Studded tires from Italy? Yeah, I'm changing to Chianti from Finland. Oranges will not be born from aspen! Sangiovese grapes do not grow beyond the Arctic Circle, and there is almost no ice on the Apennines ...
But the hot southerners from the Pirelli company nevertheless strive to catch up and overtake the Germans, French and Finns in studding. Another attempt - Pirelli Ice Zero.
I swear I won't leave Russia until I prove to you that Lancer Evolution is on winter asphalt behaves best on Pirelli tires!
The head of the Russian representative office of Pirelli Carlo Costa, as they say, started up. I just told him over dinner how much I love Continental WinterViking studded tires. Yes, a third of the thorns fell out over the last winter and there are two lateral hernias, but my Evik traveled on this set for five seasons!
And over the years I have only strengthened the idea that studded tires are for the city. Exactly! For the first time, I noticed that the "spikes" outperform the "stickies" when braking on asphalt ten years ago, analyzing the results of our comparative tire tests... They contrasted sharply with the opinion prevailing among professionals that the spikes, they say, slide on hard surfaces. But judging by the numbers of our measurements ... Yes, there were also outsiders among the studded models, but only among the “rootless” brands. And the leaders were Continental, Nokian, Michelin - with thorns!
Therefore, last winter, beyond the Arctic Circle, I was extremely interested to know what the Italian developer of the new Pirelli Ice Zero model thinks about it ...
And here is not an Italian: Ice Zero was created by the Dutchman Jaap Leendertse. A computer engineering graduate from Delft University of Technology, he worked in tires at German technical centers Bridgestone / Firestone and Goodyear, and moved to Milan exactly two years ago. I ask if I like it there. What a question, answers: blessed south, Italy, a poet's dream.
At the same time, we are sitting in the epicenter of the most winter fairy tale. Rr-hand Peak. I just want to savor, stretch this "rrr" at the beginning of the name of the amazing Ruka Peak hill under the polar town of Kuusamo, east of Rovaniemi. A lonely high hill is open to all winds: here you are not a plain, here the climate is different - and the Finnish spruces, in the lowland, are simply powdered with snow, here they are densely covered with it. And there is an inn at the top of the peak, surrounded by strange, curved, silent white statues ...
Yes, on the one hand, the spike slightly protrudes above the tread and, as it were, lifts part of the rubber, "turning it off" from the process, - says Jaap in response to my questions. “But on the other hand… In order for the tires to work well at low temperatures, the compound must be softened, and the tread must be cut with many sipes. All this degrades the tire's behavior on asphalt. The thorns give me several advantages. First, they strengthen the tread. And secondly, on ice they provide the lion's share of adhesion properties, and thanks to this, the compound can be made harder. It turns out that the studded tire outperforms the non-studded Scandinavian type both on asphalt and on ice!
Later Jaap sent me the exact figures of the comparative measurements. If we take the results of Pirelli Carving Edge studded tires as 100%, then when braking on dry asphalt at + 3 ° C, Pirelli Ice Control Velcro extends the braking distance by 5%! True, the non-studded tires of the European type Pirelli Snow Control S.3 brake better as expected - by 13%. But when braking on ice, the hard Snow Control loses to the “spikes” by as much as 25%! And "soft" Ice Control - 15%.
So it turns out that “for Russian conditions with periodic extremely low temperatures, but with a predominance of urban driving on asphalt, best tire- studded ". These are not my words - it was Jaap who said.
But what about the wear and tear of the asphalt?
There is such a thing. That is why thorns are prohibited throughout Western Europe. And even the Scandinavians, who have no spikes in any way, were forbidden to sell tires produced later than July 1 of this year with more than 50 studs per running meter of tread. That is, for a 16-inch tire, this is a maximum of 96 studs.
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In 16-inch tire Ice Zero 130 "double" pins. The tread pattern is completely different from the Carving Edge models, and more closely resembles the previous generation Nokian - the "ornament" of the central part plus transversely oriented shoulder blocks. Multiple slotted lamellas and a new compound with long molecular chains designed to increase grip on wet and ice-covered surfaces
Pirelli's patented "double" stud bites into the ice with two "sharp" peaks during acceleration, and during deceleration - a "common" flat edge of a tungsten carbide carbide insert. But in the lateral direction, the “double” spike works like a single one. Trapezoidal body ensures consistent orientation in the tread
0 / 0
Then why does the Pirelli Ice Zero have 130 studs?
It turns out that the same Scandinavians made an exception: if a tire with a large number of studs successfully passes a special test for surface wear, it is allowed for sale. Test - full-scale: the car drives over and over again on the calibrated granite tiles, which are weighed before and after the tests. If the weight loss after the test is below a certain value, then wear is normal.
Evil tongues said that this test was invented by tire workers from the Nokian company, they are conducting it at the Finnish Test World, which means ... But the Italians also successfully passed the "wear test"! Moreover, with spikes not simple, but double.
This is a new word in the race of spike weapons. First, the Finns from Nokian came up with a square-section carbide insert, then the Germans went even further - remember the “diamond” spike on Continental tires? And at Pirelli, the insert resembles ... a bat. "Look people, I'm Batman!" The double section works during acceleration, and the straight section - during braking. And only in the transverse direction, the brainchild of Jaap Leendertse and his colleagues turns into an ordinary thorn.
And look, what a powerful "underwater part" of the thorn! It is closed only at the factory - you cannot stud Ice Zero on the side. Moreover, unlike the Germans, Pirelli did without glue - such a spike sits in its nest, and there should be no fallouts, as is the case with the current Pirelli Carving Edge tires.
The previous (already) generation Bentley Flying Spur sedan on ice is superb! Long wheelbase, powerful biturbo engine - and constant four-wheel drive with half distribution of thrust between the axles
And how do the new tires "ride"?
