Finnish tires have always been famous for their quality. So the tires immediately took the lead, showing the best results in 13 out of 16 indicators in the tests conducted by “Behind the Wheel”. Compared to last year's Hakkapeliitta 7 wheels, the Nokian Hakkapeliitta 8 has increased the number of anti-skid studs by almost 50%, and also changed the pattern of their location on the tread, as a result of which not a single stud overlaps the neighboring one. In addition, the new shape of the studs avoids strong deflection of the stud under load, providing maximum traction. Thanks to this, Nokian Hakkapeliitta 8 tires make it possible to achieve the highest level of wheel grip properties both on ice and on snowy surfaces. In addition, Hakkapeliitta 8 tires guarantee excellent crossover performance and easy handling on asphalt.
Another newcomer to the market, coming from Finland, is the tires that won the. These tires are based on an innovative composition of a rubber mixture with an abundance of crystalline multifaceted particles with a deep layer, as a result of which the quality of tire adhesion to the road surface does not decrease as the tread wears off. Nokian Hakkapeliitta R2 tires are perfect for winter, avoid unnecessary fuel consumption and provide high acoustic comfort while driving. The weak points of the Nokian Hakkapeliitta R2 include average braking performance on open asphalt.
Tires are another bright representative in the series of new products for the upcoming winter season 2013-2014. These tires were created practically from scratch using a number of new design and manufacturing technologies, which brought tire quality to a new level. First of all, we note the use of new, overload-resistant Cross-Edge Pins with the function of self-cleaning the slats from snow and ice dust. The Blizzak Spike-01 also features a new cross-groove tread pattern with widened intersections and added shoulder grooves to enhance the tire's off-road performance.
The tires are no less technologically advanced, although they belong to the class of studless winter tires. To create them, an improved Multi-Cell Compound was used, and the tread was developed using a new generation of design software. Blizzak VRX tires were conceived primarily as an effective means of dealing with snow, and therefore the tread received two specialized patterns - arrow-shaped for uniform traction and specially shaped cross grooves that provide strong grip on snow-covered surfaces. Both patterns are located asymmetrically relative to each other, which significantly increases the off-road performance of the Blizzak VRX tires.
The tires (which “for some reason” did not take part in the “Behind the Wheel” testing) are one of the few specifically designed for harsh and frosty winter conditions with roads constantly covered in ice or snow. The new shape of the studs, as well as their improved fixation, allows for reliable grip on the road both on snow and on rolled ice. In addition, Michelin X-Ice North 3 tires perfectly counteract possible vehicle skidding, without having a negative impact on handling and directional stability. The third generation of these tires combines many new innovative developments from Michelin (the Smart Stud System includes a new thermoactive rubber compound in the tire tread ThermoActive Tread Compound, as well as Ice Powder Remover technology and Michelin conical stud). As a result, we get a 10% reduction in braking distance on ice and a 25% improvement in stud fixation... and the stronger sidewall in the new generation Michelin X-Ice North provides a greater level of safety for a longer period of operation.
Another studded new product for the 2013-2014 season is . This rubber features the all-new Pirelli Dual Stud technology, which features a double extended tungsten carbide core, a flat outer surface to prevent premature wear, and a wide multi-directional base at the base of the stud to optimize load distribution and reduce mobility. The stud of the Pirelli Ice Zero tires has a bi-directional “double claw” shape, which allows them to “bite” into the icy road surface more effectively, providing a high level of cross-country ability even in dense and high snow layers.
The new tires are designed to provide unrivaled grip on icy roads and effective braking on snowy surfaces. Their new lightweight aluminum studs with a hexagonal high-strength core and a reinforced base cope perfectly with overloads, and also provide the necessary level of traction when driving on snowy off-road conditions. Formula Ice winter tires use a more frequent arrangement of studs than a standard winter tire, thanks to which the new product provides better performance in terms of emergency braking on winter roads. A new directional tread pattern with wide lateral grooves and a bi-directional center rib provides excellent handling on any surface, as well as quickly removing snow or water from the tire contact area with the road.
Let’s complete the review of new products for the upcoming winter season with Swedish tires, designed in collaboration with the German company Continental and positioned as premium tires. An interesting fact is that in the Nord Frost 100 tires, the developers were forced not to increase, but to reduce the number of studs due to new requirements of the European Union. As a result, an advanced technology for the production of “three-beam” spikes “Tikka Spikes” with a reinforced base design was born. In addition, the arrangement of studs on the tread and their orientation relative to each other have changed. As a result, Gislaved Nord Frost 100 tires demonstrate simply impressive braking reliability on roads covered with snow or ice, and also provide excellent maneuverability and directional stability of the car in winter road conditions. However, we note that you will have to pay for this with slightly increased fuel consumption. The tread pattern of the Nord Frost 100 tires has also undergone a significant transformation: the central rib with oblique grooves is made of a stiffer rubber compound, which guarantees stability on the road, and the side areas are equipped with a large number of specially shaped diagonal grooves for more efficient removal of wet snow.
So, we have become acquainted with the list of the main new winter tire products for the 2013/2014 season on the Russian market, now it’s time to decide on a rating based on the results of in-depth testing conducted by specialists from the Za Rulem magazine. We will not go into technical details and talk about testing methods; you can find out about this data yourself in the September issue of the magazine “Behind the Wheel”. We will present the final rating, dividing it separately into studded and non-studded tires (R14 175/65 tires were tested).
The best studded winter tires 2013-2014 (according to the results of the “Behind the Wheel” tests):
- Continental ContiIceContact
- Michelin X-Ice North 2
- Gislaved NordFrost 100
- Nordman 4
- Kama Euro 519*
- Cordiant Polar 2
- Amtel Nordmaster ST
* The new Kama Euro 519 winter tires were tested outside of the official classification, since they represent an experimental batch of tires from a well-known Russian manufacturer and, at the time of testing, were not yet available for retail sale.
