-Given the aggressive tread pattern, the KO3 All-Terrain T/A is fairly quiet with minimal tread block hum, smooth rolling with no apparent steering wheel vibrations, and track appropriately with no noticeable radial pull โ all during street and highway use. Balancing the KO3 proved undramatic with each tire weighted between 2 and 3 ounces.
-The KO3 All-Terrain T/A provides excellent dry pavement handling performance and traction in a variety of scenarios. The tires provide strong stability and grip at speed through winding road sections and over irregular roadway surfaces such as angular rail crossings, expansion joints, bumps, and dips. We have yet to subject the KO3 to icy, snowy, and wet road surfaces.
-KO3 All-Terrain T/A traction characteristics on gravel roads are solid at low to moderate speeds and during hard braking. We have yet to subject these tires to serious off-road use such as rocks, mud, snow, slick trails, and high-speeds.
-The KO3 All-Terrain T/A is a bit heavy. BF Goodrichโs specified weight for our test LT285/70 R17 (load range E) tires is 61.5 pounds (each). Various online tire retailers/suppliers place the tireโs weight between 56 and 57 pounds. When we weighed our brand new unmounted KO3 tires, they cashed in at 59.5 pounds (each). The KO3 is a bit hefty (in load range E) as we noticed slightly diminished acceleration and braking performance. The same KO3 in size LT285/70 R17 with a load range C (set for release in July 2025) is slated to weigh 44.6 pounds. We will talk more about load range in our upcoming KO3 review/reports.
-Tire stiffness of the KO3 All-Terrain T/A in terms of ride quality on and off pavement has yet to be determined. We believe tires need to be aired down and driven off-road a number of times to facilitate a proper โbreak-inโ of the sidewalls and main tread โ in theory this facilitates tire flexibility like breaking in a new pair of hiking boots. Over the years, with dozens of sets of tires mounted on our vehicles, weโve noticed that tires become progressively more flexible and provide better ride quality with off-pavement/aired-down use.
A note About our test subject vehicle platforms and the KO3 tire specifications: The primary vehicle we will reference for NMBRโs long-term BF Goodrich KO3 All-Terrain T/A review is the NMBR Tacoma. Our 2023 Tacoma is a double cab/long bed, and TRD Off-Road package equipped model. Modest upgrades include ARB BP-51 suspension, Greenlane aluminum winch mount, Warn 12K winch, Topo Topper camper, and a few other upgrades. The BF Goodrich KO3 All-Terrain T/A tires we are testing on the NMBR Tacoma are size LT285/70 R17 (load range E) mounted on Nomad Convoy wheels (17X8.5, 0-offset). We will also be referencing BF Goodrich KO3 All-Terrain T/A tires that have been installed on a NMBR clientโs (currently stock) 2024 Toyota Land Cruiser. This will allow us to provide feedback on a different tire size (265/70 R18, load range E) and different vehicle platform for comparison purposes and to add bit of variety. With that said, NMBRโs long term test/review of the BF Goodrich KO3 All-Terrain T/A tires will be primarily based on the tires mounted on the NMBR Tacoma.
Jake Quiรฑones and his posse delve into the Land of Enchantment. By Jake Quiรฑones (Article originally published in Overland Journal)
Amusement parks, motels, and roadside diners were not part of my up- bringing; the backcountry of New Mexicoโs Gila forged many of my ๏ฌrst memories. Countless camping trips with my dad and sister all started the same: Friday a๏ฌ ernoon he would get o๏ฌ work early and weโd load the Bronco with a co๏ฌn-sized, wa๏ฌe-topped Igloo packed with food, cola, and 80 pounds of ice before hitting the road. Pulling o๏ฌ the pavement at North Star Road be- fore sundown, Hagar, our white German shepherd, would be whimpering to be let out so he could run to our familiar camp along the Mimbres River. The road in was rough, and eating waterlogged cold cuts and hot dogs was common.
At the crack of dawn, Iโd be playing in the river, whittling boats that would eventu- ally be lost to the current and climbing massive cottonwoods that had fallen across the watercourse. The trunks were carved with words Iโd get the belt for repeating, loverโs names, and dates going back to the Great Depression. By lamplight I would study a dog-eared map of the Gila, exploring the canyons and peaks with my ๏ฌnger. Reading paperback Westerns in bed fueled my imagination; I became captivated by the legend of a young 16-year-old Henry McCarty, who earned himself a stay in the Silver City jail for stealing 2 pounds of butter and robbing a Chino copper miner of $70. Before Mc- Cartyโs sentence was up, he crawled out the jailhouse chimney and ๏ฌed into the moun- tains. Years later he would make a name for himself as Billy the Kid.
The Gila region is rich with history and lore. In 1540, Spanish navigator Hernando de Alarcรณn led an exploration by ๏ฌoat from the Gulf of California up the Colorado River in an attempt to ๏ฌnd a waterway to the Paci๏ฌc Ocean. Part of his mission was to map the uncharted territory in support of Francisco Vรกzquez de Coronadoโs pending expedition. Alarcรณn traveled up a smaller river from its con๏ฌuence with the Colorado, which he named Rio Mira๏ฌores (Flower View River). He was one of the ๏ฌrst Europeans to lay eyes on this region and body of water, now called the Gila River.
Following a late-spring snowstorm, American Expedition Vehicles (AEV) gathered a group of adventurers in Silver City, New Mexico, for a six-day traverse of the Gila Legends Expedition route. As their guide, in the weeks leading up to the trip I had scouted large sections of the trail, moving fallen trees, surveying camps, and verifying that back roads were passable. Each team member was required to possess the ability, equipment, and provisions necessary to handle the trip entirely self-supported during stretches of up to 200 miles, and three days between fuel and resupply. Wine tasting, bison petting, and cabin lodging were not on the itinerary. The route would eventually lead us to Truth or Consequences and included a variety of terrain including desert, grassland, chaparral, water-filled canyon bottoms, and dense forest. Amongst the spread of vehicles were an AEV Brute double-cab Jeep Wrangler and Ram Power Wagon Prospector. The Ram would be the biggest rig Iโd guided through the tight and technical sections of the Gilaโs backroads. Its driver, Kent Klein, stood ready for challenge, sharp-toothed KatanaBoy saw in hand. Heading up the team was AEVโs Chris Wood, a four-wheel drive professional and trainer with over 30 years of experience under his belt. After a brief driversโ meeting, like the Kid we made our own escape, bound for the Southwestโs farthest reaches
We turned off the pavement above the rural townships of Mimbres and San Lorenzo. Mustangs and mules greeted us a few miles up the boulder- and branch-strewn river road, circled a few times in curiosity, and galloped up a side canyon. Knowing the spot well, I stopped the group at a particular nook in the canyon and coaxed them to investigate the natural hideaway on foot. Steve, a lawman from California, looked at me cautiously from over his shoulder as he entered the narrow passageway, as if heโd put me down should I attempt a holdup. Bullet holes and inscriptions in the rock hinted at those that had preceded us: cutthroats, trappers, and Apache Indians. Only a rope was needed to climb the canyon wall to the rim and mountainside above. Ahead of an impending raid or posse drawing near, occupants of the hideout could make quick light and gain a healthy lead into the vast Black Range.
While navigating a primitive two-track from the Mimbres to the Continental Divide (without a single switchback) the radio crackled, followed by a voice with a heavy Detroit accent: โIโm stopped! Hot oil warning came on!โ Glancing in my rearview mirror I could see Jimโs hood propped against the windshieldโhis transmission fluid had hit the boiling point. Waves of heat emanated from the Jeepโs engine bay, distorting the view of the canyon below. I dismounted, chocked the tires, and made my way down the steep trail to assess the situation. Despite the precipitous angle, waiting for the fluid to cool with the engine and fan running was the only option.
On pause, I took a moment to further study our surroundings. Between heat-induced, mirage-like ripples the Mimbres River appeared as a quivering silvery line, an image that took me back to boyhood. Rays of light projected through breaks in the clouds, illuminating small patches of foothills and dales that lead into the Black Range and McKnight, Reeds, and Hillsboro Peaks. On the southern horizon the Sierra Madre created a chain of sky islands over the Chihuahuan Desert floorโonce a vast prehistoric ocean. After a second start up the mountain, we only made it a few hundred yards before Kent began his weeklong hobby as an arborist. Although his Ram walked up rocky inclines with ease, overreaching branches constantly taunted the glossy orange sheet metal. The path to a camp spot in Black Canyon led us along the Continental Divide and a portion of the Great Divide Expedition Trail, which straddles a thin strip of vehicle-accessible land that separates the worldโs first designated wilderness areas: the Gila and what is now known as the Aldo Leopold.
By the early 1900s, bear, wolf, and beaver populations, as well as large swaths of forest were largely depleted throughout the Gila; the result of ambitious frontiersmen and entrepreneurs that overburdened the land. During this time, a young forester named Aldo Leopold began his career with the U.S. Forest Service (USFS). Among his duties was predator control in New Mexico and Arizona. On a day that would become infamous, Leopold fired his rifle upon a mother wolf and her pups that had just emerged from fording the swiftly moving river.
We reached the old wolf in time to watch a fierce green fire dying in her eyes. I realized then, and have known ever since, that there was something new to me in those eyesโsomething known only to her and to the mountain. I was young then, and full of trigger-itch; I thought that because fewer wolves meant more deer, that no wolves would mean huntersโ paradise. But after seeing the green fire die, I sensed that neither the wolf nor the mountain agreed with such a view. โAldo Leopold, A Sand County Almanac: And Sketches Here and There, 1949.
Later in life Leopold attributed the killing of the wolf as a pivotal moment, one that eventually changed the way he perceived the natural world. He pioneered the idea that the wildest sections of public land should be set aside and protected for future generations, absent of mankindโs mark. The lone inhabitants of the cave. Opposite, left column: A cave homestead. Cavalcade in a shallow canyon near Wolf Hollow. Perfect snowball-hurling form. Center column: Free-range mustangs and mules. Kent Klein versus a ponderosa pine. Daybreak at Black Canyon Creek. Right column: Ryan Racine takes a stroll in the Chihuahuan Desert. A relic tire swing. Gila baptism in the Mimbres River. Opening spread: The Black Range of the Gila. Wine tasting, bison petting, and cabin lodging were not on the itinerary.OVERLAND JOURNAL SUMMER 2016 112 Daybreak brought sunrays and the invigorating scent of pine and moist earth into the canyon. The new warmth caused steam to rise from the grass and drift into the tangled tree limbs above. Birds worked the silt- and ash-rich banks of Black Canyon Creek, hunting for bugs and calling aloud. Once proper coffee was brewed and our supplies stowed, we clambered up a set of switchbacks to North Star Road and the heart of the Black Range. In this country, the occasional passerby is not a gear-laden Subaru, but rather a lone rancher, pack team, or lawman.
Near Whitetail Canyon we crossed paths with an inquisitive landowner. He arrived in a Toyota pickup ahead of a cloud of dust and fiercely motioned at me to come closerโunwillingly I did. Inside the cluttered cab were bullets scattered over the passenger seat and a rifle stock perched against the center console. Tensions eased when he bellowed a friendly โHello!โ and inquired about our direction of travel. I didnโt get more than a few sentences in before he cut me off with a well-versed narrative. The topics covered were grazing rights, unusual weather patterns, a recent wolf killing by the Feds, and helping tourists (such as ourselves) โmove alongโ down the road. In his parting words, he touted his precise marksmanship while referencing a road marker about 300 yards off.
The landscape central to the Black Range, Plains of San Agustin, and Mogollon Mountains trades off between high-desert chaparral, savannah (complete with golden grass and juniper), and park-like ponderosa forest. Our path west would lead us through Beaverhead, Wolf Hollow, T Bar Ridge, Loco Mountain, and Snow Lake in pursuit of the Mogollon Range. Some of New Mexicoโs largest elk populations graze these areas, which in turn supports another animalโs feeding habitsโthe Mexican gray wolf. After near extinction in the 1970s, five Mexican grays were captured in northern Mexico and bred in captivity. In 1998, 11 were released into the Blue Range Wolf Recovery Area, which includes the Gila National Forest. The effort has paid off, as U.S. Fish and Wildlife Service estimates put the areaโs gray wolf population at 50 in 2010 and an encouraging 109 in 2015.
