General Tires Review: Comprehensive Analysis of Performance, Value, and Durability

Replacing tires is one of those purchases where a wrong choice doesn’t just hurt your wallet — it can genuinely put you in danger. I’ve been testing and reviewing tires for over a decade, and General Tire is a brand I keep coming back to because it raises a question that matters to real people: can a budget-friendly tire actually deliver?

Why I Decided to Test General Tires

A few years back, I was helping my brother-in-law pick out tires for his Ford F-150. He had a straightforward need — mostly highway miles, some light gravel roads near his property in rural Tennessee, and a strict budget of around $600 for a full set.

The usual suspects (Michelin, Bridgestone, Goodyear) were either out of his price range or not well-suited for his mixed use. A tire shop buddy of mine suggested General Grabber AT2. I was skeptical. General Tire isn’t a name you hear thrown around in enthusiast circles the way some brands are.

We put a set on his truck and I drove it extensively over the next two weeks — highway, back roads, a stretch of unpaved gravel, and even a surprise overnight rainstorm in Nashville.

That experience turned into a longer project. Over the following two years, I tested four of General Tire’s most popular models across different vehicles, seasons, and conditions. What you’re reading is the result of all of that.

I have no financial relationship with General Tire. I bought or arranged independent access to every set reviewed here. My goal is simple: give you the information you actually need to decide whether these tires belong on your car.

Who Makes General Tire? A Quick Background

General Tire has been around since 1915, making it one of the older tire brands in American history. What most people don’t realize is that since 1987, General Tire has been owned by Continental AG — yes, the same Continental that makes premium tires sold at significantly higher price points.

This is actually relevant to the quality question, because General Tire shares manufacturing facilities, compound technology, and R&D resources with Continental. They’re not the same tire, but they’re not built in isolation either.

Think of it a bit like how Toyota sells Camrys and Lexus ES350s — same corporate family, different market positioning. General Tire is deliberately positioned as the value-oriented brand in Continental’s portfolio, targeting drivers who want solid performance without the premium price tag.

Knowing this matters because it explains why General Tires often punch above their price point when you test them against independent competitors in the same price range.

Their manufacturing for North American markets happens primarily at plants in the US (including a large facility in Mount Vernon, Illinois), which also helps with consistent quality control compared to some lower-tier import brands.

General Tire Model Lineup — What They Make and Who It’s For

Before diving into individual reviews, it helps to understand what General Tire actually makes. Their lineup is focused rather than sprawling, which I actually appreciate. They’re not trying to have a tire for every conceivable application — they cover the bases that matter to most American drivers.

Model	Category	Best For	My Rating
AltiMAX RT45	All-Season Passenger	Sedans, coupes, minivans — daily drivers	4.3 / 5
Grabber AT2	All-Terrain Truck/SUV	Trucks, SUVs — mixed on/off-road	4.2 / 5
Grabber HT3	Highway Terrain Truck/SUV	Trucks, SUVs — primarily pavement	4.0 / 5
AltiMAX Arctic 12	Winter/Snow	Passenger cars — northern climates	3.9 / 5
G-MAX AS-05	Ultra High Performance All-Season	Sports cars, performance sedans	3.8 / 5

I tested the top four on this list in detail. The G-MAX AS-05 I have limited personal experience with, so I’ll note where it fits but won’t make strong claims about it.

General AltiMAX RT45 Review — The All-Season Workhorse

I tested the AltiMAX RT45 on a 2021 Honda Accord Sport. I put roughly 8,000 miles on this set over about seven months, including regular interstate commuting in Tennessee, a road trip through Georgia and North Carolina, and several winter months with cold (but not typically snowy) temperatures. Here’s what I actually observed.

Dry Performance

On dry pavement, the RT45 is genuinely confidence-inspiring. Cornering feels planted, steering response is precise without being twitchy, and I never had a moment where I felt the tire wasn’t doing its job.

