Published June 23, 2026
Located adjacent to our South Bend headquarters, our test track allows our team to discover how each tire will behave under the extremes of emergency situations on the road or the limits of performance in competition.
Our fleet of test cars, an SUV, and a pickup truck are specially selected to give the best and most consistent results when testing tires.
Each tire model is tested and independently scored 1-10 on comfort and performance. We are the only retailer performing in-house, independent tire tests.
Length: (20:39)
2023 Tesla Model 3
Use these dropdowns to compare results and sort data to find any details you're looking for. When favorites are selected, this chart will default to only showing favorites. This can be changed by using the toggle below.
Want to really get down to it with the data? Try this head-to-head comparison. When favorites are selected, this chart will default to showing favorites first.
We tested five of the most popular Ultra High Performance All-Season tires in 235/40R19 on a 2023 Tesla Model 3 Performance to find out which one delivers the best mix of dry grip, wet traction, range, and ride comfort for daily EV driving. If you want a tire that handles a Tesla's instant torque without trashing your range or your spine, this is the head-to-head you're looking for.
| Tire | Best For | Dry Lap | Wet Lap | Efficiency |
|---|---|---|---|---|
| Michelin Pilot Sport AS 4 | Outright performance | 29.04 s | 30.62 s | 288 Wh/mi |
| Goodyear Eagle F1 All Season | Overall balance | 29.08 s | 30.86 s | 291 Wh/mi |
| Continental ExtremeContact DWS 06 Plus | All-around benchmark | 29.34 s | 30.73 s | 285 Wh/mi |
| Bridgestone Potenza Sport AS | Capable all-rounder | 29.49 s | 32.10 s | 280 Wh/mi |
| Goodyear Eagle Sport AS (T0 SCT) | Max EV range | 29.85 s | 33.40 s | 266 Wh/mi |
Ultra High Performance All-Season tires - UHPAS, if you don't feel like typing that out every time - occupy a fun corner of the tire market. They're a meaningful step up in dry and wet performance from a Grand Touring All-Season, without giving up everyday drivability. By nudging the "jack of all trades, master of none" formula a little further toward sporty driving, UHPAS tires give you a daily driver that's actually entertaining - which is where most miles get racked up. Not off-road, not on the track, not in the worst weather: the regular commute. So why not make it more fun?
That's especially true on a Tesla Model 3 Performance. The combination of instant torque, dual-motor all-wheel drive, regenerative braking, and added battery weight is exactly the kind of mix that exposes a tire's weaknesses fast. We gathered five UHPAS tires for this test and looked at them from multiple angles. This report covers our 2023 Tesla Model 3 Performance test car; a separate report covers the same tires on our 2024 BMW 330i, followed by a round-up comparing the two.
As usual, we introduce each tire, walk through our real-world road-ride impressions, run an efficiency test (because EV range matters), and then take each set around the Tire Rack Test Track in wet and dry conditions to see how they handle the kind of aggressive driving they were built for. Browse all Tesla Model 3 tires or the full UHPAS lineup if you want to shop along.
The Potenza Sport AS is a tire we've tested before, and it has been consistently fine. A solid option for the category that balances all-season performance with decent ride quality, it serves as a good "all-rounder" benchmark.
The Potenza Sport AS was firm, transmitting much of the road's surface directly into the cabin, but it still gave us decent cushioning over larger bumps. That stiffness produced noticeable rebound and extra motion over smaller imperfections and at highway speeds. Noise sat in a respectable range - quiet enough on smooth pavement, but prone to a pronounced growl on rougher surfaces. Steering was a high point: quick, accurate, and natural in the hands, blending seamlessly with our inputs.
The Potenza Sport AS was among the more efficient tires in the test, at 280 Wh/mi for an estimated 250-mile range at 100% charge.
On the wet track, traction was clearly limited. It was fun to drive in the same way that running around the house in socks is fun - a great time, but not the platform for setting a new lap record around the dining-room loop. Adequately slowing down before corners was a calculated gamble that wouldn't reveal itself until we were mid-corner and the tire fully saturated. It rotated easily under power, under braking, almost any time we wanted (or didn't want) it to, which meant a lot of pivoting and not much forward progress.
