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Mud Claw Tires

Comp MTX mud-terrain tires for trucks, Jeeps and SUVs that leave the pavement

Deep blocks and wide voids let the tread reach into soft ground and shed what it picks up, so it arrives at the next mud hole empty instead of packed. Thirty sizes cover 15 through 22-inch wheels, from LT235/75R15 up to a 37X13.50R22, in Load Range C, E and F.

Comp MTX mud-terrain30 sizes, 15 to 22-inch wheels
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4.6 out of 5 from 150+ reviews
Mud Claw Comp MTX mud-terrain tire, deep tread blocks and MUD CLAW COMP MTX lettering across the sidewall

Every Mud Claw Comp MTX Size

Load range moves with the size rather than across the line. Most 15-inch fitments are Load Range C, the LT metric sizes are largely E, and the big flotation sizes on 17-inch wheels and up are F. A higher load range is not automatically an upgrade: it adds unsprung weight and firms up the ride, and it only earns its place if the axle loads call for it.

Tread depth runs 18/32 on several 15-inch sizes, 19/32 through most LT metric fitments and 20/32 on many of the larger flotation sizes. Every size is its own specification for load index, maximum pressure, weight and real mounted diameter. Stock moves through the year and not every size sits on a shelf at once.

Looking for the Mud Claw Extreme M/T

The Extreme M/T is out of production. TBC Brands replaced it with the Comp MTX on 22 September 2022, and the Comp MTX is what ships today under the Mud Claw name. Anyone searching for an Extreme M/T is looking at the previous generation of the same mud-terrain line, so the practical question is whether the current tire covers the size that used to fit.

Mud Claw Extreme M/T

  • Discontinued, replaced in September 2022
  • Mud-terrain tread with sidewall lugs
  • Sold through TBC channels for years before the change
  • Still findable secondhand and in old listings

Mud Claw Comp MTX

  • Current model, in production
  • Self-cleaning tread with stone ejectors
  • Cut- and chip-resistant compound, reinforced casing
  • Load Range C, E and F across 30 sizes to 37 inches

The stated goal for the Comp MTX was a tougher tire with stronger off-road grip that still behaves on the paved miles between trails. Self-cleaning stone ejectors and a reinforced construction came with that, and the size range now reaches from a 15-inch LT235/75R15 to a 37X13.50R22.

One naming detail confuses listings more than it should. The paper label on the tire prints the brand as one word, MudClaw, while catalogs and search results usually split it into two. Both point at the same product. The identifiers worth matching are the Comp MTX model, the exact size, the service description, the load range and the part number.

What Makes It a Mud-Terrain Tread

Wide voids give mud somewhere to go

A tread that packs solid stops being a tread. It turns into a smooth cylinder wearing a coat of soil, and the shape that produced the traction is gone. The Comp MTX leaves generous space between neighboring blocks so displaced mud leaves the pattern as the wheel turns, which puts fresh edges against the ground on the next revolution.

Stone ejectors push trapped rock back out

A small stone wedged deep in a groove works itself farther in over thousands of rotations, and that is one of the ordinary ways a casing gets cut from the inside. Raised features in the tread floor push those stones back out. Open channels also keep doing their job on the next mud hole instead of arriving already full.

Shoulder blocks carry the pattern onto the sidewall

Stylized shoulder blocks continue toward the sidewall contours rather than stopping at the edge of the tread. Those edges do the work when the tire is pressed against the wall of a rut or crawling across ground that never presents a flat surface to the contact patch.

A compound built to resist cuts and chips

Sharp stone and broken trail surfaces take material off a tread in pieces. The Comp MTX rubber resists cutting, chipping and puncture damage, which matters more than tread depth once the ground turns from soft to jagged. Nothing about it makes a tire puncture-proof.

Depth alone does not make traction

Comp MTX tread depth reaches 20/32 on many larger sizes, well past what a highway tire carries. That depth exists to make room for large blocks and the channels between them. Once the surface goes soft, block shape and the ratio of rubber to open space decide as much as depth does. The same tall blocks also move more under load on pavement than the small, tightly supported blocks of a road tire, and that is the nature of the design rather than a fault in it.

Where It Works, and Where It Costs You

Deep mud and wet soil

Built for it

Large blocks penetrate the soft upper layer instead of floating on it, and the open pattern clears itself as wheel speed rises. This is the surface the tread was shaped around.

