Tires are the most important attribute of any car. They provide the degree of reliability of the car’s behavior on the road. Tires are the most important accessory to any car. Seasonality of tires is no less important factor. Widely advertised all-season tires never perform equally well in all weather conditions. After all, in summer a tire is required to have certain properties, and in winter - others. Their indicators are always averaged and never shine with outstanding results.

Therefore, it is still necessary to change shoes depending on the season. In winter, the car must be equipped with strictly winter tires, and in the summer, summer tires must be installed. However, that's not all! The degree of safety on the road, depending on tires, is determined not only by this. In the unpredictable weather conditions of the Russian winter at a given moment, different tire characteristics play a decisive role. If the coating is ice, the grip properties of the wheels on ice are important, if the winter is warm and the road is wet asphalt, then you need a winter tire with outstanding performance on asphalt, but if the car is driving on compacted snow, then the priority indicator is the behavior of the tire on snow .

But it often happens that the weather changes more than once during the season, and you have to drive everywhere. And then you need a universal tire. The eternal question of any person when buying a set of winter tires is what to choose: studs or Velcro? It seems like there is no clear answer to this question, but in fact there is not. If you absolutely know and are one hundred percent sure that throughout the entire winter you will never venture out of town, then you can safely buy studless winter tires, but you definitely need to choose a modern model from a trusted manufacturer and always remember that A non-studded tire performs worse on ice than studs, but has better control on asphalt. If you assume that during winter you will still have to leave the city on the highway or highway, then studs are vital. After all, quite often in the countryside it happens that they didn’t wash here, didn’t clean there, didn’t clean up here. Therefore, on a country track there is snow, ice, asphalt, and mixed traffic - under such circumstances, studs play a vital role. But in any case, when choosing tires, it is best to rely on specialized tests of car tires, which were prepared by professionals from automotive publications with motorists in mind.

Maximum tire speed indices
Index	Max. Speedkm/h

Nokian Hakkapeliitta 7 – studded winter tires

The spiky winter tire Nokian Hakkapeliitta 7 is no longer a new product, but is still one of the standards of all existing winter tires. This model is perfect for Russian winter. It is equally great on ice and snow, and is also acceptable on asphalt. The tire passed the results of expert tests with a solid five! Braking, acceleration and handling on ice - the best results everywhere! The multifaceted design of the stud ensures confident vehicle behavior in both longitudinal and lateral slides. In the snow, too, without any comments - everything is wonderful! But on asphalt, Nokian Hakkapeliitta 7 is no longer a standard. The car, shod with Finnish tires, reacts accurately but sluggishly to turns, brakes not bad, but not perfectly, and is noisier than its competitors, even despite the use of special air shock absorber technology next to the studs.

Nokian Hakkapeliitta 7 is an excellent choice for those who often drive on snow and ice in winter, and not the best for residents of large cities who spend the winter on asphalt. For city winter driving on asphalt, it is better to choose another model.

Continental ContiIceContact – studded winter tires

The German winter tire Continental ContiIceContact is very close in characteristics to the Hakkapeliitta 7. On ice, the Nokian is still better, and the difference in performance on snow and asphalt between the two tire models is minimal. A driver without special equipment is unlikely to feel the difference in the behavior of the cars. But the fact that the Continental is noticeably quieter than the Nokian is noticeable even without instruments.

Continental ContiIceContact are really good tires that can ensure safe car performance in winter. Moreover, the service life of Continental tires promises to be better than that of competitors thanks to a special technology that increases the strength of stud fastening. Continental is so far the only company that produces “civilian” tires with glue-mounted studs.

Michelin X-Ice North 2 – winter studded tires

The second generation of Michelin X-Ice North studded winter tires performs expertly in winter conditions. Unlike the leaders, their design does not contain newfangled technologies such as multi-faceted studs or holes in the tread. However, Michelin tires lag behind the leaders quite a bit. One of the trump cards of Michelin X-Ice North2 tires is their behavior on public roads. When driving on a normal winter road, they provide excellent comfort: the tires perfectly ignore longitudinal ruts and “notches” left by snow removal equipment. The acoustic comfort of this model is also good, and in terms of rolling resistance, these tires are the best in their class.

Pirelli Winter Carving Edge - winter studded tires

Pirelli Winter Carving Edge tires are leaders in slushplaning resistance. (hydroplaning in winter) A car with these tires has good resistance to mixed conditions in the contact patch.

In addition, a car shod with these tires acquires sharp reactions, both on asphalt and on ice and snow. This manifests itself quite sharply! If you go too fast when entering a turn, the driver is faced with a sharp and unexpected skid of the rear axle. Therefore, when driving cars with Pirelli tires, you need to be alert and always control the situation.

Goodyear UltraGrip Extreme - winter studded tires

Goodyear UltraGrip Extreme - good winter tires! They did not fail in any of the disciplines, showing decent results in each. At first glance, the Goodyear tire tread looks much simpler than that of the leaders. However, the UltraGrip Extreme uses special invisible threads to make the tread stiffer under load. This is the merit of the prismatic lamellas.

Goodyear UltraGrip Extreme tires behave equally well on snow, ice, asphalt, and mixed skiing! Brilliant all-round winter tires for drivers who spend most of their time in the city, but occasionally venture out onto the highway.

Gislaved Nord Frost 5 – winter studded tires

Gislaved Nord Frost 5 tires are market veterans. But they still remain a worthy option, meeting the requirements for vehicle behavior on ice and snow with their performance.

However, Gislaved Nord Frost 5 is not suitable for the city. In an emergency situation, deep drifts occur on a car with these tires, and on mixed traffic, which often happens in the city, the Nord Frost 5 floats up unexpectedly early.

