Sources
The sources correspond to companies that independently compare tires based on a consistent methodology that includes as many tire quality criteria as possible, and provide objective test scores for a group of similar tires based on type of use.
This database includes only those sources that meet these criteria. These criteria also apply for each source test.
Sources used to determine tire technical performance:
- Test results published in specialized publications.
- Data obtained in accordance with Regulation (EC) 1222/2009 on the labeling of tires in relation to fuel efficiency and other relevant parameters. Or Assessments used in tire labeling (MOBS*) in the absence of official data.
- Data published by independent testing laboratories.
A detailed list of sources (excluding EU Regulation 1222/2009) used to assess the rating of each product is appended to the publication.
Evaluation scheme
The final rating consists of 9 basic indicators, which are supplemented by 4 other basic indicators for winter tires.
Basic indicators are divided into 5 groups: 3 - for summer tires, 2 - for winter tires.
Each basic indicator occupies a different weight in its group based on the degree of its importance in the category.
Below are the groups of indicators and their basic indicators:
Calculation method
Each basic indicator is assessed according to the following principle:
- A score out of 10 is assigned to the tire that achieves the best result in a given test.
- The rating of other tires is reduced in proportion to the resulting standard deviation of the discriminant.
- All results exceeding 9 times this standard deviation receive a score of 1.
If the source uses its own rating system (which is not based on a 10-point system), then linear recoding is performed.
The final baseline score will be based on the arithmetic average of the scores obtained from each test.
Note: Tests conducted by automotive magazines or specialist organizations are generally based on the most common sizes on the market. Although tire scores may vary slightly by size, we have chosen to rate the entire size panel of a specific tire model.
It is not worth comparing the results of studded and non-studded tires, since they were tested on different days, in different weather conditions, and the ratio of the grip properties of both tires depends very much on the weather. At one temperature there are “spikes” in front, at another - soft “Velcro”. We found this out a few years ago: ZR, 2009, No. 1
Now let's introduce the participants.
15 INCH, STUDLESS
The most expensive tires are Nokian at 4,150 rubles, but they are also the best - Hakkapeliitta R (Russian production) together with Michelin X-Ice 2 shared first place. Price/quality ratio - 4.5.
A little cheaper, for 4100 rubles, you can buy ContiVikingContact 5. Our results suggest: these tires are in their place. True, in terms of price/quality ratio (4.6) this purchase is slightly less profitable.
But Michelin X-Ice 2 is in the best position in the price competition: 3,900 rubles. The price/quality ratio of 4.2 is the most attractive in the top three. We believe that the price of this tire is deliberately underestimated, since there is already a new model on the market - the third generation Michelin X-Ice. It was officially presented last winter outside of Russia, postponing the official presentation of the new product here for almost a year.
In fourth place is Goodyear UltraGrip Ice+ at RUB 3,560. per piece (we believe the price is too high - payment for a high brand). Price/quality ratio - 4.1.
Fifth in the financial ranking is Bridgestone Blizzak Revo GZ - RUB 3,520. The tire is just a little cheaper. Earning 892 points in our tests, it came in fourth place with an even more attractive price/quality ratio of 4.0.
Very close in price (3500 rubles), but in sixth place is the next tire - Pirelli Winter IceControl. In the final table it also ranks sixth with 846 points. We believe that it should be sold a little cheaper: now the price/quality index is 4.1 - the same as the stronger Goodyear.
Yokohama iceGUARD iG35 for RUB 3,400. in seventh place, although she showed the eighth result in the test, scoring only 820 points. If they buy it, it means there are those who are willing to pay for the Made in Japan inscription.
Nizhnekamsk Viatti Brina scored 816 points and took ninth place. A tire with a foreign name costs only 2,600 rubles. per piece should sell well, local marketers believe. Let's wish them good luck.
The cheapest tire is Cordiant Polar SL for RUR 2,500. And in the test it took seventh place, even ahead of the Japanese product. In our opinion, 826 points with a price/quality ratio of 3.0 is a result worthy of attention.
All tables open in full size with a mouse click.
16" SPIKES
Nokian Hakkapeliitta 7 for 6600 rub. ahead of the rest. Expensive, but deservedly so, since these are the best tires in our test: 929 points. The price/quality ratio is also “leading” - 7.1.
In second place is ContiIceContact. The difference with the winner is 200 rubles. (“Conti” costs 6,400 rubles) and 4 points reduce the price/quality index to 6.9.
Third place goes to the new Goodyear UltraGrip Ice Arctic, which is fair, since the tire is clearly one of the leaders. You can buy it for 5,500 rubles.
Michelin X-Ice North 2 is sold a little cheaper - for 5,400 rubles. The cost is even slightly underestimated, because in our tests XIN 2 scored 923 points, the price/quality ratio is the most attractive in the leading three tests: 5.9.
Another 100 rubles. cheaper than Gislaved NordFrost 5 (RUB 5,300). According to the test results, the tire scored 905 points, taking sixth place. The price/quality ratio of 5.9 is equivalent to Michelin. Our people love “Gislaved”, that’s why they don’t spare money.
In sixth place is Bridgestone Ice Cruiser 7000 for 5,250 rubles. In our tests, this model was only able to take eighth place, scoring 855 points. The price/quality ratio is 6.1 - more than Michelin and Gislaveda.
In seventh position is the Pirelli Winter Carving Edge, which can be purchased for RUB 5,200. We recommend these tires because they came in fourth place in the tests, scoring 918 points. And with such a cost, the price/quality ratio is the most attractive in the first six of the test: 5.7.
Next is the Yokohama iceGUARD iG35 - and, as usual, with a small gap in price with the “bridge”: it sells for 5,100 rubles. The place in the price list is close to that occupied in our test, but the price/quality ratio is too high: 6.1.
In a completely different price category (4,500 rubles) they sell a new Hankook product - i-Pike RS. A decent tire that made a big step forward from the previous model and scored 886 points. Almost very close to the 900 point mark, which distinguishes very good tires from others. The price/quality index is 5.1 - it's worth taking a closer look.
