With or without spikes? Advantages and disadvantages of different winter tires. A tricky question: which is better for winter - studded or non-studded tires? Winter tires with or without studs

Which tires to choose - with or without studs? – to answer this question, we equipped two identical cars, but with different shoes, for a run through the Russian outback. The advantages and disadvantages of tires in real operation were assessed by Sergey Mishin and Anatoly Sukhov.

More than a century ago, when the first studded tire appeared, a worthy alternative to it on winter road it simply didn't exist. Today, soft Velcro are direct competitors to studded tires (which is confirmed by the results of our tests) and are present in the range of every well-known tire manufacturer. The main advantage of studded tires is better grip on ice due to hard claws. The disadvantages are also known. On modern cars Against the background of a quiet engine and transmission, the hum of the studs is especially audible. In addition, when the studs are lost, the adhesion properties noticeably deteriorate and an imbalance occurs. And the mass of such tires, as a rule, is greater - higher than the load on the suspension. Let's not even talk about the wear and tear of the road surface - for many this is an abstract concept, like environmental standards.

So is the game worth the candle? A comparative test in real conditions of Russian winter roads should dot the i’s. Cars – Skoda Octavia, tires – Nokian HKPL5 (studded) and Michelin X-Ice (non-studded). The Moscow-Tolyatti route was laid along different roads: from multi-lane asphalt highways to country roads.

The run was almost ruined by the weather. Last winter turned out to be snowless, but the day before the scheduled date, the long-awaited blizzard swirled, so much so that by the morning there were snowdrifts, and the asphalt of the Moscow Ring Road and the Yaroslavl highway disappeared under a thick layer of snow porridge. The traction control system on both cars had to be turned off - it did not allow us to move, strangling the engine. But with slippage, directional stability and acceleration on both sets are flawless.

We left Yaroslavl for Nizhny Novgorod early - our plans included a walk through the virgin lands (there was already enough snow on the fields - 10-15 cm). The clayey, broken lane was caught in the twenty-degree frost, turning into a washboard with random “stone” ruts. Driving into the field is at the limit of the Skoda's geometry. On smooth snow, both tires rowed without difficulty, but on the road we had to suffer. Michelin, skidding desperately, took the climb on the second attempt. The Nokian dug deep ditches in the frozen clay with its spikes, but was unable to get onto the road without outside help.

The next test was slalom on an icy road. We found a deserted wide highway leading to some village (no less than some head of administration visited it in the past, so they built an “autobahn”). Having blocked a five-kilometer section of the road, we took turns through turns, assessing handling, acceleration and braking on ice and compacted snow. To the provocation - a sharp turn of the steering wheel to release the gas - both cars responded by skidding, but the restoration of rolling in the Nokian occurred more sharply, like hitting a curb. Michelin reacted more softly and predictably at the same speed. This is probably why many people think that “spikes” hold the road better - they have a sharper response. However, both tires forgive almost everything except outright hooliganism - and the difference in behavior is minimal. But when it comes to braking, Nokian has a noticeable advantage. Although the ease of controlling the brakes (if there is no ABS) is similar for both tires.

The last section is narrow highways with uneven asphalt, sometimes covered with ice (from Dimitrovgrad to Togliatti we generally drove on “glass”!). Here, the “Velcro” ones are not inferior to the “studded” ones either in terms of directional stability or controllability, although they are not much superior in terms of noise, although the noise from the “Michelin” is more unpleasant than loud.
What's the result? In most real-life on-road (and off-road) situations, modern non-studded tires are almost as good as studded tires. Moreover, the latter sometimes provoke excessive self-confidence, holding “until the last”; however, the transition from rolling to sliding can be more abrupt. Let’s note the best “spike” brakes, but let’s not forget that the main guarantee of safe driving is in the head. For the rest, we dare to assume that in the coming years in Russia “Velcro” will replace “studded” ones, especially in the premium segment, where, as our run has shown, they really go neck and neck.

Remember that studded tires in terms of grip on ice are superior to Velcro tires only up to minus 10-15*C, at more low temperatures the latter are more effective. However, the properties of studded tires remain more stable with temperature changes than those of non-studded tires.

Tire manufacturers understand better than anyone the safety importance of their products, which is why they are constantly improving them. New compounds are being developed for tires, the shape and material of the stud, the methods of its fastening, and the tread pattern are changing, which improve the characteristics of the car. In some situations best result show studded tires, some - non-studded (they are also called “Velcro” due to the principle of operation of the tire). Let's try to figure it out in which situation what exactly works better.