Yokohama Ice Guard 35 – winter studded tires

Yokohama Ice Guard 35 is last year's new product on the tire market. Press releases from the Japanese company promised excellent car performance in any situation. But in reality, alas, everything looks different. For example, on snow, and especially on ice, IG35 tires noticeably lag behind the leaders. But on asphalt, Yokohama tires are some of the best. They are great for winter use in Moscow or other large cities, where reagent porridge is more common on the road than snow and ice.

In addition to the above models, a number of other models are in demand on the Russian tire market. However, interest in them is caused only by their moderate value. Tires Hankook Winter i'Pike, Sava Eskimo Ice, Cordiant Sno-Max and other similar options disappoint with their behavior in all respects, which under certain circumstances can lead to an emergency.

Studless winter tires for passenger cars:

Goodyear Ultra Grip Ice+ – non-studded winter tires

Goodyear Ultra Grip Ice+ tires were made for the specific features of European operation. The tire has a directional tread pattern, which makes it highly resistant to slushplaning.

And in other disciplines, Goodyear tires have proven themselves highly: they behave well on ice and snow and ride well on asphalt. One of the best studless winter tires!

Continental ContiVikingContact 5 – non-studded winter tires

Surprisingly, the Continental ContiVikingContact 5 studless tires do not shine on the asphalt. On the contrary, her true elements are snow and ice. On ice there is a noticeably shorter braking distance, and on the road handling there is pleasant neutral steering, which allows you to drive the car on bare ice without any stress. These are good studless tires for northern regions, but not for urban conditions.

Nokian Hakkapeliitta R – non-studded winter tires

The Nokian Hakkapeliitta R studless tire, made in Russia, shows good grip on ice. The situation is the same in the snow. The slushplaning resistance of this tire is also not bad, but still weaker than that of the Continental.

At the same time, Nokian, like Continental, demonstrate the same weaknesses: their behavior on asphalt is not stable... Not a standard for the city.

Michelin X-Ice 2 – winter non-studded tires

Michelin X-Ice 2 tires are equally suitable for driving on asphalt and driving on ice. However, on ice you need to watch your speed. I overdid it and flew off the trajectory. The car is more stable on snow, but its grip properties are more modest. Michelin X-Ice 2’s resistance to snow and water porridge doesn’t matter either.

But in the category of driving on asphalt, Michelin X-Ice 2 is close to the leader among studless tires. A good all-round winter tire.

Yokohama Ice Guard 30 – non-studded winter tires

“Velcro” from the Japanese company Yokohama does not shine in any of the categories. It performs mediocre on snow, ice, and asphalt. The only strong point of this tire is its slushplaning resistance. Not the best tires.

Dunlop Graspic DS-3 – winter non-studded tires

Dunlop Graspic DS-3 is a new product from last year. Press releases claim that the tire, thanks to special fibers, clings well to ice. However, in reality everything looks different. On ice - average level of grip properties. On the highway you feel some kind of reserve, but after overcoming it the car suddenly breaks down into a slide. On snow the situation is similar: mediocre grip properties and sharp, poorly predicted slides. The same goes for asphalt pavement. In addition, these tires are noisier than other Velcro tires.

Text: Roman Kharitonov

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Not so long ago, according to established tradition, the world's leading tire manufacturers presented their new models for the upcoming 2011-2012 winter season in Russia. At the same time, the greatest attention was paid to the wear resistance and safety of the tires. Moreover, many of the manufacturers have abandoned spikes in their models or reduced their number.

Nokian Tires, a company whose main focus is the development and production of tires for use in difficult climatic conditions, this time presented winter tires in two versions. The new models, however, are designed for the mild winter of Central Europe, so it can be assumed that for use in Russia they can only be in demand in the Southern Federal District.

New Nokian WR D3 tire models are distinguished by increased versatility. They provide reliable grip on both snowy, dry surfaces and wet roads.

It has already been proven that the risk when driving on slush is several times higher than when driving on a dry road. Ice porridge, a layer of melted water on the road surface and wet snow create conditions that make driving a vehicle very difficult even for experienced drivers. That is why Nokian WR D3 tires have new solutions that prevent aquaplaning and a structurally oriented tread pattern.

The Finnish company Nokian has increased the resistance of new models of winter tires to slushplaning and aquaplaning due to the zigzag beveled front edge of the tread blocks. The innovation is called Slush Blower (literal translation: “blow on slush”). It effectively blows water and slush out of the tire grooves. Polished grooves also facilitate faster drainage of slush and water.

An updated rubber compound for tire treads, Cryogenic Canola Compound is essentially a novel combination of silicon, natural rubber and canola oil. This mixture significantly improves winter grip, wet grip and wear resistance at different temperatures. Nokian WR D3 winter tires are environmentally friendly and, thanks to their high silicon content, have low rolling resistance, significantly lower emissions and lower fuel consumption than their traditional competitors.

The next new product is the Nokian WR A3 non-studded sports tires. Their treads use a compound identical to that of the D3. Nokian WR A3 tires have a reinforcing nano-layer at the top and bottom of the structure. The molecular fine structure improves the tire's steering qualities and makes it easier to control when cornering, maneuvering or changing lanes. These tires have semicircular grooves on the sides of the longitudinal ribs that resemble the pattern on a golf ball. With this relief, the tires cool better and become quiet and safe even when driving at high speeds.