Nearby, the no less worthy Russian-made Nordman 4 is offered for only 4,400 rubles, that is, two-thirds the price of its leading older brother. Meanwhile, in our final list, “Nordman” occupies the fifth (!) position. The price/quality ratio is tempting - 4.8. Good offer.
For 4000 rubles. you will find Cordiant Polar 2. The place in the price ranking corresponds to the situation we received, although the price/quality ratio (5.0) is less attractive than that of Nordman.
Closing the parade of popular tires is the Kama-Euro 519: only 3,500 rubles - last place in our test. Buying a tire with a price/quality ratio of 4.3 will not be ruinous for the most modest budget.
FRICTION TIRE RATING 195/65R15
1–9_no_copyright
They were born in 2010 and are participating in our test for the first time.
Weak on ice in all areas - acceleration, cornering and braking. In the snow they are more flexible: they hold turns worse than others, accelerate weakly, but brake well - on a par with the Nokian! Directional stability on a snowy road leaves much to be desired: the car noticeably yaws, requiring steering. Low information content prevents you from maintaining the desired direction - the steering wheel is almost empty in terms of effort. In fast turns, the first reaction is good, although the steering angles are too large. The transition to sliding is soft, the specified trajectory is maintained, however, even here the driver will be disappointed by the overly light, empty steering wheel.
They don’t like snowdrifts; if necessary, it is better to overcome them at speed, without turning or stopping. They refuse to change direction; starting is possible only under tension. When slipping, they try to dig in and get out reluctantly. On an asphalt straight line, the car goes straight only when accelerating. At a constant speed it floats, requiring tireless adjustments, to which it reacts with unpleasant steering of the rear axle.
They brake weakly on dry roads, and worst on wet roads. Uncomfortable: loud noise, getting louder as speed increases. They transmit shocks from medium and large road irregularities and vibrate on small ones. Fuel consumption is average at any speed.
2–9_no_copyright
3–8_no_copyright
Created in 2008, it appeared on our market in 2009, but it is taking part in the ZR test for the first time.
On ice, lateral grip and acceleration are weakest. Braking is average, which is good. But in the snow, both braking and acceleration are worse than all other test participants, although the grip on the road in corners is average. On a snow-covered straight line they yaw a little, take the car away from the given direction, pulling it into deeper snow. Handling is mediocre: the car doesn’t listen well to the steering wheel and tries to straighten its trajectory, sliding out of the bend. Skidding occurs only if provoked, but is well compensated.
In deep snow it moves uncertainly, and only with a certain degree of slipping. Refuses to turn, slips into a rut or where there is less resistance. It goes smoothly on asphalt, but when adjusting the direction it gets annoying. At low angles the steering is very sluggish, but as the steering angle increases, the car suddenly changes direction to a greater angle than required.
Braking is stable on both dry and wet asphalt, the braking distance is average. Quite comfortable: quiet on any road, only slightly itchy on the comb. They transmit shudders and small shocks from small irregularities. They don’t waste extra fuel, but they don’t save money either.
4–8_no_copyright
5–7_no_copyright
Production and sales began in 2009.
On ice, the behavior is unbalanced - acceleration is average, grip in corners is weak and braking is the weakest. But on snow everything is smooth, grip is average in all directions. On a snowy road, the car seems to be moving smoothly, and the steering wheel at “zero” is tight and understandable, but the rear moves from side to side, and this does not give confidence. The behavior is unstable when cornering. In the initial phase, an unpleasant skid often occurs, which can be compensated for by adding gas. When turning the steering wheel, its information content decreases sharply, literally drops. Nobody knows how things will end - we have to fight either demolition or skidding.
The same uncertainty exists in deep snow. They move well only on the verge of slipping. Slipping at the moment of starting is especially dangerous: it leads to digging. On the other hand, maneuvers are given without tension, the car moves in reverse confidently. On the asphalt they go smoothly, the reactions when adjusting the direction are clear. But here, too, the rear axle does not allow the driver to relax, steering after steering input. This gives the car delayed oversteer.
Braking on both dry and wet roads is weak. The tires cannot be called quiet - they emit an increased noise. They transmit shocks to the body from medium and large irregularities, and vibrate on small ones. Fuel consumption is above average at any speed.
8–7_no_copyright
6–6_no_copyright
Created in 2009, it began selling in Russia at the same time, and was modernized in 2011.
On ice, braking and lateral grip are average, and acceleration is weak. On the contrary, on snow, acceleration is average, braking is weak, and lateral grip properties are the lowest, on par with the Viatti. They walk smoothly on a snow-covered road, without reacting to the different thickness of the snow blanket - Pirelli's directional stability is traditionally good. Handling is also without any comments: the steering wheel is tight, understandable, and the reactions are clear. The transition to sliding is soft, the trajectory can be set and adjusted using both the steering wheel and the gas. There is practically no skidding; at the limit, the whole car begins to slide outward.
They don’t want to overcome deep snow. They move forward reluctantly, even while moving they try to dig in. Well, at least they get out in reverse. On asphalt they resemble summer tires - tight steering in the near-zero zone, excellent information content and clear adherence to the given direction.
Braking is surprisingly weak on wet pavement and weakest on dry pavement. The noise is increased, the vibration load is high - the company pays little attention to comfort. They don't roll very willingly - fuel consumption is increased at any speed.
9–6_no_copyright
7–5_no_copyright
They were born in 2009 and have been on the market since 2010.
Deservedly included in the top five. They differ from those who were left behind by having a good balance: all the characteristics, although not leading, are even on any of the surfaces that you will find on our roads in winter. For example, on ice they showed average results in both longitudinal and transverse directions. Not so good on snow: acceleration and lateral grip are average, but weak braking lets us down a little. At high speeds they go smoothly in the snow, but there is not enough information on the steering wheel. There is also a lack of confidence when cornering. Upon entry, a noticeable delay in reactions forces you to turn the steering wheel unnecessarily. For this reason, in the initial phase of the turn, the car goes into drift, requiring you to release the gas. And on the arc of the turn it tries to slip into a skid, which, fortunately, is easily parried.