Ruts, farm tracks and forest roads

Built for it

Shoulder blocks reach the side of a rut where a flatter tread has nothing to offer. Access roads to hunting property and worksites are ordinary use for this tire, not an edge case.

Rock, gravel and loose dirt

Strong

Big blocks find purchase between irregularities and the ejectors keep debris moving out of the channels. Pressure, vehicle weight and wheel travel decide as much here as the tread does.

Dry pavement

Usable

Plenty of rubber meets a firm road surface. Steering feels different from a highway tire because taller blocks flex under cornering and braking loads, and that is inherent to the design.

Wet pavement

Drive with margin

The open pattern moves water easily. Wet grip still comes down to compound behavior at the road surface rather than groove size, so leave more room than the same truck needed on a road tire.

Snow and ice

No 3PMSF rating

Current Comp MTX specifications carry no Three-Peak Mountain Snowflake certification. The open blocks can dig through loose snow. Packed snow, ice and freezing pavement want a winter compound, which is a different design problem entirely.

Road noise is the compromise buyers notice first. Wide gaps between blocks move more air and land harder on pavement than a closed highway pattern does, so expect more of it than an all-terrain tire produces. Uneven wear makes it worse, which is most of the reason rotation matters on this tread.

Fuel use usually climbs too, and the size change often explains more of that than the tread. A larger mud tire weighs more, pushes more air, alters effective gearing and adds rolling resistance. Going up two inches in diameter and blaming the pattern misreads what happened.

A lifted truck on big tires also carries a higher center of gravity and more rotating mass than it left the factory with. No tire choice cancels that, and braking distances reflect it.

Buy this tread because the ground genuinely goes soft. A truck that spends 95 percent of its miles on the interstate pays the noise, the fuel and the wear for capability it never reaches.

Getting the Size Right

1

Read LT285/70R17 from left to right

285 is the nominal section width in millimeters. 70 is the aspect ratio, so the sidewall stands about 70 percent of that width. R means radial, and 17 is the wheel diameter in inches. LT marks it as a light-truck tire, which follows a different load standard from the P-metric tire many trucks leave the factory on.

2

Flotation sizes count in inches instead

A size written 35X12.50R17 gives the approximate overall diameter first, then nominal width, then wheel diameter. Both formats appear across the Comp MTX line and they describe the same kind of tire. The figures are nominal, so real mounted diameter and width shift with the approved wheel width.

3

Load range is strength, load index is capacity

Load range C, E and F all appear in this lineup and they describe the tire’s inflation class rather than its capacity. The service description carries the capacity: a 119Q and a 128Q are both Load Range F and they are not interchangeable. Older talk of a 10-ply or 12-ply tire refers to the rating, not to a literal count of layers inside a modern casing.

4

Q means a test standard, not a target

Most current Comp MTX sizes carry a Q speed rating, which represents a standardized laboratory capability. Load, pressure, temperature, tire condition, lift height and terrain all pull the sensible operating speed below whatever letter is molded into the sidewall.

5

Sidewall maximum is not your daily pressure

Large LT tires reach their rated load only at relatively high inflation, and a lighter truck needs less than that to produce the right contact patch. Copying the door placard after moving from a P-metric tire to an LT tire can be wrong, and so can inflating every Load Range E to its molded maximum. Use a load and inflation table for the actual size and axle weights.

6

Airing down has no universal number

Lower pressure lets the tire wrap around rock and spreads the footprint on soft ground. How low is safe depends on vehicle weight, wheel width, sidewall height, speed and whether the wheel retains the bead. A figure that suits a light Jeep can be badly wrong on a heavy diesel pickup. Reinflate before sustained road speed, because a soft tire builds heat quickly.

7

A bigger tire changes gearing, not only clearance

Taller tires drop engine rpm at a given road speed and demand more torque to accelerate. Automatic shift behavior and crawl ratio change with them, and the speedometer reads low until it is corrected. Weight and rolling resistance climb too, so fuel use after a large jump reflects the size at least as much as the tread.

8

Clearance gets checked at lock and at full compression

A tire that mounts to the wheel has not proven it fits the truck. Larger sizes reach control arms, fender liners, body mounts and bumpers, and the room that exists at rest disappears when the wheel turns or the axle articulates. Wheel width and offset decide the rest: pushing the tire out buys suspension clearance and spends it at the fender.