« The main trends for us have been and remain the reliability and safety of tires in all climatic and road conditions, characteristics such as handling, grip, and wear resistance. If we talk about modern trends in general, an increasing number of consumers are paying special attention to environmentally friendly and cost-effective factors,” stated the company’s representative office in Russia. – Nokian Tires strives to use only low-aromatic, non-toxic oils in the production of tires and is constantly working to introduce new technologies and developments to reduce rolling resistance. Thereby causing a reduction in emissions of toxic gases into the atmosphere and fuel economy».

Winter tires for SUVs - now they have fewer studs.

Michelin has released two new models of winter tires for owners of crossovers and SUVs. The new Latitude X-Ice North 2 studded tires offer a number of visible advantages over the previous first-generation Latitude X-Ice North model. Thus, it is capable of reducing braking distances by up to 6% on snow and ice and has improved acceleration dynamics by 15% on snowy roads. It is noteworthy that improved performance when driving on ice was achieved with a significant reduction in the number of studs (5%) in the tires. In addition, the new tire has an 8% reduction in rolling resistance, which leads to lower emissions and improved fuel economy.

« Reducing the number of studs helps protect the environment, reduces wear on road surfaces and already meets the strict environmental criteria for studded tires, which are planned to be introduced in Finland and Sweden in 2013", noted Michelin in a press release.

When creating the new Michelin Latitude X-Ice 2 non-studded tire series, special emphasis was placed on grip on ice. The braking distance of the new tire, in comparison with the previous model, has become shorter by 15%. In addition, the tire's flotation capacity has increased by 20%. The company's developers claim that this is the first line of non-studded winter tires of the Nordic 4x4 type, which allows reducing fuel consumption. This is evidenced by a special icon on the sidewall of the GREEN X tire.

To achieve a balance of such important characteristics as wear resistance, safety and fuel efficiency, Michelin specialists applied several high-tech developments and solutions at once. For example, in order to improve grip on ice, the idea of ​​a new tread structure was implemented, its blocks were transformed, and some of the sipes were replaced with micropumps. These are small holes located along the edges of the blocks, designed to remove the film of water that forms on the surface of the icy road surface. Due to this, improved adhesion of the tire rubber mixture to ice has been achieved.

The Flex-Ice tire's rubber compound contributes to the tire's exceptional wear resistance. The new product has a two-layer frame structure, which improves handling and reduces the likelihood of tire damage when falling into holes and unevenness on the road surface, or on the edges of curbs.

Yokohama presented studless winter tires for expensive SUVs GEOLANDAR i / T-S G073 for the presentation.

The Japanese manufacturer has embodied in it an attractive design and a high level of safety.

According to company experts, these characteristics are the most important for owners of luxury 4x4 vehicles. Thus, compared to previous models, GEOLANDAR i / T-S G073 reduced braking distance on ice by 30%.

Such indicators were achieved thanks to the latest “absorbent” rubber compound, which is capable of absorbing moisture from the contact patch and directly interacting with the surface of the ice. A lot also depends on the 3-D sipes on the tread. Their multifaceted surface allows them to support each other, thereby ensuring resistance to deformation of each block.

Three-dimensional protection technologies.

Goodyear has introduced a new winter friction tire, the UltraGrip 8. It is the first directional tire to feature patented 3D-BIS technology. This latest technology improves grip by reducing the number of sipes in the tread. Additional grip on snow and ice is provided by the high density of the sipes.

In addition, the company's specialists have developed a new three-dimensional grip system for the slats. Inside each lamella there are pyramidal depressions and bulges. Due to their shape, the sipes are able to adhere quite firmly to each other when the tread blocks come into contact with the road. This provides the necessary block strength to improve vehicle handling on wet and dry road surfaces. Tests have shown that Goodyear UltraGrip 8 tires perform 3% better in wet conditions and snow than other tires in the same category.

New generation tread material reduces fuel consumption and increases tire mileage. The composition of the rubber compound and the lightweight structure of the frame allow UltraGrip 8 to achieve a significant reduction in CO2 emissions and fuel consumption.

Bridgestone also did not stand aside. This manufacturer presented Russian consumers with a new model of studless tires for winter conditions - BLIZZAK Revo2. Its protectors use self-cleaning three-dimensional sipes with pillars. The uprights maintain the required distance between the slats for self-cleaning function and the best edge effect.

The features of the Bridgestone BLIZZAK Revo2 tread also include: sipes with holes and a Z-shaped tread pattern. This helps achieve maximum traction on all types of roads. The braking distance of this tire is 4% less than the previous model of the Japanese manufacturer – WS60.

Finnish tires have always been famous for their quality. So the tires immediately took the lead, showing the best results in 13 out of 16 indicators in the tests conducted by “Behind the Wheel”. Compared to last year's Hakkapeliitta 7 wheels, the Nokian Hakkapeliitta 8 has increased the number of anti-skid studs by almost 50%, and also changed the pattern of their location on the tread, as a result of which not a single stud overlaps the neighboring one. In addition, the new shape of the studs avoids strong deflection of the stud under load, providing maximum traction. Thanks to this, Nokian Hakkapeliitta 8 tires make it possible to achieve the highest level of wheel grip properties both on ice and on snowy surfaces. In addition, Hakkapeliitta 8 tires guarantee excellent crossover performance and easy handling on asphalt.

Another newcomer to the market, coming from Finland, is the tires that won the. These tires are based on an innovative composition of a rubber mixture with an abundance of crystalline multifaceted particles with a deep layer, as a result of which the quality of tire adhesion to the road surface does not decrease as the tread wears off. Nokian Hakkapeliitta R2 tires are perfect for winter, avoid unnecessary fuel consumption and provide high acoustic comfort while driving. The weak points of the Nokian Hakkapeliitta R2 include average braking performance on open asphalt.

