Which tires are better suited for the Russian winter - studded or friction? Many Russian motorists have the opinion that spiked tires are indispensable on snow or ice, but dangerous on clean asphalt, but Velcro is necessary when you move mainly on city roads cleared of snow. But both judgments are erroneous, which proves the modern "rubber".
If everything is clear with studded tires, then an educational program on friction options will not be superfluous.
"Velcro" are divided into two types- "Arctic" (aka Scandinavian) and "European". The former, in terms of their characteristics, are focused on use in harsh winter conditions, while the latter are suitable for warm regions where the air temperature is kept in the near-zero zone.
Distinguishing between "European" and "Arctic" wheels is quite simple, you should know only a few rules:
- "Scandinavians" have many small slots, lamellas, soft tread and angular edges,
- and the “Europeans” have a tougher tread (even to the touch) and a more rounded shape.
More precisely, different types of Velcro can be distinguished by the speed index - tires for warm regions are designated by the letters "H" and "V" (210 and 240 km / h, respectively), and "severe" options are less speedy and carry the indices "Q", " R" and "T" (160, 170 and 190 km/h).
On Russian roads, "Arctic" tires are more common, so we will talk about them.
And the first question is - how do the "studs" and "Velcro" behave when braking from a speed of 80 km / h on wet asphalt? And here, to the surprise of many motorists, studded and friction tires perform about the same: the spread of results is not very noticeable.
And when passing the exercise called “elk test” on dry pavement, the results turned out to be similar: both “toothy” wheels and “Velcro” coped with it at a similar speed.
But when braking on a dry surface, the situation changes somewhat - friction tires spend a noticeably shorter distance to stop than the “spikes”.
One conclusion can be drawn: modern studded tires are not much inferior to Velcro on asphalt, so it’s impossible to say with certainty which category of “rubber” is preferable on this surface.
But on snow tests, friction tires showed unexpectedly good results, ahead of their “toothy counterparts”. On snow"Rubber" without spikes allows you to accelerate faster to a certain speed, and when passing a winding track - spend less time and feel noticeably more confident.
But after all, rolled snow is practically never found on the roads of Russian cities, but snow-water porridge(or “suga”) is a regular! And on such a coating, Velcro behave much more stable than spikes - they lose grip at higher speeds, which has a positive effect on traffic safety.
On ice Of course, the leadership of studded tires is obvious - metal "teeth" bite into such a cover, providing confident braking. So in order to stop, for example, from a speed of 25 km / h, most spikes need an average of 13 meters, while the main part of the Velcro falls far beyond this indicator (and this despite the "Arctic" specification, on On “European” wheels, the car slows down even longer).
Another demonstrative test is the passage of an ice track. And here again, without surprises, the advantage of tires with spikes became even more obvious - when overcoming the ice ring and the winding road, it took them much less time than the friction "brothers". Yes, and safer "toothy" on the ice.
In terms of acoustic comfort"Rubber" without spikes, of course, literally "smashes" tires with metal "teeth" - so lovers of silence should still opt for the first option.
After a series of tests, a completely logical question arises - why are not only inexperienced, but also experienced drivers mistaken about winter tires? Everything is clear with “studs” on asphalt - there is such an opinion that they rely on the roadway not with a tread, but with spikes. But in reality, everything is completely different - under the weight of the car, the “teeth” sink into the tread, and all because of the design features of such “rubber”. This means that the area of contact with asphalt for studded and friction tires is practically the same. But "toothy" options are usually made of harder rubber, which is why they have shown themselves better than "Velcro" in some "asphalt procedures".
But one very interesting effect was missed during the tests, since they were carried out at fairly gentle air temperatures. Everything is very simple - in severe frosts, when the thermometer falls below "-20ºС", the ice cover becomes very hard, which is why the metal "hooks" under the weight of the car go inside the tread, losing their functionality. In addition to this, the hard rubber of the tread hardens even more, which negatively affects traction.
From the foregoing, it follows that soft friction tires with a “big minus” are often preferable to studded options, and not only in words, but also in deeds - this was confirmed by tests. And for cities where snow and snow-water mash dominate the roads during the winter period, Velcro is better suited.