Alas, they were given only a little ride: acceleration, "snake" and braking on the Audi A8. Information - zero. But I managed to spend the whole day at the Bentley Power on Ice school - however, the “school” Continental GT and Flying Spur were “shod” in regular Pirelli Sottozero tires, studded specifically for ice training. What a thrill it is to drive these huge heavy vehicles sideways under the thrust, shifting them from skid to skid! Moreover, the grip of the “long spike” on the ice is such that sometimes, immediately after switching the “automatic” up, even the V8 biturbo engine on the new Conti GT lacks traction. And the asymmetric center differential on the new generation Bentley proved to be worse - with a 40:60 thrust distribution in favor of the rear axle, the Continental GT is not as smooth and predictable in sliding as the good old Flying Spur with its 50:50 symmetry.
But all this, including dog sledding, is lyric. And physics? How are the new Ice Zero tires performing, will they be better than Continental, Nokian and Michelin? After all, if in the first years the new Pirelli studded tires perform in our tests on a par with the leaders, then they slowly give up their positions: the competitors are improving. For example, the well-known Pirelli Carving Edge tires were among the winners four years ago, and were already inferior to them last year.
Carving Edge tires are still on the stage, and the Ice Zero completes the range, making its debut in the most prestigious sizes from 16 to 21 inches. Oleg Rastegaev will tell you about how Ice Zero performed in our test in the next issue of Auto Review. As for me, then ... I would gladly put Pirelli on the EvoIX. But only if they are no worse than Conti, on the most critical surface for me - winter asphalt, covered with a snow-salt film. And if the Russian market is really that important for Pirelli, as Carlo Costa says, then I think that the developer Jaap Leendertse will still have a job of modernizing the studs, the compound, and the tread pattern ... road conditions... Neither Scandinavia nor Canada - the other two markets for Pirelli studded tires - do not exist.
Owners of crossovers, especially four-wheel drive, often relate to seasonal changes in regular summer tires for the winter without enthusiasm. After all, almost all native tires are marked with the M + S index, which de jure allows them to be used in winter. The main thing that residual depth the tread was not less than 4 mm (otherwise - a fine of 500 rubles). But you need to understand that the M + S marking does not oblige the manufacturer to anything! Marking does not require any tests or certificates confirming the suitability of tires for winter, and therefore more and more often it can be seen on frankly summer, and "asphalt" tires, which incidentally speaks of the devaluation of not only the letter S (snow, "snow"), but also M (mud). So we are not looking at the letters, but at the tread, and if we do not see many small slits-lamellas, then we conclude: it is dangerous to ride on such ones in winter. And even better, when on the sidewall there is the “Snowflake” mark in the form of three mountain peaks with a snowflake - these models really passed the exam on a snow track. The participants in our test are all marked with the following markings: these are 14 kits with spikes and nine without them.
The test program is standard, all the tracks of the White Hell test site near the Finnish town of Ivalo are well known to us - and most importantly, to be lucky with the weather. Almost lucky: there was no snowfall, although the temperature danced from 5 to 23 degrees of frost, so its influence had to be taken into account when conducting additional races on "reference" tires. But the measurements of the longitudinal dynamics took place in a closed hangar with a more stable temperature.
This is where the embarrassment happened with Nokian tires, and with a model that has been produced for several years. Both in acceleration and in deceleration, non-studded Nokian Hakkapeliitta R2 SUV yielded not only to its principal competitors, but even to the tires of their own "second line" - the Nordman RS2 SUV tires! Nokian testers working in the neighborhood were alarmed, they themselves repeated the measurements ... An official investigation showed that the failed tires were produced at a plant near St. Petersburg at the end of 2016, more precisely in the 48th week. Then there was a failure in the technological cycle. They did not share the details with us (apparently, there were deviations either in the duration or in the temperature of vulcanization), but we were assured that the defective batch did not go on sale. Although outwardly everything is in order, and even the hardness of the tread rubber is the same as on tires produced in the 41st week of 2016 (their results were taken into account), but the difference in grip on ice reaches eight percent.
After measurements in the hangar, we get out into the growing frost - and once again we notice that as the temperature drops, the friction tires begin to catch up and even overtake the “spikes”. At minus twenty, the ice becomes so hard that the spikes cannot scratch it, and the tread rubber of most studded tires is harder - in the cold the friction tires are more elastic, they have a larger overall length of the sipes.
We, I repeat, take into account the changing conditions and adjust the results, but if all tests were carried out in a light frost, the friction tires would roll back to the bottom lines of the protocols.
Handling tests were carried out on the ice of the polar lake Tammijärvi
And in the snow, frost plays into the hands of friction models: while maintaining the elasticity of the tread, they better cling to the snow shagreen.
This time, the estimates of the passability were supported by instrumental measurements - the acceleration time in deep snow with the traction control system... It is curious that Russian tires topped and closed the rating: the best - Cordiant, and the most helpless on the virgin soil - Viatti tires produced by the Nizhnekamsk tire plant.
The asphalt part of the tests is especially relevant for residents of large cities, in which the streets are cleared of snow and ice for most of the winter.
The final part of the tests is already in April, on "summer" surfaces. And along the way, we note that this time there were no tires littering with spikes.
At the top of the final ranking are the Nokian Hakkapeliitta 9 SUV tires. Expected result: if the model of the previous generation regularly won in our tests, then the new one, and even with two types of studs, easily outperformed the competitors.
Expensive? Then we carefully look at the points, at the main advantages and disadvantages of other tires - and choose the best option affordable. And yet we avoid buying outsider tires - such savings are fraught with incomparably high costs.