Tires are another bright representative in the series of new products for the upcoming winter season 2013-2014. These tires were created practically from scratch using a number of new design and manufacturing technologies, which brought tire quality to a new level. First of all, we note the use of new, overload-resistant Cross-Edge Pins with the function of self-cleaning the slats from snow and ice dust. The Blizzak Spike-01 also features a new cross-groove tread pattern with widened intersections and added shoulder grooves to enhance the tire's off-road performance.

The tires are no less technologically advanced, although they belong to the class of studless winter tires. To create them, an improved Multi-Cell Compound was used, and the tread was developed using a new generation of design software. Blizzak VRX tires were conceived primarily as an effective means of dealing with snow, and therefore the tread received two specialized patterns - arrow-shaped for uniform traction and specially shaped cross grooves that provide strong grip on snow-covered surfaces. Both patterns are located asymmetrically relative to each other, which significantly increases the off-road performance of the Blizzak VRX tires.

The tires (which “for some reason” did not take part in the “Behind the Wheel” testing) are one of the few specifically designed for harsh and frosty winter conditions with roads constantly covered in ice or snow. The new shape of the studs, as well as their improved fixation, allows for reliable grip on the road both on snow and on rolled ice. In addition, Michelin X-Ice North 3 tires perfectly counteract possible vehicle skidding, without having a negative impact on handling and directional stability. The third generation of these tires combines many new innovative developments from Michelin (the Smart Stud System includes a new thermoactive rubber compound in the tire tread ThermoActive Tread Compound, as well as Ice Powder Remover technology and Michelin conical stud). As a result, we get a 10% reduction in braking distance on ice and a 25% improvement in stud fixation... and the stronger sidewall in the new generation Michelin X-Ice North provides a greater level of safety for a longer period of operation.

Another studded new product for the 2013-2014 season is . This rubber features the all-new Pirelli Dual Stud technology, which features a double extended tungsten carbide core, a flat outer surface to prevent premature wear, and a wide multi-directional base at the base of the stud to optimize load distribution and reduce mobility. The stud of the Pirelli Ice Zero tires has a bi-directional “double claw” shape, which allows them to “bite” into the icy road surface more effectively, providing a high level of cross-country ability even in dense and high snow layers.

The new tires are designed to provide unrivaled grip on icy roads and effective braking on snowy surfaces. Their new lightweight aluminum studs with a hexagonal high-strength core and a reinforced base cope perfectly with overloads, and also provide the necessary level of traction when driving on snowy off-road conditions. Formula Ice winter tires use a more frequent arrangement of studs than a standard winter tire, thanks to which the new product provides better performance in terms of emergency braking on winter roads. A new directional tread pattern with wide lateral grooves and a bi-directional center rib provides excellent handling on any surface, as well as quickly removing snow or water from the tire contact area with the road.

Let’s complete the review of new products for the upcoming winter season with Swedish tires, designed in collaboration with the German company Continental and positioned as premium tires. An interesting fact is that in the Nord Frost 100 tires, the developers were forced not to increase, but to reduce the number of studs due to new requirements of the European Union. As a result, an advanced technology for the production of “three-beam” spikes “Tikka Spikes” with a reinforced base design was born. In addition, the arrangement of studs on the tread and their orientation relative to each other have changed. As a result, Gislaved Nord Frost 100 tires demonstrate simply impressive braking reliability on roads covered with snow or ice, and also provide excellent maneuverability and directional stability of the car in winter road conditions. However, we note that you will have to pay for this with slightly increased fuel consumption. The tread pattern of the Nord Frost 100 tires has also undergone a significant transformation: the central rib with oblique grooves is made of a stiffer rubber compound, which guarantees stability on the road, and the side areas are equipped with a large number of specially shaped diagonal grooves for more efficient removal of wet snow.

So, we have become acquainted with the list of the main new winter tire products for the 2013/2014 season on the Russian market, now it’s time to decide on a rating based on the results of in-depth testing conducted by specialists from the Za Rulem magazine. We will not go into technical details and talk about testing methods; you can find out about this data yourself in the September issue of the magazine “Behind the Wheel”. We will present the final rating, dividing it separately into studded and non-studded tires (R14 175/65 tires were tested).

The best studded winter tires 2013-2014 (according to the results of the “Behind the Wheel” tests):

1. Continental ContiIceContact
2. Michelin X-Ice North 2
3. Gislaved NordFrost 100
4. Nordman 4
5. Kama Euro 519*
6. Cordiant Polar 2
7. Amtel Nordmaster ST

* The new Kama Euro 519 winter tires were tested outside of the official classification, since they represent an experimental batch of tires from a well-known Russian manufacturer and, at the time of testing, were not yet available for retail sale.

The best non-studded winter tires 2013-2014 (based on the “Behind the Wheel” tests):

1. Michelin X-Ice 3
2. Continental CVC 5
3. Nordman RS
4. Bridgestone Bizzak Revo GZ
5. Pirelli Winter IceControl
6. Cordiant Winter Drive
7. Yokohama iceGUARD IG50

In conclusion, we would like to remind you once again that you can find detailed information about testing methods and the exact results of this winter tire rating in the September issue of Za Rulem magazine.

The most affordable is Cordiant Snow Cross. A completely domestic (both development and production) tire, modernized last year. Another model from last season is a little more expensive.

