Fifteen-inch tires for small cars are the most popular. Most cars of class B and even C, sold in Europe on “sixteenth” and larger wheels, in our market are shoed mainly in the budget “fifteenth” size. And it’s not just the lower prices of such shoes. On our roads, tires with a higher profile are more comfortable and durable. Moreover, they protect consumable suspension elements (ball joints, silent blocks, shock absorbers) from high shock loads, prolonging their life.
Alas, there are few new products in budget sizes. New developments in this segment are not economically viable and are therefore very rare. Tire manufacturers, as a rule, keep inexpensive small-sized models on the assembly line longer than larger ones. Some companies slightly update tire compounds and other materials, often not so much to improve performance as to reduce production costs.
List of tested tires:
The highest price level is held by the top, but no longer new, models Continental ContiPremiumContact 5 (3,600 rubles per piece) made in the Czech Republic and Goodyear EfficientGrip Performance (3,400 rubles), made in Germany. A little cheaper you can buy Pirelli Cinturato P1 Verde tires (3,150 rubles), produced in Turkey, and a very recent model Nokian Hakka Green 2 (3,200 rubles) of domestic production. The latter, by the way, can boast not only of Russian citizenship, but also an increased load index: 95.
The middle price segment is opened by more affordable tires (2,800 rubles) - real Japanese Toyo Proxes CF2 and an updated mixture of the Hankook Kinergy Eco tire of Korean design, but produced in Hungary. The latest model Nordman SX 2 (2,700 rubles) made in Russia and Kumho Ecowing ES01 (2,600 rubles), made in China, will cost a little less.
The price of the far from new domestic tire Cordiant Sport 3 (2500 rubles) lies on the border between budget and mid-price offers. Cheaper (2300 rubles) they sell a fairly recent model Matador Elite 3 (aka MP 44), made in Russia.
The test also included Champiro FE1 tires from the GT Radial brand, which can be purchased for 2,200 rubles. And the Belarusian Belshina Artmotion, also known as Bel-261, closes the test dozen. Its average price in online stores is 2,100 rubles per piece.
The test car was a Czech car named Skoda Octavia. The tests were carried out at the AVTOVAZ test site, near Tolyatti. Time: hot August and September 2016. The air during tests warmed up to 22-37 degrees.
For passenger tires with dimensions 195/65 R15, manufacturers consider the standard load index to be 91 (615 kg per wheel). Some produce tires with increased load capacity - with an index of 95 (690 kg); To attract attention, the letters XL are added to their markings, which means “extra load”.
It’s also not easy with speed indexes. If five to ten years ago tires of this size all had the H index (up to 210 km/h), now they are becoming faster, as evidenced by the frequent appearance of the V index (up to 240 km/h).
Let us recall that the structural difference between tires with different speed indices lies in the difference in tensile strength under the influence of centrifugal forces that are maximum for each speed limit. And tires with different load indices differ in their ability to carry different loads.
In our company, eleven out of twelve participants have a “standard” load index - 91. Only Nokian Hakka Green 2 flaunts increased load capacity - if any car requires tires with a load index of 95, Hakka’s rivals will be left with nothing. The speed indicators were distributed as follows: seven tires have the “old” speed limit H (210 km/h) for this size, and five have the more modern V (240 km/h). For our speed limits and for the technical capabilities of many inexpensive cars, even the H index is enough with a margin.
Rushing around the training ground
Our approach to testing has not changed since last year. Let us briefly recall the testing methodology.
An initial exercise is to evaluate fuel efficiency. To ensure correct measurements, you must first warm up the tires, as well as the components and components of the vehicle. We drive ten kilometers along the highway on each set of tires. At the same time, we evaluate the directional stability of the car at high speed (up to 130 km/h), smoothness and internal noise.
Octavia received the highest marks for directional stability on Nokian and Pirelli tires, captivating experts with clear reactions and a tight, informative steering wheel.
Belshina, Cordiant, GT Radial and Matador looked the palest in this test. The comments vary: from a wide “zero” (the car walks from side to side with the steering wheel in the same position) and insufficient information content of the steering to delays in the car’s reactions, the need to turn the steering wheel at large angles when adjusting the course and even dangerous steering of the rear axle, which can cause a skid . For directional stability, these four earned only six points each.
We measure efficiency in calm weather on a horizontal two-kilometer section of the road, repeating runs in both directions several times to neutralize the possible influence of even a light breeze.
The GT Radial and Matador tires gave all the others a head start, including those that were the most economical in our previous tests. The gap from its closest competitors is 0.2 l/100 km at speeds of 60 and 90 km/h. Octavia showed the most immodest consumption on Cordiant tires: the gap from the leaders was 0.3 l/100 km at 60 km/h and 0.5 l/100 km at 90 km/h.
After the measurements, we make a four-kilometer loop along the service roads of the test site, continuing to evaluate comfort on various uneven surfaces - from seams and cracks in the asphalt to serious potholes. We roll each set of tires strictly along the same route and at the same speed.
Now about the noise. The experts did not give anyone the maximum eight points; eight participants earned sevens. Belshina, Kumho and Toyo rustled louder, so they deserved no more than a six, and the GT Radial tires were given a five-point rating for their airplane-like noise on rough asphalt.
Hankook tires had no equal in terms of ride smoothness - the Octavia wearing them handles road bumps the smoothest. Almost all other tires earned sevens and sixes, and the GT Radial tires turned out to be the most uncomfortable here too - they transmit vibrations from cracks and road seams to the controls and seats, cause trembling on rough asphalt, and also allow hard shocks from any irregularities.
Then we turn from the asphalt onto a dirt road with a slope of 12%, where we evaluate the confidence of starting off and moving uphill. We repeat passes with different degrees of slipping to assess the loss of traction at the moment the wheels slip. This exercise is optional, its results are not included in the overall score. We carry it out at the request of our readers - to understand how tires behave on dirt roads.
Cordiant and Matador “row” better than others on a dirt climb. And the ones that skid the most, losing traction, are GT Radial, Hankook, Kumho, Pirelli and Toyo. Such roads are clearly not their strong point.
Stop, car!
It’s time to rub the wheels on the asphalt. Since each set of tires will require you to perform several exercises, we begin with a test during which the tread wears off to a minimum extent: braking on wet asphalt. Before taking measurements, carefully clear the trajectory of dust and small stones by braking twenty times on non-qualifying tires.
Our mobile watering system consists of a motor pump, a set of rotary sprinklers, long hoses and a five-hundred-liter water barrel in a trailer, which is pulled by a Chevrolet Niva technician. We position the first spray so that the car wets the wheels at a distance of two or three car lengths before the starting point of braking. The car approaches it at a speed of 83-85 km/h. The VBOX measuring system records the braking distance when the speed decreases from 80 to 5 km/h, and not to a complete stop, since at low speeds (from 5 km/h to zero) the ABS often works incorrectly, the wheels can lock and the braking distance will increase . The driver hits the brake pedal (having previously depressed the clutch) at the moment of crossing the line marked by cones, and waits for the car to come to a complete stop. The tester repeats this procedure six to eight times. And he doesn’t forget to cool the brakes on the way to the starting point - moving at a speed of 40-50 km/h and braking only with the engine.
On wet roads, Nokian tires performed best: the Octavia's braking distance was 26.2 meters. She rolled no more than half a meter further on Continental, Goodyear and Pirelli tires. The longest braking distance was given by Belshina: 31 meters. The difference with the leader is the larger body of the car!
The next day we brake on dry asphalt. Clean the coating again before taking measurements. On each set of tires we brake five to six times from a speed of 103-105 km/h, and measure the braking distance when the speed drops from 100 to 5 km/h (the entire automotive world evaluates the braking properties of cars and tires using this scheme). And one more important difference between “dry” braking and “wet” braking: it takes longer to cool the brakes - you need to extend the cooling loop by several hundred meters.
Here Pirelli takes the lead with a result of 37.5 meters. Nokian is inferior by almost a meter, Continental and Goodyear - 0.4 and 0.3 meters, respectively. Belshina is again an outsider: with a score of 42.9 meters, she is almost five and a half meters behind the leader.
Let's play checkers
The final exercises - rearranging on wet and dry surfaces - are the most difficult for test drivers. In the final phase of the tests, they are performed because the rubber here is erased like sandpaper.
Changing lanes, or changing lanes, is an exercise that simulates extreme maneuvering. The most common reason for a sudden lane change is an unexpected obstacle that appears on the road, which you have to go around at speed. Usually you come across this in completely unexpected places, when there is only one way out - to suddenly change lanes. This exercise evaluates the complex of lateral grip properties and steering characteristics of tires, as well as the clarity of vehicle reactions on these tires.
The dimensions of the test corridor were dictated by life: on our roads the standard lane width is three and a half meters. But at the exit point, we narrow the corridor with cones so that with each attempt the car follows the same trajectory. It is necessary to change lanes into the adjacent lane on a path that is only 12 meters long (in the past this was a standard exercise that was determined by the Soviet GOST).
The tester’s task is to select the maximum possible speed for performing the exercise. The car must not hit any of the cones that limit the lanes. The speed in the entrance corridor at the same point is measured by an impartial VBOX. And the test driver evaluates handling during extreme maneuvering.
Typically, the tester makes 15-20 approaches on each set of tires, reaching maximum speed and trying to repeat the maximum result in order to make sure that it is not accidental.
In the wet, the Octavia was the fastest on Goodyear tires (69 km/h). “Support group” - Pirelli and Continental, on which the speed of the maneuver fell by only 0.5 km/h. The slowest is the Belshina (61 km/h), accompanied by the GT Radial tire (61.5 km/h).
Experts gave eight points for handling on wet roads during the rearrangement to Nokian, Nordman, Pirelli and Toyo tires: Skoda on these tires demonstrated clear reactions and understandable behavior. The GT Radial endures extreme maneuvering worse than others. In them, the Octavia somehow unexpectedly floated into a deep drift, slid for a long time and reluctantly restored its trajectory. If the car is wearing these tires, we do not recommend turning the steering wheel sharply - you may “lose” it.
On dry asphalt, Nokian tires won - 69.7 km/h. The Continental was just a little behind - 69.1 km/h. And at the opposite end - Belshina again with a result of 65.9 km/h.
After testing the “extreme” handling on dry roads, the situation changed a little. Eights were awarded to the same tires as on wet roads - Nokian, Nordman, Pirelli and Toyo. And Hankook, who joined them. It is noteworthy that experts rated the performance of GT Radial tires on dry roads significantly higher (seven points) than on wet ones. Belshina and Matador turned out to be weak in such conditions, earning only six points each: delays in reactions, large steering angles, oversteer (tendency to skid) in the second corridor.
Editing the score
This season we have slightly modernized the system for calculating final points.