But first, some features of studded tires and Velcro. In addition to, in fact, the presence of a stud in the first type of tire, there is a more rigid block in which it is installed so that it holds better and does not sink deeper, and a multi-layer tread. Non-studded tires have a much softer rubber compound (which is why such tires wear out much faster in the summer), and the tread is replete with many grooves and sipes to drain snow slush and the thinnest layer of water formed when the tire comes into contact with ice due to friction.

Effect of temperature

When creating tires, manufacturers focus on average negative temperatures from 0 to -20°C. In this range, tires with studs perform better on ice, as they “bite” into the ice and hold the car. If the temperature is lower, then the ice becomes harder and takes on the properties of concrete - spikes from hooks turn into skates, and Velcro shows the best results here. But, for example, in a situation of low temperature and sun, the top layer of ice becomes warmer and the Velcro do not have time to remove water from the contact patch, losing to the spikes. For areas where winters are mild and temperatures rarely drop below zero, Velcro will be more suitable.

Surface properties

The rougher the surface, the easier it is for Velcro to cling to uneven surfaces, and the better the result compared to studded tires. This also applies to broken ice, and to asphalt, and to dense snow. But as soon as the surface is covered with ice, tires with studs feel better on it. On virgin snow, the shape of the tread plays an important role, regardless of the presence or absence of studs. Large blocks begin to play the role of lugs and allow the car to make its way to the intended target.

Driving style

There are several options you can include here. The first is where the car most often drives: if outside the city, then it is better to use spikes, because ice can occur anywhere. If in a city where the streets are cleaned down to asphalt, then you can use Velcro. Another advantage for using Velcro in cities is the active use of reagents that negatively affect the lifespan of spikes. The second is driving skills: for beginners it’s better to be confident in any situation and put on studs, drivers with experience understand critical situations better and react better to them - Velcro is suitable for them. And thirdly, driving style: when driving aggressively, it is important to be sure that the car will behave the way the driver wants it, so a studded tire will be more reliable.

Acoustic comfort

One of the main disadvantages of studded tires is the constant noise while driving. Velcro is noticeably quieter and softer.

Service life

The advantages of a studded tire disappear when the studs fall out, which happens over a couple of seasons. Once the tire has nothing to cling to, it, due to its design features, becomes noticeably worse than Velcro. The same retains its properties until the tread wears out completely.

Finally, you need to pay attention to the fact that these characteristics apply to average tires, but there are tires with outstanding results, both for improvement and for deterioration - even within the same brand. When choosing a specific model, you need to familiarize yourself with the characteristics provided by the manufacturer and the results bus tests, which are periodically conducted by major automotive publications and safety institutes.

Firstly, after the summer visit of our correspondents to the largest tire company in Finland Nokian Tires, we received an invitation to visit a small polar test site in Lapland, where Nokian Tires specialists are testing tires. Looking at this, you see, is interesting in itself. Secondly, the stability of the polar snow-ice coating is much higher than at sharply changing temperatures in Moscow and the Moscow region, and therefore, when alternately testing several types of tires, the results can be more correctly compared. At first, we decided to upgrade our editorial Land Rover Discovery with a trailer, place the VAZ-2108 “testing aggregate carrier” on it, and fill all the remaining space on the trailer, and in the interior of the V8, with several sets of winter tires from various manufacturers in order to test them in Lapland. But these Napoleonic plans were not destined to come true: the Finns made it clear that the Nokia testers were now up to their necks in work, A Therefore, they will be able to provide us with a training ground for the weekend at best. What is two days for tire testing? This time is enough for two or three sets at best. That’s why we didn’t load our Discovery, but went light, deciding to start with “reconnaissance in force.” The Finns promised to provide cars, the necessary equipment and, of course, the most popular winter Nokian tires. And we drove to the North. The diesel engine of our Discovery rattled peacefully, the cabin was warm and cozy. So we got to Helsinki, encountering only one problem: due to ignorance of local laws, after passing the border, we left a radar detector on the front panel of our car. It quickly became clear that these toys are prohibited in Finland, and the policeman demanded to pay a fine equivalent to 100 US dollars. The travel budget was dealt a blow, and we only wished that this would remain the most serious trouble on our way...

THERE IS EVERYTHING BUT DIRT

We were strongly recommended to continue our journey from Helsinki to Lapland by train - it was, they say, more convenient and reliable. Being drivers who are not devoid of ambition, we were against it (surely we wouldn’t get there in our Discovery!), but then we realized that this was even to the advantage of Discovery’s “kilometre” requiring regular maintenance, and we assumed that it would be cheaper to do it in Finland than, say, in the Moscow service center of Musa-Motors, where a standard hour of work costs as much as $84. That’s why we left the car at the Rover station and went to Lapland by train. But we still have impressions of Finnish roads.

