A lot of people drive the Patricks, two of my friends moved to this SUV after the Niva and are very satisfied, especially in winter - the high ground clearance allows you to drive in deep snow and not bathe when parking in uncleared yards. It's almost autumn outside and very soon it will be time to change into winter tires.
And since our people are Russian)), the purchase of winter tires very often begins already in frosts. There is no time to choose and people just go to the store and take what the sellers advise them. Such an approach is not justified, since very often stores offer non-ice rubber that they need to sell. And therefore I decided to devote one article to the topic of choosing winter tires for the Patriot, or rather, I will make a selection in a suitable dimension, you can safely take any of the presented ones.
Tire sizes for stock Patriot
From the factory, Patras are equipped with an all-weather Kama 221 in size 235/70/R16, but the stock is still decent, so you can completely set larger sizes - 245/70/R16 and even with the 75th profile. Well, the size 225/75/R16 also fits, but this rubber is a little narrower than the 235th, but the profile is higher and it's better - the car goes softer and swallows pits and bumps. On the other hand, if you buy tires with a high profile, but it will be with a soft sidewall, then the car will float when changing lanes.
For winter, it is better to take narrower tires so that it bites into snow and ice more easily. It turns out that for the winter it would be optimal to put tires in the size 225/75/R16 on the stock Patriot. In this dimension, we will look at what good winter tires are in stores and how much it will cost.
Well, and another note - the Patriot car is big, heavy, and therefore the rubber will most often be with the SUV prefix. When choosing rubber, look at the load capacity so that under the weight of Patra, the rubber does not flatten more than necessary due to the weak sidewall.
Five worthy winter tires in Patriot size
Nokian Nordman 5 SUV
(In the photo UAZ Patriot on the fifth Nordman in size 245/70/R16)
The fifth Nordman from Nokian is an improved version of the fourth model, which has received a lot of positive feedback. Yes, and the 5th model only last year showed that it was not released in vain - a lot of people praise it. However, do not forget that the tires are budget and when compared with some Hakka, the choice can be made in favor of the Finns, but the price tag is 2 times higher there. And if you consider that in this dimension even budget tires cost under 5k per cylinder, then buying large Hakka is really expensive. Nokian Nordman 5 SUV in the size 225/75/R16 for autumn 2015 costs 6200 rubles per bottle (you can see it with a reinforced sidewall with the XL index). An excellent choice for winter, studded tires, so if you operate a car in a city where asphalt is paved all year round, it’s better to choose non-studded tires. What? See below.
Hankook I Pike RW11
(In the photo - again, Patr on this Korean Velcro)
Rubber without spikes - Velcro. The Korean company continues to win the hearts of motorists from Russia, releasing very high-quality goods at a fairly low price. Velcro Pike - according to Yandex Market, it has a rating of 4.5 out of 5 and under 50 reviews, most of them positive. According to Hankook, I myself can say that they know how to make rubber (I have been driving Dinapro for the third year all-season and I am very satisfied).
I Pike RW11 performs well in winter where there is deep snow, crust, rolled snowy road and, of course, bare asphalt. It is optimally suited for megacities that are cleaned and you have to drive mostly on asphalt. Patriot, on the other hand, is mainly used for mixing, and therefore this Velcro is also suitable - it digs deep snow remarkably, you can conquer swept fields. The price tag for a cylinder in our dimension is an average of 6,500 rubles.
Dunlop Grandtrek SJ6
Another Velcro, which is loved by the owners of urban crossovers such as Tiguan and Tuareg, in our city, literally every third owner of these cars drives this rubber in winter. There are no complaints about the quality here, I myself saw how the Tiguan behaves on this Velcro - there are no words, it’s just gorgeous and even on ice it’s excellent. Of course, it is quite suitable for the Patriot and the price tag for our size is normal - about 6400 rubles. There are also a lot of positive reviews, a fairly large tread, on which you can knead snow and comfortably ride around the city. An excellent clutch for large jeeps)) A lot of Patriot drivers have chosen this Velcro for themselves, a large selection of sizes has also become a plus, both in the direction of the tire width and in the direction of increasing the profile.
I found a video on YouTube - Patriot Pret on a snowy field on SJ6:
Continental Conti4x4IceContact
Another gorgeous studded tires from the German concern. It costs a little more - an average of 7,100 rubles, but it fully works out every ruble invested in the purchase. High test results confirm this. Studs with proper break-in hold up phenomenally, in contrast to more cheap rubber, where stud loss over the winter season can reach about 5-10 percent. Everything here is at the highest level - it digs snow very powerfully, the sidewall is strong, and the tire itself is soft, so it is very comfortable to ride in winter. If you have money for the Continental, be sure to take it. The epithets that drivers give are chic, magical, comfortable, definitely worth the money.
Nokian Hakkapeliitta LT2
Well, what is the rating of winter tires without Hakkapelita. Finnish developers know firsthand about winter tires and their knowledge is many times greater than that of Koreans, Germans and Japanese. Therefore, if there is money on the order of 8-9k for a cylinder for a Patriot, there is nothing to even think about. Hakka has always been top 3 in all winter tire tests for 10 years now and they should be trusted.
(In the photo - the latest LT2 on the Patriot in size 245/75/R16)
Video - Hakka LT2 in deep snowdrifts:
This LT2 model is a novelty, reviews on it are still few, but they are enthusiastic. But what you should pay attention to - its predecessor, the LT model - there are simply no words, just drooling - it digs super, the grip is excellent, braking is 6 points out of five)) In general, the most reliable and resistance to falling out of the spikes is simply phenomenal (of course as long as it is properly run in). So the second model will be no worse. I note that this tire is included in our rating because there is a size 225/75/R16. If you take a slightly wider or smaller profile, you can already look towards the very worthy Nokian Hakkapeliitta 7 SUV model. One way or another, the price tag for Hakku LT2 is 8700, for 7 Suv - 9800 per bottle. As you can see, the price tag bites very hard, however, as the lucky ones who bought Finnish tires say, you can ride it without problems for at least 5 seasons. The spikes are in place, the wear is slow, so the high price pays off with long operation.
