A tire thread

[Boss .300 winmag]

Ah the old quarterly tire thread. 

Are you getting a little tired of it?

Just entertaining to see them so often, a little search effort and it would sound like a broken record playing. 

[Bob33]

Ah the old quarterly tire thread. 

Are you getting a little tired of it?

Just entertaining to see them so often, a little search effort and it would sound like a broken record playing. 

So you aren't getting a little tired of it.

[Boss .300 winmag]

Ah the old quarterly tire thread. 

Are you getting a little tired of it?

Just entertaining to see them so often, a little search effort and it would sound like a broken record playing. 

So you aren't getting a little tired of it.

I'll just keep treading on. 

[boneaddict]

Boss, your humor is a little flat.

[boneaddict]

But....Bobs is unbalanced so......

[Bob33]

But....Bobs is unbalanced so......

I tend to veer a bit right but don't worry I'm getting aligned soon.

[Kittman]

OP's question is losing traction and steering off course...

[notellumcreek]

I have only had my terra grapplers for 2k miles so far but i like them a lot and they look good 

[Curly]

So now that the tread is getting derailed......maybe I can ask a question that is sort of off the OP's original topic?

What is the general consensus about LT vs P series tires on a 1/2 ton truck?

I know that technically a P series tire should be fine on a 1/2 ton and LT's are maybe not necessary due to the fact that the 1/2 ton suspension can't handle the weight that the LT tire is rated for.....but is an LT tire a good idea on a 1/2 ton anyway?

P series:  1) Initial cost is lower  2) maybe lighter weight so could get slightly better mpg with P series  3) Softer ride/ not as stiff of a ride ?

LT:  More plies so less likely to get a flat while driving on logging roads? 

What do you tire experts say?  Are LT tires a no brainer even for 1/2 ton trucks or is a P series tire an viable option? 

[Kittman]

I would suspect there could be a weight difference between adding the heavier duty tires and what the original suspension components were designed and tuned for coming from the factory that may have to be considered.

[whacker1]

So now that the tread is getting derailed......maybe I can ask a question that is sort of off the OP's original topic?

What is the general consensus about LT vs P series tires on a 1/2 ton truck?

I know that technically a P series tire should be fine on a 1/2 ton and LT's are maybe not necessary due to the fact that the 1/2 ton suspension can't handle the weight that the LT tire is rated for.....but is an LT tire a good idea on a 1/2 ton anyway?

P series:  1) Initial cost is lower  2) maybe lighter weight so could get slightly better mpg with P series  3) Softer ride/ not as stiff of a ride ?

LT:  More plies so less likely to get a flat while driving on logging roads? 

What do you tire experts say?  Are LT tires a no brainer even for 1/2 ton trucks or is a P series tire an viable option? 

A P Metric or P series tires is traditionally considered a 4 or 6 ply tire, and no not even considering it for my 1/2 ton or SUV that spends much time on gravel.  Mine will have an 8 or 10 ply tire or load range D or E tire every time.  I have had one sidewall blow out on an load range D tire /2 ply side wall.  I now buy 3 ply side wall tires almost every time.  It doesn't have to be a rock, but maybe a stick to go through the sidewall.  I have seen it all  before.    The other advantage for LT tires over P metric, is that most LT have deeper cut tread and wider gaps cut than the P metric counterpart.  They cost more, but should wear longer life than P Metric as well. 

Average 4 door half ton weighs 6000 lbs these days, and buy the time you put your hunting gear and buddy in the truck you are approaching 6500-7000lbs depending on the volume of gear.  Load range c or 6 ply tire is not sufficient.   

[whacker1]

Most of my friends will tell you that I am a self-appointed Tire Researching guru

So, stock size on the 18 inch rim should be 275/65/18
32 inches tall by 10.75 wide.

I run 275/70/18 Fierce Attitude MT's on my F150
33 inches tall, same width at 10.75 wide in round numbers.

