Seasonal tire change is a mandatory condition for vehicle operation. Each type of tire is designed for certain weather conditions. This is influenced by the composition of the manufacturing material, tread pattern and the presence of additional elements.

When is it legally necessary to change your shoes to winter tires in 2016?

Timely change of tires from 01.11.2015 is fixed on legislative level The technical regulations of the Customs Union (TR CU) in Appendix 8, Section 5.5 indicate that winter tires with studs are prohibited from being used in the summer - from June to August. The same applies to summer tire models, for which the restrictions are December, January and February.

In fact, there are no clear rules when to change to winter tires in 2016. Information about amendments to Law No. 16 - Federal Law “On Transport Safety” regarding the procedure for changing tires from one type to another is not true. Therefore, issuing fines by traffic police officers based on existing regulations is illegal. The exception is the minimum tread depth on winter tires, which should not be less than 4 mm. In this case, a fine of 500 rubles may be issued.

But for your own safety, it is recommended to follow the rules for changing tires on your car from summer to winter:

• Constant air temperature less than +5 °C. Summer models change their properties, which leads to deterioration of road grip;
• If winter tires are marked “MS”, they can be used from September 1 until the end of spring;
• Take into account the climatic features of the region. This applies to the installation of studded tires.

It is imperative to check the condition of winter tires - the degree of tread deformation, the presence of defects.

The best winter tires 2015-2016: test, ratings, reviews

To choose the best winter tires, you need to consider several factors. The main thing is the quality of tires and their type. Additionally, the date of manufacture is taken into account (no more than 2-3 years), load index (depending on the weight of the vehicle), speed index, wear resistance.

The following classification of winter tires is conventionally accepted:

• European. Maximum traction in rain or wet snow. They have a diagonal pattern with a large number of thin slits;
• Scandinavian. Designed for travel on snowy or icy roads. Characterized by sparse pattern, there are many lamellas (small stripes) on the treads;
• Studded. The best option for icy conditions. The spines may be round or quadrangular form ;
• With an asymmetrical pattern. The inner part provides better traction for snowy surfaces, and the outer part for asphalt.

To select, it is recommended to study the test of winter tires 2015-2016. This may be data from expert publications or specialized companies. It is important to read reviews about operational properties of a particular winter tire model.

Test of winter tires R16 2016 according to the magazine “Behind the wheel”

For the winter tire test, specialists from the magazine “Behind the Wheel” identified a number of factors. The most interesting results were shown by studded tires R16. They were evaluated based on cross-country ability, quality of grip on various surfaces, directional stability and impact on fuel consumption. Based on this, five most optimal models were identified.

1 Nokian Hakkapeliitta 7

They went on sale in 2009. When traveling on ice they showed optimal longitudinal grip. Also on this surface, high-quality acceleration and braking were observed, and cornering stability was good. When traveling in deep snow, a positive indicator of maneuverability. It is not lost when switching driving modes.

On dry asphalt, braking is weak, the noise from the studs penetrates into the cabin. However, during long trips, no abrasion of the studs was observed - the decrease in the height of the protrusion was 0.1 mm.

2 ContiIce Contact

Began selling in Russia in 2010. Tests on classic “winter” tracks showed good results. On ice and snow, traction is excellent in all directions. With a significant amount of snow, advancement is only possible by slipping.

There is also a low rate information content on the steering wheel. The test on wet and dry asphalt showed the best results. Braking and acceleration are carried out according to the technical data of the vehicle. Control adjustments are minimal.

3 Michelin X—Ice North 2

Tire sales have been carried out since 2009. A characteristic difference is the spikes with a large core. On ice, grip properties in the longitudinal direction are average, and in the transverse direction they are good. On a snowy track, these indicators indicate high-quality control.

Braking on dry and wet asphalt is within normal limits. There is a dampening of minor fluctuations. Disadvantages include noise level.

4 Pirelli Winter Carving Edge

The first models began to be sold in 2008. The manufacturer is constantly improving the model, but without external changes. Experts note the optimal properties of transverse and longitudinal adhesion on ice. The same indicators for high snow cover.

But for good road grip you have to sacrifice comfort. Trips around paved routes are accompanied by a high level of noise. Fuel consumption is average, regardless of driving style.

5 Nordman 4

They have been sold in Russia since 2009. They performed well on icy roads. All types of clutch are at a good level. Problems arise on a snowy track - there is a dependence on snow density, at small turning angles it is not enough information content.

On paved surfaces need constant course correction. Vibration is observed on small irregularities. Noise increases after 40 km/h.

Test winter tires Behind the wheel 2015

Rating of the best winter studded tires in 2015-2016

For a full analysis of studded tires, it is necessary to take into account not only the opinion of experts from the publication “Behind the Wheel”. In addition to them, the best winter studded tires 2015-2016 were determined by several others specialized companies - “Tuulilasi”, “AutoReview” and the publication “Test Word”. Based on these data, an optimal tire rating was formed..

1 Nokian Hakkapeliitta 8

The main advantages of this model include a large number of spikes - 190 pcs. In order to reduce weight, special fillers were introduced, the presence of which did not affect the decrease in mechanical strength. Tires are characterized good handling on snowy and icy roads, have a minimum braking distance on paved covering

2 Continental ContiIceContact

The manufacturing material has been modified - components have been added to it to increase service life at low temperatures and high humidity levels. Fine recommended yourself when driving on all types of snowy and icy surfaces. The disadvantage is slippage that occurs when in contact with a mixture of water and ice.

3 Pirelli Winter Ice Zero

These studded winter tires can be classified as middle class. When driving on snow or ice surfaces, fairly good control is observed. Optimal braking distance when stopping on icy asphalt in the presence of a layer of water.

However, when cornering, the grip on the surface is not good enough. The braking distance has also been increased by paved covering

4 Nokian Nordman 5

To increase grip on the road, a special spike is installed in the upper part of the tread, shaped like a bear's paw. Additionally worth noting democratic cost, good car handling when traveling in winter.

The degree of operating comfort is low - high noise levels and problems with sensitivity during sharp turns, relatively long braking distance on dry asphalt.

5 Goodyear UltraGripIce Arctic

In this model winter studded rubber was applied original v—figurative thorn. IN totality With pattern tread is created reliable clutch With road surface. TO shortcomings Can attribute reduced controllability at harsh maneuvers.

Rating the best winter studless tires 2015 —2016 G

Availability thorns on tires Not Always acceptable For some conditions operation. IN peculiarities This concerns frequent trips By dry paved coating. IN result this thorns are erased, Part from them falls off, What leads To deterioration properties winter rubber.

For solutions this Problems manufacturers were developed studless models tires. Their feature is compound rubber, which Not changes at influence low temperatures. So called « Velcro» will allow manage by car How on icy or snowy highway, So And on dry or wet asphalt.

1 Nokian HakkapeliittaR2

Leader rating winter tires 2015 —2016 G their did good controllability on everyone types coatings, optimal indicators cross-country ability. Consumption fuel Not rises, level noise minimum. Optimal fit For trips By tracks or off-road.

To the manufacturer necessary do some work above improvement brake qualities on dry asphalt. But This Not critical, So How meaning brake ways Not exceeds acceptable.

2 GoodyearUltraGripIce2

Recommended exploitation V urban conditions or on equipped tracks. Their the best quality winter tires showed on paved surfaces. Regardless from degrees icing or level snow revealed good transverse clutch on ice. Minimum brake path at clutch With paved surface.

3 Continental ContiVikingContact 6

TO positive parties these tires Can attribute fast acceleration without slipping on snowy road. Also are noted good brake quality on wet asphalt. Thanks to drawing tread transverse clutch on ice one from the best For tires this class.

IN progress tests was revealed fuzzy following course in time trips on paved road. This due to elevated indicators rigidity.

As the next winter season approaches, many car enthusiasts are wondering – which winter tires to choose? After all, properly selected tires make driving easier, greatly reducing the likelihood of an emergency. But in order for the answer to be as objective as possible, one cannot do without road tests conducted in real conditions.