We hope that the presented rating of winter tires for Patriot will help you in choosing. In addition to these five, there are 20 worthy models from other companies - the same Bridgestone Blizzak or Gislaved NordFrost weave. Look, choose, leave here your reviews about your winter "slippers".
It's no secret that most car enthusiasts consider studded tires to be the best choice for winter. Metal "claws" really have to bite into snow or ice better than the most advanced rubber lugs. But on clean asphalt, and there is plenty of it in megacities even in the snowiest winters, the metal does not behave like a fiver. It is known that spikes in this case increase the stopping distance. Therefore, when starting a comparative test of all-season and studded tires, the experts of the 4x4 All-Wheel Drive magazine immediately got out of the city, into the snow, to evaluate the behavior of rubber in truly winter conditions.
WHY COMPARE THEM?
A few words about how the idea of such a test arose. SUV owners are in a special position. As a rule, 4x4 cars are fitted with large tires, and they are quite expensive - not everyone can afford to have two sets of tires. Many people ask themselves: is studding really necessary if there are good all-weather tires with developed lugs? Maybe they will make a good alternative to spikes?
Arguing in this way, the journalists decided to compare the behavior of the car on two types of tires: Nokian Hakkapeliitta SUV 5 and Mickey Thompson Baja ATZ Plus. Everything is clear with the first ones - these are 100% winter tires, the second ones are designed for operation on all types of roads all year round, moderately aggressive tread allows you to leave the well-worn roads. Many will agree that it is a pity to send such versatile tires for several months into exile in the garage just because winter has come.
BY KNOWN
What roads will the driver find in winter? About clean asphalt was discussed above, and this option is not indicative. Here, a non-studded tire is better - and the grip is better, and the cabin is quieter, and there is less wear. Asphalt is dirty, that is, covered with snow porridge, of course, is of interest, but not fate - white rolled snow was waiting at the test site. But a test was planned for cross-country ability on frank virgin snow - at least once during the winter you are faced with the task of making your way through the snow. Tests on bare ice have not been carried out. The advantage of studs here is obvious, which everyone has repeatedly seen by participating in tests organized by tire manufacturers. It was decided that all races will be held on the same day. This decision turned out to be very correct, because the next weather changed: it froze, it began to snow. During the test, the air temperature ranged from 0 to -1°C, without precipitation.
To assess the directional stability, cones were placed on the site with a step of 12 meters. The speed of passing the distance, of course, decreased compared to what was observed here a couple of months ago on the pavement. An attempt to go through the "snake" faster than it is possible according to the conditions of adhesion of tires to the supporting surface, led to a banal drift of the car, and it simply flew out of the race - a failure.
"UA3OVODAM" NOTE
By the way, the test car was replaced: UAZ Patriot was used instead of LR Defender. Unlike the first all-wheel drive here is not permanent. I had to immediately connect the front axle, because on the rear drive the car turned across the course after passing the first cone - the task was not to be completed. Here it is appropriate to note one more circumstance, which is related not so much to the test itself, but to the car. "Uazovodam" it will be interesting. I must admit that this test was conceived for a long time, so the tires were taken without considering their installation on the Patriot. Dimension 265/70R16 is clearly too big, for it I had to get 8” wide discs with a reduced overhang compared to the regular one. Departure +10 made it possible to “attach” the wheels to the car, the gaps between the tires and the rear shock absorbers, as well as the steering knuckle lever, turned out to be quite sufficient. With the front wheels turned out, the distance to the fender liner is small, but no contact was noticed when the suspension was compressed.
The only thing, the large width of the tires plus the changed offset of the discs, led to a slight exit of the wheels beyond the dimensions of the wing extensions - the body gets dirty more actively when driving on a dirty road. Mickey Thompson turned out to be more than an inch, more solid in diameter - their dimension is 265 / 75R16 (265 / 70R16 was not found in the Mickey Thompson Baja ATZ Plus line). They also got on the standard UAZ Patriot, but this is really the limit: the distance to the front fender liner inspires fear, although I did not find any traces of contact even after driving over rough terrain. Let's return, however, directly to the test.
AMAZING CLOSE
Yes, the studded Nokian proved to be better on the winter "snake" than the Mickey Thompson, but the advantage is somewhat strange. On the one hand, subjective, it is easier and more comfortable to ride on spikes - the car does not blow away so much when laying turns around the cones. Tires with studs grip the snow better when sliding sideways than those without them. But, on the other hand, objectively, measurements of the speed and time of the exercise gave very similar results for both types of tires. It was expected that the difference would be more noticeable, given the obvious differences in the behavior of the car on winter cylinders and all-season.
Even more surprising was the braking test. There is still the same packed snow under the wheels, the speed at which the driver pressed the brake pedal to the floor (a car without ABS) is 40 km / h. Each time the braking took place on a new section of the pavement, because as soon as the wheels hit their previous track, the braking distance increased sharply. This is understandable: the rolled compressed snow approaches the ice in its grip properties, and the blocked wheels on it slide further. I was surprised by another fact: for some reason, the spikes did not become winners in this exercise! It would seem that the outcome was a foregone conclusion, but no. Real tests have shown that Mickey Thompson lugs cut into snow like metal studs.
Journalists were pretty discouraged by such results and decided to find at least some explanation for this on the Internet. Here is what we managed to find: “Replacing ordinary winter tires with studded ones when driving on packed snow and, especially, on ice, leads to an improvement in the dynamics, road holding and braking properties of the car. On rolled snow, the advantages of studs are not so noticeable: in some cases (warm weather, a thin layer of snow) they may not be at all, and on average, studs improve dynamic and braking properties by 2-3% when driving a car on a snowy road. This is in good agreement with the results obtained. The conditions indicated in parentheses in the above quotation are fully applicable to the test being carried out. A 2-3% improvement simply cannot be caught due to the measurement error. It is possible that in cold weather the picture will change: the tread of an ordinary tire will harden, its frictional properties will change for the worse - however, there are too many assumptions here, all this must be checked.
PASSABILITY TEST
Of course, there are many who need an SUV just to get to their dacha. Well, if you have a mansion in an elite village, where the road is regularly cleared, but if somewhere in the village? There is a good chance that in winter you will still have to wade through deep snow. Question: what tires will it work better on?