I prefer to keep the narrower width for fuel economy, because you will likely lose fuel economy by the change in gear ratio from going taller.  No point in losing more fuel economy with more rolling resistance and resistance with wider, but option 2 would be to go to 285/65/18.
32.5 inches tall and 11.25 wide

It appears that you were exploring a mix all terrain and mud terrain on the lighter side of the mud terrains  Cost will be a huge factor depending on which you prefer as the MT's are almost always more expensive.

I think in the All terrain the KO2's are difficult to beat for performance, longevity (if rotated regularly and alignment maintained) and cost.  Although the cost went up when BFG went to the KO2 over the traditional KO

I am fond of the Pro Comp Extreme AT if you want something wider and a blend of mud terrain and all terrain.  295/65/18 - 33 inches tall x 11.6 wide  - watch for the buy 3 get 1 free sale. 

More expensive, but a cool looking foot print is the Cooper Zeon LTZ - 275/70/18.  They are blend between all terrain, and mud terrain with a really square look.

I have the Cooper AT3 on my Explorer and have referred several friends to them.  They are one of the best in the snow and wear really well.  I have been super happy with them.

those are  few of my thoughts.  I have explored them all and ran 1/2 of the tires on various rigs and be happy to share my thoughts.

Dear Tire Researcher Guru, keep on advising.  I also have 275/65/18 on my 2013 F-150.  The truck currently wears the OEM Goodyear Wranglers (4-ply) garbage tires.  I have have 3 splits and 1 nail in 29,000 miles.  The nail was bad luck, the 3 splits were on gravel roads in the NF, and this is unacceptable.  I will switch to 10-plys sometime in 2016.  One of my partners just bought a set of Coopers in 10 ply, and they seem really good.  The Coopers are inexpensive (he paid $800 out the door).  I normally buy all tires at Les Schwab, but the Toyo ATs are pricing at $1,100 or so.

Give me your thoughts on the best one or two tires to go with for me.  I don't care much about fuel economy (currently running an even 18mph highway).  I won't drive much in the snow or mud (I carry heavy chains all year).  The main thing is not to split tires on bad roads in the woods while hunting.

You will lose fuel mileage going from the factory all season tires to any tire I recommend due to weight of tire, tread pattern, and rolling resistance.

But my favorite All terrains for cost, longevity, and quality are as follows.   
BFG KO2 in Load range D or E, Cooper AT3, Pro Comp Extreme AT, Toyo AT2 (I think they are too expensive for what you get in return)

For mud tires
Fierce Attitude MT would require 275/70/18 for tire size as they  (been the best bang for the buck, cost, longevity, performance in my opinion) wish they had more factory siping and more tire size options available.

BFG KM2 will be a future choice

Goodyear Wrangler Kevlar will be on a future vehicle at some point.


For those willing to go to 20 inch rims on their F150's, they 275/65/20 makes a pretty sweet affordable option to get to 34 inches tall.  It also happens to be the stock size for F250 and F350 and Chevy 2500, so there is lots of tire selection to choose from.  And significantly more affordable than buying 35x12.50 on 20's.

[thinkingman]

The load range/ply rating branded on a tire's sidewall identifies how much load the tire is designed to carry at its industry specified pressure. Passenger tires feature named load ranges while light truck tires use load ranges that ascend in alphabetical order (letters further along in the alphabet identify stronger tires that can withstand higher inflation pressures and carry heavier loads). Before load ranges were adopted, ply ratings and/or the actual number of casing plies were used to identify the relative strength with higher numeric ratings or plies identifying tires featuring stronger, heavier duty constructions.

Today's load range/ply ratings do not count the actual number of body ply layers used to make up the tire's internal structure, but indicate an equivalent strength compared to early bias ply tires. Most radial passenger tires have one or two body plies, and light truck tires, even those with heavy-duty ratings (10-, 12- or 14-ply rated), actually have only two or three fabric plies, or one steel body ply.

[Curly]

So now that the tread is getting derailed......maybe I can ask a question that is sort of off the OP's original topic?

What is the general consensus about LT vs P series tires on a 1/2 ton truck?

