Falken All Terrain VS Rugged Terrain VS Mud Tires, Off-Road Tire Buying Guide for Beginners

All-terrain tires versus rugged terrain versus mud terrain. Which one are you supposed to pick? The truth is, there's a bit more variables to this than people want to admit. First, you have all the tires. Then, of course, you have your vehicle. But actually, there are two other very important variables to consider. The next one is your actual use of that vehicle. And then, of course, finally is your style. We all pick things sometimes based on how they look, but we have to at least admit that to ourselves so we actually go pick something that looks good but also serves our other needs. That little box in the middle, that represents all the tires that will actually work for you. So how do we find these tires? Well, first, you have to learn to read a tire like a map. Don't worry, I'll show you how to do that. Today, we're gonna use some of the Falcon Wild Peak light truck lineup as a logical progression to work through learning how to read these different tires. We actually have two very different all-terrain tires to work with. We have a rugged terrain tire to work with as well as a mud terrain. Remember, our whole entire goal is to learn how to read these different tires and figure out, just like we wrote on that chart, where is your sweet spot? Where's that spot in the middle that's gonna have everything that you need? We're gonna start with the least aggressive tire and work our way towards the most aggressive. Okay, so we're gonna kick things off with the Ruv-A-Trek AT tire. This is probably Falcon's least known AT tire. It kind of used to live in the shadow of the AT3W that was discontinued. It has, it's a very similar build to the AT3W. So if you really liked the AT3W and you're looking for an alternative, this is probably the tire that you should look at. This is also their lesser aggressive AT tire in the light truck category. First thing that we're gonna do is we're gonna look at the shoulders. The shoulders, many times, will tell the tale of whether this is an aggressive tire or more of a street-focused AT tire. So when you're looking at these shoulder lugs, right away, you will notice that they are individual lugs. They have little supports down on the inside, but that's just for strength, but you can see how shallow that is. This lug is still an independent lug. It doesn't have a huge attachment to the one next to it. That's good. That'll tell you that this is at least made to go handle off-road, and it will have a certain amount of toughness to be able to work in the mud with these individual gaps here. These individual gaps kind of end up serving as paddles for mud. The mud will fall out of these gaps easier than it falls out of the middle. One way that we know that this one isn't an extremely aggressive AT tire is that normally, on an aggressive AT tire, this paddle, one will bump all the way in, and one lug will bump all the way out. So every other lug will serve as a paddle for you. This one kind of has that design built into the side of the lug, but you can see how shallow it is. This is not gonna be a very big paddle for catching mud. One reason they don't do the paddles is if this is a road-focused AT tire, those paddles make a lot of noise. So this one's going to be quieter on the road. It'll have better road mannerisms for turning. So this is a great road-driving AT tire, and you can tell that that's the main focus just from looking at the shoulder. If you look at this tire, you'll see that it has lots of siping, and these sipes are full-depth sipes that go all the way to the bottom, which means as you wear out your tire, your driving traction in snow, rain, and ice, for example, it shouldn't deteriorate because the siping goes all the way to the bottom. That's kind of another way that you know this is a road-focused tire. There's a lot of other tires out there that have sipes, but they don't go full-depth, and the reason is that can make the lugs weaker, and when you make the lugs weaker, you can't really run this tire on a heavy-duty truck. You wouldn't want to tow with this tire because the full-depth sipes and then the size of the lugs and then the softness of this compound would compromise it for heavy-duty towing and heavy-duty trucks. It would also compromise it for hardcore rock crawling. You'd actually end up with too many tears and rips on this tire. If you're just driving it on gravel roads to go camping, it's gonna work great, so that's why this tire could be really popular with overlanders because you get all the really good performance in all the bad weather on the road, and yet you still get an aggressive enough outer shoulder to serve you well on those forest service roads. Do you see how long these center tread blocks are? On a lot of off-road-focused tires, these are gonna be shorter, more compact, to give you more voids in the middle. That will help you with mud. It will help you with rock grip, but it does not make it a great tire to drive for miles per gallon in smoothness and comfort on the road, so these long tread blocks in the middle that you see, that's another attribute where you know this is an all-terrain tire, but it also has a major focus on being comfortable on the road. You'll see that they did dress up the sidewall. This is by no means a super aggressive-looking sidewall, but they've got a little bit here for extra traction in mud and for looks, but we have stuff way more aggressive than this coming up. The other thing you're gonna notice about this tire, if you look at the tiny little details and print on the side, you're gonna find out that this