In search of an answer, the journalists went to the bank of the Canal. Moscow.
A short drive on asphalt was enough to appreciate the noise of the tires by ear. The Mickey Thompson is quieter, the Nokian's spikes click on the pavement, and a particularly furious, ominous chirring is heard when braking. However, there is something pleasant in it - you almost physically feel how the "claws" cling to the road. Personal impressions aside, objectively, studded tires are noisier, but there were no illusions about this, in fact.
On the way, the journalists came up with the idea to evaluate the accelerating dynamics of the car, driving into two strips of snow that a sparse suburban traffic stream passes between the wheels. It was decided to accelerate from standstill to 80 km/h and keep track of time. The difference shown by Mickey Thompson and Nokian can be attributed to the inaccuracy of measurements - another proof of the correctness of the conclusions.
And what about in the virgin snow? There was no way to get to the test slides in the dead of winter, so we limited ourselves to climbing on islands of untouched snow. The tire pressure was left at nominal, lowering the wheels is the privilege of advanced jeepers, and today we tested road tires designed for everyday driving and a driver who does not go off-road too often. For the serial "Patriot" a larger winter off-road is not necessary - and so it was far from always possible to overcome the problem area at a time. On American tires it turned out better and faster! Spikes in the snow with a depth of 30-40 cm, as experts have seen, are clearly losing. Nokian, unlike Mickey Thompson, “blurs”, and spikes in a loose snowy mess do not help much. But the sides of the MT, dissected by deep slots, cling well to the snow, the tire is self-cleaning - it is not difficult to feel the difference in the behavior of the car on two types of tires.
OPINION OF THE JOURNALISTS WHO CARRIED OUT THE TEST
“Realizing the responsibility that lies with us with the publication of the results of a comparative test of studded and non-studded tires, we nevertheless undertake to state that, based on our observations and measurements, on packed snow at temperatures close to zero, studs do not give a clear advantage. They better resist tire slip in the lateral direction, but when braking do not have a significant effect on the braking distance of the car. In deep snow, studded tires definitely do not behave as confidently as regular ones with a large tread pattern.
In no case do we urge everyone to completely abandon spikes! We evaluated the behavior of different tires in three exercises, driving off public roads and in climatically limited conditions, but the real winter operation is much more multifaceted. However, an all-season tire like the Mickey Thompson Baja ATZ Plus can be considered a good alternative to studded tires based on your driving experience, region of use and intended winter driving routes.”
OPINIONS OF MANUFACTURERS
Andrey Dudko, director of MT Russia: “The tested tires Mickey Thompson Baja ATZ Plus have the most road tread pattern in the MT line. However, they fall under the All Terrain type. The ATZ Plus tires have proven to be excellent all-season tires with a light off-road traction. Of course, you can’t go far into the swamps on them, but on the pavement you feel very comfortable. A huge advantage of these tires is the rubber composition used in their manufacture. Although this tire comparison test was conducted in mild winter weather, Mickey Thompson tires are known to not tan even at temperatures as low as -45°C, thus maintaining high tire grip characteristics. The specialists of the ARB-Krasnoyarsk tuning center made sure that this is the case, equipping the SUVs they are preparing with Mickey Thompson tires.
Despite all the above, when I learned that the magazine would compare tires with studded Hakkapeliitta, I was surprised, since this Finnish rubber is “sharpened” exclusively for winter. The results could have been exactly the opposite, but this did not happen. Seeing the test results, I was sincerely happy for the American products that we represent in Russia. Mickey Thompson Baja ATZ Plus and Nokian Hakkapeliitta SUV 5 performed almost all head-to-head exercises, and when tested on virgin snow, the ATZ Plus proved to be very worthy, better than spikes. So much for All Terrain - the test clearly proved that these tires can be safely used not only on the road.
Oleksandr Parkhomchuk, Technical Specialist at Nokian Tires: “Thank you for the tests, it turned out very interesting and non-standard.
In addition, I would like to note that winter is multifaceted, and it is characterized by a very wide temperature range: you have to travel in both thaw and frost. Therefore, for a correct, full-fledged comparison of tires, we would recommend testing not only at temperatures from 0 - 1 ° C, but also in colder weather. It must be taken into account that during the winter the driver will definitely encounter an icy road, so we think that the performance of tires on ice should also be taken into account. From our point of view, the driver must be confident in the safety of their tires throughout the winter (from late autumn to spring) and throughout the life of the tires.
It is also worth noting that the test involved tires of various sizes and for various purposes (tires for city SUVs and off-road tires), this does not allow collecting pure quantitative data. Nevertheless, the conclusions and opinions of the 4x4 All Wheel Drive, of course, have the right to exist.
Rubber on UAZ is a very dreary and extensive topic, which I have not touched on yet. Today we will try to understand this complex issue. Regarding rubber, there are a couple of good articles, including on the site http://www.uazbuka.ru. I decided to compose the material from there and present it in a more convenient form. So…
“These guys need to get to more important places than you. Save your tires. Check your tires IMMEDIATELY."
The first article talks about "foreign" tires on UAZ 🙂
"Inomaroshnaya" tires on UAZ
Only tires of the Mud Terrain class are able to inspire boundless confidence to the off-road owner.
These tires are originally designed to overcome the most difficult off-road areas, although they are not forbidden to ride on ordinary roads. Efficiency when driving on a variety of types of soil, sufficient traction to overcome mud and ford, "puncture resistance", durability and movement at any inflation pressure - this is what avid hunters and fishermen, as well as off-road riders love Mud Terrain tires. 
BF Goodrich Radial Mud Terrain T/A Tires.
Radial tubeless tire with triple protective polymer cord. It has a developed and balanced set of off-road qualities and for many jeepers serves as a kind of benchmark for comparison. Mud Terrain T / A is hardy (mileage under normal road conditions can reach 40-50 thousand km) and is available in a wide range (nine sizes for 15-inch wheels, 6 sizes for 16, two for 16.5).
