XL vs E rated offroad?

[RangerMags]

Which type of tire is better for overall performance and off-road safety? I know XL is a P rated tire but slightly reinforced to handle extra load and greater PSI. I believe XL is still 4 ply. E rated being 10 ply but much heavier. My question is, is a P rated XL tire suitable for off-road? Not extreme rock crawling or anything but the usual small and medium sized rocks, gravel, mud, etc. I cannot decide what I should go with as I want something that provides security off the beaten path but dont want it to be unnecessary. There are so many mixed opinions. Some saying you need E rated for off-road and others saying the opposite so im wondering if and XL is the best middle ground. A 10-12lb difference per tire is what id be looking at if I went with an E rated vs only about a 5lb difference for the XL.

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[RangerPNW]

If you're looking for a middle ground option, you'll want to look for something like a C rated KO2, Ridge Grappler, etc... I'll probably jump to a D-rated Duratrac (they don't offer a C) for added peace of mind and to minimize the weight gain from going to a proper LT rated tire.

 

[RangerMags]

If you're looking for a middle ground option, you'll want to look for something like a C rated KO2, Ridge Grappler, etc... I'll probably jump to a D-rated Duratrac (they don't offer a C) for added peace of mind and to minimize the weight gain from going to a proper LT rated tire.

Thats part of my issue. Only a few certain tires are offered in a C load range and none of the tires I'm looking at have that option. I'm wondering if an XL is similar to a C...

 

[NvrFinished]

What size tire are you looking at? Just keep in mind that ply ratings do not indicate the actual amount of plys in a tire any longer. The higher load-rated tires (C,D,E) usually have thicker sidewalls and more than 1 sidewall ply to aid in durability offroad.

An XL is not similar to a C-rated tire in terms of construction. They are basically a standard load construction with additional material (usually a thin belt cap) added to the shoulders of the tire. This allows for slightly higher air pressure to increase load capacity.

 

[RangerPNW]

Thats part of my issue. Only a few certain tires are offered in a C load range and none of the tires I'm looking at have that option. I'm wondering if an XL is similar to a C...

No, XL I think might be a 4 ply tire, c is 6, D is 8 and E is 10

 

[RangerMags]

What size tire are you looking at? Just keep in mind that ply ratings do not indicate the actual amount of plys in a tire any longer. The higher load-rated tires (C,D,E) usually have thicker sidewalls and more than 1 sidewall ply to aid in durability offroad.

An XL is not similar to a C-rated tire in terms of construction. They are basically a standard load construction with additional material (usually a thin belt cap) added to the shoulders of the tire. This allows for slightly higher air pressure to increase load capacity.

Im looking at 265/70 R17. Not seeing many C rated in that size

 

[NvrFinished]

The BFG K02 all terrain is only a load range C and 44 lbs.

 

[Canadian Ranger]

If you're looking for a middle ground option, you'll want to look for something like a C rated KO2, Ridge Grappler, etc... I'll probably jump to a D-rated Duratrac (they don't offer a C) for added peace of mind and to minimize the weight gain from going to a proper LT rated tire.

I've go the Duratracs on now. Beautiful tire off road, but say goodbye to your fuel economy and any 'get up and go' when you step on the pedal.

 

[RangerMags]

The BFG K02 all terrain is only is a load range C and 44 lbs.

Was trying to stay away from the KO2s and try something out of the norm but seems they are one of the only C rated in that size

 

[NvrFinished]

Was trying to stay away from the KO2s and try something out of the norm but seems they are one of the only C rated in that size

The General Grabber A/TX is a few pounds heavier at 47 lbs.

 

[RangerPNW]

Was trying to stay away from the KO2s and try something out of the norm but seems they are one of the only C rated in that size

What are your priorities with a tire? A lot of us on here just jump straight to all-terrains, but I know thats not for everyone. KO2 is the standard all-terrain for good reason, but I've had great luck with my duratrac's so I'd recommend those (little noiser as they're closer to a mud terrain than all terrain, but great in snow and rain as well as better in mud than most AT's).

