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What better spikes or Velcro?

On the eve of winter, motorists face many questions, and one of the most important is the transition to winter tires. As we have previously on our portal site, there are three main types winter tires:

• Scandinavian, she is Arctic;
• European;
• studded.

The first two species are popularly called Velcro, although the more correct name is friction tires. Which of them to choose - we will try to consider this issue in our new article.

What is Velcro?

Friction tires are called Velcro because of their tread. It has many small slots, thanks to which the rubber literally sticks to the snow. In addition, they have lugs and longitudinal grooves to remove moisture and excess heat.

Advantages of friction tires:

• they practically do not make noise when driving on snowy roads;
• maximum comfort;
• due to the special composition of rubber, they can be operated both at positive temperatures (up to + 7- + 10 degrees) and at sub-zero temperatures;
• ideal for driving on loose snow, dry asphalt or slush.

The special tread pattern ensures constant self-cleaning of tires, snow and dirt are cleaned from the slots, so excellent flotation is maintained in almost all weather conditions.

What is studded tires?

Its main feature is spikes. Spikes can be of three types:

• round;
• multifaceted;
• square.

The main advantages of studded tires:

• excellent cross-country ability on surfaces covered with ice, rolled snow;
• durability - if you buy good tires from well-known manufacturers then they go through 3-5 seasons;
• provide good dynamics on icy roads.

Common stereotypes about spikes and Velcro

Many motorists rely on their experience and the stories of others, more than others, when choosing tires. experienced drivers. It is generally believed that the Arctic Velcro is suitable for the city, for loose snow, but on ice it shows itself from the worst side.

It is also believed that spikes are better suited for driving on icy highways. dry or wet pavement studded tires are absolutely useless.

All these stereotypes arose back in those years when people in Russia were little familiar with quality tires from European and Japanese manufacturers such as Nokian, Goodyear, Bridgestone, Yokohama, Michelin and many others.

However, numerous tests have been conducted, which have shown that all these stereotypes do not always correspond to reality. Today, rubber is produced that is equally well suited for different conditions.

Comparison of studded and friction rubber

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So, when braking on clean asphalt, the length of the Velcro braking distance was 33-41 meters. The spikes also showed a result of 35-38 meters. During the tests used expensive rubber famous brands: Nokian, Yokohama, Bridgestone. One point is also interesting: the domestic studded Kama Euro-519 practically did not yield to the friction tires of Yokohama and Michelin.

Approximately the same results were obtained on wet and completely dry pavement. Although, as we know, studs on dry pavement should be significantly inferior to Velcro.

What does it say?

Several important points can be highlighted:

• no need to believe stereotypes;
• well-known companies conduct numerous studies, trying to achieve the ideal;
• high-quality rubber (the key word is high-quality) is developed taking into account temperature and weather conditions in certain regions.

Similar tests were carried out in other conditions. The braking distance when braking from a speed of 25-50 km / h turned out to be approximately equal on snow-covered and ice-covered tracks.

Why do spikes perform so well on pavement? The thing is that the spikes, like the claws of a cat, can retract and protrude outward. If the car is driving on packed snow or ice, the spikes protrude and cling to it. If the car rides on a hard surface, then they are drawn inward.

However, the driver must know the speed limits well. So, if you accelerate to certain speeds, then at one moment the grip is lost and neither the friction clutch nor the spikes will help you avoid skidding.

Other types of tests were also carried out, for example, which tires are best for fast movement on icy or slush-covered tracks. Here it turned out that spikes really provide good handling on ice. A car with such tires passed the ice circle faster at a speed of 25-30 km / h. With spikes, you can also accelerate faster or go up an icy hill.

Conclusions from the conducted tests

Studded tires are harder than friction tires. This is to ensure that the spikes, which, like cat claws, can protrude outward or sink inward under the weight of the car on pavement, are securely attached.

However, the hardness of rubber plays a cruel joke:

• at temperatures up to -15-20 degrees, studs show excellent results;
• at temperatures below 20 degrees below zero, the ice becomes too hard and the spikes practically do not protrude, that is, the rubber loses all its advantages.

Hence the conclusion - friction rubber is better suited for driving at temperatures below 20 degrees, both on ice and on snow. Many drivers living in Siberia and in the northern regions of the Russian Federation prefer Velcro, which show excellent results.