tire has a two-ply sidewall. Again, anytime you're reading a tire that has a two-ply sidewall, that right away is gonna tell you that more than likely, this tire is not made to do hardcore off-road because on hardcore off-road, you're gonna be puncturing the side and you're gonna be running this into sharp rocks all the time. That does not mean two-ply sidewalls are bad. Two-ply sidewalls are super comfortable. If you try to drive a three-ply load E tire that's 100% made to handle every single sharp rock in the world, it is not a comfortable drive. Two-ply sidewall on this is not because they cheaped out. Two-ply sidewall on this is by design. This one's built to be a fantastic road performer with just enough to get you on those weekend outings and a weekend camper. Final thing I'll say about it, on the compound of this one, it has a softer compound. Again, super comfortable, gives you phenomenal traction in that cold, icy weather. But again, not so great for hardcore off-road. This would get chewed up and would start to chip. So let's talk about the next level up from this. The next level is the AT4W. It is actually a tire that looks very similar, but believe it or not, it is entirely different, designed for an entirely different purpose. We'll just jump over to that. Okay, so we've got the AT4 up here now, so we can compare these side-by-side. The AT4W is, of course, another Falcon tire. Now, these are all Falcon tires that we're working with today, and there's a reason behind that. I've been wanting to make this particular video for a long time, not on necessarily Falcon tires, but a video that will help teach people how to recognize what a tire is, and then to also understand when they need to naturally progress themselves up to the next more aggressive versions of a tire. That's the whole entire goal here. The hard part about that is to tell that story with four different tires, you need to have driven all those tires so you can speak from experience about that tire, not just your best guess. So it takes a lot of work to make a video like this, and then on top of that, it costs a lot of money. You're talking, what, six to $8,000 in tires to make this video. Falcon stepped up to the plate and said, yeah, we'll do that. We think that's a good video. We think it's an important video. So they sent us all these tires for free. Now, the interesting thing is most tire companies that try to do that type of thing with a YouTuber like me would make me sign an exclusive agreement where now I represent Falcon tires. I don't sign any exclusives with any company because I wanna be able to talk to all different tires and review tires honestly. Thank you, Falcon, for helping to make that possible. That is why we are using Falcon's Wildpeak lineup, the light truck version of their lineup. But remember, the principles we're teaching you, they stand for all companies out there. The ability to read the side shoulders of a tire and have it tell you whether it's an aggressive AT or a non-aggressive AT, that stands true for all different tires out there. And what we're about to talk to about the AT4W that separates it and makes it a lot different than the Rubi Trek, it stands true for all different types of AT tires out there. It's really important stuff for you to understand as a consumer to make sure which one of these AT tires is actually the correct one for you to get. So let's dive into some of those differences on the AT4W so you can understand how to shop the right tire for you. Okay, so the Falcon AT4W, this tire, is kind of a Swiss army knife when it comes to AT tires. And that's because even though they're all called the AT4W, there's multiple different versions of this tire. And the changes between the different versions has a lot to do with the actual construction and the compound that the tire is made of. One of the biggest differences in this tire is that it has a standard version that is for passenger vehicles. Then it has a light truck version. Then it has a heavy duty version, like an HD version. And then even between the light truck and the heavy duty version, some of them have three ply sidewalls and some of them have two ply sidewalls. So you really need to pay attention when you go to buy this tire to make sure you're buying the right, you know, you gotta have all the right check boxes for each one of those things for your actual vehicle and how you're gonna use that vehicle. So I run this on the Tundra. I have the Tundra right here. These tires actually have over 10,000 miles on them. And I've driven these in really, really harsh conditions, mostly off road. Amazingly, if you look at the tread, you're gonna notice there's really not any chips or rips on it. Well, I have the heaviest duty version of this tire that they really make the Wild Peak AT4 in. First of all, you know, obviously Wild Peak AT4W, but I have the heavy duty version, the HD, and then I also have the three ply. So this one is made for heavy trucks. I know that the Tundra is not super heavy truck, but we do some towing in it. So that is why I have the HD version of this. And then I have the three ply sidewall because I abused the heck out of these tires. These have been to Moab, they've been to Sand Hollow. We have torn them up on some really crazy trails and they're doing just fine. So one of the differences that's a huge deal there is obviously construction, two ply versus three ply. This is about the most uncomfortable version of this tire. I have the thicker sidewall, so it doesn't ride quite as nice on the road. I have a heavy duty load E rating because I have a big truck. And I have the heavy duty version, which