But in settlements where the roads look more like a skating rink, you definitely can’t do without spikes, and no matter how tire manufacturers try, they can’t bring friction models to the level of classic “studs” in “ice” disciplines.
That is why many drivers, moving mainly on cleared surfaces, choose “toothy” wheels - this is something like additional insurance. But you need to remember that the price for such insurance is an increased fuel "appetite" and a low level of acoustic comfort.
After the article, it turned out that most of the owners still drive on studded tires (although the advantage is not so big, depending on the vote). But this rubber really has a big minus, which manifests itself over time - the spikes can fly out! At a neighbor in the yard, almost every single one of them flew out on rubber, and he has rubber of a good DUNLOP company, and the tread has not yet worn off. You can try inserting . BUT here's the question - is it possible to ride without spikes? Will the tires stick to snow and ice? Is it safe and what does the law tell us? Let's figure it out...
Actually, the question is rhetorical, as I think - if the spikes from the winter tires flew out, then the tire needs to be replaced! THIS is real ideally, many of us pay little attention to this, continuing to ride on such a bald tire and in vain, because performance is deteriorating simply at times.
How does studded tires work?
At the very beginning, I want to remember how studded tires work. She has three tasks:
- Snow flotation
- Grip on ice (mainly acceleration, braking)
- Also leave controllability on slush and water (thaw)
However, for me personally, there are only two main tasks - patency on snow, controllability on ice.
I’ll start, perhaps, with the snow cover - to be honest, the spikes don’t work at all here, a high tread is important here, it is he who works in the snow - it literally “digs”, thereby clinging and moving.
But the spikes work on ice - this is their main purpose. Up to - 18, - 20 degrees, they pierce the ice, and thus the wheel is EFFICIENTLY hooked onto the road. But after -20 degrees, the efficiency drops, because the ice becomes very strong, but the tire still “scrapes” the ice cover and the car continues to start and brake efficiently.
But during a thaw, studded tires are not so effective, all because there are special squares or rectangles on the surface of the tire (places for attaching spikes). In a thaw, they cannot effectively cling to the road surface. That is why many people say that “spike” is like “rolling” on skates, the braking distance increases.
What happens when spikes fly out?
Without spikes, winter tires that “jaw without teeth”, like it can chew, but not all! What I want to say. Of course, the winter studded tire has sipes, that is, they help grip on ice, but it is not as effective as Velcro. Let me remind you that it is much softer, it has a friction layer on top, and the number of lamellas is many times greater than the spike.
It turns out that if the spike loses its steel elements, then on ice it is practically useless. It becomes similar in characteristics to, by the way, and the number of lamellas they have is very similar. Coupling properties literally fall at times. However, on snow and during thaw, the characteristics remain practically unchanged.
That is, a spiked surface, we need it for ice. To improve traction and braking properties.
But they are lost precisely on asphalt, and other dense surfaces.
How many spikes is normal?
However, for many, not all spikes fly out. Let's say - half flew out, and half remained! What to do then? And how much is considered normal?
On average, there are about 60 elements on a tire, sometimes a little more or a little less. The critical indicator is 50%, that is, if half has flown out (or worn off), then driving is no longer recommended. Such a tire goes to a secondary axle, the leading one must be equipped with normal tires.
If about 30% flew out, then you can still ride, and quite effectively. I will say this from 10 to 40% - tolerable. That is, if there are 60 elements (40% flew out, these are 24 pieces), there are 36 left - this is ACCEPTABLE.
But if the figure is 70 - 90% (as a rule, no one waits for 100%, they change it corny), this is already very dangerous. You will not be able to move on the ice, and the braking distance will increase significantly. DEFINITELY DO NOT RIDE!
About the law
The law has not yet been adopted, there are quite "hot" disputes. All because they want to introduce into the law not only a ban on worn winter tires, but also a ban on the use of summer tires in winter! For the middle lane, this seems like nonsense, WE ALMOST EVERYTHING CHANGED SHOES, but for the southern regions this is very important, all because their winter temperatures are often in the positive zone.