By the winter of 2015-2016, we carried out extensive testing“car tires of the northern specification” (that is, intended for harsh climatic conditions) - a total of 18 sets of winter tires took part in the test, of which 11 were studded, and 7 were friction tires (without studs, popularly called “Velcro”).

Moreover, there were also the “hot” new products of the season in the form of Continental IceContact 2 and Hankook i*Pike RS Plus (which have an increased number of studs), as well as modernized Goodyear UltraGrip Ice Artic tires (which, on the contrary, had fewer studs).
For reference: the permissible number of studs on winter tires is now limited by law, so far, however, only in the European Union countries - where 50 of them are allowed per linear meter of tread; in Russia, similar measures will begin to apply from January 1, 2016, although we will have 60 studs allowed. But even a larger number of studs is not always a violation (if the tire manufacturer provides evidence to the certification authorities that their products do not harm the road surface).

The first test to which all tires were subjected was braking on an ice surface thoroughly cleared of snow from a speed of 20 km/h (using ABS). And they performed in the best way here Nokian tires Hakkapeliitta 8, which required only 6 meters to meet this standard. The second position went to the Hankook Winter i*Pike RS Plus with a result of 6.2 meters, and the third place went to the Continental IceContact 2, which showed 6.3 meters. It is worth noting that the top three are exclusively studded tires.

Yes, and in the acceleration from standstill to 20 km/h, the tires with spikes took precedence, while the friction ones, as expected, trailed behind. The leader remained the same - Nokian Hakkapeliitta 8 (with them the car needed a distance of 8.8 m), and Pirelli Ace Zero (9.6 m) and Continental IceContact 2 (9.7 m) performed slightly worse.

In terms of handling on an ice circle with a diameter of 40 meters and a 620-meter winding track, studded tires again showed best result, although their advantage over Velcro was no longer so obvious. In both disciplines, the top three were the same - Continental IceContact 2, Nokian Hakkapeliitta 8 and Goodyear UltraGrip Ice Artic.

The balance of power in snow procedures has not changed fundamentally, although in many disciplines there has been an unexpected change of leaders. The shortest braking distance on snow from a speed of 40 km/h (with the ABS system turned on) was demonstrated by studded tires - Goodyear UltraGrip Ice Artic (they needed 19.4 m to stop completely), Cordiant Snow Cross (19.5 m) and Nokian Hakkapeliitta 8 (19.6 m).

Acceleration up to 20 km/h on compacted snow once again secured the championship winter tires with spikes: first place went to Cordiant Snow Cross with a result of 8.4 meters, second – Nokian Hakkapeliitta 9 (8.6 m), third – Goodyear UltraGrip Ice Arctic (8.7 m).

The best “rowing” abilities, tested by acceleration on loose snow 15 centimeters deep from 5 to 15 km/h, were shown by studded Pirelli tires Ice Zero, keeping within a distance of 8.9 meters. But the second result was installed on seven different tires at once, and three of them were Velcro.

The fastest way to overcome a winding snow-covered track 1500 meters long was a car “shod” in friction tires Nokian Hakkapeliitta R2. But the second and third places in this rating, respectively, were taken by the Cordiant Snow Cross and Maxxis SP-02 Arctictrekker tires.

The Continental IceContact 2, Cordiant Snow Cross, Nokian Hakkapeliitta R2 and Nokian Hakkapeliitta 8 performed best in terms of driving on snow, receiving the maximum rating on a ten-point scale.

The best ride quality was demonstrated by the Goodyear UltraGrip Ice 2 tires, followed by the Continental IceContact 2, Nokian Hakkapeliitta R2 and Nokian Nordman RS.

But in winter, motorists often have to operate their cars on wet or dry asphalt surfaces, and this is especially true for residents of large cities. Therefore, it is no less interesting to know how certain tires perform in such driving conditions.

In the braking test from a speed of 80 km/h on wet asphalt, the Gislaved Nord*Frost 100 tires provided the best grip, followed by the Nokian Nordman 5 and Pirelli Ice Zero. And what’s most amazing is that they are all studded!

But on dry asphalt the situation is completely opposite - the top positions in the rating are “occupied” by friction tires, namely Continental ContiVikingContact 6, Goodyear UltraGrip Ice 2 and Maxxis SP-02 Arctictrekker. But even they seriously fell short of the results of summer tires, used as base tires to monitor the condition of the surface.

A subjective assessment showed that the most acoustically comfortable tires are Goodyear UltraGrip Ice 2, and among studded representatives, the best are Gislaved Nord*Frost 100, which pleased us with its low noise level.

Summing up the results of all the tests, it became obvious that the best winter tires are studded Nokian Hakkapeliitta 8, but they are also the most expensive among the options presented, although they are not the best suited for use on asphalt roads.
Continental IceContact 2 and Nokian Hakkapeliitta R2 also made it into the top three in terms of cost, but while the former proved to be worthy in almost all disciplines, the latter turned out to be unconvincing on asphalt.
The cheapest test representatives were the Maxxis Arctictrekker NP3 tires, and at the same time they coped well with their direct responsibilities.
Well, the second and third positions in terms of cheapness were awarded to domestic tires Cordiant Winter Drive and Cordiant Snow Cross. Despite affordable price, Snow Cross demonstrated good results in many tests, but Winter Drive was almost completely outperformed by its foreign counterparts.

From year to year, from season to season, debates flare up on the Internet about the choice and purchase of tires for cars. Foaming at the mouth, active debates are conducted in which the interlocutors prove to each other the validity or worthlessness of specific models, not understanding what to draw conclusions about car tires based only on subjective assessments - complete stupidity.

Testing car tires is a science-intensive activity that requires an academic approach and serious resources! As you know, friendship is tested in trouble. So the driving properties of automobile tires are assessed to the limit. But that's not the point. It is impossible for the average driver to create an ideal test environment that will separate the role of the tire from the influence of a host of other factors. Professional tire tests are always a control set, one car, identical wheel disks, calibrated pressure, technologically advanced testing site and, of course, equipment. In tire research, an important role is played by details that are often elusive to the human senses.

In Russia, the Za Rulem magazine and the Autoreview newspaper conduct tire tests to assess their consumer characteristics. The first tests tires at domestic testing grounds. The second, recently, has been conducting tests at a foreign testing base.

The tire industry is analyzed on a much larger scale by European experts. The German expert club ADAC, the Finnish research center Test World, AutoBild magazine - all these names are well-known. Strict safety rules, meticulous consumers, developed infrastructure - all this made professional tests tires are the norm for the European market. Tires are also tested in Asia and America, but the results of their measurements rarely reach Russia. Fortunately, the loss is not great: tires, for example, from the USA rarely reach another continent.

What types of winter tires are there?

Even though they seem similar, tires can be very different. In our climate zone, every child in the sandbox knows that tires are summer or winter. But not all adults understand the situation in depth. Usually the height of knowledge is that winter tires are divided into studded and non-studded.

Studless tires are popularly called “Velcro”. Public opinion often considers them urban. In the language of professionals, such rubber is called friction rubber and is divided into models of the Scandinavian and Central European types. Tires from the first group are designed for low-temperature winters with a lot of snow and ice on the roads. The second type of rubber is designed exclusively for mild winters, with average temperatures just below zero and rare occurrences of slippery surfaces. In Russia, Central European winter tires will be useless everywhere except the Black Sea coast, but good studless models of the Scandinavian type will cope with both ice and snow.

What does it offer? tire review"AvtoDel"?

The publication, which specializes in the analysis of automobile accessories and accessories, collects the results of expert tests of car tires, and then compares the performance of the same tire model in different expert hands. That is why the review considers only those models that were tested in at least two tests.

First, the reader is invited to familiarize himself with the official promises of manufacturers and sellers of each of the tires considered.