Studded tire rating
| Dimension | 215/65 R16 |
|---|---|
| (55 standard sizes are available from 215/65 R16 to 315/40 R21) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,9 |
| 9,8 | |
| 49 | |
| Number of thorns | 172 |
| 1,05/1,54 | |
| Manufacturer country | Finland |
Hakkapeliitta index 9 is a novelty of the season: here for the first time two types of cleats were used. Those in the middle part of the tread have transversely oriented carbide inserts: they are responsible for longitudinal grip, and at the edges above the tread there are such trefoils that work effectively in turns. And this is not a marketing gimmick: an unequivocal superiority over competitors both on the handling track and in braking on ice. And in other forms winter tests tires at height. On asphalt, the grip is moderate, and the main problem is noise at speeds from 70 to 90 km / h.
The best tires for tough winter conditions!
| Dimension | 215/65 R16 |
|---|---|
| (2 standard sizes 205/55 R16 and 215/65 R16 are available) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 98 (750 kg) |
| Weight, kg | 11,2 |
| Tread depth, mm | 9,5 |
| Shore hardness of tread rubber, unit | 56 |
| Number of thorns | 170 |
| Protrusion of studs before / after tests, mm | 1,52/1,47 |
| Manufacturer country | South Korea |
This year, Hankook officially opened its polar training ground in Ivalo, Finland: the tracks and testing approaches are very similar to those used by Nokian Tires. This also applies to the peculiarities of the tires themselves: the number of sprockets-stars was increased, which ensured decent test results on ice. But in deep snow, the tires do not shine, as well as on the asphalt, and besides, they make a lot of noise. But it is easy for them to forgive: the Hankook Winter i * Pike RS + tires are one and a half times cheaper than the Finnish novelty.
| Dimension | 215/65 R16 |
|---|---|
| (91 standard sizes available from 175/70 R14 to 275/40 R22) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,4 |
| Tread depth, mm | 9,5 |
| Shore hardness of tread rubber, unit | 54 |
| Number of thorns | 130 |
| Protrusion of studs before / after tests, mm | 1,03/1,25 |
| Manufacturer country | Russia |
The tires produced in Voronezh are laced with powerful brace spikes - and they work gorgeous on ice during acceleration and braking. But in corners there are sharp breaks in sliding, so without a stabilization system, you have to be on the lookout. But - a good balance of adhesion properties on slippery road and on asphalt, and therefore they can be safely recommended for winter operation in large cities. If you do not make high demands on acoustic comfort.
| Dimension | 215/65 R16 |
|---|---|
| (75 standard sizes are available from 155/70 R13 to 275/40 R20) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,6 |
| Tread depth, mm | 9,2 |
| Shore hardness of tread rubber, unit | 54 |
| Number of thorns | 130 |
| Protrusion of studs before / after tests, mm | 1,37/1,41 |
| Manufacturer country | Russia |
The tires are manufactured at the Russian Continental plant near Kaluga. The Gislaved brand is owned by Continental - and the Nord * Frost 200 mimics the asymmetrical tread pattern of the first generation ContiIceContact tires, but with simpler studs and no thermochemical retention. However, they also work well - especially in the lateral direction.
In general, these are well-balanced tires for use in large cities and beyond.
| Dimension | 215/65 R16 |
|---|---|
| (37 standard sizes are available from 155/70 R13 to 225/55 R18) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,9 |
| Tread depth, mm | 9,6 |
| Shore hardness of tread rubber, unit | 54 |
| Number of thorns | 130 |
| Protrusion of studs before / after tests, mm | 1,63/1,62 |
| Manufacturer country | Russia |
The tires were produced at the Yaroslavl Tire Plant and the tread pattern suspiciously resembles the Finnish Nokian Hakkapeliitta 7 tires, which even became a reason for litigation. But the Cordiant company managed to justify itself - and to increase production volumes, including by expanding the range of dimensions. Decent tires for their money, but they do not like asphalt roads: they do not hold very well, and rolling is accompanied by a loud and unpleasant rumble of the tread. Tires are not for the city.
| Dimension | 215/65 R16 |
|---|---|
| (42 standard sizes are available from 205/70 R15 to 275/50 R22) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 12,2 |
| Tread depth, mm | 9,2 |
| Shore hardness of tread rubber, unit | 57 |
| Number of thorns | 130 |
| Protrusion of studs before / after tests, mm | 1,08/1,16 |
| Manufacturer country | Finland |
Nordman tires are Nokian Tires' second line, and the production uses molds from outdated models. Nokian tire... New for the Nordman 7 SUV season is the reincarnation of the Hakkapeliitta 7 SUV, which was produced from 2010 to 2017. Quite good grip on ice and snow, and on asphalt even better than the current "parent" model. Including in terms of acoustic comfort: there are fewer spikes.
| Dimension | 215/65 R16 |
|---|---|
| (38 standard sizes are available from 175/65 R15 to 245/45 R19) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 98 (750 kg) |
| Weight, kg | 10,2 |
| Tread depth, mm | 10,5 |
| Shore hardness of tread rubber, unit | 56 |
| Number of thorns | 130 |
| Protrusion of studs before / after tests, mm | 1,26/1,39 |
| Manufacturer country | Germany |
The model was introduced in 2012 and has not yet received a replacement. On ice, the tires work well in the longitudinal direction, but when cornering, they suddenly break into sliding. On the snow, including on the virgin soil, everything is much better. But on the pavement, the aggressive pattern generates an obsessive low-frequency rumble already from 30 km / h.
| Dimension | 215/65 R16 |
|---|---|
| (58 standard sizes are available from 175/65 R14 to 265/40 R20) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,3 |
| Tread depth, mm | 9,3 |
| Shore hardness of tread rubber, unit | 56 |
| Number of thorns | 104 |
| Protrusion of studs before / after tests, mm | 1,05/1,09 |
| Manufacturer country | Russia |
Michelin with the X-Ice North 3 tire continues to bend the line to comply with European studding rules: no more than 50 studs per running meter of tread. And the spikes themselves are simple, round in cross section. This led to an unimportant hold on the ice. The picture is better on rolled snow, but getting out of the snow is a problem: the tread is to blame.
| Dimension | 215/65 R16 |
|---|---|
| (23 standard sizes are available from 175/70 R13 to 245/45 R17) | |
| Speed index | Q (160 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11 |
| Tread depth, mm | 9,2 |
| Shore hardness of tread rubber, unit | 51 |
| Number of thorns | 100 |
| Protrusion of studs before / after tests, mm | 0,87/1,06 |
| Manufacturer country | Russia |
BFGoodrich tires are Michelin's "second line", they are produced at the same plant in Davydovo near Moscow as Michelin X-Ice North 3 tires. But the tread is its own, original. It's a pity that there are also few pimples, they are round, overly sunken - and as a result mediocre behavior on the ice.
