Owners of crossovers, especially all-wheel drive ones, are often not enthusiastic about the seasonal change of standard summer tires to winter ones. After all, almost all original tires are marked with the M+S index, which de jure allows you to drive them in winter. The main thing is that the residual tread depth is at least 4 mm (otherwise - a fine of 500 rubles). But you need to understand that the M+S marking does not obligate the manufacturer to anything! To apply the marking, no tests or certificates are required confirming the suitability of tires for winter, and therefore more and more often it can be seen on openly summer, and “asphalt” tires, which incidentally indicates the devaluation of not only the letter S (snow, “snow”), but also M (mud, “dirt”). So we look not at the letters, but at the tread, and if we don’t see many small slots-lamellas, then we draw the conclusion: driving on these in winter is dangerous. And even better, when there is a “Snowflake” stamp on the sidewall in the form of three mountain peaks with a snowflake - these models really passed the test on the snow track. The participants in our test all had the following markings: 14 sets with spikes and nine without.
The test program is standard, all the tracks of the White Hell training ground near the Finnish town of Ivalo are well known to us - and the main thing is to be lucky with the weather. Almost lucky: there was no snowfall, although the temperature fluctuated from 5 to 23 degrees below zero, so its influence had to be taken into account by conducting additional races on “reference” tires. But measurements of longitudinal dynamics took place in a closed hangar with a more stable temperature.
This is where the confusion happened with Nokian tires, and with a model that has been produced for several years. In both acceleration and braking, the studless Nokian Hakkapeliitta R2 SUV was inferior not only to its principal competitors, but even to its own “second line” tires - Nordman RS2 SUV tires! Nokian testers working nearby were alarmed and repeated the measurements themselves... An official investigation showed that the failed tires were produced at a plant near St. Petersburg at the end of 2016, more precisely in the 48th week. Then there was a failure in the technological cycle. They did not share the details with us (apparently, there were deviations either in the duration or in the temperature of vulcanization), but they assured that the defective batch did not go on sale. Although everything appears to be in order by appearance, and even the hardness of the tread rubber is the same as on the tires released in the 41st week of 2016 (their results were counted), but the difference in grip on ice reaches eight percent.
After taking measurements in the hangar, we head out into the deepening frost - and once again we notice that as the temperature drops, the friction tires begin to catch up and even overtake the studded tires. At minus twenty, the ice becomes so hard that the studs cannot scratch it, and the tread rubber of most studded tires is harder - in the cold, friction tires are more elastic, they have a longer total length of the slots-lamellas.
We, I repeat, take into account the changing conditions and adjust the results, but if all the tests were carried out in light frost, the friction tires would fall back to the bottom lines of the protocols.
Handling tests were carried out on the ice of the polar lake Tammijärvi
And in the snow, frost is good for friction models: while maintaining the elasticity of the tread, they cling better to snow shagreen.
This time the cross-country ability ratings were supported by instrumental measurements - acceleration time in deep snow with the traction control system turned off. It is curious that Russian tires topped and closed the ranking: the best are Cordiant, and the most helpless in the virgin lands are Viatti tires produced by the Nizhnekamsk Tire Plant.
The asphalt part of the tests is especially relevant for residents of large cities, where the streets are cleared of snow and ice for most of the winter.
The final part of the tests will take place in April, on “summer” surfaces. And along the way, we note that this time there were no tires littering with spikes.
At the top of the final rating are the Nokian Hakkapeliitta 9 SUV tires. Expected result: if the previous generation model regularly won in our tests, then the new one, and even with two types of studs, easily outperformed its competitors.
Expensive? Then we carefully look at the scores, at the main advantages and disadvantages of other tires - and choose the best option that suits your budget. And yet we avoid buying outsider tires - such savings threaten disproportionately large expenses.
Studded tire rating
| Dimension | 215/65 R16 |
|---|---|
| (55 sizes available from 215/65 R16 to 315/40 R21) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,9 |
| 9,8 | |
| 49 | |
| Number of spikes | 172 |
| 1,05/1,54 | |
| Manufacturer country | Finland |
Hakkapeliitta with index 9 is a new product for the season: two types of studs are used here for the first time. Those in the middle part of the tread have carbide inserts oriented transversely: they are responsible for the longitudinal grip properties, and at the edges, trefoils rise above the tread, which work effectively in corners. And this is not a marketing gimmick: there is a clear superiority over competitors both in handling and in braking on ice. And in other types of winter tests, the tires are at their best. On asphalt, grip is moderate, and the main problem is noise at speeds from 70 to 90 km/h.
The best tires for harsh winter conditions!
| Dimension | 215/65 R16 |
|---|---|
| (2 sizes available 205/55 R16 and 215/65 R16) | |
| Speed index | T (190 km/h) |
| Load capacity index | 98 (750 kg) |
| Weight, kg | 11,2 |
| Tread depth, mm | 9,5 |
| Shore rubber hardness of tread, units. | 56 |
| Number of spikes | 170 |
| Protrusion of spikes before/after testing, mm | 1,52/1,47 |
| Manufacturer country | South Korea |
This year, Hankook officially opened its polar test site in Ivalo, Finland: the routes and testing approaches are in many ways similar to those used by Nokian Tires. This also applies to the characteristics of the tires themselves: the number of studs-stars was increased, which ensured decent test results on ice. But the tires do not shine in deep snow, just like on asphalt, and they are also quite noisy. But it’s easy to forgive them: Hankook Winter i*Pike RS+ tires are one and a half times cheaper than the Finnish new product.
| Dimension | 215/65 R16 |
|---|---|
| (91 sizes available from 175/70 R14 to 275/40 R22) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,4 |
| Tread depth, mm | 9,5 |
| Shore rubber hardness of tread, units. | 54 |
| Number of spikes | 130 |
| Protrusion of spikes before/after testing, mm | 1,03/1,25 |
| Manufacturer country | Russia |
The tires produced in Voronezh are flavored with powerful studs - and work great on ice during acceleration and braking. But in turns there are sharp slips, so without a stabilization system you will have to be on your guard. But they have a good balance of grip properties on slippery roads and on asphalt, and therefore they can be safely recommended for winter use in large cities. If you do not place increased demands on acoustic comfort.
| Dimension | 215/65 R16 |
|---|---|
| (75 sizes available from 155/70 R13 to 275/40 R20) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,6 |
| Tread depth, mm | 9,2 |
| Shore rubber hardness of tread, units. | 54 |
| Number of spikes | 130 |
| Protrusion of spikes before/after testing, mm | 1,37/1,41 |
| Manufacturer country | Russia |
Tires are produced at the Russian Continental plant near Kaluga. The Gislaved brand belongs to Continental - and the Nord*Frost 200 model copies the asymmetric tread pattern of the first generation ContiIceContact tires, but the studs are simpler in shape and without thermochemical fixation. However, they also work well - especially in the transverse direction.
Overall, these are well-balanced tires for use both in large cities and beyond.
| Dimension | 215/65 R16 |
|---|---|
| (37 sizes available from 155/70 R13 to 225/55 R18) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,9 |
| Tread depth, mm | 9,6 |
| Shore rubber hardness of tread, units. | 54 |
| Number of spikes | 130 |
| Protrusion of spikes before/after testing, mm | 1,63/1,62 |
| Manufacturer country | Russia |
The tires were produced at the Yaroslavl Tire Plant and their tread pattern is suspiciously reminiscent of Finnish Nokian Hakkapeliitta 7 tires, which even became the reason for a lawsuit. But the Cordiant company managed to justify itself - and increase production volumes, including by expanding the range of sizes. Decent tires for the money, but they don’t like asphalt roads: they don’t hold very well, and rolling is accompanied by a loud and unpleasant hum from the tread. Tires are not for the city.
| Dimension | 215/65 R16 |
|---|---|
| (42 sizes available from 205/70 R15 to 275/50 R22) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 12,2 |
| Tread depth, mm | 9,2 |
| Shore rubber hardness of tread, units. | 57 |
| Number of spikes | 130 |
| Protrusion of spikes before/after testing, mm | 1,08/1,16 |
| Manufacturer country | Finland |
Nordman tires are the “second line” of the Nokian Tires company, and for production they use molds from obsolete Nokian tire models. New for the season, the Nordman 7 SUV is a reincarnation of the Hakkapeliitta 7 SUV model, produced from 2010 to 2017. Good traction on ice and snow, and on asphalt even better than the current “mother” model. Including acoustic comfort: there are fewer spikes.
| Dimension | 215/65 R16 |
|---|---|
| (38 sizes available from 175/65 R15 to 245/45 R19) | |
| Speed index | T (190 km/h) |
| Load capacity index | 98 (750 kg) |
| Weight, kg | 10,2 |
| Tread depth, mm | 10,5 |
| Shore rubber hardness of tread, units. | 56 |
| Number of spikes | 130 |
| Protrusion of spikes before/after testing, mm | 1,26/1,39 |
| Manufacturer country | Germany |
The model was introduced in 2012 and has not yet received a replacement. On ice, the tires work well in the longitudinal direction, but in turns they slip sharply. On snow, including virgin soil, everything is much better. But on asphalt, the aggressive pattern generates an obsessive low-frequency rumble already from 30 km/h.
| Dimension | 215/65 R16 |
|---|---|
| (58 sizes available from 175/65 R14 to 265/40 R20) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,3 |
| Tread depth, mm | 9,3 |
| Shore rubber hardness of tread, units. | 56 |
| Number of spikes | 104 |
| Protrusion of spikes before/after testing, mm | 1,05/1,09 |
| Manufacturer country | Russia |
With the X-Ice North 3 tire, Michelin continues to strive to comply with European stud rules: no more than 50 studs per linear meter of tread. And the spikes themselves are simple, round in cross-section. This led to an unimportant hold on the ice. The picture is better on compacted snow, but getting out of a snowdrift is a problem: the tread is to blame.
| Dimension | 215/65 R16 |
|---|---|
| (23 sizes available from 175/70 R13 to 245/45 R17) | |
| Speed index | Q (160 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11 |
| Tread depth, mm | 9,2 |
| Shore rubber hardness of tread, units. | 51 |
| Number of spikes | 100 |
| Protrusion of spikes before/after testing, mm | 0,87/1,06 |
| Manufacturer country | Russia |
BFGoodrich tires are the “second line” of Michelin, they are produced at the same plant in Davydovo near Moscow as Michelin X-Ice North 3 tires. But the tread is its own, original. It's a pity that there are also few spikes, they are round, overly recessed - and as a result, mediocre behavior on the ice.