In general, Finnish winter driving conditions can safely be considered very similar to Russian ones (we are, of course, talking about those regions of Russia where winter is really winter). Sometimes we came across almost dry asphalt, we encountered salt baths, and we also kneaded freshly fallen snow. In some places, roads and sidewalks are sprinkled with fine granite chips. And closer to the Arctic Circle, the roads are already covered with a crust of ice with “notches” from studded car wheels. That is, the whole winter bouquet! For one very a pleasant exception: It's clean here! If in Moscow and the region even notorious neaties give up now - what's the point of washing a car if in an hour's drive it will be so dirty that you can't immediately determine its “native” color - then in Finland you can drive, drive and drive, maintaining a quite decent appearance of the car. It is also important that the use of “seasonal” tires is mandatory here. According to our observations, this is carried out flawlessly: during the entire trip we did not see a single “summer” or “universal” tire on the cars!

All this once again convinced us that the Finns know a lot about winter tires...

EVEN SANTA CLAUS CAN'T COME HERE!

Here is the training ground. With all the warm hospitality of the Nokian Tires employees, they politely made us understand that the route of our movements would be limited, and that there were areas completely hidden from prying eyes. This is understandable: the latest developments are being tested here, and competition is a thing that requires special secrecy...

Several square kilometers of land and lakes, taken from the state on a long-term lease, are surrounded by a winding path along the perimeter, which has ascents and descents with a certain steepness.

Inside this loop, on frozen lakes, several dynamometer “straights” have been cleared. Acceleration and brake dynamics. There are areas for performing maneuvers such as “slalom”, “rearrangement” or “simulated overtaking”, and also a whole set of shorter routes to assess the reliability of car control.

On the shore of the largest lake there is a small “office” house and several garages with automatic gates. But we were denied entry into these garages: we only saw how, after the end of the “proprietary” tests, several cars dived in (from indirect signs we guessed that comparison tests new Nokian tires with competing tires from other Scandinavian manufacturers), and only after that we were finally “released” onto the track.

Perhaps the Finns were confused by our obsessive desire to quickly get “in the driver’s seat” and get to know the roads ourselves: after all, it was already late, the turns were visible only in the headlights, and most importantly, we had a great opportunity to while away this evening in cozy company in a warm living room. But we were eager to fight...

They gave in to us, highlighting two Volkswagen car Passat with two various types winter tires: one had Nokian NRW M+S without studs (they have a “directional” tread pattern), and the other had studded Hakkapeliitta 10.

WHAT ARE THE TIRES?

The popularity of Finnish Nokian tires in Russia is very high, and the leading positions are occupied by models with the unpronounceable name Hakkapeliitta, intended for use only with studs. By the way, this name appeared on tires back in 1934, when the first Finnish winter tires were released. This means “old soldier” or “old warrior,” but in order not to bore the reader with the palisade of paired consonants and vowels in the word Hakkapeliitta, we will use the abbreviation N-10. But another tire - Nokian NRW M+S - no longer allows the use of studs, and was created taking into account the requirements of those countries where studs are generally prohibited. The “strong point” of these tires, along with providing the highest possible grip properties when winter operation, maintaining the comfort characteristic of “regular” tires.

Since in Russia there are neither bans on studs nor an obligation to use “seasonal” tires, everyone has the right to decide on their own the issue of choosing the type of tire. Therefore, after assessing the opportunities “on the spot”, we formulated our task as follows. Let’s assume that a car enthusiast has wisely decided to “change” his car to winter tires for the winter, but is hesitant about the choice: do you need studs or not? So we will try to answer this question using the example of two tires: studded N-10 and studless NRW.

Winter tires, as you know, are installed to improve active safety on snow or ice, so we will divide the report on our tests into two parts concerning driving in snow and driving on ice. Fortunately, there was plenty of both at the training ground.

So, having made several familiarization “night” circles and realizing that further exercises would lead to an increase in “flying away” into the snowdrifts, we went to bed. We decided, “We’ll start testing in the morning, using only one Volkswagen. The fact is that one car was a sedan, and the second was a station wagon. And already during the first races it became clear that their behavior was very different, and therefore it was better to “get attached” "for one car. We chose a GL sedan with a manual transmission and an anti-lock brake system. The size of both tires was the same - 185/65 R14.