In general, the law has not yet been adopted, but it has already passed the readings, and I think this is a matter of several weeks. If they accept it, then in winter it will be impossible to ride on a summer one, but in summer, on the contrary, on a winter one. Wear and tear will also be taken into account, if all the elements have flown out on the winter tire, then it will be tritely ordered to be changed, yet this is safety.
To summarize - WITHOUT SPIKES, IT IS IMPOSSIBLE TO RIDE ON WINTER STUDLED TIRES!
- Increased braking distance, up to five times
- Almost impossible to move on the ice
- Can lead into a skid or corny pull into a ditch
Therefore, it is better to change tires. What I want to note, as in the case of my neighbor, if the tread is still good, try to restore the tires, install repair spikes. THIS IS REALLY THE OUTPUT.
Most sane drivers agree that it is impossible to drive on all-season tires. It works more or less sanely only in the near-zero zone - from -5 to +10. But still loses to its core competitors. And beyond the boundaries of the designated temperature zone, its technical characteristics leave much to be desired. Therefore, it is imperative to have two sets of tires - winter and summer.
Start over. Buy winter tires in advance. As a rule, serious dealers begin to import it already from the end of August to the beginning of September. It is logical that at that time the prices were even more or less adequate, and the kits were quite fresh. Closer to the cold weather, demand will definitely jump, which means that the cost will also increase. You can go the other way by buying winter tires at the spring sale. Then discounts can reach impressive amounts, and it will be possible to purchase the best studded or non-studded winter tires of 2019-2020 for sane money.
Today, a huge number of different models are on sale, for every taste and budget. There are inexpensive budget kits, there are models of premium brands. Different sizes, different price, different specifications.
Everything is limited solely by the imagination of the buyer and his financial capabilities. Which winter tires are better to choose - studded or non-studded? Russian, Chinese or European? Below we will try to answer these questions by ranking the top 10 best models.
Making the right choice
Which tire is better - friction or studded? There is an opinion that studded winter tires are the most tenacious and hardy. This opinion is only partly true. The fact is that the composition of the mixture of friction tires is much softer, because they do not need to hold "claws".
Such softness lies in the special composition of the rubber compound, which includes ingredients such as silicon dioxide (silica), natural rubber, rapeseed oil or orange juice. This means that a non-studded winter tire will perform better at extremely low temperatures than its studded counterpart. In addition, Velcro, as a rule, has a larger number of lamellae, which has a positive effect on the contact patch, as well as behavior when driving on packed snow or asphalt.
| friction tires | Studded tires | ||
| Advantages | Flaws | Advantages | Flaws |
| Acoustic comfort; Wide contact patch; Soft rubber compound; Excellent performance when driving on asphalt or rolled snow; Hydroplaning resistance; Profitability; |
Low permeability; Weak performance on slippery surfaces; Poor braking on ice; The soft composition of the rubber adversely affects the life of the tire; |
Excellent behavior on ice or loose snow; Hard tires wear out longer; Reliable behavior in aggressive conditions; More resistant to mechanical damage rubber; |
The spikes gradually "leave" their combat position; Tires "sing" perfectly, especially on asphalt; Significant stopping distance and mediocre traction in the same place; |
Overall rating
Of course, even the best 2019 2020 non-studded winter tires will not be able to compete on ice with older (2015) studded models. But, nevertheless, non-studded wheels still have a lot of advantages. Just like their spiked counterparts. So the final choice of which ones to take remains with the pilot.