List of tires included in the review

Studded, Scandinavian type	Test World, 205/55R16	Behind the Wheel, 175/65R14	Vi Bilagare 205/55R16		Auto Motor & Sport 225/45R17
Bridgestone Blizzak Spike-01
Continental IceContact 2					Previous model
Dunlop Ice Touch
Gislaved Nord*Frost 100
Goodyear UltraGrip Ice Arctic
Hankook Winter i*Pike RS+W419D
Nokian Hakkapeliitta 8
Nokian Nordman 5
Sava Eskimo Stud
Michelin X-Ice North 3
Pirelli Ice Zero

Expert composition

This season, the first publicly available materials in our latitudes about studded winter tires of the Scandinavian type, that is, models most suitable for use in most regions of Russia, were published by Finnish experts from the Test World research center (http://www.testworld.fi/) and Russian journalists "Behind the wheel" (http://www.zr.ru/). Somewhat later, material from the Swedish magazine Vi Bilagare (http://www.vibilagare.se/), the Russian newspaper Autoreview (http://autoreview.ru/) and the Swedish branch of the German authoritative publication Auto Motor & Sport (http: //www.auto-motor-und-sport.de/).

How did experts test studded winter tires?

Test World

Test World specialists assessed braking performance on snow, ice, wet and dry asphalt. However, as always. Tests were carried out at various temperatures, after which the average result was calculated based on the results of 15-20 races on each set. Braking on ice was assessed by stopping the car from 50 km/h to zero, and deceleration on snow and wet surfaces by braking from 80 km/h to a complete stop.

Tests on snowy and icy roads were carried out outdoors and inside an indoor test site, which made it possible to simulate any conditions necessary for measurements. Traction on snow and ice was measured by accelerating as quickly as possible from 5 to 35 and from 5 to 20 km/h, respectively.

Handling scores depended on the time it took the “third” Ford Focus to complete a lap in the test tires. In addition, the subjective opinions of experts regarding acceleration, braking and cornering on various surfaces also had some influence on the ratings. However, the decisive influence on the final results was still exerted by the objective readings of the measuring equipment. It is noteworthy that during the races the pilots did not know the model of the tires being tested; the organizers replaced them with numbers in order to eliminate the influence of the brand on perception.

In the same way, directional stability was assessed, that is, the stability of movement in a straight line. In the noise level test, pilots also gave subjective ratings after making several runs on uneven surfaces. And rolling resistance was measured by freely rolling the car on a flat surface without the influence of wind. The tests were carried out at two different temperatures, after which the percentage increase in consumption was calculated in comparison with the most economical tires.

Very interesting - a study by Test World experts about the resource winter tires. To understand this issue, Finnish experts took out six sets of winter tires from the warehouse, which participated in tire tests last season. They were four studded models and two friction models. Testers drove 15,000 km on each set.

The route mainly ran along highways. At the same time, one hundred braking and acceleration tests were carried out on each tire at low speeds to simulate city traffic conditions.

The durability tests used three cars that followed the same route under the same conditions. Two tires of each model were taken and moved from the front to the rear axle. Thus, at the end of the test, all tires drove the same distance on the front and rear axles, and in addition, drivers also swapped cars to avoid their driving style influencing the result.

Every 5,000 km, experts carried out control measurements of the vehicle’s behavior in test tires in all disciplines: braking/acceleration on ice, snow and asphalt...

It is noteworthy that tires of both types lost grip approximately equally, and after 15,000 km its level decreased by about 20%. In addition, the deterioration of grip was the same for tires of different brands, and the balance of forces did not change throughout the test. This suggests that the test results of new tires also allow us to judge how certain tires will behave in a worn condition.

Test World notes that while the differences between the tires tested may look subtle on paper, they may actually be more obvious, not just in braking performance but also in cornering grip and steering response. According to experts, the worst tires in the test practically do not allow you to control the car on slippery surfaces, so when choosing winter tires you should not focus only on price and buy cheap tires. Tests by various organizations year after year show that budget Asian tires do not provide an optimal level of safety.

All tires for the Test World test were purchased in regular stores and pre-run.

Behind the wheel

Experts from the Russian magazine “Behind the Wheel” also tested each kit. Without sharp accelerations and braking on studded models, they covered half a thousand kilometers. And the test itself was carried out in Tolyatti, at the AvtoVAZ OJSC testing ground. The carrier car in this test was the VAZ Kalina with ABS.

After the run-in, Russian experts measured the hardness of the rubber and the amount of protrusion of the studs, comparing the results with those obtained on virgin new tires. After running in, the Shore hardness of the rubber usually changes by several units in one direction or another. The spikes may also come out a little or go deeper as they fall into place.

Following the run-in, the Za Rulem experts carried out the sequence of tests they had developed. It was as follows: acceleration and braking on snow and ice, measurements of longitudinal adhesion on an ice circle and a rearrangement test. Next are tests for handling, directional stability, cross-country ability and comfort. The sequence is not random: during testing, the studs are subject to increased loads, under the influence of which they can be squeezed out, and if the order of measurements is disrupted, the studs will protrude more.

Therefore, after winter disciplines on ice and snow, re-check the protrusion of the spikes. If it has not changed during testing, it means that the “fangs” are holding firmly in the rubber.

The magazine “Behind the Wheel” decided to start asphalt exercises with assessment and measurements of rolling resistance, and only in the final we carry out braking on asphalt. Quite logical! For example, representatives of the Continental concern believe that emergency braking on asphalt is stressful for winter tires, even with ABS, so after a dozen or a half such braking events the tires become unusable.

To break in non-studded tires, commonly referred to as “Velcro” tires, 300 km is enough. And the driving style should be more aggressive than in the case of studded tires, since in this case the primary task of running in is different - to completely remove from the tread sipes the remaining lubricant that was applied to the mold (lubrication is needed in order to prevent damage to the tread from 3D cuts when removing a freshly welded tire from the mold). In addition, these tires need to remove a thin surface layer of rubber, which after baking turns out to be slightly harder than the core. You don’t have to worry about the wear of the sharp edges of the lamellas: on modern models they are designed in such a way that they self-sharpen with mutual friction. This ensures the stability of the characteristics of studless tires throughout their service life.

Vi Bilagare

The Swedish magazine Vi Bilagare conducted a test of studded winter tires in Finland in the first week of March 2015. Experts noted that conditions were unusually variable this time around, with some days being warm and reaching temperatures close to freezing, while others were as cold as -10 degrees. All tests used several Volvo models as the vehicle (V40, S60, V60 and V70), which is quite unusual for tire tests. ABS and ASR were switched on, with the latter in Sport mode, to increase slip at the start and skid in corners.

Dry and wet tests were carried out at testing grounds near Tampere (Finland) in April, where slush grip and fuel consumption were also assessed. Two Volvo V40 CCs were used. The tires were tested on the same section of asphalt at speeds up to 100 km/h. Behavior during emergency detours around obstacles was also assessed on dry asphalt. However, the general approach to the test was similar, both with colleagues from Test World and with specialists from the Russian publication.

Perhaps the country's most scrupulous automotive publication has been covering the tire industry for many years. But if earlier at Autoreview this work was outsourced to European experts (mainly Test World), now, for several years now, Russian media conducts tire research on its own, usually going to European test sites.

This year, Oleg Rastegaev, who is behind the scenes responsible for the tire topic, went to Sweden with his colleagues. First in early February, and then again at the end of April, to test winter tires on wet and dry asphalt.

The vehicle used was a new Peugeot 308 with 205/55R16 wheels. For better objectivity, Autoreview experts turned off the stabilization system, and were forced to do this in a barbaric way, by physically removing one of the system’s sensors, since the 308’s ESP does not turn off completely, and an activated system would have a bad effect on the objectivity of the study.