Start from the size approved for the truck unless the suspension, wheels, gearing and clearances have already been changed for something larger. The useful Mud Claw is the one the whole vehicle can work with, not the biggest one that will physically go under the fender.

Mud Claw Owner Reviews

4.6 out of 5 · based on 150+ reviews

Husband is happy

Anne Kaufhold

So far they have worn in nice and for being mud terrain, they are not super loud

Grant Anderson

Good deal Quick delivery Already on the truck and they are smooth riding

Beverly Blocker

Got a good ride and not a lot of noise.

Chester Burns

These are some of the best tires I have actually put on my vehicle that are not name brand.. they are not noisy.. they are not unsmooth although you do know that they are a mud tire.. these tires are going to w...

JOHN CONNER

Looks good and aggressive is road noise but what mud tires don't have road noise also no issues with balancing if you plan to also do that.

Adam teague

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Who Makes Mud Claw Tires

Mud Claw sits inside the TBC tire portfolio. TBC began in 1956 as Cordovan Associates, a purchasing group formed by independent tire dealers in Dayton, Ohio, and grew from there into one of the larger tire distribution and retail businesses in North America.

TBC Brands introduced the Comp MTX in September 2022 across its Eldorado, Multi-Mile and Delta programs rather than confining it to a single retail channel. That decision is why the same tire turns up in listings titled Eldorado Mud Claw Comp MTX, Multi-Mile Mud Claw Comp MTX, TBC Neutral Mud Claw Comp MTX, or simply Mud Claw Comp MTX.

Mud Claw is a tire line within that structure rather than a standalone manufacturer with its own factories. For a buyer comparing two listings, the distributor name on the box matters far less than the model, the exact size, the service description, the load range and the part number.

Four names, one tire

Seeing Eldorado, Multi-Mile, Delta and TBC Neutral attached to the same Comp MTX is normal and does not signal a counterfeit or a different specification. Match the part number and the full size string. Two tires whose dimensions look nearly identical in a listing can still differ in load range and load index, and that difference is the one that matters.

Inspect after trail use

Clean the tire before looking at it, because mud hides damage well. Check the tread and sidewall for cuts, look for exposed cords, bulges, embedded objects and debris packed near the bead, and check the wheel itself for bends after a hard impact.

A puncture in the central tread area may be repairable under industry guidelines. Structural sidewall damage is a different matter and is not treated like an ordinary tread puncture. Mud trapped inside a wheel also throws off balance in a way that feels exactly like a lost weight.

Frequently Asked Questions

Mud Claw tires are designed for light trucks, Jeeps, SUVs, and other 4x4 vehicles that regularly encounter mud, loose dirt, rutted trails, gravel, and rough off-road surfaces. The Mud Claw Comp MTX uses a true mud-terrain tread with large blocks and wide voids that can dig into soft ground and clear packed material as the tire rotates.

The Mud Claw Comp MTX is the current mud-terrain model in the Mud Claw line. It replaced the older Mud Claw Extreme MT and was developed with an aggressive self-cleaning tread, stone ejectors, reinforced construction, and a cut- and chip-resistant compound for demanding off-road use.

Mud Claw is associated with TBC Brands and the broader TBC Corporation tire portfolio. The Comp MTX was introduced through TBC's tire programs, including Eldorado, Multi-Mile, and Delta distribution channels. This is why the same Comp MTX tire can sometimes appear under slightly different brand or distributor descriptions.

Mud Claw is better understood as a tire line within TBC's brand and distribution structure rather than as an independent tire manufacturing company with its own standalone factories. The Comp MTX is marketed through several TBC-associated channels, but the tire model and its specifications remain the important identifiers when comparing listings.

The Mud Claw Comp MTX succeeded the Mud Claw Extreme MT. TBC introduced the Comp MTX in 2022 as a newer mud-terrain design with increased toughness, stronger off-road capability, and improved construction for trucks that still need to cover paved miles between trails.

Deep mud is one of the Comp MTX's primary applications. Large tread blocks bite into soft terrain, and the wide spaces between them give displaced mud room to escape. That open pattern helps prevent the tread from packing solid, which allows fresh edges to keep contacting the ground as the wheel turns.