The owner must analyze which qualities are most preferable for him, and which he can sacrifice. It is worth taking into account the peculiarities of the climate and operation of the car, the driving style of the owner, and also take into account his expectations. 
| Model | Properties | Minimum price (Russian rubles) | |||||
| Advantages | Flaws | Mos- qua |
SP-b | eka- those- rin- burg |
Kyiv | Min- ck |
|
| Studded models | |||||||
| Nokian Hakkapelitta 8 (Finland) | excellent behavior when driving on ice, deep, loose snow (190 studs on each wheel). In the most severe conditions, this rubber will show itself from the best side; | imperfect grip on dry pavement, increased braking distance. For Moscow, with its cleared roads, it is hardly suitable. Increased noise and tangible cost; | From 7200 | From 7000 | From 7500 | From 8000 | From 6800 |
| Continental Ice Contact 2 (Germany) | One of the best studded winter tires on the market. excellent grip when driving on icy surfaces, confident grip on snow; | somewhat uncertain behavior on asphalt, increased fuel consumption, not the most affordable price; | 7300 | 7250 | 7500 | 7400 | 7300 |
| Goodyear Grip Ice Arctic (USA) | They do a great job with snow, both loose and rolled. On ice, tires only slightly lose to competitors; | A certain tendency to slip in corners, insufficient responsiveness to steering wheel turns during sharp maneuvers; | 7800 | 7600 | 7500 | 7800 | 7400 |
| Pirelli Ice Zero (Italy) | Special figured spikes help to keep up with the leader in terms of performance on ice and snow. Confident acceleration, braking and directional stability when driving on these surfaces. Adequate price | Increased noise when driving on almost any road surface. Acoustic comfort is below average. | 5800 | 6000 | 5900 | 6200 | 5700 |
| Hankook Winter i Pike RS Plus (South Korea) | Closes the ranking of the best winter studded tires 2019-2020. good behavior when driving both on ice and on loose snow; | significant noise on the pavement and imperfect behavior in critical situations; | 5300 | 5250 | 5440 | 5515 | 5250 |
| Studless tires | |||||||
| Nokian Hakkapelitta R2 Suv (Finland) | Confident behavior when driving on ice, snow. Good handling on asphalt. Profitability. | High price, tendency to side slip during sharp turns; | From 7800 | From 8000 | From 7650 | From 8100 | From 7400 |
| Michelin latitude X-ice 2 (France) | Another worthy representative, capable of imposing a fight on even the best studded tires. Excellent indicators of the level of comfort and stability when driving on ice, snow, dry and wet asphalt; | High cost, increased fuel consumption; | 8500 | 8200 | 8000 | 7900 | 8300 |
| Bridgestone Blizzak DM-V2 (Japan) | Good grip on almost any surface; | Low efficiency, increased noise level; | 5600 | 5800 | 5400 | 5700 | 5600 |
| Goodyear Ultra Grip Ice WRT (USA) | Excellent traction in snow, acceleration, braking and directional stability; | Increased noise, rolling friction resistance, not the best wear resistance; | 3500 | 3700 | 3400 | 3600 | 3600 |
| Pirelli Ice-Zero FR (Italy) | Excellent stability on almost any surface, excellent handling when braking; | Imperfect moisture removal system, as a result - a tendency to aquaplaning; | 3600 | 3540 | 3700 | 3550 | 3600 |
In order to understand why studded tires are preferable to friction tires and vice versa, we will talk about their design differences.
Arguing about which tires are better is a pointless exercise. It's like trying to prove that a diesel engine is better than a gasoline one. The choice between studded and friction tires depends solely on your needs. Both options perform well in certain climates and driving situations. If you often have to drive outside the city on snowy and icy roads, then it will be much calmer on the “spikes”. Studded tires are especially good if you live on the coast near the "big water", where roads are usually covered with ice in winter.
Velcro behaves better on snow and brushed asphalt. But even with the ideal work of public utilities (for them, as a rule, snow in winter is a natural disaster), at urban intersections a roll of compacted snow often forms (sometimes with a profile resembling a washboard), and friction tires on such a surface work much worse than studded ones. One of the disadvantages of "thorns" most car owners call a high level of noise. Velcro installation is guaranteed to eliminate acoustic discomfort when traveling in winter. (Or alternatively, a powerful speaker system). Also, friction tires behave much more efficiently in the off-season. Unlike studded tires, which are best installed under stable climatic conditions (constant sub-zero temperatures and snow), friction tires can be installed already in late autumn. At the same time, do not forget that Velcro was developed as a winter tire and it is not safe to use it all year round as an all-weather tire.