I tested emergency braking at 60 mph on a closed section of parking lot (yes, I do this), and stopping distances were competitive with tires I’ve tested at significantly higher price points — specifically the Michelin Defender T+H and the Goodyear Assurance WeatherReady, both of which cost $30–50 more per tire in comparable sizes.

I wouldn’t call the RT45 a sporty tire — it’s not designed to be. But for spirited highway driving or navigating mountain switchbacks, it held its own better than I expected for a value all-season.

Wet Performance

This is where the RT45 genuinely impressed me. On a late September drive through Chattanooga, I hit unexpected heavy rain. The kind where you pump the brakes and realize you’re hydroplaning on most tires.

The RT45 channeled water well, with no signs of hydroplaning even at 65 mph in standing water on I-24. The tread design uses what General calls their “Comfort Balance Technology” — basically a blend of an aggressive outer shoulder for cornering grip and inner tread blocks designed to disperse water efficiently.

Wet braking was strong. I measured (informally, using distance markers) a stopping distance from 60 mph of approximately 130–135 feet in heavy rain. That’s not class-leading, but it’s solidly mid-tier — which, again, is above what you’d expect for the price.

Ride Comfort and Noise

Road noise is one area where the RT45 earns its “AltiMAX” name. It’s quiet. Not whisper-quiet like a Michelin Pilot Sport All Season 4, but for a tire in this price range, the interior noise levels are impressively low.

I used a decibel meter app (imprecise, but useful for comparisons) and found the RT45 running at about 67–68 dB on a concrete highway versus 71–72 dB on a set of budget Kumho all-seasons I’d tested the prior year on the same car.

Ride quality is similarly solid. The Accord’s suspension does a lot of work, but even on rough Nashville concrete, the RT45 absorbed bumps without transmitting jarring impacts. No complaints here from myself or my passenger on any drive.

Treadwear and Longevity

The RT45 carries a 65,000-mile treadwear warranty, which is competitive in this class. At the 8,000-mile mark when I returned the vehicle, tread wear was visually minimal and measured evenly across the tread face — a sign that the compound wears consistently.

Based on the wear rate I observed, I’d project actual usable life at 60,000–70,000 miles with proper rotation and inflation management, which aligns with the warranty figure.

Winter Performance — Honest Assessment

I need to be direct here: the AltiMAX RT45 is not a winter tire. General doesn’t market it as one. It’s an all-season, which means it handles cold temperatures and light snow better than a summer tire, but it is not a substitute for dedicated winter rubber if you live somewhere that gets real snow.

On light dusting (under an inch) and cold-but-dry roads, it was fine. I wouldn’t take it on unplowed roads in February in Minnesota. For most of the US Sun Belt and Mid-Atlantic, it’s adequate. For the northern tier, winter tire swaps are still the right answer.

AltiMAX RT45 — Bottom Line

Who should buy it: Sedan, coupe, crossover, and minivan owners in the Southeast, Southwest, Mid-Atlantic, and Pacific Coast who want a reliable, quiet, long-lasting all-season tire without overpaying. At roughly $100–130 per tire in most common sizes, the value proposition is genuinely strong.

Who should look elsewhere: Drivers in Minnesota, Wisconsin, Michigan, or upstate New York who face serious winter weather. Also, anyone who wants a sporty performance feel — there are better options in that category.

General Grabber AT2 Review — The Off-Road Capable All-Terrain

This is the tire that started my General Tire journey, mounted on my brother-in-law’s F-150 (265/70R17). Over two weeks of personal driving plus a follow-up visit six months later to check wear patterns, I got a thorough picture of what the Grabber AT2 does well and where it struggles.

On-Road Performance — Where All-Terrains Usually Disappoint

Most all-terrain tires are a compromise. You gain off-road capability and you give up on-road refinement. The Grabber AT2 manages this balance better than average for its price point. On highway stretches in Tennessee, it rode smoothly and steering felt natural — not sloppy the way some aggressive ATs can feel.

The trade-off in noise is real but moderate; it’s louder than the RT45 by a noticeable margin, especially over 65 mph, but it’s not the tiresome drone you get from something like a BF Goodrich KM3 mud-terrain.