Four more tires that can be called inexpensive by today's standards are Nitto Therma Spike (the second brand of the Japanese company Toyo), the South Korean Kumho WinterCraft Ice, the popular Formula Ice (developed by Pirelli, and produced in Russia) and the popular Japanese tire from Malaysia. assembly" Toyo Observe G3‑Ice.

Among the representatives of the second echelon are new models with German and Finnish ancestry, but produced in Russia: Gislaved Nord Frost 200 with a tread copied from the first generation ContiIceContact, and Nordman 7 with the “face” of the Hakkapeliitta 7 tire.

And finally, the leaders of our past: Goodyear UltraGrip Ice Arctic and Continental IceContact 2. And also a hot new product from Nokian - the Nokian Hakkapeliitta 9 model.

Tires in the north

We have already conducted tests outside of Russia and consider this one to be very positive. This time we decided to go to the Pirelli winter training ground. It is located in the northern part of Sweden, in the province of Norrbotten, near the town of Älvsbyn. Ice trails are laid on the frozen lake Lilkorstresk (Small Cross Swamp), and snow trails along its shores.

At the beginning of February, pre-run-in tires were delivered there, and at the end of the month we carried out all the snow and ice tests. The temperature during the tests ranged from -1 to -15 ºС, but at first the Swedish north made me very nervous. On the first day of our work, a warm atmospheric front came to the shores of the Gulf of Bothnia - and the air temperature rose to plus seven degrees! Snow and ice melted before our eyes. Locals said that in their entire lives they could not remember such warmth in February. Only on the third day, in the evening, it froze, the melted lake ice became stronger again and within a day it was already holding the car. Let's start testing on ice!

We saddle up the brand new Kia Rio hatchback and refine our own “toolkit”. This time, in all exercises, experts give assessments not in whole points, but in half-point increments - for greater accuracy of the results.

On thin ice

First, an assessment of the longitudinal adhesion properties. Using the VBOX device, we record the acceleration time from standstill to 30 km/h and immediately after that we brake, determining the value from 30 to 5 km/h. The length of the “track” allows you to take four measurements in one direction. Then four more back - and calculate the average value. We roll the base tire every three test tires; At the end of the measurements, we recalculate all the results taking into account how the results of the “stove” changed.

The Rio showed the best acceleration, 6.5 seconds, on Continental tires, the second result - on Nokian: 6.8 seconds. No one doubted that tires with 185–186 studs would be ahead. However, Cordiant, Goodyear and Nordman, which each have 110 studs, are hot on their heels - these three show a result of 6.9 seconds. The longest acceleration is from Kumho: 9.7 seconds.

In braking, Nokian wins over the Continental by the slightest - 16.4 meters versus sixteen and a half, and the third result, 16.7 meters, is shown by Goodyear. Kumho was again the last: 23.7 meters.

Pit at zero

We evaluate controllability on a closed circuit configuration. This is a “track” about a kilometer long with turns of different radii and a long straight. And most importantly, the ice here is very slippery, polished by the wind. We carry out the assessment together, we drive three laps each on each set of tires, then we change.

Crap! Incredibly slippery! To change places, I had to literally crawl from one side to the other without taking my hands off the car.

Nokian tires earned the highest score in this exercise: clear reactions and good steering information are complemented by a soft, predictable start to the car's slip and stable grip regardless of the degree of slippage.

Rio, shod in Nitto, behaved a little worse. In the first case, I liked the good balance of longitudinal and lateral grip, the clear moment of transition to sliding. The rating was slightly reduced due to slight delays in reactions. At Nitto, the car captivated us with its good handling even when sliding and its tight, “understandable” steering at large turning angles. However, there were minor complaints about the information content of the steering wheel at small angles - in the initial phase of the turn. The tire industry calls this effect hole in zero.

The lowest scores were given to Gislaved, Goodyear and Formula. On these tires, the driver is forced to increase the steering angles, causing delays in reactions. In addition, Rio on Gislaved tires slides for a long time in a turn, and then the grip is sharply restored, which provokes a whip effect - a sharp skid in the opposite direction.

Goodyear did not like the imbalance of longitudinal and lateral grip: the car holds the turning arc much worse than it accelerates and brakes. On the Formula there is low information content “on the steering wheel” in turns, which provokes its twisting and subsequent skidding.

The ice circle is the most unpleasant exercise for the driver. You need to find the maximum speed on the verge of sliding, show the best time (it is recorded by VBOX) and confirm it. In this case, you have to drive in one direction, counterclockwise. With good grip, the body and head roll with a decent lateral force - you constantly strain all your muscles. You have to constantly look from the “road” to the instruments and back. After about fifty laps my head starts to spin.

Continental and Nokian were faster than the others on the lap - 19.9 seconds per full revolution. Cordiant was just one tenth behind them (20.0 sec). The slowest tires are Kumho: the best achievement is 22.5 seconds.

How many laps did you have to do on each set to achieve the best results and repeat them? From ten to fifteen! The only tires that required more attention and skill were Goodyear: the car shod with them kept trying to skid, and I had to do 19 laps. And in total, taking into account repeated races on base tires, our Rio had to turn up more than two hundred revolutions!

Let's move on to snow procedures

Snow fell exactly the next day after all ice tests were completed. It is easier to prepare a track for assessing handling than a plateau for measuring longitudinal grip. Therefore, we start with more creative and interesting work.

At one bend the route lies on the side of a hill, so it has a short but rather steep ascent and descent. This is a “trick” of local tracks for assessing handling - most tire manufacturers use mainly flat tracks. Ascents and descents load and unload the suspension, changing the vertical forces acting on the wheels. It is especially interesting when the wheel is unloaded in a turn: the downforce decreases and the tire begins to slip.

