сравнение: BFGoodrich Advantage All Season срещу. Hankook Kinergy 4S2 H750 (2026)

In the single head-to-head braking measurement available, the BFGoodrich again posts the shorter number: 47.4 metres from 80 km/h on wet asphalt versus the Hankook's 49.5 metres — a 2.1-metre advantage, equivalent to roughly half a car length. This result placed the BFGoodrich seventh in the braking sub-ranking against the Hankook's 13th in that specific test. It is a result worth noting, but it should not be interpreted as a definitive wet-weather advantage. The Hankook's overall wet-braking score across all its evaluated tests stands at 83.9, against the BFGoodrich's 75 — a gap of nearly nine points that reflects what happens across a wider range of conditions, tyre sizes and surfaces. The Hankook's wet circle cornering average of 84.4 and wet handling score of 84.1 further underline that its wet competence extends well beyond straight-line braking.

The BFGoodrich's fundamental wet-weather problem is handling behaviour rather than peak braking grip. Testing repeatedly flagged understeer as a defining characteristic in wet cornering — the front axle loses adhesion before the driver has been fully warned, causing the car to run wide in a way that limits confidence and demands early, conservative inputs. This is particularly relevant in the real-world scenarios all-season tyres face most often: wet roundabouts, rain-soaked B-roads, and motorway exit ramps taken with any degree of commitment. The Hankook, for all the minor wet criticisms noted in some test cycles, is characterised by balance and control rather than abrupt limit behaviour. Aquaplaning resistance is closely matched — the Hankook averages 85.2 overall (longitudinal 84.5, cross 85.9) against the BFGoodrich's 84 — and both tyres manage standing water competently. In heavy rain at motorway speeds, however, the Hankook's broader wet-handling confidence and its EU B-grade wet grip rating on 96% of its range give it a structural safety advantage that a single favourable braking run cannot offset.

Dry performance is where the BFGoodrich makes its most compelling argument. Across the single measured head-to-head braking test on record — conducted on 225/45 R17 in a 35-tyre field — the BFGoodrich Advantage All Season stopped from 100 km/h in 38.9 metres against the Hankook's 41.3 metres. That 2.4-metre gap is not a rounding error — it is roughly three-quarters of a car length, the kind of margin that separates a clean stop from a collision in a genuine emergency. The BFGoodrich ranked seventh in that braking sub-test across 35 tyres, placing it firmly in the top tier for straight-line stopping grip. Its dry-braking performance score of 84 is marginally higher than the Hankook's 83.3, reinforcing that this is a real and repeatable advantage.

But dry performance is not just about the brake pedal, and this is where the gap between the two tyres widens in the Hankook's favour. The Kinergy 4S2's overall dry score of 85.6 comfortably exceeds the BFGoodrich's 78.5, and its dry handling objective average of 99 across detailed testing is exceptional — pointing to a tyre that generates lateral grip and steering precision well beyond what a single braking number can capture. Testers repeatedly described the Hankook as a dry-road dynamics specialist: crisp initial turn-in, confident mid-corner stability, and a steering feel that allows the driver to precisely manage cornering lines at pace. The BFGoodrich, by contrast, performs within a more limited dynamic envelope — strong when decelerating in a straight line, less so when the road curves and demands balance across all four contact patches simultaneously.

Snow capability is the most balanced dimension of this comparison, and one where the BFGoodrich can genuinely hold its head high. Its snow performance score of 80.7 is competitive, supported by tester praise for good traction and short braking distances on snow — the kind of real-world result that matters when you are pulling out of an icy side road onto a main street. The Hankook edges ahead with 81.6 overall, a snow braking average of 85.2 and a snow handling average of 85.0 across detailed testing. Over multiple winters, independent evaluators have described the Kinergy 4S2 as a genuine winter specialist within the all-season class — a tyre with convincing traction, short stopping distances on both packed snow and glazed ice, and handling that remains predictable when grip is scarce.

In practical terms for the vast majority of drivers in central and western Europe, both tyres will deliver adequate winter performance: urban slush, occasional overnight frost and motorway snow are within the competence of either. The Hankook's edge becomes more meaningful for drivers who regularly face Alpine conditions, sustained sub-zero temperatures, or who commute through uncleared rural roads — scenarios where a few extra percentage points of snow braking grip translate into real security. Both carry the 3PMSF severe-weather symbol and earn it genuinely. Snow performance, then, is the BFGoodrich's strongest card relative to the Hankook — but even here it cannot fully close the gap, and it does so from a position of overall weakness in wet and comfort categories that matter more across a typical year.

The comfort and refinement comparison between these two tyres is not close, and no amount of framing changes that. The Hankook's comfort score of 87.5 against the BFGoodrich's 74.5 represents a 13-point gap that drivers will feel from the first kilometre. Nowhere is this more apparent than in cabin noise: the Kinergy 4S2 scores 92.2 for noise suppression, placing it among the quietest all-season tyres in its class; the BFGoodrich scores 78, which is adequate but clearly a level below. On a 200-kilometre motorway run, this difference is not subtle — it manifests as reduced tyre roar, lower wind-noise amplification through the cabin, and measurably less listening fatigue. The Hankook's low noise generation has been a consistent highlight across multiple test years, and the score reflects a genuine engineering priority rather than a marketing claim.

Ride quality tells the same story. The Hankook absorbs coarse chip, expansion joints and urban texture with a composure born of generational development — this is a tyre that has been progressively tuned, not built from scratch. The BFGoodrich, as a first-generation product without a predecessor to learn from, lacks that refinement over short-wave surfaces, particularly in lower-profile fitments where the tyre's sidewall has less travel to absorb road irregularities.

Running costs are where both tyres arrive at an uncomfortable truth. Mileage scores are virtually identical — BFGoodrich at 59, Hankook at 59.2 — placing both well below the class leaders and confirming that neither tyre is a long-life choice. Rolling resistance tells a more differentiated story: the Hankook scores 79.7 against the BFGoodrich's 75, consistent with its EU fuel label class of C on the majority of fitments. This advantage is modest in annual fuel spend terms but real over a tyre's full service life. What makes the running-cost comparison decisively unfavourable for the BFGoodrich is its price positioning: despite offering below-average mileage and a performance profile that sits firmly in the mid-range, it carries a price point that testers described as surprisingly high. The Hankook, by contrast, was positioned as moderately priced in earlier evaluations while delivering an 87/100 overall performance package — a combination that makes it the stronger long-term value proposition by a meaningful margin.