They overcome snowdrifts without strain, they move forward confidently, they don’t dig in when starting, but they don’t like to skid too much. They scour the asphalt slightly on transverse unevenness and respond to steering inputs with a slight delay. There are no complaints regarding noise; even on rough asphalt they roll quietly. But on convex bumps they shake the car quite a bit and transmit vibrations from seams, cracks and micro-irregularities in the road.
Braking is average, showing no preference for dry or wet surfaces. At a speed of 60 km/h they help save fuel; at 90 km/h they look average from this point of view.
10–5_no_copyright
11–4_no_copyright
The model is the same age as Goodyear, created in 2009, sold on our market since 2010.
Good acceleration on ice, braking properties and lateral grip are only average. On snow, acceleration and lateral grip are average, and braking is weak. Only Yokohama stops worse. They walk smoothly along the snowy road. Experts noted not only the confident directional retention, but also the informative steering, as well as immediate reactions to course adjustments. In fast turns, the speed is limited by a soft drift of the front axle, which is eliminated by turning the steering wheel or slightly reducing the speed. The information content of the steering wheel is high.
They overcome snowdrifts reluctantly, move forward uncertainly, and turn poorly. Reversing moves more confidently, allowing you to get out of the snow trap. They walk almost smoothly on asphalt, they yaw a little on transverse unevenness, and when adjusting the direction they are a little late.
They brake well on wet surfaces, and stop better than anyone else on dry surfaces. Quite comfortable - they walk smoothly and quietly on any surface, with the exception of a slight hiss on a snowy road. Fuel consumption is average at 60 km/h, and increased at 90 km/h.
13–4_no_copyright
12–3_no_copyright
They have been produced since 2008, at the same time they began to be sold on the Russian market.
During this time, the mixture was modernized more than once. On ice they show average results in braking and lateral grip, but accelerate well. But they cling to the snow better than anyone else: they were in the lead in the corresponding exercises. But directional stability is a little let down: minor difficulties arise when trying to correct the direction of movement. With every slight turn of the steering wheel, the driver is a little annoyed by the slow reaction and a shallow but prolonged skid. In fast turns, delays in reactions and low information content of the steering wheel interfere, which leads to an increasing drift with prolonged stabilization.
In deep snow they turn a car into a tractor. They start, move and maneuver very confidently in any mode, without fear of slipping. On asphalt they float slightly, are subject to the influence of side winds, and are noticeably delayed in taking corrective actions with the steering wheel. They transmit vibrations from small irregularities and pass through road joints harshly, causing the car to shudder. They make noise, crunch unpleasantly and hum in slippery turns when they find something to grab onto.
They brake on wet asphalt better than anyone else. And they show good results on dry conditions. At a speed of 60 km/h they are the most economical (on par with Goodyear, Michelin and Nokian), and at 90 km/h they also do not require too much.
14–3_no_copyright
15–2_no_copyright
Created in 2008 and sold since then.
A good balance of grip properties on all surfaces that can be found on a winter road. On ice, the grip properties are even, regardless of actions and modes - when turning, when accelerating, when braking. On snow, lateral grip and acceleration are good, but braking is average. They walk smoothly in a straight line, without a hint of a desire to deviate from the given direction, and accurately respond to the steering wheel when adjusting the course. In turns they behave clearly, without problems or surprises. Turns are clearly defined and allow you to adjust the radius using the steering wheel or by changing the fuel supply.
They feel at home in the snowdrifts. The sensations are similar to those you get from the Continental. They row confidently, start in any mode, and maneuver without difficulty. They ride smoothly on asphalt and impress with clear reactions comparable to the behavior of summer tires.
They brake well, regardless of whether the asphalt is dry or wet. Comfortable: only slightly noticeable about the tractor trail and rough ice. There are no comments about the smoothness of the ride either. Economical at city speeds, do not abuse fuel even at 90 km/h.
17–2_no_copyright
16–1_no_copyright
Created in 2008, since then they have been modernized almost every year.
On ice - grip properties unattainable for competitors in the test in all disciplines: braking, acceleration and cruising. The grip on snow is very good: during acceleration and cornering it is the best, on par with the Continental; in braking efficiency it is slightly inferior - the second result. They walk smoothly along a straight “white” road, without requiring adjustments. In terms of handling, they are similar to the Bridgestone and Pirelli: the reactions are just as clear, the car just as obediently changes its trajectory when manipulating the steering wheel or gas. The same good stabilization after slips caused by the driver.
It is better to overcome deep snow by pressing the gas pedal to the floor. True, in this mode you risk getting into a snowdrift from which you cannot get out without a shovel or outside help. Although it was not needed during the tests - the car always drove in reverse. They walk smoothly on asphalt, but experts noted slight delays when adjusting the course.
Brakes are good on wet surfaces and average on dry surfaces. As for comfort, there are some minor comments - the noise level on uneven roads is slightly increased, and vibrations from small irregularities are transmitted. At any speed, fuel consumption is the lowest in the test.
18–1_no_copyright
STUDY TIRE RATING 205/55R16
19–11_no_copyright
Created in 2008, since then it has been sold. In 2010, the composition of the rubber mixture was modernized.
Nevertheless, compared to other winter tires, the Kama-Euro 519 looks weak. On ice, the grip properties are very low, only the Cordiant is worse. On snow, grip is also more than modest. The only consolation is that the balance of grip properties is quite even in all directions: it brakes, accelerates and holds the road in corners weakly. It is better to drive slowly on a snowy road: the car scours from side to side. In a slippery turn, the behavior is jerky: the car either drifts or skids. More or less obeys the steering wheel only on packed snow. On ice, even at low speed it goes into a skid. Glides on any surface for a long time. Very large steering angles and significant delays in reactions make it difficult to keep the car under control.
In deep snow it does not move quite confidently. It is better not to skid when starting off. It starts better with the wheels turned to the side than straight ahead. Getting out in reverse is no problem. On the asphalt it wanders along the road a lot. Correcting the direction is hindered by very large steering angles, significant lag and low information content, as well as unpleasant steering of the rear axle.
Braking on wet asphalt is weak, on dry asphalt it is the weakest. On ice and asphalt the tread howls loudly. Very hard - they transmit shocks from medium-sized irregularities and vibrations from small ones.
22–11_no_copyright
20–10_no_copyright
They were released in 2009, but appeared in our test for the first time.