Fresh snow fell on the cold ice - and shifted as the car slid in the turns. The result was a mixed surface: snow in some places, ice in others - real!

Here, in terms of handling, I liked the Nokian tires more than others: very soft but confident cat-like habits, predictable behavior of the car. Rio on these tires does not require the driver - he simply turns. The maximum speed is limited by a soft skid that helps to register the turn, requiring virtually no adjustment.

The experts made the greatest claims against the next three participants. annoying with an unexpectedly occurring skid with a sharp, unpredictable stall, a long slide and the same sharp restoration of traction, which provokes a “shooting” skid in the opposite direction. On Gislaved tires, the steering wheel becomes unpleasantly empty and uninformative - you have to turn it at excessively large angles, which leads to an unexpected sharp slip into a skid and deep slides. I didn’t like the Kumho tires because of noticeable delays in reactions, significant steering angles, prolonged slides and deep skidding on an arc, requiring immediate adjustments from the driver.

The “rearrangement” exercise was only partially completed due to excessively soft snow - they were able to evaluate only the behavior of the vehicle during extreme maneuvering, and refused to determine the maximum speed for successfully completing the maneuver.

Here, as on the handling track, Nokian tires earned the most points thanks to the clearest reactions, soft and predictable behavior and easy self-correcting drift at top speed. I liked Dunlop least of all: on these tires the Rio exhibits not only noticeable delays in reactions, but also an unstable, wide balance of turning: from a significant drift of the front axle at the first jerk of the steering wheel to skidding of the rear wheels when trying to stabilize the car in a lane change.

And here is a well-trodden snowy straight line - you can start measuring acceleration time and braking distance. As in similar ice exercises, we combine acceleration with braking, repeating the exercises eight to ten times. Moreover, the acceleration time from 0 to 40 km/h on snow was assessed twice - with the TCS traction control system turned on and without it. Braking from 40 to 5 km/h - only with ABS.

So, acceleration is normal, with TCS preventing tire slippage. The best results are on Continental, Goodyear and Nokian tires. On them, the Rio reaches 40 km/h in exactly six seconds. Kumho has the worst performance. Just like on ice, they accelerate slowly, trailing the leaders by more than 11%.

We turn off the electronic “collar” and repeat the measurements. It turns out faster! Goodyear holds the leading position: 40 km/h from a standstill is achieved in 5.2 seconds. Acceleration on Continental and Nokian tires lasts only one tenth longer. Kumho tires also show the most modest results in this mode.

Braking is won by the leading pair - Continental and Nokian, which showed the same result: 14.8 meters. The last ones this time are relatives Nitto and Toyo.

The final exercises are to assess directional stability on a snowy road and cross-country ability in deep snow. At high speed, the Rio, shod with Nokian, follows a given course better than others and is most clearly rebuilt. Additionally, we note the high information content of the steering: the driver drives the car in a straight line intuitively, without concentrating.

Four participants had the worst scores. On Cordiant and Gislaved tires, when changing lanes, the Rio experiences unpleasant steering of the rear axle, which turns into a skid. An attempt to correct the course on Dunlop and Kumho tires is fraught with skidding, requiring immediate action even with soft lane changes.

Goodyear tires are more confident than others - Rio is ready to conquer any snowdrift on them. But on Kumho and Toyo tires you can only drive well. Getting underway in the snow is extremely difficult: the slightest slip and the wheels slip, digging deeper and deeper.

What's with the spikes?

We were pleasantly surprised. On all tires after running in, the studs protruded above the tread within reasonable limits. The maximum is 1.41 mm for Cordiant, the minimum is less than 0.9 mm for Formula, Gislaved and Nokian tires. But the Nokian has 185 studs on each tire, while the Formula and Gislaveda have only 110. And such a number with such a small protrusion is clearly not enough to provide good grip on ice.

Let us remind you that the regulated stud protrusion on new tires is no more than 1.2 mm. From experience we know that after running in this value can increase to 1.3–1.4 mm.

It is gratifying that tire manufacturers have stopped abusing the increased protrusion of the studs. After all, strongly protruding spikes “saw” the asphalt, which creates deep ruts. And for the first time during our tests, not a single tire lost a single stud, confirming the postulate that the reliability of stud retention in the rubber is inversely proportional to the amount of their protrusion. The less you stick out, the more you sit!

On the asphalt

In Tolyatti, at the AVTOVAZ training ground, we again had to wait for the weather. Dry roads and calm conditions are the conditions for obtaining reliable results on rolling resistance. The asphalt part of the tests could only be completed in the first half of May. We had to work at night to meet the permissible temperature for winter tires +5…+7 ºC.

The procedure for assessing efficiency is the same as in the case of . We start by warming them up, making a full circle around the speed ring (10 km) at a speed of 110–120 km/h. At the same time, we evaluate how much the car deviates from a given course under the influence of external forces (side wind, slope), and also maneuver smoothly, simulating a gentle detour around an obstacle or changing lanes for overtaking. At the same time, the tester carefully monitors the reactions and behavior of the car, and also evaluates how convenient and understandable (read: safe) it is to drive. The wider the “zero” and the greater the angles of rotation of the steering wheel, to which the car does not respond, and the lower the information content (the rate of increase in force on the steering wheel with increasing angle of rotation), the worse the rating.

Experts gave Formula Ice tires the highest rating for directional stability: the clarity of course holding and reactions of the car wearing them can be the envy of some summer tires! The complete opposite is Dunlop tires. The main disadvantages in the behavior of a car on these tires: a wide “zero”, an empty steering wheel, delays in reactions when adjusting the course.

