What tires to buy for the coming winter? We will help with the choice, commenting on the results of our traditional test.
Pirelli-Winter Carving Age, the first time in the history of the tests, has escaped to the leaders. Not only are they very good, but they are also very attractive for the price of imported snow tyres: the price/quality ratio is 5.5. The only thing to do is to lose a few spikis during testing. The official response of Pirelli in this regard is the winter tyres in 2011, No. 9. Let us briefly summarize it. Having learned about the loss of spires in the Pirelli-Winter Carvingg Ej tyres, detected during our winter tests, the company conducted a thorough check of its tyres and found that the products of one of the spike providers encountered unacceptable deviations in the size of the shell. After being informed of this, the supplier took urgent measures-stabilizes the size of the spips, and now Pirelli is confident that there will be no more thornip losses.) Subjective estimation of controllability is issued by several experts while passing the same route. The great three-"Continental", "Michelin" and "Nokian", who have gained the glory of unconditional leaders in recent years-this time missed the "Pirelli". However, everyone was held in a group of supertires, scoring more than 900 points. "Michelin-XIN 2" is the final second place, the model of balance and stability (price/quality-6, 8). The third place is the "Nokhian-HKP 7", which remains the most expensive: price/quality ratio-7.7. Contienthal-"Contienthal"-"Contienthal" was unable to stay on the podium, showing only the fourth result in the price/quality ratio of 7.3. However, in the overall standings, the tyre lost to its old rival, "Nokian", a little-only 1%. For an assessment of the obstruction, a section of the track with a loose, unpacked snowIn the fifth place, the fifth model of the popular brand in Russia, "Islamic State", scored 889 points. The sixth-"Houder-UltraGrip Ekstrim" is inferior to the leader by points of almost 5%, but according to the price/quality ratio (6.8) is equivalent to "Michelin". The seventh place was taken by the Cordiant Cans-Max, thus confirming last year's title of best "shedling" of national development. Ratio of price/quality to 4.6. The comfort of the dispersion control is assessed on different coatings, including in the packed snow. The 'Bridjestone'-'Ice Cruiser 7000' looks better than the previous, 5000-model, but not yet in a state of real competition to leaders (price/quality-7, 0). The Euro-519 Kama is in ninth place, price/quality is 4.9. The novelty of the "Arctic Ice II" tyre, with its modest characteristics, showed only a tenth of the result. Although the price/quality ratio for the buyer is the best-4.5. The list of drawbars shall be determined from the maximum speed reached in the icy circle and the rebet on the packed snow. "Amtell-NordMaster ST-310". It's a total of 804 points, a 13% difference. But the price/quality ratio is high, even higher than the winner of the "Pirelli" test,-5.6! DETAILED The oldest buses in the test: created in 2004-2005. On the "white" coatings, compared to the competitors, they don't roll. The most weak crackdown and cross-coupling, braking is simply weak. In the snow, the most unreliable transverse coupler and braking properties, the slow acceleration. When you break up, be careful with the gas: the tires fall easily into spin, and do not accelerate. On the winter road, they are desperately digging, they are cut off even on small slopes, they do not react to the friends, so it is not possible to reliably set the trajectory. Manageability of the problem on any surfaceThe car reacts with considerable delays. At the entrance it is carried out, and on the arc of a bend, if ever it is able to fit in it, turns the house in front of it. The slim of long, heavily oiled. It's a long time to wax off the road. The deep snow is contrasted: even the walk and straight can only defeat a small snow drier, they don't want to turn. If you stop, you can't move forward without a shovel. The asphalt goes straight, but the adjustment of the direction makes the uninformed steering wheel with a "empty" "zero". But on dry asphalt the braking is good and the wet is the best. The comfort is not spoiled: the mouth is loud, any roughness is voiced. Very tough. Fuel consumption just above the average. The spiplers are securely held, but they are not enough to provide good drawbars on the ice. Tyres with mysterious ancestryIt is known only that it was developed by order of Yaroslavl LLC "Avtoshina", produced at the factories "Amtell-Freeststein". New market and our test. Uncertain on the winter roads. On the ice, the acceleration and the