Cooper Discoverer ST. An off-road tire of a well-known and popular brand in America. In terms of individual off-road qualities, it is inferior to the previous one, but more versatile. It loses a little in strength and endurance, but it is cheaper (however, if we again take into account prices in the USA). It is also produced in a very wide range (10 sizes for 15-inch wheels, 13 by 16, 3 by 16.5, there are even sizes for 17 and 14-inch wheels).
Tires General Tire Grabber MT.
This tire is produced by the Continental group of companies. It has proven itself well on sandy roads (the ratio of the “checkered” area to the depth of the grooves is optimal), copes well with mud (self-cleaning tread) and is not afraid of rocky roads (new heavy-duty rubber compound). Noisy on asphalt. It is produced so far only in the six most popular "jeeper" sizes.
Goodyear Wrangler MT/R. As soon as it appeared, this novelty was immediately called by experts "a new word in a dirty business." It has gigantic grip in the mud, works great low, and is comfortable on the road. Goodyear has incorporated the very best technological advances into the MT/R (silicone rubber compound, polymer 3-ply sidewall, reinforced puncture protection, a special cord construction that forms an impressive footprint) and has therefore categorized it as nothing less than a State-of-the-Art things (well, it's kind of like "the best is not necessary").
Mickey Thompson Baja CLAW Radial Tires.
Another novelty. Aggressive appearance provokes the same style of overcoming off-road. Powerful oblique mud evacuation ditches in the tread allow you to attack deep mud literally from a raid without the risk of “floating” and loss of inertia, and an elastic rubber compound and a strong cord provide the tire with patency on stone and cobblestones. The tire is not cheap and is only available in 4 sizes so far.
Tires for UAZ Pirelli Scorpion MUD.
Even such a “peaceful”-looking tire as this one contains all the huge sports and technological experience that Pirelli has acquired in international rally raids. Scorpion MUD behaves well on soft soils, copes well with slippery roads, and on ordinary concrete or asphalt it goes comfortably and without unnecessary noise, maintaining good directional stability even at a high speed for an SUV (130-140 km / h).
Table of "our" tires on UAZ
* The size of the regular disk for models 3151* and wagon layout models 6.00JxR15 PSD 5×139.7 ET 22 c.o.108
* OEM wheel size for 316 models* 6.00JxR16 PSD 5×139.7
| Model | Outdoor diameter, mm | Profile width, mm | Max. speed, km/h | Weight, kg, no more | Disc*(recommended/ | Note | |
| 15" | |||||||
| I-192(8.40-15) | 791 | 218 | 775 | 110 | 26 | 6L | Established military, Kam, Raised. etc. |
| I-409 (215/90R15C) | 780 | 221 | 1060/1000 | 120 (140) | 24 | 6L(6J) | Kam, Raise etc. |
| I-245-1 (215/90-15C) | 777 | 218 | 775 | 110 | 22 | 6L(6J) | Established citizen, Kam, Diag., Univ., 2.6 atm |
| YAI-357A (215/90R15C) | 777 | 221 | 1060/1000 | 120 (140) | 22 | 6L(6J) | Kam, Rad., Univ. |
| K-142 (215/90-15C) | — | — | — | 110 | 22 | 8.40-15 | increase we pass. |
| I-563 (265/75R15) | 776 | 274 | 1120 | 150 | 25 | 8J (7J, 7 1/2J, 81/2J, 9J) | B / c, increased. we pass. |
| Ya-471 (31/10.5R15LT) | 772 | 274 | 1030 | 180 | 23 | 7J (8J, 71/2J, 8J, 81/2J, 9J), Gets up on the "relatives" |
Shir. 274 mm, B/c+Cam, Univ. |
| I-560 (265/75R15) | 772 | 274 | 1120 | 180 | 23 | 8J (7J, 7 1/2J, 81/2J, 9J) | B / c, road. |
| VI-12 (225/85R15C) | 768 | — | 950 | 150 | — | 6.5J-15 (6J-15.6L-15) | B / c or Kam, All-season., Rad. |
| I-502 (225/85R15C) | 768 | 228 | 950 | 150 | 16.6 (without stones) | 6.5J; 6J; 6L | Rad., Univ. |
| I-520 (235/75R15) | 742 | 234 | 925 | 180 | 17.5 (without stones) | 6 1/2J (6J, 6L,7J, 8J) | Rad., Univ., B/C |
| I-506 (235/75R15) | 742 | — | 925 | 180 | — | 6.5J; 6J; 6L | Poss. set spikes. |
| Taganka (225/85R15) | — | — | — | — | — | — | Glad., univ. |
| I-569 (235/75R15) | 738 | 235 | 925 | 160 | 20 | 6 1/2J (6J, 7J,7 1/2J, 8J) | |
| I-555 (235/75R15) | 733 | 235 | 925 | 180 | 21 | 6 1/2J (6J, 7J,7 1/2J, 8J) | B/c, Univ. |
| Bel-24 (235/75R15) | 733 | 235 | 925 | 190 | — | 7J (7 1/2J, 6J) | B/c, Univ. |
| K-171 Bystrica-2(235/75R15) | — | — | — | 180 | 17 | 6 1/2J (6J, 7J,7 1/2J, 8J) | — |
| 16" | |||||||
| O-105 (235R16) | 778 | 238 | 1090 | 160 | 19,5 | 6 1/2 J(6J, 6L) | Jeep vehicles. |
| Ya-357-1A (215/85R16C) | 777 | — | — | 120 (150) | 22 | — | Cam, Univ. |
| I-248 (6.50-16C) | 760 | 180 | 650 | 94 | 22 | 4.50E | Kam, Univ., GAZ-69 |
| I-287 (245/70R16) | 756 | — | 1120 | 180 | — | 7J | Poss. set spikes |
| I-288 (215/80R16C) | 755 | 218 | 1060 | — | 16.2 (no stones) | 6J | Kam., off-road |
| I-289 (215/80R16C) | 755 | 218 | 1060 | — | 16.7 (without stones) | 6J | Kam., Univ. |
| Ya-435A (225/75R16) | 750 | 223 | 875 | 150 | 20 | 6J(6 1/2J, 7J) | Kam, Univ.protektor |
| I-484 (215/75R16) | 728 | 216 | 975 | 180 | 20 | 6J (5 1/2J, 6 1/2J, 7J) | B/c, Univ., UAZ-2765 "Minivan" |
| K-153 (225/75R16С) | — | — | 900 or 1000 | 160 | 18 | 6.0 (6.5;7.0;7.5)Jx16 | All-weather, possible mouth spikes |
| K-155 (225/75R16С) | — | — | 900 or 1000 | 180 | 18 | 6.0 (6.5;7.0;7.5)Jx16 | All season |
| K-139 (195/R16C) | — | — | 850 or 900 | 120 | 17 | 5.5(5.0;6.0)Jx16 | Raise pass., Gazelle |
| K-151 (225/R16C) | — | — | 1400 or 1450 | 140 | 22,5 | 6.5(6.0;7.0)Jx16 | Raise pass., Goby, UAZ-316 |
Tires for UAZ YAI-357A
YAI-357 is a radial version of the UAZ non-military rubber Y-245. Accordingly, off-road should behave the same, but a little better at highway speeds.