The best non-studded winter tires 2013-2014 (based on the “Behind the Wheel” tests):
- Michelin X Ice 3
- Continental CVC 5
- Nordman RS
- Bridgestone Bizzak Revo GZ
- Pirelli Winter IceControl
- Cordiant Winter Drive
- Yokohama iceGUARD IG50
In conclusion, we would like to remind you once again that you can find detailed information about testing methods and the exact results of this winter tire rating in the September issue of Za Rulem magazine.
Winter is coming, and we have already tested budget winter tires in the popular size 205/55 R16. Already known models and new items of the season took part in the test. Ten sets of tires were tested on winter roads and asphalt. The domestic Belshina presented a couple of pleasant surprises. But let's talk about everything in order.
At a winter testing ground in Finland, we tested ten sets of tires: Nokian Nordman RS2, Gislaved Soft Frost 200, Cordiant Winter Drive, Hankook Winter I*Cept iZ2, Dunlop Winter Maxx WM01, Kumho I`Zen KW31, Sava Eskimo Ice, Belshina Artmotion Snow Bel-317, Viatti Brina V521, Nitto Therma Spike.
The most expensive tires in our test were Dunlop tires - 195 rubles, but the Russian Cordiant tires were the cheapest - 93 rubles. But all tires in one way or another belong to the budget line in their model ranges.
The winter part of the tests was carried out at the polar test site on ice and snow at a temperature of −10...-8 °C. The spring part of the tests took place at a temperature of +5...7 °C.
Ice test
Ice is not the most pleasant surface for friction tires, but if they are of the Scandinavian type, they should perform well even in such conditions.
When braking on ice, the difference between first and last place was 4 meters. When braking from a speed of 25 km/h, this is quite a lot.
In the “Acceleration on Ice” exercise, the situation remained virtually unchanged, only Hankook and Sava swapped places. However, for some, the results of this test may not be decisive when choosing tires.
But the ability of a tire to hold a corner, that is, the level of lateral grip, is an important indicator. We evaluate it by moving as fast as possible around the ice circle.
Here, Viatti tires unexpectedly took second place, the four outsiders remained unchanged. But for a more comprehensive assessment of the behavior of both tires and the car on ice, we conduct a series of races along a winding ice track. In addition to lap times, we subjectively evaluate the car's handling.
The main surprise was not the first place of Cordiant (although the Russian tires surprised), but the seventh place of Belshina. Moreover, the loss to the leaders is not so great, but for ourselves we noted that the car on domestic tires drives, although not too fast, but predictably, and therefore safely. Nitto frankly failed in this test, losing even to the penultimate place by about 4 seconds.
Snow test
If tests on ice quickly reveal shortcomings in the tire design, then snow is no longer such a demanding surface. In braking, the spread of results was only 7%.
We can’t help but note Belshina’s excellent fourth result. She lost a meter of braking distance to the leader. Nitto also managed to fail in the snow, showing the longest braking distance.
When accelerating on snow, the spread of results has already increased to 15%. At the same time, the top six kept the difference within 5%. "Belshina", alas, ended up in the last three, although in fact the loss of the outsiders did not exceed one and a half seconds.
Despite excellent braking results, Hankook tires were in last place in handling on a winding snowy track, losing about three seconds to the leader, Sava tires. Belshina ended up in seventh place, demonstrating good grip. But the tendency to drift prevented me from driving faster.
Asphalt test
In large cities, where roads are kept relatively clean in winter, tires spend most of their time on asphalt. Here you can add the off-season periods, when temperatures are already low, but there is no snow yet. In such conditions, winter tires must also provide safety. We perform braking tests on asphalt, dry and wet, and also evaluate handling on wet asphalt.
It often happens that tires that did not perform very well in winter tests prove themselves on asphalt. This is exactly what happened with Belshina.
In braking on wet asphalt, Sava tires showed the best results. Belshina has an unexpected second result. And the longest braking distance turned out to be Dunlop and Kumho - they “went” 4 meters further than the leaders.
On dry asphalt, Nokian rose to first place, Belshina dropped to sixth position, losing a little more than a meter to the leader, which cannot be considered a failure.
The last surprise was presented by Belshina in the handling test on wet asphalt.
We managed to drive the wet handling track the fastest on Sava tires. Belshina's fourth place is an excellent result. In addition to the good absolute time on the track, we noted the reliable and understandable behavior of the car on domestic tires.
Rolling resistance
Tire rolling resistance is assessed on a special stand. The parameter indicates how easily the tire rolls on the road. The lower this figure, the more economical driving on such tires will be.
Results and assessments
The results of all tests with ratings can be viewed in the final table. If we analyze the intermediate scores, it turns out that in the asphalt part of the program Belshina Artmotion Snow took fifth place, behind only famous brands. But the final ninth place went to the Belarusian tire manufacturers due to lack of grip on ice.
First place winners Nokian Nordman RS2 They performed excellently in all “ice” disciplines, confidently handled the snow and braked better than anyone else on dry asphalt. But they cost from 142 rubles. We recommend it to those who live outside the city and most often drive on snow and ice.
Finnish Russian-made tires lost quite a bit to Slovak tires Gislaved Soft*Frost 200. But they pulled out due to good performance on asphalt, although in winter tests they also did not lag behind the leader. Good universal tires, but the price is slightly higher than average - 150 rubles.
Korean Hankook Winter I*Cept iZ2 They braked the best on snow and never failed in other disciplines, for which they received a well-deserved third place. At a price of 140 rubles, you can choose them as a universal “shoe” if you don’t trust the Russian product.