Excessively recessed studs make the tire practically helpless on ice - it cannot accelerate, turn, or stop. It holds up a little better in the snow. Lateral grip is closer to average, although acceleration is weak and braking is the weakest. The course on snow is quite smooth, with only slight yaws and changes in depth. On ice, grip properties are subjectively assessed as very poor. Do not turn the steering wheel sharply, otherwise the car will refuse to turn. If you still managed to turn, a skid awaits you on the arc. In the snow, speed is limited by a sudden slip into a skid. It is hampered by the lack of information content of the steering wheel and slight delays in reactions.
In deep snow they do not move very confidently. There are no pronounced preferences in driving modes; the car pulls well with slight slipping. They walk in reverse confidently. They walk smoothly on asphalt, but when adjusting the direction, slight steering of the rear axle and insufficient information content of the steering wheel interfere.
Braking is average on both dry and wet roads. They don’t indulge in comfort: they hum irritatingly loudly, shake the body on convex bumps, push on medium ones, and transmit vibrations on small ones. Fuel consumption at 60 km/h is increased, at 90 km/h it is above average. The spikes are not held very securely: during the tests, the amount of protrusion changed by three “tens”.
23–10_no_copyright
21–9_no_copyright
Quite new tires, created in 2010, since that time they have been sold in Russia.
But in our test they showed up for the first time. On ice, grip properties are average in all directions. On snow they behave less confidently: braking and lateral grip are weak, acceleration is the most sluggish, on par with the Bridgestone. There is a bit of scrambling on the snowy road. When cornering, the grip properties are not high enough - the car slides completely outward.
Snowdrifts are not for these tires: in deep snow they get stuck, as they say, out of the blue. When starting off, they fall through and try to bury themselves. They move in reverse uncertainly. They drive smoothly on ideal asphalt, but this is not common on our roads. Therefore, constant adjustment of direction is required, which is complicated by delays in reactions and unpleasant steering of the rear axle.
On a dry road the car stops reluctantly, and braking on a wet road is the weakest. Very hard: shocks from uneven surfaces are transmitted to the floor and seat, and vibrations occur in the steering wheel. They make loud noise and hum with their spikes. Fuel consumption is average at any speed. The spikes are held securely, there are no losses, but the size of the protrusion is more than modest: such spikes will not be able to reliably cling to ice and dense snow.
24–9_no_copyright
25–8_no_copyright
They were created in 2009, but appeared on the Russian market belatedly, in 2010.
On ice, grip properties: average in braking, cornering, and acceleration. They drive on snow less confidently than on ice. Braking is weak, acceleration is the most sluggish, like Yokohama, lateral grip is also the lowest. On a snowy road they scour a little, but do not leave the trajectory. Slow reactions to steering inputs. In fast corners, speed is limited by long drifts. When sliding with the front axle, the car does not respond to additional turns of the steering wheel.
In deep snow it starts and moves confidently, but only with tension. As soon as the wheels turn a little, traction is lost and the car immediately stops. They walk smoothly on the asphalt and maintain the set course. But when it is necessary to correct the direction of movement, the driver is bothered by the steering of the rear axle and the insufficiently informative steering wheel.
When measuring the braking distance, the “Yokohama” whiff was again felt. Like her, braking is weak on both dry and wet surfaces. Not comfortable enough: they transmit shocks from uneven surfaces to the body, make loud noise from the tread and studs, even at high speed. Fuel consumption at 60 km/h is increased, at 90 km/h it is above average. The protrusion of the spines and the rate at which the protrusion increases are normal. There are no losses during the test.
28–8_no_copyright
26–7_no_copyright
New on the Russian market. As they say, it's piping hot.
On ice, the grip properties are high, the balance is reasonable. Braking and lateral grip are good, acceleration is average. They are also quite strong in the snow. Longitudinal grip properties are good, transverse grip properties are average. On a snowy road they yaw slightly, but do not leave the trajectory. There was insufficient information content of the steering wheel and a slight delay when adjusting the direction of movement. Slips and slips in corners are harsh, the car slides longer than we would like, but traction recovery is soft and smooth.
In deep snow they do not move very confidently; if they slip at the moment of start, they tend to bury themselves. They walk in reverse confidently. On asphalt, they force the car to float along the strip. The wide “zero”, delays in reactions, steering of the rear axle and insufficient information content interfere.
The brakes are weak, both on dry asphalt and on wet ones. Comfort notes: slight vibrations from small bumps and increased general noise typical of studded tires. At a speed of 60 km/h, fuel consumption is below average, at 90 km/h - the most economical. The amount of protrusion of the spines and the rate at which the protrusion increases are normal. There was no loss of studs during the test.
29–7_no_copyright
27–6_no_copyright
The oldest tires in our test.
Produced since 2006, since the same time they have been sold in Russia. On ice they boast good balance: they brake and turn well, and accelerate moderately. On snow, traction in any direction is average - also good. They go smoothly along a snow-covered straight line, without requiring steering. When turning on ice and compacted snow, you are pleased with clear reactions and a very soft transition to sliding. However, on loose snow on an arc, a sharp skid occurs, requiring clear parrying actions from the driver.
They don’t like deep snow; they move confidently only on freshly fallen powder. If the snow is a little denser, compacted, you can only drive under tension, without slipping. The car runs smoothly along an asphalt straight line, reactions to changes in course are immediate, except that the information content on the steering wheel is slightly lacking.
Braking is simply brilliant: the tires stop perfectly on both wet and dry asphalt. The background noise is high, like most “spikes”, but there are no complaints about the smoothness of the ride - all road irregularities are smoothed out well. The most voracious at any speed. The amount of protrusion of the spikes and the rate of its growth during the tests are optimal. Lost a couple of studs from the front wheels.
30–6_no_copyright
31–5_no_copyright
Produced since 2009, sold since the same time.