I bought a UAZ with this rubber, I left for more than a year. I think that this is a good radial model, good in winter and summer. I do not want to switch to another model of rubber, and I will continue to buy only it.
YAI-357 (215-90R15) from Yaroslavl - similar in design to a diagonal one, but much softer. The car confidently goes through the mud, has, in my opinion, good directional stability. For sand and loose soil, the tire, perhaps, is not very suitable. Since we have more mud than sand, I recommend this rubber to those who live in the countryside or often go to the country.
Mud tires for UAZ Ya-358
Tire size 11.2-16; Purpose: front drive axle MTZ-82N; Load index 1050; Speed index A6(30); Outer diameter, mm 895; Profile width, mm 290; Weight, kg 44
Tractor tyres. They are driven by mini tractors 16-7.5, it’s like 31 ″ exists and 16-9.5 i.e. 35 ″, but once again - this is a terrible shortage of the most massive tractors - Chinese, their rubber is g ..., solid soot, they die at once
From the stories, on it, it’s just super in the mud (it doesn’t happen super), but it cuts through the swamp and begins to dig in at breakneck speed.
Produced by the Volzhsky Tire Plant (VlShZ), OJSC Voltyre, Volgograd Region, Volzhsky.
Low-profile, diagonal tire Ф-201 (10.0/75-15.3) is designed for the universal small-sized machine MKSM-800, which performs lifting and transport operations in quarries and mines. The low profile and non-directional traction pattern provide high flotation in both forward and reverse in off-road conditions, on snowy roads and on deformable surfaces, high directional stability and grip of the tire with the road. The maximum load on the tire (depending on the ply rating) is from 1120 to 1695 kgf, weight - 30 kg, maximum speed - 30 km / h.
About the F-201 tire, a brief history:
For a long time I drove on Y-409 tires and had a good example of the operation of Y-192. Trips through swampy areas have shown that both tires are narrow and heavy. UAZ fails. After driving on clay and snow tracks behind lifted Land Rovers, Land Cruisers and Jeeps, it turned out that a standard UAZ with military axles on standard wheels rides just as well. Therefore, I decided to find tires wide and with a standard outer diameter.
The “Goodrich” option is eliminated for a number of reasons:
-expensive
-relatively weak sidewalls (quite frequent punctures)
-large diameter in relation to tire width (not suitable for my driving style)
The option "tractor Christmas tree" of the Yaroslavl or Belarusian plant is no longer available for the following reasons:
- weighs a lot
- too large diameter (overloading of units, poor dynamics of acceleration and deceleration)
From the operation of my UAZ in difficult conditions, the following requirements were determined that the tire must meet:
-reasonable price
- have developed lugs (type I-192)
- have a standard dia. with a large width (from 250 mm.)
- weight should be no more than the standard
- strong boards
The search led to the following models TVL-3, VL-30, F-201. The following dimensions: 10/75/15.3 and 11.5/80/15.3 Tread: "Christmas tree", analogue of Ya-192
The choice fell on the F-201, an analogue of the I-192, size. 10/75/15.3.
I liked the tire because it has an outer diameter. 780 mm. with a width of 10 inches (almost 250 mm.). The weight is not much more than the standard (own feelings experienced during tire fitting). The middle part of the tread is similar to the Ya-192, and the side part is like a Christmas tree.
Fears caused landing dia. 15.3 (UAZ for 15).
There were the following ideas for installing such tires:
- put a cut camera, like on trucks.
-when expanding disks (according to the principle of 2 one), install hoops.
-put discs from the appropriate equipment with re-drilling the holes for the bolts and the hub. (8-9 inch wheels are needed)
- put on standard disks (for testing)
I went along the simple path "installation on UAZ disks." Tire fitting had to be done by two, due to the large width of the tire with fairly rigid sides and a narrow disk. During tire fitting, we got the impression that our designers saved on matrices under 15.3, but simply put a stamp on the sidewall. The tire was pumped up to 2 atm. Due to the narrow disc, the tread is located in an arc (when viewed from the “end face”). I put all the wheels on the UAZ with military bridges and fender liner. We look. The rear wheels do not touch anywhere, the front ones too. We make marks. Go. On asphalt, you can drive up to 80 km / h, but for a short time (lack of balancing and narrow wheels). After running on a road 120 km long at an average speed of 60 km/h. the tire is hot enough (causes concern) The tires are quite hard and all the flaws of the asphalt road make themselves felt on the steering wheel. After intense acceleration and braking on the "skid" we look at the marks - everything is in place. Release the pressure to 1.2 atm. The car started to run much smoother. Continue onto the country road. Vibration from the wheels disappeared, you can go fast enough. On clay, the tire goes perfectly, it doesn’t get washed out, it became possible to quickly accelerate and slow down. This allows me to move in a style close to the rally. We're going down a deep rut. The car strikes bridges and razdatkoy, but goes. We are trying to get out of the rut in full drive. Steering wheel to the left, uiiiiii! The car rose slightly, but continued to move in a straight line. Now to the swing. Went in the third time. I'm trying the option of leaving the track without the front axle. The attempt was successful the first time. Further four-wheel drive and in front. Looking for a place to get stuck. Aha!!! Ready. Let's try it out. Super!!! After I-409, there is a feeling that the car "has grown claws." The machine is perfectly amenable to buildup, while the buildup process is clearly controlled. On the sand, everything is “the way”. The process of "digging" is always under control. Unfortunately, it was not possible to ride through the swampy area. We look at the marks - they are again in place. The next step is to convert the disks. I suppose, thereby getting rid of the beating of the wheels and increasing the contact patch.