Previously, the minimum braking distance “weighed” 180 and 160 points for wet and dry surfaces, respectively, and the maximum for speed at the changeover was 160 and 140 points. Now the “weight distribution” is as follows: the maximum for assessing braking properties is 260 and 240 points (for wet and dry surfaces), and for the maximum speed at the rear - 80 and 60 points. As a result, the ratio of braking properties and handling turned out to be more balanced and logical from a safety point of view. The total “weight” of the braking distance on wet and dry asphalt is now 500 points, and the “weight” of the car’s behavior during maneuvering is 330 points: this is the sum of the “weights” of the speed at the rearrangement (80 + 60 = 140 points), the handling rating (80 + 60 = 140 points) and assessment of directional stability (50 points).
Due to these changes in the final scoring system, we decided to slightly lower the threshold for the title of “good tires” - now it is 840 points.
The first and second places were shared by the Nokian Hakka Green 2 and Pirelli Cinturato P1 Verde tires, which scored 932 points each. These tires have virtually no flaws.
This time we were forced to expand the podium to four places - the third and fourth steps were taken by Continental ContiPremiumContact 5 and Goodyear EfficientGrip Performance tires, which earned 912 points each. There is nothing to reproach them for either, if you do not pay attention to the minor quibbles of experts.
Two more tires made it into the excellent category (900 points or more) - Hankook Kinergy Eco (910 points) and Nordman SX 2 (904 points). The first deserves the epithet “the softest tire in the test”, and the second will compete with the leaders in handling during extreme maneuvers. A modest price with an excellent final result - a bargain!
In seventh and eighth places are very good tires Toyo Proxes CF2 and Kumho Ecowing ES01, scoring 892 and 882 points, respectively. Their main drawback is their low level of comfort. If this indicator is not fundamentally important, then... why not?
Ninth and tenth places are shared by Cordiant Sport 3 and Matador Elite 3, the best performers in our test. They have a lot in common: both tires are third generation, Russian-made, and both scored 859 points. And the disadvantages are similar: modest grip properties and difficult controllability during extreme maneuvers. But if without fanaticism, then it’s quite possible to drive. Moreover, the Matador is more tempting because it is cheaper and helps save fuel.
Another good performer with 848 total points is the GT Radial Champiro FE1 tire. Noisy and rough, does not like extreme maneuvers on wet roads, but saves fuel in any mode no worse than the Matador. And it sells inexpensively.
Our table of ranks is completed - both in price and in a technical sense - by the frankly budget Belshina Artmotion (811 points). However, at the same time it turned out to be the best in terms of price and quality ratio. In other words, this tire is not so much worse than its competitors as it is cheaper.
TEST RESULTS
(Maximum 260 points)
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(Points)
Expert opinions on each tire are presented below
(The “Price/Quality” score is obtained by dividing the retail price by the sum of points. The lower the score, the better)
| Place | Tire | Expert opinion | ||
|---|---|---|---|---|
| 1 |
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Place of manufacture: Russia
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| 1 |
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Place of manufacture: Türkiye
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| 3 |
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Place of manufacture: Czech
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| 3 |
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Place of manufacture: Germany
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| 5 |
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Place of manufacture: Hungary
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| 6 |
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Place of manufacture: Russia
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| 7 |
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Place of manufacture: Japan
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| 8 |
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Place of manufacture: China
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| 9 |
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Place of manufacture: Russia
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| 9 |
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Place of manufacture: Russia
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| 11 |
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Place of manufacture: China
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| 12 |
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Place of manufacture: Belarus
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Comfortable and soft friction tires do not bother you with the crunch and hum of spikes on the asphalt, which you sometimes drive on in winter more often than on ice or snow. And in order to choose the best ones in terms of characteristics, the expert group of the Za Rulem magazine tested tires with dimensions 205/55 R16 - these fit almost all golf-class cars.
Friction tires are a complex product; not every manufacturer manages to provide a balance of grip on snow, ice and asphalt, which, in addition, can be dry and wet. There are no “nails” - everything is just due to the composition of the rubber compound and the tread pattern. Here you cannot do without advanced technologies and experience in manufacturing complex molds for 3D lamellas. Therefore, it was decided not to take very cheap tires: they always slip on at least one of the above-mentioned surfaces. We swam - we know.
Is it spring again?
This time, for the snow and ice “battle,” the “rivals” were gathered in Sweden, at the Pirelli company training ground. The ring was a small frozen lake near the northern town of Älvsbyn and its shores, covered with a blanket of snow. The meeting took place there in the completely winter month of February. However, a warm front that came out of nowhere heated the air to positive temperatures and melted all the snow and ice in the area. And when the heat receded, the lake quickly returned to its skating rink state. Tests were carried out on it, somewhat violating the traditional order of exercises due to force majeure. During testing, the air temperature dropped to -1...-15 °C.
The tire carrier was the seventh generation Volkswagen Golf, used by almost all tire manufacturers in internal testing - a car with classic front-wheel drive handling and transparent behavior.
Battle on the Ice
The first track to be ready for the “battle” was to evaluate handling on ice. Turns of different radii and a straight line that allows you to accelerate to about 80 km/h - this is quite enough to evaluate how flexible the Volkswagen Golf, shod with the tested tires, is on slippery surfaces. The assessment is carried out by two experts, replacing each other. Together with the behavior of the car, they evaluate how easy and reliable it is to operate. Moreover, from the position of an ordinary driver who does not have special training. Therefore, in addition to “professional” driving, they imitate the typical mistakes of beginners: when accelerating and braking, in turns they act sharply, as on asphalt.
Handling track on the ice of a frozen lake. It’s hard to believe, but just a couple of days ago it was “spring” here - the water surface was surrounded by shores freed from snow.
To increase the accuracy of assessments, halves were used when assigning points - to separate the results of opponents. Nokian tires earned the highest score (nine points) in the first discipline: clear reactions, understandable, predictable behavior even when sliding. There are no difficulties in driving a car, with a full understanding of what is happening under your feet. This test did not reveal any weaklings: the minimum score was seven points for three participants, and higher for the rest.
Next exercise: measurements of acceleration and braking distance on an ice plateau. The traction control system ASR and ABS are not disabled. Start from a place. The VBOX measuring system records the time taken to reach a speed of 30 km/h, then the braking distance from 30 to 5 km/h. It's good that the sky is overcast. The bright sun melts the ice, and the results begin to float away. But even in cloudy weather, friction tires on open ice are less stable than studded ones, so measurements with each set of tires are repeated 10-12 times. Moreover, every two test sets the Golf changes to base tires to assess how the condition of the surface has changed. After recalculating the results taking into account the behavior of the car on base tires, it turned out that on ice it accelerates fastest on Goodyear and Nokian tires. Nordman and Toyo lower the record result by one tenth of a second. The longest acceleration is on Pirelli tires, the difference with the leader is almost 20%.
The shortest braking distance is on Nokian and Toyo tires (15.5 m), ten centimeters behind them are Goodyear and Hankook, and the last ones are Bridgestone and Pirelli (17.3 m).
The time it takes to complete an ice circle is estimated - the shorter it is, the higher the transverse (lateral) grip. The driver tries to drive a circle as quickly as possible, making from 20 to 35 “turns” - on friction tires it is not easy to find the edge of maximum grip on ice. The scheme for changing wheels is the same as when measuring longitudinal grip: after every two test sets, change to the base one. After the exercise, it turned out that the tester had completed more than four hundred laps! Anyone who thinks that tire testing is a romantic job is deeply mistaken. It's hellish work. In this test, the Continental outperformed everyone: it managed to complete the lap in 15.9 seconds. Nokian, its closest rival, was three tenths behind. Bridgestone closes the list - these tires failed to show a time of less than 18 seconds.
Snow battles
At the beginning of the second week, snow fell, and it became possible to evaluate the “snow” characteristics. The first test is to assess controllability. Not only was there a set of “flat” turns of different radii, including running ones, where the speedometer needle sometimes reached the “100” mark, but also an interesting hairpin on the hillside, the entrance of which was on the rise, and the exit on the descent. In some turns, the snow was “worn” to the icy base of the track due to the Golf’s sideways slides. This section was dubbed the “Russian road”: snow interspersed with ice is a typical picture for our conditions.
Acceleration time on snow was measured in two modes: with the traction control system turned on and with the traction control system turned off. An experienced tester maintains the optimal degree of slip more precisely than the electronics.
Nokian and Toyo tires were my favorite here. The impressions from them are similar: good reactions and information content, understandable and predictable behavior. The speed on the turning arc is limited by a soft skid, as if steering the car into the turn, which does not require adjustments by the steering wheel or releasing the gas. A nine was not given (half a point was deducted) due to minor errors in taxiing - the required steering angles seemed a little larger than we would like. The leaders in the number of complaints were Bridgestone and Nitto. In a Golf shod with Blizzak Revo GZ, the steering angles increase significantly, a skid appears on the arc, requiring compensation, and grip decreases when sliding. On the Nitto SN2, the car behaves unstable, the turning arc passes in jerks, as if along the perimeter of a polyhedron, quite sharply breaks into a skid and recovers just as sharply after sliding.
Directional stability was assessed on a long rectangular plateau when accelerating to 90-100 km/h. It was checked how clearly the car maintains a given direction and how it responds to soft maneuvering with small steering angles, simulating changing lanes to overtake or avoid obstacles.
Pirelli tires follow the driver’s commands more clearly than others: good reactions, tight, informative “steering wheel”. The Nitto tires were disappointing: when driving in a straight line, it felt wide, unclear due to the low information content of the steering wheel at small “zero” turning angles. The car scours from side to side, the driver has a feeling of uncertainty. Delays in reactions and delayed steering of the rear axle were noted, requiring additional adjustments.
At the same site, controllability during extreme maneuvering was assessed - during rearrangement, that is, an abrupt change of lane, and due to the insufficiently hard track, there were no measurements of the maximum speed. The most precise behavior of the car is provided by Nokian tires: when the maximum speed is reached, a soft steering of the rear axle occurs, smoothly turning into a skid that does not require compensation. Nitto tires earned the lowest rating: delays in the first reactions and increased steering angles are complemented by a sharp skid when leveling the car in the second corridor, with a shooting effect.
During snow exercises, it is necessary to clear the suspension of adhered snow every time you change sets of tires.
The “snow” tests end with a cross-country ability test. Experts evaluate in deep snow (the thickness of the snow cover is slightly greater than ground clearance) the ability of tires to “carry” a car, move away, turn, and “back up.” Particular attention is paid to how slippage affects traction. If the tires are ready to perform all maneuvers only with tension (the ASR traction control system is disabled), and when slipping the traction drops, the rating is reduced. If the wheels get buried, it falls even lower.
In the snowdrifts, Nokian tires made the best impression: confident movement forward and backward with any degree of slipping, ease of maneuvers. The laggards are Toyo. On these tires you can only start and move under tension; at the slightest slipping, the traction disappears and the tires dig in. The car maneuvers and moves in reverse uncertainly and reluctantly.
We go by instruments
It remains to measure the longitudinal grip on snow. Fortunately, the snow plateau for measurements was well compacted so that the snow did not move from the ice.