After a circle around the ring on a two-kilometer straight line, we estimate the amount of run-out from the maximum permitted “city” and “suburban” speeds. We take measurements in opposite directions and repeat three to five times, depending on the results obtained. At the same time, the driver accumulates impressions of the noise and smoothness of the ride at different speeds. Nokian tires turned out to be the greenest, that is, economical.

Before changing tires to refine its comfort rating, the Rio takes a lap around service roads with cracks and gouges. We found Gislaved, Toyo and Nitto tires to be the quietest, and Continental and Nokian to be the softest.

The next exercise is measuring braking distances on dry and wet surfaces. Initial braking speeds for winter tires are reduced by 20 km/h compared to summer tires - up to 80 km/h on dry roads and up to 60 km/h on wet roads. Continental tires looked better than others when braking on wet asphalt, and Nokian tires on dry asphalt. Nitto had the weakest results, regardless of the condition of the surface, and on dry asphalt Nitto was joined by Cordiant.

Summarizing

The winner of the test, scoring the most (936) points, was the new tires Nokian Hakkapeliitta 9. Second place with a total of 914 points took Continental IceContact 2. We classify both tires as excellent and recommend them to drivers of all levels.

On the third step of our pedestal - Goodyear UltraGrip Ice Arctic, which earned 898 total points, missing only two points from the title of excellent tires. His element is unclean winter roads and even virgin snow.

In fourth position with 888 points is Nordman seventh generation. Very good tires for the Russian winter, they will give you confidence in any conditions.

All listed tires are located in our table of ranks in accordance with price ranking. Or they have a price that is adequate to the characteristics and properties, which, in fact, is the same thing. And starting from fifth place, slight distortions begin in one direction or another.

For example, Cordiant Snow Cross earned 871 points, which allowed it to gain a foothold in the “very good tires” category and take fifth place in the final test result. They will not fail on any road, unless they require maintaining a long distance on dry asphalt due to modest grip properties, and also slow movement on a snowy road. You can buy them for 2500 rubles apiece.

Tires that score 852 points (sixth place) open the category of good tires. A decent product with average performance in almost all disciplines. Not without weaknesses, including modest lateral grip on ice, poor directional stability on snowy roads and asphalt, and a low level of comfort. But it sells for the same money as Cordiant Snow Cross: price - 2550 rubles.

On the seventh and eighth steps there are even more expensive tires - Toyo Observe G3‑Ice And Nitto Therma Spike, practically brothers both “by blood” and by properties. They scored 847 points and settled in the “good tires” category. I liked the low noise level. The Toyo brand is well known in our market, but Nitto appeared quite recently, therefore it is a little cheaper.

The ninth and tenth places are shared by and, who earned 841 points each. These tires still fall into the good category. Gislaved, more even by objective indicators, “failed” in handling and directional stability in the snow. The Formula has somewhat unbalanced characteristics: it is weak in longitudinal grip on ice, but behaves more confidently on asphalt, is close to the best results in dry braking and provides clear course holding. But the difference in prices is noticeable: Formula is three hundred rubles cheaper, so a set of four pieces will save more than a thousand. However, there is one technical nuance that both tires have in common: the protrusion of the studs is insufficient - less than a millimeter after testing. We believe there was a glitch during the installation of the studs.

Seven or eight years ago, together with Continental, we studied and obtained the following pattern: one tenth of their protrusion is equivalent to three percent of the braking distance on ice. Increasing the stud protrusion to the legal limit of 1.2 mm on the new tires will allow Gislaved and Formula to improve longitudinal grip by about 10% - this is where the hidden reserves are hidden!

On the eleventh line are tires Kumho WinterCraft Ice, who scored 803 points. It’s a little weak for modern “spikes,” but it’s logical, since in most exercises these tires show modest results. Considering the not-so-low price, they can hardly be called a bargain.

Count your money

In our chart, the tested tires are arranged from left to right in ascending order of price, with the height of the bars corresponding to the number of points scored. The small columns at the bottom of the chart display the relationship between quality and price and show how many points the tire gains for every thousand rubles paid for it.

If you put price at the forefront and scrupulously count every ruble, pay attention to another group of columns: the more points a tire earns for every thousand rubles of price, the more profitable the purchase! The rating is headed by Cordiant Snow Cross tires, and the test leader Hakkapeliitta 9 is in last place - expensive tires! Kumho WinterCraft Ice tires are in the middle range, which is why many people buy them.

By comparing all the results of our test and prices, you can make the right choice. Have a good trip!

Test results

	11th place	9th–10th place	9th–10th place	7th–8th place
brand, model
Country of manufacture	Korea	Russia	Russia	Malaysia
Load and speed index
	9,1–10,0	9,2–9,4	9,1–9,7	8,5–8,9
	61–62		55–56	60–61
Number of spikes, pcs.
	1,35	0,93	0,93	1,43
Tire weight, kg
	2800	3140	2850	2900
Quality/price*	0,29	0,27	0,30	0,29
Amount of points awarded	803	841	841	847
pros	Satisfactory grip on asphalt. Stable handling on the “Russian road”	Satisfactory handling during extreme maneuvering and cross-country ability. Least noisy	Better directional stability and good braking on asphalt. Clear handling during extreme maneuvering on snow	Satisfactory handling and directional stability. Low internal noise level
Minuses	Worst grip properties on ice. The weakest acceleration is in the snow. Difficult handling during extreme maneuvering on snow and directional stability. Notes on handling on ice. Limited cross-country ability. Low level of comfort	Low efficiency at high speed. Difficult handling on ice and directional stability. Notes on handling on the “Russian road”	Weak longitudinal grip properties and difficult controllability on ice. Notes regarding directional stability in snow. Noisy. Low level of smoothness	The weakest braking properties on snow. High fuel consumption at a speed of 90 km/h. Mediocre cross-country ability. Hard

*Obtained by dividing the total points by the retail price. The higher the score, the better the purchase.