Studded tires
Studded tires appeared at the beginning of the last century, but really became popular in the 1960s and still occupy a leading position in the winter tire market. According to experts, studded tires are preferable for car owners with little experience in driving in winter conditions. New studded tires should be run in the first 400 or 500 kilometers, avoiding sudden acceleration, corner entry at high speeds and heavy braking. Under such conditions, the studs will take the desired position and will work effectively throughout the entire life of the tire.
friction tires
Friction, or studless, tires allow you to be more free to choose when it is better to change tires, both in autumn and spring. With that in mind, it's best to install friction tires before tinker day arrives and ride them until the winter is over. (But keep in mind that in warm weather, the rubber compound of a tire becomes softer and subject to more wear.) Friction tires are based on the principle of steeply angled sipes that open during acceleration or deceleration.
But it is worth remembering the main thing - the winter road does not forgive mistakes. No matter how modern "stabilizing" and "preventing" lotions your car is stuffed, and no matter what it is "shod", the driver's head still remains the main "element" of the mechanism. Stupid recklessness can turn into a tragedy.
Tire manufacturers understand the importance of their products in terms of safety better than anyone, so they constantly improve them. New mixtures 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 performance of the car. In some situations, studded tires show the best result, in some - non-studded tires (they are also called "Velcro" because of the principle of operation of the tire). Let's try to figure it out in which situation what works best.
But first, some features of studded tires and Velcro. In addition to, in fact, the presence of a spike 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 fall deep into, and a multi-layer tread. For non-studded tires, the rubber compound is much softer (which is why such tires wear out many times faster in summer), and the tread is replete with many grooves and sipes to drain snow porridge and the thinnest layer of water formed when the tire contacts ice from friction.
Temperature effect
When creating tires, manufacturers are guided by average negative temperatures from 0 to -20 ° C. In this range, tires with spikes behave better on ice, which “bite” into the ice and hold the car. If the temperature is lower, then the ice becomes harder and acquires the properties of concrete - the spikes turn from hooks into skates, and Velcro shows the best results here. But, for example, in a situation of low temperature and sun, the upper layer of ice becomes warmer and the Velcro does not have time to drain water from the contact patch, losing to spikes. For areas where winters are mild and temperatures rarely drop below freezing, Velcro is more suitable.
Surface Properties
The rougher the surface, the easier it is for Velcro to cling to bumps, and the better its result compared to studded tires. This applies to broken ice, and to asphalt, and to dense snow. But as soon as the surface is covered with ice, tires with spikes feel better on it. On virgin snow, the shape of the tread plays an important role, regardless of the presence or absence of spikes. Large blocks begin to play the role of lugs and allow the car to break through to the intended target.
driving style
Several options can be included here. The first is where the car most often drives: if outside the city, then it is better to use spikes, because ice can be found anywhere. If in a city where the streets are cleaned to asphalt, then Velcro can be used. Another plus for the use of Velcro in cities is the active use of reagents that negatively affect the lifespan of spikes. The second is driving skills: it is better for beginners to be confident in any situation and put spikes, drivers with experience better understand critical situations and react better to them - Velcro will suit them. And the third is driving style: when driving aggressively, it is important to be sure that the car will behave the way the driver wants, so a studded tire will be more reliable.
Acoustic comfort
One of the biggest disadvantages of studded tires is constant noise while driving. Velcro noticeably quieter, and softer.
Life time
The virtues of a studded tire come to naught when the studs fall out, which happens over a couple of seasons. After the tire has nothing to cling to, it, due to the design features, becomes noticeably worse than Velcro. The same retains its properties until the tread is completely worn out.
Finally, you need to pay attention to the fact that these characteristics refer to average tires, but there are tires with outstanding results both in the direction of improvement and deterioration - even within the same brand. When choosing a particular model, it is necessary to familiarize yourself with the characteristics that the manufacturer gives, and with the results of tire tests that are periodically carried out by major automotive publications and safety institutes.