The situation is better on snow, including virgin soil. And even better - on asphalt, although you need to remember that the permissible speed is 160 km / h, although studded competitors have 190.
| Dimension | 215/65 R16 |
|---|---|
| (35 standard sizes are available from 175/70 R13 to 265/60 R18) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 98 (750 kg) |
| Weight, kg | 10,9 |
| Tread depth, mm | 9,6 |
| Shore hardness of tread rubber, unit | 56 |
| Number of thorns | 130 |
| Protrusion of studs before / after tests, mm | 0,85/0,94 |
| Manufacturer country | Russia |
Formula - "second line" by Pirelli... In last year's tests on Lada Vesta, the tires took fifth place, but now the indicators are more modest. Especially on ice. Even after running-in, the protrusion of the studs above the tread surface is less than a millimeter (last year we recorded 1.1 mm on new tires). On rolled snow, the results are better, although we do not recommend climbing into snowdrifts. On the asphalt they are excellent.
Not a bad budget tire option for urban use.
| Dimension | 215/65 R16 |
|---|---|
| (122 standard sizes are available from 175/70 R13 to 285/45 R22) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 98 (750 kg) |
| Weight, kg | 12,2 |
| Tread depth, mm | 9,5 |
| Shore hardness of tread rubber, unit | 55 |
| Number of thorns | 125 |
| Protrusion of studs before / after tests, mm | 1,18/1,37 |
| Manufacturer country | Japan |
For many, the Made in Japan brand is a quality mark. But with the winter Toyo tires Something went wrong. It seems that the studs are not simple - with cruciform inserts, and the studding is of high quality, but on ice the grip properties are moderate, as well as on snow. However, the car's response to driving is well balanced.
On asphalt, comfort and grip are far from the best.
The joy is the low price, which is quite consistent with the quality of the tires.
| Dimension | 215/65 R16 |
|---|---|
| (19 standard sizes available from 205/70 R15 to 265/60 R18) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 98 (750 kg) |
| Weight, kg | 11,5 |
| Tread depth, mm | 9,3 |
| Shore hardness of tread rubber, unit | 59 |
| Number of thorns | 120 |
| Protrusion of studs before / after tests, mm | 0,93/1,03 |
| Manufacturer country | Russia |
Under the "Italian" name - tires produced in Nizhnekamsk using off-take technology. The design and production technology is the product of an engineering firm managed by one of the former top managers of Continental. However, the grip on ice and on snow is mediocre, and most of all upset that winter tires, "developed by European specialists specifically for Russian roads," were helpless in deep snow. They are also noisy and tough. Not an option - even given the low price.
| Dimension | 215/65 R16 |
|---|---|
| (96 standard sizes are available from 175/70 R13 to 275/50 R22) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 12,1 |
| Tread depth, mm | 9 |
| Shore hardness of tread rubber, unit | 53 |
| Number of thorns | 128 |
| Protrusion of studs before / after tests, mm | 0,57/0,73 |
| Manufacturer country | Russia |
One could immediately assume that the ice test of the Yokohama Ice Guard 55 tires will fail. Instead of the prescribed 1.2 mm, the spikes protrude by an average of 0.57 mm - and do not work. And the buyer is counting on Japanese quality- even though the tires were produced in Lipetsk.
There are also claims to the tread: on packed snow - the maximum braking distance, and on virgin soil - the worst traction ability. For Russian conditions, other tires are needed, and they already exist: this season, sales of the new Yokohama IG65 model with an increased number of "curly" studs begin. More details about new tires - in one of the next issues of Autoreview.
| Dimension | 215/65 R16 |
|---|---|
| (38 standard sizes are available from 175/70 R13 to 235/60 R18) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,7 |
| Tread depth, mm | 9,4 |
| Shore hardness of tread rubber, unit | 61 |
| Number of thorns | 128 |
| Protrusion of studs before / after tests, mm | 0,79/1,0 |
| Manufacturer country | South Korea |
Interestingly, duplicated in the name win - is it from the word "win" or from the word "winter"? Better approaches, for example, wintry ("cold", "inhospitable") or winch ("winch"). What kind of winter or victory can we talk about when studded tires are inferior to most friction tires on ice, and on the Nexen handling track they are the slowest in the overall standings? The tread rubber is clearly not designed to work at low temperatures, as evidenced by its increased hardness.
Of the positive emotions, only a relatively quiet (for tires with spikes) rolling remains.
Non-studded tire rating
| Dimension | 215/65 R16 |
|---|---|
| (61 sizes available from 205/70 R15 to 295/40 R21) | |
| Speed index | R (170 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,4 |
| Tread depth, mm | 8,9 |
| Shore hardness of tread rubber, unit | 53 |
| Manufacturer country | Russia |
The SUV-indexed off-road tires have sidewalls reinforced with aramid fiber, which is reminiscent of the Aramid Sidewalls brand. So there should be no problems with impact resistance, in contrast to the "passenger" tires of the same name.
In severe frost, Nokian friction tires provide excellent grip on ice, behave well on snow, and small claims appear only on asphalt.