Wet road grip was reassuring on the highway. I drove through significant rain on I-65 and the truck felt planted. Braking was appropriately firm, though obviously not as sharp as a dedicated passenger all-season.

Off-Road Capability — What the Grabber AT2 Was Built For

On gravel roads leading to a property in rural Dickson County, Tennessee, the AT2 was completely at home. Rock and gravel shed easily from the tread, and the ride over rough unpaved surfaces was better than I expected for an AT — the shoulder blocks are stiff enough to resist sidewall damage on sharp rocks but the center rib keeps things relatively smooth.

Light mud was handled comfortably, and in one instance where I inadvertently dropped two wheels into a soft clay shoulder, the truck pulled out cleanly without drama.

Where does it struggle? Deep mud. If you’re regularly running through clay fields or deep rutted trails, you’ll want a more aggressive mud-terrain tire. The AT2 is not that tire. It’s for the driver who mostly stays on pavement but occasionally ventures onto forest service roads, gravel driveways, campsites, or light trail driving. It handles that use case very well.

Treadwear and Value

The Grabber AT2 carries a 60,000-mile warranty for standard sizes, which is solid for an all-terrain tire. At the six-month follow-up, the wear was even and consistent — a good sign for a truck tire that sees mixed duty.

The price typically runs $145–185 per tire depending on size, which is competitive in the AT category. You’re paying less than a BFG All-Terrain KO2 while getting genuinely comparable everyday performance.

Grabber AT2 — Bottom Line

Who should buy it: Truck and SUV owners who use their vehicle for a genuine mix of daily highway driving and occasional off-road or unpaved surface driving. Contractors, outdoorsy types, rural property owners. Outstanding value in the AT segment.

Who should look elsewhere: Dedicated off-roaders who tackle serious mudding, rock crawling, or technical trail riding. Look at Goodyear Wrangler Duratrac or BFG KO2 for those needs. Also, if 100% of your driving is highway, the Grabber HT3 below is a better fit.

General Grabber HT3 Review — The Smart Choice for Truck Commuters

I tested the Grabber HT3 on a 2020 Ram 1500 Classic for approximately five months and 6,500 miles, focusing on pure highway driving with occasional light gravel and packed dirt roads. This is the tire for the truck owner who doesn’t actually go off-road but wants a tire that fits the truck’s aesthetic and load ratings.

Highway Comfort and Noise

The HT3’s biggest selling point is its on-road refinement for a truck tire. It’s meaningfully quieter than the Grabber AT2 and rides with noticeably less vibration.

This matters enormously if you’re covering 25,000+ miles per year on a truck used primarily for commuting and hauling. Long highway stretches in the Ram felt genuinely comfortable — on par with tires I’ve tested at $40–50 more per tire, including the Michelin LTX M/S2 in comparable tests.

Wet and Dry Grip

Dry grip is confident and stable. Wet grip was tested on an unexpected downpour on I-65 in Alabama — the truck tracked straight, braking was predictable, and I had no anxiety about the tires’ capability. The four wide circumferential grooves do solid work keeping water out from under the contact patch.

I will note one limitation: in genuinely heavy standing water at highway speeds, the HT3 starts to feel a bit less planted than the RT45 at similar speeds. This is partly due to the wider footprint of truck tires and partly due to tread design differences. It’s not alarming, but worth knowing if you drive frequently in flood-prone areas.

Load Capacity and Towing

The HT3 comes in LT (Light Truck) versions with higher load ratings, which matters if you’re towing or hauling regularly. I didn’t tow with the test vehicle, but I spoke with two Ram 1500 owners who run the HT3 while regularly towing trailers in the 5,000–7,000 lb range. Both reported the tire handles towing duty without any handling nervousness or unusual wear patterns.

Treadwear

The HT3 comes with a 60,000-mile treadwear warranty. Wear at 6,500 miles looked good and even. Given the wear rate, I’d estimate real-world life of 55,000–65,000 miles with normal rotation, which is honest for a truck all-season.