cross-coupling properties are the average, while braking is the weakest-losers to the leader of the exercise more than 10 m! In the snow, on the contrary, mediocal braking and the disband and transverse clutch are the weakest. The clutch suddenly loses the clutch. On the snow-covered straight line stability is not clear enough, the rear axle is unpleasing when adjusting the direction. Manageability is complicated. On the icy road before turn, the speed must be lowered in advance so as not to pass by. Roulet is better to operate smoothly and smoothly, otherwise the front wheels are lost with the road. In the deep snow, they move unconfidently as they fall into the snow. Roule' s not listening, turning around, reluctant to go back.The asphalt goes smoothly, but the adjustment of the course makes it difficult to delay the reaction and the easy brizing of the rear axle. It's a lot of noise, it's growing at a set of speed. The bumps are rough, vibrating. The brakes are good only on dry coatings, wet and dry. Fuel consumption is above average. The spike holding is secure, the size of the apostle is normal. Established in 2008, two years later modernized by rubber. The snow on the ice is more confident in the snow. Wagon and transverse properties of the weak, the brakes are a little better. In the snow, it doesn't matter, acceleration and transverse clutch. In the ice, the acceleration is lost even when the gas is smoothly added. The white road is a bit of a drag, causing a sense of uncertainty among the driver. Manoeuvrability is small. The reaction is mild, with slight delays. The speed limit on the ice is limited by skidIn the snow, the front axle is clearly followed by the specified trajectory, the stent falls into slide, but the resulting skid is easily adjusted. The deep snow is overcome without stress, the exultation is accepted, the rear turn is chosen well. On the asphalt, the correction is complicated, the adjustment is complicated by the low informative activity on the steering wheel, the great corners of its rotation and the steering of the rear axle. The brakes on dry pavement are quite mediocre, but the urine is the worst, although the difference with the leader of the exercise is less than 3 m. The snow in the snow, in the asphalt, the tread of the tread. The humps are vibrated at small roughness and are shaking at medium and large roughness. The economy is 90 km/h, and 60 mph is even better. It's not enough to make the mold for good ice clutch. However, the increase of the projection by 0.3 mm during the "white" tests is a hint of possible loss of the spike. Created in 2009, in Russia came in 2010, because in our test we are participating for the first time. Modest characteristics on "white" roads. On the ice, weak acceleration, middle transverse properties, braking only slightly worse than the average. In the snow, the brakes are not effective, they are poorly dispersed and the average cross-traverse properties are shown. On the ice, the acceleration is only possible on the edge of stucco. The snow-white snow and ice are drifable in the snow, but in the snow-covered snow they carry the car straight. Manoeuvrability leaves much to be desired: the car is not well-listened to the steering wheel in the snow and ice. If the clutch is lost for a long time, the course is recovering badly. Scramps do not like: they fall into the deep snow, they are reluctant to touch it, and with the saxing. The asphalt goes smoothly, the handlebars are very informative, although "zero" is not quite clear. On the dry asphalt, the brakes are good, the wet pavement is very good. The sound of the noise is the sound of the roughnessThe average and the high bumps are hard, and they vibrate on the small, as if they were excessively inflated. Fuel consumption just above the average. The topping of the spike on this model is a bit more than the previous one, the 500th model, close to the optimum, but still does not provide high adhesion on the ice. Holding the tires firmly. Production and sales started in 2009. The strong on the ice, first of all at the expense of the very speakers. On the ice, the best braking and transverse properties and the acceleration of the average. In the snow, braking is better than average, good dispersal, but modest transverse clutch. Prefer to disperse without thrashing. The winter road is a bit of a knighting, forcing the path to steady. A clear reaction from the snow is less clear than in the snow. Most likely, the high-speaker spips, who first fold up and then force the machine to turnThe speed on the arc of a bend is limited by a deep oversteer, which requires compensation. In the deep snow, they move and manoeuvre reluctates, and they are