gives it even thicker construction. So again, you always have to remember the trade-offs. A lot of people think like, well, I have to get the strongest tire on planet earth. And then they're sticking it on like a, on a gladiator that doesn't weigh very much, but they don't haul anything in and they don't tow it. And you just go, well, really you just gave yourself a really uncomfortable version of that tire when you could go with one a lot more comfortable and totally get away with it on that vehicle. The other difference is between the passenger version of this tire and the light truck version, they actually changed the compound. The passenger version of this compound is a lot more similar to the compound on the Rubi truck. It's a little bit softer rubber. It has a lot more silica in it, which does really well for snow and wet roads. Whereas this one, the truck version, like the heavy duty truck version and the light truck version of the tire, this one has a lot higher carbon content. And the reason that you put a lot more carbon in a tire is to give it rip and tear resistance. So when these lugs are going through sharp rocks and doing heavy duty off road, you don't have as much ripping and tearing in the lugs. This is a more rigid lug. So it is fundamentally stronger, meaning that's why it does okay when you do towing, right? It doesn't get all bent out of shape and get uneven wear. But the problem with that is it doesn't do quite as well in snow and wet weather, right? With the high carbon content. So one thing that they did with this tire from the AT3W when they moved to the AT4 is they actually changed the width of the tire. They made the tire wider to increase the patch that you're driving on, increase your contact with the road. So even though it has a little bit less, it doesn't have your 3D Canyon sipes, it has these straighter sipes. These are full depth sipes, by the way. But it has a little bit less siping and it has a little bit harder rubber. They tried to offset all of that with giving it a bigger contact patch. And the tests out there that are done by third party companies say that they were actually correct. Depending on the size of this tire, it generally has like one to 2% lower performance in snow or one to 3% better performance in snow, just depending on the actual size of the tire and width of the tire that you're ordering compared to its predecessor. So it's basically a wash when it comes to snow performance and wet road performance, but they did give us a lot more reinforced tread that is stronger. That was the problem with AT3, just like the Rubik's trick, it was not really made to tow. The lugs were not rigid enough. They weren't reinforced enough. This thing would just get destroyed on those heavier duty trucks. When you look at the tread, you can tell they tried to go more aggressive and more off-road focused. You can see that the alternating lugs exist. So this one bumps out and serves as a paddle in the mud. This one bumps in, out and out, right? So this is a more aggressive tread pattern on the side to help you out in the mud. They still can see the middle is just gonna likely fill with a lot of mud like most AT tires do, but they're trying to give you a more aggressive sidewall and shoulder to help compensate in the mud. Speaking of sidewall, this bumps out significantly farther than on the Rubitrek. So a lot of times when people say the Rubitrek doesn't pass the eyeball test and they wanted a more aggressive sidewall, they showed up with AT4W and kind of gave us a much more aggressive sidewall. What else can we learn from the tread blocks? Well, they're bigger. Again, that's how they reinforce these. The smallest tread block is probably this shape and you can see how much bigger that is than these ones. That gives you more reinforced tread, helps with the longevity. So this tire has a longer warranty now. I think they added 5,000 additional miles to the warranty over the AT3W. It still has this vertical line down it. It's great for channeling water. So they didn't mess that up. The wet performance on this is still here. And even though the siping did change and there's ever so slightly less siping, this tire still has a significant amount of siping. Okay, so the last thing that is worth bringing up on this that's a combo of both the tread and the new compound on this. A lot of people believe that if you make a tread block more rigid, you just instantly ruin the traction on wet roads and pavement and snow and ice. And that's not necessarily true anymore. Compound science or the actual rubber, the mix of components that make rubber nowadays has gotten a lot more advanced. So they are able to make a more rigid tread, but when it comes to driving in snow and ice and in the winter where people go, ah, well then it just loses all traction and it's no good. That's referring to a thing that's called your glass transition temperature, okay? There's a point where it gets cold enough that all rubber will just get very rigid and hard. So they have found a way nowadays to mix things like carbon and different things together in the rubber to actually achieve a stiff block that can still have a good glass temperature. In other words, it can still get really, really cold and maintain its rubberness, its pliability, right? So this is a new compound from Falcon that they came out with when they built the AT4W. It's their most advanced compound they've ever had. And it seems to achieve that and balance really well. I have driven this tire in a blizzard. It was crazy. It was one of those blizzards where the road was dry and within about 10 to 12 minutes, there was already like two