Yes. The Comp MTX is road legal in appropriate fitments and can be used for normal highway travel, but it remains a mud-terrain tire. It will generally produce more tread noise, greater rolling resistance, and a less refined road feel than a highway or mild all-terrain tire. Drivers who spend nearly all of their mileage on pavement usually have little reason to choose such an aggressive pattern.

Expect more road noise than from a highway-terrain tire and usually more than from a conventional all-terrain tire. The large tread blocks and wide voids that improve off-road traction also create more tread impact and air movement on pavement. Noise can become more noticeable if the tires develop uneven wear.

The Comp MTX is suitable for rocky trails, loose gravel, dirt, and uneven ground. Its large shoulder blocks add useful biting edges near the outer tread, and stone ejectors help prevent debris from remaining lodged deep between the blocks. Proper pressure and vehicle setup still matter heavily on rock, especially when the tire is aired down.

The open Comp MTX tread can dig through loose snow, but the tire should not be treated as a substitute for a dedicated winter tire. Mud traction and winter traction are not the same problem. Packed snow, ice, and very cold pavement favor winter-specific compounds and tread designs developed for low-temperature grip.

The Comp MTX line covers a broad range of light-truck applications, including 15, 16, 17, 18, 20, and 22-inch wheel sizes. Available fitments include traditional LT metric sizes and flotation sizes such as 33X12.50, 35X12.50, and 37-inch configurations. Load range, tread depth, maximum pressure, overall diameter, and weight vary by size.

No. Load range depends on the individual size. The Comp MTX lineup includes Load Range C, E, and F versions. Smaller traditional truck sizes may use Load Range C, many LT metric applications use Load Range E, and several larger flotation sizes are offered in Load Range F. The correct load range should match the vehicle and actual load requirements.

Only if the vehicle has enough clearance and the wheel specifications are compatible. Moving from a factory tire to a larger 33, 35, or 37-inch Comp MTX can create contact with fender liners, suspension parts, body mounts, or bumpers. Larger diameter also changes effective gearing and may affect speedometer accuracy. Suspension lift alone does not guarantee correct fitment.

Yes, reducing tire pressure can improve the tire's ability to conform to rocks and increase its footprint on soft terrain. There is no single correct off-road PSI for every vehicle. Vehicle weight, wheel width, tire size, terrain, speed, and bead retention all determine how low the pressure can safely go. Tires should be reinflated before sustained road driving.

Maintain correct inflation, rotate the tires regularly, and inspect them after demanding trail use. Aggressive tread blocks can develop uneven wear quickly when alignment or suspension geometry is wrong. Cuts, bulges, embedded debris, damaged valve stems, and sidewall injuries should be checked before the vehicle returns to normal road speeds. Modified trucks also benefit from periodic alignment checks because large LT tires make suspension problems expensive very quickly.

If a Mud-Terrain Is the Wrong Amount of Tire

A Comp MTX suits a truck that reaches genuine mud. Two neighboring categories cover the trucks either side of that, and most driveways hold more than one vehicle.

Nitto Mud Grappler extreme terrain tire on a gunmetal alloy wheel, deep tread blocks wrapping onto the sidewall

One step more aggressive

Grapps

Nitto’s extreme mud-terrain tread, for a truck that finds the limit of a Comp MTX rather than the limit of the trail. Three-ply polyester sidewalls and 17 sizes running from a 33 to a 40. Louder and heavier, which is the trade.

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Milestar Patagonia A/T all-terrain tire, staggered shoulder lugs and a blocky tread pattern for trucks and SUVs

One step calmer

Patagonia

All-terrain rubber for the truck that reaches the trailhead on pavement and lives there most of the week. The A/T W carries the 3PMSF severe-snow rating the Comp MTX does not, and it stays quiet enough to hold a conversation at highway speed.

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Kelly Edge Touring A/S tire on a silver multi-spoke wheel, all-season touring tread with four wide grooves

For the vehicle that stays on the road

Kelly

Goodyear has run Kelly as its value badge since 1935. The Edge line covers touring and light-truck fitments, which is the other half of most driveways: one vehicle that goes out to the property and one that never leaves pavement.

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Match the Size to the Truck

Read the full size string off the sidewall of the tire on it now, then confirm the load index, load range and wheel width against what the truck actually carries. Clearance gets checked at full steering lock and full suspension travel, not at rest in a driveway.

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