Polish Sava Eskimo Ice It handled well on snow and wet asphalt, but failed to accelerate in the snow. The rest of the performance was average, so the fourth place. At the same time, the price is not the lowest - 129 rubles.
Russian tires with an indistinct name Viatti Brina V521 took fifth place in the test. They did not fire in any of the tests, but they did not fail either. Therefore, at a price of 96 rubles, they can be considered a good purchase for those who do not like to spend extra money.
Sixth place finishers Cordiant Winter Drive lived up to its name, ahead of all competitors in handling on ice. But at the same time they showed the worst result in braking on dry pavement. However, at the lowest price - 93 rubles - they are quite acceptable tires for moderate winters.
Chinese Kumho I`Zen KW31 and Japanese Dunlop Winter Maxx WM01 scored almost the same number of points, taking seventh and eighth places, respectively. In all indicators they were slightly below average, but without obvious failures. At the same time, Chinese tires cost 167 rubles, and Japanese ones - 195 (the most expensive in our test), so Chinese tires would be a more rational choice.
Ninth place went to domestic tires. The reason for the low place is unimportant results on ice, but confident behavior on asphalt, both dry and wet. At a price of 107 rubles Belshina ArtMotion Snow can be safely recommended to those who spend most of their time on clean city roads, occasionally getting into the snow. Our tires also boast a large tread depth of 10 mm.
Japanese tires Nitto Therma Spike They didn’t show themselves to be anything special, showing the worst results in three disciplines - handling on ice, braking on snow and handling on a wet track. At a price of 138 rubles, it makes sense to look towards other manufacturers.
Despite the hot summer outside, sensible drivers always take care of purchasing winter tires in advance. High-quality tires will allow you to maintain full control over the car even in icy conditions and snow drifts. Choosing the best winter tires is not easy - after all, there are hundreds of models on the market from famous and not so famous tire manufacturers.
Also check out the year. And the 2013, 2014 seasons.
10. Nexen Winguard 231 – studded radial tires
A rib runs through the center of the tire, which, together with two longitudinal grooves, improves braking and ensures stable ride quality. The cost of one R16 tire starts from 2,500 rubles.
9. Michelin Pilot Alpin PA3
– studless tires designed for powerful cars and sports driving. The tires guarantee excellent steering response and reliable grip even on icy roads. The average price of an R16 tire is 4,000 rubles.
8. Nokian Hakkapeliitta C Cargo
– for light trucks, minibuses and vans. These studded tires maintain excellent grip and handling even when the car is fully loaded. The average cost of one R16 tire is 7,000 rubles.
7. Nizhnekamskshina Kama-Euro-519
– studded tires for passenger cars. The tire tread consists of two layers of different textures, which allows it to maintain elasticity during use in winter conditions, while at the same time reliably holding the studs. The cost of an R16 tire is about 3,000 rubles.
6. Goodyear Ultra Grip Ice Navi Zea tires
– friction winter tires, characterized by a unique material composition. The tires are great for driving in icy conditions, as the tread contains chemically treated glass fibers that literally cut the surface of the ice. The average cost of one R16 tire is 5,500 rubles.
5. Cordiant Sno-Max
– studded tires providing high levels of safety, dynamics and comfort. The tires are suitable for sports driving and are characterized by increased wear resistance. The average price of one R16 tire is 4,100 rubles.
4. Kumho Ice Power KW21
– friction tire with spica-shaped tread pattern. The tires provide reliable grip and prevent lateral slipping when turning. The composition of the material is as environmentally friendly as possible. The average cost of an R16 tire is 4,500 rubles.
3. Pirelli Winter Sottozero II
- the second series of reliable and popular tires, first released in 2004. The tires are characterized by such high reliability and dynamics that they are perfect for use on sports cars. Porsche, Lamborghini, BMW and Aston Martin purchase these tires for factory equipment. The average cost of one R16 tire is 9,500 rubles.
2. Nokian Nordman 4
– durable and wear-resistant studded tire for all road conditions from October to April. As many as three models from Nokian were included in our list, which indicates the high quality of tires and the reliability of the manufacturer. The average price of an R16 tire is 2000 rubles.
1. Nokian Hakkapeliitta 7 SUV
- 2012. This studded tire features reliable grip, increased comfort and a reinforced frame. The tires are perfect for SUVs and SUVs. The material contains natural rubber, silica and rapeseed oil. The tires are resistant to tearing and withstand collisions well with sharp edges of stones and curbs. The average cost of an R16 tire is 10,000 rubles.
It is not worth comparing the results of studded and non-studded tires, since they were tested on different days, in different weather conditions, and the ratio of the grip properties of both tires depends very much on the weather. At one temperature there are “spikes” in front, at another - soft “Velcro”. We found this out a few years ago: ZR, 2009, No. 1
Now let's introduce the participants.
15 INCH, STUDLESS
The most expensive tires are Nokian at 4,150 rubles, but they are also the best - Hakkapeliitta R (Russian production) together with Michelin X-Ice 2 shared first place. Price/quality ratio - 4.5.
A little cheaper, for 4100 rubles, you can buy ContiVikingContact 5. Our results suggest: these tires are in their place. True, in terms of price/quality ratio (4.6) this purchase is slightly less profitable.
But Michelin X-Ice 2 is in the best position in the price competition: 3,900 rubles. The price/quality ratio of 4.2 is the most attractive in the top three. We believe that the price of this tire is deliberately underestimated, since there is already a new model on the market - the third generation Michelin X-Ice. It was officially presented last winter outside of Russia, postponing the official presentation of the new product here for almost a year.
In fourth place is Goodyear UltraGrip Ice+ at RUB 3,560. per piece (we believe the price is too high - payment for a high brand). Price/quality ratio - 4.1.