Due to a night of below-freezing temperatures and howling wolves at Loco Mountain camp, our group was a bit rough in character. My ambitions were to get the convoy through the snowcapped Mogollons and then descend into Reserve for supplies. The Gilaโs high country features two extremes: thick forest and post-apocalyptic burn scar. From a distance, the fire-stripped trees appear as pencils stuck into the ground, while veins of untouched vegetation suggest the path and speed at which the fire moved. Within the burn it is common to find a dozen newly fallen snags across a roadway that was clear the week prior; the charred trees topple under the slightest breeze or precipitation. After miles of slush, clearing snags, and a morale-building snowball fight, we reached Corner Mountain, the highest point of the route. The San Francisco Mountains and Arizonaโs White Mountains lay in the distance, and elk maneuvered gracefully through the steep, fire-stricken terrain.
During the spring of 2012, a lighting strike started the Whitewater-Baldy Complex Fire. It burned 465 square miles of the Gila and became New Mexicoโs largest wildfire in recorded history. Fanned by Daybreak brought sunrays and the invigorating scent of pine and moist earth into the canyon. Lawman Steve led the way on the wide-open savannah of T Bar Ridge. The view of the San Francisco Mountains and Arizona through the Whitewater-Baldy Complex Fire burn scar (Mogollon Mountains). Opposite: A U.S. Forest Service wildland fire crew attempts to fortify a firebreak ahead of the oncoming Whitewater-Baldy Complex Fire.OVERLAND JOURNAL SUMMER 2016 113 hot temperatures, high winds, and dry conditions, wildland fire crews faced a monumental task. While photo documenting the fire I watched areas I had wandered since childhood reduced to ashes. An image that I will never forget was a lone cow elk that emerged like a ghost from the blackened forest and glowing embers. It was thought that nothing could have survived, yet the animal ran past our crew, seemingly unharmed and head held high, each stride raising a cloud of ashโa testament to its will to live and fight for survival.
Even though we carried extra fuel, a sense of pride came with coasting into Reserve on a single tank, some 200 rigorous miles after departing Silver City. Two gas stations, a market, cantina, and a few purveyors of fine goods highlight this metropolis of 300 persons. The economy is supported by timber, hunting, ranching, and forestry jobs. People that live here are rugged, resourceful, and represent a tight-knit communityโฆand a well-armed one at that. Reserve made national headlines in 1994 when the Catron County commissioners mandated that โA gun and ammunition should stand at the ready in each home.โ The call to arms came in response to the Clinton Administrationโs gun policy; specifically, the Brady Bill and nationwide ban on assault weapons. Armed with only a sack of ice cream sandwiches, AEVโs Jeff Clark brought grins back to our weary faces. A group of burly men eating ice cream on a Wednesday afternoon amidst a filthy convoy and heavily equipped vehicles was a spectacle to behold.
A well-worn Ford F-100 pulled up and the door swung open before it came to a full stop. A slight, elderly man wearing a cowboy hat and boots hopped down from the seat and took a few steps toward the store before he turned back with an eyebrow cocked and half glare. A bit embarrassed, I lowered my Eskimo Pie, knowing we were about to be called out. โWhat are you boys doing here?โ His tone was that of Mayberry Sheriff Andy Taylor lecturing Opie for skipping Sunday school to swim in a fishing hole. Still holding the ice cream, I told him we had just driven in from Corner Mountain. With a squinted stare and toothpick dangling from the corner of his mouth, he looked over our rigs for what seemed like a long while and said, โWhatโs your business up there?โ I explained that I had guided the group up the Mimbres, through the Black Range, across the Mogollons, and to this very parking lot. He remarked gruffly, โSpring turkey is all about done isnโt it? Thereโs a wolf pack moved in and milling around the Cienega. Slim picking for you, eh? Donโt see any gobblers bagged.โ
I struggled to find words that described what we had been doing over the last three days was in pursuit of adventure. Our accomplishment, usually defined by miles, duration, road conditions, and images captured, suddenly seemed insignificant. His pickup, on which he now leaned, was rich with patina and dents. The headache rack was outfitted with two spares and a wood-handled farm jack, well-thought-out preparations for the mismatched and nearly bald radials at ground. He likely had more dirt miles under his belt than our group combined. All I could come up with was, โWeโre not hunting. Weโve been driving back roadsโฆcamping.โ โHuh?โ he said, โSounds like yโall are on a fishing expedition without any fish.โ With that, he cracked a smile and walked away.
In the next 24 hours we would cover less than 50 miles through the Tularosa and Elk Mountains, some of the roughest driving in the Gila. Wild turkeys scrambled up hillsides ahead of us, slow and clumsy with feathers flapping. I chuckled to myself about the Reserve elderโs doubts that we could catch a rafter given our procession. The old back roads of the Elks are rarely driven outside of hunting season, evidenced by the heavy brush that hangs and saplings that grow through the roadโs center. Dry creek crossings and steep inclines are gullied, resulting in cut dropoffs and exposed, ragged bedrock. I brought the Ram to the front for bigtree dutyโit had been looking a bit lazy mid-pack over the past few days. Chris managed the rigging and Kent doled out 429 lb-ft of torque from behind the wheel. Once the timber was parallel with the trail, the crew lined up to finish the job with an old-fashioned hand roll. We drove until sunset to reach Double Barrel Springs, our camp for the night. Situated atop a gentle mountain dotted by widely spaced ponderosa, our spot overlooked the distant Mogollon and Tularosa Mountains. The saw-dulling, back-aching handiwork brought us all a bit closer that evening. As beer was sipped and the whiskey bottle passed around, we recounted our day and told tall hunting tales of record-breaking bulls and savage cougars that refused to tree.
Exiting the tedious Elk Mountains we made tracks east on the smooth dirt highway that follows Railroad Canyon upstream to the high-elevation Plains of San Agustin. The plains feature endless grassland, rolling bluffs, and the sedimentary remnants of prehistoric water bodies that have been shifted by glaciers and wind. Antelope raced along a few hundred yards off, eventually outrunning us and crossing the road ahead. Atop a gentle ridge we passed over the Continental Divide one last time before beginning the long descent toward the Rio Grande Rift through Alamosa Canyon.
The washboard road along the canyon is highlighted by miles of parched arroyo and scrub-covered hills. At the southern end, an unexpected bend gives way to rock monoliths that rise from the landscape and form a sacred passage. Here, spring waters of Ojo Caliente bubble from the earth at the rate of a few thousand gallons per minute, forming the Rio La Caรฑada Alamosa (Cottonwood Canyon River). The waters that flow down the sheer walls sustain a green sanctuary, complete with dragonflies, reeds, and ancient cottonwoods. Butch Cassidy, during his early ranchhand days in the Gila, might have caught a nap and some shade under one of these very trees.
For centuries, the Warm Springs Band of the Chiricahua Apache (also known as Chihenne or Red Paint People) made a livelihood hunting, gathering, and fishing in this canyon. The arrival of Europeans marked the beginning of great change and turmoil for American Indians; boundaries were drawn and land was staked. After New Mexico was ceded to United States by Mexico in 1848 under the Treaty of Guadalupe Hidalgo, frontiersmen and the U.S. Cavalry moved across the West and the bloody Indian Wars reached their height. Among the sacred lands held strong by the defiant Apache leaders Cochise, Mangas Coloradas, Victorio, Nana, Loco, and Geronimo was the Rio La Caรฑada Alamosa. In the end, after three decades of battle, Geronimo surrendered.
I should never have surrendered. I should have fought until I was the last man alive. โGeronimo Goyaaลรฉ (kรฒjร :ลฮญ, the one who yawns)
In the aftermath, the U.S. government took away most of the Chiricahuaโs homeland and relocated them across the country, some as far away as Florida. Land along the river was divvied up amongst settlers, ranchers, and farmers who put up fences and shored irrigation channels. Today, the canyon is only accessible by a right-of-way as wide as the road itself.
As quickly as this lush oasis appears, it vanishes into the desert before reaching the Rio Grande. Our push toward civilization placed us on a gravel road surrounded by creosote and yucca, symbols of New Mexicoโs Chihuahuan Desert.
On a downhill stretch, an endless line of glimmering windshields and semi-trailers revealed itself in the valley below. Pinstriped and dusted, our fleet looked a bit haggard compared to six days prior when we met in Silver City. While airing up at the pavement, words were few but grins were big. As for the Ram, it was a pioneer of sorts. Assisted by Kentโs precision driving it had emerged unscathed.
When the last of the group disappeared down the frontage road toward Truth or Consequences, being alone after six days of guiding gave me the inclination to hesitate on the roadside for a longer parting view. At a distance, the Black Range of the Gila appeared as a subtle, dark ridge against the horizon. Our brief, 400-mile excursion seemed inconsequential at best. What defines the Gila is its unforgiving terrain, diverse landscapes, and those that walked here long before; the American Indians who respected and lived off the land, and the legendary explorers that went without maps or guides and survived immeasurable hardship. When traveling the Gila, its history is as important as the journey.
USFS Black Range office: fs.usda.gov/main/gila, 575-894-6677
Maps: Gila National Forest Map, ISBN 978-1593512392
Update 8/8/23 - Vehicle SOLD / No longer available - NMBRโs American Expedition Vehicles Prospector (RAM Power Wagon Platform)ย
Location: Las Cruces, NM
Mileage: 84,500 +/-
Build Platform: 2016 RAM Power Wagon Tradesman โ 6.4L V-8 HEMI engine with 6-speed automatic transmission; BorgWarner transfer case; Front/rear locking differentials; 4:10 Axle gear ratio; Front sway bar disconnect system; Hill decent control; Skid plates for fuel tank and transfer case; Warn 12,000-pound winch.
NMBR Prospector Power Wagon โ American Expedition Vehicle Prospector (Build Sheet)
Additional Equipment/Upgrades
Additional Notes: In preparation for NMBRโs next truck build, the purpose-built, well-traveled, and well-sorted NMBR Prospector Power Wagon is up for sale. This truck was purchased new by NMBR and outfitted by American Expedition Vehicles in 2017. The truck has been primarily used for NMBRโs full-sized truck (based) fieldwork (wildfire to scouting), guiding, and training across the backroads of New Mexico, Colorado, Utah, and Arizona. While the NMBR Prospector has been well-used, the truck has [also] been well-maintained to ensure maximum reliability, capability, and performance in remote and rugged settings. Example imperfections and signs of the truckโs age/use include light pinstripes in the paint's clear-coat; a few small rock chips on bumpers, hood and side panels; small wrinkles on leather seating; minor/light scuffs/scratches on interior door panels' plastic/trim; and some dull/faded finishes (on some of the exterior powder coated surfaces and exterior plastics such as the front bumper and door handles). Even with these listed "imperfections", buyers will be hard pressed to find a well-equipped 2016 AEV Prospector Power Wagon in better condition.
All aftermarket parts/equipment/upgrades listed are included within the sales price. This truck is being sold as a complete turn-key backcountry fieldwork or expedition truck; the parts/equipment/upgrades listed will not be removed to reduce sales price or for individual sale. This truck is being sold โas isโ with no warranty (written or implied). All exterior NMBR graphics will be professionally removed prior to sale. A new (uninstalled) AEV windshield banner is being included with sale.
Mechanical Notes: Within the last 3,000 miles, the truckโs steering box, pitman arm, draglink, passenger-side knuckle, front track-bar, rear track-bar, heater core, and shocks have been replaced. The General Grabber X3 tires are newly installed. The transmission was replaced around 61,000 miles with a complete Jasper unit. The truck has no known issues other than the rear back-up sensors do not work. The back-up sensors and wire harness were replaced but this did not resolve the issue. Further steps were not taken as the truck is equipped with a back-up camera and a button (under the radio) allows for deactivation of the parking sensors.