inches of snow on the road. And you could barely see. This thing did absolutely fine. There's a reason the Falcon Rivotrek and the Falcon AT4W are both at the very top of the class when it comes to snow and wet road traction. So these are really good tires in that department. And it doesn't seem like the change in compound that made this more rigid really affected that. It still drove amazing. Okay, so what does it all mean? Essentially, the AT4W graduates from this tire, which was a road-focused AT tire to an off-road-focused AT tire. It's still made to handle road very well. It's still made to handle towing and all the heavy vehicles and it steps up on all that from here. But the bigger deal on this one is it fits in the middle. You can off-road this pretty hard. It does great. For a lot of people that wanna go into not just occasional off-road and occasional rock crawling, they wanna take it to the next level, that's when you're gonna graduate to the rugged-terrain tire. So let's talk about that next and we'll compare it to this AT4W. So the Falcon Wildpeak RT tire kinda brings the capital A to the word aggressive. It's a pretty fun tire. I actually really enjoyed testing this tire. The hard part for the average consumer is that the RT, the rugged-terrain category of tires, is very confusing because every brand kinda thinks of it a little differently. The idea behind them is super simple. They said, we want something, you know, an AT tire is built to have good road mannerisms and drive really well on the road and do a little bit of off-road. And then you have a mud terrain that is made 100% for mud and rocks and optimized traction. So a lot of people said, well, let's just get something in between. Let's get something more aggressive like a mud tire, but we do a little tiny bit of work to try to make it drive at least a little bit better on the road. That's the general idea behind this category, but then everybody goes about it completely different. So you need to do your research on rugged terrains to understand the designers that designed this tire, what were they actually aiming for? This particular tire, when you start diving into the tread, the tread tells us a lot about how they designed it and why they designed it. When you look at the tread on this rugged terrain tire compared to the AT, you can automatically already just see these gaps are huge. You know, I can fit my thumb inside of that gap. There's not a hole on this tire anywhere that like, well, is even close to that large. So this thing has really big voids that work really good in the mud. So mud doesn't really stick to this tire very well at all. Even in the center tread, where they put these blocks a little bit closer together, they did that by the way, to make it drive better on the road, there's still big enough gaps here that it tends to be able to fling the mud out of it. But what did they do to try to make this a better road driver than your traditional aggressive mud tire? Well, these patterns right here, it's like a set of four, another set of four, they interlock with each other just a little bit. So when you're transitioning off of one pad, you're going on to another one, then it carries you to this one and then to that one. That helps the road mannerisms work a little bit better on this thing. So when you're driving on the freeway, you don't actually feel like you're driving a mud terrain, but that's when you're going in a straight line. All of a sudden, if you turn really sharp and you end up on these big side lugs with these huge gaps between it, you will instantly be reminded that you are driving a very aggressive tire and you will feel it. It'll feel just like a mud tire when you're turning sharp. But for straight line, it drives really well on a freeway, if you're taking this on a long trip. And then on top of driving really well, it's actually surprisingly quiet. Mud tires are just, they make so much noise typically. And somehow the pattern that they did on this actually cuts down the noise quite a bit. Now, one interesting thing you'll learn right away too is you'll see siping on here. It does help you on wet roads, but this siping does not go all the way to the bottom of the block. So by the time you wear through half of this tire, you're not really gonna have any siping left. When you see really aggressive tires, siping a lot of times is not full depth siping. Sometimes that's because they know people are gonna off-road these tires and they know that you're going to essentially destroy them on rocks. Maybe it doesn't matter that your sipes don't last to the end. The other reason though, is this tire has a secret. This tire's really good for towing and heavy trucks as well. That's one of the reasons the sipes aren't full depth. If you did full depth sipes on this, it would make these blocks less rigid and then it wouldn't do well with a heavy truck and for towing. And I think that that was a really smart thing that they did because mud tires are actually almost always terrible for big trucks and towing, even though so many people put them on their big trucks and tow with them. The reason is most mud train tires have a softer compound that's made to be more sticky on the rocks. But the problem is that softer compound is not rigid at all and just gets destroyed when you put tons of weight on it and run it on a freeway, towing a big load. So this compound is still more rigid than a traditional mud train tire. It actually is not quite as sticky, but it's still pretty sticky because we took these off-roading and we had no issues with grip. This is essentially the bridge between I want a tire that's way more