Accordingly, if in your region of residence temperatures rarely fall below -20 degrees, while you mainly drive on ice, then it is better to choose spikes. In the city, the clutch will remain the preferred option. Also, do not forget that more fuel is consumed due to driving on studded tires.

From the above, we come to the following conclusions:

• for the city the best way- friction clutch;
• spikes should be used if you go on long trips on icy roads;
• choose high-quality expensive tires, which are included in numerous ratings;
• change the rubber in a timely manner (at positive temperatures, it wears out faster - this applies to both Velcro and spikes).

If you often travel out of town in the winter, then the spikes will help you avoid drifts and accidents. But most importantly - stick to speed limits, remember that on ice the braking distance increases many times over, and the car can lose control if you accelerate very quickly.

About spikes

"Spuds", in general, differ from friction clutches in more stable grip on ice, almost independent of the ambient temperature. As a retribution for confidence, you need to put up with shortcomings - with a slightly larger stopping distance on asphalt than friction tires and increased noise. In addition, they require a run-in - about a thousand kilometers at low speed and without slipping in the longitudinal and transverse directions.

And studded tires are harmful to any road - they get not only asphalt, but even cobblestones. It is the spikes that mercilessly gnaw longitudinal ruts in the asphalt.

In most European countries spikes are prohibited. And where it is still allowed (including in Russia), their size, weight and number per linear meter of tire (along the tread), as well as their pressure on the road, are strictly regulated.

How do friction clutches cling to ice?

Non-studded tires, popularly referred to as "Velcro", experts call friction (English friction - friction). The tire clings to the ice with its edges, which are formed due to multiple local cuts in the tread - sipes. Frictions are quieter, less vibration-loaded and are able to compete with studded tires on snow and ice, and in frost stronger than 25 degrees they work even better. But due to the biased attitude of car owners (they say, rubber cannot cling to ice in the same way as iron), they are too slowly winning their place under the winter sun.

The only disadvantage of friction tires: at an air temperature of about zero, the "hold" on the ice decreases.

Running in friction tires is fundamentally different from running in studded tires: on the contrary, you need to drive actively, trying to move more and open the tread. The goal is to remove the grease that has remained in the depth of the sipes from the mold (it protects the 3D sipes from destruction when removing the molds from the “baked” tire). The second important moment of intensive running is the erasure of a thin top layer of sintered rubber of the tread, which has a lower coefficient of adhesion.

SET DIRECTION

Which tire is better in terms of driving properties - with asymmetrical tread or directional? It's hard to say for sure. But from the point of view of operation, asymmetric ones have an undeniable advantage: they have an external and inner side, which allows the use of a universal spare - both for right side, and for the left. And if necessary, you can change the wheels in places without reboarding. The only company that produces studded and non-studded tires with asymmetric tread is Continental. Using the example of the products of this manufacturer, we will show how winter different types differ from each other.

For different markets

Manufacturers divide friction clutches into two subgroups. First - soft tires Scandinavian direction, which are more focused on snow and ice (mostly these are present on our market). They have a softer tread (55 Shore and below), and a large number of sipes makes them "loose" on asphalt. To compensate for this shortcoming, lamella cuts have recently been made voluminous. At a low friction coefficient, they open up, forming additional edges that cling to ice and snow. On asphalt, under the influence of significant transverse forces, the lamellae are assembled into monolithic checkers, improving tire response.

The second group - tires for warm and humid Central European winters, with more developed drainage grooves in the tread made of a stiffer rubber compound. They are divided into two subgroups: hard (tread hardness of about 65 Shore units) and soft (55–60 Shore units). Both of them, albeit to varying degrees, are focused more on asphalt and wet snow than on ice, and therefore are not so popular with us. The second group is suitable only for those who move exclusively inside the metropolis, where the streets are thoroughly cleared of ice and snow.

Spikes differ from friction clutches in more stable grip on ice, but are slightly inferior in braking on asphalt.

To each his own!

For vehicles not equipped with ABS, we recommend studded tires. Friction when braking on locked wheels abruptly lose traction. In addition, we recommend "spikes" to novice drivers and those for whom a car is just a means of transportation.

If you've been driving for years and enjoy driving it, try soft friction tires. You will be pleasantly surprised by the comfort and their ability to cling to the ice surface. Just be careful on the ice at near-zero temperatures!