Excellent winter tires for use both in the city and outside.
| Dimension | 215/65 R16 |
|---|---|
| (97 standard sizes are available from 175/70 R13 to 275/45 R20) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,9 |
| Tread depth, mm | 8 |
| Shore hardness of tread rubber, unit | 52 |
| Manufacturer country | Germany |
Leapfrog. The year before last, we liked ContiVikingContact 6 tires on asphalt, but they did not work well on ice, last year the situation changed to the opposite, this year it is better again on asphalt ... The dimensions, of course, are different, but the reason must be sought in the composition of the rubber compound : The tread rubber on the ContiVikingContact 6 was noticeably softer last year.
We are now taking into account the latest version of these tires from late 2016 production. Not ideal on ice and snow (especially deep), but great on asphalt.
Good winter tires for urban use. And the most comfortable ones!
| Dimension | 215/65 R16 |
|---|---|
| (57 standard sizes are available from 175/70 R13 to 255/45 R19) | |
| Speed index | S (180 km / h) |
| Lifting capacity index | 98 (750 kg) |
| Weight, kg | 10,7 |
| Tread depth, mm | 8,6 |
| Shore hardness of tread rubber, unit | 46 |
| Manufacturer country | Japan |
Since studs are illegal in Japan, local manufacturers focus on friction winter tires. So we will consider it natural that
Lightweight tires with soft, quiet rolling. But at the same time - an imbalance of "winter" grip properties in the longitudinal and transverse directions, and abrupt breakdowns in sliding, it seems, are provoked by the sidewalls that are soft for a heavy crossover. After all, in the gamut winter tires Goodyear has a model specifically for crossovers and SUVs - UltraGrip Ice SUV, but these tires are not available in size 215/65 R16. However, if the car is equipped with a stabilization system, then Goodyear UltraGrip Ice 2 tires are a good choice.
| Dimension | 215/65 R16 |
|---|---|
| (16 standard sizes are available from 215/65 R16 to 255/60 R18) | |
| Speed index | R (170 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 11,2 |
| Tread depth, mm | 8,9 |
| Shore hardness of tread rubber, unit | 56 |
| Manufacturer country | Russia |
The tread pattern is exactly the same as the Nokian Hakkapeliitta R tires, but the materials are simpler. Another option for extending the life cycle of molds. And - considering the price - a very good option. Moreover, in certain disciplines Nordman tires An RS2 SUV is even preferable: braking distances on ice are shorter!
Quality tires for a reasonable price. On ice they are almost as good as the leaders among tires without studs, and on snow they have even better grip in the longitudinal direction. Although on the track the handling is harsh and in deep snow they row mediocre.
The grip properties on asphalt are above average, there are no problems with comfort either, which means that these tires are relevant for large cities.
| Dimension | 215/65 R16 |
|---|---|
| (38 standard sizes are available from 155/65 R14 to 255/50 R19) | |
| Speed index | T (190 km / h) |
| Lifting capacity index | 102 (850 kg) |
| Weight, kg | 10,6 |
| Tread depth, mm | 9 |
| Shore hardness of tread rubber, unit | 51 |
| Manufacturer country | Slovakia |
The Gislaved brand continues to lose its authenticity. So the "new" Gislaved Soft * Frost 200 is nothing more than the ContiVikingContact tires of the previous, third generation. Fortunately, these are balanced tires - safe, comfortable, not very expensive - and therefore we safely recommend them for urban use, although an accidental arrival in a snowdrift can postpone the planned trip.
The Marshal brand belongs to the Korean company Kumho Tire, but these tires copy the Finnish Nokian Hakkapeliitta R tires in terms of the tread pattern and even the rare R speed index - and some sellers play on this similarity. By the way, on snow and on asphalt friction tires Marshal and Nokian are close, but on ice the loss of the copy is already obvious. They are also some of the noisiest and toughest friction tires around.
| Dimension | 215/65 R16 |
|---|---|
| (37 standard sizes are available from 175/65 R14 to 245/60 R18) | |
| Speed index | Q (160 km / h) |
| Lifting capacity index | 98 (750 kg) |
| Weight, kg | 12,4 |
| Tread depth, mm | 8,9 |
| Shore hardness of tread rubber, unit | 49 |
| Manufacturer country | Japan |
Winter tires Nitto (brand owned by Toyo Tires) appeared in Russia recently. The Therma Spike managed to please us with grip on ice, but lost the studs on asphalt more than anyone else. And friction tires Nitto Winter SN2 immediately signed their helplessness on the ice and in the snow. And all the more surprising is the failure of these tires even on asphalt.
Something is wrong with these Nitto ...
For the first time in the history of ZR tests, the Pirelli-Winter Carving Edge spikes took the lead. They are not only very good, but also very attractive in price among imported winter tires: price / quality ratio - 5.5. The only thing that spoils the picture is the loss of a few spikes during testing. The official response of the Pirelli company on this matter is in the winter tire test: ZR, 2011, No. 9.
Let us briefly recall its essence. After receiving information on the loss of studs in Pirelli-Winter Carving Edge tires during our winter tests, the company conducted a thorough inspection of its tires and found out that one of the stud vendors had unacceptable deviations in body size. After notifying the supplier of this, he took urgent measures - he stabilized the size of the studs, and now Pirelli is confident that there will be no more stud losses.)
The magnificent trio - Continental, Michelin and Nokian, which in recent years have gained fame as the undisputed leaders - this time unexpectedly let Pirelli take the lead. Nevertheless, everyone stayed in the super-tops group, gaining more than 900 points.
Michelin-XIN 2 - the final second place, an example of balance and stability (price / quality - 6.8).
Third place went to Nokian-HKPL 7, which remains the most expensive: price / quality ratio - 7.7.
Continental's new product, ContiIsContact, could not stay on the podium, showing only the fourth result with a price / quality ratio of 7.3. However, in the overall standings, the tire yielded to its old rival Nokian quite a bit - only 1%.