 

[RangerMags]

What are your priorities with a tire? A lot of us on here just jump straight to all-terrains, but I know thats not for everyone. KO2 is the standard all-terrain for good reason, but I've had great luck with my duratrac's so I'd recommend those (little noiser as they're closer to a mud terrain than all terrain, but great in snow and rain as well as better in mud than most AT's).

I do want an all-terrain, that I know. I just feeli like every truck and jeep I see has KO2s and wanted something different. Of course I dont want a terrible on road ride but Im willing to sacrifice a little for a more reliable tire off-road than the stock hancooks. I want it to look good as well. The off-roading I will be doing is mostly to campsites and trails in national parks as well as mild rated off road trails for fun.

 

[RangerPNW]

I do want an all-terrain, that I know. I just feeli like every truck and jeep I see has KO2s and wanted something different. Of course I dont want a terrible on road ride but Im willing to sacrifice a little for a more reliable tire off-road than the stock hancooks. I want it to look good as well. The off-roading I will be doing is mostly to campsites and trails in national parks as well as mild rated off road trails for fun.

In which case I'd very much recommend checking out the Goodyear Duratrac. They've never let me down, and the P-rated ones do seem reasonably tough and would likely be enough for your use case. I air them down to around 25 before hitting anything rough, and they seem to handle everything just fine. They are a little noisier, but they've been fantastic for me. Also I think they're one of the better looking AT's available too.

Are you looking to stick with stock size or go bigger? FYI a 265/70/17 duratrac fits on stock suspension just fine.

 

[YaBoiNewton]

Which type of tire is better for overall performance and off-road safety? I know XL is a P rated tire but slightly reinforced to handle extra load and greater PSI. I believe XL is still 4 ply. E rated being 10 ply but much heavier. My question is, is a P rated XL tire suitable for off-road? Not extreme rock crawling or anything but the usual small and medium sized rocks, gravel, mud, etc. I cannot decide what I should go with as I want something that provides security off the beaten path but dont want it to be unnecessary. There are so many mixed opinions. Some saying you need E rated for off-road and others saying the opposite so im wondering if and XL is the best middle ground. A 10-12lb difference per tire is what id be looking at if I went with an E rated vs only about a 5lb difference for the XL.

Standard load rating is sufficient for your described use and a higher load index will usually mean more protection off road. Don't get too caught up in ply count. The load index does not often actually correlate to the physical number of layers used in a given tire's construction. I wonder how many E -rated tires actually use 10 plies. Duratracs for example have 6 ply construction for all LT sizes regardless of load index.

I drove the stock LT Hankooks (C-rated) for two years and 60k miles with plenty of off roading around the country. Only punctures I got in that time were from stray screws on my morning commute to work. Never an issue with gravel or rocks.

 

[Wes Siler]

So load rating indicates load rating, not off-road capability. Everything else being equal, a p-metric and LT tire will provide equivalent grip.

BUT, p-metric tires tend to be a little more optimized for on-road use, in ways not related to load, simply because tire makers see these tires being used more on-road than off. Typically, they'll have a little more silica rather than natural rubber (better grip on-road in rain at the expense of chip resistance on gravel), they'll have more siping (grip on slippery stuff like snow and ice, again at expense of chipping), and they'll have slightly tighter tread patterns, with a smaller percentage of void to reduce highway noise, at the expense of ability to grip loose surfaces.

Puncture resistance should be equivalent between similar p-metric and LTs, but a tire with a deeper tread carries more rubber on its carcass, and that will reduce instances of punctures.

Another benefit LTs may offer over an equivalent P-metric will be stronger beads, for better tire retention to the rim at low pressures, meaning you can safely air them down to a lower psi.

But, because LTs must be inflated to higher pressures on-road, you may find p-metrics to be more compliant, offering better ride quality and grip when you're not airing down.

The BIG tradeoff for an LT is weight. Unsprung and rotational masses are hugely important for both acceleration and braking performance, ride quality, and fuel economy.

I'd advise anyone with a mostly stock vehicle to stick with p-metrics. LTs only become really relevant if you're modifying your vehicle for significant off-road use.

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