It is a pleasure to drive around Moscow or St. Petersburg on "European" friction clutches. In terms of reactions, such tires are not much different from summer tires.

However, it is better not to stick out outside the megacities: it is alarming in ice on these tires.

Every winter, many drivers are faced with the choice of winter tires. For residents of the southern regions, where winters are warm and snow rarely falls, this choice is relatively simple: friction tires are best European type, which are primarily intended for brushed asphalt.

However, residents of the northern regions with more severe winters have to choose between Velcro and studded tires. And it is difficult to say unequivocally which of them is better, since each of the tires has its own strengths and weaknesses.

Let's try to understand this in practice. To this end, we analyzed the results of several winter tests from European and domestic magazines to understand which tire option is better.

Ice braking

One of the main tasks of studded tires is to provide maximum safety on ice. Is it really? Here and below, spikes are indicated in dark blue, and Velcro in blue.

Comments:

• In each of the tests in the first place - studded tires.
• In general, studded tires outperformed Velcro and ranked higher.
• Not all spikes are equally good at braking on ice. In some tests, the difference between the best and the worst studded tire ranged from 5 to 10 meters.
• the best Velcro and the worst spike small. For example, the friction Michelin is only 1 meter behind the nearest shivovka.
• Some spikes did not cope with the task, showed the worst result and took the last places.
• At high speed, the difference in braking distance between the best spike and worst velcro is about 6-10 meters (in favor of spikes). Whereas at low speed the difference is less - about 1-2 meters.
• In tests for braking at low speeds (25 km / h), all tires showed approximately equal results, and the difference in braking distance was on average 1-2 meters.

Conclusion:

Spikes brake better on ice, but not all. The worst studded tire and the best Velcro brake about the same.

Snow braking

The second important requirement for tires is high performance on the snow in any of its states (rolled, freshly fallen, loose, etc.).

Finnish Tekniikan Maailma, 2013, tire size - 205/55 R16
Ukrainian "Autocentre", 2013, tire size - 195/65 R15
German Auto Motor & Sport, 2015, tire size - 205/55 R16
Finnish test world, 2016, tire size - 205/55 R16

Comments:

• In most cases, a studded tire brakes better than a Velcro tire.
• Difference between first and last place in the test (regardless of the type of tire) averaged about 4 meters.
• Chinese and little-known spikes slow down very weakly and took the last places.
• The best Velcro spike nearest to it.
• At low speeds, the difference in stopping distance between the best spike and the best Velcro about 30-50 cm.
• Worst Velcro on average, it slows down 3-4 meters longer than the best spike.

Conclusion:

On snow, studs brake better than Velcro, but with less superiority than on ice. And at low speed, the difference is completely insignificant.

braking on asphalt

There is an opinion that a studded tire behaves poorly on asphalt, because. metal spikes glide on a hard surface.

Finnish Tekniikan Maailma, 2013, tire size - 205/55 R16
Ukrainian "Autocentre", 2013, tire size - 195/65 R15
German Auto Motor & Sport, 2015, tire size - 205/55 R16
Finnish Test World, 2016, tire size - 205/55 R16

A comment:

• All tires generally behave the same on the pavement, and yet in three out of four tests Velcro was in the first place, and studs were in the last.
• The difference in stopping distance between first and last place(regardless of the type of tire) averaged from 2 to 5 meters.
• In one of the tests, two Chinese spikes showed the best braking distance, while on the snow they turned out to be the worst. Perhaps the reason is the hard composition of the rubber compound or a small number of sipes.
• The best spike on average slows down 1 meter longer than best Velcro.
• Worst spike on average slows down 5 meters longer than best Velcro.

Conclusion:

Velcro leads with a slight advantage on asphalt.

Noise and comfort

In all tests, Velcro was quieter and more comfortable than spikes.

Finnish Tekniikan Maailma, 2013, tire size - 205/55 R16
Ukrainian "Autocentre", 2013, tire size - 195/65 R15
Finnish Test World, 2016, tire size - 205/55 R16

What is better in the end - Velcro or spikes?

On ice and snow, the advantage is more on the side of the studded rubber, while on asphalt, the Velcro works marginally better. But this is an average, but in practice everything depends very much on specific tire models.