In fifth place is the fifth model of the popular Russian brand "Gislaved", which scored 889 points.
Sixth - Goodyear-UltraGrip Extreme is inferior to the leader in points by almost 5%, but in terms of price / quality ratio (6.8) it is equivalent to Michelin.
The seventh place was taken by "Cordiant Sno-Max", thus confirming last year's title of the best "spike" of domestic design. The price / quality ratio is 4.6.
The novelty of Bridgestone, the Ice Cruiser 7000, looks better than the previous, 5000th model, but is not yet able to compete with the leaders (price / quality - 7.0).
"Kama Euro-519" is in ninth place, price / quality - 4.9.
The novelty of the rootless "Kontire" tire "Arctic Ice II" with modest characteristics showed only the tenth result. Although the price / quality ratio is the most advantageous for the buyer - 4.5.
Amtel-NordMaster ST-310 closes the line. Very weak - only 804 points, the difference with the leader is 13%. But the price / quality ratio is immodestly high, even higher than that of the Pirelli test winner - 5.6!
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Oldest tires tested: Created in 2004-2005.
On "white" surfaces in comparison with competitors, as they say, do not roll. The weakest acceleration and lateral grip, braking is simply weak. On snow, the most unreliable lateral grip and braking, sluggish acceleration. When accelerating, be careful with gas: tires easily slip into slipping, preventing acceleration.
On a winter road, they desperately scour, slide to the side even on slight inclines, do not react to steering, so it is not possible to set the trajectory reliably. Problematic handling on any surface. The car reacts to the steering wheel with significant delays. At the entrance, it blows out, and at the turning arc, if it nevertheless manages to fit into it, it strives to unfold backwards.
Slides are long, heavily smeared. They restore grip for a very long time. Deep snow is contraindicated: even on the move and directly, you can overcome only a small snowdrift, they do not want to turn. It is worth stopping, without a shovel you will not move forward or backward.
On the asphalt they go smoothly, but the direction correction is complicated by an uninformative steering wheel with an "empty" "zero".
But on dry asphalt braking is good, and on wet it is better. They don't indulge in comfort: they buzz loudly, sound any irregularities. Very tough.
Fuel consumption is slightly above average. The studs hold securely, but the protrusion is not enough to provide good grip on ice.
Tires with a mysterious pedigree. It is only known that they were developed by order of the Yaroslavl LLC "Avtoshina", produced at the factories "Amtel-Vredestein". New to the market and our test.
Insecure on winter roads. On ice, acceleration and lateral grip are average, and braking is the weakest - they lose more than 10 m to the leader! On snow, on the other hand, braking is mediocre, while acceleration and lateral traction are the weakest. When accelerating, they suddenly lose grip. On a snow-covered straight line, directional stability is not clear enough; when adjusting the direction, the rear axle steers unpleasantly.
Manageability is complex. On an icy road, before turning, the speed must be reduced in advance so as not to slip past. It is better to drive the steering wheel gently and smoothly, otherwise the grip of the front wheels with the road is lost. In deep snow, they move uncertainly, as if they are running into the snow. They do not obey the steering wheel, they do not want to turn, they get out reluctantly back.
They walk smoothly on the asphalt, but the course correction is made difficult by the delay in the reactions and the easy steering of the rear axle. They buzz heavily, the noise increases with speed. Irregularities are hard, vibrate. They brake well only on dry surfaces, on wet surfaces they are weak.
Fuel consumption is above average. The cleats are held securely, the amount of protrusion is normal.
Created in 2008, two years later they were modernized in terms of rubber composition.
Weak on ice, more confident on snow. Acceleration and lateral grip are weak, brakes are slightly better. On snow, the brakes are unimportant, acceleration and lateral grip are average. On ice, during acceleration, they lose grip even with a smooth addition of gas. On the "white" road they prowl a little, causing the driver to feel insecure.
Small remarks about controllability. Reactions are mild, with slight delays. Speed limit on ice is limited by skid. On the snow, the front axle follows a predetermined trajectory, the tail breaks into a slip, but the resulting skid is easily corrected. They overcome deep snow without tension, slip is allowed, reverse are chosen well.
On the asphalt, they tend to deviate from the course, the adjustment is complicated by the low information content on the steering wheel, large steering angles and steering of the rear axle. The brakes on a dry surface are very mediocre, on a wet surface - the worst of all, although the difference with the leader of the exercise is less than 3 m. They buzz on the snow, on the asphalt they make noise with the tread. They vibrate on small irregularities, shake on medium and large irregularities.
Economical at 90 km / h and even better at 60 km / h. The protrusion of the studs after running in is not enough for good grip on ice. At the same time, an increase in the protrusion by 0.3 mm during the "white" tests is a hint of possible loss thorns.
Created in 2009, appeared in Russia in 2010, therefore they are participating in our test for the first time.
Modest performance on "white" roads. On ice weak acceleration, average lateral grip, braking is slightly worse than average. On snow they brake ineffectively, accelerate poorly and demonstrate average lateral grip properties. On ice, acceleration is possible only on the verge of slipping.
On a straight line on loose snow and ice they scour, but on the packed snow they carry the car evenly. The handling leaves much to be desired: the car does not obey the steering wheel well on snow and ice, reacts to its turns with delays. With a loss of adhesion, they slide for a long time, the course recovers poorly.
They do not like snowdrifts: they run into deep snow, they reluctantly get under way and pull, and with slipping. They run smoothly on the asphalt, the steering wheel is notable for its good information content, although the "zero" is not quite clear. On dry asphalt they slow down well, on wet - very well.
They make a booming noise, sound irregularities. Medium and large irregularities pass rigidly, vibrate on small ones, as if overly inflated. Fuel consumption is slightly above average.
The protrusion of the studs on this model is slightly greater than on the previous 500 model - close to optimal, but still does not provide high grip on ice. They are held securely in the tire.