not confident. On the asphalt, they are actively snaring from side to side. The direct obstacle is the "zero", the low level of information on the steering wheel, the significant delays in the readjustness of the adjustment and the bridesmating of the rear axle. On a dry asphalt, the brakes are worse than everyone losing to the leaders of the 4m exercise. In the wet asphalt, the braking properties are medium. Loud and mouth, crack the thoracoids. It's vibrating at humps. Fuel consumption at any speed. The spike shall be more than 2 mm after being run-in. They don't live like that, and they don't live in the same way. Growth rate of spips (0.3 mm during test time). However, all the spike is still in place. Created in 2007, the Russian market rolled out one year later, and in 2010 it found new spips. The ratio of the drawbar to the ice is unclear: the cross-middle, the acceleration is weak, and the braking is frankly weak. In the snow cross-coupling properties above the average, the acceleration of the average, braking is weak. The dispersal is unpleasing and abruptly regains. The snow-covered road runs smoothly, without any pressure. Responstpromptly to the adjustment of the course. Controls are good, with clear reactions, but do not like sharp movements. Alas, our claims to different behavior in the ice and snow limits are left: speed limits the oversteer, in the snow-drift. In the deep snow, they are not very confident. With the increase of thrashing, the traction is falling, maneuvering reluctant. On the asphalt, the course is as good as on the snowy road. There was a clear "zero" and good information, although the adjustment of the direction marked a minor bridesmating of the rear axle. On a dry asphalt, the brakes are the best, on an equal footing with the "Islamic State", but also very good. A little bit more than I'd like to sound like little bumps. Transmit vibration and jolt at medium and large roughness. The fuel consumption is modest, economical at 90 km/h. The size of the thornier steps within a reasonable range, the rate of growth of the projection to the limit. Our tests: created in 2006, are repeatedly modernized, so the results are quite worthy. It shows a good balance of adhesion to "white" and "black" roads. On the ice, the average, the dispersal and the transverse clutch are a little better. On the snow side, the median, transverse properties are very good. The storm is effective only in the snow. On the ice, it's better to work with gas. They're coming straight, a little late for the bridesmating. Manoeuvrability is mediocs: the steering wheel has to turn to significant corners. Speed is limited by a pronounced understeer. The impression is that there are sharp breakdowns in slip and the same abrupt recuperation. For this reason, the way out of the slide show is not stable. The rear wheels are particularly short on the road, leading to an oversteer. The snow is going unwillingly and only without a thrashing. When manoeuvring the rear wheels, the front wheels are tickled. The asphalt goes smoothly, we noted only a lack of informative steering. The brakes on dry coating are the best. The wet brakes aren't the best, but it's still very good. I can't hear much noise. No vibration or shock. Fuel consumption at 60 km/h elevated, at 90 km/h on average. The growth of the thores and the pace of its growth are optimal. The novelty, which saw the light last year, continues the tradition of the previous model "ContiVinterViking 2", which "has opened an asymmetric tread for" Shipovok ". The best show is on "white" roads, weak on dry asphalt. On the ice very good dispersion and cross-coupler properties, secondary braking. On the snow braking is very good (better only for "Nokian" and "Pirelli"), the transverse clutch is even better, but the dispersal is only medium. The acceleration shall be allowed during acceleration. In direct, slightly skanking, require correction of course, a little is drawn towards the deep snow. It's good. The initial reactions are clear. A subtwisting curve is created on a pivot arc that allows you to write a twist. The sulls are not afraid. It's allowed to be boxing, but they prefer the forward movement. You get back out of trouble. The asphalt is more smooth than on the snowy road. In the readjustation of the direction to the driver, a clear, understandable "zero" helps. On dry asphalt, the brakes are weak on the same as "Kama" on the wet-middle. Tread in the snowy road. The vibration of the vibrations from the humps. The fuel consumption is increased at 60 km/h and at 90 km/h on average. The edges of the thorn are on the verge of being accepted, but the thorn is nevertheless very reliable. They were introduced in 2009, but