Additional Items Included with Sale: The factory/original tailgate with AEV Prospector badging (removed for Snugtop Outback installation) and factory/original back seat and seat belts (removed for Goose Gear Rear Seat Delete and Back Wall installation) will be included with sale.
Jake Quinones / June 27th, 2022
With the growing popularity of the full-sized truck platform for off-pavement adventures, enthusiasts upsizing their rigs are likely to find that their current recovery gear may not have a high enough weight rating. Historically, the available options for heavy-duty recovery gear have been somewhat limited. American Expedition Vehicles (AEV) has entered the vehicle recovery gear market with products for both mid-sized and full-sized four-wheel drives. Montana-born and Michigan-based AEV teamed up with a Canadian commercial rigging equipment manufacturer, to design and develop recovery gear pieces that, in the words of AEV, โcaptivated industrial safety and rigging standards, intelligent design, and high-quality materials.โ All of AEVโs recovery gear includes clearly marked Working Load Limit (WLL) and Minimum Breaking Strength (MBS) weight ratings. Every four-wheel drive or overland enthusiast should understand these two ratings and how it relates to their vehicleโs actual weight.
American Expedition Vehicles (AEV) explains their recovery equipmentโs weight ratings: โMinimum Breaking Strength (MBS) is the minimum force necessary to cause a recovery device to break or fail. Working Load Limit (WLL) is the recommended maximum force a recovery device is intended to safely support, when the force is applied in-line and through the centerline of the device. The WLL is calculated by dividing the Minimum Breaking Strength (MBS) by a safety factor that is generally around 4-to-1. For example, the AEV Snatch Block has an MBS of 52,000 LBS, so when divided by a safety factor of 4-to-1, the WLL becomes 13,000 LBS.โ This means that the AEV Snatch Block would be suitable for vehicles and vehicle and trailer combinations up to 13,000 pounds.
Over the past year, New Mexico Black Range (NMBR) has evaluated AEVโs recovery gear kit during guided overland trips and tours, NMBRโs EXP-4WD training, and scouting/fieldwork. American Expedition Vehiclesโ recovery gear line-up includes static recovery straps and ropes, kinetic recovery straps, winch extension ropes, soft and hard shackles, snatch block, gear bag, and a few other accessories.
American Expedition Vehiclesโ Full-Size Kinetic Recovery Strap is constructed of nylon and features a threaded protective edge guard the full length of the strap for added durability. This strap can handle the weight of the NMBR Prospector (a fully built RAM 2500 Power Wagon) without issue. The strap performs predicably, and on par with other high-quality recovery straps NMBR has used over the years. The Full-Size Kinetic Recovery Strap is touted by AEV as โthe only Recovery Strap in the aftermarket that complies with industrial rigging standards.โ
Kinetic recovery straps and ropes provide a simple and productive option for pulling a stuck vehicle out of soft substrates such as snow, mud, or sand. The basic concept of kinetic energy recovery involves two vehicles, the stuck vehicle, and the assisting/pulling vehicle, connected by a kinetic energy (or elasticized) strap or rope. The assisting vehicle drives away from the stuck vehicle at a safe speed and stretches the kinetic strap or rope between the vehicles. Once the resistance between the moving assisting vehicle and kinetic strap or rope reach critical tension, the resulting energy transfer from the assisting vehicle, through the strap or rope, to the stuck vehicle will (hopefully) move the stuck vehicle and free it.
NMBR Tip: Like most recovery equipment, the lifespan of a kinetic recovery strap or kinetic rope is not โforever.โ Kinetic recovery straps and ropes can generally be used anywhere from 10 to 40 times, depending on manufacturer specifications and recommendations, before their elasticity is diminished to the point that they become unsafe for use and/or ineffectiveโacting more like a static strap. Additionally, time, hard use, and/or abuse can reduce the service life, performance, and weight ratings of kinetic straps and ropes. Give kinetic recovery straps and ropes a short break between pulls to allow them to return to their resting (non-tensioned) length and to maximize performance.
American Expedition Vehiclesโ 7/8โ x 30โ Kinetic Recovery Rope is made from a heavy duty, double braided nylon with a reinforced loop at each end for protection against abrasion. This 7/8โ Kinetic Recovery Rope is intended for mid-sized vehicles and full-sized vehicles weighing at or below 7,250 pounds. Despite offering a Full-Size Kinetic Recovery Strap (WLL 9,800 pounds), AEV should consider adding a kinetic recovery rope for full-sized vehicles to their recovery gear line-up. Arguably, the benefits of using a recovery rope over a recovery strap include more stretch and resilience which equates to more effective kinetic recovery performance, safer operation, and a longer service life. Generally, kinetic recovery ropes stretch about 30% beyond their resting length under full tension, whereas straps stretch about 20% or less. The kinetic ropeโs enhanced elasticity over straps helps reduce the shock load on anchor points, connections and the rope itself, providing a higher safety factor during kinetic recoveries. As with AEVโs Kinetic Recovery Strap, the Kinetic Recovery Rope performed well in a variety of soft surface conditions and situations with the added benefit of more stretch and elasticity.
Kinetic recovery straps and ropes, also referred to as snatch straps and ropes, should not be confused for (or used as) static (non-stretching) tow straps and ropes. Static straps and ropes are used for towing/pulling, winching, and anchor point connection applicationsโnot for kinetic/snatch recovery. Kinetic straps and ropes are to be used only for kinetic recovery operations. When possible, use soft shackle connections for kinetic recovery purposes. If a kinetic recovery goes wrong and equipment fails, a projectile soft shackle may cause injury where a projectile steel shackle may cause death.
NMBR Tip: American Expedition Vehiclesโ Kinetic Recovery Rope may not be suitable for many full-sized trucks or mid-sized trucks or utes pulling off-road trailers. Knowing the weight of your vehicle, or vehicle/trailer combo, both loaded and unloaded is crucial in establishing which recovery gear is safe and suitable for use. For example, a stock/un-modified and unloaded RAM 2500 Power Wagon weights around 7,000 pounds. This truck is rated to haul about 1,500 pounds of additional weight before meeting the truckโs payload capacity and Gross Vehicle Weight Rating (GVWR) of about 8,500 pounds. This weight breakdown provides an example of how AEVโs Kinetic Recovery Rope would only be appropriate for an unloaded and stock/un-modified Power Wagon as the Working Load Limit of AEVโs 7/8โ x 30โ Kinetic Recovery Rope is 7,250 pounds. Itโs essential that four-wheelers and overlanders weigh their vehicles and trailers fully loaded. This task can be easily completed at a truck stop scale.
The utility rope has risen in popularity over the years as a do-it-all recovery kit piece. These ropes can be used as a bridle to equalize pulling forces between two bumper mounted shackles or to wrap around irregularly shaped but solid and suitable anchor points such as a tube chassis or frame rails. In a pinch, they can serve as a short winch extension or tow strap. American Expedition Vehicleโs Utility Rope features a full-length protective sleeve, Dyneemaยฎ SK78 synthetic fiber construction, and handy storage strap.
NMBR Tip: While some utility ropes are marketed for use as a tree saver strap, ropes should not be used for this purpose. A proper tree saver strap distributes the pulling force generated through recovery efforts across the entire width of a strap whereas a rope used for this purpose places the force on a significantly smaller area. Excessive constricting pressure can damage to or kill a tree.
When your rig is bogged and your winchline doesnโt quite reach that lone tree up the trail, a winchline extension may provide your only salvation. American Expedition Vehiclesโ 1/2โ Full-Size Winch Extension Rope is a robust piece of kit for full-sized truck winching recovery uses. The rope is constructed of 1/2โ Dyneemaยฎ SK78 synthetic fiber and comes with a storage strap. NMBRโs preference generally leans towards ropes over straps. Compared to winchline extension straps, winchline extension ropes require less storage space, provide more versatility in various winching scenarios, and are slightly easier to manipulate while rigging. Winch extension ropes and straps can also be used for towing and non-kinetic pulling recovery purposes. Itโs worth mentioning again that static ropes and straps should never be used for snatch-style kinetic recovery use and kinetic recovery ropes and straps should never be used for winching operations or for towing and pulling.
Given the main purpose of a winchline extension is for added reach, NMBRโs preference is for ropes that are at least 50 feet in length.
NMBR Tip: Like other winching recovery gear, winchline extension straps and ropes should have working load limits (WLL) that meet or exceed the weight of the vehicle while fully loaded, and weight ratings that meet or exceed winch capacity and winchline ratings. These ratings should be clearly marked on the recovery gear itself.
The rise in popularity of the soft shackle has resulted in numerous offerings ranging from un-marked and un-rated imports sold on Amazon to fully rated quality and pieces made by reputable manufactures. American Expedition Vehiclesโ Full-Size Soft Shackle is constructed of Dyneemaยฎ SK78 synthetic fiber like AEVโs other static synthetic rope offerings. The Full-Size Soft Shackleโs extended length allows for greater ease of use while assembling connections, and more breathing room for bulky strap and rope loop ends. The Full-Size Soft Shackle that NMBR received for test and review measured 31 inches in length while open and fully extended, and 14 inches in length when closed/looped and tensioned. The shackleโs removable protective sleeve is a solid upgrade where most soft shackles are bare rope. Even with a protective sleeve, care and consideration should be made when mating soft shackles with metal parts and surfaces.
NMBR Tip: Just like recovery straps and ropes, soft shackles are susceptible to damage and subsequent failure when not used properly. Soft shackles can only be looped around metal parts and surfaces that feature smooth surfaces, beveled edges, and are absent of rough, chipped, scratched, or rough textured finishes. Steel winch line can mar surfaces making them unsuitable for later use with synthetic recovery equipment.
For decades, anchor shackles, or bow shackles, have earned their place as one of the most essential and most often used recovery kit pieces. While soft shackles are all the buzz these days, anchor shackles will not soon be replaced. In situations where soft shackles are susceptible to damage; anchor shackles can endure punishing elemental and surface contact conditions. The โOโ or โbowโ shape of the anchor shackle allows for more even distribution of pulling forces from multiple angles over a standard โDโ shaped shackle. Itโs important to note that when NMBR talks about โour faithful friendโ the anchor shackle, only high-quality units with clear stamped markings that provide size, weight rating, and brand name or trademark are being referenced. The AEV 1โ Full-Size Anchor Shackle features an ArmorGalvยฎ Coating with a high-visibility gold zinc coated pin for all-weather protection and corrosion resistance. This shackle yields staggering weight ratingsโa Maximum Breaking Strength of 102,000 LBS and a Working Load Limit of 17,000 LBS. This equates to a safety factor of 6 to 1. The wide opening and ring interior of the 1โ Full-Size Anchor Shackle allows ample room for loop placement. Most heavy-duty anchor shackle pins with a similar weight rating are only 7/8โ diameter. Before purchasing a true 1-inch pin diameter anchor shackle such as this AEV unit, prospective buyers should check to ensure fitment and compatibility with their bumper mounted and hitch receiver type shackle hangars. For example, AEVโs 1โ Full-Size Anchor Shackle is not compatible with the Factor55โs 2.5 HitchLinkโs pin eyelet.
NMBR Tip: After using a shackle, check both the shackle and pin for cracks, irregular bends, or other abnormalities. Also, check that the pin threads completely in and out of the shackle without resistance. If the pin is difficult to thread, or thread damage is apparent, discard or recycle both the shackle and the pin as they may be compromised and no longer safe for use.
American Expedition Vehiclesโ Snatch Block is made in the USA and features stamped steel construction, ArmorGalvยฎ coating, and a self-lubricating Oiliteยฎ bushing that can accommodate winch rope or cable width up to 7/16โ in diameter. The Snatch Blockโs stamp-formed shackle eyelets allow use with soft shacklesโwhereas most snatch block eyelets have sharp edges.