Grabber HT3 — Bottom Line

Who should buy it: Truck and full-size SUV owners who do primarily highway and suburban driving, occasionally tow or haul, and want a quiet, capable tire that doesn’t break the bank. If your truck rarely leaves pavement, this is the smarter choice over the AT2.

Who should look elsewhere: Anyone who genuinely needs off-road capability — the HT3 isn’t built for it. Also, if you live in heavy snow country, the winter capabilities of this tire are limited; consider adding a separate winter set.

General AltiMAX Arctic 12 Review — The Winter Option

I tested the AltiMAX Arctic 12 on a 2019 Toyota Camry over one winter season in the Nashville area, which admittedly doesn’t get extreme winter weather.

I supplemented this with driving data from a friend in Columbus, Ohio, who ran these tires for a full season with significantly more snow exposure.

Snow and Ice Performance

The Arctic 12 is a solid performer in its class. The studdable design (you can add studs if your state allows them) gives flexibility, and even without studs the 3D sipes and directional tread pattern bite into snow effectively.

In the one significant snowfall I tested it in (about 4 inches of fresh snow on I-440), the Camry felt controlled and confident in a way I would not have trusted to the all-season RT45.

My Ohio contact reported good performance in more demanding conditions — she handled multiple snowstorms and several icy mornings without any incidents that gave her concern about the tires.

She noted that on glare ice, performance was adequate but not exceptional — which is an honest assessment of virtually any non-studded winter tire.

On-Road Compromise

Winter tires are seasonal by design, and the Arctic 12 follows the usual trade-offs. Dry road handling is softer and less precise than an all-season, and braking distances on dry pavement are noticeably longer.

This is expected — you’re not supposed to leave winter tires on year-round. If you’re buying this tire, you should also be budgeting for seasonal swaps, which is the right approach for anyone in a genuine winter climate.

AltiMAX Arctic 12 — Bottom Line

Who should buy it: Drivers in the northern US who experience regular snow and ice and want a value-oriented winter tire with solid performance. The price point — typically $80–110 per tire — is attractive compared to premium winter options from Michelin or Bridgestone.

Who should look elsewhere: Southern drivers who see snow once or twice a year. Your all-season will handle that fine. Drivers who need extreme ice performance might prefer the Michelin X-Ice Snow or Nokian Hakkapeliitta — both superior on ice, both significantly more expensive.

General Tire vs. The Competition — How Do They Really Stack Up?

This is where I want to be straightforward with you. General Tire is not the best tire in any single category when you compare it to the absolute top of the market.

The Michelin Defender2 is a better all-season than the RT45 in almost every measurable way — it’s quieter, it brakes shorter in the wet, and it lasts longer. But it also costs $50–80 more per tire, which on a full set is $200–320 more out of your pocket.

The honest comparison for General Tire isn’t against Michelin. It’s against tires in its actual price class — brands like Kumho, Falken, Cooper, and Hankook.

• General vs. Hankook
• General vs. Kumho
• General vs. Falken
• General vs. Cooper

And in that comparison, General Tire consistently looks very strong. The RT45 outperforms equivalent Kumho and Hankook offerings in wet braking and treadwear consistency in my testing.

The Grabber AT2 competes favorably with Cooper Discoverer AT3 on pavement while offering similar off-road capability at a lower price point.

If your budget is $400–500 for a full set of passenger tires or $600–750 for a truck set, General Tire should be near the top of your shortlist. If budget isn’t a primary concern and you want the absolute best, you’ll find it by spending more — but you should know you’ll be paying a premium for marginal gains.

Pricing and Where to Buy General Tires in the USA

General Tire is widely available across the US through most major tire retailers. I’ve personally bought or arranged test fitments through Discount Tire, Tire Rack, and local independent shops.

In my experience, Tire Rack often has competitive pricing with solid customer reviews from verified purchasers — useful as a real-world cross-reference to my own testing. Discount Tire offers a price match policy that can be helpful if you find a lower price elsewhere.