Fifth in the financial ranking is Bridgestone Blizzak Revo GZ - RUB 3,520. The tire is just a little cheaper. Earning 892 points in our tests, it came in fourth place with an even more attractive price/quality ratio of 4.0.
Very close in price (3500 rubles), but in sixth place is the next tire - Pirelli Winter IceControl. In the final table it also ranks sixth with 846 points. We believe that it should be sold a little cheaper: now the price/quality index is 4.1 - the same as the stronger Goodyear.
Yokohama iceGUARD iG35 for RUB 3,400. in seventh place, although she showed the eighth result in the test, scoring only 820 points. If they buy it, it means there are those who are willing to pay for the Made in Japan inscription.
Nizhnekamsk Viatti Brina scored 816 points and took ninth place. A tire with a foreign name costs only 2,600 rubles. per piece should sell well, local marketers believe. Let's wish them good luck.
The cheapest tire is Cordiant Polar SL for RUR 2,500. And in the test it took seventh place, even ahead of the Japanese product. In our opinion, 826 points with a price/quality ratio of 3.0 is a result worthy of attention.
All tables open in full size with a mouse click.
16" SPIKES
Nokian Hakkapeliitta 7 for 6600 rub. ahead of the rest. Expensive, but deservedly so, since these are the best tires in our test: 929 points. The price/quality ratio is also “leading” - 7.1.
In second place is ContiIceContact. The difference with the winner is 200 rubles. (“Conti” costs 6,400 rubles) and 4 points reduce the price/quality index to 6.9.
Third place goes to the new Goodyear UltraGrip Ice Arctic, which is fair, since the tire is clearly one of the leaders. You can buy it for 5,500 rubles.
Michelin X-Ice North 2 is sold a little cheaper - for 5,400 rubles. The cost is even slightly underestimated, because in our tests XIN 2 scored 923 points, the price/quality ratio is the most attractive in the leading three tests: 5.9.
Another 100 rubles. cheaper than Gislaved NordFrost 5 (RUB 5,300). According to the test results, the tire scored 905 points, taking sixth place. The price/quality ratio of 5.9 is equivalent to Michelin. Our people love “Gislaved”, that’s why they don’t spare money.
In sixth place is the Bridgestone Ice Cruiser 7000 for 5250 rubles. In our tests, this model was able to take only eighth place, gaining 855 points. The price / quality ratio is 6.1 - more than that of Michelin and Gislaved.
On the seventh position Pirelli Winter Carving Edge, which can be bought for 5200 rubles. We recommend these tires because they came in fourth place in the tests, scoring 918 points. And with such a cost, the price/quality ratio is the most attractive in the first six of the test: 5.7.
Next is the Yokohama iceGUARD iG35 - and, as usual, with a small gap in price with the “bridge”: it sells for 5,100 rubles. The place in the price list is close to that occupied in our test, but the price/quality ratio is too high: 6.1.
In a completely different price category (4,500 rubles) they sell a new Hankook product - i-Pike RS. A decent tire that made a big step forward from the previous model and scored 886 points. Almost very close to the 900 point mark, which distinguishes very good tires from others. The price/quality index is 5.1 - it's worth taking a closer look.
Nearby, the no less worthy Russian-made Nordman 4 is offered for only 4,400 rubles, that is, two-thirds the price of its leading older brother. Meanwhile, in our final list, “Nordman” occupies the fifth (!) position. The price/quality ratio is tempting - 4.8. Good offer.
For 4000 rubles. you will find Cordiant Polar 2. The place in the price ranking corresponds to the situation we received, although the price/quality ratio (5.0) is less attractive than that of Nordman.
Closing the parade of popular tires is the Kama-Euro 519: only 3,500 rubles - last place in our test. Buying a tire with a price/quality ratio of 4.3 will not be ruinous for the most modest budget.
FRICTION TIRE RATING 195/65R15
1–9_no_copyright
They were born in 2010 and are participating in our test for the first time.
Weak on ice in all areas - acceleration, cornering and braking. In the snow they are more flexible: they hold turns worse than others, accelerate weakly, but brake well - on a par with the Nokian! Directional stability on a snowy road leaves much to be desired: the car noticeably yaws, requiring steering. Low information content prevents you from maintaining the desired direction - the steering wheel is almost empty in terms of effort. In fast turns, the first reaction is good, although the steering angles are too large. The transition to sliding is soft, the specified trajectory is maintained, however, even here the driver will be disappointed by the overly light, empty steering wheel.
They don’t like snowdrifts; if necessary, it is better to overcome them at speed, without turning or stopping. They refuse to change direction; starting is possible only under pressure. When slipping, they try to dig in and get out reluctantly. On an asphalt straight line, the car goes straight only when accelerating. At a constant speed it floats, requiring tireless adjustments, to which it reacts with unpleasant steering of the rear axle.
They brake weakly on dry roads, and worst on wet roads. Uncomfortable: loud noise, getting louder as speed increases. They transmit shocks from medium and large road irregularities and vibrate on small ones. Fuel consumption is average at any speed.
2–9_no_copyright
3–8_no_copyright
Created in 2008, it appeared on our market in 2009, but it is taking part in the ZR test for the first time.
On ice, lateral grip and acceleration are weakest. Braking is average, which is good. But in the snow, both braking and acceleration are worse than all other test participants, although the grip on the road in corners is average. On a snow-covered straight line they yaw a little, take the car away from the given direction, pulling it into deeper snow. Handling is mediocre: the car doesn’t listen well to the steering wheel and tries to straighten its trajectory, sliding out of the bend. Skidding occurs only if provoked, but is well compensated.