The benefits of using a snatch block pulley include increasing the pulling power of a winch, reducing stress on the winchโs internal running gear, allowing for a change in winch line direction, slowing the winching operation to a safe speed, and maximizing the amount of winchline used during recovery. Using more winchline is desirable because the maximum pulling power of a winch is achieved only once the winchline has been unspooled to the final full wrap around the drum. Using as much winchline as possible maximizes the performance of the winch and minimizes unnecessary wear and tear on its internals.
The operation of the AEV Snatch Block is smooth and predictable under load. A nice addition would be a rubber or nylon cinch strap or form fitting carry case that kept the unit tightly clasped and quiet for storage. After countless recovery operations using AEVโs Snatch Block, NMBRโs opinion is that this is the best snatch available on the market at this price point ($127.00) for vehicles (and vehicle/trailer combos) in the 13,000-pound and under category.
NMBR Tip: When winching, or performing any static or kinetic recovery, always remember to place a line dampener on each individual straight section/run of rope or strap. As an example, a double line winch pull that included a winch line extension would require three-line dampeners. Soft ropes and lines are safer than steel cable, but when they fail, they can still cause damage and injury. In the event of a line or connection failure, the line dampener helps drop the line and connection assembly to the ground where an undampened assembly is more likely to sail across the sky or crack like a whip. Place appropriately weighted dampeners within the middle third section of each strap or line length. Regardless of vehicle recovery operation type, always direct bystanders far away from recovery activities.
Just like a first-aid provisions, tools, and other essentials, recovery gear should be organized and accessible. AEVโs Recovery Gear Bag is one of the larger bags on the market. The USA made bag features durable construction with big, heavy-duty zippers and double-layered fabric added to high-stress areas. While the bagโs exterior zippered pouches provide a good amount of storage capacity, interior storage pockets would be a nice addition. All-in-all, the Recovery Gear Bag is a quality piece capable of holding a comprehensive recovery kit.
NMBR Tip: Rather than emptying the contents of your recovery bag onto the ground or out inside your rig, consider carrying a plastic boot tray with raised edges to stage gear close to the recovery operation. Use the same tray for tools and trailside repairs.
When NMBR receives products for testing and review, those items go into service for guided trips, EXP-4WD training, and scouting/fieldwork. While NMBR does not abuse parts, equipment, or gear, all products tested endure a hard life of heavy use in a variety of situations, conditions, and environments. Over the past year, NMBR has used all the American Expedition Vehicles recovery gear outlined in this article alongside NMBRโs regular mix of tried-and-true equipment.
American Expedition Vehicles recovery equipment follows the same high standards and core principals as their vehicle parts and turn-key builds; careful attention is paid to design, materials, and quality. All the recovery gear performed in line with products made by Factor55 and Master Pull. It should be noted that safety factors and weight rating definitions vary among AEV, Factor55, and Master Pull. American Expedition Vehicles and Factor55 both provide Working Load Limit and Minimum Breaking Strength ratings for their recovery equipment. Factor55 uses a higher safety factor of 5-to-1 and AEV uses a safety factor of 4-to-1 to one except for the 1โ Full-Size Anchor Shackle which is 6-to-1. Master Pull provides a Breaking Strength rating only; leaving the user to determine their own safety factor and Working Load Limit. When recovery gear is tested to determine at what point failure will occur, products are tested multiple times to ensure test accuracy. If a piece of recovery gear is tested three times, and the manufacturer is utilizing Minimum Breaking Strength ratings, the lowest performing test result for failure should be accepted as MBS. When a piece only states Breaking Strength, mystery swirls as to if the rating was given on the best, worst, average, or only test.
New Mexico Black Rangeโs favorite pieces in American Expedition Vehiclesโ recovery gear are the 1/2-inch Utility Rope, 1/2-inch Soft Shackle, and Snatch Block. The 1/2-inch Utility Ropeโs full-length protective sleeve provides the ultimate protection for one of NMBRโs most heavily used piecesโmost often serving as a bridle for winching and other recovery operations. The Velcro storage strap is a nice addition for tidy pack-away. The extended length of the 1/2-inch Soft Shackle makes connections easy with maximum range of motion during rigging assembly. The shackleโs removable protective sleeve keeps the Dyneemaยฎ SK78 synthetic fiber underneath still looking like new after a year of hard use. The Snatch Block is best-of-the-best; no other vehicle recovery snatch block has the features and weight ratings at this price point. Further, the design of the AEV Snatch Block allows the use of soft shackles or anchor shackles.
After a year utilizing AEVโs recovery gear for a year, NMBR has developed feedback regarding changes or improvements that could be made to some products. All of AEVโs synthetic line-based gear features labels that are shrink wrapped onto the rope. While the assumption is that the manufacturerโs heat application method used to shrink wrap the labels involves low heat, heat exposure can damage the integrity of rope fibers. Though not a big deal, the shrink-wrapped labels can sometimes limit the flexibility of the rope, mainly for soft shackle applications. Fabric tags may provide an alternative labeling method. Further expansion of AEVโs heavy-duty and full-sized truck specific product line should include items such as a line dampener, kinetic recovery rope, tree strap, 7/8 pin anchor shackle, as well as a closed system winch shackle mount and 2.5-inch hitch receiver style shackle mount that are both soft and metal shackle compatible. American Expedition Vehicles may also consider providing the consumer with detailed safety, use, and care instructions to accompany their recovery products, or create a video series that highlights proper equipment use. Knowledge, professional training, and experience is fundamental to ensuring safe and effective vehicle recovery operations.
Bottom Line: American Expedition Vehicles new recovery gear line-up provides stiff competition and another premium option to NMBR used and recommend equipment manufacturers such as Factor55 and Master Pull. With further expansion the recovery product lineupโspecifically for full-sized truck applicationsโAEV could be a one stop shop for buyers with heavy-weight overland vehicles.
Please note: AEV provided NMBR with these products at no charge for this review. NMBR was not paid for this review.
The Black Fire started in the Gila Wilderness on May 13th, 2022. The fire was human-caused and currently under investigation. Due to extremely dry and windy conditions, the fire quickly spread into the Aldo Leopold Wilderness, Black Range, and across the Continental Divide. The Black Fire has become the Gilaโs largest fire in recorded history and is currently 325,000-plus acres in size (or about 500 square miles). Fire containment is now 70%. At the height of the Black Fireโs activity, 1,200-plus fire personnel were assigned to the incident. Primary fire fuels include timber (primarily ponderosa), duff (ground surface plant-based debris), brush, and tall [dry] grass. Abundant grass fuels are the result and remnants of 2021โs heavy monsoon season.
Over the past month, NMBR has been on assignment photo documenting wildland fire crewโs tireless efforts to battle the blaze. The monumentally hard and dangerous work of the firefighters is nothing short of incredible. With the early onset of the summer monsoon season, and record area rainfall in late June, the Black Fire has largely slowed with full containment expected soon. Early indications are that the majority of the fireโs total acreage is low-intensity burn.
Series 1 Black Fire Images: Cobra 4 & Golden Eagle Hotshots manage burn-out operations and maintain fire-lines on the southwestern-front of the 325,000-acre Black Fire. Cobra 4 crew are based out of Sequoia National Forest. The Golden Eagle Hotshots are from the Sycuan Indian Reservation (San Diego County, California). The Golden Eagles are one of nine federal Bureau of Indian Affairs (BIA) Native American IHC crews in the USA.
Series 2 Black Fire Images: Grand Canyon Helitack (NPS Grand Canyon) and other interagency air crews mount aerial operations on the southern-front of the Black Fire. Crew members of the Blue Ridge Hotshots (Coconino National Forest) work to fortify fire line and install radiant barrier to structures along New Mexico Highway 152 between Kingston and San Lorenzo. An interagency Hotshot crew (IHC), is a highly mobile hand crew of 20-22 wildland firefighters which responds to large, high-priority fires across the United States.
While wildfires can be devastating, fire plays an important role in forest ecosystem. Forest fires help clean and clear the forest floor of low-growing underbrush, small trees, and plant-based debris (or duff). Fire helps to release nutrients stored in these low-lying combustibles back into the soil and [eventually] the trees. This natural clearing of the ground surface the forest floor helps promote wider spacing between older growth trees which allows more sunlight to reach the forest floor. The increased sunlight on the ground surface, paired with renewed nutrients, results in new grass growth and healthier trees. This promotes new grass and vegetation growth.
Overland Expo West based adventures: New Mexico Black Range offers two expeditions that are Overland Expo West based: Ghost Divide Expedition leading to the Overland Expo West and Ghost Divide Expedition XL departing from the Overland Expo West. The Ghost Divide Expedition XL route and experience was created specifically for capable (XL-sized) four-wheel drive overland vehicles (such as large truck/camper combos, truck or SUV and expedition trailer combos, vans, Sprinters, Sportsmobiles, Earth Roamers, Earth Cruisers, and similar vehicle platforms).
Overland Expo Mountain West based adventure: For those looking for the path less traveled leading to the Overland Expo Mountain West in Colorado, NMBR offers Rockies Road Trip. The Rockies Road Trip expedition zig-zags across Coloradoโs backroads over high mountain passes, along rushing rivers, and through colorful mountain towns.
Ready for your next great adventure? Send a message via the contact box below for more details about NMBRโs Overland Expo based expeditions.
A field tool kit refers to the tools you keep in your vehicle for roadside and trailside repairs and handiwork; the key is to assemble one that fits your vehicle. Use it at home when wrenching on your truck to get acquainted with what works and what is lacking. It is better to find out that youโre missing a critical item before you set out on that remote shelf road. If you keep a quality set of sockets, ratchets, and wrenches in your garage toolbox but have an inferior set in your field kit, reverse those roles. You donโt want a tool failing when it matters the most (on that remote shelf road).
Take the time to find and touch every nut, bolt, and fastener on your vehicle (inside and out) and check that you have the matching tools for each: sockets, wrenches, bits, etceteraโthis means you will need to survey and match each one to a considerable amount of hardware. Itโs a great exercise for an otherwise lazy Saturday afternoon. You will most likely find that you need to add pieces to your field kitโparticularly larger sockets and wrenches. If you have a 22mm socket for your lower control arm bolts, make certain you have a 22mm wrench or additional 22mm socket for the nut side, although in many cases, the nut side is not the same size as the bolt head. Only use adjustable Crescent-type wrenches in a pinch as they tend to round hex heads and can open under pressure, slip, and cause injury or damage.
Make sure to wear safety glasses when working under your rig to protect your eyes from dirt and debris that may become dislodged with wrenching tasks. Be careful when using tools in close proximity to your face or when working in awkward (but necessary) hand/arm positions; slipping with a tool under substantial force could cause a serious injury. Take the time to think about the repair thoroughly and confirm you are using the right tools for the job; even if it takes a few more minutes digging through your field kit to find that 4-inch extension and swivel (universal joint) adaptor for that hard to reach upper control arm bolt. And donโt forget to double-check your work.
The hardware exercise serves a double purpose since itโs also an excellent opportunity to verify that everything is tight and under proper torque. A click or beam-type torque wrench will do; electronic versions are not justifiable for most weekend wrench enthusiasts. An under tightened bolt allows for play between the hardware and component-mating surface, causing accelerated wear and damageโor worse, loosening hardware. Conversely, an overtightened bolt will bind the hardware and component mating surface. This can cause abnormal handling characteristics when bushings, steering, or suspension are involved. Overtightening may also result in stripped threads, sheared-off bolt heads, and damaged componentry. Print the torque specs for your vehicle (if they are not in the ownerโs manual) and get busy. When done, use a paint pen to mark bolt heads and the fixed contact point with a single swipe lineโthe mark will allow you to do a quick survey under your vehicle and check for a bolt that has rotated from its proper position. The torque for major steering and suspension components should be monitored every few thousand miles of off-pavement vehicle use as vibrations and frequent suspension/steering cycles tend to spin nuts. If space is limited, donโt worry about carrying a torque wrench in your vehicle. For roadside and trailside repairs, itโs better to overtighten (for the short haul) than to under tightenโre-torque when you get home.
