Tire Review: Michelin X-Ice Snow+: Competitive Among the Best

• The Michelin X-Ice Snow+ is an evolution of the X-Ice Snow launched 6 years ago.

• The manufacturer claims to have significantly improved the braking distances and lifespan of this tire.

• The X-Ice Snow+ will be available starting in Fall 2026, in sizes ranging from 15 to 23 inches.

Six years after launching the X-Ice Snow, Michelin is preparing to update it for the next winter season by introducing the X-Ice Snow+.

Essentially an improved version of the same winter tire, the X-Ice Snow+ promises reduced braking distances on snow and ice as well as increased longevity compared to its predecessor, but also compared to its main competitors.

To put these claims to the test, Michelin invited a cohort of Canadian automotive journalists to try the X-Ice Snow+ in various conditions at the Mécaglisse circuit in Notre-Dame-de-la-Merci, east of Mont-Tremblant.

The Same Tread, but a New Compound

At first glance, the X-Ice Snow+ looks exactly like the X-Ice Snow it replaces. Indeed, this is explained by the fact that the tread design remains unchanged, with Michelin engineers preferring to only tweak the composition of the rubber compound.

Two factors influence a tire’s traction on the road: mechanical grip and chemical grip.

The former is affected by the positioning of blocks and grooves on the tread, which bite into the snow and evacuate water, while the latter is the result of the materials that make up the tire, allowing it to retain its elasticity at low temperatures.

Since Michelin considers the efficiency of the X-Ice Snow’s tread to be proven, only the chemical grip was modified for the new tire.

The details of these changes are a well-kept secret; therefore, we do not know exactly how the X-Ice Snow+ differs from its predecessor. Despite this, the results seem convincing.

Indeed, Michelin cites independent tests that demonstrated a reduction in braking distances of 14% on wet roads, 7% on dry roads, 4% on ice, and 1% on snow compared to the previous tire.

Furthermore, the tests cited by Michelin also demonstrate that the X-Ice Snow+ offers a lifespan at least 26% longer than its main competitors, which are the Bridgestone Blizzak DM-V2, Continental Viking Contact 8, and Nokian Hakkapeliitta R5 SUV. This increased durability is supported by a 60,000 km treadwear warranty, a rare thing for a winter tire.

While its competitors are developing tires specifically for electric vehicles, Michelin believes that the inherent qualities of its X-Ice Snow+ make it a good choice for all types of powertrains.

Indeed, this new tire features the brand-exclusive Piano Acoustic Tuning technology, which consists of positioning tread elements in a way that avoids resonance at high speeds, which is all the more audible in electric vehicles.

Likewise, despite its increased traction, the X-Ice Snow+ displays rolling resistance up to 34% lower than that of the same three competitors, allowing for better fuel economy or longer range.

On the Track

The Michelin X-Ice Snow+ looks very promising on paper, but what about its performance in real-world use?

Tests in deep snow and on ice allowed us to observe that this tire lives up to most of its promises.

Our day at Mécaglisse began with an exercise in deep snow using front-wheel-drive Toyota Corollas fitted with tires that were mechanically worn down to a tread depth of 4/32″ (3 mm), the wear level where it is recommended to shop for new tires.

For comparison, the two gray Corollas were equipped with Bridgestone Blizzak WS90 tires while the two white ones rolled on the new Michelin tires.

From the first turns of the wheels on the snowy trail, we noticed that the X-Ice Snow+ is indeed more competent than the Bridgestone, particularly regarding lateral stability. Concretely, this means that ruts have less of an impact on the vehicle’s steering and that it is easier to change the vehicle’s direction.

This difference is also noticeable in the rear seat, where occupants are less jostled than in the car equipped with Blizzaks.

Even better, the Corolla equipped with Michelins had no trouble starting on a slight incline, whereas the one with Bridgestones was unable to do so and required reversing to gain more momentum.

A similar test carried out in the afternoon behind the wheel of a few all-wheel-drive Toyota RAV4s fitted with new tires confirmed that the advantages of the X-Ice Snow+ are not limited to sedans. Indeed, the SUVs mounted on Michelins were once again easier to control despite the ruts, while those rolling on Continental Viking Contact 8s drifted more to the left and right, leading to a less stable ride.

The Michelin’s advantages are, however, less obvious on ice, where Chevrolet Equinox EVs wearing Continental Viking Contact 8 and Nokian Hakkapeliitta R5 EVs handled almost as well as those equipped with the X-Ice Snow+.

Indeed, the differences between the three tires are minimal on an icy surface, and all proved very competent on our slalom course.

Nevertheless, the Michelin seems slightly more predictable in corners and regains traction a little sooner than its competitors after understeering. Furthermore, repeated emergency stops seemed to confirm that the Michelin requires a shorter distance to immobilize the vehicle on snow.

However, it seemed to me that the Equinox EV with the X-Ice Snow+ tires spun its wheels more than the other two upon initial acceleration.

Later, we were able to take part in a chase race behind the wheel of GMC Terrains on an ice track covered with snow, but since both vehicles had Michelin tires, this was more of a skills test for the drivers.

We were still able to note that the SUVs were easy to control in slalom and braking, while excessive speed in curves resulted in an easy-to-control understeer.

Our test day ended with a lap in a Polestar 2 equipped with studded Michelin X-Ice North 4 tires driven by NASCAR driver Andrew Ranger. This exercise clearly demonstrated the performance of this type of tire on ice, with the electric sedan being able to accelerate almost as quickly as on asphalt.

Conclusion

We can therefore conclude that the Michelin X-Ice Snow+ lives up to its manufacturer’s promises regarding cornering grip and braking. While its superiority is more evident in deep snow than on ice, its general performance makes it well-suited to local winter conditions.

Although the price range for the X-Ice Snow+ has not yet been announced, Michelin representatives confirmed to us that it would be similar to that of the current X-Ice Snow, which retails for approximately $140 to $740 per tire.

Production of the majority of X-Ice Snow+ tires destined for the Canadian market will be carried out in Nova Scotia, and 80 sizes will be available for the upcoming winter season, with 65 other dimensions planned for winter 2027-2028.