The tread pattern is a legacy of the Nokian Hakkapeliitta 4 tire. They differ from it in the composition of the compound and studs with a round core. This is the first time they are participating in our tests. On ice, braking and lateral grip are average, acceleration is good. On snow, the behavior is more confident: the longitudinal grip properties are good, and the lateral grip is the most reliable. Both the front and rear axles scour along a snow-covered straight line, reacting to the density of the snow. At small angles of rotation of the steering wheel, insufficient information content was noted. You can drive fast in corners - the reactions are clear, the behavior is understandable. Speed is limited by a slight skid, which can be easily compensated by steering or adding gas.
They are not afraid of snowdrifts: just add gas, and the car will go where the steering wheel is turned. Getting out in reverse is no problem. They drive smoothly on asphalt, but when adjusting the course, there is a noticeable delay in reactions and a somewhat empty steering wheel.
Braking on dry asphalt is average, on wet asphalt - good. They make loud noise from the tread and studs, especially from 40 to 60 km/h. The smoothness of the ride can be called good, without slight vibrations from minor irregularities. Fuel consumption is average at any speed. The amount of protrusion of the spikes and its increase during the tests are close to the optimum. There are no lost thorns.
34–5_no_copyright
32–4_no_copyright
They were born in 2007. Since 2008 they have been sold in Russia.
Periodically, the design, spikes and mixture composition are updated, leaving the “face” unchanged. Recent innovations have allowed Carving to join the leading group. On ice, longitudinal grip is average, and lateral grip is the highest. On snow, traction is good in all directions. On a snowy road they hold their course perfectly. The car moves like an arrow and reacts sensitively even to small turns of the dense, highly informative steering wheel. Turns are prescribed with a twinkle. Clear, understandable controls, sensitive reactions to the slightest turn of the steering wheel. At the limit, the speed is limited by a soft and smooth skid, which can be extinguished by adding a little gas or turning the steering wheel. The glide is fast but stabilizes gently.
It overcomes snowdrifts easily, does not dig in when starting, drives both under tension and with slipping, and maneuvers easily. They walk smoothly on asphalt, and a clear “zero” helps to correct the direction.
Braking is average on wet surfaces, good on dry surfaces. Traditionally, they do not indulge in comfort: they make noise as if an airplane is flying by, shake on any uneven surfaces as if they were overinflated. Most likely, a low level of comfort is a kind of price to pay for the pleasure of driving a car on a winter road. Fuel consumption is average at any speed. The amount of protrusion of the spikes and the rate of their growth during the tests are optimal. There are no losses.
35–4_no_copyright
33–3_no_copyright
Offered on the Russian market since 2009.
Today's leaders are the only ones using round core studs. On ice, longitudinal grip properties are average, transverse grip properties are good. On snow, the situation is slightly different: the longitudinal grip is good, and the transverse grip is average. The car is driven smoothly and stably along a snowy road. Reactions during course correction - no comments. When cornering, the behavior is clear and understandable. The speed is most often limited by a soft drift, but the car responds well to turning the steering wheel and tries to maintain the given trajectory.
Even when sliding, it does not leave the driver’s control. You can not only cut through snowdrifts, but also easily maneuver in them, stop and start again. If you stopped the car, you backed up a little and drove on. It is always possible to get out in reverse. On asphalt, directional stability is good, the “zero” is clear, the steering is tight - the tires are almost like summer ones.
They brake well on dry asphalt, but average on wet asphalt. The noise level is increased; on hard surfaces the hum of the studs is clearly audible, especially in the range of 60–90 km/h. Smooth running without any comments - any irregularities are well absorbed. Fuel is saved in all speed modes - both at 60 and 90 km/h. The protrusion of the spines and the rate of change in the size of the protrusion are normal. During the running-in and testing, not a single stud was lost.
36–3_no_copyright
37–2_no_copyright
A relatively recent model, which appeared in 2010.
Since the same year it has been sold in Russia. It differs from other tires in the “diamond” shape of the studs. On ice, grip is good in all directions. On snow it’s the same - both longitudinal and lateral grip are at a high level. They allow you to drive fast on a snowy road and keep your car level. But the information content on the steering wheel is not enough. When cornering, front axle drift prevails. A skid, if it occurs, manifests itself softly and smoothly and is eliminated without much difficulty.
In deep snow they perform well only with intense slipping, but this mode is not very informative. If you dig in, reverse will not help. They walk smoothly on the asphalt, the steering wheel is tight, the “zero” is clear, the reactions when adjusting the direction are immediate.
They brake on wet asphalt better than others, and on dry they show average results, on par with the Gislaved. The spikes make loud noise on hard surfaces - both on ice and asphalt, especially loudly from 70 to 90 km/h. Quite hard: they transmit vibrations from road irregularities to the body floor, seat and steering wheel. Fuel consumption is average at any speed. The protrusion of the spikes is within the optimal value. The studs are held in the rubber very securely.
40–2_no_copyright
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Introduced at the end of 2008, sold since 2009.
They are constantly being updated, which allows them to remain among the leaders. On ice they demonstrated the best longitudinal adhesion properties, and average transverse ones. On snow - better acceleration, good braking and grip in corners. They walk smoothly along the snowy road, without any comments. The steering wheel is tight and the reactions are clear. In turns, the speed is limited by a soft, assisted skid, which is most easily eliminated by adding a little gas. Even when sliding, the car obeys the driver’s commands and restores its trajectory softly and smoothly.
In deep snow they move confidently, maneuver well, and get moving without the desire to dig in. Any mode: from professional pulling movement, without turning the wheels, to “blonde” “gas to the floor”. They get out very well in reverse. On asphalt the movement is smooth, but when making adjustments the rear axle steers unpleasantly.
Braking on dry asphalt is weak, on wet asphalt - average. Comfort is not ideal: the distinct noise of spikes on asphalt and smooth ice, shocks from road irregularities, especially convex ones. Economical at any speed. The amount of protrusion of the spikes is close to the reasonable limit. However, the average protrusion changed by only 0.1 mm during testing, which means that the studs are held securely in the rubber.
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New product, preparing for sale this year.