The fact that non-studded tires - we will also call them Velcro (this word reflects the nature of the tire) - can prove better than studded tires on ice, I happened to encounter about ten years ago in Finland. Representatives of the company Turvanasta, which develops and manufactures studs, decided to prove in practice that studded tires (then it was Nokian Hakkapeliitta 1) more efficient than the non-studded Nokian RSi that have recently appeared on the market. To do this, they even organized demonstration performances of two identical Volkswagen Passat, shod in the appropriate tires. The winter was not a little severe: on the appointed day the temperature dropped below -45°C. What was the general surprise when a car on rubber without studs turned out to be on average 15-17% faster than a fellow on studs! Experts justified themselves: frozen ice is harder than concrete and the spikes are simply unable to pierce it; the rubber in studded tires is stiffer and tans in extreme cold so that it stops releasing spikes in the contact area with the road. And Velcro, they say, are made of a softer composition ...

FROST AND SUN

In our tests, which have been carried out for more than a dozen winters (and winters, of course, have been different - from 30o frost to thaw), we periodically encountered this phenomenon. Finally, in order to give a clear answer to the question of whether Velcro can slow down better than spikes on ice, and if so, under what conditions, we conducted this study.

Of course, we were interested in the opinion of specialists from different companies, but received rather cautious answers. Engineers at Continental and Michelin, for example, claim that the "equilibrium" temperature of studded and non-studded tires is -15oC. If warmer, spikes are more effective on ice, colder - Velcro. At the same time, the state of the ice and ... the weather are very important. Rough ice helps Velcro, which cling to micro-roughnesses, and on a glossy surface, spikes will cope with the task more successfully - this is obvious and does not require explanation. But the bright sun, even in frost, can slightly melt the ice and make it more slippery, especially for Velcro. Therefore, in the bright sun and clear ice, spikes may be better even at -20-25 ° C.

During the temperature test summer tires(ЗР, 2008, No. 8) we have gained some experience of such comparisons (by the way, the leading tire companies were very interested in our results). Now let's try to determine the effectiveness of spikes and Velcro on ice at different temperatures. An example from life - a section of the road rolled to a shine in front of the stop line ...

The tests took place in February - March 2008. Studs 195 / 65R15 and Velcro of a slightly larger dimension - 205 / 55R16 participated in them. A small difference does not affect our main task.

In the group of "clawed" we included Michelin X Ice North, famous high stability spike protrusions, and Continental ContiWinterViking 2 - it has wider spikes. Opponents were selected from new products, primarily promising not to be afraid of water on ice. These are Nokian Hakkapeliitta R, Michelin X-Ice 2 and Bridgestone Blizzak WS-60.

We will work on a Skoda Octavia car, braking from a speed of 50 to 5 km / h in order to eliminate errors in ABS operation(momentary blocking of the wheels) at low speed.

To ensure that the state of the ice was affected only by the air temperature, the measurements were carried out in cloudy weather or after sunset, which could quickly melt the ice.

TEMPERATURE FIELD

It turned out that the “balance point” of spikes and Velcro is smeared in the range of 13–15 degrees of frost, therefore we take these results as base ones.

In a frost of about 20o, Velcro outperforms spikes by almost 20% of the braking distance! The results obtained led to the conclusion: the lower the temperature, the greater the difference in favor of Velcro. The explanation is simple: as already noted, with decreasing temperature, the force required to pierce the ice with a spike increases. In addition, cold ice is rougher, and Velcro is at hand.

Warming up to -5°C has the opposite effect: spikes begin to win back the stopping distance. And with a huge, almost 90% advantage! The water that appears between the ice and the tire acts as a lubricant and the Velcro slides on. At the same time, softened ice allows the claws to go deeper, which means that the spikes brake more effectively.

The closer to zero, the more water in the contact patch. It already interferes with spikes - the spikes do not hold well in softened ice, tear it and lose effectiveness. But not as threatening as Velcro. It turns out that studded tires are more versatile on slippery surfaces.

A word of caution would be in order: smooth ice, especially on a sunny day, both tires brake worse even at lower temperatures.

Frosty

The best braking properties of the non-studded Michelin: 30.3 m. The average braking distance of the Velcro is 31.3 m. In the spikes, the Conti slows down better than the Michelin by 5.5 m. In such a frost, the advantage is still on the side of the wider " diamond" spikes. With a margin of 6.1 m, or 19.5%, Velcro wins!