On snow, including virgin soil, the situation is better. And even better - on asphalt, although you need to remember that the permissible speed is 160 km/h, although studded competitors have 190.
| Dimension | 215/65 R16 |
|---|---|
| (35 sizes available from 175/70 R13 to 265/60 R18) | |
| Speed index | T (190 km/h) |
| Load capacity index | 98 (750 kg) |
| Weight, kg | 10,9 |
| Tread depth, mm | 9,6 |
| Shore rubber hardness of tread, units. | 56 |
| Number of spikes | 130 |
| Protrusion of spikes before/after testing, mm | 0,85/0,94 |
| Manufacturer country | Russia |
Formula is the “second line” of Pirelli. In last year's tests on the Lada Vesta, the tires took fifth place, but now the results are more modest. Especially on ice. Even after running-in, the protrusion of the studs above the tread surface is less than a millimeter (last year we recorded 1.1 mm on new tires). The results are better on compacted snow, although we do not recommend climbing into snowdrifts. They hold up well on asphalt.
A good budget tire option for city use.
| Dimension | 215/65 R16 |
|---|---|
| (122 sizes available from 175/70 R13 to 285/45 R22) | |
| Speed index | T (190 km/h) |
| Load capacity index | 98 (750 kg) |
| Weight, kg | 12,2 |
| Tread depth, mm | 9,5 |
| Shore rubber hardness of tread, units. | 55 |
| Number of spikes | 125 |
| Protrusion of spikes before/after testing, mm | 1,18/1,37 |
| Manufacturer country | Japan |
For many, the Made in Japan mark is a sign of quality. But something went wrong with Toyo winter tires. It seems that the studs are not simple - with cross-shaped inserts, and the studs are of high quality, but the traction properties on ice are moderate, as well as on snow. However, the car's response to control is well balanced.
On asphalt - far from the best comfort and grip properties.
Otrada - low price, which is consistent with the quality of the tires.
| Dimension | 215/65 R16 |
|---|---|
| (19 sizes available from 205/70 R15 to 265/60 R18) | |
| Speed index | T (190 km/h) |
| Load capacity index | 98 (750 kg) |
| Weight, kg | 11,5 |
| Tread depth, mm | 9,3 |
| Shore rubber hardness of tread, units. | 59 |
| Number of spikes | 120 |
| Protrusion of spikes before/after testing, mm | 0,93/1,03 |
| Manufacturer country | Russia |
Under the “Italian” name - tires produced in Nizhnekamsk using off-take technology. The design and production technology are the product of an engineering firm managed by one of the former top managers of Continental. However, traction on ice and snow is mediocre, and what was most upsetting was that winter tires, “developed by European specialists specifically for Russian roads,” turned out to be helpless in deep snow. They are also noisy and harsh. Not an option - even taking into account the low price.
| Dimension | 215/65 R16 |
|---|---|
| (96 sizes available from 175/70 R13 to 275/50 R22) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 12,1 |
| Tread depth, mm | 9 |
| Shore rubber hardness of tread, units. | 53 |
| Number of spikes | 128 |
| Protrusion of spikes before/after testing, mm | 0,57/0,73 |
| Manufacturer country | Russia |
One could immediately assume that the Yokohama Ice Guard 55 tire would fail in testing on ice. Instead of the required 1.2 mm, the spikes protrude by an average of 0.57 mm - and do not work. And the buyer is counting on Japanese quality - even though the tires are produced in Lipetsk.
There are also complaints about the tread: on compacted snow - the maximum braking distance, and on virgin soil - the worst traction capabilities. For Russian conditions, other tires are needed, and they already exist: sales of the new Yokohama IG65 model with an increased number of “curly” studs begin this season. More details about the new tires can be found in one of the upcoming issues of Autoreview.
| Dimension | 215/65 R16 |
|---|---|
| (38 sizes available from 175/70 R13 to 235/60 R18) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,7 |
| Tread depth, mm | 9,4 |
| Shore rubber hardness of tread, units. | 61 |
| Number of spikes | 128 |
| Protrusion of spikes before/after testing, mm | 0,79/1,0 |
| Manufacturer country | South Korea |
I wonder if win, duplicated in the name, comes from the word “win” or from the word “winter”? For example, wintry (“cold”, “unfriendly”) or winch (“winch”) would be better suited. What kind of winter or victory can we talk about if studded tires are inferior to most friction tires on ice, and on the track the handling of Nexen is the slowest in the overall standings? The tread rubber is clearly not designed to operate at low temperatures, as evidenced by its increased hardness.
The only positive emotion that remains is the relatively quiet rolling (for tires with studs).
Rating of non-studded tires
| Dimension | 215/65 R16 |
|---|---|
| (61 sizes available from 205/70 R15 to 295/40 R21) | |
| Speed index | R (170 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,4 |
| Tread depth, mm | 8,9 |
| Shore rubber hardness of tread, units. | 53 |
| Manufacturer country | Russia |
The “off-road” tire line, with the SUV index, has sidewalls reinforced with aramid fiber, as the Aramid Sidewalls brand reminds. So there shouldn’t be any problems with impact resistance, unlike “passenger” tires of the same name.
In severe frosts, Nokian friction tires provide excellent traction on ice, perform well on snow, and have minor complaints only on asphalt.
Excellent winter tires for use both in the city and beyond.
| Dimension | 215/65 R16 |
|---|---|
| (97 sizes available from 175/70 R13 to 275/45 R20) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,9 |
| Tread depth, mm | 8 |
| Shore rubber hardness of tread, units. | 52 |
| Manufacturer country | Germany |
Leapfrog. The year before last we liked the ContiVikingContact 6 tires on asphalt, but they did not work well on ice, last year the situation was reversed, this year they are better again on asphalt... The dimensions, of course, are different, but the reason must be sought in the composition of the rubber compound : Last year the tread rubber on the ContiVikingContact 6 tires was noticeably softer.
Now we are taking into account the latest version of these tires produced at the end of 2016. Not ideal on ice and snow (especially deep), but they work great on asphalt.
Good winter tires for city use. And the most comfortable!
| Dimension | 215/65 R16 |
|---|---|
| (57 sizes available from 175/70 R13 to 255/45 R19) | |
| Speed index | S (180 km/h) |
| Load capacity index | 98 (750 kg) |
| Weight, kg | 10,7 |
| Tread depth, mm | 8,6 |
| Shore rubber hardness of tread, units. | 46 |
| Manufacturer country | Japan |
Since studs are banned in Japan, local manufacturers are focusing on friction winter tires. So we will consider it natural that
Lightweight tires with soft, silent rolling. But at the same time, there is an imbalance of “winter” grip properties in the longitudinal and transverse directions, and sharp slips seem to be provoked by the sidewalls, which are soft for a heavy crossover. Indeed, in the Goodyear range of winter tires there is a model specifically for crossovers and SUVs - UltraGrip Ice SUV, but these tires are not available in size 215/65 R16. However, if the car is equipped with a stabilization system, then Goodyear UltraGrip Ice 2 tires are a good choice.
| Dimension | 215/65 R16 |
|---|---|
| (16 sizes available from 215/65 R16 to 255/60 R18) | |
| Speed index | R (170 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 11,2 |
| Tread depth, mm | 8,9 |
| Shore rubber hardness of tread, units. | 56 |
| Manufacturer country | Russia |
The tread pattern is exactly the same as that of Nokian Hakkapeliitta R tires, but the materials are simpler. Another option for extending the life cycle of molds. And - considering the price - a very good option. Moreover, in certain disciplines, Nordman RS2 SUV tires are even preferable: the braking distance on ice is shorter!
Quality tires for reasonable money. On ice they are almost as good as the leaders among tires without studs, and on snow they have even better grip properties in the longitudinal direction. Although on the highway the handling is harsh and in deep snow the rowing is mediocre.
Grip properties on asphalt are above average, there are no problems with comfort either, which means these tires are relevant for large cities.
| Dimension | 215/65 R16 |
|---|---|
| (38 sizes available from 155/65 R14 to 255/50 R19) | |
| Speed index | T (190 km/h) |
| Load capacity index | 102 (850 kg) |
| Weight, kg | 10,6 |
| Tread depth, mm | 9 |
| Shore rubber hardness of tread, units. | 51 |
| Manufacturer country | Slovakia |
The Gislaved brand continues to lose its authenticity. So the “new” Gislaved Soft*Frost 200 is nothing more than the ContiVikingContact tires of the year before last, the third generation. Fortunately, these are balanced tires - safe, comfortable, not very expensive - and therefore we confidently recommend them for city use, although an accidental drive into a snowdrift may postpone the planned trip.