Production and sales started in 2009.
Strong on ice, primarily due to the very protruding pimples. On ice best braking and lateral grip, acceleration is average. On snow, braking is better than average, good acceleration, but modest lateral traction. They prefer acceleration without slipping. On a winter road, they prowl a little, forcing them to constantly correct the trajectory.
Sluggish reactions hinder clear cornering, and they are less clear on ice than on snow. Most likely, the highly protruding spikes are to blame, which first fold and only then force the car to turn. Curve speed is limited by deep skid, which requires compensation.
In deep snow they move and maneuver reluctantly, start uncertainly. On the pavement, they actively scour from side to side. Keeping a straight line is hampered by smeared "zero", low information content on the steering wheel, significant delays in adjusting and steering the rear axle. On dry asphalt they slow down the worst, losing 4 m to the leaders. On wet asphalt the braking properties are average.
They buzz loudly, crackling loudly with thorns. Vibrate on small irregularities. Increased fuel consumption at any speed. The protrusion of the studs after running in is greater than 2 mm. Such thorns do not last long, moreover, they actively scrape the asphalt. Growth rate of thorns (0.3 mm during the tests). Nevertheless, so far all the thorns are in place.
It was created in 2007, rolled out to the Russian market a year later, and in 2010 found new thorns.
The ratio of grip on ice is not clear: the lateral ones are medium, the acceleration is weak, and the braking is frankly weak. On snow, lateral grip is above average, acceleration is average, braking is weak. When accelerating, they unpleasantly sharply break into a slip and just as sharply recover.
On a snow-covered road, they walk smoothly, without complaints. Respond immediately to course corrections. They are well controlled, they are distinguished by clear reactions, but they do not like sudden steering movements. Alas, our claims to the versatile behavior in extreme modes on ice and snow remained: on ice, speed is limited by skidding, on snow - by drift.
They do not behave very confidently in deep snow. With an increase in slip, the thrust decreases, they are reluctant to maneuver. On asphalt the course is no worse than on a snowy road. I liked the clear "zero" and good information content, although when adjusting the direction, a slight steering of the rear axle was noted. On dry asphalt they slow down better than anyone else, on a par with "Gislaved", on wet ones they are also very good. They make a little more noise than we would like, they sound small irregularities. Transmit vibrations and shocks on medium to large bumps.
Fuel consumption is modest, economical at 90 km / h. The size of the protrusion of the spikes is within reasonable limits, the growth rate of the protrusion is at the limit of the permissible.
An old-timer of our tests: it was created in 2006, it has been repeatedly modernized, and therefore the results are quite decent.
Shows a good balance of traction on white and black roads. On ice, braking is average, acceleration and lateral grip are slightly better. On snow, longitudinal grip is average, transverse - very good. Slipping acceleration is only effective on snow.
On ice it is better to work carefully with gas. They walk smoothly, a little late when taxiing. The handling is mediocre: the steering wheel has to be turned at significant angles. Speed is limited by pronounced understeer. The impression is spoiled by abrupt breakdowns in sliding and the same abrupt recoveries. For this reason, the behavior is unstable when exiting the slides. The rear wheels “grab” the road especially sharply, which leads to a skidding.
They are reluctant to go through deep snow and only without slipping. When maneuvering, the rear wheels tend to slide into the track of the front ones. On the asphalt they go smoothly, we only noted the insufficiently informative steering wheel. The brakes on dry surfaces are the best. Wet braking is not the best, but still very good. Almost no noise is heard. They do not transmit vibrations and shocks.
Fuel consumption is increased at a speed of 60 km / h, average at 90 km / h. The protrusion of the thorns and the rate of its growth are optimal.
The novelty, which was released last year, continues the tradition of the previous model "ContiWinterViking 2", which "opened" the asymmetric protector for "spikes".
They perform best on "white" roads, weak on dry asphalt. On ice, acceleration and lateral grip are very good, braking is average. On snow, braking is very good (only Nokian and Pirelli are better), lateral grip is even better, but acceleration is only average. During acceleration, slight slipping is allowed.
On a straight line they prowl slightly, require course correction, pull a little towards deep snow. They are well managed. They are distinguished by clear initial reactions. A twisting skid appears on the turning arc, allowing you to prescribe a bend. They are not afraid of snowdrifts. They admit slippage, but prefer to move vnatyag. They get out back without problems. They walk smoother on the asphalt than on the snow-covered road. A clear, understandable "zero" helps the driver to correct the direction.
On dry asphalt the brakes are weak, on a par with "Kama", on wet - medium. Buzzing with a tread on a rolled snow road. They transmit vibrations from small irregularities to the body. Fuel consumption is higher at 60 km / h and average at 90 km / h.
The protrusion of the studs is on the verge of permissible, but, nevertheless, the studs are held very securely.
They were born in 2009, but have already undergone modernization: the rubber composition and spikes have been updated.
Comparable with the "Continental" in terms of the balance of grip properties on "white" and "black" roads (they prefer the first). On ice they brake very well (only the "Cordiant" is better, which has strong spikes), lateral grip properties are average, and acceleration is better.
On the snow, the alignment is the same: the braking is very good, the sideways hold average, and the acceleration is the best. The course on a snow-covered straight line is kept very well, the steering wheel is understandable. Controllability: clear reactions at any steering wheel turning angles. Behavior is strict, the car is screwed into a turn with a slight help skid. You can turn it over by steering or throttle. They are not afraid of snowdrifts, confidently overcome them in any regime.
On an asphalt straight, they do not feel very confident - an indistinct "zero", large angles when adjusting the course and steering of the rear axle interfere with a clear course. On dry asphalt the brakes are very weak (only "Kordiant" is worse), on wet - a little worse than average. They make a lot of noise, announce the change of coverage. Itching unpleasantly on small irregularities.