This is a whole laboratory on wheels for testing tires. A wheel with a test tire is installed on a special suspended axle, and then theall kinds of driving conditions. A set of sensors transmits information about the resulting forces to a computer

When testing tires on a “live” car, testers use special equipment. The picture shows a sensor informing about the speed of rotation of the wheel.

First, all exercises were done on non-studded NRW tires, and then with studs on H-10.

IN THE SNOW

Let's try to accelerate with maximum intensity.

NRW tires impress with their smoothness and softness of reactions to the movement of the gas pedal. And although the engine power is quite enough to cause the drive wheels to slip, thanks to the fact that the tires perfectly “inform” that the limit of grip properties in the longitudinal direction has been reached, slipping very soon ceased to be a problem.

The studded N-10s behaved frankly worse in the snow: everything became tougher, rougher. The front wheels suddenly began to slip, requiring much more careful operation of the gas pedal.

The rate of acceleration here is quite high, but still NRW left a much more pleasant impression.

Now let's slow down.

The reliability of deceleration control on NRW tires is simply amazing: it feels like you are stopping not on snow, but on a tightly packed “grader”! Even the day before, when we were getting used to the winding road in the dark, we noticed highest efficiency braking: at the risk of not fitting into the turn, which “suddenly” turned out to be steeper, I had to “bring down” the car extremely sharply, but very rarely did it come to the intervention of ABS!

With the N-10 tires, in principle, the same problems arose as when accelerating on snow: they showed a clearly greater tendency to block, which could be judged by the more frequent operation of the ABS.

All these impressions were confirmed when measuring the braking distance. In the snow, when braking from a speed of 80 km/h, Volkswagen on H-10 tires froze 6-8 meters further than on NRW tires.

Now let's take care of the handling, for which we will move to one of the winding snowy paths and, increasing the pace, we will try to pass the section at maximum speed.

In standard modes on NRW tires, our Passat perfectly “holds” its trajectory both on straights and in corners. And at the same time it almost does not react to shallow ruts and other defects snow cover. And in extreme modes Driving on these tires has already turned into a thrill! Everything happens extremely softly, unambiguously, and predictably. Do you need to cause the rear axle to skid? Please: release the gas along with turning the steering wheel - and the Passat smoothly goes into a skid, raising a huge snow whirlwind. Need to pay off a skid? No problem: add gas, return the steering wheel to the “straight” position - and the car again drives very confidently in a straight line.-

In case of snowfalls, the testers have powerful snow removal equipment at their disposal.

The most pleasant thing here is that the front of the car seems to always be “looking” into the direction of the turn, without “moving away” from the given trajectory even with intense slipping of the front wheels.

For those who, in a front-wheel drive car, don’t mind driving a snowy corner like a fan, you couldn’t ask for anything better! Although this, of course, already requires some serious skills... The fact is that, having easily started the car into a skid at the entrance to a turn, it is unlikely to hope that it will be possible to “straighten” the trajectory just by adding gas: grip properties The NRW in the longitudinal direction is very high, and therefore the skid can suddenly become too deep, and now very fast and precise steering inputs are required.

Having “changed our shoes” to the N-10, we quickly realized that we needed to change the style of the aircraft.

In normal modes, everything is still reliable, and only on longitudinal irregularities (for example, on shallow ruts) did the car begin to twitch more strongly from side to side.

And with the increase in speed in corners, some problems began. The car stopped diving into turns so willingly - the slippage of the front axle increased. I had to turn the steering wheel harder and be more careful with the gas. And the reaction to releasing the gas was not so unambiguous: for some time the car did not want to dive into the turn, and the rear axle did not want to go into a skid. True, there were no problems with correcting the skid - it was very easy to cause the front wheels to slide by adding gas.

As a result, it turned out that in the first part of the turn we had to fight against the drift of the front axle, and in the second - with the skidding of the rear, when this skidding is no longer necessary...

So, we have no doubts about driving on snow: NRW tires are better, and better in everything.

We move onto the icy paths.

ON ICE

We will work according to the same scheme, and therefore first we will accelerate.

As expected, the studless NRW tires on flax began to lose their ground: even very careful operation of the accelerator caused slipping, and the speed gain was a teaspoon per hour.

The N-10 is a different matter. Although the intensity of slipping hardly became less than in the snow, the car began to accelerate noticeably more confidently.

The same situation with the brakes.

If with NRW tires the anti-lock braking system began to work almost simultaneously with touching the brake pedal, then the N-10 tires already allowed you to feel the beginning of deceleration, and only then ABS intervened.

However, it was absolutely smooth - just right to play hockey! - ice. But when we drove out onto real icy roads in the vicinity of the test site with a somewhat “rough” surface, the difference between the tires was already noticeably smaller.