Eighteen sets of winter tires ended up in the hands of Russian experts. All are exclusively Scandinavian type, of which eleven are studded and seven are friction (not studded). Of course, all sets of tires underwent exercises to evaluate driving properties in the main disciplines (handling, acceleration, braking, comfort, rolling resistance). The snow that fell during the test also helped to conduct a cross-country ability test by measuring the acceleration time through a snowdrift fifteen centimeters high.

Auto Motor & Sport

The Swedish division of the German leader in automotive media - Auto Motor & Sport magazine. The Swedes carried out the test together with the Norwegians in Finland.

Braking performance tests were carried out at temperatures from -30 to +10 degrees on various surfaces. Tests on ice were carried out in an indoor complex with the ability to control temperature and humidity. On snow, the tires were tested outdoors on several trails. The experts tried to carry out the tests in a short period of time so that all tires were evaluated under the same conditions. The acceleration efficiency was determined using the same scheme, and testing on ice required a special surface.

To evaluate the lateral grip of the tires, the pilot made several races on circular tracks covered with snow or ice. In the handling test, the driver monitored control, understeer and the behavior of the tires at the limit of grip. A rolling drum was used to determine rolling resistance and all tires were tested at 80 km/h.

Scandinavian studded tires, winter tire test 2015-2016

Bridgestone Blizzak Spike-01 – winter studded tires, test

OFFICIAL INFORMATION

The main indicator of studded tires is the effectiveness of their grip on ice. Bridgestone BLIZZAK Spike-01 tires are equipped with a spike new form, called the "Cross-Edge Pin" for the cross-shaped notch on the core of the tenon. These cross-shaped notches improve contact with ice and increase grip duration. As a result, these tires have more effective traction and more aggressive braking on ice, regardless of their direction of travel. The performance improvement is shown in the graph.

Using the latest modeling technology, the Bridgestone BLIZZAK Spike-01 tread pattern design has undergone significant changes. IN new tires Cross grooves have expanded intersections, due to which they capture snow more effectively. The tread has self-cleaning sipes that allow snow and ice dust to be removed from the stud, thereby improving traction efficiency. At the same time, there are shoulder lugs that increase traction when passing through deep snow.

Bridgestone has improved not only the studs, but also the stud hole. Thanks to computer modeling, a special hole shape was developed, which made it possible to optimize the holding force of the tenon.

Although tires in Russia and the CIS countries are subject to particularly harsh and difficult operating conditions, BLIZZAK Spike-01 is able to maintain high performance for 3-4 seasons.

TEST RESULTS

Studded winter tires of the Scandinavian type Bridgestone BLIZZAK Spike-01 were tested by Finnish experts from Test World, Russian specialists from Za Rulem magazine, Swedish testers from Vi Bilagare, as well as the Swedish division of Auto Motor & Sport magazine. In the Finnish authorities, these tires took ninth place, sharing it with Sava Eskimo Stud. Only Nokian Nordman 5 and LingLong Green-Max Winter Grip were worse than Bridgestone in the Test World test. All the others are better. And the test of the Vi Bilagare “Bridgestone” publication was completely closed.

In the magazine "Behind the Wheel" Japanese tires achieved sixth place out of eleven. “Behind the Wheel” and Test World agreed that the Bridgestone BLIZZAK Spike-01 performs well on icy surfaces. Although the “Behind the Wheel” journalists made a reservation in this sense: “only due to the strong protrusion of the spikes, which will certainly fly into soon" In Vi Bilagare, the only advantage they singled out was good resistance to ascent on snow and water slush. By the way, Auto Motor & Sport also has the last place in the final list.

In all other disciplines, BLIZZAK Spike-01 showed themselves to be rather weak. The Bridgestones don't inspire confidence in the snow. Braking on dry and wet asphalt is confident, but in corners the car still breaks off the trajectory. In addition, Bridgestone studded tires have increased rolling resistance.

Continental IceContact 2 – winter studded tires, test

OFFICIAL INFORMATION

New IceContact bus 2 with excellent performance on ice Premium studded tire from Continental for passenger cars and SUV class vehicles are designed with the latest technology with an emphasis on providing the best performance on ice and asphalt Available in sizes from 14 to 20 inches (2015)

TEST RESULTS

Studded winter tires Continental IceContact 2 are new for the season. They replaced the previous Continental IceContact tire, which consistently took prizes in each of last year's tests (where it participated, of course). The new generation of tires has seriously changed. There are significantly more spikes, but the spikes themselves are now smaller. This metamorphosis is caused by existing European regulations that do not limit the number of studs in tires if they (the tires) have been tested by an independent organization that has confirmed that the studs are harmless to the road surface. Thus, if these tests are passed successfully, the manufacturer has discretion in choosing the type of studs and their number.

It is not surprising that the new product demonstrated itself equally well in the tests of Test World, and in the test of the magazine “Behind the wheel”, and in the hands of Vi Bilagare, and in the results of the newspaper “Autoreview”. All expert publications noted the ideal behavior of this tire on ice. Although Test World still noted that main competitor- Nokian Hakkapeliitta 8, accelerated and braked on ice a little more confidently.

In turn, the magazine "Behind the Wheel" named the Continental IceContact 2 the best tire in the field of lateral grip on ice, as well as overall behavior on snow. A significant advantage of the Continental compared to the Nokian is its behavior on asphalt, especially wet. It is noteworthy that the same situation was in the case of previous generations of tires: Nokian is better suited for snowy and especially “icy” conditions. The Continental, although slightly weaker on bare ice, feels more confident on asphalt. This was especially noted by Autoreview experts.

Dunlop Ice Touch – winter studded tires, test

OFFICIAL INFORMATION

Dunlop Ice Touch are winter studded tires for harsh European winters, which provide excellent handling on difficult winter roads: on ice, slush and compacted snow.

The DunlopIce Touch tire is made using the same technologies as the Goodyear Ultra Grip Ice Arctic.

The Dunlop Ice Touch features a directional tread pattern with wide drainage grooves that taper from center to middle. Multiple sipes at different angles, sharp engagement edges and somewhat chaotic studs provide excellent grip and safe braking in winter time of the year.

The wide center rib of the Dunlop Ice Touch tread increases the footprint for efficient acceleration and braking. Special composition rubber compound increases traction and grip thanks to polymers that give the tire elasticity at low temperatures.

The weight of Dunlop Ice Touch winter tires is optimized to reduce rolling resistance, which reduces fuel consumption and carbon dioxide emissions. Optimal tread stiffness provides maximum handling on dry roads.

TEST RESULTS

This season, DunlopIce Touch winter tires were noted in only two tests - Test World and Autoreview - not very often. Sixth line in the Finnish court and seventh in the Russian court. The main advantage noticed by Test World testers was its behavior on dry and wet asphalt. On such a road, Dunlop tires ride extremely confidently, even outperforming some non-studded models. Autoreview was in solidarity with their Finnish colleagues, calling these tires the choice of residents of megacities.

Gislaved Nord*Frost 100 – winter studded tires, test

OFFICIAL INFORMATION

Gislaved Nord Frost 100 winter studded tires feature an improved stud design that more effectively increases both longitudinal and lateral grip on icy surfaces. This also reduces the braking distance on ice. Multiple traction edges and wide grooves that grip snow also create increased traction in the snow. winter conditions».

Thanks to the special design of the stud used in the Gislaved Nord Frost 100, improved grip on ice is achieved, and wear resistance is increased and the likelihood of its loss is reduced. The stud is made of aluminum, its length is 11 mm, its diameter is 8 mm, produced exclusively for Continental at the Tikka plant in Finland.

At the same time, during the development of the Gislaved Nord Frost 100, the location of the studs was optimized, thereby achieving excellent grip on icy roads in both longitudinal and transverse directions. This guarantees high stability, excellent traction properties of the tire on ice, and also contributes to the reduction braking distance.

Grip on icy roads in the Gislaved Nord Frost 100 has been increased thanks to a peripheral mid-central tread block with straight sipes and a large number of sharp engagement edges, thereby providing a large contact patch with the road surface. The tread also manages to achieve excellent traction and braking on loose snow thanks to a two-pitch structure with a large number of sipes in the shoulder area and straight sipes.