Overloading your overland rig is detrimental to its performance and causes accelerated wear and tear on a vehicle. Just because you have the storage space to carry 200 pounds of tools does not mean you should. Once you feel that your field kit is comprehensive, the next step is to pare down. Carefully evaluate each tool that you suspect may not have a strong purpose. Those that are seldom used, donโt fit your vehicle, or that you are not sure about carrying should be placed in purgatory on your workbench. Do you really need three different-sized pry bars? In the weeks leading up to your next trip, as you survey these items daily, contemplate and decide their importance and fateโthe garage or the field kit? The above advice should be applied to each category of your entire overlanding kit: clothing, cooking, electronics, recovery, and so forth. The most important provisions should have duplicates and triplicates. Example: Your normal water supply should be backed up with the means to filter and store water should your primary supply dwindle. The less important provisions should have dual uses. Example: Can your Hi-Lift handle be substituted for a 30-inch breaker bar?
Once your field kit is streamlined, choose an easy-access storage system that takes up the least amount of space possible. Soft-sided storage bags and rolls keep things quiet and tightly organizedโIโm partial to heavy waxed canvas bags and tool rolls.
Vehicles both old and new, stock and fully built, are all subject to mechanical failure. Investing time in vehicle preparations and your field tool kit assembly will minimize the impact of mishaps encountered when away from your home turf.
In order to participate in NMBRโs tours and training courses, minimum driver, vehicle, equipment & provision essentials requirements must be met. This checklist provides a categorized breakdown to help prospective participants properly prepare and gear up for the NMBR experience and beyond.
Ability and willingness to drive in various terrain and over various road conditions for three-days fully self-supported in a remote backcountry setting. Previous four-wheel drive vehicle off-pavement driving experience and experience is required. Driver/s must possess valid driverโs license, insurance, and be over the age of 18.
All participants (drivers and non-drivers alike) must be able to handle the physical and mental demands of overlanding, long drive days, living, recreating, and sleeping outdoors (camping), and all related activities for the duration of the trip/tour. Ability and willingness to function for three-days fully self-supported in a remote backcountry setting. Previous camping experience is required.
For those planning on pulling off-road type trailers, please check with NMBR that your trailer is appropriate for the specific tour or training route you are interested in. Trailers must be equipped with spare tire, towing safety chains, tongue jack, turn signals, emergency brake, trailer brakes, and brake lights. Towing vehicle must be equipped with the appropriate frame mounted receiver hitch and trailer brake controller.
Please email jake@newmexicoblackrange.com or utilize the contact box below for questions and feedback. The self-sufficient and educational aspect of NMBRโs guided overland adventures and in-field overland training programs challenges and prepares individuals for their future four-wheel drive and overland based endeavors.
In March, New Mexico Backroads [NMBR] began the 2015 overland guide season with a new set of BFGoodrich 37ร12.50R17 KO2 tires mounted on the NMBR Rubicon for a yearlong review. โIs it time to come back to an all-terrain tire?โโthis question would serve as the running theme for New Mexico Backroadsโ ongoing review of the KO2. Would an overlanding based professional or enthusiast be willing to give up their big block mud-terrains for BFGoodrichโs next generation aggressive all-terrain tire? As of November 2015, the KO2 tires have over 15,000 miles of use, the majority of which has been off pavement and on dirt at 14PSI. NMBRโs 2015 adventures have included an expedition hosted for American Expedition Vehicles, two Ghost Divide Expeditions, traversing the historic Butterfield Trail with Overland Journal, the Gila Legends Expedition, the Camino del Tesoro Overland and a host of other rugged field work across the backcountry of the Southwest. The tires have been subject to every possible surface condition with the exception of ice. As mentioned in the (May) 2,000 mile KO2 review (LINK: http://www.newmexicobackroads.com/2015/05/nmbrs-long-term-bfgoodrich-ko2-review.html) the tires provide exceptional traction in a variety of challenging conditions and terrain while still maintaining excellent pavement manners. These strong characteristics have remained unchanged over the past eight months and 15,000 miles.
Coming from my excellent experience (zero failures) with a half dozen sets of BFGoodrich KM2 Mud Terrain tires since their 2008 release, the KO2โs had some big shoes to fill. My early expectations for the new KO2 All-Terrain tires were that they would be a better all-around tire, but could possibly fall short of the KM2 in the most challenging situations or terrain. So far, my early assumption has been proven wrongโread on.
In technical off-pavement driving situations where the tire tread is not in full contact with the terra firma, and using the sidewalls for traction is necessary, the BFGoodrich KO2โs sidewalls hold strong. The KO2โs sidewalls feature sipes, a serrated shoulder pattern and an aggressive side lug design that provides ample bite when steering precision is critical. The sidewall material has been improved over the previous KO tire with BFGoodrichโs new Coregard Technology which provides a more durable rubber composition that resists bruising and cutting. For added protection, the durable sidewall rubber compound and side lugs of the KO2 extend farther towards the center of the tire. Hundreds of miles of both dry and flowing riverbed roads have been traversed by the NMBR Rubicon with the KO2. Hundreds, if not thousands, of rocks (football to VW Bug in size) have manhandled the sidewalls. When airing up, I always inspect the vehicleโs underside and tires for damage. Despite the heavy rock rubbings that lead all the way to the wheels; the sidewalls show no sign of cuts or gouges. Some of the harshest sidewall contact has come from fallen ponderosa snags in burn scar areas, where baked branches extend onto the trail like spearheads. While driving over such hazards on purpose is not advised, the splintered timbers have not compromised the KO2โs sidewalls. It was noted in the May 2,000-mile review that the KO2 sidewalls were stiff and the preferable off-pavement PSI was 12.5 PSI. In the months since, the sidewalls have broken in a bit, providing greater flexibility and a more pronounced sidewall โbulgeโ at low PSI. At 15,000 miles, 14 PSI now provides optimal (overall) off pavement stability and traction for NMBR Rubicon.
It is official, the BFGoodrich KO2 has equal or better overall traction characteristics as the BFGoodrich KM2. While the majority of the mileage I log is off-pavement, 4WD is only engaged when necessary. Many of the routes NMBR covers are three or four hundred miles between fuel stops where fuel conservation is critical. With the KO2 tires, Iโve been able to travel more miles in 2WD than with the previous KM2 tires. Whereas with the KM2 tires I used to arrive in Reserve, NM for refuel on fumes, after three days traveling along the Gila Legends Expedition route, Iโm now arriving on a bit less than a quarter tank with the KO2 tires. The increased mileage could be attributed to enhanced traction and reduced 4WD engagement and the tighter (lower rolling resistance) tread pattern of the KO2โwhen comparing to the KM2. Either way, Iโll take it! Traction while climbing loose steep inclines is on par with the KM2. Spin out and breakaways are minimal when the differentials are both open in 4-low and non-existent when the differentials are both locked on the loosest and most angled terrain. The quality of traction the KO2 tires provide in these difficult conditions rival that of the knobbiest mud terrains on the marketโa big statement for an all-terrain tire. The extensive siping found throughout the KO2โs iconic interlocking tread block pattern provide enhanced traction beyond the aggressive treads themselves. While the tread edges remain sharp and unphased after 15,000 miles of hard use, the sipes edges themselves display slight roundingโthis indicates that the sipes are working hard and essential to the tread patternโs performance. Between the treads are small pyramid shaped risers that promote the ejection of stones and debris to optimize traction by keeping the tread gaps open and prevent drilling (or embedded stone caused tire damage).
The BFGoodrich KO2 remains predictable and stable. Cornering is excellent for a 37-inch tall tire. Since the May 2,000-mile review, the preferred street air pressure has come down to 28 PSI. This puts all but a quarter inch of the tread in contact with the pavement while providing a decent ride on New Mexicoโs pothole riddled byways. While the tires were fairly quiet rolling down smooth highway when brand new, they produce slightly more noise with 15,000 miles of useโnot really a concern or complaint, just an observation. The KO2โs are still quieter than a new set of KM2โs. Balancing has been undramatic; no tire cause wandering, negative feedback or vibrations can be detected.
While keeping the basic overall interlocking tread block appearance of the previous KO all-terrain tire, BFGoodrich has heavily modified the tread rubber compound of the KO2 to provide a 100% longer on dirt tread life expectancy with the new KO2โa figure derived from extensive Baja development and third party testing. Given the hard life the NMBR Rubiconโs BFGoodrich KO2 tires have lived in a relatively short period if tune, the treads are in good condition. The tread depth of the tires new was 15/32 of an inch, at over 15,000 miles; they now measure an impressive 12/32 of an inch. It should be noted that the spare is still unused and will not be included in the regular 3,500-mile rotation and balance schedule. The NMBR Rubiconโs frontend alignment schedule has been every 5,000 miles. As far as trail related wear, only a half dozen nicks the size of a fingernail are present in the tread blocksโno chunking, splitting or cutting is evident. The tread block edges are still sharp and unphased. The siping within the tread blocks display minimal roundingโevidence the sipes are hard at work providing maximum traction. The wear exhibited so far would be the best Iโve seen of an aggressive all-terrain tire. The 15,000 mile KO2 review photos (displayed here) provide the best feedback on wearโthe images say it all. The NMBR Rubiconโs KO2 tires are not even halfway through their service life.
As the fall sets in on southern New Mexico and temperatures cool, NMBR will be heading into the desert and hitting the rock strewn canyons and backorads. Will the BFGoodrich KO2 tires hold their own as the underdog all terrain or will the KM2โs be going back on? Stay tuned to Expedition Portal for the next installment of NMBRโs yearlong test and review of the BFGoodrich KO2 tire.
Over two years and 40,000 miles, I conducted an in-depth and long-term review of BFGoodrichโs KO2 all terrain during New Mexico Backroadsโ normal scouting, training, and guiding fieldwork. The KO2 unseated the KM2 mud terrain as my tire of choice for midsized trucks and SUVs. My professional clients often ask for recommendations and information on tires, and above all other vehicle-related upgrades, the newly released KM3 provided an opportunity to reassess BFGoodrichโs best offerings for overland, trail, and daily driving use. While I do run other brands of tires such as Nitto, Cooper, and Toyo, my tire preferences tend to gravitate toward BFGoodrichโs offerings since they generally weigh less than the competition while providing strong overall performance and durability traits.
Editorโs Note: Due to the immense detail provided in the review we have placed the summary at the top. Read on to learn more.
Facing stiff competition from other manufacturersโ mud-terrain offerings, BFGoodrich tasked themselves with redesigning the decade-old mud terrain T/A KM from the ground up. Aside from the nearly 7-pound (per-tire) weight gain and the absence of a load range D rated 35ร12.50R17, the new KM3 is better in every way than its predecessor. Notable improvements over the KM2 include better pavement performance, strengthened tire construction, improved tread durability, and increased traction over a broad range of surface conditions. The KM3โs weight penalty may be forgivable given that the fortified mud terrain builds confidence by finding traction under the toughest conditions. Of all the tires Iโve run on NMBRโs vehicles, the KM3 both engages loose terrain and clings to hard surfaces better than any other, with the exception of BFGoodrichโs Krawler KX (Non-DOT Red Label). The smooth ride afforded by the KM3 mud terrain over rocks, ruts, and bumps was much appreciated throughout the tireโs 12,000-mile reviewโthis trait alone may keep the tires mounted beneath the NMBR Recon.
While the KM3 wins hands down over the KM2, the comparison heats up between selecting the KM3 and KO2โespecially for overland applications. After eight months with the new KM3, my current assessments are mixed. For the three or four total months of NMBRโs seasonal work where trail conditions are wet, muddy, and snowy, and for individual fieldwork, training, and guiding runs that involve especially technical terrain, the KM3 reigns supreme. Across the board, the KM3 is a beefier and more durable tire than the K02. The design and construction differences between the two tires equate to the KM3 being less susceptible to damage and punctures both on and off pavement. However, the big-blocked KM3 weighs over 8 pounds more per tire than the like-sized and load range rated KO2. The KM3โs additional rotational mass did have a somewhat negative effect on vehicle performance and fuel economy compared to the KO2. Through a host of mixed driving (4WD and 2WD), surface types, elevations, temperatures, and terrain variations the KO2 all terrain consistently yielded 1 to 2 more miles per gallon than KM3 mud terrain. The KM3โs reduced fuel economy seemed to nag me the most while traversing the Gila Legends Expedition where gas pump to gas pump (off-pavement) mileage for the first leg of the journey can top 250 miles. With the KO2, I was able to complete the first stage of Legends without touching my 10-gallon AEV fuel caddy. This was not the case with the KM3 mud terrainโI was adding gas about an hour short of the filling station.
BFGoodrich KM2 Mud Terrain T/Aโtried and true performance: Eleven years ago, I mounted a set of BFGoodrichโs 35-inch KM2 mud-terrain tires on the freshly built and rock-ready NMBR 4Runner. In the years that would follow, between three different vehicles, I collectively logged over 180,000 miles on eight different sets of KM2 tires. Through a variety of terrain and travels ranging from Moab to the remote backcountry of the Gila National Forest, to southern New Mexicoโs infamous rock-crawling trails, I developed a strong understanding of the KM2โs high and low points. In summary, the tire performed exceptionally well over a variety of technical trail driving scenarios but displayed some shortfalls on the road. On pavement, the KM2 was susceptible to loud droning, vibrations, and unpredictable tracking in wet weather conditions. During the winter driving season, mainly iced roads, the KM2 was often unpredictable during mild and moderate steering, acceleration, and braking efforts. Despite the shortfalls, the now discontinued KM2 provided a worthy tire choiceโthere were zero failures or flats to report amongst 40 different tires.
BF Goodrich KO2 All Terrain T/Aโa leap of faith: When the KO2 was released in 2014, I decided to mount a set on the NMBR Rubicon and perform an in-depth and extended tire review. The theme of the evaluation was simple: โIs it time to come back to an all-terrain tire?โ. Given my solid experience with the KM2, switching to an all-terrain tire was a big leap of faith. After logging 40,000-plus miles on a single set of 37-inch KO2โs my question was answeredโa resounding, yes! The tire provided nearly all of the off-pavement benefits of the KM2 with a few big advantages. On pavement, the KO2 was quiet, smooth riding, and vibration free. Even with the upsize from a 35-inch KM2 mud terrain to a 37-inch KO2 all terrain, the overall fuel economy improved. Although the KO2โs tread depth is shallower than the KM2, the KO2 still provided significantly better wear. With plenty of tread life remaining after 40,000 miles of use, that test set of KO2 tires triumphantly tackled the Dusy Ershim Trail with American Expedition Vehicles as their final act before the NMBR Rubicon was sold.
Notes for consideration:ย To provide a direct comparison between the KM3 and KM2 mud terrains and the KO2 all terrain, the majority of feedback within this review is specific to tire size 35ร12.50R17, all mounted on our current Wrangler Rubicon Unlimited Recon Edition (aka โ NMBR Recon). A notable difference within the trio is that the KM2s feature a load range rating of D, and the KM3 and KO2 both feature a load range rating of E. While this tire review highlights feedback on all three tires, the articleโs primary focus is the KM3 mud terrain. To read NMBRโs long-term and in-depth review of the BFGoodrich KO2 All-Terrain, visitย this link.
While most low-range aficionados build their four-wheel-drive vehicles for maximum capability to conquer challenging terrain, the reality is that the majority of mileage is often logged over pavement. While the BFGoodrich KM3 has incredibly strong off-road attributes (weโll cover this soon), the tireโs on-pavement performance should be strongly considered for enthusiasts that use their rigs primarily for daily driving, road tripping, and pavement pursuits in between the backroads. A common gripe with aggressive mud-terrain tires is the amount of noise and vibration they produce over asphalt, especially at highway speeds. My first impression of the KM3 was that they were noticeably quieter and smoother than the KM2. While the KM3 was chiefly designed to tackle tough terrain, mud, and rocks, the tireโs reworked tread pattern helps minimize the adverse side effects of running big blocks on tarmac. While the KM2 and KM3 may look similar, the main tread pattern of the KM3 has been reworked with siping revisions, block sculpture redesign, compound changes, and by reducing the overall spacing between tread blocks. However, within a few thousand miles of hard fieldwork use, the KM3โs noise level on pavement did increase moderately at speeds above 50 mph. My view on the noise increase, best described as a transition from a whir to a hum, was that it related to the smoothing and rounding of the tread block edges. This type of wear is somewhat normal for mud-terrain block patterns as the crisp tread edges become scrubbed during aired-down off-pavement use. Mall crawlers need not worry about this subtle issue. Even with the noise increase, the KM3 has not approached the droning and volume levels of the KM2. Additional pavement handling improvements over the KM2 include the absence of incurable vibrations, vague tracking on hot days, and lackluster wet road performance.
Bottom line, the KM3 beats the KM2 in all on-road categories. Shifting gears, in comparison with the KO2 all terrain, the KM3 does not outperform the KO2 in any pavement performance categories short of encountering a fresh rockslide across the roadway. While the KM3โs on-pavement performance such as straight-line tracking, cornering stability, and overall traction comes close to that the KO2, the KM3 canโt quite shake its burly mud-terrain persona. Regarding on-road noise, the KM3 is still noticeably louder than the KO2, especially at interstate speeds. Over bumpy and weathered road sections, the KO2 does more to dampen harsh feedback than the portly KM3. Ironically, the KM3 provides a smoother and plusher ride than the KO2 when off pavement. The KO2 remains the undisputed king of the road.
For decades, BFGoodrich has developed and tested their off-pavement tires on the Baja California Peninsula and across a broad spectrum of rugged motorsports. The companyโs first dedicated mud-terrain tire, Mud T/A, was released in the early 1980s. Inspired by the Baja T/A KR3, BFGoodrichโs SCORE desert racing and King of the Hammers champion tire, the KM3 mud terrain was developed (first and foremost) with severe terrain and challenging surface conditions in mind. When comparing the KR3 and KM3 side by side, the similarities in the main tread and sidewall profiles are apparent. The KM3โs Terrain-Attack tread pattern profile was configured to provide optimal traction through varied steering angles and over a wide range of surface types. While the KM3 mud terrainโs main tread pattern may be similar in appearance, its predecessor (the KM2), the KM3โs revised design, and composition equate to better overall traction. The KM3 also features new Krawl-TEK compound. BFGoodrich claims the reworked KM3s provide five to eight percent more traction than the KM2 in a broad range of environments and conditions from sand and slickrock, to interstate and ice. During the long-term review of the KM3, the tiresโ strong off-pavement ride and traction qualities dominated my overall perception of the tire. On the trail, even before encountering the first rock obstacle, the KM3 provided a smooth and plush ride over rough trail sections. The type of slow-going terrain includes numerous rocky, rooted, and rutted surface features that make up the majority of trail mileage between technical challenges. So long as you are easy on the throttle and brakes, tire breakaway on loose hill climbs, off-camber trail sections, and steep descent scenarios are scant. In a variety of technical trail scenarios from scree-covered inclines to dry waterfall climbs to daunting rock gardens, the KM3 provides ample terrain engagement. Overall, the tireโs stability and traction characteristics are predictable across a broad spectrum of challenging driving situations.
The KM3โs sidewall features BFGoodrichโs next generation Coreguard Max technology to help prevent sidewall damage. Aside from composition revisions, the sidewall tread pattern of the KM3 extends farther down the sidewall surface than KM2 to provide additional protection. The KM3โs sidewall and shoulder tread pattern, appropriately named Traction-Armor, features prominent tread blocks and grooving that were designed to engage a variety of natural surfaces and help maximize traction. The company touts the KM3โs sidewalls as being 27 percent stronger than KM2. Comparing the KM3 and KO2, the sidewall construction and design of the KM3 are stronger and more aggressive. Even with the KM3โs load range E rating, the tiresโ sidewalls yielded considerable flexibility when aired down. During boulder scaling, driving situations that necessitate sidewall/terrain interface in order to conquer hard lines, the KM3โs sidewall grips firmly to both smooth and coarse textured rocks. After countless interactions with trail hazards ranging from sharp shale to shattered ice to splintered branches, the KM3โs sidewalls remain unscathed.
Tread durability with the KM3, as it relates to off-pavement use, appears better than average. Only a few small scratches and nicks are visible across the tread pattern of each tire. Brand new, the KM3โs main tread pattern depth measured 18/32 inches. After over 12,000 miles of use, the KM3โs tread depth measured an impressive 15/32 inches. The technical trail performance of the KM3 is better in every way than both the KM2 and KO2. The KM3โs strongest advantages include strength and traction gains. I have yet to encounter a technical driving situation where the KM3 fell short. For those four-wheel-drive enthusiasts that like the thrill of conquering big rocks and tough obstacles, the KM3 mud terrain will not disappoint.
The KM3โs first significant mud challenge came during NMBRโs 375-mile Gila Legends Expedition. The overland traversal unfolds during the height of the Southwestโs summer monsoon when heavy downpours often render treacherous trail conditions along the route. This yearโs Gila Legends Expedition provided mile after mile of water-logged terrain from deep-tracked clay to slick vermillion to burn scar ash slurry. The performance characteristics of a mud-terrain tire (in mud) can be separated into two categories: grip and release. Letโs dig deeper into these harmonious functions as they relate to a tire performance in mud. For grip, the tireโs main tread pattern must feature tall and widely spaced lugs that support maximum surface contact (creating friction) in order to engage liquefied terrain. Vehicle traction on any surface relates the amount of engine torque being transferred from the engine to the tires to the ground, and the subsequent vehicle movement that does or doesnโt result. Ideal traction occurs when a tire has the ability to hold ground (or create friction) without spinout or sliding during vehicle motion. Under the best circumstances, the tireโs diameter multiplied by the number of tire revolutions (for any given stretch of terrain) should be nearly identical to the distance of ground covered. Because mud is enveloping, a heavily lugged sidewall tread pattern is necessary to capitalize on the tireโs increased contact patch under such conditions. The main and sidewall tread pattern of the KM3 provides considerable friction and forward in the slickest mud. On the subject of release, a well-performing mud-terrain tire via angular kinetic energy (or rotation), will self-clear a significant amount of mud and debris from between tread voids. If a tireโs tread pattern and functionality are lost behind a blanket of mud, itโs no better than a racing slick in the jungle. The BFGoodrich KM3 provides a strong combination of both grip and release traits that allow the tire to excel through a variety of muddy and soft surface conditions. The KM3โs trademark Terrain-Attack tread pattern, featuring deep voids and dominant blocks, yield strong traction performance in mud that usually necessitates the use of a winch and recovery gear. To help support the release of mud and debris packed within the main tread pattern, BFGoodrich positioned raised Mud-Phobic bars and pyramids between tread blocks.
The best mud performance comparison between the KM3 mud terrain and KO2 all terrain came during the aforementioned monsoonal run of the Gila Legends Expedition. Between a 4Runner in the group fitted with KO2s, and the NMBR Recon fitted with KM3s, a disparity between the two tiresโ mud release characteristics became apparent. On multiple muddy trail and road sections, side-by-side assessments between the two revealed that the KO2 was more susceptible to the โchocolate doughnut effect,โ a condition where unreleased mud builds multiple layers through tire revolutionsโjust add sprinkles! Although the KO2 all terrain features BFGoodrichโs Mud-Phobic design elements and provides decent overall mud performance, the tread pattern was overwhelmed in certain scenarios: mainly thick mud infused with gravel and debris. Given the KM3โs official mud-terrain designation and design attributes, itโs no surprise the KM3โs traction and control characteristics in mud outperformed the KO2. In comparison to the KM2, the KM3โs performance was slightly better due to its improved ability to release mud. Through challenges thick and thin, the KM3 provided exceptional mud performance where success is often measured by clean boots and soiled rigs.
On-Road Winter Performanceย This year, winter packed a big punch across the Southwestโs high-country, producing an onslaught of powerful winter storms and heavy snowfall. While conducting off-season scouting runs for the upcoming River to the Sky Expedition and Camino del Tesoro Overland traversal routes, I managed to log over 1,500 miles across the snowy backcountry and backroads of northern New Mexico and southern Colorado. Iโll admit that my early expectations for the KM3 were mixed on how the tires would perform on iceโa notoriously sketchy surface condition for most mud terrains. When it comes to winter travels, the most harrowing driving conditions seem to unfold over paved mountain roads where ice and snow change otherwise scenic and leisurely drives into precarious situations. While commuting to and from NMBRโs backcountry route access points, I utilized a maze of two-lane highways and mountain pass roads. Notable highpoints (above 10,000 feet) along the winding drives included Wolf Creek, Brazos, Tusas, La Manga, and Cumbres passes. On road sections encrusted by frozen slush and gleaming ice sheets, the KM3 provided surprisingly good stability, decent steering response, and predictable tracking. Moderate steering, acceleration, and braking maneuvers yielded minimal wheel slippage or spin. Unlike Ken Block, my approach to snow and ice driving involves low speeds, subtle movements, gentle brake modulation, and undramatic momentum control.
Additionally, for such road conditions where I donโt install tire chains, I set the Reconโs tire pressure between 18 psi and 24 psi depending on surface conditions. Keep in mind that my preferred lowered tire pressure range undoubtedly enhanced the KM3โs snowy and icy road performance and my subsequent opinion of the tire under such conditions. Itโs likely the KM3โs performance in this category would be reduced while running tire air pressures suited for normal highway driving conditions. While the tread pattern of the KM2 and KM3 share similarities, the KM3 provides more grip on slippery surfaces. I assume the KM3โs Krawl-TEK tread compound has something to do with the difference.
In comparison to the KO2, the KM3 comes close but does not meet the winter road driving performance of BFGoodrichโs all terrain. Comparing the two tiresโ main tread patterns, the KO2โs main tread design features extensive siping and grooving whereas the KM3โs tread blocks are mostly smooth and uninterrupted. While the KM3 proudly wears the Mud+Snow (M+S) rating, the KO2 ups the bar with the M+S and the Three Peak Mountain Snowflake ratings. The rating variance between the two should be a strong consideration for enthusiasts that live and recreate in heavy winter weather regions.
Backroads and Trails Winter Performance Off the beaten path, in snow ranging from a few inches to nearly 2 feet, the BFGoodrich KM3 mud terrain produces positive grip thatโs as good or better than any other tire Iโve previously run during the winter season. Depending on snow depth and composition, the preferred snow air pressure range for the NMBR Rubicon is 7 psi to 14 psi. If you hadnโt noticed, my approach to maximizing tire performance begins with adjusting air pressure to best suit surface conditions. Following the lead of the KM3โs grip and release mud characteristics, the tireโs tread layout provides above average traction in snow. The KM3โs Mud-Phobic tread design elements help to release packed snow from between treads. The KM3โs main, shoulder, and sidewall patterns maximize snowy surface engagement within the tireโs contact patch, resulting in favorable traction and steering performance. In powdery to medium density snow, I had no issues charging through 2- and 3-foot-deep drifts propelled by the KM3โs aggressive tread pattern. Despite the challenging surface and substrate conditions provided by snow through technical terrain, the KM3 held a relatively firm grip on off-camber, steep ascent/descent, and technical trail sections. In the deepest and densest snow, the NMBR Rubiconโs front bumper, axles, and undercarriage did more to inhibit forward motion than the tireโs limitations. Comparing the KM3 and KM2, the two tires perform similarly in snow. However, the KM3 does do a better job releasing snow from the tread pattern. While the KO2 all terrain outperforms the KM3 mud terrain for most on-road winter driving conditions, the KM3 takes the lead as snow depth increases. The main tread pattern of the KM3 is less likely to become overwhelmed by snow than the KO2 for the same โgrip and releaseโ characteristics mentioned within the mud performance comparison. On a side note, being light on the throttle and maintaining controlled forward motion helps prevent an aggressive tire tread pattern from digging down into snow or other unstable surface types and consequently burying the vehicle.
Despite my initial expectations for the KM3, the tires earned a passing grade. Without a single traction related incident or self-recovery during NMBRโs scouting, the mission was a productive and successful one. With that said, itโs worth mentioning that my feedback for the KM3โs handling characteristics over snow and ice is based on a two-week long experience that did not include emergency maneuvers or the most severe winter conditions available in North America. For serious winter snow and ice driving conditions on the road or in the backcountry, snow chains are the gold standard for maximizing safety and preserving vehicle dynamics such as traction, steering, and braking.
The vast majority of NMBRโs annual mileage is logged over tracks ranging from rough and slow-going primitive two-track to graded and maintained dirt highway. Commuting in and out of remote fieldwork and guiding areas, be it borderland desert or the Gila National Forest, entails long and lonely stretches of unpaved backroads. Technical trails, mud, and snow account for only a portion of the service work mileage. In this, my judgment of a tireโs overall off-pavement performance is directly related to an average 10- or 12-hour drive day. Whereas I may encounter a few dozen rocky and technical trail sections, totaling five or six miles combined, Iโll easily cover two hundred miles of less dramatic backroads where the terrain and surface conditions allow a faster pace. These brisk travel road sections can be punishing on both driver and vehicle if suspension and tires do not harmonize. Ride quality can make or break a driving intensive field day. As noted in the On the Trail section of this review, the KM3 mud terrain is smooth riding over rugged terrainโmore so than the KO2 all terrain at equal air pressure. The sidewall break-in period for the KM3s was relatively short given the stout sidewall construction and load range E rating. Some mud-terrain tires, especially those with higher load ranges, yield harsh ride and handling traits due to rigid sidewalls. Even with the KM3โs plush ride, Iโd like to see BFGoodrich offer a load range D rated 35ร12.50R17 that brought the 74.4-pound, per-tire weight closer to the like-sized KO2 and KM2 (both below 70 pounds). Shaving weight would likely benefit braking, acceleration, on-pavement ride quality, and fuel economy while helping to reduce stress on vehicle components.
My assumption is that BFGoodrich produces the E-rated 35ร12.50R17 KM3 to accommodate a wide range of vehicle platforms and towing/hauling applications. On the smoothest sections of dirt highway, where speeds above 50 mph were obtainable, the KM3 yields stable tracking and predictable handling through moderate steering and braking actions. Overall, on dirt and gravel backroads, the KM3 performs slightly better than KO2 with most points being awarded in the driver control and ride quality categories. Unrelated to performance, just like most mud terrains, large voids between the tread blocks facilitate rock chucking. Switching from the KO2 all terrain to the KM3 mud terrain reminded me of this as the pings and dings caused by projectile rocks substantially increased. When adventuring in groups, make sure to keep vehicles in procession widely spaced as aggressive tires (both all-terrain and mud-terrain tires) eject paint and glass damaging rocks. Also, be kind to your fellow motorists and remove larger rocks from the tire treads while airing up and before hitting the road home.
Full-sized Feedbackย Some may ask why NMBRโs BFGoodrich tire review feedback is specific to midsized trucks and SUVs. The rationale for this is because we have only employed all of the tires in this review in size 35X12R17 on the Recon. My intention was to provide an accurate comparison utilizing a single tire size and single vehicle platform. My experience is that tires often perform differently between weight class categories. As an example, NMBRโs Prospector, an American Expedition Vehicles-built RAM 2500 Power Wagon, did not produce the same positive results as the Recon with the KO2 all terrain. The tire specification for the AEV Prospector (non-XL) calls for size 37X12R17. The only KO2 offered in this size has a load rating of D. While KO2 provided the Prospector with good overall off- and on-pavement performance, the tires were subject to accelerated wear, and their stability was less favorable while towing or if the truck was fully loaded. At 20,000 miles, with minimal tread remaining, the Prospectorโs KO2s neared the end of their service life. The size and load rated KO2 provided the NMBR Rubicon (not the current Recon) with over 40,000 miles of hard use. As I havenโt run the KM2 or KM3 on the Prospector, it would not be fair for me to cast an opinion on either tiresโ performance and durability pertaining to full-sized and heavy-weight applications. For what itโs worth, and so you know Iโm not in bed with BFGoodrich, the Prospector currently sits atop 37-inch Nitto Ridge Grapplers.
Recommendations For overlanders and weekend warriors using their midsized truck or SUV for daily driving duties, maybe the Rubicon, San Juans, or Moab once or twice a year, and a slew of rugged multi-day traversals in between, my recommendation goes to the BFGoodrich KO2 all terrain. The KO2 provides better than average traction for an all-terrain tire while winning high marks in the pavement, weight, fuel economy, and winter season categories. The KO2 set the benchmark for all-around tire performance standards upon the completion of their exceptional two-year, 40,000-mile stint mounted an NMBRโs Rubicon.
For those hardcore trail enthusiasts, global overlanders, and professionals seeking the highest degree of uncompromised traction and durability, the KM3 mud terrain is best suited for the most unforgiving terrain and surface conditions. While the KO2โs tightly spaced and shallow treads allow better flotation in certain mud, sand, and snow conditions, the KM3 still provides stronger overall off-pavement traction. The KM3 reigns supreme across the technical trail, mud, rocks, and deep snow categories. Although the KO2 and KM3 come close, the takeaway here is that no tire is perfect; gains in one area can equate to losses in others. Itโs up to the end user to decide what tire performance characteristics are most practical and important for their specific needs. As for what tire the Recon will finish out the 2019 season with, youโll have to keep up with New Mexico Backroadsโ adventures to find out.
On pavement Better handling, less noise, and less vibration than the KM2.
On the trail Excellent traction and performance over a variety of technical terrain. A smooth and plush ride over rough trail sections (better than KO2 and KM2).
Mud Excellent โgrip and releaseโ performance (better than KO2 and KM2).
Winter driving Good all-around performance for a mud-terrain (better than the KM2), and excellent performance for backcountry and snowy trail driving conditions (better than the KO2 and KM2).
Durabilityย Excellent overall tire construction strength and tread wear characteristics. Brand new, the KM3โs main tread pattern depth measured 18/32 inches. After over 12,000 miles of use, the KM3โs tread depth measured an impressive 15/32 inches (sidewall is better than the KO2 and KM2; tread wear is better than KM2).
On pavementย Noticeably louder and harsher riding than the KO2 on pavement.
Winter drivingย The KO2 performs better across a broad range of winter driving conditions and features the Three Peak Mountain Snowflake rating; the KM3 does not.
Tire weightย The KM3 weighs more than both the KO2 and KM2. The weight gain adversely affects braking, acceleration, on-pavement ride quality, and fuel economy.
Price $323 each
Tire warranty A standard manufacturerโs limited warranty, which covers defects in workmanship and materials for the life of the original usable tread, or for six years from the date of purchase, whichever occurs first.
Load range E
Max load 3,195 pounds
Speed rating 121Q
Recommended rim width 8.5 to 11 inches
Weight 74.4 pounds
Average height at 28 psi on the fully loaded NMBR Recon 33.6 inches
Tread depth brand new 18/32 inches, tread depth after 12,563 miles of use was 15/32 inches.
NMBR Recon tire psi ranges during review On road, 28-30 psi; off pavement, 12-18 psi; On road snow and ice, 18-24 psi; off pavement snow and ice, 7-14 psi.
Wheels used for review 17 x 8.5-inch American Expedition Vehicles Salta Wheels (for JK Wrangler)
Please note: BFGoodrich provided the five KM3 tires used in this review at no charge to NMBR. NMBR was responsible for expenses related to mounting, balancing, and maintaining the subject tires and was not paid nor promoted by BFGoodrich (or any other companies).
Between Canyon de Chelly and the San Juan River, mustangs run free across the wilds of Navajoland. This remote region features a vast maze of Bureau of Indian Affairs (BIA) highways and washboard roads that link rural communities to civilization. Alongside the faded tarmac of Indian Route 12, horses graze on yellowed grass as cars speed by. All too often, these animals are struck by motorists and left for dead to be ravaged by predators. The carcasses, in various forms of decomposition, are frequent along the road.
It was in this lonely country, after passing the โWelcome to Arizonaโ sign, that I realized I had made a wrong turn some 20 miles back at the junction in Yah-ta-hey, a small village north of Gallup, New Mexico. The original plan included a northerly push through New Mexico, a brief nip of the Copper State at Four Corners, and an evening arrival at Valley of the Gods. A friend from Tennessee, John Franzen, was meeting me that evening to camp amongst the massive rock monoliths before setting off into the depths of Comb Ridge early the next morning. After consulting the map, I opted to press on through Arizona via Indian Route 12 rather than backtrack. The weathered two-lane highway runs parallel to the ArizonaโNew Mexico state line through Fort Defiance, Tsaile, and Rock Point. If anything, it was an opportunity to see new scenery.
The route provided a spectacular display of red-rock-laced valleys, sandstone buttes, and grass-dotted bluffs. Sunrise cast long shadows over the land. The awe-inspiring scene was diminished by roadside tragedy thoughโdead horse after dead horse. Some lay on the embankment while others had made it a bit further into the scrubland before succumbing to mortal injuries. In a surreal scene, a small black puppy played in the grass tufts surrounding a carcass. I immediately decelerated and made a U-turn; few things stir my heart more than a dog. Despite stopping a good distance away, the animal fled. Exiting the 4Runner, I whistled, clapped, and called to it in every dog-wooing voice imaginable, but nothing seemed to stop it. My heart sank as I watched the puppy fade into distant chaparral.
Movement in the shadow of the dead horse caught my eye. It was another puppy, this one black and white. My steps were slow as I approached and talked sweet to the little dog, hoping it would not bolt for the hills, too. The earth beneath the corpseโs ruptured belly was pink and packed as if the dog had rolled beneath the beast for days. Torn hide hung like drapes over the burrow. As my eyes adjusted, it became apparent why she couldnโt run away or even sit up for that matter: her belly and paws were riddled with spines and goathead thorns. To survive, she had been eating the horseโs flesh and licking its wounds. She squirmed and grunted as I reached down for her, but didnโt growl or snap. I picked her up and held her to my chest like a baby; her tail slowly started to wag as I spoke gently to her. It was a miracle that she was still alive.
The dog licked my hands as I combed my fingers through her matted fur, ridding her little belly and paws of the prickly plants that painfully immobilized her. With Leatherman scissors, I trimmed away the most stubborn bits of horse flesh and dried blood from her coat. She then downed two or three bowls of water without stopping. After rummaging through the fridge, I was able to produce deli ham and sliced cheddar. Her tail wagged furiously as she snatched the morsels out of my hand, nearly swallowing the food whole. It seems the fastest way to win a dogโs heart is with processed meat and cheese.
We set off with the windows rolled down due north on Indian Route 12. The foul odor of the pup was overwhelming, as if the horse had come along too. My new ambition was to bathe her. Looking at the desolate landscape, I figured Iโd be lucky to find a half-full cattle tank. A few miles down the road I came across a trooper clearing debris from the highway and asked him where I might find a gas station or car wash. Without a word, he wiped his brow and pointed up the road before quickly returning to his work.
With the pup fast asleep on the floorboard, we pulled into Mexican Water, a community marked by little more than a gas station/diner and laundromat. The throwback buildings sat in the center of a dusty lot surrounded by kayak and bike-laden SUVs and muddy ranch trucks. Once inside, I asked the cashier where I might find a hose. Before I could explain, she directed me around back. โDonโt leave it running,โ she said, as the sprung screen door slammed shut behind me.
Behind the station, a 20-something guy wearing a wifebeater worked a jungle of weeds. He slowly walked up to the truck and rested his arm on the windowsill, pushing his sunglasses to the tip of his nose, weed whacker still sputtering. I asked him where I could find the hose. Eyes squinting, he leaned inside the window to take cover from the sun, a cigarette hanging from the corner of his mouth. โIโll be damned,โ he mumbled as he looked at the sleeping dog on the floormat, โGuess you need a hose then.โ He pointed at a spigot and curled hose underneath a tree. โHold on, Iโll be back.โ Moments later, he returned with a green 5-gallon bucket, took refuge under a tree, and lit another cigarette. Smoke wafted from his mouth as he spoke, โThat ought to do the trick.โ In the meantime, I had scrounged a spare leash (used for my other dogs), dish soap, and my only towel.
Suds billowed from the top of the bucket as I sprayed the soap-infused water. The little dog immediately started to flail knowing she was going in. I put her in haunches first and she put her front paws on the bucket rim in protest. She then took a liking to the feeling of the cool water and settled down. I lathered and rinsed the pup four or five times until the bathwater lost its pink tinge. Each time, sheโd shake the water off while I held her with one hand and refilled the bucket with the other. Soon I was soaked, standing in the mudhole I had created. All the while the man looked on with amusement. The scene was reminiscent of a Dawn commercialโthe one where they feature their soap heroically cleansing sea creatures of oil spill muck. This story would have had their PR department watering at the mouth. Once finished, she looked magnificent compared to the dog I had found a short while before. I thanked the man and offered him compensation for helping me. He chuckled and said the entertainment was payment enough. With that, we drove off bound for southern Utah. Free from the flesh and blood stains of her past, she had been baptized in Mexican Water.
As the sun sank in the cloudless sky, we entered Utah near Boundary Butte. After crossing the San Juan River, the road to the Valley of the Gods meanders between sheer red rock cliffs and smooth sandstone formations. The scenery becomes more spectacular with each passing mile.
I was late by a few hours to meet up with my friend John. I had befriended him during Borderland Overland, a trip that I guided along the USโMexico border to the Overland Expo when the event was held in Amado, Arizona. John was traveling with his friend Blaine; the two were zigzagging across Southern Utah in Johnโs VW Syncro Campervan. As I rounded the last bend to Castle Butte, I spotted their olive-drab van. It was situated below a towering rock spire at the end of a narrow two-track. While the two razzed me upon arrival, I opened the door of my truck, and the pup jumped out. Under normal circumstances, Iโd start handing beers out while explaining my tardiness. In this case, rescuing a puppy living in a dead horse was excuse enough. The guys immediately fell in love with her.
That night at camp we exchanged stories around the crackling campfire. I leaned back in my chair and gazed into the heavens. With the closest city lights hundreds of miles away, Valley of the Gods has one of the most spectacular night skies Iโve ever beheld. A seemingly infinite number of stars and planets contrasted themselves against the darkness. As we conversed, the pup lay fast asleep snoring under my chair. Although she had been free to wander camp, she tended to stay close to me. When we finally retired for the night, she immediately followed to the tent and climbed in like a regular. She plopped down on my pillow and sprawled out.
At daybreak, we broke camp and loaded our rigs. We ascended the switchbacks of the Moki Dugway, explored Comb Ridge, and hiked to Three Room Ruin. The Anasazi-built rock houses are nestled beneath a massive natural alcove. The ruin is sometimes called Road House Ruin or Fallen Roof Ruin. As pieces of sandstone above have broken away and fallen due to natural erosion, scientists believe that the structure itself provides support to the remaining ceiling.
After parting ways with John and Blaine, we pressed north through the grand landscapes of Cedar Mesa, Blanding, and Manti-La Sal National Forest, bound for Moab. The main purpose of my trip to Utah was to attend Cruise Moab. The annual Toyota-based off-road event brings hundreds of enthusiasts from around the country to test their skills and equipment against Moabโs infamous backcountry trails. When we finally arrived, I made a stop at the local veterinarian for a thorough evaluation and first round of vaccinations for the dog. Despite her hardship, the vet concluded she was in good condition. Only time would tell the full extent of her malnourishment and exposure.
We camped along the banks of the Colorado River. One morning before sunrise, I awoke to a wet bagโthe dog had peed on it during the night. In the faint light, I saw her head-first in my duffel, burrowing into my clothes. She was soaking wet as I pulled her out. The rest of the morning was spent at the local laundromat and carwash. Twenty dollars in quarters later, everything was laid out over my vehicle and tent to dry in the sun. Defeated by the pup, I cracked a beer and lounged in a chair for the rest of the day, while she rolled in the dirt and trotted around camp.
Canyonlands and Arches national parks and the White Rim Trail provided sensational views and incredible backroad travels, but the dogโs mishaps proved to be the most memorable moments of the journey. Uninterested in the toys I had bought her, she managed to chew through a number of clothing items, a cell charger, a half-dozen paper maps, and a Nalgene bottle. On Cliff Hanger Trail, made famous for being precariously positioned on the side of a sheer cliff, she tried to jump over the center console while I made a sandwich in the backโluckily, her leash was anchored to the floorboard. At that point, she became so excited that she peed into the console tray which contained my wallet, cell phone, and spare change. I hadnโt had a puppy in years, but the trials and tribulations were becoming quickly remembered. As her personality seemed to develop, so did some bad habits. She would pee whenever I picked her up or someone new pet her. She would bark uncontrollably at her food bowl when it was empty. She would scratch at the tent door to get out, only wanting back in seconds later. Even so, I had fallen hard for her.
That week, we traversed over 300 miles of rugged backroads and trails around Moab, Canyonlands, and the La Sal Mountains. She liked riding shotgun on the passenger floorboard of the truck, but sometimes she would get up on the seat and put her paws on the window to take in the view. Despite her skittish bladder and occasional bad habits, the pup was becoming the ultimate trail dog.
On the return voyage, I retraced my steps. I passed a bullet-riddled sign for Lukachukai, a small Indian village nestled against the Chuska Mountains. I said the village name in my head a few times before the dogโs name came to meโLuka. Back at the place it all began, I decelerated after spotting the dead horse and pulled over. The corpse had been ravaged in the week that had passed. I scanned the horizon for the other black sibling that had run away. The only sign of life was a hawk circling high above. The setting sun illuminated the surrounding landscape, painting it with brilliant shades of red and orange. As a cool breeze rustled the grass and brought a chill to the air, I reflected on the blessing of finding Luka. I paid my respects to the dead horse for providing shelter and supporting her survival. I looked over the landscape one last time, but still no black pup. On a somber note we departed; Luka plopped her head down and gave a long grunt.
The engine strained as I drove through the forested hills south of Greasewood. In the fading dusk, I watched a pack of wild dogs running between the trees. They looked like jackals pursuing their next meal. I looked down at Luka lying asleep on the floorboardโ her path had been forever changed.
Luka was found during the spring of 2011. Upon our return home, she joined the Quiรฑones family: my (now) wife, Meghan, stepdaughter, Olivia, and two German shepherds, Guy and Jones. Within a few days of acclimating to her new surroundings, Luka was running the desert with Guy and Jones by day and sleeping on a plush couch by night. Astounding was her ability to hear food packaging being opened from distances far away. Her palate was diverse and unapologetic: she savored smoked sausage just as much as a captured mouse. Barking at an empty food bowl and peeing with excitement are habits that never let go. Because she was found during the pursuit of adventure, Luka became our primary travel dog. Her small size and road-ready manners made her a perfect companion for trips ranging from Arches to Antero and beyond. In 2013, I married my wife atop Imogene Pass in Colorado. That morning, we ran Black Bear Pass into Telluride and ascended Imogene that afternoon. At 13,114 feet, Luka was the sole witness to our vows.
Although Luka was happy, she did suffer from the pains of early malnourishment and stunted growth. Some days she played hard, others she sat by herself in the shadows. From the dirt she was raised, and to the dirt she was returned. Luka passed away in 2016. She is now buried in the desert where she grew up, chasing rabbits and lounging in the shade of creosote bushes. Our hearts remain heavy and we miss her, but Lukaโs life on this earth was a good one.
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