What about handling?

On the twisty, icy track with NRW tires, you had to be very careful with your speed selection. If you overdo it a little, you immediately slip out of the cleared ice path onto a snowy plain. But at the same time, the tires still provide the unambiguous reactions of the car that we liked so much, although... Driving along the icy 800-meter highway did not bring any pleasure.

When we “changed our shoes” to the N-10, at first it seemed as if the track had been changed: the car here not only accelerates and brakes quite reliably, but also handles well. Yes, slipping is high even on studded wheels, but still the chances of missing a turn have dropped noticeably. On the same section, we measured the speed of completing an 800-meter lap on two types of tires, and a difference of 6 seconds convincingly confirmed the “ice” advantages of the N-10.

COMFORT

Now, having raced to our hearts’ content along the special tracks of the test site, we decided to drive on public roads in quieter modes to find out to what extent these tires affect the comfort of the driver and passengers.

It quickly became clear: the unconditional leadership belongs to NRW tires. Soft and elastic, they almost did not increase the vibration load of the car, and only the noise from the “winter” tread became noticeable at high (120-130 km/h) speeds.

N-10 tires are stiffer and noisier. They “itch” on uneven roads, and become noisy even at a speed of 70-80 km/h.

WHAT TO CHOOSE?

In our opinion, Nokian NRW M+S tires are the most universal, and therefore suitable for those who most of time travels in big cities. After all, ice “in its pure form” is rarely found on city streets, but there is a lot of snow, salt mixed with dirt or frozen asphalt. This is where NRW tires come into their own. Don’t forget that NRW tires practically do not affect the comfort in the car!

It’s a different matter in the Russian outback, where the roads are often covered with an ice shell, and there are also snowdrifts (the cross-country ability of the “toothy” N-10 tires in the snow is significantly higher than the NRW). Spikes come in very handy here, and in the name of safety, of course, it’s worth sacrificing comfort.

We present our expert assessments of the influence of tires on the consumer properties of a car (see diagrams) separately for snow-covered roads and for icy surfaces.

Finally, about prices. Studded N-10 “Zhiguli” tires in dimensions 165/70 R13 and 175/70 R13 cost $87 and $90, respectively, in the Liga+ company store, and NRW tires of the same dimensions cost $80 and $85. The tires we tested in Lapland (185/65 R14) are a little more expensive: H-10 costs $93, and NRW costs $85.

That is, the prices speak in favor of studless NRW tires for use in a big city - albeit slightly, but NRW is still cheaper. And if we were faced with a choice of which of these two tires to put on editorial cars for the winter, we would choose NRW.

S. VOSKRESENSKY

Expert assessments of the influence of tires on some consumer properties of a car on a winter road

For domestic drivers, the beginning of the winter season is associated not only with the first snow, the onset of cold weather, but also with turmoil. All this is connected with the need to prepare the vehicle for use in winter. Special weather conditions make you think and choose what is better: “spikes” or “Velcro”?

Currently there are the following types winter tires.

1. Studded. Used when driving on snowy and icy surfaces, showing minimal braking distance. However, vehicle handling while driving on asphalt may vary. All models are different high level noise.
2. Studless Scandinavian type . Designed for driving in snowy weather. Despite the fact that it is less noisy, the absence of studs does not guarantee ideal handling on asphalt surfaces, which manifests itself in a longer braking distance.
3. Studless Central European type. Used during mild winter periods and at slightly lower temperatures. Not particularly suitable for icy surfaces, and also has average results on snowy roads. It performs well on asphalt.

Basic requirements of the law

Many drivers, especially those who do not have enough driving experience, often forget or do not have time to change the seasonal tires on their vehicle. As a result, the motorist may be stopped by a traffic police officer, as well as get into an accident, where he is found guilty due to violation of the rules for operating the vehicle, in the event of an insured event.

Until 2015, the legislation of the Russian Federation did not provide for penalties for driving on winter tires in the summer and other seasons. According to the updated standards, a new regulation was introduced, according to which it is prohibited to use summer tires during the winter months.

For owners of cars with tires marked with the M+S index (“all-season”), the main thing is to ensure that residual depth protectors were not less than 4 mm. Otherwise, a fine of 500 rubles is provided.

Characteristics of winter tires

When purchasing winter tires, vehicle owners have to consider many more factors than at the time of purchase. summer tires. First of all, you need to take into account the operating conditions of the car. Every car owner knows that there is no universal set of tires that would suit any weather conditions. However, with the help of many tests, their strengths and weaknesses can be identified.