The work is practically the same as on the ice straight - acceleration and braking, but with minor adjustments. Since the coefficient of adhesion on snow is higher than on ice, the end speed of acceleration and the beginning of braking is increased to 40 km/h. Especially for creative drivers, acceleration measurements are taken in two modes - standard, with the traction control system, and “creative”, with it turned off. Braking action, of course, with ABS, the braking distance is measured from 40 to 5 km/h. Measurements on base tires every three sets of tested tires were not forgotten.
The best acceleration under the supervision of electronics for the Golf is provided by the Continental: 6.1 seconds. Bridgestone, Goodyear and Nokian are two tenths behind it. The weakest in overclocking are Nitto and Toyo.
With traction control turned off, the car accelerates faster. For example, on Continental tires - in 5.6 seconds, and they are again in the lead. The closest competitors are Goodyear, Hankook, Nokian, which are only one “ten” behind. And in the rear, having spent 6.2 seconds on acceleration, was Bridgestone - the difference with the leader is almost 11%. It is noteworthy that on these tires, acceleration with the electronic limiter disabled improved by only one tenth of a second, which means that traction on snow is practically independent of the degree of slipping. While the rest of the test participants, without electronic intervention, accelerate faster by 0.5-1.0 seconds (8-14%).
The results of tests of braking properties on snow are pleasantly surprising. Of course, there are leaders in this exercise - Goodyear, Nokian and Pirelli with the same result of 14.7 meters. But everyone else is no more than half a meter behind - there were no weaklings in this discipline!
Final on home asphalt
Tests on asphalt according to an already proven scheme were carried out in May in Togliatti, at the AVTOVAZ testing ground - a neutral territory for tire manufacturers.
The test begins with an assessment of rolling resistance. One full circle (10 kilometers) along the speed ring at a speed of 120-130 km/h is enough for the temperature of the tires and oil in the gearbox to stabilize. During this time, the expert has time to evaluate the vehicle's directional stability on a straight line, as well as its reactions and behavior during soft changes from one lane to another.
The main thing during measurements is to move back and forth along the same lane, without maneuvering, with the steering wheel fixed in the “straight” position to eliminate the possibility of lateral forces that could negatively affect the results. By the way, “there” and “back” are one measurement, not two. This eliminates measurement errors due to horizontal deviations in the road surface and wind direction. Three or four measurements, and the result is ready. However, it is not yet final: after two or three sets of tested tires, you have to repeat the “stove” - measurements on the basic set, taking into account which the final results are recalculated.
At a speed of 90 km/h (suburban limit) the three Continental, Nokian and Nordman are in the lead. The Golf is most reluctant to roll on Bridgestone, Goodyear and Pirelli tires. Although the difference between them and the “green” leaders is small - 0.3 l/100 km. At “city” speed (60 km/h), the “green” three retained their positions, but Hankook got into the company. Bridgestone tires have the worst performance in this driving mode: 0.4 l/100 km more than the leaders.
Hankook and Pirelli received the highest marks for directional stability. The reactions of the Golf, shod with these tires, are close to those demonstrated on summer tires. Bridgestone and Toyo deserved the least flattering words. The Golf has a wide “zero” at the “bridge” and insufficient information content of the steering wheel; On Toyo tires there is also an unclear, wide “zero” and also rubbery, that is, delayed, reactions to steering actions. When trying to correct the course, the car begins to scour from side to side.
The previously received impressions of the noise and smoothness of the ride can only be clarified by additional driving along service roads with traditional irregularities - holes, potholes, chips and cracks. The results were somewhat surprising. The quietest of all are the Bridgestone tires, although they are also the hardest: the Golf itches and shakes on small and medium-sized bumps, as if pumped up to three atmospheres. Goodyear tires unexpectedly turned out to be the loudest and loudest, despite the fact that tires from this brand are usually quiet. And experts recognized Toyo tires as the softest.
The final exercises are to evaluate braking properties on dry and wet asphalt. Braking in a corridor sandwiched by cones so that the tires roll along the same trajectory, “cleaned” before measurements - track after track. After each braking, cool the brakes. The start speed of braking is lower than in summer tests - to protect the soft tread of the friction clutches from destruction. On wet asphalt, braking starts from 60 km/h, and on dry asphalt - from 80 km/h. On average, braking occurs six times in each case on one set. In these exercises, there is no need to repeat the “base tire”, since a change in tread temperature of several degrees during the measurement of braking properties does not in any way affect the grip properties - this has been verified by many years of experience.
The shortest braking distance on dry asphalt is provided by Bridgestone (28.6 m). Then in the interval 29.0-29.2 m there are five tires with a difference of less than one percent. And only two tires “left” thirty meters - Nitto and Toyo with results 7% worse than the leader.
On wet asphalt the spread is greater: here the Continental is in the lead with a result of 17.4 meters, while Nitto and Toyo unanimously show the last result - 21.6 meters, which is a quarter more than the leader.
Final parade
The Nokian Hakkapeliitta R2, which scored 939 points, occupies first place with a decent margin from the rest. These are excellent friction clutches for any winter roads - everyone will like them. They are especially good on ice, and will also delight you with handling, cross-country ability and efficiency. There is only one drawback - the high price.
The Continental ContiVikingContact 6 tires took second place in the rating, earning 912 points. A worthy choice for drivers of any level - from advanced to beginners. We were pleased with the excellent lateral grip on ice, grip on snow, braking on wet asphalt and efficiency. When checking the cross-country ability and directional stability on the asphalt, they gave a little slack.
The third step of the podium went to the Hankook Winter i*cept iZ2 tires with very even properties: 909 points - an excellent result. And these are the most inexpensive tires in the test! The only remark is that they are tough.
The Goodyear UltraGrip Ice 2 and Nordman RS2 are included in the excellent tire category, with 907 points each, tied for fourth and fifth place. Both are equally strong, so they are recommended without restrictions. They differ in nuances that only advanced drivers will catch. Goodyear has several extremes: very good in longitudinal grip on snow and ice, but let us down in comfort and efficiency. Nordman is close in character to Hankuk - it is also well balanced in all properties.
The sixth and seventh lines are occupied by the Pirelli Ice Zero FR and Toyo Observe GSi‑5, which received 888 points each. As part of the grading of experts from the magazine “Behind the Wheel”, these are very good tires, since their final results fall into the range from 870 to 899 points. Each has small weaknesses. Pirelli does not like ice (weak longitudinal grip), preferring snow and asphalt. Toyo, on the contrary, demonstrates good longitudinal grip on ice surfaces and handling on snow, but is weak in deep snow, as well as on asphalt - both in grip properties and in directional stability.
The eighth-ninth steps were occupied by another couple - Bridgestone and Nitto. In the test, they scored 860 points, confirming the right to be called good tires (this title corresponds to a range from 840 to 869 total points). The level is the same, both are purebred “Japanese”, but their characters are different: Nitto clings to the ice more confidently, Bridgestone to the asphalt. And on the snow there is parity. According to the results of the expert assessment, there is no fundamental difference between them. Just in comfort. Bridgestone is the quietest, but also the most rigid.
Now let’s compare the results with prices. The undisputed leader in the price-quality coordinate system is Hankook: third place in the overall standings at the most modest price. Nordman is in second position, followed by Nitto and Toyo. Famous products on this list took modest positions. And it is closed by two leaders. So choose wisely, but also taking into account the thickness of your wallet.
Test results
| brand, model | 8-9 place | 8-9 place | 6-7 place | |
| Nitto SN2 | Bridgestone Blizzak Revo GZ | Toyo Observe GSi-5 | ||
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| Country of manufacture | Japan | Japan | Japan | |
| Load and speed indices | 91Q | 91S | 94Q | |
| 8.9-9.1 | 8.8-8.9 | 9.1-9.3 | ||
| 57-58 | 49-50 | 55-56 | ||
| Tire weight, kg | 9.9 | 10.5 | 10.0 | |
| Maximum 180 points) | m | 16.9 | 17.3 | 15.5 |
| points | 165.1 | 161.3 | 180 | |
| Maximum 95 points) | With | 17.3 | 18.0 | 17.3 |
| points | 87.3 | 83.9 | 87.3 | |
| (Maximum 50 points) | With | 5.7 | 6.3 | 5.4 |
| points | 46.5 | 42.1 | 49.1 | |
| (Maximum 140 points) | m | 14.8 | 15.1 | 14.8 |
| points | 139.1 | 136.3 | 139.1 | |
| (Maximum 20 points) | With | 6.9 | 6.3 | 6.8 |
| points | 17.7 | 19.4 | 17.9 | |
| (Maximum 15 points) | With | 5.9 | 6.2 | 5.9 |
| points | 14.2 | 13.5 | 14.2 | |
| (Maximum 100 points) | m | 21.6 | 19.2 | 21.6 |
| points | 80.6 | 90.6 | 80.6 | |
| (Maximum 80 points) | m | 30.6 | 28.6 | 30.7 |
| points | 74.8 | 80 | 74.5 | |
| Behavior: Expert judgment | ||||
| Handling on ice ( Maximum 35 points) | points | 24.5 | 24.5 | 28.0 |
| Maximum 30 points) | points | 19.5 | 19.5 | 25.5 |
| Maximum 20 points) | points | 12.0 | 13.0 | 14.0 |
| Maximum 45 points V) | points | 33.8 | 29.3 | 27.0 |
| Maximum 40 points V) | points | 26.0 | 28.0 | 28.0 |
| Maximum 30 points V) | points | 19.5 | 18.0 | 18.0 |
| Comfort: Expert judgment | ||||
| Internal noise level( Maximum 30 points) | points | 21.0 | 24.0 | 22.5 |
| Smooth ride( Maximum 20 points) | points | 12.0 | 11.0 | 15.0 |
| Fuel consumption at 90 km/h (Maximum 40 points) | l/100km | 6.5 | 6.6 | 6.5 |
| points | 38.8 | 38.2 | 38.8 | |
| Fuel consumption at 60 km/h( Maximum 30 points) | l/100km | 4.5 | 4.6 | 4.5 |
| points | 28.0 | 27.4 | 28.0 | |
| Amount of points awarded | 860 | 860 | 888 | |