Rubber I-502
I installed the Nizhnekamsk I-502. Of the FOUR wheels, TWO were balanced (an imbalance of 500 g with kopecks). I put it on alloy wheels with a star shape and offset ET = 0 (wheels from the city of Kamensk-Uralsky "Vicom" five-pointed star). As a result, I received the following. The mass of native rubber with a disk of 33 kg became 25 kg, the wheel felt better by 8 kg. Total 8 kg x 4 = 32 kg. The creaking of the front pads is a thing of the past, apparently due to the fact that cooling has improved. Dynamics began to appear during acceleration and movement (wheels are lighter). Due to the smaller overhang, the track has increased i.e. cornering stability (not tilting so much), as well as handling (no need to steer). Virtually no fatigue during long trips. There is practically no goat and it has become softer ... I advise, I like it.
They hold the road tightly, they don’t fall into the skid, like “relatives”. In the last snow and ice on the country road behaved normally. I dragged more than 50 km of UAZ with a jammed engine, dragged it, my dear, even on a completely icy hill. On the road, soft and not noisy. I keep the pressure 2.5 - 3.
In my opinion - 502 is what you need. The diameter is sufficient, soft (with such a suspension it is important), the pattern is sufficient for dirt, and at the same time it is good on the track.
It works fine everywhere, except for wet clay - it licks at the moment, the self-cleaning of the tread is 0.
Rubber I-502, although it did not give reason to doubt the patency of the UAZ, but directional stability on clay - well, no.
502 behaves just fine on a winter road, although it doesn’t like virgin snow very much. [Cuirassier]
For official needs, I looked for 2 sets, conclusions:
1. Weak sidewalls - cut to tear at max.
2. It is washed out both on clay and on simply damp arable land (fertile lands, but not black soil).
3. Diameter for ed. small bridges.
4. Ground clearance drops even in comparison with the standard.
5. There are no special advantages in winter. [Moose zip]
I-502 (225-85R15) - developed by NIISHP, produced at Nizhnekamskshina - a little wider than YaI-357, and the car runs even softer on it. In the mud, this tire does not work well - it immediately clogs and does not self-clean, like the YaI-357. Course stability is also worse with it, but if you get into a skid, it pulls the car much more readily when gas is applied. And on a hard, wet surface, the 502nd behaves better than the 357th. I think that the I-502 is suitable for those who drive all year round, but it’s probably not worth arranging the Camel Trophy on it.
I set it to 3160 almost immediately after buying it. The difference between the standard and the 520th is striking. The car practically stopped scouring, became softer, more dynamic (although the latter is most likely due to the more fluid alloy wheels). True, balancing is a problem. The imbalance of some wheels reached 300 gr. The tires have already passed about 24 thousand km. On asphalt, incl. and on the wet, on the sand behaves with dignity. There are no cameras. The pressure keeps perfectly - for all the time I corrected once no more than 0.2. In short, the impressions are good. [Siberian]
520 (Pilgrim) has a size of 235-75 R15, actually - 29 inches. The car on it goes "like clockwork", more precisely - "like on rails" - excellent handling and no yaw. And on completely regular rusty disks. The car runs very smoothly. Weights - 2-3 pcs. on the wheel. Pressure (tubeless): has not dropped at all in 9 months! About off-road qualities: I and Andrey (The Beast) were in Tver on the "Off-Road Expedition" in the second (medium in complexity) group. But I still had to go on the most difficult route. Andrey has portal bridges, and I have collective-farm bridges and without blockages. But I got stuck only when I sat down on both of these same collective-farm bridges. So I will change this gum only for a trophy 33 inch. [Radomyrich]
To self-cleaning in the mud, no actions on the part of the I-520 tire itself seemed to be noticed :). But at the same time it rides! Three times in the mud knocked out the low gear to neutral, and in the most ambush places. But I turned it on - and went! - Where Vitaliy went on I-192, I went there on I-520). I repeat once again - I got stuck on the I-520 only after thoroughly sitting on both bridges. But never because of the slippage of tires clogged with mud. Once again - the tire diameter is 29 inches, for the Ya-471 - 30.4. That is, the ground clearance will be more than one and a half centimeters. A lot or a little is up to you to decide.
By the way, chains on the I-520 are much easier to find. On I-471, they may have to be finalized.
About city driving. No noise (they actually exist, of course, but the transmission and other pieces of iron block them), no vibrations. Manageability is excellent. The last 200 km from Tver to St. Petersburg were driven with Misha and Shurik at least 110 km/h. I really wanted to go home :). The tires behaved at the same time aatlichno.
dry residue. Still, the I-520 is a city tire, on which you can safely get out into nature. I-471 is a universal tire (but not for raids, of course). Very normal. But it seems to me that it makes sense to also put it on good 8-inch wheels with no more than zero overhang. Then it will be possible to feel all its charm and will not touch the suspension. [Radomirych]
Soft, quiet, very stable rubber. The diameter is actually an inch smaller than that of the 502 and regular ones. But this is such nonsense compared to the comfort and sense of confidence on the road that these tires give.
About off-road. Of course it's not for him. But on a couple of rides (one of them Lesnoye-2000), the tires showed the following:
- on soft ground, where the I-192 falls through in one and a half passes, the I-520 can be driven back and forth 20 times (pulling stuck nivovodov).
- compared to other road tires for UAZ vehicles of this class and size, incl. and regular 245 and 357, I-520 is the best off-road in terms of cross-country ability.
- compared to 502, he landed only where he landed on collective-farm bridges. And THE BEAST with Andrey and Ira was on military bridges and on 502. I didn’t sit on the bridges much, therefore I didn’t really get stuck either.