aggressive than an all-terrain but I still wanna be able to drive it on the freeway. I want it to last a lot of miles. I want to be able to tow with it, but I also wanna be able to go party off-road and get up some really crazy stuff. So they give you this really aggressive pattern on it. One other thing about these tires, if you're looking at tread, you can't help but notice the sidewall on these. It is one of the most aggressive sidewalls I've seen on quite literally almost any tire, even including mud tires. Look how thick that is. That sidewall tread is so thick. So you have a lot of extra protection. Obviously, this is gonna be a three-ply. It's an HD tire, so it can handle the heavy trucks and towing. Three-ply sidewall to handle all the rocks and abuse from off-road. This is a tire where you are now in the category where you can take this hardcore off-roading and rock crawling, but it still drives. It'll still get you to the trail. If you don't trailer your car all the way to the trail, like me, where most of the time I have to drive my trucks all the way to the trail and all the way home, this thing will get you to the trail and it will actually drive you pretty nice. And then once you're on the trail, it'll serve you really well. So this is a tire where they focused on giving you about as good of traction, about as good of traction as a mud train, not quite, but let's give you something that will still work with a big truck. It'll work with towing and won't just dissolve under the weight and pressure. So this is a really fantastic tire that meets a really good niche. I haven't actually seen a lot of rugged terrains that had as big of a focus for towing and heavy vehicles as this one did. A lot of the other ones are just focused on being more aggressive or they're focused on being a much ringlier road tire than a mud terrain. They kind of just go back and forth between those two things. So cool tire. Now let's compare it to a mud tire and you're gonna start to see those differences that I was talking about. With mud tires, there's actually two different ways that brands go with mud tires. You need to be able to read this tread and know, oh, that's a mud terrain that's actually focused on good road driving as well. Or if you're gonna get in a rock crawler like this one and pretty much almost never drive it on the freeway, then you might go, no, no, I don't even care if it drives nice on the road. I just want the most aggressive mud terrain on planet Earth, right? A lot of those are gonna be non-DOT tires that aren't made to drive on the road. In fact, you can get a ticket for driving them on the road. And a lot of them have really extreme tread that honestly, frankly, does not work on the road when you're driving fast. There's a non-DOT version of the MT that they used essentially for off-road races. And if you look at the design, you'll see that they still use these sevens, but they changed the format of them. And it's a lot more voided in the middle. But the problem with that tire is if you're driving on the freeway and you slam on your brakes, it wants to steer. It veers off to the side because all the tread channels the tire a certain way. So it's not a DOT-approved tire, but it actually did fantastic in things like King of the Hammers where it needed extra grip. So a road-friendly MT tire, you're gonna notice that the center tread a lot of times interlocks with each other. So see how this one locks in where this one ends, where this one ends. So that means while you're coming off of this tread as the tire rolls forward, before you're fully off of this tread, it's already moved on to the next block. So it feels more seamless. When you get into tire tread, mud tires that are made 100% to only focus on off-road grip, a lot of times they do not have smooth transitions from one set of tread blocks to another set of tread blocks in the middle. You'll see a lot more lines that you can trace from one side of the tire almost all the way across it. Is it great for traction? Absolutely. Is it great for road performance? Eh, debatable. Very much comes down to the individual design at that point. So you can see with the interlocking tread patterns, this one is designed to still be friendly on the road. However, one thing to keep in mind, it's using a very soft and sticky compound, which means this is not actually gonna do well on heavy-duty trucks. It's not gonna do well in towing. These blocks will be squishy enough and sticky enough that they're gonna constantly be bent out of shape while they're driving, especially with a really torquey truck that's towing. And you're gonna get an uneven wear pattern through the middle of this tire. This is a true MT tire. It's made to be sticky. It's made to give you off-road performance, but it's also made to be able to drive on the freeway to Salt Lake or to Sand Hollow across the country to actually go on the off-road trail. I wouldn't recommend going that route because it is soft and your mileage on this is not gonna be that high because of the softer rubber, but it is capable of doing it. So if you have to daily drive this for some reason, you can get away with it as long as you're in a lighter truck and you're not towing. But if you look at the difference between this and the RT tire, you're already gonna tell the gaps in the middle of the RT tire are smaller, whereas this one is more voided. My finger will fit through all these gaps very easily, whereas on here, they're a tiny bit tighter. That's what gives this better freeway mannerisms. When you're driving this one, even though it's still a road-focused AT tire here in the middle, you still can