| pros | Good maneuverability in deep snow; satisfactory handling on ice; moderate noise level | Better braking on dry asphalt; satisfactory handling on ice and directional stability on snow; the quietest | Outstanding longitudinal grip properties on ice; reliable handling on ice and “Russian roads”; better ride quality; low noise level | |
| Minuses | Weak braking properties on asphalt and acceleration on snow; difficult handling during extreme maneuvering on snow; small comments about handling on the “Russian road” and directional stability; low level of smoothness | Weak grip on ice and snow; moderate cross-country ability; unclear course following on asphalt; minor complaints about handling on the “Russian road” and during extreme maneuvering in the snow; worse efficiency and smoothness | Worse braking and difficult directional stability on asphalt; limited cross-country ability in deep snow | |
| brand, model | 6-7 place | 4-5 place | 4-5 place | |
| Pirelli Ice Zero FR | Nokian Nordman RS2 | Goodyear UltraGrip Ice 2 | ||
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| Country of manufacture | Russia | Russia | Poland | |
| Load and speed indices | 94T | 94R | 94T | |
| Pattern depth across width, mm | 8.9-9.0 | 8.8-9.2 | 8.0-8.1 | |
| Rubber hardness Shore, units. | 52-53 | 53-54 | 52-53 | |
| Tire weight, kg | 9.1 | 8.7 | 8.8 | |
| Safety: Grip measurements | ||||
| Braking distance (30-5 km/h) on ice( Maximum 180 points) | m | 17.3 | 15.7 | 15.6 |
| points | 161.3 | 177.7 | 178.8 | |
| Time to complete the ice circle ( Maximum 95 points) | With | 16.5 | 16.3 | 16.3 |
| points | 91.5 | 92.7 | 92.7 | |
| Acceleration time (0-30 km/h) on ice (Maximum 50 points) | With | 6.4 | 5.4 | 5.3 |
| points | 41.4 | 49.1 | 50 | |
| Braking distance (40-5 km/h) on snow (Maximum 140 points) | m | 14.7 | 15.0 | 14.7 |
| points | 140 | 137.2 | 140 | |
| Acceleration time (0-40 km/h) on snow with ASR (Maximum 20 points) | With | 6.4 | 6.6 | 6.3 |
| points | 19.1 | 18.5 | 19.4 | |
| Acceleration time (0-40 km/h) on snow without ASR (Maximum 15 points) | With | 5.8 | 5.8 | 5.7 |
| points | 14.5 | 14.5 | 14.7 | |
| Braking distance (60-5 km/h) on wet asphalt (Maximum 100 points) | m | 18.7 | 19.0 | 18.3 |
| points | 93.0 | 91.6 | 95.1 | |
| Braking distance (80-5 km/h) on dry asphalt (Maximum 80 points) | m | 29.5 | 29.1 | 29.1 |
| points | 77.6 | 78.6 | 78.6 | |
| Behavior: Expert judgment | ||||
| Handling on ice ( Maximum 35 points) | points | 24.5 | 26.3 | 28.0 |
| Handling on the “Russian road” (snow/ice) ( Maximum 30 points) | points | 21.0 | 21.0 | 22.5 |
| Controllability during extreme maneuvering on snow ( Maximum 20 points) | points | 15.0 | 14.0 | 13.0 |
| Passability in deep snow ( Maximum 45 points V) | points | 31.5 | 31.5 | 29.3 |
| Directional stability on snow ( Maximum 40 points V) | points | 34.0 | 28.0 | 28.0 |
| Directional stability on asphalt ( Maximum 30 points V) | points | 24.0 | 22.5 | 21.0 |
| Comfort: Expert judgment | ||||
| Internal noise level( Maximum 30 points) | points | 21.0 | 21.0 | 18.0 |
| Smooth ride( Maximum 20 points) | points | 12.0 | 13.0 | 12.0 |
| Economy: Fuel consumption | ||||
| Fuel consumption at 90 km/h (Maximum 40 points) | l/100km | 6.6 | 6.3 | 6.6 |
| points | 38.2 | 40 | 38.2 | |
| Fuel consumption at 60 km/h( Maximum 30 points) | l/100km | 4.4 | 4.2 | 4.5 |
| points | 28.6 | 30 | 28.0 | |
| Amount of points awarded | 888 | 907 | 907 | |
| pros |
Excellent braking properties on snow; excellent directional stability; clear handling when performing extreme maneuvers on snow |
Allows you to confidently accelerate and brake on ice; high efficiency; stable handling on ice and directional stability on asphalt |
Outstanding longitudinal traction on ice and snow; clear handling on ice and “Russian road” |
|
| Minuses | Poor longitudinal grip on ice; low fuel efficiency at 90 km/h; comments about smoothness | Minor comments about handling on the “Russian road” and during extreme maneuvering in the snow, cross-country ability, as well as directional stability in the snow; harsh and noisy | Low cross-country ability; minor comments on directional stability and controllability during extreme maneuvering on snow; high fuel consumption at a speed of 90 km/h; noisy and harsh | |
| brand, model | 3 place | 2 place | 1 place | |
| Hankook Winter i*sept iZ2 | Continental ContiViking Contact 6 | Nokian Hakkapeliitta R2 | ||
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| Country of manufacture | Korea | Germany | Finland | |
| Load and speed indices | 94T | 94T | 94R | |
| Pattern depth across width, mm | 8.7-9.5 | 8.6-8.7 | 8.5-8.6 | |
| Rubber hardness Shore, units. | 54 | 49-50 | 48-49 | |
| Tire weight, kg | 9.3 | 9.3 | 8.7 | |
| Safety: Grip measurements | ||||
| Braking distance (30-5 km/h) on ice( Maximum 180 points) | m | 15.6 | 16.1 | 15.5 |
| points | 178.8 | 173.3 | 180 | |
| Time to complete the ice circle ( Maximum 95 points) | With | 17.2 | 15.9 | 16.2 |
| points | 87.8 | 95 | 93.2 | |
| Acceleration time (0-30 km/h) on ice (Maximum 50 points) | With | 5.5 | 5.5 | 5.3 |
| points | 48.2 | 48.2 | 50 | |
| Braking distance (40-5 km/h) on snow (Maximum 140 points) | m | 14.9 | 14.9 | 14.7 |
| points | 138.1 | 138.1 | 140 | |
| Acceleration time (0-40 km/h) on snow with ASR (Maximum 20 points) | With | 6.6 | 6.1 | 6.3 |
| points | 18.5 | 20 | 19.4 | |
| Acceleration time (0-40 km/h) on snow without ASR (Maximum 15 points) | With | 5.7 | 5.6 | 5.7 |
| points | 14.7 | 15 | 14.7 | |
| Braking distance (60-5 km/h) on wet asphalt (Maximum 100 points) | m | 19.5 | 17.4 | 18.8 |
| points | 89.2 | 100 | 92.6 | |
| Braking distance (80-5 km/h) on dry asphalt (Maximum 80 points) | m | 29.2 | 29.1 | 29.0 |
| points | 78.4 | 78.6 | 78.9 | |
| Behavior: Expert judgment | ||||
| Handling on ice ( Maximum 35 points) | points | 28.0 | 26.3 | 31.5 |
| Handling on the “Russian road” (snow/ice) ( Maximum 30 points) | points | 22.5 | 21.0 | 25.5 |
| Controllability during extreme maneuvering on snow ( Maximum 20 points) | points | 15.0 | 14.0 | 16.0 |
| Passability in deep snow ( Maximum 45 points V) | points | 31.5 | 29.3 | 38.3 |
| Directional stability on snow ( Maximum 40 points V) | points | 32.0 | 30.0 | 32.0 |
| Directional stability on asphalt ( Maximum 30 points V) | points | 24.0 | 19.5 | 22.5 |
| Comfort: Expert judgment | ||||
| Internal noise level( Maximum 30 points) | points | 21.0 | 19.5 | 21.0 |
| Smooth ride( Maximum 20 points) | points | 12.0 | 14.0 | 13.0 |
| Economy: Fuel consumption | ||||
| Fuel consumption at 90 km/h (Maximum 40 points) | l/100km | 6.4 | 6.3 | 6.3 |
| points | 39.4 | 40 | 40 | |
| Fuel consumption at 60 km/h( Maximum 30 points) | l/100km | 4.2 | 4.2 | 4.2 |
| points | 30 | 30 | 30 | |
| Amount of points awarded | 909 | 912 | 939 | |
| pros | High braking properties on ice; reliable handling; good directional stability; attractive price; high efficiency | The best lateral grip on ice, acceleration on snow and braking on wet asphalt; stable handling on ice and directional stability on snow; low fuel consumption | Excellent traction on ice and snow; excellent handling; strict adherence to the course; excellent maneuverability in deep snow; high efficiency | |
| Minuses | Notes on ride quality; light remarks regarding cross-country ability; increased noise level in the cabin | Mediocre cross-country ability; minor complaints about handling on the “Russian road” and during extreme maneuvering on snow, as well as about directional stability on asphalt and comfort | Minor comments about ride quality; increased noise level; high price | |
The test material was prepared using the publication's article
Fifteen-inch tires for small cars are the most popular. Most cars of class B and even C, sold in Europe on, in our market are shoed mainly in the budget “fifteenth” size. And it’s not just the lower prices of such shoes. On our roads, tires with a higher profile are more comfortable and durable. Moreover, they protect consumable suspension elements (ball joints, silent blocks, shock absorbers) from high shock loads, prolonging their life.
What and how much?
Alas, there are few new products in budget sizes. New developments in this segment are not economically viable and are therefore very rare. Tire manufacturers, as a rule, keep inexpensive small-sized models on the assembly line longer than larger ones. Some companies slightly update tire compounds and other materials, often not so much to improve performance as to reduce production costs.
The highest price level is held by top-end, but no longer new models (3,600 rubles apiece) made in the Czech Republic and Goodyear EfficientGrip Performance (3,400 rubles), made in Germany. A little cheaper you can buy Pirelli Cinturato P1 Verde tires (3,150 rubles), produced in Turkey, and a very recent model Nokian Hakka Green 2 (3,200 rubles) of domestic production. The latter, by the way, can boast not only of Russian citizenship, but also an increased load index: 95.
The middle price segment is opened by more affordable tires (2800 rubles) - a real Japanese and an updated mixture of the Hankook Kinergy Eco tire of Korean design, but produced in Hungary. The latest model Nordman SX 2 (2,700 rubles) made in Russia and Kumho Ecowing ES01 (2,600 rubles), made in China, will cost a little less.
The price of the far from new domestic tire Cordiant Sport 3 (2500 rubles) lies on the border between budget and mid-price offers. Cheaper (2300 rubles) they sell a fairly recent model Matador Elite 3 (aka MP 44), made in Russia.We could not refuse our readers' request to test Chinese products - they are represented by the Champiro FE1 tire from GT Radial, which can be bought for 2,200 rubles. And the Belarusian Belshina Artmotion, also known as Bel‑261, closes the test dozen. Its average price in online stores is 2,100 rubles per piece.
The test car was a Czech car named Skoda Octavia. The tests were carried out at the AVTOVAZ test site, near Tolyatti. Time: hot August and September 2016. The air during tests warmed up to 22–37 degrees.
Rushing around the training ground
An initial exercise is to evaluate fuel efficiency. To ensure correct measurements, you must first warm up the tires, as well as the components and components of the vehicle. We drive ten kilometers along the highway on each set of tires. At the same time, we evaluate the directional stability of the car at high speed (up to 130 km/h), smoothness and internal noise.
Octavia received the highest marks for directional stability on Nokian and Pirelli tires, captivating experts with clear reactions and a tight, informative steering wheel.Belshina, Cordiant, GT Radial and Matador looked the palest in this test. The comments vary: from a wide “zero” (the car walks from side to side with the steering wheel in the same position) and insufficient information content of the steering to delays in the car’s reactions, the need to turn the steering wheel at large angles when adjusting the course and even dangerous steering of the rear axle, which can cause a skid . For directional stability, these four earned only six points each.
We measure efficiency in calm weather on a horizontal two-kilometer section of the road, repeating runs in both directions several times to neutralize the possible influence of even a light breeze.
The GT Radial and Matador tires outperformed all others, including those in our previous tests. The gap from its closest competitors is 0.2 l/100 km at speeds of 60 and 90 km/h. The most immodest Octavia showed on Cordiant tires: the gap from the leaders was 0.3 l/100 km at 60 km/h and 0.5 l/100 km at 90 km/h.
After the measurements, we make a four-kilometer loop along the service roads of the test site, continuing to evaluate comfort on various uneven surfaces - from seams and cracks in the asphalt to serious potholes. We roll each set of tires strictly along the same route and at the same speed.
Now about the noise. The experts did not give anyone the maximum eight points; eight participants earned sevens. Belshina, Kumho and Toyo rustled louder, so they deserved no more than a six, and the GT Radial tires were given a five-point rating for their airplane-like noise on rough asphalt.Hankook tires had no equal in terms of ride smoothness - the Octavia wearing them handles road bumps the smoothest. Almost all other tires earned sevens and sixes, and the GT Radial tires turned out to be the most uncomfortable here too - they transmit vibrations from cracks and road seams to the controls and seats, cause trembling on rough asphalt, and also allow hard shocks from any irregularities.
Then we turn from the asphalt onto a dirt road with a slope of 12%, where we evaluate the confidence of starting off and moving uphill. We repeat passes with different degrees of slipping to assess the loss of traction at the moment the wheels slip. This exercise is optional, its results are not included in the overall score. We carry it out at the request of our readers - to understand how tires behave on dirt roads.
Cordiant and Matador “row” better than others on a dirt climb. And the ones that skid the most, losing traction, are GT Radial, Hankook, Kumho, Pirelli and Toyo. Such roads are clearly not their strong point.
Stop, car!
It’s time to rub the wheels on the asphalt. Since each set of tires will have to perform several exercises, we start with a test during which the tread is worn to a minimum extent - braking on wet asphalt. Before taking measurements, carefully clear the trajectory of dust and small stones by braking twenty times on non-qualifying tires.
Our mobile watering system consists of a motor pump, a set of rotary sprinklers, long hoses and a five-hundred-liter water barrel in a trailer, which is pulled by a technician. We position the first spray so that the car wets the wheels at a distance of two or three car lengths before the starting point of braking. The car approaches it at a speed of 83–85 km/h. The VBOX measuring system records the braking distance when the speed decreases from 80 to 5 km/h, and not to a complete stop, since at low speeds (from 5 km/h to zero) the ABS often works incorrectly, the wheels can lock and the braking distance will increase . The driver hits the brake pedal (having previously depressed the clutch) at the moment of crossing the line indicated by the cones, and waits for the car to come to a complete stop. The tester repeats this procedure six to eight times. And he doesn’t forget to cool the brakes on the way to the starting point - moving at a speed of 40–50 km/h and braking only with the engine.On wet roads, Nokian tires performed best: the Octavia's braking distance was 26.2 meters. She rolled no more than half a meter further on Continental, Goodyear and Pirelli tires. The longest braking distance was given by Belshina: 31 meters. The difference with the leader is the larger body of the car!
The next day we brake on dry asphalt. Clean the coating again before taking measurements. On each set of tires we brake five to six times from a speed of 103–105 km/h, and measure the braking distance when the speed drops from 100 to 5 km/h (the entire automotive world evaluates the braking properties of cars and tires using this scheme). And one more important difference between “dry” braking and “wet” braking: it takes longer to cool the brakes - you need to extend the cooling loop by several hundred meters.
Here Pirelli takes the lead with a result of 37.5 meters. Nokian is inferior by almost a meter, Continental and Goodyear - 0.4 and 0.3 meters, respectively. Belshina is again an outsider: with a score of 42.9 meters, she is almost five and a half meters behind the leader.
Let's play checkers
The final exercises - rearranging on wet and dry surfaces - are the most difficult for test drivers. In the final phase of the tests, they are performed because the rubber here is erased like sandpaper.Changing lanes, or changing lanes, is an exercise that simulates extreme maneuvering. The most common reason for a sudden lane change is an unexpected obstacle that appears on the road. Usually you come across this in completely unexpected places, when there is only one way out - to suddenly change lanes. This exercise evaluates the complex of lateral grip properties and steering characteristics of tires, as well as the clarity of vehicle reactions on these tires.
The dimensions of the test corridor were dictated by life: on our roads the standard lane width is three and a half meters. But at the exit point, we narrow the corridor with cones so that with each attempt the car follows the same trajectory. It is necessary to change lanes to the adjacent lane on a path that is only 12 meters long (in the past, this was determined by the Soviet GOST).
The tester’s task is to select the maximum possible speed for performing the exercise. The car must not hit any of the cones that limit the lanes. The speed in the entrance corridor at the same point is measured by an impartial VBOX. And the test driver evaluates handling during extreme maneuvering.
Typically, the tester makes 15–20 approaches on each set of tires, reaching maximum speed and trying to repeat the maximum result in order to make sure that it is not accidental.
In the wet, the Octavia was the fastest on Goodyear tires (69 km/h). “Support group” - Pirelli and Continental, on which the speed of the maneuver fell by only 0.5 km/h. The slowest is the Belshina (61 km/h), accompanied by the GT Radial tire (61.5 km/h).
Experts gave eight points for handling on wet roads during the rearrangement to Nokian, Nordman, Pirelli and Toyo tires: Skoda on these tires demonstrated clear reactions and understandable behavior. The GT Radial endures extreme maneuvering worse than others. In them, the Octavia somehow unexpectedly floated into a deep drift, slid for a long time and reluctantly restored its trajectory. If the car is wearing these tires, we do not recommend turning the steering wheel sharply - you may “lose” it.On dry asphalt, Nokian tires won - 69.7 km/h. The Continental was just a little behind - 69.1 km/h. And at the opposite end - Belshina again with a result of 65.9 km/h.
After testing the “extreme” handling on dry roads, the situation changed a little. Eights were awarded to the same tires as on wet roads - Nokian, Nordman, Pirelli and Toyo. And Hankook, who joined them. It is noteworthy that experts rated the performance of GT Radial tires on dry roads significantly higher (seven points) than on wet ones. Belshina and Matador turned out to be weak in such conditions, earning only six points each: delays in reactions, large steering angles, oversteer (tendency to skid) in the second corridor.
Editing the score
This season we have slightly modernized the system for calculating final points.
Previously, the minimum braking distance “weighed” 180 and 160 points for wet and dry surfaces, respectively, and the maximum for speed at the changeover was 160 and 140 points. Now the “weight distribution” is as follows: the maximum for assessing braking properties is 260 and 240 points (for wet and dry surfaces), and for the maximum speed at the rear - 80 and 60 points. As a result, the ratio of braking properties and handling turned out to be more balanced and logical from a safety point of view. The total “weight” of the braking distance on wet and dry asphalt is now 500 points, and the “weight” of the car’s behavior during maneuvering is 330 points: this is the sum of the “weights” of the speed at the rearrangement (80 + 60 = 140 points), the handling rating (80 + 60 = 140 points) and assessment of directional stability (50 points).
Due to these changes in the final scoring system, we decided to slightly lower the threshold for the title of “good tires” - now it is 840 points.
What's in my rating for you?
The first and second places were shared by the Pirelli Cinturato P1 Verde tires, which scored 932 points each. These tires have virtually no flaws.
This time we were forced to expand the podium to four places - the third and fourth steps were taken by Continental ContiPremiumContact 5 and Goodyear EfficientGrip Performance tires, which earned 912 points each. There is nothing to reproach them for either, if you do not pay attention to the minor quibbles of experts.Two more tires made it into the excellent category (900 points or more) - Hankook Kinergy Eco (910 points) and Nordman SX 2 (904 points). The first deserves the epithet “the softest tire in the test”, and the second will compete with the leaders in handling during extreme maneuvers. A modest price with an excellent final result - a bargain!
In seventh and eighth places are very good tires Toyo Proxes CF2 and Kumho Ecowing ES01, scoring 892 and 882 points, respectively. Their main drawback is their low level of comfort. If this indicator is not fundamentally important, then... why not?
Ninth and tenth places are shared by Cordiant Sport 3 and Matador Elite 3, the best performers in our test. They have a lot in common: both tires are third generation, Russian-made, and both scored 859 points. And the disadvantages are similar: modest grip properties and difficult controllability during extreme maneuvers. But if without fanaticism, then it’s quite possible to drive. Moreover, the Matador is more tempting because it is cheaper and helps save fuel.
Another good performer with 848 total points is the GT Radial Champiro FE1 tire. Noisy and rough, does not like extreme maneuvers on wet roads, but saves fuel in any mode no worse than the Matador. And it sells inexpensively.
Our table of ranks is completed - both in price and in a technical sense - by the frankly budget Belshina Artmotion (811 points). However, at the same time it turned out to be the best in terms of price and quality ratio. In other words, this tire is not so much worse than its competitors as it is cheaper.
LOAD AND SPEED LIMITSFor passenger tires with dimensions 195/65 R15, manufacturers consider the load index to be 91 (615 kg per wheel). Some produce tires with increased load capacity - with an index of 95 (690 kg); To attract attention, the letters XL are added to their markings, which means “extra load”. It’s also not easy with speed indexes. If five to ten years ago tires of this size all had the H index (up to 210 km/h), now they are becoming faster, as evidenced by the frequent appearance of the V index (up to 240 km/h).Let us recall that the structural difference between tires with different speed indices lies in the difference in tensile strength under the influence of centrifugal forces that are maximum for each speed limit. And tires with different load indices differ in their ability to carry different loads. In our company, eleven out of twelve participants have a “standard” load index - 91. Only Nokian Hakka Green 2 flaunts increased load capacity - if any car requires tires with a load index of 95, Hakka’s rivals will be left with nothing. The speed indicators were distributed as follows: seven tires have the “old” speed limit H (210 km/h) for this size, and five have the more modern V (240 km/h). For our speed limits and for the technical capabilities of many inexpensive cars, even the H index is enough with a margin. |
TEST RESULTS
| 12th place | 11th place | 9th–10th place |
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| brand, model | |||
| Country of manufacture | Belarus | ||
| Load and speed index | |||
| Pattern depth across width, mm | |||
| Rubber hardness Shore, units. | |||
| Tire weight, kg | |||
| Price quality* | |||
| Amount of points awarded | 811 | 848 | 859 |
| pros | Moderate fuel consumption at a speed of 90 km/h; low price | high fuel efficiency; stable handling during extreme maneuvering on dry asphalt | high fuel efficiency; stable handling during extreme maneuvering on wet asphalt |
| Minuses | worse grip properties; difficult handling during extreme maneuvering; comments regarding directional stability and comfort | low grip properties and problematic handling during extreme maneuvering on wet asphalt; comments regarding directional stability; the toughest and noisiest | mediocre braking properties; difficult handling during extreme maneuvering on dry roads; Notes on directional stability |
| 9th–10th place | 8th place | 7th place |
|
| brand, model | |||
| Country of manufacture | |||
| Load and speed index | |||
| Pattern depth across width, mm | |||
| Rubber hardness Shore, units. | |||
| Tire weight, kg | |||
| Average price in online stores at the time of preparation of the material, rub. | |||
| Price quality* | |||
| Amount of points awarded | 859 | 882 | 892 |
| pros | stable handling during extreme maneuvering on dry asphalt | good braking properties on wet asphalt | clear handling during extreme maneuvering on both dry and wet asphalt |
| Minuses | worse efficiency; difficult handling during extreme maneuvering on wet asphalt; comments regarding directional stability and ride quality | comments regarding smoothness and noise | low speed of rearranging on a dry road; comments about comfort |
| 6th place | 5th place | 3–4 place |
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| brand, model | |||
| Country of manufacture | Germany |
||
| Load and speed index | |||
| Pattern depth across width, mm | |||
| Rubber hardness Shore, units. | |||
| Tire weight, kg | |||
| Average price in online stores at the time of preparation of the material, rub. | |||
| Price quality* | |||
| Amount of points awarded | 904 | 910 | 912 |
| pros | clear handling during extreme maneuvering on both dry and wet asphalt | high speed and clear controllability during extreme maneuvering on dry asphalt; better ride quality | the highest speed of rearrangement on wet asphalt, high - on dry; high grip properties on dry roads |
Nowadays, even small and inexpensive cars roll off the assembly line on 15‑inch wheels. Many Russians even put tags on quite expensive cars - they are preferable on our roads. Tire manufacturers, for whom income depends more on the standard sizes of tires sold than on their quantity, are indifferent to budget dimensions. New products are offered at least in the “seventeen-inch” segment, and small sizes are sluggishly updated, usually slightly reducing rolling resistance.
Nevertheless, there are companies for which the Russian market is very important, and they literally fight for leading positions, annually “polishing” their products, trying to get ahead of competitors in adhesion properties on dry and wet surfaces. Therefore, there is always intrigue in our tests.
We select a company
It is for this reason that we tested (3,350 rubles per piece) Russian-made and (4,000 rubles) Czech “assembly”. They are by no means new, but their characteristics are improving every year. Purebred “Japanese” at a price of 4,200 rubles, as befits their status, set the highest price bar. Another representative of the “top 5” is a far from new model (3,400 rubles), released in Poland.
The middle price segment opens (3,250 rubles) - a tire of Russian origin (welded in Lipetsk), which recently replaced the C.drive2 model, which was successful in our market. Japanese tires are offered for the same money.
To warm up
The first set of exercises is something like a warm-up. Tires do not experience significant loads, their treads hardly wear out.
To warm up each set of tires, a ten-kilometer drive along the high-speed ring of an automobile testing ground at a constant speed of 130 km/h is sufficient. This run is more than enough for experts to evaluate the car’s behavior both on a straight line and during soft lane changes that simulate avoiding obstacles and overtaking.
After running in, you can begin measuring efficiency. We close the windows tightly to optimize aerodynamics, and we move strictly in a straight line, since any maneuvering causes additional resistance. We perform three or four test runs on each set of tires, each consisting of two measurements in opposite directions. In this way, we neutralize the influence of the slightest breeze, although we carry out such tests only in calm weather.
At the same time, we “record” the first sensations: we evaluate the smoothness of the ride, the noise level and other nuances. And then on service roads with cracks and potholes, in conditions as close as possible to real domestic ones, we check the pre-set ratings for comfort.
The final chord of a difficult race is an assessment of the test subjects’ ability to move on an unpaved road. The test is carried out on a dry dirt slope with a slope of 12%. We set off with and without slipping, assessing the confidence of the start and movement, as well as how sharply the wheels slip and whether the clutch noticeably drops at the same time. We perform this exercise solely at the request of our readers; These results are not taken into account in the overall standings, since the tires are road tires and are designed mainly for hard surfaces.
Having completed a series of combined races and recalculated the final results using reference tires, which we install after three or four sets of test ones, we draw a brief summary.
First impressions
The leaders in directional stability are Formula, Nokian and Nordman. On all these tires, Skoda clearly holds the given direction and reacts to steering turns without noticeable delays. At the same time, it is filled with reactive force, which increases with increasing angle of rotation, and provides clear feedback.
Bridgestone, Dunlop, Nitto and Toyo look paler than the others. They have an incomprehensible wide “zero” when moving in a straight line. At the same time, on Dunlop, the Skoda experiences delays in reactions and pronounced understeer. The rest of the trio suffer from oversteer, which can, under unfortunate circumstances, cause the car to skid.
In the fuel economy tests at city speed (60 km/h), Toyo took the lead. Formula consumes the most. However, the difference with the leader was only 0.3 l/100 km.
At 90 km/h, Toyo holds the lead, but is joined by Dunlop, Goodyear, Nitto and Yokohama. Nokian has the highest appetite, but the difference with the most economical rivals is rather conditional - a two-hundred-gram glass of gasoline per 100 km.
Our measurements show that Nokian tires have the shortest braking distance: 24.4 meters. Very close is Continental with a result of 24.8 meters. The longest braking distance, 28 meters, was obtained on Nitto. Bridgestone performed slightly better - 27.8 meters. On the same surface, the best braking distance on tires of the same size was 28.3 meters, and the worst was more than 34 meters. Progress!
In the dry races, the champion has changed - it is Continental: 37.6 meters, followed by Nokian (38.5 m), Formula (38.7 m) and Hankook (38.8 m), losing about a meter. Nitto completes the list with a score of 42 meters and Bridgestone with 41 meters. Ten years ago, the dry braking record was 43.8 meters; outsiders needed more than 50 meters to stop!
Both on wet and dry surfaces, over ten years the grip has been improved by “on average” by 15% - you almost gain the body of the car! It is clear that cars that have changed during this time make their contribution, but the lion's share of progress is ensured by tires.
Watch out!
Sudden changes of cars in traffic are a fairly common phenomenon on our roads. That’s why we long ago included in our test set a rearrangement that simulates such a maneuver. This exercise provides an opportunity to evaluate the lateral grip properties of tires and how they affect the vehicle's performance.
The tester begins the races at a known passing speed, each time raising it by 1–2 km/h, until the car begins to “cut” cones, falling out of the designated corridor. VBOX records the speed at the moment the maneuver begins, and the behavior of the car and how easy it is to control it is assessed by the tester, assigning points based on the comments formulated. The maximum speed must be confirmed in subsequent races to exclude an accidental result.
On wet surfaces, the record is set by Nokian - 67.8 km/h, followed by Formula - 67.7 km/h. At the tail end of the group are Nitto and Bridgestone, their results are 63.5 and 63.6 km/h respectively. On the Nitto, even with a slight increase in speed, the Skoda is stubborn, refusing to perform a tough maneuver - it straightens the trajectory. Bridgestone introduces instability into the Octavia's reactions: at first it is in no hurry to accept the first turn of the steering wheel, sliding almost straight along the first lane, and if the car can be forced to turn into the next lane, when stabilizing, it shoots with its tail, knocking down all the cones on both sides. That's why this pair has the lowest ratings for handling.
Dunlop was rated just as low (6.5 points) - due to delays in reactions, increased steering angles and sudden slips. Goodyear earns the highest score - testers noted clear reactions and understandable behavior of the car, which does not require proactive steering actions.
A similar test on dry asphalt generated a lot of emotions. Firstly, the maximum speed of this maneuver has increased significantly in recent years. The test leaders Continental (70.5 km/h) and Nordman (70.4 km/h) are incredibly fast in this extreme exercise, with speeds exceeding 70 km/h.
But ten years ago, 67–68 km/h in such conditions seemed like the ultimate achievement.
Secondly, we were disappointed by the low ratings for handling in extreme conditions. Six out of eleven participants received serious comments. The complaints are similar: delays and large steering angles or low information content. Moreover, these comments do not depend on the handling balance - be it understeer with front end drift (Yokohama), unstable, wide balance with drift in the initial phase and skid in the final phase (Bridgestone, Formula, Nitto) or oversteer leading to a sharp skid in the second corridor (Continental, Nokian).
And the best ratings were received by Goodyear, Hankook and Nordman - 7.5 points each, which means “light complaints”. No one received eight points. We believe that creating an elastic frame capable of withstanding significant peak lateral loads for high-profile (65%) and at the same time fairly narrow tires is not an easy task. And it is especially difficult when developing tires with super-high grip properties.
TURNING UP UPBeing impressed by the braking properties of the tires on wet asphalt in summer conditions and remembering our last year's test on dry asphalt, we decided to repeat the “wet” braking on a cold surface. The temperature chosen for this was borderline: +6 °C. Tire manufacturers consider it critical for switching to winter tires in the fall, and to summer tires in the spring. We did not include the results obtained in the final table, since manufacturers “sharpen” tires for operation at high temperatures above zero. The results left us in a state of shock. At extremely low temperatures, the braking distance of all subjects increased by an average of three meters, or almost 12%, compared to greenhouse conditions. This is more than half a car body! In addition, the order of summer braking results has completely collapsed. On cold asphalt, the shortest braking distance was achieved by the Dunlop SP Touring R1, which was modest in summer conditions. Following it are all brands of Japanese and Korean brands, with the exception of Nitto NT860, which shows the weakest result at any temperature. But the most amazing thing is that all three braking leaders in “room” conditions (Nokian Hakka Green 2, Continental ContiPremiumContact 5 and Formula Energy) collapsed into the second half of the list. You can make another rating - the stability of the clutch (braking distance) at different temperatures. The title of the most “temperature independent” tire in wet braking is won by the Bridgestone Turanza T001 tires: their braking distance when the temperature drops to the maximum permissible compared to “summer” increased by only 4%! In second place are the Toyo Proxes CF2 tires, which “passed” a little more than 5%. It is noteworthy that this couple did not shine in the summer conditions. The traditional leaders of our summer tests, Nokian Hakka Green 2 and Continental ContiPremiumContact 5, in cold conditions increased their braking distance by almost 20% - by five meters! It turns out that the better the tires brake on wet surfaces in summer conditions, the worse they are in the cold. Outsiders are less dependent on temperature changes. This can be explained in one word - “balance”. Achieving ultra-high grip in summer conditions is possible only due to its deterioration on cold surfaces - there is a shift towards the preferred temperature. And relatively average indicators across the entire temperature range indicate a more even balance. But this is only a special case regarding grip on wet surfaces. Tires are also characterized by other indicators - dry grip, rolling resistance, noise, smoothness, durability, mileage - which often do not get along with each other. So manufacturers have to select the optimal balance between all performance characteristics, experimenting with materials, tread patterns and manufacturing technology. What should the consumer do? Of course, use the results to your maximum benefit! Select summer tires with an eye on... And if you have already purchased tires, take into account their features, which you learned about from our test. Change your car's shoes in a timely manner, and when traveling, calculate a safe distance taking into account temperature changes. |
Excellent and good students
Tires took first place with a score of 919 points. The Skoda wearing them impresses with outstanding grip on wet asphalt, and on long trips it will delight you with good directional stability and decent ride smoothness.
Lagging behind the leader by only 3 points, the second step of the podium is occupied by. Features include impressive dry grip and impressively quiet rolling.
Tires (Pirelli sub-brand) took an honorable third place, scoring 912 points. The adhesion properties are not the best, but quite high. Like the Nokian, these tires are suitable for long trips, where precise course tracking and decent ride comfort are important. But the most pleasant bonus is the modest price.
We are forced to admit that there are spots in the sun too. Experts found similar flaws in the leading three's behavior during extreme maneuvering on dry asphalt after reaching maximum speeds. In addition, a significant decrease in grip on cold wet asphalt is alarming.
In fourth and fifth positions, remaining in the “excellent” category, are and, who scored 906 and 904 points, respectively. Quiet, well balanced, without pronounced surges or dips. The Nordman has slightly better directional stability and ride quality, while the Hankook boasts slightly more grip when braking on dry surfaces. In general, their adhesion properties are close to the average level.
At the same time, both participants are indifferent to cold wet asphalt - in spring and autumn this is an absolute plus.
On the sixth line of our rating are (895 points), opening a group of very good tires. The asset is the best handling on wet asphalt during extreme maneuvers, the liability is excessive rigidity, and grip on wet is below average and noticeably deteriorates in the cold.
The seventh and eighth lines of the table of ranks were taken with a minimal gap - 890 and 889 points, respectively. Similar in terms of grip and comfort - both are quiet. Dunlop is perhaps a little softer; the difference can only be felt during extreme maneuvering. There are complaints against Yokohama regarding handling during sudden lane changes on dry surfaces, and against Dunlop on wet surfaces, and even their directional stability is let down. However, Dunlop has the best braking performance on cold wet asphalt, and the price is more modest.
Tires took ninth place with 879 points. They have decent braking properties, but they are disappointed by their rather weak lateral grip on wet asphalt and difficult directional stability at high speeds. Toyo makes up for these shortcomings with ability at least a little (these tires “roll” the best) and very good braking properties on wet, cold asphalt.
Our list is completed by those who fit into the category of good performers (more than 840 total points): a famous one with 850 points and a little-known one who was able to scrape together 844 points. This pair has in common the weakest braking properties on wet and dry asphalt and experts’ complaints about handling and directional stability. The only difference can be identified in comfort: Bridgestone is a little softer, Nitto is a little quieter. The bridge also demonstrates the most stable grip on wet roads, which is almost independent of temperature.
But in the ranking of best buys the situation is different. The most tempting purchase is the Formula Energy, followed by the Nitto NT860, Nordman SX2, Dunlop SP Touring R1 and Hankook Kinergy Eco 2. The Yokohama BluEarth-A AE‑50 is exactly in the middle, and the most expensive Continental ContiPremiumContact 5 and Bridgestone Turanza T001 close the list. Choose!
Test results
| 11th place | 10th place | 9th place | 8th place |
|
| brand, model | | | |
|
| Country of manufacture | Malaysia | Japan | Japan | Thailand |
| Load and speed index | ||||
| 7,3–7,8 | 7,3–7,6 | 7,9–8,3 | 7,7–8,2 |
|
| 66–67 | 65–66 |
|||
| Tire weight, kg | 9,46 | 8,51 | 8,44 | 8,18 |
| 2600 | 4200 | 3250 | 3000 |
|
| Quality/price* | 0,32 | 0,20 | 0,27 | 0,30 |
| Amount of points awarded | 844 | 850 | 879 | 889 |
| pros | Low fuel consumption at a speed of 90 km/h; satisfactory handling during extreme maneuvering; comfortable | Satisfactory handling during extreme maneuvering; good smoothness | The most economical; clear handling during extreme maneuvering on wet roads; quiet | Excellent fuel efficiency at high speed; least noisy; good smoothness |
| Minuses | Worse braking properties; the worst speed of rearrangement on both wet and dry asphalt; difficult directional stability | Mediocre adhesion properties; complex directional stability; lowest level of acoustic comfort | Low speed of rearrangement on wet surfaces; Difficulties with directional stability | Claims regarding directional stability; slight comments regarding handling during extreme maneuvering on wet asphalt |
*Obtained by dividing the total points by the retail price. The higher the score, the better the purchase.
| 7th place | 6th place | 5th place | 4th place |
|
| brand, model | | | | |
| Country of manufacture | Russia | Poland | Russia | Hungary |
| Load and speed index | ||||
| Pattern depth across width, mm | 7,1–7,6 | 7,8–8,0 | 7,2–7,3 | 7,1- 7,2 |
| Rubber hardness Shore, units. | 68–69 | 66–67 | 67–68 |
|
| Tire weight, kg | 8,42 | 7,68 | 7,66 | 8,25 |
| Average price in online stores at the time of preparation of the material, rub. | 3250 | 3400 | 2800 | 3100 |
| Quality/price* | 0,27 | 0,26 | 0,32 | 0,29 |
| Amount of points awarded | 890 | 895 |
We are testing summer tires of size 195/65 R15 for relatively inexpensive cars and observing how their characteristics have changed dramatically over the past ten years.
Nowadays, even small and inexpensive cars roll off the assembly line on 15-inch wheels. Many Russians also install “tags” with a higher profile on rather expensive cars - they are preferable on our roads. Tire manufacturers, for whom income depends more on the standard sizes of tires sold than on their quantity, are indifferent to budget dimensions. New products are offered at least in the “seventeen-inch” segment, and small sizes are sluggishly updated, usually slightly reducing rolling resistance.
Nevertheless, there are companies for which the Russian market is very important, and they are literally fighting for leading positions, annually “polishing” their products, trying to get ahead of competitors in adhesion properties on dry and wet surfaces. Therefore, there is always intrigue in our tests. In April 2018, a new test of summer tires while driving was released.
Selecting a company for the test
It is for this reason that we tested summer tires Nokian Hakka Green 2 (3,350 rubles per piece) of Russian production and Continental ContiPremiumContact 5 (4,000 rubles) of Czech “assembly”. They are by no means new, but their characteristics are improving every year. Purebred “Japanese” Bridgestone Turanza T001 at a price of 4,200 rubles, as befits its status, sets the highest price bar. Another representative of the “top 5” is the far from new Goodyear EfficientGrip Performance model (3,400 rubles), released in Poland. 
Among the new products are the second generation Korean Hankook Kinergy Eco (3,100 rubles) and Dunlop SP Touring R1 (3,000 rubles). Our popular brand Nordman Green 2 (3350 rubles per piece) of Russian production and Continental ContiPremiumContact 5 (4000 rubles) of Czech “assembly”. They are by no means new, but their characteristics are improving every year. Purebred “Japanese” Bridgestone Turanza T001 at a price of 4,200 rubles, as befits its status, sets the highest price bar. Another representative of the “top 5” is the far from new Goodyear EfficientGrip Performance model (3,400 rubles), released in Poland.
The middle price segment opens with the Yokohama BluEarth-A AE-50 (3,250 rubles) - a tire of Russian origin (welded in Lipetsk), which recently replaced the C.drive2 model, which was successful in our market. Japanese Toyo Proxes CF2 tires are offered for the same money. 
Among the new products are the second-generation Korean Hankook Kinergy Eco (3,100 rubles) and Dunlop SP Touring R1 (3,000 rubles). Our popular Nordman brand slows down on cold wet asphalt.
To warm up
The first set of exercises is something like a warm-up. Tires do not experience significant loads, their treads hardly wear out. 
To warm up each set of tires, a ten-kilometer drive along the high-speed ring of an automobile testing ground at a constant speed of 130 km/h is sufficient. This run is more than enough for experts to evaluate the car’s behavior at high speed both on a straight line and during soft lane changes that simulate avoiding obstacles and overtaking.
After running in, you can begin measuring efficiency. We close the windows tightly to optimize aerodynamics, and we move strictly in a straight line, since any maneuvering causes additional resistance. We perform three or four test runs on each set of tires, each consisting of two measurements in opposite directions. In this way, we neutralize the influence of the slightest breeze, although we carry out such tests only in calm weather. 
At the same time, we “record” the first sensations: we evaluate the smoothness of the ride, the noise level and other nuances. And then on service roads with cracks and potholes, in conditions as close as possible to real domestic ones, we check the pre-set ratings for comfort.
The final chord of a difficult race is an assessment of the test subjects’ ability to move on an unpaved road. The test is carried out on a dry dirt slope with a slope of 12%. We set off with and without slipping, assessing the confidence of the start and movement, as well as how sharply the wheels slip and whether the clutch noticeably drops at the same time. We perform this exercise solely at the request of our readers; These results are not taken into account in the overall standings, since the tires are road tires and are designed mainly for hard surfaces.
Having completed a series of combined races and recalculated the final results using reference tires, which we install after three or four sets of test ones, we draw a brief summary. 
First impressions behind the wheel
The leaders in directional stability are Formula, Nokian and Nordman. On all these tires, Skoda clearly holds the given direction and reacts to steering turns without noticeable delays. At the same time, it is filled with reactive force, which increases with increasing angle of rotation, and provides clear feedback.
Bridgestone, Dunlop, Nitto and Toyo look paler than the others.
They have an incomprehensible wide “zero” when moving in a straight line. At the same time, on Dunlop, the Skoda experiences delays in reactions and pronounced understeer. The rest of the trio suffer from oversteer, which can, under unfortunate circumstances, cause the car to skid. 
In the fuel economy tests at city speed (60 km/h), Touo took the lead. Formula consumes the most. However, the difference with the leader was only 0.3 l/100 km.
At 90 km/h, Touo holds the lead, but is joined by Dunlop, Goodyear, Nitto and Yokohama. Nokian has the highest appetite, but the difference with the most economical rivals is rather conditional - a two-hundred-gram glass of gasoline per 100 km.
The quietest tires are Continental, Dunlop, Hankook, Nordman and Yokohama - you can hardly hear them in the car.
And the loudest of the whole company turned out to be Bridgestone, standing out from the others with its increased general roar.
In terms of “road” comfort and smoothness, Dunlop, Formula, Nokian and Nordman are ahead of the rest. However, each of the leaders has minor criticisms, and therefore their score is not “norm” (8 points), but 7.5 points. The toughest is Goodyear: it “swallows” only large irregularities, and on small things, for example, on transverse seams and cracks, it itches and shudders, transmitting vibrations to the body.
On dirt roads, Dunlop and Nordman are more reliable than the rest, while Goodyear, Nitto and Yokohama are lagging behind. They suddenly slip into slippage, significantly losing traction. To overcome unpaved ascents on such tires, the driver will need skill and fine work with gas and clutch.
Braking distance of summer tires in ten years
The most revealing exercise for assessing the grip properties of tires is braking: the shorter the braking distance, the better the grip. On different surfaces, rubber does not work the same when braking, so it is not so easy to ensure good grip on both smooth and rough asphalt. Many tire manufacturers focus mainly on European surfaces - we test tires on rougher surfaces, like most Russian roads. 
The “international” speed for starting braking on a wet surface is 80 km/h, on a dry surface – 100 km/h. But the speed at which the measurement ends is different for tire companies - 5 km/h, 7 km/h, sometimes even 10 km/h. The goal is to eliminate short-term wheel locking, which even modern ABS allows at low speeds. We use the 5 km/h “point”. Before taking measurements, we thoroughly clean the braking lane, removing dust and small stones from the asphalt. “Cleaning up” is carried out by braking ten times - naturally, on non-qualifying tires.
One of our inventions is a self-contained watering system that we use for “wet” exercises. It consists of rotating garden sprinklers, connecting hoses, a motor pump and a 500-liter water tank in a trailer pulled by a Chevrolet Niva.
When measuring braking distances, the tester is required to hit the pedal in the same place, have the same speed at the point where braking begins, and cool the brakes after each measurement. The braking distance is recorded with centimeter accuracy by the VBOX measuring system, which operates on the basis of GPS. 
On average, six measurements for each set give a completely reliable result. In addition to improving rolling resistance, tire manufacturers try every year to improve grip on wet surfaces at least a little.
Our measurements show that Nokian tires have the shortest braking distance: 24.4 meters. Very close is Continental with a result of 24.8 meters. The longest braking distance, 28 meters, was obtained on Nitto. Bridgestone performed slightly better - 27.8 meters. In our tests ten years ago on the same surface, the best braking distance on tires of the same size was 28.3 meters, and the worst was more than 34 meters. Progress!
In the dry races, the champion has changed - it is Continental: 37.6 meters, followed by Nokian (38.5 m), Formula (38.7 m) and Hankook (38.8 m), losing about a meter. Nitto completes the list with a score of 42 meters and Bridgestone with 41 meters. Ten years ago, the dry braking record was 43.8 meters; outsiders needed more than 50 meters to stop!
Both on wet and dry surfaces, over ten years the grip has been improved by “on average” by 15% - you almost gain the body of the car! It is clear that cars that have changed during this time make their contribution, but the lion's share of progress is ensured by tires.
ANALYSIS OF THE RESULTS OF BRAKING DISTANCE IN THE TEST ON COLD WET ASPHALT
Sudden changes of cars in traffic are a fairly common phenomenon on our roads. That’s why we long ago included in our test set a rearrangement that simulates such a maneuver. This exercise provides an opportunity to evaluate the lateral grip properties of tires and how they affect the vehicle's performance.
The tester begins the races at a known passing speed, each time raising it by 1-2 km/h, until the car begins to “cut” cones, falling out of the designated corridor. VBOX records the speed at the moment the maneuver begins, and the behavior of the car and how easy it is to control it is assessed by the tester, assigning points based on the comments formulated. The maximum speed must be confirmed in subsequent races to exclude an accidental result.
On wet surfaces, the record is set by Nokian - 67.8 km/h, followed by Formula - 67.7 km/h. At the tail end of the group are Nitto and Bridgestone, their results are 63.5 and 63.6 km/h respectively. At Nitto speed, the Skoda is stubborn, refusing to perform a tough maneuver - straightening the trajectory. Bridgestone introduces instability into the Octavia's reactions: at first it is in no hurry to accept the first turn of the steering wheel, sliding almost straight along the first lane, and if the car can be forced to turn into the next lane, when stabilizing, it shoots with its tail, knocking down all the cones on both sides. That's why this pair has the lowest ratings for handling.
Dunlop was rated just as low (6.5 points) - due to delays in reactions, increased steering angles and sudden slips. Goodyear earns the highest score - testers noted clear reactions and understandable behavior of the car, which does not require proactive steering actions. 
A similar test on dry asphalt generated a lot of emotions. Firstly, the maximum speed for performing this maneuver has increased significantly in recent years. The test leaders Continental (70.5 km/h) and Nordman (70.4 km/h) are incredibly fast in this extreme exercise, with speeds exceeding 70 km/h.
But ten years ago, 67-68 km/h in such conditions seemed like the ultimate achievement.
Secondly, we were disappointed by the low ratings for handling in extreme conditions. Six participants received serious comments.
Excellent and good students of 2018
Nokian Hakka Green 2 tires took first place with a score of 919 points. The Skoda wearing them impresses with outstanding grip on wet asphalt, and on long trips it will delight you with good directional stability and decent ride smoothness.
Just 3 points behind the leader, the Continental ContiPremiumContact 5 takes second place on the podium. Features include impressive dry grip and impressively quiet rolling.
Formula Energy tires (Pirelli sub-brand) took an honorable third place, scoring 912 points. The adhesion properties are not the best, but quite high. Like the Nokian, these tires are suitable for long trips, where precise course tracking and decent ride comfort are important. But the most pleasant bonus is the modest price.
We are forced to admit that even in the sun there are spots out of eleven. The complaints are similar: delays and large steering angles or low information content. Moreover, these comments do not depend on the handling balance - be it understeer with front end drift (Yokohama), unstable, wide balance with drift in the initial phase and skid in the final phase (Bridgestone, Formula, Nitto) or oversteer leading to a sharp skid in the second corridor (Continental, Nokian). 
And the best ratings were received by Goodyear, Hankook and Nordman - 7.5 points each, which means “light complaints”. No one received eight points. We believe that creating an elastic frame capable of withstanding significant peak lateral loads for high-profile (65%) and at the same time fairly narrow tires is not an easy task. And it is especially difficult when developing tires with super-high grip properties. Experts found similar flaws in the leading three's behavior during extreme maneuvering on dry asphalt after reaching maximum speeds. In addition, a significant decrease in grip on cold wet asphalt is alarming.
In fourth and fifth positions, remaining in the “excellent” category, are Hankook Kinergy Eco 2 and Nordman SX2, which scored 906 and 904 points, respectively. Quiet, well balanced, without pronounced surges or dips. The Nordman has slightly better directional stability and smoothness, while the Hankook boasts a little more tenacity when braking on dry surfaces.
In general, their adhesion properties are close to the average level.
At the same time, both participants are indifferent to cold wet asphalt - in spring and autumn this is an absolute plus.
In sixth place in our rating is Goodyear EfficientGrip Performance (895 points), which opens a group of very good tires. The asset is the best handling on wet asphalt during extreme maneuvers, the liability is excessive rigidity, and grip on wet is below average and noticeably deteriorates in the cold.
The seventh and eighth lines of the table of ranks were occupied by Yokohama BluEarth-A AE-50 and Dunlop SP Touring R1 with a minimal gap - 890 and 889 points, respectively. Similar in terms of grip and comfort - both are quiet. Dunlop is perhaps a little softer; the difference can only be felt during extreme maneuvering. There are complaints against Yokohama regarding handling during sudden lane changes on dry surfaces, and against Dunlop on wet surfaces, and even their directional stability is let down. However, Dunlop has the best braking performance on cold wet asphalt, and the price is more modest.
Ninth place with 879 points was taken by Toyo Proxes CF2 tires. 
They have decent braking properties, but they are disappointed by their rather weak lateral grip on wet asphalt and difficult directional stability at high speeds. Toyota compensates for these shortcomings with its ability to save at least a little fuel (these tires “roll” better than anyone else) and with very good braking properties on wet, cold asphalt.
Our list is completed by those who fit into the category of good performers (more than 840 total points) the famous Bridgestone Turanza T001 with 850 points and the little-known Nitto NT860, which was able to scrape together 844 points. This pair has in common the weakest braking properties on wet and dry asphalt and experts’ complaints about handling and directional stability. The only difference can be identified in comfort: Bridgestone is a little softer, Nitto is a little quieter. The bridge also demonstrates the most stable grip on wet roads, which is almost independent of temperature.
But in the ranking of best buys the situation is different. The most tempting purchase is the Formula Energy, followed by the Nitto NT860, Nordman SX2, Dunlop SP Touring R1 and Hankook Kinergy Eco 2. The Yokohama BluEarth-A AE-50 is exactly in the middle, and the most expensive Continental ContiPremiumContact 5 and Bridgestone Turanza T001 close the list. Choose!
In addition to improving rolling resistance, tire manufacturers try every year to improve grip on wet surfaces at least a little
TURNING UP UP
Impressed by the tires' braking performance on wet pavement in summer conditions and remembering our last year's "temperature tour" on dry asphalt, we decided to repeat the "wet" braking on a cold surface. The temperature chosen for this was borderline: +6 °C. Tire manufacturers consider it critical for switching to winter tires in the fall, and to summer tires in the spring. We did not include the results obtained in the final table, since manufacturers “sharpen” tires for operation at high temperatures above zero.
The results left us in a state of shock. At extremely low temperatures, the braking distance of all subjects increased by an average of three meters, or almost 12%, compared to greenhouse conditions. This is more than half a car body!
In addition, the order of summer braking results has completely collapsed. On cold asphalt, the shortest braking distance was achieved by the Dunlop SP Touring R1, which was modest in summer conditions. Following it are all brands of Japanese and Korean brands, with the exception of Nitto NT860, which shows the weakest result at any temperature. But the most amazing thing is that all three braking leaders in “room” conditions (Nokian Hakka Green 2, Continental ContiPremiumContact 5 and Formula Energy) collapsed into the second half of the list.
It is possible to create a different rating of clutch stability (braking distance) at different temperatures. The title of the most “temperature independent” tire in wet braking is won by Bridgestone Turanza T001 tires: their braking distance when the temperature drops to the maximum permissible compared to “summer” increased by only 4%! In second place are Toyo Praxes CF2 tires, with a little more than 5%. It is noteworthy that this couple did not shine in the summer conditions. The traditional leaders of our summer tests, Nokian Hakka Green 2 and Continental ContiPremiumContact 5, in cold conditions increased their braking distance by almost 20% - by five meters! It turns out that the better the tires brake on wet surfaces in summer conditions, the worse they are in the cold. Outsiders are less dependent on temperature changes.
This can be explained in one word - “balance”. Achieving ultra-high grip in summer conditions is possible only due to its deterioration on cold surfaces - there is a shift towards the preferred temperature. And relatively average indicators across the entire temperature range indicate a more even balance.
But this is only a special case regarding grip on wet surfaces. Tires are also characterized by other indicators - dry grip, rolling resistance, noise, smoothness, durability, mileage - which often do not get along with each other. So manufacturers have to select the optimal balance between all performance characteristics, experimenting with materials, tread patterns and manufacturing technology.
What should the consumer do? Of course, use the results to your maximum benefit! Select summer tires based on the climatic conditions of your region.
And if you have already purchased tires, take into account their features, which you learned about from our test. Change your car's shoes in a timely manner, and when traveling, calculate a safe distance taking into account temperature changes.