In deep snow it moves uncertainly, and only with a certain degree of slipping. Refuses to turn, slips into a rut or where there is less resistance. It goes smoothly on asphalt, but when adjusting the direction it gets annoying. At low angles the steering is very sluggish, but as the steering angle increases, the car suddenly changes direction to a greater angle than required.
Braking is stable on both dry and wet asphalt, the braking distance is average. Quite comfortable: quiet on any road, only slightly itchy on the comb. They transmit shudders and small shocks from small irregularities. They don’t waste extra fuel, but they don’t save money either.
4–8_no_copyright
5–7_no_copyright
Production and sales started in 2009.
On ice, the behavior is unbalanced - acceleration is average, grip in corners is weak and braking is the weakest. But on snow everything is smooth, grip is average in all directions. On a snowy road, the car seems to be moving smoothly, and the steering wheel at “zero” is tight and understandable, but the rear moves from side to side, and this does not give confidence. The behavior is unstable when cornering. In the initial phase, an unpleasant skid often occurs, which can be compensated for by adding gas. When turning the steering wheel, its information content decreases sharply, literally drops. Nobody knows how things will end - we have to fight either demolition or skidding.
The same uncertainty exists in deep snow. They move well only on the verge of slipping. Slipping at the moment of starting is especially dangerous: it leads to digging. On the other hand, maneuvers are given without tension, the car moves in reverse confidently. On the asphalt they go smoothly, the reactions when adjusting the direction are clear. But here, too, the rear axle does not allow the driver to relax, steering after steering input. This gives the car delayed oversteer.
Braking on both dry and wet roads is weak. The tires cannot be called quiet - they emit an increased noise. They transmit shocks to the body from medium and large irregularities, and vibrate on small ones. Fuel consumption is above average at any speed.
8–7_no_copyright
6–6_no_copyright
Created in 2009, it began selling in Russia at the same time, and was modernized in 2011.
On ice, braking and lateral grip are average, and acceleration is weak. On the contrary, on snow, acceleration is average, braking is weak, and lateral grip properties are the lowest, on par with the Viatti. They walk smoothly on a snow-covered road, without reacting to the different thickness of the snow blanket - Pirelli's directional stability is traditionally good. Handling is also without any comments: the steering wheel is tight, understandable, and the reactions are clear. The transition to sliding is soft, the trajectory can be set and adjusted using both the steering wheel and the gas. There is practically no skidding; at the limit, the whole car begins to slide outward.
They don’t want to overcome deep snow. They move forward reluctantly, even while moving they try to dig in. Well, at least they get out in reverse. On asphalt they resemble summer tires - tight steering in the near-zero zone, excellent information content and clear adherence to the given direction.
Braking is surprisingly weak on wet pavement and weakest on dry pavement. The noise is increased, the vibration load is high - the company pays little attention to comfort. They don't roll very willingly - fuel consumption is increased at any speed.
9–6_no_copyright
7–5_no_copyright
They were born in 2009 and have been on the market since 2010.
Deservedly included in the top five. They differ from those who were left behind by having a good balance: all the characteristics, although not leading, are even on any of the surfaces that you will find on our roads in winter. For example, on ice they showed average results in both longitudinal and transverse directions. Not so good on snow: acceleration and lateral grip are average, but weak braking lets us down a little. At high speeds they go smoothly in the snow, but there is not enough information on the steering wheel. There is also a lack of confidence when cornering. Upon entry, a noticeable delay in reactions forces you to turn the steering wheel unnecessarily. For this reason, in the initial phase of the turn, the car goes into drift, requiring you to release the gas. And on the arc of the turn it tries to slip into a skid, which, fortunately, is easily parried.
They overcome snowdrifts without strain, they move forward confidently, they don’t dig in when starting, but they don’t like to skid too much. They scour the asphalt slightly on transverse unevenness and respond to steering inputs with a slight delay. There are no complaints regarding noise; even on rough asphalt they roll quietly. But on convex bumps they shake the car quite a bit and transmit vibrations from seams, cracks and micro-irregularities in the road.
Braking is average, showing no preference for dry or wet surfaces. At a speed of 60 km/h they help save fuel; at 90 km/h they look average from this point of view.
10–5_no_copyright
11–4_no_copyright
The model is the same age as Goodyear, created in 2009, sold on our market since 2010.
Good acceleration on ice, braking properties and lateral grip are only average. On snow, acceleration and lateral grip are average, and braking is weak. Only Yokohama stops worse. They walk smoothly along the snowy road. Experts noted not only the confident directional retention, but also the informative steering, as well as immediate reactions to course adjustments. In fast turns, the speed is limited by a soft drift of the front axle, which is eliminated by turning the steering wheel or slightly reducing the speed. The information content of the steering wheel is high.
They overcome snowdrifts reluctantly, move forward uncertainly, and turn poorly. Reversing moves more confidently, allowing you to get out of the snow trap. They walk almost smoothly on asphalt, they yaw a little on transverse unevenness, and when adjusting the direction they are a little late.
They brake well on wet surfaces, and stop better than anyone else on dry surfaces. Quite comfortable - they walk smoothly and quietly on any surface, with the exception of a slight hiss on a snowy road. Fuel consumption is average at 60 km/h, and increased at 90 km/h.
13–4_no_copyright
12–3_no_copyright
They have been produced since 2008, at the same time they began to be sold on the Russian market.
During this time, the mixture was modernized more than once. On ice they show average results in braking and lateral grip, but accelerate well. But they cling to the snow better than anyone else: they were in the lead in the corresponding exercises. But directional stability is a little let down: minor difficulties arise when trying to correct the direction of movement. With every slight turn of the steering wheel, the driver is a little annoyed by the slow reaction and a shallow but prolonged skid. In fast turns, delays in reactions and low information content of the steering wheel interfere, which leads to an increasing drift with prolonged stabilization.
