire provide a smoother ride over the others?

RT. The short answer is yes. Everyone’s butt dyno is calibrated differently, and truck loading, suspension, and tire PSI all make a difference. As I mentioned in the post linked above, I could clearly feel the difference between two sets of Toyo M/T ties on my 2005 Jeep Rubicon, both using the stock 16×8″ wheels, one 265/75R16E the other 285/75R16E. Both tires have 3-ply sidewalls and 7-ply treads. The only difference was the sidewall height and volume of air in the tires. I was aware of the slight but noticeable ride difference on relatively smooth local streets, and these differences were magnified once the impacts were deeper or sharper off-highway, even when aired-down.

So if you are merely analyzing the ride difference in sidewall height and/or volume, again the short answer is yes, one will provide a smoother ride than the other. But it is more complicated than that once you start changing load-ranges. All of the LT235/85R16 tires currently offered are E load range. My old favorite LT255/85R16 used to always be LR D, but now many have changed to load-range E. The LT265/75R16 size offers the most choice, with many load-range E treads, but a few LR D and C as well, just depends on the specific tire and manufacturer.

With the above in mind, it’s very difficult to say what size will offer a smoother ride based solely on the size or volume of air in the tire. Generally speaking, when running the same PSI, a LR D 255/85 will ride softer than a 235/85 or 265/75 LR E, a LR D 265/75 would ride better than a LR E 255/85, and a LR C 265/75 will beat them all. It should be noted that a LR C, 6-ply rated tire was considered a fairly heavy-duty light-truck tire a decade or two ago, and they can still be plenty depending on the rig, loading, and use. But those were the days before our super-sized world, which now includes; diesel pickups that have more torque and horsepower than commercial medium-duty trucks did, half-ton trucks with a payloads up to one ton, and 1-ton pickups that are rated for two tons or more in the single rear wheel (SRW) applications. Still, when one confirms the loads that modern light-truck (LT) tires are rated to carry, there is plenty of room to choose something less than a LR E for many applications.

Goodyear DuraTrac 265/70R17E and Dick Cepek F-C II 265/75R16E

Q. Most if not all narrow off road tires seem to be load range “E”.  Is an “E” tire too stiff for a lightweight truck like the Tacoma?

RT. That’s your call, many people think they are fine. Load Range E tires have become the norm these days, though they are not needed or necessarily desirable for every light-truck or Tacoma, and while some think they are overkill and sometimes too stiff, they are certainly popular. The stiffer the truck’s suspension the more bothersome I find stiff tires. For example, I really prefer a load range D tire on my old F350 as without a ton or more on the rear springs the ride can be very firm on-road and jarring off-highway, but the added give in a tall LR D tire when aired down makes it much more pleasant. Of course if my truck was used at its maximum gross vehicle weight rating (GVWR) most of the time, a stiffer tire would be better. But I’ve found a LR D works well both empty and loaded with appropriate air pressure, the duty-cycle matters.

Compared to your stock P-rated tires I have little doubt you will be able to feel the difference—on and off-highway—if you slap on a set of LR E treads and run the same PSI. I would suggest a LR C or D, if they’re available in the tread you want.

Q. Would a “C” load range tire provide a smoother off road ride?

RT. Yes.

Maxxis Bravo 761 & BFG KM, both 255/85, LR D with 3-ply sidewalls, a rare combination.

Q. I’m looking for a tuff, 3-ply sidewall, off road tire that will still provide a smooth ride in the rough stuff.

RT. Well that’s a tall order. The tougher the tire the rougher it will ride. The Toyo M/T I mentioned above is a very rugged tire, also a very stiff tire, particularly on a light truck. They are also expensive and typically balance very well. The new Cooper S/T MAXX is similar, very rugged but also stiff and firm riding…there is no free lunch. Remember that most LT tires still do not have 3-ply sidewalls, they have 2-ply sidewalls. Take two tires of essentially the same construction, one with the 3-ply sidewall and the other a 2-ply, the 3-ply sidewall tire will ride firmer. Preferring a more compliant ride, but sometimes needing a stout tire for heavy-hauling or puncture resistance in the rocks, I prefer a LR D with a 3-ply sidewall when I can get them, like the Dick Cepek Mud Countrys currently on my 4Runner, but that’s an uncommon configuration. Typically I just live with a regular 2-ply sidewall tire, like my current favorite, the Dick Cepek F-C II in a load-range D 285, which are currently on both my F350 and Tundra.