We were unable to calculate the final points, because in braking on snow, Ice Arctic beat the best production tire, which we took as the “base” in our calculations. On ice, longitudinal grip properties are high, and transverse grip properties are average. On snow - super braking, very good acceleration and average lateral grip properties. On a snowy road they yaw slightly, reacting with a delay to direction adjustments. In fast turns the behavior is ambiguous. In the initial phase, at the stage of entering a turn, there is a noticeable delay in reactions, leading to the drift of the front axle. After the clutch is restored, already on the arc, there is a high probability of a skid, which has to be compensated by both the steering wheel and the addition of gas at the same time. After sliding, traction is restored quite abruptly, provoking a shooting skid in the other direction.
The concept of “deep snow” does not exist for these tires. The car never needed help to get out of snow captivity. On asphalt they float noticeably from side to side, requiring constant adjustment. Very wide “zero”, delays in steering inputs.
They brake well on wet asphalt, but average on dry asphalt. They push on medium uneven surfaces, making a loud noise from the tread and studs. The amount of protrusion of the spikes is at the limit. However, a change in the protrusion during the tests of only one “ten” indicates that the studs are firmly fixed.
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You can find out more about the designations and classification of tires
Vadim KORABLEV, Yuri KUROCHKIN, Evgeniy LARIN,
Anton MISHIN, Andrey OBRAZUMOV,
Valery PAVLOV and Dmitry TESTOV.
We thank the employees of the AVTOVAZ test site for the technical support,
Togliatti company "Volgashintorg",
as well as tire manufacturers,
submitted their products for testing.
Also participating in the test:- Avatyre Freeze - domestic development
- Gislaved Nord Frost 100
- Toyo Observe GSi-5
- Hankook Winter I*Pike RS+
Before testing, the pilots drove 500 km on each set of 205/55 R16 tires to test them out. After this, the organizers checked the amount of stud protrusion and the hardness of the rubber.
To assess longitudinal and lateral grip on ice, the organizers measured acceleration time, braking distance and lap time on the track. Each set was tested at least 7-10 times to identify errors in the results. To more accurately calculate the lateral adhesion, a twelve-meter adjustment was used. This maneuver is also called the “moose test” - a quick detour around a suddenly encountered obstacle (a moose on the road).
To avoid subjectivity in the driver's assessment, several people tested the same tires. They gave marks for directional stability and controllability. Directional stability was tested at speeds of 90-110 km/h. The pilot rotated the steering wheel at small angles and observed the behavior of the car on the tested tires.
Another test tested cross-country ability in snow, the ability to overcome snowdrifts, maneuver, start and reverse. The test organizers considered this to be as important for winter tires as everything listed above. Goodyear UltraGrip Ice Arctic performed best in this test. According to the organizers, with these tires a front-wheel drive car turned into a real all-terrain vehicle!
Ride quality and cabin noise were assessed on different surfaces and at different speeds. After testing the tires on ice and snow, experts assessed how much the tires' studs protruded.
On asphalt, tires were tested for fuel consumption. All tires were driven in both directions to neutralize the effects of road gradient or light winds. The braking distance on dry and wet asphalt and directional stability were also assessed.
And the very last test was to inspect the tires and count the studs that had fallen out. Bridgestone tires lost the most - 18 studs. In second place were Toyo tires, which lost 7 studs.
As a result, based on the results of all tests, the Nokian Hakkapeliitta 8 tires became the test winner. In second place, with a margin of only half a percent, were the Continental ContiIceContact 2 tires.
The test results for winter studded tires 205/55 R16 are shown in the tables below.
Car tire manufacturer Yokohama is known for the high quality of its products. Tires from the Japanese concern are installed on brands such as Toyota, Mitsubishi, Mazda, Lexus, Mercedes, Porshe and others.
Impressions from the winter Yokohama Ice Guard after 8000 km
Among the range of winter tires for passenger cars, the Ice Guard line is one of the most popular. The aggressive winter tread and the presence of studs make it most effective in difficult weather conditions of northern Europe and Russia.
Today we will look at the Yokohama IG 35, IG 50, IG 55 and IG 65 models, compare the test results of each of them, and also read the owner reviews.
Sample Yokohama tire markings
Winter - Yokohama For example, let's take the Yokohama Ice Guard IG50 165 / 55 R15M+S tire, snowflake. The designation can be deciphered as follows:
| Company manufacturer | Yokohama |
| Model | Ice Guard IG 50 |
| Wheel radius (inches) | 15 |
| Tire design | R (radial) |
| Tire type | Without camera |
| Width | 165 |
| Height (as a percentage of width) | 55 |
| Seasonality | M+S, 3PMSF (winter) |
| Speed index | Q(160 km/h) |
| 75 (387 kg) |
Model characteristics
| IG 35 | |
| Features of the spikes | The spikes are arranged in a special order so that the maximum number of them is in contact with the surface Placed in 16 rows The cores are round in shape |
| 3D sipes provide grip Intersecting drainage furrows remove snow and slush The contact patch is increased by unique macroblocks in the shoulder part of the tread. |
|
| Directional stability | A rigid central part with arrow-shaped edges ensures stability on any surface. |
| Rubber compound composition | Allows you to adapt to both low (up to -45°C) and high (up to +10°C) temperatures Micropores on the tread surface absorb the water film |
Set of tires for the winter season | IG 50 | |
| Features of the spikes | Studless tire |
| Tread pattern and drainage system | Asymmetrical directional tread pattern The outer part has more drainage grooves and is responsible for cross-country ability in the snow. The interior features large blocks and a high density of lamellas to safely move on ice |
| Directional stability | Stability and maneuverability are ensured by large blocks in the central part of the working surface. |
| Rubber compound composition | Rubber has an absorbent effect, absorbing a film of moisture from the road surface |
Tires Yokohama Ice Guard IG 50 | IG 55 | |
| Features of the spikes | Flange and core are star shaped 128 studs arranged in 20 rows New bore shape completely fits the flange |
| Tread pattern and drainage system | Directional symmetrical pattern Wide oblique grooves There are special protrusions around the spike in the shape of blades |
| Directional stability | Provided by a wide central rib with diagonal grooves |
| Rubber compound composition | A hydrophilic porous mixture is used for manufacturing, which eliminates water from the contact patch Contains silica and orange oil |
ICE GUARD STUD 175/65/14 JAPAN USED | IG 65 | |
| Features of the spikes | Increased number of studs (172 pcs. on R16) The location of the spikes over the entire surface, including the central zone The core of the tenon has the shape of a number 8 and a figured flange There is a round area of hard rubber around the studs that holds the metal |
| Tread pattern and drainage system | Directional tread type Longitudinal closing channels Uniquely shaped slats |
| Directional stability | Increased in size compared to previous models thanks to spikes in the central part |
| Rubber compound composition | Porous rubber absorbs water from the road surface A large amount of organic oils ensures the elasticity of the mixture |
Advantages and disadvantages of Yokohama Ice Guard
The products of the Japanese manufacturer are distinguished by consistently high quality. But tires from the Ice Guard series also have their drawbacks. They are clearly demonstrated by tests of Yokohama winter tires, which were carried out by expert communities from 2015 to 2018.