Taking into account the results of such studies, the consumer can decide which option is most suitable for his case. Anyone wishing to acquire winter tires should study the characteristics of products presented in the table that have the appropriate marking.

You can find more detailed information about the car in the material from our specialist.

Most modern manufacturers use the TWI (Tread Wear Indiration) marking. It serves as an indicator of tread wear. A similar inscription on the wheel may also have the shape of an arrow, which indicates the minimum permissible depth.

The main characteristic of tires of this type can be considered the speed index, which is associated with the softness of the tire rubber: the lower its value, the softer the tire rubber is, and wheels with such tires will have a greater coefficient of grip on winter roads. But such tires will wear out faster on hard surfaces.

Advantages of studded tires

Winter studded tires provide the desired grip on the road surface when driving in snowy weather. The tread of such tires should have a characteristic pattern, which will ensure the removal of snow mass from the contact zone. Such products are characterized by high adhesion characteristics due to the addition of a specific component to rubber compound. This allows you to maintain the desired properties even at very low temperatures.

The advantages of studded tires include:

• excellent traction on surfaces covered with ice and snow;
• good handling on slippery and snowy roads;
• short braking distance compared to other types of tires;
• confident maneuvering on slippery road(taking turns).

The disadvantages of these tires include increased noise levels when driving and increased fuel consumption.

Improving grip performance leads to a decrease in vehicle controllability on dry surfaces.

The best studded tires

Studded winter tires Designed for use in harsh conditions involving ice and snow. All this is quite relevant for our road, both in large cities and beyond. Many car owners in cities prefer not to tempt fate, but to play it safe. For this purpose, they choose the “spike”. Let's look at the most popular winter tire models from this category, according to Swedish experts.

Nokian Hakkapeliitta 9

Optimally balanced parameters allowed us to achieve best-in-class performance for dry surfaces and snowy road surfaces. The product has proven itself well when used in any other conditions, and is also distinguished by the fact that it leads to a reduction in fuel consumption. Among the disadvantages, one can note only the increased noise level.

Continental IceContact 2

Tires that became test leaders from Finnish specialists German manufacturer They are characterized by a long service life and excellent handling both on the street and on snowy roads.

Hankook Winter i*Pike RS+ W419D

South Korean products have a low price. Despite this, the tires showed excellent directional stability, as well as stable performance on all road surfaces.

Goodyear UltraGrip Ice Arctic

Features optimal dynamic characteristics for most driving situations. Reduced stability when changing road surfaces, as well as high noise at low speeds, prevented the vehicle from reaching the top three in the presented test.

Pirelli Ice Zero

Experts agreed that the rubber has relatively weak grip for driving on snow and ice. Despite this, the model closes the top five, which is due to the excellent performance of test drives on wet and dry roads. By purchasing such tires, car enthusiasts will notice a significant reduction in fuel consumption and minimal noise levels in all cases.

Michelin X-Ice North 3

A product of a French company, manufactured in the Russian Federation. Distinctive Features use is the predictable behavior of the vehicle, stable and safe response to changing conditions on the road. It is worth paying attention to the fact that the tires from this manufacturer have a small number of studs, which led to poor performance on ice.

Tire studding

There are currently four types of studs:

• Round. The simplest and cheapest type of studs, which is installed on most winter tires. The only advantage of such spikes can be considered their low cost. The main disadvantage is the low degree of adhesion to icy road surfaces.
• Oval. A more advanced type of studs that provide a larger area of ​​contact between the tire and the road surface, thereby increasing the degree of traction and reducing the possibility of slipping. In addition, tires with such studs have more low level noise than tires with round studs. Accordingly, the price tag for such tires will be higher.
• Tetrahedral. Exclusive studs developed by Nokian. These studs have edges and sharp edges that allow them to “cut” into the ice surface and provide excellent traction. The fastening of such studs is very reliable, which will allow you to use the tires for many seasons. Of course, you will have to pay a lot of money for quality
• Hexagonal (diamond). These studs are equipped with even more edges than tetrahedral ones, therefore they provide even better grip. The disadvantages of these spikes include rapid abrasion of the edges and the highest price.

Most studs are single-flange with one retaining element and a body of varying shapes. There are also double-flange studs, which are less common, but are characterized by high resistance to falling out. These studs are equipped with an additional flange that better holds the element in the tire.

Characteristics of studless tires (“Velcro”)

Friction (studless) winter models, called “Velcro”, are gradually gaining popularity among car owners in large cities across the country.