You should probably try to decide on the size and/or tread pattern you want first, then make the necessary concessions on load range and ply ratings, or visa-versa. You are not going to be able to have the most rugged tire, that is also very compliant on the washboard, just like the more aggressive treads generally don’t offer the wear of milder tread.

There are some other things to consider if you go taller than the 265/75R16 or 235/85R16 sizes (31.7–32″) on your Tacoma: Will your spare tire still fit in the OE location, is that important to you, and is the loss of torque and possibly fuel economy worth the switch to LT255/85R16 tires with stock gearing? Though I purchased a 4th Gen. 4Runner, I’ve often considered the 2005-up Tacoma platform, and thought that a 32-ish tall tire was very good compromise while begin able to run the correct, matching size spare without a tire swing-away.

Though in your case, the 255s would likely only be for occasionally use, and maybe the loss in acceleration and having a smaller spare would not be a deal-breaker? Since the Taco is a traditional, part-time 4WD system, there is not much concern when running a slightly smaller, 265/75 spare for short distances as long as the VSC and ATRAC don’t mind; they didn’t on my 4Runner when I ran that combination for a brief test.

Rollin’ Forward with RoadTraveler

Copyright © 2012 James Langan

Bighorn, little drive

17" TRD Rock Warrior wheel w/o the blig ring.

Mounting the Bighorns on the Tundra and hitting the highway confirmed what the balance machine told us: The Bighorns and 17-inch forged aluminum RW wheels are a good combination and well balanced.

Backing out of my shop I was immediately reminded of how flexible the Bighorns are, at 35 psi the ride was very compliant, almost soft.

Typical 2-ply sidewalls.

Up to 70 mph on the freeway the only thing I could feel was a slight rumble on the rear axle caused by the prior uneven wear. After a few thousand miles on a properly aligned and conservatively driven truck the poor wear patterns should disappear.

Maxxis Bighorns ON, F-C II OFF.

Loud

Perceptions and opinions about tire noise vary, and the truck can make a big difference too, though except when new I’ve found Bighorns to be a little on the loud side. This set didn’t disappoint, and the irregular wear added to the rumble.

Noise aside, the Tundra seemed happy with the Bighorns mounted and they’re a nice addition to the fleet for my upcoming multi-tire fuel economy test.

Copyright © 2012 James Langan

Mount and Balance, Maxxis Bighorn LT285/70R17D

Almost enough debris inside to weigh!

It was obvious these Bighorns had been stored outside as there was varying amounts of desert grit inside the tires. A thorough cleaning with compressed air prepared them for a trip to the tire shop.

Inside of the bead, this sand was difficult to blow out.

The Bighorns were not going on my nicest set of wheels, but my local Les Schwab Tires still used their nice, new rim-clamp machine to insure damage free mounting.

Rim Clamp tire machine.
New high-pressure valve stems were purchased for the TRD Rock Warrior wheels.

My experiences with Maxxis tires, all LT255/85R16D prior to buying this set of used 285s, have been positive. The Bighorns are a little loud, a softer, nicely gripping tire, and I’m usually impressed with how little weight they require to balance.

Having the correct, small center cone for the balance machine is important.
Hunter Road Force GSP9700 tire balancer.

These 285/70R17s did not disappoint, the Hunter GSP9700 balance machine indicated the tires needed little weight to balance, even with their uneven wear.

Tire #1. Amazingly little weight for a dynamic balance of a 33" mud tire. The final balance required 1 ounce on each side.

Balance Data

On my shop scale these 17-inch Bighorns weighed 55–57 pounds depending on how much rubber remained, and 80 pounds mounted on the very light forged aluminum 17″ TRD Rock Warrior wheels. Although I’ll often use a static, single-plane balance for truck tires, these Bighorns were dynamically balanced.