Objectively, the Potenza Sport AS was markedly down from the test's best: 32.10-second average lap (vs. 30.86 for the closest competitor), 6.10 through the slalom (vs. 5.75), and 154.9 feet to stop from 60 mph - the next tire improved on that by just over an average car length.
Once the track dried off, the Potenza Sport AS was much more at home. Still a step back from the top of the field, but not nearly as far. It was well balanced, with no glaring disparities from braking to initial turn-in, holding a pretty even keel throughout. That also meant it couldn't be driven too aggressively without finding its limits, but kept at - or just under - the absolute limit, it offered crisp steering, useful rotation, and strong laps. The objective numbers matched its "pretty good, not the best" feel: half a second off the fastest average lap, a tenth lost in the slalom, and only braking (124.3 feet from 60 mph, 10 feet behind the leader) betrayed its lower traction.
Quite possibly the most well-known and well-regarded tire in this test, often shortened to just "DWS," Continental's flagship UHPAS tire has earned high marks in testing and consistently sits at the top of customer survey lists for the category. That makes the ExtremeContact DWS 06 Plus an excellent benchmark to test other tires against.
The ExtremeContact DWS 06 Plus was a comfortable companion on the Tesla during our road ride. Impacts were handled with stoic efficiency - sharp but over quickly, with minimal post-impact motion. Noise was a consistent low-to-mid-range growl: never truly intrusive, but a reminder that this is a performance product, not a touring tire. Sound didn't change much with surface, which was to its credit and helped it fade into the background. Steering was predictable and natural, with appropriate effort, speed, and precision. A good overall package on-road.
The ExtremeContact DWS 06 Plus joined the more efficient tires in the test at 285 Wh/mi for a roughly 251-mile theoretical range at 100% charge.
Steering felt intuitive and easy to direct, with slightly lower outright traction than the test's very best. Breakaway was gradual, which kept surprises off the table, but it arrived sooner than we'd have liked. The DWS 06 Plus was still among the strongest tires we tested in the wet - second or third in every objective metric: a 30.73-second average lap, 5.75-second slalom, 138.3-foot stop from 60 mph, and 0.83 lateral g.
Much like its wet performance, the DWS 06 Plus was plenty capable around the dry track, though it didn't feel as planted or athletic on the Tesla as we'd like. That doesn't mean it was a poor performer by any reading. Steering was very nice: intuitive, accurate, weighty, and well matched to the platform. It just felt as if it promised slightly more than its available traction, which left us pushing harder than we needed to. Slow the inputs, stop tossing the car around, and the ability was right there - we put together very fast laps when we did.
Objectively it was quite good, and finished about how it felt: a 29.34-second average lap right in the middle, 5.44 seconds through the slalom, 0.89 lateral g, and 117.4 feet to stop from 60 mph.
The new kid in town: the Eagle F1 All-Season launched near the end of 2025, so this is our first chance to run it through the gamut and see whether it deserves to run with the established benchmarks or is another also-ran.
The Eagle F1 All-Season came out swinging, impressing us with a nicely balanced ride that blends luxurious cushioning with a taut, efficient attitude over imperfections. Over rough surfaces and repetitive impacts in particular, it was easily the nicest tire of the group. Noise was extremely well managed, only emerging at highway speeds with some low vibrato and hiss, with little to no standout tones elsewhere. Steering was another high point: natural, accurate, and weighted just enough to remind you it's a performance tire while still feeling comfortable on a daily commute.
The Eagle F1 All-Season was the least efficient tire in this test at 291 Wh/mi. The grouping was tight overall - only one outlier dipped below 280 - and we still calculated its theoretical range at 244 miles at 100% charge.
There was a nice traction plateau that kept it from feeling edgy as we approached the limits, though breakaway could feel a bit sudden until we acclimated. Recovery was a little slow when we did step over the limit, so some caution was warranted. Steering was intuitive and pointed the front nicely: 15 degrees of input felt like 15 degrees of motion at the tires.
The objective metrics matched the Eagle F1 All-Season's solid wet feel on the Tesla: second-quickest through the slalom (5.61 seconds), second-best lateral g (0.86), and very competitive lap times and braking distances (30.86 seconds and 140.3 feet from 60 mph).