COLD

The best was the studded Conti, the worst ... the studded Michelin. The difference between them was 6.7 m. Velcro, which needed 33.2–35.2 m, were located in the middle. The average value for spikes is 34.4 m, for Velcro - 34.7 m. The difference is less than 1%. Under these conditions, Velcro and spikes slow down almost the same.

WARMING

Studs further reduce the stopping distance: Michelin by 5.8 m, Continental by 4.5 m. The average is 29.2 m. But Velcro fails: their results are 52.1–56.5 m. Michelin caught up with Bridgestone, and ahead of Nokian. The average stopping distance on non-studded tires is 54.9 m. Too much! Under such conditions, spikes are almost twice as effective.

ALMOST ZERO

In such conditions, the spikes also gave in, increasing the braking distance by an average of 3.9 m. Even the “Conti” with its “bruliks” gives 3.2 m. Velcro finally failed! Nokian slows down with a score of 77.1 m, Michelin and Bridgestone exceed the mark of 80 m. The average value is 82.3 m. At this temperature, Velcro on ice unconditionally, almost two and a half times, lose to spikes.

When choosing tires, consider the climate of your region: severe snowy winters, frozen roads - non-studded wheels are preferable; mild winters, frequent thaws, followed by ice, are better than spikes.

FEEDBACK

We noticed that at first, subsequent braking of the Nokian Hakkapeliitta R on ice was better than the previous ones, the results stabilized only by the sixth attempt. It was assumed that such a change in characteristics is associated with the presence in the tread of special "capacities" designed to remove water from the contact patch. When approaching the ice rink along a snowy road, snow gets into them. As a result, the car slips on snow grains, and after several passes, the snow shakes out of the tires and braking occurs already on clean ice.

Nokian Tires specialists did not encounter such problems in their tests. But their tires were stored at positive temperatures (we have them in a cold container), and they were changed in a warm box. Warm tires clear snow easily when the car is coming on a snowy road to an icy area. It turns out that any car on these tires after a long stay in the cold will slow down worse until they warm up.

To get rid of this effect, the designers decided to make the inner surface of the "pockets" smoother so that the snow does not linger in them. To do this, the elements of the molds that form the walls of the "tanks" were carefully polished. Front comparative tests upgraded and conventional tires were kept in the cold, not in the heat. During the tests, a braking distance difference of several meters was recorded - of course, in favor of the upgraded ones.

Thus, not only our assumptions were confirmed, but also the effectiveness of the modernization carried out. Since the end of April 2008, all Nokian tires The Hakkapeliitta R and Hakkapeliitta R SUV roll off the assembly line with smooth pocket walls. It's nice that this is the merit of the magazine "Behind the wheel".

With each next onset of the cold season, some motorists inevitably face the problem of choosing winter tires for their car. By visiting the page of any of the online tire stores, you can find many offers from leading manufacturers. However, all presented tires for winter will be divided into at least two categories: with studs and without studs. A logical question arises, which of the options will show itself better on winter road and due to what properties?

Spikes and Velcro: design and operation features

Before proceeding with the establishment of positive and negative aspects two types winter tires, it will not be superfluous to understand the features of the device and the principles of "work" of each of them. Studded rubber, or simply "spike", is rubber with special recesses into which metal spikes are inserted. As a rule, they protrude above the tread surface, which allows them to break the ice upon contact, thereby providing the necessary grip and, accordingly, traction with the coating. At the same time, it must be understood that the spikes are not rigidly attached and tend to be pressed deep into the tread when pressure is applied to them. Due to this, on hard surfaces, for example, the same asphalt, the “spike” retains good grip, since the desired contact patch is formed precisely by rubber. The number, location and size of spikes vary from manufacturer to manufacturer.

Winter tires without studs, or, as it is also called, “Velcro”, provides traction solely due to the configuration of the tread blocks, which allows the tires to stick to the mating surface at the point of contact. Based on the type of rubber compound and tread pattern, Velcro tires are divided into two types: European (or Alpine) and Arctic (or Nordic). The former are intended for operation in regions with warm winters, when the temperature fluctuates around zero without dropping below -10 C. The latter perform well even in severe frosts reaching -40 C. When buying studless rubber, it is very important to establish its belonging to that or another subtype, since traffic safety depends on it. In most cases, the seller indicates the conditions under which certain tires should be used. Visually, you can distinguish Arctic rubber from European rubber by a larger number of small slots and a more angular tread shape. In addition, the "Europeans" are a little harder to the touch than their Nordic "brothers".