	7th–8th place	6th place	5th place	4th place
brand, model
Country of manufacture	Malaysia	Thailand	Russia	Russia
Load and speed index
Pattern depth across width, mm	8,9–9,1	9,1–9,4	9,8–10,1	9,2–9,4
Rubber hardness Shore, units.	61–62	59–61	56–57	52–53
Number of spikes, pcs.
Protrusion of spikes after tests, mm	1,21	1,32	1,51	1,17
Tire weight, kg
Average price in online stores at the time of preparation of the material, rub.	2710	2550	2500	3200
Quality/price*	0,31	0,33	0,35	0,28
Amount of points awarded	847	852	871	888
pros	Clear controllability. Good maneuverability. Good directional stability on snow. Least noisy	Clear handling on the “Russian road”. Attractive price	Good grip on ice. Confident maneuverability in deep snow	High braking properties on snow. Confident acceleration on ice. Low fuel consumption. Reliable handling. Stable directional stability on snow. Good maneuverability
Minuses	Lowest braking properties on snow and asphalt. Low efficiency at high speed. Comments on directional stability on asphalt and ride smoothness	Low lateral grip on ice. High fuel consumption. Difficult directional stability on snow, problematic on asphalt. Notes on handling during extreme maneuvering on snow. The toughest and noisiest	Weak braking on dry asphalt. Low efficiency. Complex directional stability. Comments about handling on the “Russian road”. Very noisy. A bit harsh

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 studs 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.

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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.

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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.

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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.

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31–5_no_copyright

Produced since 2009, sold since the same time.

The tread pattern is a legacy of the Nokian Hakkapeliitta 4 tire. They differ from it in the composition of the compound and studs with a round core. This is the first time they are participating in our tests. On ice, braking and lateral grip are average, acceleration is good. On snow, the behavior is more confident: the longitudinal grip properties are good, and the lateral grip is the most reliable. Both the front and rear axles scour along a snow-covered straight line, reacting to the density of the snow. At small angles of rotation of the steering wheel, insufficient information content was noted. You can drive fast in corners - the reactions are clear, the behavior is understandable. Speed ​​is limited by a slight skid, which can be easily compensated by steering or adding gas.

They are not afraid of snowdrifts: just add gas, and the car will go where the steering wheel is turned. Getting out in reverse is no problem. They drive smoothly on asphalt, but when adjusting the course, there is a noticeable delay in reactions and a somewhat empty steering wheel.

Braking on dry asphalt is average, on wet asphalt - good. They make loud noise from the tread and studs, especially from 40 to 60 km/h. The smoothness of the ride can be called good, without slight vibrations from minor irregularities. Fuel consumption is average at any speed. The amount of protrusion of the spikes and its increase during the tests are close to the optimum. There are no lost thorns.

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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.

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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.

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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.

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38–1_no_copyright

Introduced at the end of 2008, sold since 2009.

They are constantly being updated, which allows them to remain among the leaders. On ice they demonstrated the best longitudinal adhesion properties, and average transverse ones. On snow - better acceleration, good braking and grip in corners. They walk smoothly along the snowy road, without any comments. The steering wheel is tight and the reactions are clear. In turns, the speed is limited by a soft, assisted skid, which is most easily eliminated by adding a little gas. Even when sliding, the car obeys the driver’s commands and restores its trajectory softly and smoothly.

In deep snow they move confidently, maneuver well, and get moving without the desire to dig in. Any mode: from professional pulling movement, without turning the wheels, to “blonde” “gas to the floor”. They get out very well in reverse. On asphalt the movement is smooth, but when making adjustments the rear axle steers unpleasantly.

Braking on dry asphalt is weak, on wet asphalt - average. Comfort is not ideal: the distinct noise of spikes on asphalt and smooth ice, shocks from road irregularities, especially convex ones. Economical at any speed. The amount of protrusion of the spikes is close to the reasonable limit. However, the average protrusion changed by only 0.1 mm during testing, which means that the studs are held securely in the rubber.

41–1_no_copyright

39–0_no_copyright

New product, preparing for sale this year.

We were unable to calculate the final points, because in braking on snow, Ice Arctic beat the best production tire, which we took as the “base” in our calculations. On ice, longitudinal grip properties are high, and transverse grip properties are average. On snow - super braking, very good acceleration and average lateral grip properties. On a snowy road they yaw slightly, reacting with a delay to direction adjustments. In fast turns the behavior is ambiguous. In the initial phase, at the stage of entering a turn, there is a noticeable delay in reactions, leading to the drift of the front axle. After the clutch is restored, already on the arc, there is a high probability of a skid, which has to be compensated by both the steering wheel and the addition of gas at the same time. After sliding, traction is restored quite abruptly, provoking a shooting skid in the other direction.

The concept of “deep snow” does not exist for these tires. The car never needed help to get out of snow captivity. On asphalt they float noticeably from side to side, requiring constant adjustment. Very wide “zero”, delays in steering inputs.

They brake well on wet asphalt, but average on dry asphalt. They push on medium uneven surfaces, making a loud noise from the tread and studs. The amount of protrusion of the spikes is at the limit. However, a change in the protrusion during the tests of only one “ten” indicates that the studs are firmly fixed.

42–0_no_copyright

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.