The Eagle F1 All-Season delivered just the right amount of steering response and natural precision, with good rear-end engagement and smooth blending of inputs that made it enjoyable at a brisk pace. Braking was the only real limitation - it required early, authoritative application to match the elevated speeds. Once we adjusted, the tire provided strong lateral grip and composed, confidence-inspiring handling throughout. One of the more harmonious options in the test on this chassis.
Objective metrics put it among the nicest options in the dry too. It was the quickest tire through the slalom and posted the second-fastest average lap (albeit narrowly), and it was closely grouped with the best braking from 60 mph (116 feet vs. 114.3 feet). A nice showing overall.
Developed as an OE tire for the second-generation Tesla Model 3, the Eagle Sport All-Season (T0 SCT) was worth taking a look at to see how it compares with replacement-market options that have a broader focus. Some OE tires are fantastically tuned to their respective vehicles; others are a little underwhelming. Which camp does this one fall into?
Firm, but not particularly good at damping residual motion from impacts. It transmitted plenty of road detail with noticeable up-and-down movement, isolating impacts less effectively than the rest of the group. Never truly harsh, but noticeably less civilized than the field. Noise stayed low and consistent with only mild vibrato on smooth surfaces, but in the real world, smooth pavement is rare - and the Eagle Sport All-Season grew noticeably louder on every other surface. Steering was adequate and predictable, but lacked sharpness and developed a slightly dead feel when loaded mid-corner.
The Eagle Sport All-Season (T0 SCT) was handily the most efficient tire we tested, at just 266 Wh/mi for a theoretical range of 275 miles at 100% charge. If maximum EV range is your priority, this is the tire - just understand the trade-offs below.
It was down on grip across the board, which made it easy to induce both power-on and off-throttle oversteer. It didn't feel settled during cornering, and it was easier than we'd like to transition from a neutral, balanced state to either under- or oversteer with minimal provocation. The rear stepped out readily on any throttle - useful if it was deliberate, but it often happened whether we wanted it or not. Never outright treacherous, but the excessive rotation and lack of consistency made it a chore to maximize. Less playful, more constant management.
Objective metrics were unkind: a 33.40-second average lap (three seconds slower than the top group), the slowest slalom in the test, the lowest lateral g (0.78), and the longest braking distances by a wide margin (163.4 feet from 60 mph). For comparison, the shortest braking distance in the test was 134.3 feet - nearly a 30-foot gap.
This was the lowest-traction option we evaluated on the Tesla, delivering an experience that felt more like a well-sorted touring tire than a true performance tire. It moved around noticeably under pressure - not enough to be unpredictable, but you could feel it was unsettled. The slides were manageable and even a little fun, but there was no avoiding the lower limits. Braking zones were easy to overshoot, and it was noticeably slower than the rest of the group. A good time, but not exactly for the right reasons.
Unsurprisingly, the Eagle Sport All-Season (T0 SCT) finished at the back of the pack in most objective metrics with the slowest average laps (29.85) and the weakest lateral g (0.86). It did, however, avoid the worst braking distance - if only by a foot (123 feet vs. 124.3 at the low end). So there's that.
Another titan of the category, the Pilot Sport All-Season 4 (or "PSAS 4" if you're into acronyms) needs little introduction. It's a customer favorite and a testing benchmark - the aspirational milestone other tires have to meet and exceed if they want to make an impact in the market.
On the Tesla, the Pilot Sport All-Season 4 was firm and "transparent" - most small imperfections or undulations could be felt distinctly during the drive. Not harsh, but enough to build a mental map of the surface underneath. Larger hits were soaked up, though with a bit of excess motion afterward. Noise was consistent: most surfaces produced one or more noticeable tones, ranging from impact rings to cyclical chugging to a dull roar. None were overly loud, but they were intrusive enough to demand attention. Steering was precise, with good tracking at highway speeds; turn-in was smooth but teetered on the edge of a little too eager at times.
The Pilot Sport All-Season 4 sat at the lower end of the tightly grouped efficiency spectrum at 288 Wh/mi, for a theoretical range of 243 miles at 100% charge.