have already undergone modernization: the rubber and thorn composition have been updated. Comparable with "Continental" to the balance of "white" and "black" roads (prefers the first). On the ice, it is very good (better than the "Cordiant" that has spikes), transverse-coupling properties mean, and the rundown is the best. In the snow the same is the same: Braking is very good, the average is held to the middle, and the better the better. The course on the snow-covered straight line is very good, the rudder is clear. Manoeuvrability: clear responses to any corners of the barrki. The behavior is strict, the machine is swindle into a turn with a slight helping steer. It can be trusted by the rudder or the discharge of the gas. The sulfates are not afraid, they overcome them confidently in any regime. On the asphalt direct, it is not very clear-the clear course here is hampered by the incoherent "zero", the great angles in the adjustment of the course and the briding of the rear axle. On the dry asphalt, the brakes are very weak (worse than "Cordant"), on the wet-slightly worse than the average. It's a lot of noise, they sound like a change of coverage. It's not pleasant to be in the shallow humps. Economical at any rate. The spike is on the verge of tolerance. In spite of this, they are very securely held in rubber. Established in 2009, it has since been sold. The only tires that are equipped with spiked leaders with the Germans are today's round-core round-core. The best balance of the coupling is on all coatings that can be found on the winter road. On the ice, the best cross-secting properties, the average acceleration and good braking. In the snow, the best dispersal, the average lateral clutch and the very decent braking. The efficiency of the acceleration is slightly reduced. The straight line goes straight, and there's a little bit of a scout roar on a heterogeneous surface, as though choosing to be caught, but it doesn't get lost in the course of the course. Manoeuvrability is good: clear reactions, quick execution, understandable behavior. On the arc of rotation, the speed is limited to the light drift of the front axle. The deep snow is overcome with confidence. Easily moved, obeisantly maneuvered, building confidence, firmly moving in reverse. The asphalt goes straight. The experts noted a barely noticeable propensity to make rear axles when the trajectory was changed. The brake secondary regardless of the state of the asphalt is dry or wet. It's only on the asphalt at high speed. Passes light bumps from high bumps. Economical at 90 km/h, 60 km/h better than average. The size of the thorpe step and the rate of growth of the projection do not allow to question their durability. The potential of tyres created in 2007 has not yet been fully realized. The modernization (the updating of the carcass, the rubber blend and the transition to the hexagonal spike) made it possible to show excellent results: none of the weak characteristics in the coupling properties. On the ice very good dispersal and lateral clutch, braking is not inferior to them. In the snow, the best braking and transverse properties and the acceleration of the average. The "white" line goes on straight. I liked the very clear and clear "zero." Manageability is unquestionable. Clear responses are combined with soft, cat behavior. The transition to slip and back is very smooth and predictable. There's an unfrightening move to the point. The deep snow is better at the back of the road, and if you get up, you touch it without thrashing. The asphalt straight goes straight, but when the course was adjusted, the experts noted the not quite clear "zero" and the light bridesmating of the rear axle. The brakes on both dry and wet surfaces. Tread and spike with a peak at a speed of 50 to 60 km/h. The jolt and the gray jolt from the middle of the hump is transmitted to the body and the gray. The fuel consumption is similar to "Michelin": economical at 90 km/h, at 60 km/h, the results are better than the average. After the crunch, the thorn steps are normal, but the increase of 0.2 mm during the tests is alarming for the longevity of the thorn. Three wheels lost ten grand during the test. Pirelli has already responded to our information about the lost spigot and has taken action. See: ZR, 2011, NO. 9. TABLES (all tables open in full size): Together with the author of the tyre, Anton ANANIEV, Vadim KURELEV, Yuri KURCHKIN, Evgeniy LARIN, Anton MishIN, Andrey EDUCU, Valery PAVLOV and Dmitry TESTON were tested. We would like to thank you for the technical support of the AVTOVAZ training facility, the Volgashinsky Company, as well as the bus companies, which have provided their products for the test.