I know that technically a P series tire should be fine on a 1/2 ton and LT's are maybe not necessary due to the fact that the 1/2 ton suspension can't handle the weight that the LT tire is rated for.....but is an LT tire a good idea on a 1/2 ton anyway?

P series:  1) Initial cost is lower  2) maybe lighter weight so could get slightly better mpg with P series  3) Softer ride/ not as stiff of a ride ?

LT:  More plies so less likely to get a flat while driving on logging roads? 

What do you tire experts say?  Are LT tires a no brainer even for 1/2 ton trucks or is a P series tire an viable option? 

A P Metric or P series tires is traditionally considered a 4 or 6 ply tire, and no not even considering it for my 1/2 ton or SUV that spends much time on gravel.  Mine will have an 8 or 10 ply tire or load range D or E tire every time.  I have had one sidewall blow out on an load range D tire /2 ply side wall.  I now buy 3 ply side wall tires almost every time.  It doesn't have to be a rock, but maybe a stick to go through the sidewall.  I have seen it all  before.    The other advantage for LT tires over P metric, is that most LT have deeper cut tread and wider gaps cut than the P metric counterpart.  They cost more, but should wear longer life than P Metric as well. 

Average 4 door half ton weighs 6000 lbs these days, and buy the time you put your hunting gear and buddy in the truck you are approaching 6500-7000lbs depending on the volume of gear.  Load range c or 6 ply tire is not sufficient.   

Thanks.  That is what I kind of figured.

Chevrolet doesn't even offer an LT tire option when ordering a 1/2 ton truck.  I was shocked that they would offer an LT.  Ford gives the option for LT tires but Chevy does not.

I got my Silverado 2 years ago and only have 24,000 miles on the P tires but maybe before next hunting season I will think about getting new tires.  Hate to get a flat out in the middle of nowhere Wyoming.

[whacker1]

So now that the tread is getting derailed......maybe I can ask a question that is sort of off the OP's original topic?

What is the general consensus about LT vs P series tires on a 1/2 ton truck?

I know that technically a P series tire should be fine on a 1/2 ton and LT's are maybe not necessary due to the fact that the 1/2 ton suspension can't handle the weight that the LT tire is rated for.....but is an LT tire a good idea on a 1/2 ton anyway?

P series:  1) Initial cost is lower  2) maybe lighter weight so could get slightly better mpg with P series  3) Softer ride/ not as stiff of a ride ?

LT:  More plies so less likely to get a flat while driving on logging roads? 

What do you tire experts say?  Are LT tires a no brainer even for 1/2 ton trucks or is a P series tire an viable option? 

A P Metric or P series tires is traditionally considered a 4 or 6 ply tire, and no not even considering it for my 1/2 ton or SUV that spends much time on gravel.  Mine will have an 8 or 10 ply tire or load range D or E tire every time.  I have had one sidewall blow out on an load range D tire /2 ply side wall.  I now buy 3 ply side wall tires almost every time.  It doesn't have to be a rock, but maybe a stick to go through the sidewall.  I have seen it all  before.    The other advantage for LT tires over P metric, is that most LT have deeper cut tread and wider gaps cut than the P metric counterpart.  They cost more, but should wear longer life than P Metric as well. 

Average 4 door half ton weighs 6000 lbs these days, and buy the time you put your hunting gear and buddy in the truck you are approaching 6500-7000lbs depending on the volume of gear.  Load range c or 6 ply tire is not sufficient.   

Thanks.  That is what I kind of figured.

Chevrolet doesn't even offer an LT tire option when ordering a 1/2 ton truck.  I was shocked that they would offer an LT.  Ford gives the option for LT tires but Chevy does not.

I got my Silverado 2 years ago and only have 24,000 miles on the P tires but maybe before next hunting season I will think about getting new tires.  Hate to get a flat out in the middle of nowhere Wyoming.

Yes, this is extremely irritating.  Which is why you see lots on craigslist or on here for folks that sell their factory set of tires in the first 10,000 miles.