tell you're driving an MT tire at all times. It's definitely all MT tires are loud. You know, some are quieter than others, but they're all loud. The noise level on tires, I think it's played up a little too much because no matter what tire you end up putting on your car, when you go from like an AT tire to a mud tire, you're definitely gonna notice it, okay? But the thing is you get used to it so fast that you just kind of tune it out. So I feel like people that shop only based on how loud a tire is, I feel like sometimes are maybe cheating themselves and they should focus on other attributes of the tire that maybe matter more. But for some people, maybe noise is the most important thing for you. Anyhow, so with this tire, it's definitely gonna be louder than the rugged terrain right here. You'll notice huge gaps in the side. These are for your mud. The alternating, you've got the alternating lugs. So one serves as a paddle. This is wide enough gaps to toss all the mud out. These little grooves in here that you see in tires a lot of times create bubbles where the mud tries to stick in here. It creates an air bubble where it doesn't fully stick and it gives it a peel point, essentially where that mud will start peeling off from that point. You'll see that on a lot of tires. You know, the rugged terrain has it as well, but you can see it doesn't go in as far. This one cuts in a lot farther. These sipes are not gonna be full depth sipes. Again, they're nice to have at the beginning of the life of the tire, but if they went all the way down with how soft of a rubber it is, it would destabilize these tread blocks and it wouldn't work for you. You'd have too much ripping and tearing on the trails. So you're not gonna have full depth sipes on pretty much any mud tire out there. If you do, I would question whether it's actually supposed to be used for true, true off-roading. Other than that, mud tire patterns are pretty basic because you want lots of voids. You can tell from the side, this is Falcon's tire that's been out the longest without a redesign. So it's not that aggressive of a sidewall. These chunks are pretty big, but the sidewall on the RT tire is much more aggressive. So it wouldn't surprise me if this tire gets a refresh. You know, they have like the MT01, probably an MT02 will come someday. I would bet that it's gonna get a similar treatment on the sidewall to the RT tire. Sidewall sell a lot of tires right now, but this thing has extremely strong three-ply construction. So it's got a three-ply sidewall. You're probably not puncturing this and ripping this already. When you get a mud tire, even though it's a three-ply and so is the AT tire, you're gonna notice they have a lot more filler rubber in there. So even though they have the exact same number of plies, you're still, if you measure the sidewall thickness on an MT tire, it's almost always thicker than on an AT tire. So that's what you're gonna see in this tire. I've been running this tire on the Land Cruiser. In fact, I had to pull it off to film it. And we've been taking it rock crawling and having a lot of fun with it. It definitely is a stickier tire. When you switch, I ran the RT tire on there as well. The RT tire is much more enjoyable to drive day in and day out on this vehicle. But once we got into rock crawling, this tire wasn't quite as sticky as this tire. Okay, so after that mud terrain tire, I have one other tire to talk to you about. But really quick to recap, we went from a road-focused AT tire to a more aggressive AT tire that's a bit of a Swiss army knife, has many options. You need to make sure you pick the right one for your application. Then we went to the rugged terrain category, one of the most confusing categories on the market right now because everybody's kind of doing it differently. So I hope that helps you understand that category more. And then we went to the mud terrain category, which in a weird way might be the most confused of all because so many people just stick mud terrains on their big truck because they wanna look aggressive and they're ending up with a softer rubber that won't last as long. And if they do tow and it's a heavy truck, it's gonna warp and it's gonna wear unevenly. So let's make sure that people actually are getting mud terrains when they should really have mud terrains. With all of that aside, I'm hoping that helps you understand where you are in your journey and when you should be graduating to the next more aggressive version of a tire. And that kind of brings us to the last tire. The last tire is competition tires, the non-DOT approved ones. Falcon actually has one of these. They ran it this year at King of Hammers. They did get one podium with it and they've been working on development of some more racing and aggressive mud tires. That's that type of tire that I was talking about where it is a mud terrain tire where they put almost zero focus on drivability on road and 100% of their focus is on just rock traction. So if you wanna check that out, check out Falcon Motorsports. They have some updates from the King of Hammers races earlier this year. Those are pretty cool tires. I'm looking forward to hopefully testing some of those someday on the rock crawl or out on the trails. But anyhow, I hope this was educational for you. I really wanna thank Falcon. They put a lot of their money into making this possible. But like I told you, the things that we learned today, they apply to all different brands out there. The entire goal here is just for you to be a more educated buyer so you get a tire that matches your real needs better. Thank you for watching. I'll see you guys next week.