Large cross-sectional area on snow is achieved thanks to optimized angular end measures of the edges in all directions, which improves lateral grip when cornering.

The Gislaved Nord Frost 100 tire provides a high level of handling on dry roads thanks to a unique tread pattern and internal sipes located in the shoulder area of ​​contact with the road surface.

The use of computer modeling in the design made it possible to optimize the sequence of installation of studs, due to which a wide frequency range of sound vibrations was achieved and the noise level was reduced. It was also possible to achieve increased wear resistance and low rolling resistance due to the optimized contour. This achieves a balanced pressure distribution in the area of ​​the tire contact patch with the road surface.

TEST RESULTS

Gislaved Nord Frost 100 tires have the most better acceleration and braking on snow in the Vi Bilagare test. This same advantage was noted in both “Autoreview” and Test World. At the same time, Gislaved tires performed frankly depressingly on ice this season. But on wet and dry asphalt the performance is decent. Yes, a very contradictory set of characteristics, and what is especially strange is that last year the measurement results were different.

Goodyear UltraGrip Ice Arctic – winter studded tires, test

OFFICIAL INFORMATION

According to the manufacturer, Goodyear UltraGrip Ice Arctic winter studded tires provide excellent grip and handling on ice. Which the user receives thanks to Goodyear's MultiControl Ice technology. This revolutionary stud manufacturing technology increases the contact area of ​​the stud with the road surface, which provides highly effective traction and vehicle control when driving on ice. Due to this, the shape of the stud makes it even more stable, which maximizes braking force on ice and reduces the braking distance.

Specially designed unique V-shaped winter studded Goodyear UltraGrip Ice Arctic tires and serrated grooves improve traction on snowy roads. Due to this, handling on snow is improved, and when moving in deep snow, specially designed shoulder blocks cling to the snow on the side of the head.

GoodyearUltraGrip Ice Arctic winter tires demonstrate high performance on wet roads and roads covered with melting snow or ice. Hydrodynamic grooves on the tread quickly remove water from the tire surface, reducing the risk of aquaplaning. A special silicon polymer improves grip and braking on wet roads.

TEST RESULTS

Goodyear performed brilliantly this time around, outperforming all other studded tires in terms of balancing ride characteristics on a variety of surfaces. They are quite a bit behind the best tires on snow and ice, where they have short braking distances and good handling. The only weakness is the relatively low grip on wet pavement, but the drivers noted that the tires behaved consistently and safely.

Hankook Winter i*Pike RS – winter studded tires, test

OFFICIAL INFORMATION

The studded tire Hankook Winter i*Pike RS W419 is one of the new products prepared for domestic car enthusiasts by the famous Korean tire manufacturer. This tire is a logical continuation of another popular model in our country, the W409.

The new tire has a tread with a V-shaped directional symmetrical pattern. In the center of the tread there is now a more massive longitudinal rib, the high rigidity of which ensures excellent directional stability and high control efficiency when driving on winter surfaces. Two adjacent ribs are massive free-standing blocks that are located at a more acute angle relative to the direction of movement. The tread blocks have become significantly larger, and the distance between them has increased significantly.

Another notable innovation was the new rubber compound, which has greater elasticity, which was compensated by increasing the number of lamellas. In addition, the number of studs has increased significantly - there are now more than 120 depending on the size, and their location has been optimized for better grip on ice.

TEST RESULTS

The studded new product from Hankook in Russia is currently available for purchase only in two sizes - 205/55R16 and 215/65R16. It’s a pity, because the new Korean tire with an increased number of studs demonstrated good results in each of the tests in which she participated. And these are materials from the Autoreview newspaper and the Finnish research center Test World.

When braking on ice - second result! The only better tires are the Nokian Hakkapeliitta 8. The grip on snow is also good. All that remains is to improve the handling: both on ice and snow, the reactions lack clarity, especially when entering a turn.

Hankook tires do not shine on asphalt: there are complaints about both noise and smoothness, but the main puncture is weak deceleration during emergency braking on a dry surface.

For snow and ice it’s what you need, but for city driving it’s not the best option.

Nokian Hakkapeliitta 8 – winter studded tires, test

OFFICIAL INFORMATION

The manufacturer claims that the unique studding technology from the company that created winter tires provides unprecedented grip on ice and snow. Nokian Hakkapeliitta 8 performs well in extreme situations, is characterized by acoustic comfort, rotates easily, saves fuel consumption and reduces impact on the road surface.

The directional and symmetrical tread pattern of the Nokian Hakkapeliitta 8 with an increased number of tread blocks allows the studs to be widely spaced, which in turn provides excellent grip, wear resistance and low noise levels.

Thanks to the increased number of grooves in the tread, the edges of the Nokian Hakkapeliitta 8 sipes better grip snow and ice when touching the road surface. The small size of the tread blocks reduces the heat generated by the tire, which results in increased mileage and increased wear resistance of the tire.

The central tread blocks of the Nokian Hakkapeliitta 8 are firmly connected to each other, which improves the tire's rigidity and increases stability. The tread with deep grooves and open shoulder areas are excellent for self-cleaning from snow and slush.

The new Nokian Eco Stud 8 stud concept improves the safety and handling of winter tires in extreme situations. The Nokian Eco Stud 8 concept includes a new generation anchor stud, the flange shape reduces stud deflection, and a softening “pad” under the stud - Eco Stud, made from a special soft rubber compound. This layer improves the performance of the stud and softens contact with the road. This innovation has already been used in other Nokian Hakkapeliitta winter tires, but in the Nokian Hakkapeliitta 8 the thickness of the “pad” has been increased.

The studded Nokian Hakkapeliitta 8 tire has unprecedented grip on ice in the longitudinal and transverse directions. The location of each spike is optimized using computer modeling. The studs are distributed evenly over the entire tread surface.

The technology used in the Nokian Hakkapeliitta 8 improves the quality of grip when braking. The especially durable rubber compound inside the tread reliably blocks the stud in the block, stabilizes the movement of the tire on dry roads and ensures uniform tire wear.

Hakkapeliitta Cryo-silane Gen 2 tread compound based on second generation cryosilane.

Excellent winter grip at any temperature, wear resistance and lower fuel consumption. At low temperatures Rapeseed oil (a type of rapeseed) enhances the interaction between silica and natural rubber. The rubber compound of the tread remains elastic under all conditions. The tread block sipes are active and maintain a good level of grip when the temperature changes. Rapeseed oil improves the tensile strength properties of the rubber compound, and also improves grip on icy and snowy surfaces.

The new Nokian Hakkapeliitta 8 tire has improved grip when braking. Grip when braking on snow is improved thanks to braking boosters at the rear of the tread blocks. The serrated pattern of the brake boosters increases the grip area and improves traction, especially on snowy road surfaces.

Diagonal 3D support slats

In the central part of the Nokian Hakkapeliitta 8 tread, 3D lamellas reinforce it. The tire responds quickly and sensitively to steering wheel maneuvers, improving driving confidence and responsive handling. Self-locking 3D lamellas are the key to more precise handling. 3D lamellas located in the outer part of the shoulder zones, when touching the road, fix the checker blocks, connecting them into one whole, which improves the driving properties and controllability when driving along an arc and maneuvering on the track. A new rigid breaker package allows the tire to maintain its shape, despite road unevenness. More comfortable driving Contributing to this are impact-absorbing sidewall components and a choice of materials that effectively reduce noise levels felt in the cabin.

Tread wear indicator and winter wear indicator

The tread wear indicator (DSI - Driving Safety Indicator) is located in the central part of the tread and shows the remaining tread groove depth in millimeters. As the tire is used, the numbers are erased in descending order. The winter snowflake wear indicator remains as long as the tread groove is at least 4mm deep. Once the snowflakes have cleared, tires are considered unsafe for winter use and replacement is recommended. In addition, the info area is located on the sidewall of the Nokian Hakkapeliitta 8. During the seasonal tire change, you can make notes on the recommended tire pressure and their location, as well as enter the tightening torque of the wheel bolts.