In deep snow they turn a car into a tractor. They start, move and maneuver very confidently in any mode, without fear of slipping. On asphalt they float slightly, are subject to the influence of side winds, and are noticeably delayed in taking corrective actions with the steering wheel. They transmit vibrations from small irregularities and pass through road joints harshly, causing the car to shudder. They make noise, crunch unpleasantly and hum in slippery turns when they find something to grab onto.
They brake on wet asphalt better than anyone else. And they show good results on dry conditions. At a speed of 60 km/h they are the most economical (on par with Goodyear, Michelin and Nokian), and at 90 km/h they also do not require too much.
14–3_no_copyright
15–2_no_copyright
Created in 2008 and sold since then.
A good balance of grip properties on all surfaces that can be found on a winter road. On ice, the grip properties are even, regardless of actions and modes - when turning, when accelerating, when braking. On snow, lateral grip and acceleration are good, but braking is average. They walk smoothly in a straight line, without a hint of a desire to deviate from the given direction, and accurately respond to the steering wheel when adjusting the course. In turns they behave clearly, without problems or surprises. Turns are clearly defined and allow you to adjust the radius using the steering wheel or by changing the fuel supply.
They feel at home in the snowdrifts. The sensations are similar to those you get from the Continental. They row confidently, start in any mode, and maneuver without difficulty. They ride smoothly on asphalt and impress with clear reactions comparable to the behavior of summer tires.
They brake well, regardless of whether the asphalt is dry or wet. Comfortable: only slightly noticeable about the tractor trail and rough ice. There are no comments about the smoothness of the ride either. Economical at city speeds, do not abuse fuel even at 90 km/h.
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16–1_no_copyright
Created in 2008, since then they have been modernized almost every year.
On ice - grip properties unattainable for competitors in the test in all disciplines: braking, acceleration and cruising. The grip on snow is very good: during acceleration and cornering it is the best, on par with the Continental; in braking efficiency it is slightly inferior - the second result. They walk smoothly along a straight “white” road, without requiring adjustments. In terms of handling, they are similar to the Bridgestone and Pirelli: the reactions are just as clear, the car just as obediently changes its trajectory when manipulating the steering wheel or gas. The same good stabilization after slips caused by the driver.
It is better to overcome deep snow by pressing the gas pedal to the floor. True, in this mode you risk getting into a snowdrift from which you cannot get out without a shovel or outside help. Although it was not needed during the tests - the car always drove in reverse. They walk smoothly on asphalt, but experts noted slight delays when adjusting the course.
Brakes are good on wet surfaces and average on dry surfaces. As for comfort, there are some minor comments - the noise level on uneven roads is slightly increased, and vibrations from small irregularities are transmitted. At any speed, fuel consumption is the lowest in the test.
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STUDY TIRE RATING 205/55R16
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Created in 2008, since then it has been sold. In 2010, the composition of the rubber mixture was modernized.
Nevertheless, compared to other winter tires, the Kama-Euro 519 looks weak. On ice, the grip properties are very low, only the Cordiant is worse. On snow, grip is also more than modest. The only consolation is that the balance of grip properties is quite even in all directions: it brakes, accelerates and holds the road in corners weakly. It is better to drive slowly on a snowy road: the car scours from side to side. In a slippery turn, the behavior is jerky: the car either drifts or skids. More or less obeys the steering wheel only on packed snow. On ice, even at low speed it goes into a skid. Glides on any surface for a long time. Very large steering angles and significant delays in reactions make it difficult to keep the car under control.
In deep snow it does not move quite confidently. It is better not to skid when starting off. It starts better with the wheels turned to the side than straight ahead. Getting out in reverse is no problem. On the asphalt it wanders along the road a lot. Correcting the direction is hindered by very large steering angles, significant lag and low information content, as well as unpleasant steering of the rear axle.
Braking on wet asphalt is weak, on dry asphalt it is the weakest. On ice and asphalt the tread howls loudly. Very hard - they transmit shocks from medium-sized irregularities and vibrations from small ones.
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They were released in 2009, but appeared in our test for the first time.
Excessively recessed studs make the tire practically helpless on ice - it cannot accelerate, turn, or stop. It holds up a little better in the snow. Lateral grip is closer to average, although acceleration is weak and braking is the weakest. The course on snow is quite smooth, with only slight yaws and changes in depth. On ice, grip properties are subjectively assessed as very poor. Do not turn the steering wheel sharply, otherwise the car will refuse to turn. If you still managed to turn, a skid awaits you on the arc. In the snow, speed is limited by a sudden slip into a skid. It is hampered by the lack of information content of the steering wheel and slight delays in reactions.
In deep snow they do not move very confidently. There are no pronounced preferences in driving modes; the car pulls well with slight slipping. They walk in reverse confidently. They walk smoothly on asphalt, but when adjusting the direction, slight steering of the rear axle and insufficient information content of the steering wheel interfere.
Braking is average on both dry and wet roads. They don’t indulge in comfort: they hum irritatingly loudly, shake the body on convex bumps, push on medium ones, and transmit vibrations on small ones. Fuel consumption at 60 km/h is increased, at 90 km/h it is above average. The spikes are not held very securely: during the tests, the amount of protrusion changed by three “tens”.
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21–9_no_copyright
Quite new tires, created in 2010, since that time they have been sold in Russia.
But in our test they showed up for the first time. On ice, grip properties are average in all directions. On snow they behave less confidently: braking and lateral grip are weak, acceleration is the most sluggish, on par with the Bridgestone. There is a bit of scrambling on the snowy road. When cornering, the grip properties are not high enough - the car slides completely outward.