In many European countries they are considered to be the only possible option for winter tires. This is due to the fact that spikes are prohibited by law there. According to experts - on dry and wet asphalt The characteristics of the presented models are significantly superior to studded tires.

Advantages of studless tires (“Velcro”)

Non-studded tires have the following advantages compared to studded tires:

• no noise when driving;
• lower fuel consumption;
• better handling on wet asphalt;
• longer service life.

But despite these advantages, Velcro tires are significantly inferior to their studded “brothers” in car handling on snow and ice.

TOP 5 studless tires

ESA Tecar Super Grip 9

The tested tires pleasantly surprised many car enthusiasts good performance for any coating. The product also distinguished itself by reduced fuel consumption and balanced running. A good advantage The cost may be that it is significantly lower than products from well-known brands.

Hankook Winter i`cept RS2 W452

South Korean Velcro showed contradictory results. However, their advantages include low price and stable performance. Despite this, many experts agreed that the rubber characteristics are not enough for safe driving on wet snow or ice.

Fulda Kristall Control HP 2

Products from Goodyear's Fulda brand also showed mixed results. The tires showed excellent performance on snow and ice. However, the test results were unsatisfactory for wet and dry asphalt.

Hankook Winter i*cept evo2 W320

The rubber produced in Hungary is a strong “average”. Despite the fact that the result of maneuvers on wet asphalt leaves much to be desired, for dry and snowy road surfaces the characteristics are quite acceptable.

Conclusions

The use of winter tires for a vehicle plays an important role. These are the tires that will provide decent grip on the road surface. Even in snowy weather with icy asphalt, this will help to maintain good vehicle, increasing its controllability. The car owner can only choose which tires suit him better: studded or non-studded. Each option has its advantages and disadvantages, but general outline, we can say the following: if in winter you only drive on city roads that are well cleared of snow, Velcro tires will definitely suit you, but if in doubt, choose good studded tires that will not let you down in any situation.

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MOSCOW, January 18 - RIA Novosti, Sergey Belousov. Winter in Russia always comes unexpectedly: in some regions for a couple of months, in others for six months or even more. This season, almost no snow was seen in the central regions of the country until the New Year. Every motorist has already decided for himself which tires will best ensure his safety: studded or non-studded. RIA Novosti, together with tire industry experts, found out what is preferable in certain situations and how to behave in Russian roads when driving a car with one or another type of winter tires.

Country for thorns

According to the analytical report of the Internet classification "Avto.ru", Russians in 2017 preferred studded tires. In October last year, only about 15 percent of service users were interested in “Velcro” (as non-studded tires are commonly called), but in November demand grew by only a couple of percent.

Studded ones are most popular in the Saratov and Smolensk regions, as well as in the Republic of Tatarstan (from 83 to 88 percent). “Velcro” attracts car owners from the Stavropol, Khabarovsk, Primorsky and Krasnodar territories, as well as the Kaliningrad region: there the share of studded tires did not exceed 14-30 percent of the total number of requests.

Properties of thorns

Everyone knows that studded tires are indispensable in small towns: where snow is rarely or poorly removed, densely compacted snow crust and ice often form. Numerous independent tests of tires show that in these conditions the use of studs is justified; the braking distance of cars “shod” in them becomes significantly shorter.

Michael Zickfeld, customer service specialist for technical issues at Continental, recommends studded tires in Russian cities, Moscow and St. Petersburg. According to the expert, in both capitals the snow often melts on roads treated with reagents, and freezes again in the morning, turning into ice. If we add snowfall to this, it is difficult to imagine a more dangerous situation: the advantage in this situation is on the side of cars with studded tires.

“In 2004, Norway banned the use of studded tires for one season,” says Michael Zickfeld. “The number of accidents increased several times, especially small ones in small towns, which occurred mainly at intersections with traffic lights. As a result, the country’s authorities lifted the ban.” .

Technician Pirelli reminds that studded tires are intended mainly for northern countries and are prohibited for use in most European countries. In Russia, such tires will ensure safety in most cities.

Friction

Some people call tires without studs friction tires, from the Latin word frictio - friction. Pirelli specialists claim that this is a common concept. The operating principle of all tires is friction, friction with the road surface. Modern companies offer a wide selection of rubber in their product lines, but you need to be able to distinguish between them. For example, there are so-called mild European winter tires, designed for moderate winter temperatures and interaction mainly with snow or wet surfaces. Others, just friction ones, are designed for harsh winters. There are also tires for the southern regions (mainly European). They are usually called “all-season vehicles”, and they are not suitable for Russian winters and do not provide the proper level of safety, although in the summer they can be used, for example, for off-road driving.