TEST RESULTS

It is significant that Nokian Hakkapeliitta 8 became a leader in absolutely all tests. All experts admitted that in ice disciplines there is no equal to the top-end Nokian tire, at least in the segment of mass-produced, non-sports tires. The best braking distance and handling on frozen water are in its bag. The tires were also among the best on snow. They showed some weaknesses only in tests of braking and handling performance on wet asphalt. However, experts noted that this is a normal situation if, when creating tires, the main priority is maximum grip on ice. And the magazine “Behind the Wheel” additionally awarded Nokian studs the title of the most economical in their test.

Nokian Nordman 5 – winter studded tires, test

OFFICIAL INFORMATION

About the Nokian Nordman 5 it is written: “The new Nokian Nordman 5 studded tire is a precise and balanced tire for difficult winter conditions.” Although in reality it is not entirely new, because it is the already known Nokian Hakkapeliitta 5. Tread pattern and Constructive decisions are similar to the solutions used in it.

The round, lightweight stud works well in combination with the new harder rubber compound and the stud is firmly anchored within the tread. This has a positive effect on grip and reliability. The bear claw technology, which has proven itself in the Nokian Hakkapeliitta tires, improves grip. In the shoulder areas of the Nokian Nordman 5 tire there are special grooves for lateral grip. Combined tread blocks in the central zone make the transfer of control from the steering wheel more precise. The tread pattern makes contact with the road smoother and allows the tire to rotate more easily.

TEST RESULTS

Nokian Nordman 5 is a logical continuation of Nokian Nordman 4. New product of the year. And regarding this model, the opinions of experts were not unanimous. If the Nordman 5 turned out to be an outsider in the Test World rating, then the tire expert “Behind the Wheel” - Sergey Mishin awarded these tires “bronze”. Thus, in the report of the Russian auto magazine, Nordman 5 ranks next, behind Continental tires, position, despite the fact that Formula Ice, Sava Eskimo Stud, Japanese Bridgestone, Yokohama and Toyo tires, as well as Cordiant Snow Cross, Avatyre Freeze and Aeolus Ice Challenger AW05 were worse than Nordman 5. Why?

The assessment of Russian experts is influenced not only by the driving parameters of the tire, but also by their relationship to price, while Test World is based only on the behavior of the car in the test tires. One way or another, both expert communities stated good behavior on snow, average on ice and poor on asphalt.

In a report from the Autoreview newspaper, the new Norman 5 was even ahead of the “eighth Hakapeliitta” in some disciplines. Oleg Rastegaev wrote that it is easier to drive on a winding icy road with Nordman tires. And they work better in deep snow. But on adhesion properties on ice and snow. At the same time, Autoreview noted that this is a very good choice for the money.

Sava Eskimo Stud – winter studded tires, test

OFFICIAL INFORMATION

The Sava Eskimo Stud is an affordable tire for extreme winter conditions. Hex studs, special edges and a silicon-containing polymer allow these tires to handle icy, snowy and wet roads with ease.

These are the advantages of its rubber that the manufacturer claims.

With the Sava Eskimo Stud winter tire, the driver will feel confident on unpredictable winter roads. Hex studs provide good handling and grip on icy surfaces. Special sipes improve handling on snow. In addition, Sava Eskimo Stud tires demonstrate good performance on wet roads thanks to the use of a special silica-based polymer in the tread with a directional pattern.

Eskimo studded tires guarantee effective braking on slippery roads covered with ice or snow. The optimal shape of the tire allows you to increase the contact area with the road for better braking. Spikes will help improve contact with the road when braking.

When using Sava Eskimo Stud, the driver will enjoy a silent and comfortable ride. The blocks and studs are positioned in such a way as to reduce tire noise and ensure a smooth ride.

The economic feature of the Sava Eskimo Stud tire is the use of a wear-reducing polymer to extend the life of the tire.

TEST RESULTS

Each of the expert publications that tested the tire noted the confident behavior of the Sava Eskimo Stud on asphalt. In all other respects, opinions were no longer unanimous. In Test World, Sava tires were praised for their handling on ice, but to complete the picture, the experts lacked confident braking. But the team of the magazine “Behind the Wheel” rated the ice character of the Sava Eskimo Stud higher, but with the same reservation as in the case of the Bridgestone BLIZZAK Spike-01, that is, confident driving on ice was achieved only due to the strong protrusion of the spikes. The Vi Bilagare experts' point of view is that behavior on the ice is not good enough, but otherwise it is acceptable.

Michelin X-Ice North 3 – winter studded tires, test

OFFICIAL INFORMATION

In 2013, Michelin introduced new tires MICHELIN X-ICE North 3, created for the markets of Russia and the CIS, as well as Scandinavian countries, where roads are covered with snow and ice almost all winter.

Weather conditions in these regions vary throughout the winter, resulting in poor tire traction. In this regard, there is a need to develop tires that provide maximum grip on all types of winter roads - snowy, covered with ice or frozen snow, rolled or melted snow.

Winters in Russia and the Scandinavian countries are harsh, so the MICHELIN X-ICE North 3 tires were created on a research platform specially created by the Michelin Group to guarantee an unprecedented level of safety for motorists in the northernmost regions of the world. The MICHELIN Total Performance strategy is fully reflected in the new MICHELIN X-ICE North 3 tires, which provide even more performance to their owners. It is expressed in maximum safety on icy and heavily snowy roads, with sub-zero temperatures or in other extreme winter driving conditions. At the same time, the tire provides maximum mileage, which is achieved through more reliable stud fastening compared to the previous generation.

As a result, the new MICHELIN X-ICE North3 tire is more than safety for real winters. The braking distance on ice has been reduced by 10%, stud fixation has been improved by 25%, and a more durable sidewall provides a high level of safety for a longer period.

Michelin engineers have combined a whole range of innovative technologies to ensure that the third generation of MICHELIN X-ICE North tires demonstrates efficiency in several areas at once: in the field of safety (even in the most extreme winter conditions), as well as in terms of wear resistance, thanks to the increased reliability of stud fastening. These innovations form the basis of the Intelligent Stud System, first introduced in the MICHELIN X-ICE North 3. This system includes a new thermoactive rubber compound from which the lower tread layer is made, a special IPRem technology for removing chips of ice, as well as a new conical stud shape. .

To achieve maximum performance of the new MICHELINX-ICE North 3 tires, Michelin engineers have rethought all tire parameters responsible for safety when driving on icy and other dangerous road surfaces, paying particular attention to Special attention tread and studs. Emphasis was placed on the shape of the studs, their placement, tread pattern, as well as the composition of the thermoactive rubber compound. The process of creating these tires was considered as a whole and was aimed at achieving the highest possible grip on ice and snow, combined with longer service life.

The latest generations of MICHELINX-ICE North tires had a two-layer tread, where the upper rubber layer was responsible for grip, and the lower, inner layer was responsible for fixing the studs. Introducing the new MICHELIN X-ICE North 3 studded tire, Michelin is pleased to demonstrate a masterpiece of technical and chemical thought - a thermoactive rubber compound. It is designed exclusively for use in studded tires as a base, inner tread base.

It is responsible for reliable fixation of the base of the studs, as well as for the puncture force of the studs in the MICHELIN X-ICE North 3 tire. The mixture can change its properties depending on the temperature. Thus, in warm weather the tire remains relatively soft, which allows the studs to press into the tread when used on asphalt. At the same time, grip on dry and wet roads is improved by reducing the “skating-like” sliding effect. As the temperature drops, the rigidity of the thermoactive rubber mixture increases, the studs receive a very hard base, which increases the puncture force of the studs and allows them to effectively “bite into” the ice, providing the necessary grip when accelerating or braking. All this allows you to demonstrate high grip characteristics on ice, regardless of its condition and temperature.