Snowdrifts are not for these tires: in deep snow they get stuck, as they say, out of the blue. When starting off, they fall through and try to bury themselves. They move in reverse uncertainly. They drive smoothly on ideal asphalt, but this is not common on our roads. Therefore, constant adjustment of direction is required, which is complicated by delays in reactions and unpleasant steering of the rear axle.
On a dry road the car stops reluctantly, and braking on a wet road is the weakest. Very hard: shocks from uneven surfaces are transmitted to the floor and seat, and vibrations occur in the steering wheel. They make loud noise and hum with their spikes. Fuel consumption is average at any speed. The spikes are held securely, there are no losses, but the size of the protrusion is more than modest: such spikes will not be able to reliably cling to ice and dense snow.
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They were created in 2009, but appeared on the Russian market belatedly, in 2010.
On ice, grip properties: average in braking, cornering, and acceleration. They drive on snow less confidently than on ice. Braking is weak, acceleration is the most sluggish, like Yokohama, lateral grip is also the lowest. On a snowy road they scour a little, but do not leave the trajectory. Slow reactions to steering inputs. In fast corners, speed is limited by long drifts. When sliding with the front axle, the car does not respond to additional turns of the steering wheel.
In deep snow it starts and moves confidently, but only with tension. As soon as the wheels turn a little, traction is lost and the car immediately stops. They walk smoothly on the asphalt and maintain the set course. But when it is necessary to correct the direction of movement, the driver is bothered by the steering of the rear axle and the insufficiently informative steering wheel.
When measuring the braking distance, the “Yokohama” whiff was again felt. Like her, braking is weak on both dry and wet surfaces. Not comfortable enough: they transmit shocks from uneven surfaces to the body, make loud noise from the tread and studs, even at high speed. Fuel consumption at 60 km/h is increased, at 90 km/h it is above average. The protrusion of the spines and the rate at which the protrusion increases are normal. There are no losses during the test.
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New on the Russian market. As they say, it's piping hot.
On ice, the grip properties are high, the balance is reasonable. Braking and lateral grip are good, acceleration is average. They are also quite strong in the snow. Longitudinal grip properties are good, transverse grip properties are average. On a snowy road they yaw slightly, but do not leave the trajectory. There was insufficient information content of the steering wheel and a slight delay when adjusting the direction of movement. Slips and slips in corners are harsh, the car slides longer than we would like, but traction recovery is soft and smooth.
In deep snow they do not move very confidently; if they slip at the moment of start, they tend to bury themselves. They walk in reverse confidently. On asphalt, they force the car to float along the strip. The wide “zero”, delays in reactions, steering of the rear axle and insufficient information content interfere.
The brakes are weak, both on dry asphalt and on wet ones. Comfort notes: slight vibrations from small bumps and increased general noise typical of studded tires. At a speed of 60 km/h, fuel consumption is below average, at 90 km/h - the most economical. The amount of protrusion of the spines and the rate at which the protrusion increases are normal. There was no loss of studs during the test.
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The oldest tires in our test.
Produced since 2006, since the same time they have been sold in Russia. On ice they boast good balance: they brake and turn well, and accelerate moderately. On snow, traction in any direction is average - also good. They go smoothly along a snow-covered straight line, without requiring steering. When turning on ice and compacted snow, you are pleased with clear reactions and a very soft transition to sliding. However, on loose snow on an arc, a sharp skid occurs, requiring clear parrying actions from the driver.
They don’t like deep snow; they move confidently only on freshly fallen powder. If the snow is a little denser, compacted, you can only drive under tension, without slipping. The car runs smoothly along an asphalt straight line, reactions to changes in course are immediate, except that the information content on the steering wheel is slightly lacking.
Braking is simply brilliant: the tires stop perfectly on both wet and dry asphalt. The background noise is high, like most “spikes”, but there are no complaints about the smoothness of the ride - all road irregularities are smoothed out well. The most voracious at any speed. The amount of protrusion of the spikes and the rate of its growth during the tests are optimal. Lost a couple of studs from the front wheels.
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31–5_no_copyright
Produced since 2009, sold since the same time.
The tread pattern is a legacy of the Nokian Hakkapeliitta 4 tire. They differ from it in the composition of the compound and studs with a round core. This is the first time they are participating in our tests. On ice, braking and lateral grip are average, acceleration is good. On snow, the behavior is more confident: the longitudinal grip properties are good, and the lateral grip is the most reliable. Both the front and rear axles scour along a snow-covered straight line, reacting to the density of the snow. At small angles of rotation of the steering wheel, insufficient information content was noted. You can drive fast in corners - the reactions are clear, the behavior is understandable. Speed is limited by a slight skid, which can be easily compensated by steering or adding gas.
They are not afraid of snowdrifts: just add gas, and the car will go where the steering wheel is turned. Getting out in reverse is no problem. They drive smoothly on asphalt, but when adjusting the course, there is a noticeable delay in reactions and a somewhat empty steering wheel.
Braking on dry asphalt is average, on wet asphalt - good. They make loud noise from the tread and studs, especially from 40 to 60 km/h. The smoothness of the ride can be called good, without slight vibrations from minor irregularities. Fuel consumption is average at any speed. The amount of protrusion of the spikes and its increase during the tests are close to the optimum. There are no lost thorns.
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They were born in 2007. Since 2008 they have been sold in Russia.
Periodically, the design, spikes and mixture composition are updated, leaving the “face” unchanged. Recent innovations have allowed Carving to join the leading group. On ice, longitudinal grip is average, and lateral grip is the highest. On snow, traction is good in all directions. On a snowy road they hold their course perfectly. The car moves like an arrow and reacts sensitively even to small turns of the dense, highly informative steering wheel. Turns are prescribed with a twinkle. Clear, understandable controls, sensitive reactions to the slightest turn of the steering wheel. At the limit, the speed is limited by a soft and smooth skid, which can be extinguished by adding a little gas or turning the steering wheel. The glide is fast but stabilizes gently.