Rims are way too wide. For the I-520, 7″ wheels are better. But the car, on the other hand, will drive 8″ more stable on the highway and rollover. [Radomyrych]
Well, yes, small diameter and weak sidewalls. He sat down with bridges in a rut, along which an UAZ had previously passed on standard tires. The sidewall was torn by running tangentially onto the curb. On the pavement - great, on a standard one it would throw in a random direction when braking, after replacing it with a pilgrim, everything returned to normal. It goes well in the snow, compared to the regular one, the same snowdrift pushes through less. In general, I liked it in the mud, the tread is even better than 471, it is less washed out. True, I compared when 471 was standing on a trooper, maybe it wasn’t about rubber there 🙂
Tires for UAZ I-506
In the longitudinal direction it clings super, slows down and rows perfectly on any snow. It cleans well - I tried it in the mud during a thaw. The cons are:
- in the transverse direction it holds rather weakly - I somehow could not get out of the side of the road. The slope was 20 degrees and there was quite a lot of snow;
- harsh. Not fatal;
- it is small, only about 29 inches.
By the way, I have already tested it in the mud. The feeling is very good - the pattern is large, with a good distance between the blocks. It is cleaned very well, only on dry soil small drainage grooves are clogged, but this is not scary. In the mud with a depth of 30 cm, which the UAZs on YaI-357 went around, he drove without any problems and still dragged a chisel behind him.
It also holds well on dry, loose soil - it’s nice to climb ravines. There are problems on deep dry sand - it was felt that the car was slipping - apparently, it was too narrow and toothy for sand, so it’s better to take Ya-471 for sand, I guess.
I-471 (31x10.5 inches) appeared recently. This tubeless tire from Yaroslavl, perhaps, has absorbed the advantages of the two previous models (YaI-357 and I-502): the car runs very smoothly on it, the asphalt joints are simply swallowed. The directional stability is better than on other tires, and thanks to the "evil" pattern, the cross-country ability will satisfy many. And what a combat look the UAZ acquires! Frankly, for a long time I doubted whether to install these tires. It seems to be clear from the textbooks that a wide tire should be inferior to a narrow one in terms of cross-country ability. But, having traveled on the I-471, I can confidently say that it surpasses the previous two. True, it needs wheels wider than regular ones for tubeless tires.
Frequently Asked Questions for I-471:
1. Whether to be put on native disks? - YES!
2. Whether to be put on the camera? - YES!
3. Is the option possible with both? (on regular disks with a camera)
— On regular disks only with a camera. On domestic forged for UAZ it is possible without a camera. [OlegM]
4. Do I need to lift the car? - On a spring suspension, you can not lift
On an unloaded car, with civilian bridges, I have 3 centimeters to the fender liner.
Impressions of I 471 at speed:
Yesterday, returning from the hacienda, I rode a bit with a slipper on the floor and was pleasantly surprised by the behavior of the car. On the "native" YAI 357 at speeds above 110-120, the car began to "fidget". And now - that 130, that 80 - the behavior is the same - it goes and goes. Moreover, since I haven't changed anything except for rubber - this is clearly her merit. [Chief]
In the summer on asphalt, I think 471 is ideal for UAZ, but in winter there is simply no.
A few nuances about I-471:
1. Hard to balance. I have forged wheels, so the weights take up about a sixth of the length of the wheel rim
2. Despite the fact that many people put on wheels of standard width, that is, 6 inches, and they seem to drive without problems, this is not correct, since the rim of the disk should be 70-75 percent of the width of the rubber. That is, for I-471 MINIMUM 7 inches. I have eight inches. Departure is nil.
3. My car is almost new. At first, the rubber did not cling to the outer part of the arches, but, apparently, the springs sagged and began to hurt a little. It is necessary either to bend the arches inward a little, more precisely, their internal flanging, or to lift a little. If there are wheel arch liners - then only. You can still just cut the wings a little bit, but this is not for everyone. Or a professional 🙂
4. I-471 behaves amazingly on asphalt, sand, not very blurry primer. It's hard to dig into it. [Jedi]
Of course, it doesn’t obey the grazi, but I don’t remember much enthusiasm for the I-357 either ... In principle, I even drove it uphill on wet clay ruts (of course, with a front end) and even started off on the rise. Although, probably in critical conditions on a tractor track after an avalanche, it can fail. It's just that in my practice, critical conditions are more common on the highway (for example, rain or bitumen) and on slopes, where an extra centimeter of track will not hurt. In short, this rubber is not for the trial, but for the normal life of the layman.
I ride the I-471 all year round. The wheels are standard. It’s great in the summer, I didn’t look for any special dirt, but in the fall I got it once. When it's not very deep it rides fine. BUT I didn’t storm big mud.
Winter sucks, especially on ice. Snow slightly compacted normally. I rode a lot on the crossroads, if it’s firmly under the wheels, then it rides great. There is an observation that you have to steer a little more intensively, this is on standard disks. Or maybe it's a glitch. In my opinion, the wheels should not be pumped more than 2 points. In general, I'm happy with the tires. I'm thinking of converting stock rims to 8" rims. [Running Turtle]
I-471 lowered to 0.5 rushing through the snow as you like, and in which case it allows you to turn back. Proven in practice many times. Runs rough with more pressure
Tires for UAZ Ya-569
CJSC "TSARM" (St. Petersburg) tested new tires Ya-569, which have proven themselves positively and have a pattern for off-road vehicles. UAZ on such tires won 1st place ("Turboded") in the rally-raid "Polygon-2000".[TsARM]
The rubber is good, the tread is evil, it cleans up normally, one big minus is that it is only about 30 inches, it is low. She has a width of 235, dear. On the road with it, the car is better than with the standard one. So for an amateur, in general. And on the I-471 highway, it’s definitely better, 569 is noisy and the gasoline engine eats well.