| pros | Minuses | |
| IG 35 | Fast braking on dry surfaces Fuel economy Affordable price | Noisiness Weak acceleration and braking during icing Poor cross-country ability Low directional stability on a snowy road |
| IG50 | Short braking distance on ice Average handling and acceleration | Poor braking and handling on wet pavement Possible hydroplaning |
| IG 55 | Good surface contact on ice and snow High cross-country ability in snow | Noisiness Long braking distance on asphalt Poor maneuverability on snow and asphalt |
| IG 65 | Good maneuverability High levels of longitudinal grip in icy conditions | Noisiness Ride stability and handling are below average |
Cost of Yokohama winter tires
In addition to the test results of Yokohama IG 65 winter tires, the popularity of the model is also affected by its price. As of November 29, 2018, the cost of tires from the Japanese manufacturer is:
The cost of tires depends on the point of sale and the range of services provided. Many sellers offer tire installation and wheel balancing immediately after purchase.
To make the right choice of winter tires and not fall for a fake, you must adhere to several rules:
- buy tires at certified sales points;
- choose only the tire size recommended by the manufacturer;
- make sure that there are factory markings on the side of the tire;
- negotiate with the seller the terms of the guarantee and delivery of the goods (if necessary).
Ice Guard tire life
Yokohama tires belong to the premium category. They have a balanced rubber composition, which allows it to remain soft at low temperatures and at the same time not succumb to severe abrasion.
Comfort tires for wide use On average, winter tires from a Japanese manufacturer last 3-5 years. Service life depends on many factors:
- number of kilometers traveled during the season;
- driver's driving style;
- quality of road surface;
- weather conditions in the region.
An important condition for the long life of rubber is also the conditions for its storage in the summer.
Correctly selected tires are an important guarantee of accident-free and safe driving. This is especially true in the winter, when even the slightest carelessness can cost you too much. We bring to your attention Yokohama IG35 tires, reviews of which are of rare variety.
Some drivers are preparing for their fourth season (and on one set), while others are cursing the day they visited the store. Who is right? Let's find out!
What it is
Yokohama Ice Guard 35 tires are new for 2012. The attention of car lovers was immediately drawn to the press conference, at which manufacturers promised almost magical characteristics of their new products. As usual, the reality was not so rosy.
Manufacturer's complaint
At that time, it was truly more or less advanced technology, distinguished by a directional tread. Particular emphasis was placed on the fact that the tires would be produced at a “purebred” Japanese plant in the best quality traditions of the Land of the Rising Sun. The engineers responsibly stated that with these tires the car would confidently hold its course even on snowy, icy roads.
Here are the main advantages that the tires were supposed to have, they are not confirmed, but that’s not what we’re talking about):
Unique “multi-dimensional” sipes, which ensure reliable grip on almost all types of road surfaces, even if they are covered with ice or snow slush.
The same technology dramatically increases braking efficiency even on ice and compacted snow, without allowing the main tread elements to lose their rigidity.
Minimizing the incidence of studs falling out, since there are special holding ledges near each mounting hole. This is where the tires “distinguished themselves”, indicating that they actually fall out almost immediately after leaving the road.
Specially shaped grooves dramatically improve the removal of water and snow from the tread, which improves the quality of tire grip on the road. The side grooves contribute to normal braking on snowy and icy roads.
The composition of the rubber compound for tires itself is kept secret, as it represents the company’s know-how: this formula provides increased strength characteristics and prevents deformation of the tire even near a protruding stud.
The company obtained all these results using its unique technology, which can simulate almost all types of precipitation possible on this planet. So its employees had reasons for brightly advertising their products. So how good were the Yokohama IG35 tires in practice? Reviews show that things happen differently.
Why is there so much negativity?
If you talk to many city motorists, they will probably utter a few unprintable words about this particular model. Why did it happen so? After all, the Yokohama brand is known all over the world, and the attitude towards the manufacturer is quite good!? In 2013, a team of domestic “natural scientists” conducted their own test, the results of which did not please company officials. Let's describe it in a little more detail.
Negative operating experience
Then we tested the Nissan Tiida hatchback, which was shod with the well-known Yokohama IG35 tires. Reviews about them at that time no longer inspired much enthusiasm. That day, the temperature outside was just under -15 degrees Celsius, and there was a dense layer of compacted snow and ice on the roads. On the main city streets (on which there was no longer snow), the car drove perfectly. No shortcomings or obvious advantages were identified at that time.
Alas. Snow appeared and everything went down the drain. The Yokohama IG35 tread, as it turned out, instantly loses its rigidity and becomes similar in characteristics to a polished billiard ball. All the grooves we described for draining water were somehow slow to show themselves in real life: the car dangerously scours around at the slightest attempt to brake, and behaves more or less confidently only when driving at minimum speed in a straight line.
Acceleration is terrible, braking is even worse. Why did the Yokohama IG35 winter tires (reviews of which we are reviewing) behave so disgustingly on the road?
What is the reason?
Everything became clear when the researchers took a closer look at the tire itself. It turned out that at least half of the studs were missing on each wheel, and the remaining ones were driven so deep that by definition they could not have any effect on the road grip. The front wheels were completely “sad”, devoid of almost 70% of spikes. Here we can say that the “scientists” simply took a car with sky-high mileage, but not everything is so simple: the tires had less than 1,000 kilometers on them, and the studs clearly did not last even half of that time.