Economical at any speed. Protrusion of thorns on the verge of permissible. Despite this, they are very securely held in the rubber.
Created in 2009, since then they have been sold.
The only tires of the leaders, equipped with spikes with a round core that is unfashionable by today's standards. The best balance of grip on all surfaces found on winter roads. On ice better lateral grip, moderate acceleration and good braking.
On snow better acceleration, average lateral grip and very decent braking. When slipping, the acceleration efficiency is slightly reduced. They walk in a straight line, they scour a little on a heterogeneous surface, as if choosing what to catch on to, but they do not stray from the planned course. Controllability is good: clear reactions, fast execution, understandable behavior. On the curve, speed is limited by light drift of the front axle.
They overcome deep snow with confidence. Easy to move, obediently maneuvering, building confidence, reliably reversing. They walk smoothly on the asphalt. Experts noted a subtle tendency to steer the rear axle when changing trajectory. Braking is average regardless of the condition of the asphalt - dry or wet.
They make noise only on the asphalt at high speed. Transmit light shocks from medium irregularities. Economical at 90 km / h, 60 km / h better than average. The size of the protrusion of the spikes and the growth rate of the protrusion do not allow doubting their durability.
The potential of tires developed in 2007 is not yet fully realized.
Modernization (renewal of the carcass, rubber compound and transition to hexagonal studs) made it possible to show excellent results: none weak characteristics in adhesion properties. On ice, acceleration and lateral grip are very good, braking is not inferior to them. On snow the best braking and lateral grip properties, average acceleration. Along the "white" straight line they walk smoothly.
I liked the very clear and understandable "zero". The handling is unconditionally good. Crisp reactions with instant feedback are paired with gentle, feline behavior. The transitions to slide and back are very smooth and predictable. In the limit, non-frightening front end demolition.
It is better to overcome deep snow on the move, and if you get up, get under way without slipping. On an asphalt straight line they go smoothly, but when adjusting the course, the experts noted a not quite clear "zero" and light steering of the rear axle. The brakes are medium on both dry and wet surfaces. They make noise with their tread and spikes, with a peak at a speed of 50-60 km / h. They transmit unpleasant shocks from medium irregularities to the body and riders.
In terms of fuel consumption, they are similar to Michelin: economical at 90 km / h, at 60 km / h the results are better than average. After running in, the stud protrusion is normal, but an increase of 0.2 mm during the tests inspires concern for the durability of the studs. During the tests, three wheels lost 10 pieces *.
* Pirelli has already responded to our information about the lost pins and has taken action. See ZR, 2011, No. 9.
RESULTS IN TABLES
(all tables open in full size on click):Vadim KORABLEV, Yuri KUROCHKIN, Evgeny LARIN, Anton MISHIN, Andrey OBRAZUMOV, Valery PAVLOV and Dmitry TESTOV.Thank you for the technical support of the employees of the DTR AVTOVAZ car range,
Togliatti company "Volgashintorg",
as well as tire companies that submitted their products for testing.The choice of winter tires is one of the main questions facing a modern car owner during the operation of his " iron horse". Indeed, the safety of the driver and his passengers directly depends on which tires are installed on the car. Now in stores there is a great variety of tires for every taste and wallet. We have at our disposal a novelty of the coming winter season from the Italian company Pirelli - the Ice Zero tire.
The new tire has already managed to debunk the myth that a tire developed by a company from sunny Italy cannot claim serious results in the harsh Russian winter. For example, in the test of the Russian edition "Auto Review" the tire from Pirelli took, only slightly behind the leaders from Nokian and Continental, as well as the second place tire Gislaved. At the same time, the Ice Zero model demonstrated excellent performance on ice, as well as on dry and wet asphalt.
Pirelli Ice Zero is the main novelty from the Italian company for the 2013/2014 winter season. According to Pirelli, this tire was developed from the ground up and is the first studded tire in the P Zero range.
So, new tire The Pirelli Ice Zero is the first studded model from the P Zero collection. This tire is marketed as a completely new generation of Pirelli winter studded tires. Note that a winter tire, like a tire used in motorsport, must have a variety of compromises that provide traction on completely different types of surfaces, from dry asphalt to bare ice.
The Italian company especially notes its 40 years of experience in the development of tires for rallies, therefore, the developments gained in motorsport are actively used in the creation of "civilian" tires for use on public roads.
One of the main features of the Pirelli Ice Zero is the new Dual Stud technology with a double core that effectively doubles the stud efficiency and improves ice grip. That is, one Dual Stud is practically equal in efficiency to two conventional studs. Note that the Pirelli Ice Zero tire uses a unique 14-row studding, thanks to which it was possible to comply with the standards of all countries without losing the tire's quality indicators on slippery surfaces.
The new dual stud technology offers improved grip on ice thanks to its double core.
Snow behavior has been improved by optimizing the number of sipes, which now vary according to tire width. So, for example, tires with a width of more than 265 mm have a larger number of sipes.
An important role in the behavior of a winter tire is also played by the rubber compound, which must maintain its integrity and performance over a wide temperature range. At Pirelli Ice Zero, the engineers were able to solve this problem by increasing the number of links in the molecular line of the compound. This made it possible to maintain efficiency, both at low temperatures and in the case of an increase.
Pirelli Ice Zero has a larger contact area and a larger number of sipes, which contributes to better tire behavior on wet snow, slush, as well as on wet and dry asphalt.
To achieve better results On dry roads, the Ice Zero has been optimized for its profile to increase the contact patch and improve dry grip.
Soon we will install our tires on the car and will be able to tell about the impressions received during the direct use of the Pirelli Ice Zero tire.
The Ice Zero model is available in 31 sizes ranging from 16 to 21 inches in both mono and four-wheel drive vehicles... Depending on the size, Russian prices range from 4,800 to 15,000 rubles.
Continuation.