When developing the MICHELIN X-ICE North3, special attention was paid to the tread space around the stud. When moving on ice, ice crumbs form around the studs, which impede the operation of not only the studs, but also the rubber compound. This effect significantly worsens grip on ice, lengthening the braking distance and increasing acceleration time.

To combat this problem, special wells were created to collect ice chips formed during the operation of the studs, which significantly improves traction on ice.

The new tenon has a classic round cross-section on both tenon flanges and the carbide insert. However, the shape of the spike has features that distinguish it from its predecessor. A cone-leg is installed on the wider base of the tenon (now it has a diameter of 9 mm instead of 8 mm), and then an upper flange with a carbide insert. This stud shape with elements expanding towards the bottom significantly improves the fixation of the stud in the tire tread, preventing premature loss. The new MICHELIN conical stud lasts 25% longer than the previous generation.

Compared to the previous generation, the new MICHELIN X-ICE North 3 tire tread has three unique properties:

The number of tread sectors has been increased by more than 15%! And now the MICHELIN X-ICE North 3 tire in size 205/55 R16 has 70 massive edges located across the entire tread width (instead of 59 for its predecessor). Such a significant increase in the elements responsible for traction on snow made it possible to improve not only acceleration, but also cross-country ability.

The tread uses a special “Step In-Step Out” shape for the shoulder area. Having paid attention to the structural features of the tread of mud tires, the developers adopted the toothed structure of the shoulder area (when its blocks have different protrusions). This structure allows you to significantly improve the tire's cross-country ability in deep snow and slush.

The tire's drainage channel system has been modified to improve handling in slushy snow conditions. The grooves are now positioned towards the outer edge, making snow evacuation easier and reducing the risk of hydroplaning.

The MICHELIN X-ICE North3 tire is distinguished not only by an increased level of safety on winter roads and wear resistance, but also by a strong sidewall, which reduces the likelihood of damage or rupture of the tire. Strength is achieved through MICHELIN IronFlex™ technology (a first for a MICHELIN winter tire), which increases sidewall rigidity and deformability for optimal handling. MICHELIN IronFlex technology features high-strength carcass threads with exceptional flexibility and a special sidewall design that quickly dissipates peak loads.

TEST RESULTS

From a tire with such a big name, you expect a place on the podium, or at least a position close to it. And Michelin X-Ice North 3 from year to year ranks in the middle of the list, or even lower. Three European tests and only one “silver”. In the rest, the location is close to short circuit. However, if you look at it, the tire has a well-known French brand there are many advantages. They drive well on wet and dry asphalt, make little noise, and most importantly offer a decent service life. The only pity is that there is not enough stability on ice and snow. A justified choice for purely urban residents, where snow and ice are melted with reagents.

Pirelli Ice Zero – winter studded tires, test

OFFICIAL INFORMATION

The new Pirelli Winter Ice Zero tire is the first studded representative of the “P Zero collection”. A completely new generation of studded winter tires, developed by Pirelli engineers using 40 years of rally experience.

Pirelli Winter Ice Zero provides the highest performance in the most severe winter conditions of the northern countries: dense snow cover and extremely low temperatures.

In the production of Pirelli Winter Ice Zero, the new PIRELLI DUAL STUD tire stud technology is used.

Tested in the harshest winter conditions. Pirelli tests its products where atmospheric conditions are extreme, because its goal is to always show the highest results.

Developed based on 40 years of experience in rally racing. A radical test bed for tires that are designed for rough, uneven surfaces, ice and snow. A story that combines Pirelli and rally racing, with more than 200 victories.

TEST RESULTS

Usually Pirelli winter tires perform well in tests, but never delight experts. This season, the stars aligned better for Italian tires, although they did not reach the ideal level. In any case, in none of the tests did the model fall below the fifth position.

The tire showed good results in all driving disciplines. And it would seem that they are even mutually exclusive. Equally good behavior on ice, snow and asphalt. An annoying minus is acoustic noise and sudden slips into skids.

Text prepared by: Roman Kharitonov

The magazine "Behind the Wheel" compared affordable 14-inch winter tires, which are most often used by owners of Lada cars and inexpensive used foreign cars.

The following winter studded tires were tested: Aeolus Ice Challenger, Yokohama iceGUARD iG 55, Sava Eskimo Stud, Nordman 5, Nokian Hakkapeliitta 8, Bridgestone Blizzak Spike -01, Formula Ice, Continental Conti Ice Contact 2, Avatyre Freeze and others.

Experts from Za Rulem magazine ran each set of studded tires for 500 km. Experts measured acceleration and braking on snow and ice. Asphalt tests were carried out taking into account the intensity of rubber wear. Comparative tests began with assessment and measurements of rolling resistance, and only in the finals were braking performed on asphalt. The amount of protrusion of the spines was measured before and after the tests.

As a result, 10th, 9th and 8th places were taken, respectively: Avatyre Freeze, Cordiant Snow Cross, Toyo Observe G 3-Ice. Rest places in the ranking of winter studded tires 2015-2016 from the magazine “Za Rulem” The test results were distributed as follows:

7 Yokohama iceGUARD iG55

Pros: Average level of grip on ice, satisfactory handling on snow and ice, directional stability on snowy road and passability.

Cons: Very weak braking properties on asphalt. Low longitudinal grip on snow. Difficulties with directional stability on asphalt.

Conclusion: They will show their best properties on icy roads.

6 BridgestoneBlizzakSpike-01

Pros: High grip on ice. Satisfactory handling on snow and ice. Directional stability on any road.

Cons: Weak braking properties on asphalt. Low level of traffic. The noisiest, toughest.

Conclusion: They will reveal their best qualities on icy and snowy roads.

5 SavaEskimoStud

Pros: High grip on ice. Excellent braking properties on wet asphalt. Good longitudinal grip on snow.

Cons: Problematic directional stability on asphalt. Difficulties with handling in snow and ice, with maintaining course on a snowy road. Low level of comfort.

4 FormulaIce

Pros: Excellent braking properties on wet asphalt, acceleration on snow, modest fuel consumption at a speed of 90 kW. at one o'clock.

Cons: Weak braking properties on snow. Low level of comfort.

Conclusion: Suitable for any winter roads.

3 Nordman 5

Pros: Good braking properties on snow. The most economical tires at any speed. High cross-country ability.

Cons: Minor comments regarding directional stability, handling and comfort level.

2 ContinentalContiIce Contact 2

Pros: Better traction on snow and lateral grip on ice. Excellent braking properties on asphalt. Strict course following, controllability on snow and ice. High cross-country ability.

Cons: Minor comments regarding directional stability on asphalt and comfort level.

Conclusion: Suitable for any winter roads and winter off-road.

1 NokianHakkapeliitta 8

Pros: Better longitudinal grip on ice. High grip on snow. The most economical. Excellent maneuverability. Strictly follow the course on any road. Constant controllability.

Cons: Average braking properties on asphalt. Minor note regarding comfort.

Conclusion: Suitable for any winter roads and will give you confidence in winter off-road conditions.

We have collected 13 sets of the most popular studs on our market in the most common size for foreign cars, at prices ranging from 3,300 to 8,500 rubles. There are two new products: Continental ContiIceContact 2 and Yokohama iceGUARD iG55. We would like to separately mention one of the most inexpensive tires on the market - domestic development in the Chinese version Avatyre Freeze (3300 rubles), as well as the updated Hankook i’Pike RS Plus with an increased number of studs. We tested tires at the AVTOVAZ test site. “White” tests (on snow and ice) were carried out in January - February at temperatures of -25...-5 ºС. The “dirty” work was done on May (winter tires are designed to operate up to +5...+7 ºС) asphalt, when the roads finally dried out and there was no wind - this is very important for determining fuel consumption. He helped us test the tires. By the way, almost all tire companies use this model during their internal tests.

WHERE DO WE START?