In general, this is precisely what Yokohama IG35 tires have become famous for, reviews of which say exactly the same thing. Many motorists who bought these tires in the hope of normal winter driving were greatly disappointed in them. And the reviews mainly focus on the frankly meager lifespan of the studs, which leads to all the other troubles associated with this rubber.
Yard snowdrifts on these tires, according to recollections from the fields, can turn into an absolutely insurmountable obstacle. Although almost all passenger cars of similar models, “shod” with more adequate tires, pass these tests without any particular problems. What’s a shame is that the Yokohama IG35 is far from a new model. Many Finnish tire models from the same season are still warmly loved by motorists, but the Japanese are very unlucky in this regard.
It’s all wrong, it’s all anti-advertising!
Oddly enough, such headlines can be seen in almost the same magazine, which a couple of months before published only negative opinions. So are Yokohama IG35 winter tires bad or not? Reviews about them often resemble obscene verbal ping-pong. Someone praises, and someone scolds.
The real advantages of Japanese tires
Don't despair: everything really isn't that bad. Thus, some drivers love Yokohama IG35 tires: positive reviews indicate that these tires are characterized by the least noise (among winter tires). On a long journey, this characteristic cannot but rejoice!
Because of the soft rubber, even a rough suspension “swallows” road irregularities much better, of which there are more than enough in the vast expanses of our vast Motherland. Until recently, the situation with Japanese tires was quite good from a financial point of view. How much do Yokohama IG35 tires cost now?
In principle, everything is still pretty decent with this. A set of tires will cost you approximately 13-15 thousand rubles. Mere pennies, if we talk about offers from other foreign companies!
Objective reasons for the lag
Why does this happen? After all, the Japanese have always been famous for the high quality of all their products, regardless of their type. It’s all about the national “mentality”: in Japan, winter tires with studs are generally illegal due to the government’s sensitive attitude to the condition of the roads, so for real tests in the “field” engineers have to be sent to distant countries.
And Yokohama IG35 winter tires (reviews of which we are currently reviewing) are not always tested in the conditions of our country. Much more often - in Western Europe, where winter is generally a rather loose concept. Most likely, in those parts, tires from a Japanese manufacturer actually show really good results.
In addition, these tires are probably strongly influenced by the condition of domestic roads. In most cities the situation is such that even the main streets often look like a washboard. It is not known under what conditions the Yokohama Iceguard Stud IG35 tires, reviews of which we are currently reviewing, were tested, but the engineers hardly prepared their brainchild for this. Most likely, this explains the “passion” of tires for losing studs.
In any case, many car enthusiasts note that the rubber on the sides of these tires is too soft. Perhaps the Japanese were still somewhat disingenuous when they talked about the increased resistance of their products to wear.
Precautionary measures
Be that as it may, but (we have already analyzed the reviews) experienced steering wheel fans are strongly not recommended for going out on the ice. Owners of such tires warn that in these conditions the car can behave quite inadequately, and one can only dream of more or less normal control.
In general, Yokohama IG35 (owner reviews fully confirm this) perform quite well in urban conditions. But if you constantly spend a lot of time traveling along snow-covered and icy country roads, it is advisable to turn your attention to something else. The slightest skid when overtaking in such conditions (even if the speed is no higher than 50 km/h) is fraught with very bad consequences.
As the owners themselves say, without normal ABS with these tires it’s better not to go on a winter road at all. Any braking could very well end in disaster.
Buying tires is a responsible business
Unfortunately, many of our motorists are guided when purchasing not by the real origin of the product, but only by its price and brand. As a result, a satisfied buyer of “real Japanese tires” turns out to be the owner of a low-grade fake, which may well contribute to an emergency situation on the road. In a word, you should under no circumstances skimp on this.
Is localization to blame?
It should be noted that the manufacturer still partially acknowledged the problems. Thus, relatively recently, a warning appeared on the official website that Philippine tire shipments are especially often seen trying to scatter most of the spikes along the road. By the way, another question arises here: why is it not produced in Japan? After all, at the very beginning the company swore that all the tires would be Japanese? However, this is no longer so important.
So maybe we shouldn’t indiscriminately brand Yokohama Iceguard IG35? Reviews show that in this case, not everything is so simple. The production of these tires has also been launched in our country, and domestic motorists are also not delighted with their quality. However, this is generally a subjective question: some people like the “Japanese Russian”, while others prefer the “Filipinos”.
Some conclusions
In general, the situation is quite confusing. So is the IG35 worth recommending for winter travel? Yokohama spikes (reviews swirl around them) have proven to be not very reliable. In principle, this article can be ignored, but approximately half of the reviews on the Internet (even positive ones) indicate that they are too often lost.
The tires themselves are relatively good, the acceleration and braking characteristics are, of course, not very good, but there are many types of winter tires that are much worse in this regard. In a word, the problem is precisely in the studs - if not for them, then the Yokohama Stud IG35 tires, reviews of which we have almost finished analyzing, would have been a high-quality “average tire”. It just didn't work out.
If you are not an avid racer and even moderate road aggressiveness is unknown to you, and you live in a small town or rural area, then you can recommend purchasing these tires. But if all of the above does not apply to you, it is better to choose something more reliable.
Who uses it?
But still, these tires are still quite popular in the domestic market. What is the reason for such a strange attachment to the Yokohama IG35? Reviews and tests, unfortunately, rarely take into account such a simple fact as the price of this product. Where else can you find more or less sane and studded tires from a decent manufacturer at such a price? Nowhere.
If you don’t have money for normal studs, but you really don’t want to ride on Velcro (and this is a normal approach), then these tires will not be the worst choice. The rubber is of good quality and wears out slowly. If you're a fan of quiet riding, you'll probably be able to ride for at least two or three seasons without losing all your studs.
In general, owners of such tires give simple advice. They advise when driving to imagine that your wheels are shod with Velcro. This way you won’t have the desire to drive too hard on an icy road. In this case, your impressions of the tires will probably be quite good. Alas, this is unlikely to help you when “boosting” snow-covered yards, which these tires clearly don’t like.
In short, the choice is yours. The advantages of these tires are the price and low noise, while the disadvantages are everything else.