© Photo: courtesy of Continental

The main tool of "friction" for icy roads is lamellas (slots in the tread pattern), which create additional grip edges and many lateral stops, which makes such tires safe in the winter season in Russian latitudes. “One of the valuable advantages of studless tires is acoustic comfort,” Pirelli notes.

Continental's Michael Zickfeld explains how to distinguish different types studless tires from each other: the sidewall of a tire for severe winters is located at a right angle, while for European tires it is rounded. Eurowinter tires are designed for operation from plus seven to minus 15 degrees Celsius. Most often they are used on dry asphalt or wet snow. “Nordic” tires are designed for much lower temperatures: up to 50-60 degrees below zero. There is also a difference in the composition of the rubber: for mild winters the tires are harder, and for harsh winters they are softer. By the way, you can’t even store European tires at minus 50, let alone drive them.

The advantage of studless tires is best seen on dry asphalt at temperatures above zero and near zero, when there is no ice on the road. Tests also show that Velcro behave much more stable in slushy snow and water and lose traction at higher speeds than on a car with studded tires. As Michael Zikfeld explains, the lamellas of the “friction clutches” take in the snow and force it to adhere to the snow lying on the road. In addition, these grooves provide better water drainage. Even on a compacted snow surface or ice covering at subzero temperatures down to minus 10 degrees Celsius, a water film about a millimeter thick forms. In this case, friction tires drain water and provide good grip. The liquid film disappears only at very low temperatures (about minus 30 degrees), and then studless tires lose their effectiveness.

Surprisingly, the more cars in a city with studded tires, the safer it is to drive cars with non-studded tires. On an icy road, the studs loosen the surface and thus create more grip for the Velcro. That is why, according to a Continental expert, friction tires can be used even in regions with harsh winters. Of course, large cities are not alike, and winter somewhere in Siberia leaves virtually no chance for studless tires.

What you shouldn't consider when choosing tires is the type of drive the car has. "All drives brake equally, moreover, cars with all-wheel drive weigh a little more than their mono-drive counterparts, so they quality tires that provide good deceleration are even more important,” says Zickfeld.

Braking is also affected by the width of the tire tread: if it is possible to install wheels of increased diameter on a car, then there is no doubt that with the same tires, deceleration will be provided a little better by those larger wheels.

Slow down a little

In order for the studs and treads of any tire to last longer, it is important to break them in. A Continental expert advises driving smoothly for the first 500-800 kilometers at a speed of no more than 100 kilometers per hour. This way the tires wear out less and last longer. Otherwise, the spikes will take the wrong position (tilt at the wrong angle) and fly out faster. It’s the same with the tread - without running in, it wears out much faster and the life of the tire can be reduced by two or more times.

“We monitor the use of tires in taxis - they drive as much in a year as an ordinary driver does in three or four years,” says Michael Zickfeld. “So, in some cases, a tire becomes unusable after 25 thousand kilometers, and in others, with the same distance traveled, all the thorns are intact.”

Pirelli shares the same opinion and adds that the service life also depends on the correct pressure, adjusted camber/toe, the temperature in which the tires are operated, the road surface and storage conditions during the off-season.

There is no need to sound the alarm if spikes start to fall out of the tire. “The loss of 10 percent of studs will not affect the behavior of the car,” Continental notes. The “claws” usually fall out after 20 thousand kilometers, but if the driver drives the car aggressively, constantly starts with slipping, and brakes sharply on dry asphalt, this will happen much faster.

In relaxed driving, the studs will fall out as the tread wears, but even after losing half the tire will still be able to provide an acceptable level of braking. Replacement will be required when the tread depth becomes less than four millimeters: the thorns will fall off like teeth from scurvy.

For friction tire everything is much simpler: you only need to look at the tread depth. Many automakers have indicators: numbers or images of snowflakes gradually fade, telling you when it's time to change tires. By Russian laws It is prohibited to use winter tires with a tread depth of less than four millimeters.

If one of the wheels fell into a hole, was damaged in an accident and the winter tire became unusable, you need to approach its replacement carefully. Provided that the driver has driven carefully for one season, you can simply buy new tire. However, if the tread has worn out over several winters, a Continental expert advises purchasing two new tires and placing them on the same axle.

And put worn tires(or one new, and the other slightly worn) is better on those wheels that are not connected to the engine: that is, for a front-wheel drive car - on rear axle, and for rear-wheel drive - to front. For all-wheel drive vehicle the axis is unimportant. If the tire treads have worn down to almost four millimeters, all four wheels must be changed at once.