How do Velcros manage to maintain traction on slippery surfaces? The secret of success lies in the design of their tread, which is equipped with many narrow slots-lamellas that efficiently drain water from the contact zone of the tire with a snowy surface. But it is precisely the thin film of liquid formed as a result of melting snow that contributes to the occurrence of slippage. Of course, only the presence of slots cannot explain all the properties - each tread option goes through a long stage from computer simulation to testing in real conditions. At all stages, various kinds of adjustments are made in order to obtain optimal end results. As for sections of the road with open ice, the numerous microscopic spikes that are present on latest versions Velcro from many leading manufacturers. True, there is no need to talk about any analogues of full-fledged metal spikes here.

Having dealt with the varieties of winter tires, it would be time to answer the main question: which is better - spikes or Velcro? Interestingly, there can be no unambiguous answer here, because the behavior of each of the tires differs significantly depending on the coating options, which in winter period there may be a great many. So, in large metropolitan areas in winter, asphalt is often almost never covered with snow, since immediately after it falls out it is quickly cleaned or sprinkled with reagents. Another thing is small towns and villages, where snowdrifts and ice are common phenomena. Let's try to find out on which surfaces Velcro performs better, and on which studded tires. In the first case, we will consider exclusively the "Arctic" option.

Asphalt

There is an opinion that both on dry and wet pavement, friction tires ("Velcro") behave much better than studded ones. Road tests of reputable automotive publications that have conducted a braking test and a “rearrangement” exercise (“elk test”) partly confirm this point of view. Indeed, the best of Velcro beat the most advanced studded tires, but this advantage is not so significant (for example, the difference in braking distance on wet pavement does not exceed 10%). Moreover, individual instances of "studs" can demonstrate top scores than the rear-guard models of friction tires.

Thus, when testing on asphalt, it would be possible to put an equal sign between two types of winter tires with a certain stretch, if not for a couple significant shortcomings studded tires. First - elevated level noise, the second - accelerated destruction, especially at positive temperatures. Long trips on asphalt lead to the inevitable loss of studs, without which studded tires lose their qualities. Left without the main elements that provide the necessary grip, the “spike” does not become “Velcro” at all, since the composition of its rubber and the tread pattern were developed in accordance with completely different principles of operation.

Snow

In snow tests, the friction tires prove to be more than competitive, once again beating their "toothy" opponents. However, we will immediately make a reservation that we are talking here about a medium-density snow cushion and a watery porridge that forms in warm weather or under the influence of reagents. We equate heavily rolled snow with ice, which means that we will talk about it a little lower. So, in terms of stopping distance and acceleration time on snow, Velcro has an advantage, slowing down faster and accelerating faster. In the first case, it is scanty and amounts to about 2%, in the second case it is more noticeable - about 12-14%. Separately, I would like to dwell on the road surface, which is a water-mud mixture. On such a slurry, which is a common occurrence in winter, Velcro is able to maintain grip at slightly higher speeds than spikes, which adds another plus to their asset.

Dense snow and ice

It would seem that on the ice, the “toothy” rubber is able to “beat” its competitors without spikes, which is called one gate. However, here there are a couple of ambiguous points. If we consider the situation when outside the window is an average frost with a temperature of -10 ... - 20 C, then here the superiority of studded tires will be undeniable in all test cases. This refers to the braking distance, acceleration time and the time for passing the ice circle. But at very low temperatures, characteristic of the same Siberia, the ice becomes much harder, so the spikes are no longer so easy to destroy it. They simply sink deep into the surface, as when driving on asphalt, without providing such high-quality engagement. At the same time, "Velcros" function in the usual mode in severe frost, which allows them to approach the results of "Spikes" and even surpass them in some cases.

What do we get as a result? And the fact that in each specific climatic zone and locality priority can be given to either of the two tire types. The question of which winter tires are better: spikes or Velcro does not have a single correct answer. Many make a choice in favor of studded tires, wanting to make sure once again. Indeed, when driving Velcro on a heavily icy road, where they are not so good, one wrong maneuver is enough to lose control of the car. We hope that this article will be useful for you, and the selected winter tires will ensure trouble-free driving.