It overcomes snowdrifts easily, does not dig in when starting, drives both under tension and with slipping, and maneuvers easily. They walk smoothly on asphalt, and a clear “zero” helps to correct the direction.
Braking is average on wet surfaces, good on dry surfaces. Traditionally, they do not indulge in comfort: they make noise as if an airplane is flying by, shake on any uneven surfaces as if they were overinflated. Most likely, a low level of comfort is a kind of price to pay for the pleasure of driving a car on a winter road. Fuel consumption is average at any speed. The amount of protrusion of the spikes and the rate of their growth during the tests are optimal. There are no losses.
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Offered on the Russian market since 2009.
Today's leaders are the only ones using round core studs. On ice, longitudinal grip properties are average, transverse grip properties are good. On snow, the situation is slightly different: the longitudinal grip is good, and the transverse grip is average. The car is driven smoothly and stably along a snowy road. Reactions during course correction - no comments. When cornering, the behavior is clear and understandable. The speed is most often limited by a soft drift, but the car responds well to turning the steering wheel and tries to maintain the given trajectory.
Even when sliding, it does not leave the driver’s control. You can not only cut through snowdrifts, but also easily maneuver in them, stop and start again. If you stopped the car, you backed up a little and drove on. It is always possible to get out in reverse. On asphalt, directional stability is good, the “zero” is clear, the steering is tight - the tires are almost like summer ones.
They brake well on dry asphalt, but average on wet asphalt. The noise level is increased; on hard surfaces the hum of the studs is clearly audible, especially in the range of 60–90 km/h. Smooth running without any comments - any irregularities are well absorbed. Fuel is saved in all speed modes - both at 60 and 90 km/h. The protrusion of the spines and the rate of change in the size of the protrusion are normal. During the running-in and testing, not a single stud was lost.
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A relatively recent model, which appeared in 2010.
Since the same year it has been sold in Russia. It differs from other tires in the “diamond” shape of the studs. On ice, grip is good in all directions. On snow it’s the same - both longitudinal and lateral grip are at a high level. They allow you to drive fast on a snowy road and keep your car level. But the information content on the steering wheel is not enough. When cornering, front axle drift prevails. A skid, if it occurs, manifests itself softly and smoothly and is eliminated without much difficulty.
In deep snow they perform well only with intense slipping, but this mode is not very informative. If you dig in, reverse will not help. They walk smoothly on the asphalt, the steering wheel is tight, the “zero” is clear, the reactions when adjusting the direction are immediate.
They brake on wet asphalt better than others, and on dry they show average results, on par with the Gislaved. The spikes make loud noise on hard surfaces - both on ice and asphalt, especially loudly from 70 to 90 km/h. Quite hard: they transmit vibrations from road irregularities to the body floor, seat and steering wheel. Fuel consumption is average at any speed. The protrusion of the spikes is within the optimal value. The studs are held in the rubber very securely.
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38–1_no_copyright
Introduced at the end of 2008, sold since 2009.
They are constantly being updated, which allows them to remain among the leaders. On ice they demonstrated the best longitudinal adhesion properties, and average transverse ones. On snow - better acceleration, good braking and grip in corners. They walk smoothly along the snowy road, without any comments. The steering wheel is tight and the reactions are clear. In turns, the speed is limited by a soft, assisted skid, which is most easily eliminated by adding a little gas. Even when sliding, the car obeys the driver’s commands and restores its trajectory softly and smoothly.
In deep snow they move confidently, maneuver well, and get moving without the desire to dig in. Any mode: from professional pulling movement, without turning the wheels, to “blonde” “gas to the floor”. They get out very well in reverse. On asphalt the movement is smooth, but when making adjustments the rear axle steers unpleasantly.
Braking on dry asphalt is weak, on wet asphalt - average. Comfort is not ideal: the distinct noise of spikes on asphalt and smooth ice, shocks from road irregularities, especially convex ones. Economical at any speed. The amount of protrusion of the spikes is close to the reasonable limit. However, the average protrusion changed by only 0.1 mm during testing, which means that the studs are held securely in the rubber.
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39–0_no_copyright
New product, preparing for sale this year.
We were unable to calculate the final points, because in braking on snow, Ice Arctic beat the best production tire, which we took as the “base” in our calculations. On ice, longitudinal grip properties are high, and transverse grip properties are average. On snow - super braking, very good acceleration and average lateral grip properties. On a snowy road they yaw slightly, reacting with a delay to direction adjustments. In fast turns the behavior is ambiguous. In the initial phase, at the stage of entering a turn, there is a noticeable delay in reactions, leading to the drift of the front axle. After the clutch is restored, already on the arc, there is a high probability of a skid, which has to be compensated by both the steering wheel and the addition of gas at the same time. After sliding, traction is restored quite abruptly, provoking a shooting skid in the other direction.
The concept of “deep snow” does not exist for these tires. The car never needed help to get out of snow captivity. On asphalt they float noticeably from side to side, requiring constant adjustment. Very wide “zero”, delays in steering inputs.
They brake well on wet asphalt, but average on dry asphalt. They push on medium uneven surfaces, making a loud noise from the tread and studs. The amount of protrusion of the spikes is at the limit. However, a change in the protrusion during the tests of only one “ten” indicates that the studs are firmly fixed.
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You can find out more about the designations and classification of tires
Vadim KORABLEV, Yuri KUROCHKIN, Evgeniy LARIN,
Anton MISHIN, Andrey OBRAZUMOV,
Valery PAVLOV and Dmitry TESTOV.
We thank the employees of the AVTOVAZ test site for the technical support,
Togliatti company "Volgashintorg",
as well as tire manufacturers,
submitted their products for testing.