On the wet track, the Pilot Sport All-Season 4 was unquestionably strong. In fact, it was objectively the best tire in every metric: fastest through the slalom (5.56 seconds), fastest average lap times (30.62 seconds), highest lateral g (0.89), and the shortest 60-0 mph stopping distance (134.3 feet). That said, it's a tire that wants you to play by its rules, and it punishes mistakes more so than some of the others in this test. The rear doesn't want to play; missing a braking zone had us understeering into corners. Steering was sharp initially, but too much input and we were back to pushing. Approached carefully, it was very, very good.
Much like in the wet, the PSAS 4 was objectively the top tire on track, and - also like in the wet - it didn't feel quite as good as the numbers suggest. Maybe because it feels like it's approaching the category ceiling, we wanted more: more braking, more cornering traction. We could rotate it intentionally and easily correct for overeager inputs, and there was plenty to like.
There is zero questioning that this was a good tire. It posted the strongest dry braking in the test (114.3 feet), the highest lateral g (0.91), and the fastest average lap times of the group, though narrowly (29.04 vs. the closest tire at 29.08). It was beaten in the slalom by that same tire (5.40 vs. 5.38 seconds) - a thrillingly slim margin between the two.
That's the Tesla portion of the test in the books. Be sure to check out the other part here: 5 UHPAS Tires Tested on the BMW 330i X-Drive. This was a strong set of UHPAS tires - solid representatives of the category that would make most drivers happy. The gap between the top three (Eagle F1 All-Season, ExtremeContact DWS 06 Plus, Pilot Sport All-Season 4) was extremely narrow, with each tire offering its own subtle lean toward one specialty or another.
Goodyear's Eagle F1 All-Season was the most balanced of the bunch. It "understood the assignment," delivering the most pleasant on-road experience for where Tesla Model 3 owners actually spend the majority of their time. When it came time for the "performance" part of Ultra High Performance, it was competitive with everything else - not the absolute peak, but arguably the nicest tire to drive aggressively. If you want one tire that does everything well, this is it.
The DWS 06 Plus delivered the same kind of balanced experience, especially in terms of comfort and noise control, and held its own in the dry and especially the wet. It's been a great tire in every previous test, and it's plainly obvious why it remains a popular category choice for Tesla Model 3 owners.
The Pilot Sport All-Season 4 owns its space in the UHPAS category for one word: performance. Michelin hasn't entirely eschewed on-road comfort and quietness, but this tire is geared toward being the fastest, hardest-braking, quickest-steering example of the breed - and it largely accomplishes that, even with a little extra noise and a slight downgrade in ride comfort. If you push your Model 3 Performance, this is your tire.
Bridgestone's Potenza Sport AS also serves as a capable all-rounder on the Tesla. It earns its kudos for a pleasant on-road drive and nice steering feel; on the performance side, it's good enough at everything we (or anyone else) would ask of it, just a small step back from the upper echelon. A safe pick if it's priced right.
Goodyear's Eagle Sport All-Season (T0 SCT) finished at the low end of the test on both objective and subjective measures, but was never egregiously bad in any one area. It was clearly operating at lower levels of traction and refinement next to its betters, yet remained usable throughout - and it posted by far the longest theoretical range of the group. If maximizing EV range matters more than outright grip, it earns a spot on the short list; if you want true UHPAS performance, look elsewhere on this list.
Tire Rack carries every UHPAS tire in this test, with most orders shipping free to your door or to one of our 10,000+ Recommended Installers. Browse the full lineup of Tesla Model 3 tires and Ultra High Performance All-Season tires, or use the Tire Decision Guide if you want a personalized recommendation.
We can't help ourselves, we're always testing more tires out on the track. It's a good thing too, because with so many different categories and so many different features to evaluate, there aren't many places you're going to find this type of in-depth analysis. It's not a stretch to say with each tire test we do, you're going to learn something new - and maybe even find your next set of tires.
We took nine tires from five performance categories to truly demonstrate what each offers and the gains and tradeoffs that exist as you move from one category to another.
We tested nine tires, ranging from EV and non-EV specific and from the Grand Touring All-Season, Ultra High Performance All-Season, and Max Performance Summer categories.
Eleven tires from five categories go head-to-head to see where they land regarding efficiency, road characteristics, and wet and dry performance.
Need help choosing the right products for your vehicle? Our US-based team of highly trained experts has the knowledge and passion to help. Just pick up the phone and give us a ring. Or let's chat via email. We love solving problems and lending a hand (or an ear).
Contact Us