"Taganka"
It stood like this. Nothing particularly good: 1. small diameter; 2. the tread is only for asphalt - it even slips on the grass; (((In my opinion, you shouldn’t mess with this one - take the I-502 - this is a kind of “optimum for the people”;))) Lekha47rus
Enough for less than a year, the screw went all. Unfortunately, MSHZ has not yet learned how to make reusable rubber. And so all is well. [Ivanushka]
Rubber for UAZ Ya-192
In the mud - like a tank. On the highway - worse than a tank, in the sense that until you get to the mud, it will shake all the insides.
I tried to compare I-502 and I-192 in deep snow. It was done like this: on the I-502 I go to a certain place and ride there until I completely burrow. At the same time, I try not to bring all this to the state of a tank training ground. Then, I go and quickly change the wheels. I’m going there again and again trying to ride on specially left strips of untouched snow, parallel to the previous ruts. Conclusion: I-192 is better, but not by much.
In the snow, where I drove on a worn-out 357, the 192nd falls through, digs and sits. A meter forward, a meter back more or less. You roll - you go. Blowing is useless. Vopschem tired of sex and I put on chains: 0)) Itit, much better, but damn narrow tires outrageously. One hell fails. On the highway, a grinder and a hand massager, despite the power steering. On the road at 90 km / h, you will sweat the car. Throws from side to side. I ran into a cigarette butt for 5 minutes, it shakes and you catch the road: 0)) It’s better not to go out on the ice at all, it’s useless to slow down, it’s useless to steer. Almost demolished the chisel: 0) In the morning it was -10 The wheels warmed up 15km: 0) And the good thing about this rubber is just the diameter of the wheel and driving on slush.
Tires for UAZ Ya-409
I drive the I-409 year and through the swamp and through the city ... and through the snow. It's just great in the snow, not bad on the ice. I don’t drive slowly on asphalt, at 140 (if you don’t talk much with the wheel ...) Radial rubber. But in the Zvenigorodsky quarry, I got stuck in a puddle of clay, but I think there was nothing to do there and on the Ya-192. [Kolka]
I have had I-409 for 2 years now. It justified itself only as a winter one, at summer rallies and trophies are not cleared through the mud at all. At the summer competitions in the autocross, everyone made me who was on the I-192.
In the mud, what she was offered, she succeeded easily. Howling on the highway is not weak, but tolerable, well-controlled. [timosha]
On ice, of course, g ... oh! It’s great on packed snow - normal directional stability, maneuverability like on a dry road, in deep snow (up to 40-50 cm) it confidently rushes due to the high profile, but it sways like on a boat. It is cleared normally, even in wet clay. I don't regret one bit. Although it is harsh compared to other tires. I keep the pressure 1.8 - 1.9.
Now I don’t even want to put 502 back, although there are 4 wheels. I intended to put 409 only for dirt, but now I don’t take it off. But it really digs in one fell swoop, I had it in sand and gravel. You famously accelerate the rear axle and sit, but as a rule, turning on the front end fixes everything. Another tip for balancing. When they balance, ask them not to rush to hang a bunch of loads at once, let them spin the tire on the disk. This allowed me to halve the weight of the cargo.
Test report I-409:
Not tested only in the swamp and in deep snow.
Before that, I went to 245, and then to 502.
Viscous mud after rain does not self-clean at all (although we still need to figure out what is invested in this concept), the rollers are obtained, like in 245, only wider, but the car goes, although it scours to the sides, but it confidently climbs into the rise, where there were 245 problems (there was a case to compare, we drove two cars).
GOOD dirt, after a good rain — allows you to ride on one rear-wheel drive, it was not possible to land even once. Even if you rest against the bridges and roll back for a long time in front, or you make your way forward or on your own back, it doesn’t burrow like 192. I’m very pleased with the ability to get out of the rut and not fall back from the curb, it keeps side sliding well on slopes.
Clay - the tread clogs, but extrudes clay perfectly. This weekend (6 people, 2 dogs, a full trunk) I got up on a clay slope of 30 degrees and only then realized that I was driving on the rear axle. He turned on the front end and climbed into the tightness on the second low one. At 502, I would not have twitched there.
Golimy rolled ice - I was driving on a rear-wheel drive without showing off, the car behaves quite predictably, it starts and slows down normally.
Snow porridge with loose ice - no questions asked, it goes like on asphalt.
Just asphalt (dry, wet, it doesn't matter) - harder than 502 (although I keep 3 atmospheres), a little noisier - but not so much to feel discomfort. Accelerated to not up to .... I don’t know how much, the speedometer was over 120 on the tachometer 4000 rpm on gr / bridges normally, the car does not scour.
Well balanced only two wheels (up to 100 grams per side), and two (up to 250 grams per side). In short, I am satisfied, if I change when, then for some new one or for 33 ". These are my personal conclusions, as you know, which I made for myself in half a year of operation. Dashed over 10,000 km, noticeable wear only on the front wheels from the outside. As I understand it, this is a disease of most UAZs, plus fast cornering.
Noise level - with the windows closed, rubber is generally inaudible, regardless of speed and coverage.
Holds the road well. I repeatedly tried to let go of the steering wheel at a speed of 80-90 km / h - the car rushes like a tank (it just doesn’t wag directly).
Fuel consumption (mine is 126 carbs)
In summer - 12.5 liters on the highway (avg. speed 80 km / h), 14.5 - in the city, naturally when driving with one bridge included.
In winter, on two bridges, the consumption does not exceed 18 l / 100 km.
Patency:
Sand - very confident, at any load;
Snow — I rolled across the field with a snow depth of up to 40 cm — I felt quite comfortable.
Clay (loam) - rides until you sit on the bridges, then - well ... :-).
Ice: it is better to get under way on two bridges, to slow down - it is possible with one switched on.
Of the negative points - one: the problem is to get out of the rut, the side lugs are very weak.
Conclusion: for everyday use in urban environments and not very serious off-road, I recommend paying attention to it. Well, it’s better to climb into d..mo naturally on more eminent brethren. [Mamaiashvili Sergey Valerievich]
"Cars UAZ-3151, UAZ-31512, UAZ-41514 and their modifications" (operating manual RE 05808600-060.96)
The pressure is indicated in MPa (kgf/m2). The pressure test is carried out on cold rubber.
For fans of improvements, a video on how to make cuts in rubber on a UAZ:
