On snowy or icy roads, it is not enough to simply “have a good car”. The way it transmits power to the ground, the tyres it is fitted with, its ground clearance, gearbox and electronic systems can make the difference between a peaceful ski trip and a dangerous situation. Choosing the right vehicle for driving in snow – or at least understanding its limits – is just as important as wearing good ski boots or suitable technical clothing on the slopes.
Below we review the most important criteria for any car that will frequently be driven in snowy conditions. There are many topics and car components to cover, so without further ado, we will explain the most relevant features for a car to drive smoothly in snowy conditions.
Table of Contents
Traction: the starting point for driving on snow
When talking about choosing the best car for driving in snow, the first concept to be clear about is how the vehicle transfers power from the engine to the wheels, or in other words, knowing the types of traction that vehicles can have. In short, they can be front-wheel or rear-wheel drive, permanent all-wheel drive (AWD/4×4) or switchable all-wheel drive. The second thing you need to understand is that climbing a mountain pass in a front-wheel or rear-wheel drive car is not the same as doing so in a permanent all-wheel drive vehicle. Both can make it, but not with the same safety margin or ease.
There is no doubt about it. Permanent all-wheel drive means greater safety with every metre you travel in the snow. And for those who frequently go up into the mountains in winter:
Permanent all-wheel drive (AWD or 4×4) is the best solution for driving in snow.
In this type of system, the car continuously distributes power between the two axles, adjusting this distribution according to the available grip.
What does that mean in practice? Imagine you are climbing a snowy mountain pass. When driving a 4×4, the car will offer more traction when climbing and will be less prone to skidding. Also, when cornering on compacted snow, the torque distribution will help keep the vehicle more stable. And last but not least, in changes in grip such as ice patches, snow ruts, and dry sections:
“The traction system corrects and adapts the power delivery without the driver having to do anything.”
It’s wonderful, except when it comes to fuel consumption. By the way, forget about the commercial name that each car brand gives to its 4×4 system. For example, quattro (Audi), xDrive (BMW), 4MATIC (Mercedes-Benz), 4Motion (Volkswagen), Symmetrical AWD (Subaru), Porsche Traction Management – PTM (Porsche)… The important thing is that the system is fast, progressive and capable of anticipating loss of grip, not just reacting when the car is already skidding.
But of course, there are people who, unfortunately, do not go skiing as often. And for them, perhaps the best option is selectable four-wheel drive. This is a reasonable compromise if you only go skiing on the weekends at ski resorts in Alps or the French Pyrenees. Although there are as many switchable traction systems as there are car brands, the truth is that, except in rare cases, they are quite similar to each other. Normally, with this system, the car behaves most of the time like a front- or rear-wheel drive vehicle, and when it detects slippage, it automatically engages the other axle. As you can imagine, this system offers slightly lower fuel consumption for the rest of the year, but in very delicate situations (very soft snow, ice hidden under a thin layer of snow, steep slopes), the response may be somewhat less immediate than with permanent all-wheel drive.
Finally, we should mention an emerging technology in which each wheel incorporates its own electric motor, known as in-wheel motors. This system, which is still not widely used, allows independent control of the torque received by each wheel, offering greater precision and traction capacity than any traditional differential. Its potential in snow is enormous, although for now it is only used in prototypes and experimental models.
Differentials and torque distribution: what you don’t see, but you can feel
In addition to the “type” of traction, whether permanent 4×4 or connectable, there is one element that makes a big difference in snow: differentials and the systems that manage them. Don’t be intimidated by the term differential; it’s simpler than it sounds. It is a very useful invention created by French engineer Onésiphore Pecqueur in 1827 and still in use today. To put it simply:
The differential allows the wheels on the same axle to turn at different speeds when the car takes a corner.
In snow, if your car uses a “basic” differential, it will tend to send power to the wheel that is spinning and offers less resistance. More advanced differentials, either self-locking or electronically controlled, help distribute power to where there is more grip, preventing the car from losing traction.
For example, in a typical winter scenario – one wheel on ice, the other on packed snow – a car without good differential management tends to let the wheel with less grip spin, wasting engine power. In contrast, modern systems selectively brake the wheel that is spinning, send more torque to the wheel that still has grip, and help the car continue moving forward where others would be stuck. Users of the legendary Mercedes G-Class claim that its three mechanical locks (front, centre and rear) make it one of the best vehicles ever built for deep snow.
But ultimately, the best thing about advanced differential systems is that, for the driver, all this is invisible. The only thing they notice is that the car continues to climb where, a few years ago, it would have been unthinkable to do so without fitting those pesky chains.
Tyres: the real contact with the snow
No matter how advanced a traction system may be, or how many electronic modes a vehicle may incorporate, if the tyres are not prepared for winter, safety plummets. A 4×4 is useless if it has the wrong tyres. Many drivers continue to underestimate the real impact of tyres on snow. And yet, year after year, the main winter tests carried out by European organisations agree on one point:
“No component of the car has as much influence on performance on snow and ice as the tyres.”
Winter tyres – identifiable by the 3PMSF symbol (the snowflake inside the mountain peak) – are designed to perform below 7 °C, at which point the rubber in a normal tyre hardens and loses grip.
Their performance is particularly noteworthy when starting on slopes, where they provide much firmer traction, but also when braking on compacted snow, responding very well and braking in significantly shorter distances. Incidentally, for those who visit ski resorts on a weekly basis or live in areas where snow is a regular occurrence, snow tyres (with the 3PMSF identifier) are highly recommended or even mandatory if you are going skiing in France.
With all the snow falling these days and the season opening bulletins, we are reminded of something important: there are roads where snow chains are not optional, but mandatory.
Therefore, it is advisable to always carry fabric or metal chains or winter tyres. As we mentioned previously, snow tyres are the best option when there is heavy snow. Fabric covers are easier and quicker to fit, although less effective on ice or very hard snow (and they also break if you drive a little on asphalt without snow). Carrying chains is not just a legal requirement: it prevents the car from skidding, skidding on a bend or getting stuck on the way to the resort. The teams at the resorts themselves repeat it every year: the majority of incidents are caused by cars without suitable tyres or chains. This winter, don’t be caught off guard, prepare your car for snow and cold weather. There are many brands of snow tyres, find the set of tyres that best suits your needs.
All-season tyres with 3PMSF: a valid option for those who occasionally drive on snowy roads
All-season tyres have improved greatly (we love them). Modern models with 3PMSF certification perform quite well in light or packed snow and offer convenience for those who do not want to change tyres twice a year.
However, we must be realistic: no all-season tyre can match the performance of a pure winter tyre in deep snow or ice. For those who go up to the mountains on the odd weekend, they may be sufficient. For those who go up regularly, they are not.
Finally, there are Nordic or “friction” tyres, which are designed for very cold climates and can only be found in highly specialised shops, as they are commonly used in countries such as Sweden and Finland. They perform particularly well on polished ice or in extreme temperatures and can be an excellent choice in very cold valleys or shady areas where ice lasts for weeks.
Ground clearance and geometry: when snow ceases to be a surface and becomes a volume
One of the most common mistakes when talking about driving in snow is to think only about grip. But snow is not just ‘slippery ground’: when it starts to accumulate, it becomes a physical mass that can slow down, block or even ‘lift’ a car if it does not have sufficient ground clearance. That is why, in some cases, we can assure you that:
“The height of the vehicle makes all the difference.”
When the first snow falls, many vehicles can drive up without any problems. But when the snowploughs pass, hard ruts form; when more snow falls, irregular ridges accumulate; when the temperature drops, ice patches appear, making the terrain even more uneven. In this scenario, having a few extra centimetres between the underside of the car and the snow prevents the car from bottoming out and losing traction, reduces the risk of literally getting “stuck” on a mound, and makes it easier to drive in untreated car parks or access roads, especially at the end of the day.
SUVs, crossovers and off-road vehicles usually offer a more suitable height than conventional cars, although some electric vehicles—due to the battery pack housed in the lower part—may have a lower ground clearance. This is something to bear in mind when driving up a mountain pass when the snow has not yet been cleared.
Front and rear geometry: a detail that few people notice
Ground clearance is essential, but it is not the only factor. The approach and departure angles also have an influence, i.e. the car’s ability to tackle ramps, mounds or areas where snow accumulates in the form of a natural kerb.
The fact is that a car with a very low, stylish front bumper may be perfect for motorway driving due to its aerodynamics, but it can be a headache in a station car park after heavy snowfall. This is nothing more and nothing less than what we call the “sweeper effect”, which is why some cars get stuck even with all-wheel drive.
We are reminded of this issue every season by the piste crews and professionals who work at resorts:
Many 4×4 vehicles get stuck in the snow, but this is not due to traction problems, but rather a lack of height.
When the underside of the car pushes the snow, it compacts under the vehicle and lifts the wheels, drastically reducing its ability to move forward. In such cases, even the most sophisticated all-wheel drive and electronic modes cannot compensate for inadequate geometry.
Therefore, even for drivers who occasionally encounter snow, it is advisable to find out about the minimum ground clearance or simply take a look at the underside of the car and check the position of sensitive components such as the radiator, front and rear sensors, plastic bumper guards, engine sump, exhaust line, exposed cables and connectors, auxiliary battery in hybrids, or electronic assistance modules that some models have very close to the ground. All of these can be affected by compacted snow, ice, or hard snow blocks that accumulate after heavy snowfall.
Choosing between automatic or manual transmission for driving in snow
Currently, almost all new cars on the market offer automatic transmissions as standard—although some have very basic systems—especially fleet vehicles. And although these automatic systems seem to be the future (or rather the present), some users prefer the traditional manual transmission. Everyone has their own preferences, but when it comes to today’s topic, the choice between manual and automatic transmission, we can assure you that it has a greater impact than it seems when the road is covered in snow. Let’s start by making a case for automatic transmission. For example, most winter tests carried out by organisations such as ADAC, ÖAMTC or expert media outlets such as Car and Driver agree on one essential point:
“Modern automatic transmissions tend to perform better on slippery surfaces.”
The reason is simple: they manage torque with extreme smoothness that is impossible to reproduce with a clutch pedal, and they prevent those little jerks that, in snow, can cause the wheels to slip at the worst possible moment. For example, the one fitted to the Mercedes-Benz 9G-Tronic is a real joy.
However, manual transmissions allow for very precise control in expert hands—such as starting in second gear to avoid slipping—but they require precision and experience. In contrast, a good automatic or CVT transmission delivers power progressively and, if it includes a “Snow” mode, smooths out the power delivery even more, helping the car move forward without jerking. We love automatic gearboxes with sequential mode or paddles. The reason is that they allow you to control the car without relying so much on the whims of the automatic system or engine speed, which provides extra control, although, as with manual gearboxes, it requires experience of driving in snow.
Therefore, although an experienced driver can take advantage of a manual transmission, for most users and in most winter situations we may encounter, a modern automatic transmission is clearly the safest, most predictable and simplest option for the general public.
Weight, weight distribution and engine power: what changes when the temperature drops
In winter, a car’s dynamic behaviour changes. What may seem like an advantage in summer — more weight, more poise, more stability — does not always translate into better performance on snow. Understanding how total weight, weight distribution between axles and engine type influence performance is key to anticipating how the vehicle will react on winter roads.
A heavy car can offer a feeling of stability on straights or gentle bends, but that same mass works against you in two critical situations when driving in winter. The first is braking on snow or ice, where the distance needed to stop the vehicle increases significantly. The second is changes in trajectory, because a heavy mass tends to slide more when it exceeds the grip limit.
In fact, those of us who regularly visit ski resorts are quite clear about this:
Driving downhill with a heavy car can be trickier than driving uphill.
The car tends to pick up speed, and if the road is icy, braking too early can cause skidding. In these cases, it is important to remember that it is preferable to drive downhill in low gear, anticipate bends by gradually reducing speed, avoid continuous braking and/or let the engine and hill descent control work if the car is equipped with it. For this and other reasons, more weight does not always mean more safety. What really matters is how the weight is distributed, or what is known in physics as mass distribution.
Mass distribution: a balance that shows in the snow
Vehicles with good weight distribution between axles — or even with a slight predominance on the front axle in the case of front-wheel drive — tend to offer a more predictable response when grip is low.
In snow, this balance helps prevent the rear axle from “pushing” more than desired, reduces the tendency to oversteer (as happens in some rear-wheel drive models) and improves control when cornering on uneven surfaces.
Electric motorisation: real advantages and limitations to consider (such as cold weather)
Electric vehicles are also gaining ground in the world of snow, and it is no coincidence. The main reasons are that they have a low centre of gravity (the batteries are usually mounted between the axles), which provides stability when cornering, spectacular instant torque delivery that makes it easier to start on snowy slopes (if you have a light touch on the accelerator), and electronic management of the electric motor, which provides very useful precision on delicate surfaces.
However, it is not all good news for electric vehicles. Extreme cold reduces the efficiency of EV batteries: losses increase, range is reduced, fast charging times may be longer, and energy is required to heat the passenger compartment and the battery. In addition, instantaneous power must be regulated on snow to avoid loss of traction.
Hybrids and plug-in hybrids: an interesting balance, were it not for the excess weight
In the mountains, hybrids and plug-in hybrids offer an attractive combination, as they have a combustion engine that maintains range and performance in cold conditions and an electric motor that can smooth out power delivery and improve control.
Its least favourable point is the added weight of the battery and having two engines (combustion + electric), which can affect braking on snow if the vehicle is not well balanced. Even so, many current models have achieved a very efficient compromise for winter driving.
Diesel, petrol and intense cold
Something that is not widely known is that in high mountain areas, diesel engines require special attention to the type of diesel fuel used, as the fuel can thicken in very cold conditions. Normal winter diesel fuel in Spain is formulated to continue flowing at least down to −10 °C before crystallisation problems begin to occur in the filter. The winter diesel distributed in alpine and Pyrenean areas is formulated precisely to avoid this problem and includes a special additive to operate safely below −10 °C. Petrol engines, on the other hand, start more easily in cold weather, but here’s something you may not know: petrol engines consume more fuel in winter. The explanation for this is simple. Cold air is denser and contains more oxygen, so the control unit must inject a slightly higher amount of fuel to maintain the correct mixture.
Ultimately, there is no such thing as the “perfect” engine for snow. The key is to understand its characteristics, anticipate its limitations and, above all, complement any type of engine with good tyres and driving techniques adapted to the road conditions.
Assistance systems: electronics that really make a difference in winter
Modern cars are full of assistants—and annoying warnings, lights and beeps—that, under normal conditions, should go unnoticed. However, when the road is covered with snow or ice, many of these systems become essential allies. They are no substitute for careful driving or suitable tyres, but they do provide an additional layer of safety that is worth knowing about.
Traction control: the silent ally when pulling away
The TCS (Traction Control System) activates when a wheel loses traction. Its function is to prevent the tyre from spinning excessively and to keep the vehicle moving smoothly. On snow-covered slopes — very common in station car parks or access roads to mountain accommodation — this assistant can be decisive.
There is a widespread urban legend among drivers who drive in snow: according to this belief, the safest thing to do is to deactivate all electronic assistance systems (such as TCS or ESP) to gain “traction freedom” and be able to move forward without the car cutting power or intervening. However, data and recommendations from many manufacturers indicate that this practice should be considered with extreme caution. Traction and stability systems are essential support on slippery roads, except in very specific cases of deep snow or when the vehicle is completely stuck and requires powerful wheel rotation to get out. In any case, there is nothing like knowing your own car, the driver’s experience in snow and assessing the specific situation to know how to act in one situation or another.
Stability control (ESP): the guardian on bends
ESP stabilises the car when it detects an abnormal trajectory. On compacted snow or hidden ice, its intervention can prevent the vehicle from skidding or losing rear traction. It is one of the most effective active safety systems ever developed, and its operation adapts significantly when winter driving mode is selected.
Snow, Ice or Winter modes: electronics tuned for real cold weather
Many cars have a specific mode for snow. Far from being a simple cosmetic adjustment, this mode modifies several parameters at once, such as reducing the sensitivity of the accelerator pedal, smoothing torque delivery, optimising axle distribution in AWD vehicles, adjusting traction control to act more progressively, adapting ABS for slippery surfaces, etc. Together, these adjustments make the car more predictable in delicate situations, especially when cornering or in areas where snow mixes with ice.
Hill Descent Control (HDC): the “essential” system on steep slopes
Hill Descent Control maintains a constant speed without the need to brake. On mountain roads with steep gradients—very common in the Pyrenees and the Alps—it prevents the wheels from locking and the car from losing control due to slippage. In principle, the driver only needs to concentrate on the trajectory.
ABS optimised for snow: more controlled braking
Traditional ABS prevents wheel lock-up, but in snowy conditions it can seem as though the braking distance increases. That is why many cars incorporate ABS calibrated for slippery surfaces, with gentler pulses and more effective directional control. This allows you to maintain your turning ability even when braking becomes difficult.
To conclude this extensive article on how to choose a car for driving in the snow, or simply to better understand the capabilities and limitations of the vehicle that sleeps in our garage, it is important to note that it is not about becoming experts in mechanics, but rather about understanding what elements really make a difference in a car when the “white blanket” appears on the road.
With good snow tyres, well-managed traction, adequate ground clearance and electronic systems working in our favour, driving in snow can be safe, predictable and even enjoyable. The mountains demand respect, but they also reward those who are prepared. And, as every season, I Love Ski will be here to accompany you, share knowledge and help you enjoy every climb, descent and winter day with the serenity that a well-prepared ski trip deserves.