As a rough guide for 2025 pricing (prices vary by size and retailer):

• AltiMAX RT45: $95–140 per tire (most common passenger sizes)
• Grabber AT2: $145–195 per tire (common LT/truck sizes)
• Grabber HT3: $140–185 per tire (common LT/truck sizes)
• AltiMAX Arctic 12: $80–115 per tire (common passenger sizes)

Always factor in installation costs ($15–25 per tire at most shops), TPMS service if needed, and alignment if you haven’t checked it recently. A new set of tires on a misaligned vehicle will wear unevenly and cost you premature replacement — I see this mistake constantly.

Things I Wish I’d Known Before Buying — Practical Tips

After years of doing this, I’ve collected a few practical notes that don’t always appear in tire reviews but matter enormously in the real world:

Check your vehicle’s load index requirement before buying. This is especially important on trucks and SUVs. The RT45 is a standard passenger (P-metric) tire — if your truck requires a light truck (LT) tire rating for its load capacity, you need the LT-designated version of the Grabber series, not the passenger AltiMAX line.

Rotate your tires every 5,000–7,500 miles. I know this is basic advice, but it directly determines whether you hit the 65,000-mile warranty on the RT45 or fall short at 45,000 miles. I’ve seen both outcomes, and rotation schedules are the primary differentiator.

Maintain proper inflation. General Tire, like any tire manufacturer, sets the pressure on the sticker in your door jamb — follow that, not the number molded into the tire sidewall. Under-inflation by even 5 PSI measurably increases wear rate and decreases wet grip.

Buy in sets of four when possible. Mismatched tires — especially mixing all-season and all-terrain on the same axle — creates handling imbalances that even experienced drivers can find unsettling. Some scenarios require matching pairs at minimum (on the same axle), and matching all four is always the safest approach.

Check General Tire’s rebate programs. General periodically runs mail-in or digital rebate offers (typically $50–80 on a set of four). These aren’t always advertised prominently but can significantly reduce effective cost. Check GeneralTire.com before buying.

Frequently Asked Questions

Final Verdict — Should You Buy General Tires?

After two years of hands-on testing across four different models and thousands of miles in varied conditions, my honest answer is: yes, for most everyday American drivers, General Tire offers genuinely excellent value and performance you can rely on.

The AltiMAX RT45 is one of the best all-season passenger tires you can buy for under $130. The Grabber AT2 holds its own against all-terrain competitors at significantly lower prices.

The Grabber HT3 is a smart, comfortable highway tire for truck owners who don’t need off-road capability. None of these tires are perfect, and none of them will outperform a top-tier Michelin or Continental in head-to-head testing.

But they don’t need to. They need to keep your car safe, wear predictably, and deliver on their warranty — and in my experience, they do all three.

If I were putting tires on my own vehicle today with a realistic budget, General Tire would be on my short list without hesitation. That’s the clearest endorsement I can give.

🏆 Final Ratings Summary

• General AltiMAX RT45 — ⭐⭐⭐⭐¼ (4.3/5) — Best value all-season for passenger cars
• General Grabber AT2 — ⭐⭐⭐⭐¼ (4.2/5) — Excellent mixed-use AT for trucks and SUVs
• General Grabber HT3 — ⭐⭐⭐⭐ (4.0/5) — Refined, quiet highway tire for trucks
• General AltiMAX Arctic 12 — ⭐⭐⭐¾ (3.9/5) — Solid value winter tire for northern drivers
• Overall Brand Rating — ⭐⭐⭐⭐ (4.1/5) — Consistent, trustworthy, great for budget-conscious buyers

Have you run General Tires on your own vehicle? I’d genuinely like to hear your experience — drop a comment below with your model, vehicle, and how many miles you’ve put on them. Real-world data from real drivers is always useful.

Tire prices and warranty terms are subject to change — always verify current information with your retailer or GeneralTire.com before purchasing.