From a thorough inspection of the tires, weighing them, measuring the depth of the grooves and the hardness of the rubber. And of course, by counting the number of spikes and measuring their protrusion. After installing the tires on the rims, we begin running them in - each set ran 500 km before testing.

After running in, we check how much the hardness of the rubber and the amount of protrusion of the studs have changed. We make sure to put a mark on the sidewall of each tire indicating which wheel it was on, and save this installation pattern during all tests.

WHITE MOVE

We start by assessing the longitudinal grip of tires on snow and ice. To do this, we measure the acceleration time and the braking distance. The exercises are quite simple: repeat the measurements several times with the traction control system turned on (ABS always works). On some tires you get stable results in five or six repetitions, on others, if the performance varies, you have to carry out up to ten or more runs. The accuracy of measurements is guaranteed by the professional VBOX measuring system, which records speed, time and distance and is guided by GPS satellites.

The next step is to evaluate lateral grip on ice. To do this, all tire manufacturers traditionally use roundabouts. The shorter the time it takes, the better the grip. On compacted snow, we evaluate the lateral grip properties together with the behavior of the car during a changeover - an abrupt change of lane (lane width 3.5 m) in a strictly fixed corridor. For this purpose, we use the shortest, 12-meter rearrangement, which gives maximum lateral load on the tires. For reference: the behavior of cars is usually assessed at 16- and 20-meter lengths, and road trains are tested at the longest (24 m).

The ice has to be thoroughly swept away every two or three runs. Otherwise, the tires will slip on the small crumbs formed under the studs and the results will “float away”. In the snow, you have to make sure that a bead does not form, which can serve as a side support. And in any exercises, after a series of tests (two or three sets), we conduct a race on base (control) tires - based on the obtained reference data, we recalculate the final result. Moreover, snow and ice change their properties significantly during the test day.

HUMAN FACTOR

Let's move on to the expert assessment. Two testers, taking turns, determine how easy it is to drive a car on certain tires. Sometimes, to ensure the results are correct, we involve a third expert.

The most important exercises are to assess the vehicle's directional stability and controllability on snow and ice surfaces, as well as on mixed terrain. We focus on two aspects.

The first is the behavior of the car. At maximum speed, it is considered ideal for the car to gently slide outwards with all four wheels, without twisting the trajectory. Automotive and tire experts unanimously consider skidding with loss of direction to be the most undesirable. The sharper and deeper it is, the lower the score. The attitude towards the demolition of the front axle is more loyal. True, the “scale of the tragedy” is also important here. After all, strong drift forces the driver to twist the steering wheel, which again can lead to.

The second aspect is the ease of driving. We evaluate the speed of reactions to steering inputs, steering angles (the more you need to turn the steering wheel, the worse), as well as the information content of the steering gear.

Additionally, we record how abruptly the sliding begins, whether it is easy to drive a car while sliding, and how quickly the grip is restored after sliding.

We check directional stability at high (90–110 km/h) speeds, turning the steering wheel at small angles sufficient to change lanes smoothly, but when assessing controllability, the opposite is true: the speed is lower, we work more actively with the steering wheel.

An equally important test for our conditions is cross-country ability in freshly fallen snow. In virgin lands we evaluate the ability to overcome snowdrifts on foot ( traction control system turn off), maneuver, start, get out in reverse. We don’t forget to evaluate the simplicity and ease of operation: an experienced driver can drive almost anywhere, so we focus on the average driver who does not know any special techniques. Therefore, tires that can only run under tension, without slipping, do not receive a high score from us. In this category, Goodyear UltraGrip Ice Arctic tires had no equal - they turn a front-wheel drive car into a full-fledged all-terrain vehicle.

We evaluate the noise in the cabin and the smoothness of the ride at different speeds and surfaces, right down to the ridge - the trace of the tractor tread. Experts are interested not only in the level, but also in the tone of the noise. The ride rating shows how well the tires absorb shock and vibration from road imperfections.

RELEASE SPINES

After the “white” tests, we examine the tires again - we check how the protrusion of the studs has changed. The leaders are Avatyre, Continental, Cordiant and Nordman, for which this parameter remained unchanged. The studs on Gislaved, Michelin, Nokian, Pirelli, Toyo and Yokohama tires have grown by no more than one tenth of a millimeter - this is quite acceptable. Bridgestone released “claws” of 0.1–0.2 mm, which can be considered a satisfactory indicator. But with a caveat: several studs protruded from the tread by more than 2.5 mm. But for Goodyear and Hankook tires the changes are more significant - their “nails” stretched by up to 0.3 mm during the tests. This means that they do not stick to the rubber as well as others. Let me remind you that with next year Technical regulations The Customs Union, which unites Russia, Belarus, Kazakhstan, Armenia and Kyrgyzstan, introduces a limit for the protrusion of studs on a new tire: 1.2 ± 0.3 mm.

IN BLACK

We begin asphalt tests with measurements of free runs, which we convert into fuel consumption, relying on a database collected over many years. We take measurements in both directions to neutralize the influence of even a light breeze or road slope. Although, by and large, this is reinsurance - the “laboratory” section of the test site’s expressway is flat, and we take readings only in calm weather, which usually happens at night in this region. Before measuring tires and transmission. At the same time, on this ten-kilometer section we evaluate directional stability - now also on asphalt.

The final tests are to determine the braking distance on dry and wet asphalt. After each measurement, to ensure correctness, we cool the pads and discs. To do this, on the way back, the testers brake only with the engine, switching to low gears. To water the road, we use a device of our own design: water in a layer of up to 2 mm is supplied to the road by motor pump through garden sprayers from a 500-liter barrel, which ours carries in a trailer.

The results were surprising: on asphalt the new ones stop the car the fastest ContiIceContact tires 2. Although theoretically a tire with 190 studs is bound to lose to models with fewer “nails”.

The final stage: we inspect the treads after braking and count the spikes that have popped out. This time the “Japanese” were embarrassed: Bridgestone lost 18 studs, Toyo - seven, and another one had a broken hard insert. We believe that Bridgestone’s massive losses are associated with excessive protrusion of the “nails” above the tread (1.7–2.6 mm after “white” tests). During emergency braking on asphalt, the protruding spikes bend strongly, as evidenced by rubber ruptures near many of the “claws” and their worn-off tops. U Toyo tires the protrusion does not exceed the critical 2.0 mm, therefore the reason is either incorrect studding or deviations in the external dimensions of the “studs”.

In the final standings, the leading positions with a noticeable gap from the rest were taken by the second generation ContiIceContact (927 points) and the test winner - Nokian Hakkapeliitta 8 (932 points). The difference between their overall results in our ranking is only half a percent.

For the most meticulous

The tires collected in our test can be divided into three groups according to the number of studs.

The first, “classic”, costs 127–130 per tire (this includes the Avatyre with 120 studs). This group includes quite old models that cannot now be sold in Scandinavia: since July 2013, more stringent standards have been introduced there that limit the number of “nails” on a wheel (no more than 50 studs per linear meter of circumference).

Therefore, a second, “law-abiding” group appeared - 96–97 studs per tire. This includes three models - Michelin X-Ice North 3, Gislaved Nord Frost 100 and Toyo Observe G3‑Ice. However, as can be seen from the test results, the number of “claws” does not provide a clear advantage to either the “classics” or the “law-abiding” ones.

There is a third group - “cunning ones”, who have up to 190 thorns, but are not subject to the ban. These are models that exploited a loophole in the Scandinavian rules. The fact is that the limit on the number of studs does not apply to tires that destroy the road surface no more actively than “law-abiding” ones. Nokian, Continental, Hankook, Pirelli, Goodyear and Yokohama passed this wear test, which can only be carried out by certified laboratories.

We express our gratitude to the tire manufacturing companies that provided their products for testing, as well as to the employees of the AVTOVAZ test site and Tolyatti companies"Volgashintorg" and "Premiere" for technical support.