  1. 1.00/1.00
  2. 2.50/2.00
  3. 2.00/4.75 (The most cupped, unevenly worn tire.)
  4. 3.50/1.50

The lack of wheel weight required to balance these 33-inch mud tires was amazing. Tire #3 needed 6.75 ounces, still very respectable for a new tire, and simply impressive for one that has notable uneven wear.

Copyright © 2012 James Langan

Tire Wear Analysis: Maxxis Bighorn LT285/70R17D

Rear Maxxis Bighorn with 15/32" of tread remaining.

Careful inspection of the tread confirmed what I’d thought upon initial scrutiny: It’s obvious which pair of tires had been on the rear axle of the turbo-diesel Cummins and which had been on the front. The rears were evenly worn but had about 2/32″ less tread than the fronts, an obvious result of the substantial diesel torque, loading, and type of use they received.

17/32" in the center of a front tire.

The additional tread in the centers of the fronts was nice, however the outer edges were unevenly worn due to poor front-end alignment, driving style, or both.

Front Tire Feathering.
Rounded Outer Lugs, Front Tire, Maxxis Bighorn 285/70R17D.

Below you can see there is 10/32″ of remaining aftermarket siping in the center lugs.

10/32" of remaining siping cut into the center lugs.

Copyright © 2012 James Langan

Maxxis Bighorn LT285/70R17D

The End Of The Internet

My friend Paul recently referred to Craig’s List (CL) as “the end of the internet”, and I found it both funny and appropriate. Paul says he and his brother Chuck will visit their favorite sites, and then end up on Craig’s List looking for deals. A recent CL find in a nearby town seemed worthy of investigation…

Normal Cruise Speed In Tundra, 65 MPH

“Almost new Maxxis Bighorns, paid $900, only asking $600, still have the nubbies on them”. Since I’ve used and enjoyed Bighorns before, and had a naked set of wheels begging for new rubber, I called and got the skinny. I was told the tires had “about 1,000 miles on them”, from a few trips to the neighboring city, taking kids to school, etc. The guy said he would take $500, sounded genuine, so I decided they were worth a look and made the 1.5 hour drive one morning.

1,000 Miles x 5

Exiting my truck with my tread depth gauge in-hand, the first tire I measured had only 15/32″ tread in the center. I showed the seller, who used to work at a Les Schwab Tire store in Idaho, and he responded with: “Wow, I didn’t realize they were wearing that fast”. New 285/70R17D Maxxis Bighorns come with 19/32″ of tread, and though they can be a fast wearing tire, there was no way they lost 4/32″ in 1,000 miles, even on the rear of a powerful turbo-diesel with a young right foot driving them. During further discussion one trip from Nevada to Idaho and back was mentioned, and from the wear I guessed the tires had logged at least 5,000 miles. The fronts had more tread in the centers but the outer lugs were feathered from poor alignment or driving.

Maxxis Bighorn Tread Closeup

Since I needed more tires like the preverbal hole in head, and wanted to insure I could resell them if the the Tundra or I didn’t like them, I told the seller I didn’t want to offend him, and then offered him $300. He said he wouldn’t go that low, and that there was a much better market for his tires back in Idaho. I increased my offer to $350 (add $50 in gas to that), and said I understood if he didn’t accept, I enjoyed the drive and would be on my way. He and his wife tossed it around for a few minutes, and then accepted my cash.

LT285/70R17D Maxxis Bighorns, Center Lugs Are Siped

Loaded, strapped down, and heading home, I stopped for a cold drink at the local gas station, it was a warm spring day. I took a few pictures of the new toys, had a snack, and watched a tow-truck driver try to perform a lockout on a new, 5th Generation 4Runner for over a half-hour. This reinforced the value of my practice of always carrying two ignition keys, one in each front pocket. It’s been a very long time since I’ve been locked-out of one of my vehicles, more than sixteen years.

It takes effort to accidentally lock the ignition key inside a new car as long as it stays in the switch, or in your pocket. Lay the key on a seat and all bets are off.

While driving home I planned the mount & balance and test-drive with the new to me Bighorns.

Copyright © 2012 James Langan