The Marshal brand belongs to the Korean company Kumho Tire, but in terms of tread pattern and even the rare R speed index, these tires copy the Finnish Nokian Hakkapeliitta R tires - and some sellers play on this similarity. By the way, on snow and on asphalt the friction tires Marshal and Nokian are close, but on ice the inferiority of the copy is already obvious. They are also one of the noisiest and hardest friction tires.
| Dimension | 215/65 R16 |
|---|---|
| (37 sizes available from 175/65 R14 to 245/60 R18) | |
| Speed index | Q (160 km/h) |
| Load capacity index | 98 (750 kg) |
| Weight, kg | 12,4 |
| Tread depth, mm | 8,9 |
| Shore rubber hardness of tread, units. | 49 |
| Manufacturer country | Japan |
Nitto winter tires (the brand belongs to Toyo Tires) appeared in Russia recently. The Therma Spike model managed to please us with its grip properties on ice, but lost the most spikes on asphalt. And the Nitto Winter SN2 friction tires immediately showed their helplessness on ice and in snowdrifts. And the more surprising is the failure of these tires even on asphalt.
Something is wrong with these Nittos...
After a significant tightening of requirements regarding the operation of studded winter tires, as well as the adoption of new markings in European countries, almost all tire manufacturers have released a number of new models. The Gislaved company, now owned by the German concern Continental AG, was no exception, presenting a number of new products. One of them was the Gislzved Nord Frost 100. This winter studded tire replaced the Nord Frost 5 model, which had been the most popular in our country for many years.
Tri-Star CD Spike
Despite the strict restrictions on the maximum number of studs, Swedish tire makers managed to find a solution to circumvent it. It was the new TriStar CD, created and released in Finland. Its height is a rather impressive 11 mm with a diameter of 8 mm. To ensure stability, the Finns equipped the tenon with a carbide insert in the form of a three-pointed star, which is reflected in its name. The combination of large sizes and this shape of the insert allows the stud to be firmly held in the tread throughout the entire life of the tire. At the same time, its weight was reduced by using aluminum as the main material for making the spike. In turn, the weight reduction had a beneficial effect on the unsprung mass, as well as on rolling resistance. As a result, the car will be easier to drive and consume less fuel.
Optimized tread block shape
Nord Frost 100 has excellent adhesion properties on slippery surfaces, both longitudinally and transversely. This was achieved through a radical redesign of the V-shaped symmetrical directional pattern.
The tread blocks have become significantly larger. But, despite the decrease in their number, the number of adhesive edges available to the contact patch has increased significantly. Swedish tire makers gave the tread blocks a complex polygonal shape containing many angles and edges. At the same time, they are located in different directions, which gave the grip properties reliability and stability, regardless of the characteristics of the road surface.
Straight sipes in the central part of the tread
In the central part of the tread pattern there is a longitudinal rib consisting of many polygonal blocks. Due to the fact that they are connected to each other by a rigid jumper, the tire is characterized by excellent directional stability and immediate response to steering turns. In addition, multiple angles and long edges provide additional edges to the contact patch, making traction even more reliable.
For approximately the same purposes, Swedish tire makers equipped this tread element with a large number of straight sipes. They perform several functions at once. First of all, this is the formation of additional adhesion edges. In addition, when driving on a wet road, the straight sipes work like windshield wipers, “sweeping” excess moisture into the drainage channels, thereby increasing the tire’s resistance to aquaplaning.
S-shaped sipes in the shoulder areas of the tread
Another feature of the tread pattern Gislaved Nord Frost 100 is a huge number of wavy lamellas covering each of the blocks of the shoulder areas. Like straight sipes, these tread elements perform several functions at once. First of all, this is the formation of many additional traction edges, which has the most favorable effect when driving not only on snow, but also on ice.
In addition, the presence of these elements significantly improves handling on asphalt. At the moment of contact with the road surface, the S-shaped walls of the lamellas are very tightly fixed to each other, which significantly increases the rigidity of the tread block. Thanks to this effective solution, tire reactions have become more accurate and predictable.
Multifunctional drainage system
Unlike the previous model, Nord Frost 100 received a more “advanced” drainage system, characterized by the ability to perform a number of other functions. Thanks to the original layout of the tread blocks, cross-shaped channels appeared in the shoulder areas, which perfectly hold the snow mass. Due to this design feature, the new Swedish tire has much better grip on snowy surfaces. At the same time, the shape of the channels contributes to the rapid removal of snow.
In addition, Nord Frost 100 demonstrates excellent resistance to aquaplaning and slashplaning. This is largely due to the V-shaped tread pattern, the drainage channels of which are located at a significant angle relative to the direction of movement. When the wheel rotates, snow and water quickly leave the tread pattern under the influence of centrifugal forces, keeping the contact patch clean and dry.
Main features of the Gislaved Nord Frost 100 tire
— excellent grip on any winter surface, even in the most unfavorable weather conditions, thanks to the optimized V-shaped tread pattern;
— increased cross-country ability in deep snow due to the large size of the tread blocks, as well as the significant distance between them;
— high stability and reliability of control when moving on ice is ensured by an aluminum spike with a solid triangular insert;
— excellent resistance to aquaplaning and slashplaning, thanks to many multi-directional drainage channels;
— special cross-shaped grooves in the shoulder areas, due to which the tread holds snow more reliably, thereby providing excellent traction on snowy surfaces;
— a high level of comfort is ensured by a low level of resonant noise and vibration;
— many straight and wavy lamellas made it possible to saturate the contact patch with grip edges to the limit.
You may also be interested in the following models.
I hasten to share my impressions of this season’s new product - winter studded tires Gislaved Nord Frost 100. From November to February, I have already driven 10 thousand kilometers on them, from dry asphalt to crystal clear ice, which allows us to draw certain conclusions.
In general, I am not only not a supporter, but rather even an opponent of winter studded tires when it comes to operation in Moscow and the immediate Moscow region. Studless tires have enormous advantages in the form of low noise levels and increased smoothness, and they also do not tend to slip on dry asphalt.
But if you drive on winter roads with snow crust or regularly go out on ice for training, doing this on non-studded tires is simply pointless. The thing is that non-studded tires, in principle, do not allow you to load the front axle by braking before a maneuver, therefore there is no grip on the steered wheels and if this happens at high speed, the front axle begins to drift and the car goes past the turn.
2. Therefore, on the ice there are only spikes, only hardcore. Nord Frost first surprised me in the fall, when after changing very decent summer tires () I did not notice any increase in noise (it should be noted here that the Octavia has noise insulation of 3 points on a five-point scale, while Japanese and Korean C-class cars usually do not reach up to a score of 2 points). To be fair, it is worth noting that after the run-in, when all the spikes came out, the noise still appeared, but I realized this only after I rode on the freshly laid “silent asphalt.” Overall, the acoustic comfort is excellent.
3. I should immediately note that my size is 225/50R17 and in this size the tires come with the index XL, that is, they have a reinforced sidewall (and also, as befits all low-profile tires, they have rim protection). There are no complaints about handling on any surface; the response to the steering wheel is, of course, more diffuse compared to summer tires, but not critical.
4. The tires showed phenomenal braking performance in any conditions, be it asphalt or ice. At the same time, there is a downside to the coin - poor grip during acceleration. Whether in snow slush or on clear ice, the gas pedal must be handled very gently, otherwise all 4 drive wheels will slip. What can I say, at street temperatures below minus 10 degrees, a modest 152-horsepower turbo engine easily causes all 4 drive wheels to slip, even on dry asphalt. It seems that my previous non-studded tires provided much better grip during acceleration. But all the thorns are still in place.
5. Of course, you should keep in mind that studded tires are not a panacea if the driver has absolutely no driving skills. Also, it is not always worth making a choice based solely on “synthetic” tests for acceleration dynamics, braking distance and elk test speed. A lot depends on the driver here. Therefore, I recommend everyone to visit at least once in their life. And of course, you should always pay attention to weather conditions - even the slightest change in ambient temperature can radically change the grip of your tires on the road.
On-board filming from the track on the “secret lake”. It’s very slippery, it’s impossible to accelerate quickly, the lap time (3.3 km) is 3 minutes 45 seconds. Although you can notice that most of the route is not rolled out to ice.
There on the lake, another day - different temperature. Best lap time 3 minutes 30 seconds.
To summarize, we can admit that the Nord Frost 100 is a very worthy tire model for everyday use, which does not cause acoustic discomfort and is perhaps an excellent choice for those for whom studless tires are not enough. And given the pricing policy, it will already be a bestseller without my recommendations. I'll go and install the Michelin X-ICE North 2 for comparison.
Photos used in this article
Test of winter studded tires size 205/55 R16 (2013)
List of tested tires:
- Bridgestone Ice Cruiser 7000
- Continental ContiIceContact
- Dunlop Ice Touch
- Gislaved Nord*Frost 100
- Goodyear UltraGrip Ice Arctic
- Hankook W409 I*Pike
- Kama EURO 519
- Michelin X Ice North 2
- Nokian Hakkapeliitta 8
- Pirelli Ice Zero
“One hundred seventy, one hundred eighty, one hundred and ninety...” - this is Uncle Vanya counting the studs in the next tire. Stop! What the hell are one hundred and ninety if in Northern European countries, where the use of studs is still allowed, a restriction came into force in July of this year: no more than 50 studs per linear meter of tread? That is, a 16-inch tire (205/55 R16) should have no more than 96 studs! We count it again - and we are convinced that the tread of the new Nokian Hakkapeliitta 8 tires still has 190 studs, almost twice as many!
Why did the Finns decide to bypass the new rules - and does such a number of spikes give any advantage over competitors? Let's find out in the course of our next comparative test, in which ten models of studded tires of size 205/55 R16 took part.
Discussions about tightening the rules for the use of studs have been going on in the Scandinavian countries for a long time, and the reason is increased wear of the road surface. The “greens” began to claim that asphalt dust is also carcinogenic, that is, it causes cancer. And in 2009, a new standard was announced - up to 50 studs per linear meter, regardless of the tread width or tire diameter. At the same time, the previous restrictions remained in force: the protrusion of the studs above the tread surface should not exceed 1.2 mm.
What about security? After all, the more studs, the better, other things being equal, the “hook” for the ice... They left a loophole for the tire manufacturers! It turns out that you can install more studs, but then you will have to prove that denser studs will not increase the destructive effect on the road. As a result, a method for full-scale assessment of the impact of studded tires on the road surface was developed at the Finnish testing center Test World. In a nutshell, after a certain number of rides on granite tiles, the mass of this tile should not decrease more than after the same impact of reference tires with a “legal” number of studs.
However, there was no rush demand for such tests. For example, Michelin decided that this was not a completely fair way to get around the new restrictions - and threw all their efforts into improving tires with a reduced number of studs. The developers of the new Gislaved Nord Frost 100 tires did the same. What about the rest?
The rest have fully loaded their production facilities to produce as many tires as possible, studded according to the old rules (no more than 130 studs for 16-inch tires). After all, the ban that came into force on July 1 concerns the production, but not the sale, of tires with the “wrong” studding!
And only the Nokian Tires company went its own way: the number of studs on the tires of the new Hakkapeliitta 8 model not only did not decrease, but increased by one and a half times! Naturally, the mentioned test was passed, and, as we learned, it was carried out not at the Test World test site, but in our own testing center near the town of Nokia. It turns out that this is possible - under the supervision of an official observer from the transport security agency Trafi. Competitors, naturally, made a fuss - they say that with so many spikes it is impossible to successfully pass the test!
Perhaps, explains Mikko Lukkula, head of Nokian's studded tire development department. “For three years, we have created fundamentally new lightweight studs, conducted dozens of tests on road surface wear and are confident that our tires work great on ice.
So, the main intrigue of the test is indicated.
Uncle Vanya gets behind the wheel of an Audi A3, Andrey Mokhov, having checked the reliability of the optical sensor, sits on the right and opens the laptop. Now - a dozen braking and acceleration, then - on the lift, changing tires, acceleration and braking again...
Despite the fact that acceleration is controlled by the traction control system, and deceleration is controlled by ABS, the studs crush smooth ice into snow powder.
The last, tenth set of studded tires was tested for “acceleration-braking” - and... The first sensation! ContiIceContact tires have the shortest braking distance. They also provided the car with better acceleration dynamics. And although the advantage over the “bristling” Nokian Hakkapeliitta 8 tires is very small, it is there! That is, 190 studs lined up in 18 rows perform no better on the ice than 130 studs distributed over 12 rows. At least in 14-degree frost. Why? Yes, because to reduce the harmful effects on the road surface, the Finns really had to change the design of the studs: they are not only lighter, but also smaller - in height and diameter - than those used in Continental tires. And those that were previously used in Nokian Hakkapeliitta 7 tires. And the carbide insert of the “small” studs is not so powerful.
The two favorites are hot on the heels of the new Pirelli Winter Ice Zero tires.
Another bright new product this season promises to be the Gislaved Nord*Frost 100 tires. There are already 96 “legal” studs - and they provide quite decent braking on ice, although during acceleration they are only the eighth best. The Goodyear UltraGrip Ice Arctic and Dunlop Ice Touch and Michelin X-Ice North 2 tires, familiar to us from last year’s tests, were also ahead. By the way, why is Michelin represented by the second generation X-Ice North tires and not the third? The company decided that it would be better not to give these tires to anyone for comparative tests until the new model is officially launched on the market.
Bridgestone also prepared new products for the winter season, but also refused to provide them before the official premiere. That’s why our category includes Bridgestone Ice Cruiser 7000 tires, which will also be actively sold on our market this coming winter.
The Korean school is represented by Hankook Winter i*Pike tires, and the Russian school is represented by Kama Euro-519 tires. On the ice, the results of both are very modest. But for now we are talking only about grip qualities in the longitudinal direction.
The handling assessment began with driving around an ice circle at the highest possible speed, and continued on a winding track, where both lap time and a subjective assessment of the comfort and reliability of control were taken into account. In these exercises, the Nokian Hakkapeliitta 8 tires already achieve a convincing victory. Excellent grip in corners, excellent control over the car on the track! By the way, I can confidently recommend these tires to those who go to amateur ice races: “taking off” a couple of seconds from a lap is not a problem!
Continental tires are in second place, and closely behind them are the second, albeit small, but still a sensation - Gislaved tires. They allowed me to drive the car very confidently on a winding road.
Another surprise awaited me when the Audi A3 was fitted with Goodyear UltraGrip Ice Arctic tires. The car brakes and accelerates well, but handles poorly in corners. In the first laps I even jumped off the icy track a couple of times. Fortunately, there are not meter-long snowdrifts around, but safety stripes with a ten-centimeter layer of fluffy snow.
But around the “snowy” handling track there are just snowdrifts...
The next day the frost dropped from fourteen degrees to minus seven. We have at our disposal a 600-meter track with perfectly packed snow. The work will be monotonous: acceleration to 50 km/h, braking, acceleration again, braking again... But if previously the driver was required to work with the pedals in order to prevent unnecessary wheel slipping at the start and blocking during braking, now this is monitored electronically - Traction Control and ABS. And soon, it seems, it will be possible to do without a driver altogether.
At the same time, the Audi A4 robotic car was honing its skills on the neighboring track! For now, an operator sits behind the wheel, but only to set the required motion modes and check that the robot performs them correctly. The executive systems, at the command of the electronics, press on the gas, on the brake, and even turn the steering wheel. At the end of the track, the machine turns around on its own and continues taking measurements in the opposite direction.
I felt a slight surge of professional jealousy, but quickly consoled myself with the fact that such a piece of hardware would not replace me for a long time on the handling track! By the way, I was allowed to ride as a passenger in a car with a robot “at the wheel” - and... Should I, echoing the English Luddites, rip out this impudent “arm” or “leg”? Soon there will be no need for testers on handling tracks either! For example, this self-driving car already knows how to “rearrange” in the snow. Angular velocity sensors detect slipping, and a command is immediately given to correct the steering wheel... Another five years - and such cars will be driven along winding roads, revealing the difference between the tires!
For now, we look at the results of manual tests on snow and see that when braking they are very close: the difference between the best tires (Dunlop Ice Touch) and the worst (Bridgestone Ice Cruiser 7000) is less than three meters, which is within ten percent. When accelerating, the spread is a little larger, about 20 percent, and the favorites here are different - the Nokian Hakkapeliitta 8 tires. That is, the Finns have conjured up not only the studs, but also the tread - after all, in the snow it is not so much the studs that are important, but the tread.
And on the handling course, winding around fir trees and snow-strewn boulders, I felt most comfortable on the Nokian tires: quick reactions and completely controlled slides. Moreover, when sliding, it is better not to slow down, otherwise the stabilization system, which is turned off by the button, will “wake up” and the pace will decrease. By the way, this is also an indicator: if on Nokian tires I “awakened” the stabilization system only once, then on other tires I disturbed it much more often - due to errors caused by extended slips (the Bridgestone Ice Cruiser 7000 and Kama Euro-519 tires were especially upset by them ).
At the beginning of spring, we supplemented the tests with a cycle of “asphalt” tests.
First, we looked at how the tires behaved on slush - a snow-water porridge that covered the asphalt in an even layer. The depth of this layer is only 3.5 cm, and Hankook tires float at a speed of 19.4 km/h. However, the best Bridgestone tires in this type of testing are not far behind - their limit is 21.2 km/h.
And on wet asphalt, no longer mixed with snow, the shortest braking distance belongs to Gislaved tires, and the worst - to Nokian Hakkapeliitta 8.
Yes, yes, skeptics from other tire companies have already whispered that with so many studs, Nokian tires will not work well on asphalt. On a wet surface this is true, but on a dry surface the Nokian Hakkapeliitta 8 tires showed one of the best braking results. This, by the way, is a reason to remind again that modern studded tires work on asphalt no worse, and sometimes even better, than non-studded Scandinavian-type tires - those that are popularly called Velcro. This is due to the stiffer rubber, which is necessary for reliable fixation of the studs. There is still a myth in circulation that a studded tire rolls on asphalt, relying more on the studs than on the rubber. But in fact, the spikes, in contact with the asphalt, are recessed into the body of the tread, practically not reducing the contact patch between the rubber and the road. However, it all depends on what goals the manufacturer sets when creating a specific tire model. By changing the tread pattern, hardness and chemical composition of the rubber, you can shift the balance of qualities, giving preference to either behavior on slippery winter surfaces (ice, snow) or on asphalt.
With Dunlop Ice Touch tires, this balance is clearly shifted towards asphalt: the Audi A3 brakes confidently and responds best to sharp turns of the steering wheel. But on ContiIceContact tires, the braking distance on both dry and wet asphalt is a couple of meters longer, that is, preference is given to “winter” qualities.
Where studded tires always lose to non-studded tires is acoustic comfort. There is clearly more noise from them, especially if the tread has as many as 190 studs, like Nokian tires. However, even with fewer studs, Kama Euro, Pirelli, Continental and Bridgestone tires click about the same. And the quietest tires are Michelin X-Ice North 2. Along with the Nokian Hakkapeliitta 8 tires, they are also the softest.
How will such soft tires behave if they fall into a hole or run into an asphalt ledge? Two years ago we already carried out crash tests of summer tires. And now, for the first time, winter tires have been subjected to a similar experiment.
At a speed of 40 km/h, the car runs into a steel channel installed at an angle of 30 degrees - a piece of U-shaped beam. If the tire holds up, the attempt is repeated at a speed of 45 km/h. And so on until the tire “gives up the ghost.” We didn’t mock the suspension of the new Audi A3 - we found a well-worn Mercedes-Benz C 180.
Bridgestone tires withstood the most impacts: they were only punctured at a speed of 70 km/h! And this is no coincidence: when developing their tires, the Japanese take into account the specifics of bad roads, strengthen the structure and test it themselves with crash tests.
The Continental tires also hold up well - they gave up at a speed of 60 km/h. The bulk of the tires were finished off at a speed of 50 km/h, but the Michelin tires, which we liked so much for their softness, were punctured in the very first race, at a speed of 40 km/h. We even decided to repeat the experiment - what if it was an accident? Bang! Psh-sh-sh... And the second Michelin X-Ice North 2 tire with a through hole is sent to the landfill. And again, everything is understandable: the French company is paying more and more attention to reducing rolling resistance, for which the sidewall is becoming thinner (this reduces the so-called hysteresis losses - energy consumption for heating due to deformation).
By the way, we also tested the tires for rolling resistance using a running drum. And it turned out that the Nokian Hakkapeliitta 8 tires roll easier than others, and not the Michelin X-Ice North 2. But this is without studs, since studded tires would damage the calibrated surface of the drum. It is not a fact that this rating will not change with spikes. However, in terms of fuel consumption, the difference is still small - the bulk of the tires are separated by 0.2-0.3 l/100 km. And the difference between the most “economical” and the most “gluttonous” tires (as expected, they turned out to be Bridgestone tires) is 0.6 l/100 km. And yet, since the experiment was carried out without spikes, we did not take its results into account when calculating the final estimates.
Test results
Expert opinions on each tire are presented below
| Place | Tire | Expert opinion |
| 1 | Rating: 9.0
Nokian
|
Load/Speed Index:94T Weight, kg9.2 Number of studs/studding lines 190/18 Protrusion of spikes, mm1.2 Country of origin: Finland With such and such a number of spikes, victory over competitors, especially in ice disciplines, should be simply devastating! But the matter was limited to simply victory, without defeat. On the track the handling is the best, the car is a pleasure to drive. But the advantage over ContiIceContact tires, which have 60 fewer studs, is insignificant, and in terms of acceleration dynamics, Continental tires are even better. Because although there are a lot of studs in the tread of Finnish tires, they are small: the diameter, stud height, width of the carbide insert - everything here is smaller than that of Continental tires. Perhaps, at a higher temperature, on “soft” ice, the effectiveness of “small” spikes would be higher, but our tests took place in 14-degree frost. Nokian tires are traditionally good on snow: precise and timely reactions to the steering wheel and gas. But on asphalt the behavior is unstable. Nokian tires provide good deceleration on dry surfaces, but on wet surfaces they provide the longest braking distance. And the expected drawback was the “itching” sound from the studs, which did not leave the cabin throughout the entire speed range.
Braking performance on dry asphalt Noisiness High price |
| 1 | Rating: 9.0
Continental
|
Load/Speed Index:94T Weight, kg9.8 Rubber hardness Shore, unit 49 Protrusion of spikes, mm1.3 Country of origin: Germany On ice the ContiIceContact tires are great. Acceleration and braking are the best in the test, and the balance of drift and drift on an ice track is such that you are driving an all-wheel drive car rather than a front-wheel drive one. You let off the gas a little at the entrance to the turn - and then you drive the car in an arc in a controlled slide with four wheels! The tires are also good on snow, and only the not always appropriate slight tendency for the rear axle to skid did not allow us to give the highest score for “handling reliability.” On asphalt, grip properties are at an average level, although the “Rearrangement” maneuver was done very well. The car reacts sluggishly to the first impulse, but then the tires “squeeze” and withstand lateral overloads well. It's a pity, the sound during such maneuvers is very intrusive - the Continental tires howl quite a bit even on a straight line, and the noise intensifies in turns. These tires hold up well. And the studs in them hold on to the last: in order to pull out a stud set on glue, you need to apply a force 2-2.5 times higher compared to other tires. I wonder if the ContiIceContact tires will still perform as well on ice after switching to a lightweight stud? Such tires with the HD index, produced after July 1, 2013, have already appeared at Russian dealers. + Grip properties on ice and snow Handling on ice and snow Impact strength Grip properties on wet asphalt |
| 3 | Rating: 8.8
Gislaved
|
Load/Speed Index:94T Weight, kg8.8 Rubber hardness Shore, unit 48 Number of studs/studding lines96/14 Protrusion of spikes, mm1.3 Country of origin: Germany “Not in numbers, but in skill!” The tread of the Gislaved Nord Frost 100 tires has only 96 studs with a standard offset, but on ice these tires are better than many tires that have 130 studs. On the handling track - the third time, but the gap from the leader, who has almost twice as many studs, is less than a second! It’s not for nothing that German tire makers (Gislaved today is 100 percent a product of Continental) worked on a new tread and new “triangular” studs! The slips are small and easy to control. And in the snow there is decent behavior, although on the track the handling is hampered by sharp slips. But on wet asphalt - minimal braking distance! At the same time, the tires make little noise and gently “swallow” bumps. In general, they are well-balanced winter tires: they work confidently on country roads and are almost ideal for city use. And the price looks reasonable. + Traction and controllability on ice Grip properties on snow Grip properties on asphalt Moderate handling on snow |
| 4 | Rating: 8.7
Pirelli
|
Load/Speed Index:94T Weight, kg9.1 Tread depth, mm: 9.5 Rubber hardness Shore, unit 50 Number of studs/studding lines 130/16 Protrusion of spikes, mm1.2 Country of origin: Germany These tires came to our test a month and a half before the official premiere - we didn’t even know the real name of the model, since there were no markings on the smooth sidewall. But both the tread and the studs of the new design were already “commercial” - now both the insert and the stud body have a complex trapezoidal shape. As for longitudinal dynamics on ice, Pirelli tires are almost on a par with the test leaders. But on the controllability track there were sharp slips into lateral slips. However, Pirelli tires, whether winter or summer, have always given the car sharper, sportier reactions. Similar behavior is observed on snow, but here the grip properties in the longitudinal direction were at an average level. On asphalt there is good deceleration, both on dry and wet. The smooth ride is good, but there is a lot of noise - the hum is audible even when driving on packed snow. Albeit with reservations, we also recommend these tires - primarily for those who drive in winter mainly on city streets cleared of snow. + Grip properties on ice Moderate handling on ice and snow Noisiness |
| 5 | Rating: 8.5
Michelin
|
Load/Speed Index:94T Weight, kg9.3 Tread depth, mm: 9.4 Rubber hardness Shore, unit 52 Number of studs/studding lines 118/12 Protrusion of spikes, mm1.0 Country of origin: Russia When we conducted this test with the participation of Michelin X-Ice North 2 tires in early February, we received an invitation to the official premiere of the next generation tires - X-Ice North 3. But all attempts to get new tires for testing were a fiasco! However, in Russia the new product will not appear in all sizes and half of the sales volume of Michelin studded tires will be on the X-Ice North 2 model. Decent tires, and with a pronounced family feature of Michelin tires - high stability on slippery roads and soft, understandable transition processes. The bad thing is that the slides themselves last a little longer than we would like. This also manifested itself on the asphalt: extended slides prevented the “rearrangement” at high speed. But there are no problems with braking, and the level of comfort is beyond praise: these are the softest and quietest tires in our test! They could use a stronger sidewall, otherwise when hitting an “obstacle,” the thin rubber breaks at a speed of 40 km/h, although most tires last up to 50 km/h, and some remain intact at higher speeds. Overall, very comfortable winter tires that are best used on the streets of large cities. + Comfort Grip properties on wet and dry asphalt Insufficient resistance to slashplaning Low impact strength |
| 6 | Rating: 8.4
Goodyear UltraGrip Ice Arctic
|
Load/Speed Index:94T Weight, kg10.3 Protrusion of spikes, mm0.9 Country of origin: Poland Introduced last year, the Goodyear UltraGrip Ace Arctic tires immediately topped our tests, but this year's performance wasn't quite as impressive. The reason could be changed weather conditions, the progress of competitors, but it seems that the issue is due to lower quality studs. The “cocked-cornered” studs themselves have not changed, but most of them turned out to be excessively recessed into the tread - the offset is on average 0.9 mm versus 1.2-1.3 mm for competing tires. Here we need to look for the reason for the lag behind the test leaders in both acceleration and braking on ice. And on the handling track, the lag goes beyond the bounds of decency: the Audi A3 on Goodyear tires covers the 800-meter track ten seconds longer than on Nokian tires! Last year we noted that Goodyear UltraGrip Ice Arctic tires work better in the longitudinal direction than in the transverse direction, but now the imbalance has worsened - the car holds up very poorly on an arc! On snow, the handling situation is better, but there are problems with acceleration. On asphalt - at the level of average peasants. It is curious that the clatter of the studs is almost inaudible, but the tread itself howls throughout the entire speed range. What these tires definitely pleased us with was their resistance to impacts: they took third place in this discipline. With normal stud quality, these tires would certainly be able to compete with the leaders, but based on the results of our test, we would not recommend using these tires on cars without electronic stabilization systems. + Braking properties on ice and snow Grip properties on wet and dry asphalt Impact strength Handling on ice Traction on snow |
| 7 | Rating: 8.3
Dunlop
|
Load/Speed Index:94T Weight, kg10.1 Tread depth, mm: 9.8 Rubber hardness Shore, unit 55 Number of studs/studding lines 130/14 Protrusion of spikes, mm0.9 Country of origin: Poland According to the final assessment, Dunlop tires are only 0.1 points inferior to Goodyear tires. No wonder: the Dunlop brand today is three-quarters owned by the Goodyear concern, and the Dunlop Ice Touch and Goodyear UltraGrip Ice Arctic tires were developed by the same team of engineers. The tread patterns are different, but everything else - the depth of the grooves, the hardness of the rubber and the studs - is the same. Unfortunately, the quality of the studs is also the same: the studs in the Dunlop tires also turned out to be set deeper than necessary. By the way, the tires were made at the same plant in Poland. The problems with handling on ice are also similar: Dunlop tires hold up noticeably worse in the transverse direction than in the longitudinal direction. Driving a car along a winding road is difficult due to sudden, unexpected slips. But on snow - minimal braking distance! At the same time, acceleration and handling characteristics are the same “sluggish” as on ice. But on a dry surface there is a minimum braking distance and a maximum speed of “rearrangement”. The car reacts clearly and quickly to steering turns, which is very rare for winter tires! True, there is also a side effect - increased rigidity when passing small irregularities. + Grip properties and handling on asphalt Braking performance on snow Smooth ride |
| 8 | Rating: 7.5
Bridgestone Ice Cruiser 7000
|
Load/Speed Index:91T Weight, kg10.6 Tread depth, mm: 9.7 Number of studs/studding lines 130/14 Protrusion of spikes, mm1.0 Country of origin: Japan Aggressive tread, cut by a fine network of wavy lamellas - and studs lined up in 14 lines. But the studs are ordinary - with cylindrical inserts, and the tread rubber is not as “tenacious” as that of competitors, which is indirectly evidenced by its increased hardness - 20% more than Nokian tires. And the result is very modest grip properties on both ice and snow. Handling also leaves much to be desired (speed in corners is limited by unpleasant sliding of the front axle). On snow and water slush, Bridgestone tires float up later than others. And they work excellently on asphalt: on the “rearrangement” the reactions are so fast and accurate, as if the car was “shod” not in winter, but in all-season tires. And most of all I was pleased with the impenetrable sidewalls. But there is a trade-off here: a stronger sidewall is also stiffer, so Bridgestone tires do not have the best effect on a smooth ride. Bridgestone Ice Cruiser 7000 tires will certainly find their poor buyer, especially in the outback - where tires are often replaced not because of tread wear, but because of “holes” received in pits. + High impact strength High resistance to slashplaning Traction and handling on asphalt Handling on ice and snow Comfort |
| 8 | Rating: 7.5
Hankook
|
Load/Speed Index:91T Weight, kg10.0 Tread depth, mm: 9.4 Rubber hardness Shore, unit 57 Number of studs/studding lines 130/12 Protrusion of spikes, mm0.7 Country of origin: South Korea Even at the stage of “static” measurements, we assumed that Hankook tires were superfluous in this test: most of the studs barely protrude above the tread level. There are those that rise only 0.3 mm! Such studs, of course, do not work on ice - the car slides dangerously both when braking and when turning. But at the same time, it receives a decent rating for the reliability of control: yes, the car slips and therefore drives slowly, but the limit on grip properties is felt well, the stalls are soft, there is a good balance of drift and skidding... It also happens. However, Hankook tires failed to shine on snow, where studs no longer play a big role. The tread does not cope well with drainage functions - in slush (snow-water mixture) Hankook tires float up earlier than others. They also work poorly on wet asphalt (the braking distance is too long) - and only on dry asphalt everything is more or less in order. But this is not enough to recommend Hankook Winter i*Pike tires as winter tires. True, there is an argument that for many sounds stronger than arguments about safety: Hankook tires are exactly half the price of Nokian tires. + Price Grip and handling on dry asphalt Grip properties on ice and snow Low resistance to slashplaning Grip properties on wet asphalt |
| 10 | Rating: 7.1
Kama
|
Load/Speed Index:91T Weight, kg10.3 Tread depth, mm: 9.0 Rubber hardness Shore, unit 59 Number of studs/studding lines 136/14 Protrusion of spikes, mm0.8 Country of origin: Russia Despite the tread pattern, which is very reminiscent of Nokian Hakkapeliitta 4 tires, Russian Kama Euro-519 tires cannot yet compete on equal terms with imported analogues. Longitudinal traction on snow is encouraging, but on the handling track all hope disappears. It is difficult to “tuck” a car into a turn, and therefore before each of them you need to reduce the speed more than in the case of other tires. The picture on ice is also sad: slips are also poorly predicted and poorly controlled. Yes, and there are problems with braking on ice. The reason seems to be the same as in the case of Hankook tires: insufficient protrusion of the studs above the tread surface. On average - 0.8 mm: such a reach is not enough for a good “hook” on ice. On asphalt the tires perform at an average level. When performing sharp maneuvers, reactions to the steering wheel are “smeared”. And even though the thorns make a slight clattering noise, the tread hums quite a bit. And on uneven surfaces these tires are among the toughest. Yes, Kama Euro-519 tires took last place in our test. But if you remember the price and the star cast of participants, then this is not just the last, but an honorable last place. And if the manufacturer establishes control over the quality of studding, then, you see, it will be possible to claim higher and no less honorable places. + Price Braking performance on snow Ice grip Handling on ice and snow Low level of comfort |
Among studded tires, for several years now the podium has been shared by Continental, Nokian and Michelin, not allowing outsiders into the circle of the chosen few. And this year was no exception.
The named trio of “spikes” are again the best on Russian roads: each has more than 900 points. First place goes to Nokian Hakkapeliitta 7, most suitable for active drivers. But, alas, it is the most expensive and the most unprofitable: the price/quality ratio is 6.24. Very close, with a difference of less than half a percent, is the Russian version of Michelin X-Ice North 2: calm, confident and inexpensive, price/quality - 5.51. Continental, being a little late with the presentation of the new ContiIceContact, threw its vassal Gislaved Nord Frost 5 (price/quality - 5.15) into the breakthrough, slightly increasing its spikes. He did not disappoint and won the senior third place, and was less than 2% behind the leader.
Pirelli and Goodyear tried their best to compete with the top three, but they once again successfully fought off the attack. So, in fourth place is the “lighter” Pirelli Winter Carving Edge, in fifth place is the intelligent Goodyear Ultra Grip Extreme. In terms of price/quality ratio, both tires are almost equal: 5.06 and 5.09, respectively.
The sixth and seventh places were taken by strong good players - the Dutch Vredestein Arctrac (862 points, price/quality - 4.29) and the domestic
Cordiant Sno-Max (856 points and 3.62).
Slightly behind, next to the bar of 840 points, are Bridgestone Ice Cruiser 5000 (price/quality - 5.43) and the Korean “winter pike” Hankook Winter i-Pike, which clearly competes with Vredestein, since they have the same price/quality ratio. The Nizhnekamsk new Kama Euro 519 closes the top ten with a modest result of 828 points (price/quality - 3.62, like Cordiant), which turned out to be not as strong as expected. Let's hope for a quick modernization.
10th place: Kama Euro 519
- Despite the fact that the Kama has the most studs, its grip on ice is very low: the car starts and accelerates uncertainly, and brakes jerkily. The lateral grip is the weakest among all the studs. When the speed is too high, the car is blown off the intended trajectory and slides for a long time. Unexpected slippage and sudden loss of traction are especially unpleasant. The beginning of a breakdown cannot be predicted; you understand this only when the car has already “floated”.
- On snow, acceleration and braking are weak, lateral grip is the worst, and the edge of slipping, just like on ice, is not felt.
- On a snowy road, the car goes smoothly, but if you leave the steering wheel, it strives to go into deeper snow. When adjusting the course, the steering angles are large. It is better to overcome snowdrifts with intense slipping. An undoubted advantage is a confident exit back if it was not possible to get forward.
- Directional stability on asphalt is not bad, but there is not enough information on the steering wheel and lags when steering are annoying. Braking on dry and wet pavement is worse than average.
- Fuel consumption is average at any speed. The studs are too deep, which largely explains the low grip properties on ice.
- They make a lot of noise, transmitting the entire microprofile of the road to the car, as if they are over-pumped.
9th place: Hankook Winter i-Pike
- “Pike” or “tip” is the translation of the last word in the name of the tire with a tread pattern similar to the often copied Gislaved NF 3.
- On ice, the grip properties are weak, forcing you to move slowly. With a slight increase in speed, the car “does not hear” the steering wheel when turning, loses the intended trajectory and slides for a long time. It’s good that breakdowns and recovery occur quite smoothly.
- On snow, the tires brake and accelerate more confidently, but the lateral grip is much worse than the longitudinal grip.
- At small turning angles, the driver is hampered by an “empty” steering wheel; at large turning angles, the driver slips into a skid. It is impossible to feel the start of sliding.
- The car is driven along the snowy road without notice. In deep snow they are reluctant to push, and you have to skid carefully, otherwise you can get buried.
- On asphalt there is a little delay when steering. They brake worse than others in dry and wet conditions.
- They make an unpleasant noise at any speed; two rumbling peaks stand out from the general hum - at city (40–60 km/h) and suburban (90–110 km/h) speeds.
- Shake the car sensitively on uneven surfaces.
- Fuel consumption is average at any speed.
- Studded neatly, but rather shallowly, an additional two to three tenths of a millimeter of protrusion of the studs would improve grip on ice.
8th place: Bridgestone Ice Cruiser 5000
- The model is fading into history, giving way to the new IC 7000, but is still selling successfully.
- These tires have never been great on ice: reluctant acceleration, below-average braking, frankly weak lateral grip and sluggish responses. Nevertheless, at moderate speeds they behave quite adequately. There is only one problem: guessing this speed.
- I drove a little faster - the steering angles and reaction time of the car increase significantly, it begins to blur the trajectory and gets out of control.
- On snow, the steering angles are smaller, but the behavior is unstable, the front end drifts in the initial phase of the turn and skids on an arc of constant radius. In both cases, a little too much speed leads to long slides. They brake worse than others, the changeover is performed at the lowest speed, on par with the Kama.
- On a snowy road, you hold a straight line confidently. They are not afraid of deep snow on the road, overcoming them without stress.
- On clean asphalt, I like the informative steering wheel and precise execution of steering commands.
- Braking on asphalt of any condition is average.
- Not comfortable enough: the tread makes an almost helicopter noise, and the tires transmit shocks from any road irregularities to the body, as well as vibrations to the floors and steering wheel.
- The studs are of very high quality in terms of spread (no more than 0.2 mm), but somewhat small and there are a dozen fewer studs than other brands of tires.
7th place: Cordiant Sno-Max
- Domestic tires; Unlike the Kama, the number of spikes corresponds to European standards.
- Acceleration and braking on ice are average, but when turning they force you to be careful: the grip across is noticeably worse than in the longitudinal direction. They require a wide amplitude of steering, and on the arc of a bend you can’t shake the feeling that the car is turning not due to the rotation of the front wheels, but due to the slip of the rear ones.
- On snow, the side-to-side balance changes. The weakest acceleration and braking are combined with an average level of lateral grip. When taxiing, the steering wheel's turning angles are large, and the sliding is a little longer than that of the grandees, although they remain within reason.
- They maintain a clear course in the snow, but large steering angles make it difficult to correct. They are not afraid of snow drifts and snowdrifts: they confidently start, move and turn, and reliably get out in reverse.
- They float on the asphalt, the steering wheel is “empty”, and you have to turn it at significant angles.
- On dry asphalt the braking is average, on wet asphalt it is better than average.
- They make a lot of noise on the asphalt due to the tread and spikes and howl on dense snow. They transmit vibrations from small road irregularities and shocks from road joints.
- As for fuel consumption, the most insatiable in the test.
- The quality of the studs: the spread of protrusion is small (0.4 mm), but the studs still stick out high, and there is a risk of losing or breaking the cores from them.
6th place: Vredestein Arctrac
- A special feature of the tire is its low weight, which combines with increased load capacity.
- On ice, longitudinal grip properties are weak, and transverse grip properties are average. They slip at startup, delaying the acceleration process; They stop the car the worst. At the same time, they show average results on the lap, although in turns they do not inspire confidence: they either cling or break away. They recover abruptly, jerking the car unpleasantly. They don't like slipping.
- On snow they accelerate modestly, brake and turn averagely.
- The car is clearly controlled on them, but only before the start of sliding, into which it turns unexpectedly for the driver. The case ends in a sweeping skid.
- They move smoothly along the snow-covered straight line, without any comments.
- They overcome deep snow uncertainly, turn reluctantly, but get back out well.
- On the asphalt we liked the clear course and clear “zero”.
- They brake well, and on dry surfaces - very well, almost on par with the Goodyear. On wet they show average results.
- They make noise and shake the car, voicing asphalt irregularities, and rustle loudly in dense snow.
- At a speed of 90 km/h, fuel consumption is average, at 60 km/h - increased.
- The studding is of high quality both in terms of the protrusion of the spikes and the spread.
5th place: Goodyear Ultra Grip Extreme
- Acceleration and lateral grip on ice are average, braking is better. Each turn of the steering wheel at a speed above 30 km/h causes a slight steering drift. If you let off the gas, the skidding will intensify and require steering adjustments.
- On snow, all characteristics are also not below average. When cornering, the car is controlled clearly, the limit is limited by the demolition of the front end. However, in the second corridor of the changeover, skidding begins already at low speed. Keeping the car in control and achieving high results is possible only with the help of an electronic assistant or proactive actions of the driver.
- Directional stability on a snowy road is clear, without any comments.
- Snow tracks are not for these tires. It is better to move through the snowdrifts only under tension, otherwise you will get up or even bury yourself.
- On asphalt they go smoothly in a straight line, but are late with steering... But they brake better than anyone else, both wet and dry (in this they are almost on par with the Vredestein).
- They make a hum from the tread, but the noise of the studs is a separate issue. They howl at high speeds and crunch distinctly at low speeds. Shake the car on small and medium-sized bumps.
- They roll well, so they consume average fuel.
- The quality of the studs is comparable to Cordiant: the spread is within reasonable limits, but the protrusion is on the verge of the maximum permissible.
4th place: Pirelli Winter Carving Edge
- Like Goodyear, they are not afraid of ice. They accelerate, brake and turn confidently. On an arc of constant radius, the maximum speed does not cause pronounced drift or skidding, the car's steering is close to neutral. On the ice ring, speed is limited by soft drifting. This allows you to change the curvature of the turn by releasing or adding gas.
- They also work quite conscientiously on snow: they show average results in braking, acceleration and shifting. The behavior is clear, understandable, without comments, with an element of “ignition” - they provoke active driving.
- They walk smoothly on a snowy road, clearly responding to steering inputs.
- It is better to overcome deep snow with slight slipping, but without excessive zeal, otherwise you can get buried.
- They hold the asphalt straight as tenaciously as in summer, braking on wet surfaces is average, and on dry surfaces it is above average.
- They annoy you with the wheezing-howling crunch of thorns. They shake noticeably on any irregularities, even small ones.
- The stitching is satisfactory in all respects.
3rd place: Gislaved Nord Frost 5
- They differ from last year's ones in a slightly increased size of the solid stud insert.
- The premium tire category is opening. Best braking and lateral grip, very good acceleration on ice. They behave very confidently in turns; at the limit, the speed is limited by a slight skid that requires minor adjustments.
- They also handle well on snow: very good braking, good acceleration and average lateral grip properties. There are no complaints about the car's handling, its behavior or the clarity of its reactions. It handles well even when sliding.
- They stubbornly keep their course on the snowy road. In deep snow, however, they do not behave very confidently.
- On the asphalt they are reminiscent of Goodyear: they are slightly delayed in reacting to course adjustments.
- They are the best in braking on wet asphalt (on par with Goodyear), and on dry asphalt they have quite a decent average result.
- They make noise and crunch their spines very clearly, especially at low speeds.
- Shocks from single irregularities are transmitted to the body.
- Increased fuel consumption at any speed.
- Studs: the spread of protrusion is within reasonable limits, but it would be nice to reduce the protrusion itself a little - for the sake of the durability of the studs.
2nd place: Michelin X-Ice North 2
- A nice feature of these tires, which instill confidence in safety on any road, is their well-balanced longitudinal and lateral grip. We note good braking on ice (despite the classic round studs), average acceleration and very good lateral grip. On the bend, when releasing the gas, slightly twist the car, helping to register the turn.
- Excellent traction properties on snow: the shortest braking distance, intense acceleration and record speed at the changeover. Stable behavior and clear reactions even when sliding. When overspeeding, they gently slide sideways, intensively slowing down.
- They handle snowy roads better than others and are sensitive to steering inputs. Deep snow is overcome confidently, allowing you to perform any maneuvers.
- They are good on asphalt: they clearly keep the given direction, and react to steering inputs without delay.
- Braking on dry surfaces is average, but on wet surfaces the tires give up: the weakest result.
- Snorting noise on paved roads. Shake the car a little on road micro-irregularities.
- The most economical (on par with Nokian) at any speed.
- The studding is of very high quality, giving reason to believe that the studs will last a long time.
1st place: Nokian Hakkapeliitta 7
- There is only one step from confidence to aggressiveness. All ice characteristics, including lap times, are better than average, and acceleration is the best. However, it feels like the tires accelerate and brake better than they turn. Behavior when turning on ice is understandable and predictable, and in the extreme it is easy to assist in skidding.
- On snow, very good braking (only Michelin is better), better acceleration, second result at the reset. They handle well even when sliding, react without delay to turning the steering wheel, and due to this they fit into turns of seemingly unimaginable steepness. All this provokes fast driving, so you need to honestly assess your skill level.
- They clearly follow a given course on a snowy road.
- In deep snow, everything is done easily and naturally, without fear of stops, starts with slipping, or sharp turns.
- On the asphalt they float a little from side to side.
- Braking on dry surfaces is average, but on wet surfaces they show the most modest results.
- They rustle with the studs and tread, shaking the car on small bumps.
- Economical at any speed.
- Studded with very high quality, no problems due to studs falling out are expected.
Out of the competition: Continental ContilceContact
- These tires were presented to the public after the completion of our "white" tests. But we found the opportunity to compare them with the test winner Nokian HKPL 7 in New Zealand, where winter is in full swing in June. We rented the same Golf VI that we used to conduct our own tests, but we couldn’t find asphalt roads, so the duel took place only on ice and snow. However, this is enough for the first acquaintance and identifying the capabilities of the new product.
- On ice they accelerate and brake almost on par with the Nokian, but in lateral grip they are simply head and shoulders above: the difference is more than 8% in favor of the German new product. Handling is beyond praise, reactions to steering wheel turns are clearer, behavior is more stable - at the limit the car only slips slightly with the rear axle. And this is on very slippery ice, where the Nokian behaves like an average car: it does not shine with information on the steering wheel and stability of behavior - it either drifts or skids and glides longer than we would like.
- On snow, the difference is almost the same, the braking distance and acceleration time are comparable to those of the Nokia, but the handling, as on ice, is better than that of the “seven”. The steering wheel is filled with information content on a straight line, clear reactions and understandable behavior in turns. The tires pull the car into turns without a hint of drift. HKPL 7 on the same track are less informative, give periodic drift when entering a turn and more active skidding on an arc.
- In deep snow, the “Germans” are a little behind the “Finns”: they start hesitantly, requiring more gas, but with intense slippage they tend to dig in.
- The studding is high quality and stable.
FRICTION TIRES RATING
The non-studded tires collected in the test, also known as “Velcro” or “Scandinavian” tires, are already known to our readers. They were updated two or three years ago, with the exception of the long-lived Vredestein Nord-Trac and the new Goodyear Ultra Grip Ice+.
The leaders' results were dense - in the range from 899 to 924 points. The first five differ by no more than 3%. But their characters are different, and each tire in our test set its own record, or even several.
When choosing, the reader should focus not on the overall result, but on individual preferences and preferences and, of course, take into account the advantages and disadvantages we have listed.
The Russian Nokian Hakkapeliitta R set records in braking and acceleration on snow and at the same time demonstrated the worst braking on dry asphalt. It remains the most expensive on the market: price/quality - 6.16. The most attractive in this parameter is the Bridgestone Blizzak WS60 (4.99) - the best in terms of longitudinal grip on ice and braking on dry asphalt, but the most voracious when evaluating fuel consumption. Michelin X-Ice 2 is a well-balanced tire, all performance is high, with the exception of acceleration on snow. The expensive ContiVikingContact 5 (price/quality - 6.04) has the best results on an ice circle and in acceleration on snow, but in braking on wet asphalt it turned out to be the worst. Goodyear Ultra Grip Ice+ is a tire that is even in all respects and is the best in tire rearrangement. The price/quality ratio (5.45) is the same as a Michelin tire, and apparently they will have to compete with each other in the market. But the title of the most economical tire in the fight between Nokian Hakkapeliitta 7 and Michelin X-Ice 2 was won by a Russian-Finnish tire.
The far from new Vredestein Nord-Trac with 852 points is noticeably behind the others. Even based on the price/quality ratio of 4.11, it is clear that he is no longer able to compete with the younger giants.
Kama Euro 519 without studs scored 830 points. Here is an example of the inappropriate use of a product originally created in a studded version. In terms of rubber hardness, Nizhnekamsk tires are closer to “European” tires (such as ContiWinterContact TS 830, Michelin Alpine, Pirelli Snowsport, Kumho KW17), and therefore cannot compete on equal terms with “Scandinavian” tires on ice and snow. But on clean asphalt they feel very confident.
7th place: Kama Euro 519
- These tires are designed for studding, but often the “bald” version is also sold - not the best solution for icy and snowy roads.
- On ice, traction is worse than that of all real studless tires. Acceleration is slow, braking is ineffective and jerky. When cornering, there are large steering angles, delayed reactions, prolonged slides, and, to the extreme, front end drift and significant straightening of the trajectory.
- On snow, braking is very weak - only Vredestein is worse; acceleration is mediocre, like Michelin; at the rearrangement the maximum speed and behavior are worse than the others. The comments are almost the same as on ice: insufficient information on the steering wheel, large angles of rotation, prolonged sliding. On a snow-covered straight line, the car is pulled towards deeper snow; course correction is complicated by large steering angles.
- In deep snow they turn better than going straight, so you can tack if necessary. On asphalt they float a little within the lane and are late when taxiing. They brake great. On wet surfaces they show the best results, on dry surfaces - above average.
- One of the reasons: the tires are harder than others. Not comfortable enough: they make a lot of noise, periodically howl and noticeably shake the car. Fuel consumption at 60 km/h is high, at 90 km/h it is average.
6th place: Vredestein Nord-Trac
- On ice, grip properties leave much to be desired; braking and acceleration are very weak (only the Kama is worse). However, on the ice circle they stay in the middle, creaking like other “Scandinavian” cars. Nevertheless, the behavior of the car is predictable, without surprises or problems. When reaching maximum speed, it begins to gently slide outward, straightening its trajectory.
- They perform about the same in the snow. Braking is the worst of all, lateral grip is weak, except for average acceleration. When accelerating, you can clearly feel how the electronics keep the tires from slipping. Maneuvering is complicated by increased steering angles. In corners, the top speed results in slight oversteer.
- On a snow-covered straight line, when moving evenly and releasing the gas, the car yaws a little, but during easy acceleration it moves much more clearly. They don’t like snowdrifts; it’s better to overcome them at speed, without stopping and not to turn the steering wheel unnecessarily. It is not recommended to skid, otherwise you might get stuck.
- They walk smoothly on asphalt, but are delayed when adjusting direction. Braking on asphalt is also not brilliant, both wet and dry brakes are weak.
- The tread rustles loudly on rough asphalt, howls in corners at high speeds, and pops on bumps. Large bumps pass through unpleasantly harshly. Fuel consumption at 60 km/h is average, at 90 km/h it is increased.
5th place: Goodyear Ultra Grip Ice+
- The company’s new product, which essentially falls into the category of premium tires.
- She has no noticeable preference for surfaces, with the exception of asphalt. On any road, the tires demonstrate a fairly even character and similar behavior.
- On ice, both longitudinal and lateral grip are average. At the moment of starting, it is easy for the wheels to slip, so you need to apply pressure on the gas carefully.
- In the snow, braking and acceleration are also average, and the speed at the changeover “jumps out” into the leading ones. This is partly due to the electronics (on the Golf it cannot be switched off). The skid in the second corridor begins early, but the ESP simply does not allow it to develop. The same thing happens during acceleration: as on the Vredestein, you can clearly feel that the electronics are strangling the engine, otherwise the tires will slip.
- On a snowy road everything is smooth, without any comments.
- In deep snow they behave confidently, maneuver easily, and do not dig in when slipping.
- On asphalt, when changing course, you can feel a slight steering of the rear axle.
- Braking is not record-breaking, but very effective both on wet asphalt and (especially!) on dry.
- Comfortable: the tread rustles quietly and rolls along the road gently.
- At 60 km/h, fuel is consumed economically; in this indicator they compete with Michelin. However, at 90 km/h the consumption increases to average.
4th place: Continental ContiVikingContact 5
- The leader of our test two years ago. This time the results are more modest. Apparently, the new exercise “braking on wet asphalt” had an effect. Nevertheless, no weaknesses were found on snow and ice, and they remain in the premium tire category (more than 900 points).
- On ice they accelerate and brake in the top four, and on the lap they show the best results. They squeak and squeak, as if there is wet concrete under the wheels instead of ice, but they hold! When maneuvering, the steering turns are quite large.
- They feel much more confident on snow: better acceleration, very good braking and an average result at the stop. As on ice, the steering angles are too large. The course on a snowy road is quite clear, they respond to direction adjustments without delay
- Deep snow can be overcome confidently in any mode.
- On the asphalt straight they float slightly within the lane. They stop well on dry asphalt, but on wet asphalt they give up, braking worse than anyone else. Tire manufacturers consider grip on a wet road to be the antipode of rolling resistance. Here, like the “bridge”, there is no “wet” clutch, no fuel economy.
- In terms of comfort, they are comparable to Michelin: quiet and smooth.
- Fuel consumption at 60 km/h is average, at 90 km/h it is increased.
3rd place: Michelin X-Ice 2
- They feel confident on “white” roads and off-road. There are no failures, with the exception of weak acceleration in the snow.
- They don’t shine on ice, but they are confident: they brake and accelerate actively, and on the lap they share the second result with Nokian. Unlike the “bridge”, they are captivated by the balanced “lengthwise-across” clutch. Clear reactions, smooth transitions to slides - in general, they behave clearly and reliably.
- On snow, the performance is not leading: in braking it is the worst of the first four, in the shift it is also the fourth result, acceleration is the weakest.
- When adding gas, they actively screw into the turn, and when released, they slightly straighten the trajectory.
- The snow-covered road is maintained without comment.
- They behave confidently in deep snow. Even with intense slipping, they float up, move forward, without trying to dig in, and are not afraid of slipping.
- They walk on asphalt without any notice, they even react to small turns of the steering wheel without delay, almost like summer tires.
- On dry asphalt they brake better than average, on wet asphalt they brake very well.
- Comfortable, noise and smooth running without any comments. Economical at any speed, but rolls a little worse than the Nokian.
2nd place: Bridgestone Blizzak WS60
- On “white” coatings they show outstanding results, but, alas, along with frankly weak ones. On ice there is excellent braking and better acceleration. It would seem that the model is just right to be declared the ice leader!
- But weak lateral grip spoils the whole picture (only the Kama is slower on an icy lap), forcing you to be careful when cornering. Tires that inspire confidence during acceleration and braking noticeably lose grip when cornering.
- The controls are clear, the slides are soft and understandable. On snow there is very good braking and a decent result when shifting, but acceleration is very weak. The tires require care when starting off and are only ready to take full throttle when moving (the Nokian behaves similarly).
- They walk better than others on a snowy road and respond to direction adjustments without delay.
- They overcome snowdrifts easily and are not afraid of slipping, since they do not dig in.
- They move clearly on asphalt, but the reactions, like most winter tires, are slightly blurred.
- On a dry road they brake better than anyone else, but on a wet road they don’t like it - the result is worse than average.
- They make noise, transmit vibrations and mild itching from micro-irregularities.
- Highest fuel consumption at any speed.
1st place: Nokian Hakkapeliitta R
- Almost equally strong on snow and ice, not a single weak characteristic.
- On ice surfaces, very good braking is in harmony with the same lateral grip and acceleration. A slight twisting skid helps when turning, they handle well in slides, and gently restore traction when coming out of slides.
- All characteristics are best on snow. Confident braking, energetic acceleration, high speed (together with Goodyear) execution of the changeover and clear behavior on it. They allow and forgive minor mistakes in management.
- They confidently hold on to the snowy road. Drifts and snow drifts are not scary. Starting after stopping, turning any curvature, going back - all this is done without difficulty and special skills.
- On asphalt they float slightly within the strip.
- On dry asphalt the braking is weak, on wet asphalt it is moderate. It looks like there is little left for asphalt; all the “strength” has gone to snow and ice.
- There are no comments regarding noise. But you can find fault with the smoothness of the ride: isolated irregularities are marked on the body by sharp jolts.
- They set a record for fuel efficiency, ahead of even Michelin.
The editors express their gratitude to all companies that provided tires for testing.
Special thanks to Nokian Tires for providing technical support.
