AvtoVzglyad tested in Sweden new Pirelli friction winter tires developed for Scandinavian countries and Russia

I press the brake pedal with all my might, but it's no use. The car, as if on viscous oil, continues to roll, without clinging to the slippery surface with the wheels at all. Fetters the horror of hopelessness and imminent catastrophe. Good thing this is just one of my favorite nightmares and not a real test of the new friction winter tires Pirelli Ice Zero F.R. With them, everything turned out much better.

The new non-studded tire of the Italian company is designed specifically for the harsh northern regions - the Scandinavian countries, Canada and, of course, Russia. She added to the Ice Zero line, which currently includes one studded model. Also, studded tires at Pirelli are represented by the Winter Carving model, and non-studded tires, and Winter Ice Control.

For Pirelli, it is very important to emphasize that the new clutch is designed for the harsh northern climate.

Test Citroen C4 Picasso on Pirelli tires on the road to Murmansk caused a lot of anxiety. To appeal to northern consumers, the company began to expand its winter tire range with tires with a more "Nordic character".

Here is what a representative of the Russian office of Pirelli Georgy Bozhedomov told AvtoVzglyad: “In Russia, the reputation of winter Pirelli tires began to take shape according to our European line, the so-called "euro-winter". In our climate, studded tires are more trusted, and in many regions the “friction clutch” is completely discounted, considering it to be “all-weather”. Our "Nordic" tires, with or without studs, do a great job with Russian realities. And Eurowinter is perfect for the southern regions.”

So far, no manufacturer has come up with a way to make a winter tire universal - so that it clings to the ice with “teeth”, breaks the snow and at the same time behaves quietly, comfortably and predictably on asphalt, whether it is wet, icy or dry. But they learned to hone individual characteristics perfectly.

In Russia, the use of studded tires is not prohibited, unlike in many European countries. Nevertheless, we have recently seen a trend towards non-studded tires, especially in cities. It is even more dangerous to drive on spikes on asphalt filled with reagents in Moscow, serious snowfalls and frosts in the central region are now rare. The transition period, that is, October-November and March-April, is so unstable that most drivers cannot guess the moment when it is better to change shoes.

Yes, in a non-studded winter tires tread and composition are of great importance rubber compound. The depth of the tread pattern and its so-called "aggressiveness" - all these grooves, grooves, their intersections, branches are responsible for how the tire will cling to ice and snow, how it will fight hydroplaning, as well as the braking distance and cornering stability . The composition of the rubber compound determines the softness of rubber (winter is softer than summer and does not tan at sub-zero temperatures), its elasticity and wear resistance.

Of course, Pirelli marketers and engineers told us at the presentation for a long time how they invented another bicycle, only more advanced. Butterfly tread pattern, innovative special grooves, allegedly allowing you to do without running in ... Beautiful. But if the case, then the wavy sipes in the center of the tire capture the snow and clean the tread, allowing you to feel more confident when changing lanes, and “close” when braking, increasing stability. Drainage grooves, expanding from the center to the sides, help to get rid of melt water. The lateral pattern is responsible for traction on ice. Due to softer, narrower shoulder areas that reduce vertical stiffness, the Ice Zero's footprint is more square than the Ice Control model and captures more shoulder area, which means better traction and weight distribution, and as well as cornering stability.

On the test of new items at the Pirelli winter range in Sweden, which is a frozen lake, the tire was tested in different conditions on various cars. In the vast majority modern cars– and Pirelli also specializes in premium segment- there is a stabilization system, and depending on the settings, it can both “catch” the very first hint of danger, and allow the driver to play pranks. But no ESP will keep the car in a 180-degree turn with a crust of ice on high speed. The tires won't hold up either, and the Ice Zero FR, even though it's studless, feels like it's slipping pretty quickly. And this informativeness helps out, allowing you to quickly remember the brake pedal and steering wheel and understand what is happening with the wheels. If on Mercedes-Benz C-class you feel a soft surgical intervention in a possible skid, a rear-wheel drive BMW allows you to wag your “backward”, and Porsche Macan goes in any turn like a tram on rails. Ice Zero doesn't spin the car out of control - the ideal of stability achieved with a rigid tread base.

Very good new tires in rearrangements. One of the exercises on the track imitated frequent traffic situation: the driver suddenly saw an obstacle, jerked the steering wheel and at the same time applied the brakes. When braking on snow or ice Pirelli they do not stop in their tracks - only snow chains are capable of this, but they allow you to maintain a straight trajectory until a complete stop on any car. And that's great.

And the most wonderful thing, when you get out of the frozen lake, studded with orange cones and instructors with walkie-talkies, is silence. The most common Volkswagen Golf, shod in brand new non-studded ones, rolls quietly along the asphalt dried in the sun, and I practically do not hear their rustle. I just think about how I really like the corners in which the car enters so softly and tenaciously. In terms of noise level, the Ice Zero FR is close to the first class of the European tire labeling system, while the third means the noisiest tires.

The only thing that could not be tested on its own skin during a large-scale test is the characteristics of aquaplaning - it was not possible to steer in puddles. The new studless tire comes to market in 30 sizes for 14" to 19" wheels, meaning it will fit most passenger cars and SUVs. Run flat versions are available for two 16" and two 17" and 18" sizes.

Among the advantages of the Pirelli Ice Zero, the manufacturer promises good grip on ice both during acceleration and braking, as well as improved grip on snow due to an increase in the number of transverse sipes. And if the first statement is justified by the specific shape of the spike, then the second should be read adjusted for the age of the model - after all, enough time has passed since 2013, when these tires debuted. However, the density of sipes on winter tires is not growing as rapidly as the power of video cards or the bitcoin rate, and the fact that since 2013 it continues to find its customers is a clear proof of the success of the tire. Let's see what exactly attracts them.

First meeting

Large blocks of tread pattern, clearly defined shoulder area, really high density of transverse sipes, as well as "toothy" edges of the beginning of these sipes with increased width - this is what immediately catches the eye in addition to the shape of the stud. Meanwhile, it is on the spikes that the manufacturer focuses the main attention - and his statements look justified. The spike is made in the form of a "cut arrow", looking in the direction of the picture: when accelerating, it rests on the surface with two sharp edges, and slows down with a wide "cut" front part. At the same time, on the lateral shift it is also sharp, but narrow - apparently, the emphasis is on the edges, which should effectively bite into the ice. Well, to ensure wear resistance and stability of performance, the wide base of the spike, hidden under the “stamp” around it, is called upon.

All this sounds and looks, combined with the traditional clarifications about “testing in the most severe winter conditions"quite foldable: a deep and large tread really should provide good self-cleaning on snow and decent cross-country ability - especially since the tire is addressed to both car owners and SUV owners. A wide "directional" spike should also perform better than a conventional "normal" spike. It remains only to check whether this is so.

road tests

Already the first “break-in” hundreds of kilometers, which took place at near-zero temperatures, made it possible to understand that the rubber is really soft, and large tread blocks have a positive effect not only on driving on snow, but also on draining water from the contact patch. Rubber does not “float” at any city speeds and does not give in to snow and mud, and braking at wet pavement always remains predictable, even despite the studding.

The decrease in temperature and the end of the break-in did not bring disappointments: on clean cold asphalt, Ice Zero brakes very confidently, without canceling, of course, the need to keep a distance, adjusted for ice “bald spots”.

But the difference in the dynamics of acceleration and deceleration on an icy road, adjusted for the asymmetry of the spike, could not be felt with the “back”: in both cases, it was not the shape that was decisive, but the width. But we were pleased with the behavior of the car on new tires when cornering: demolition was achieved only with a clear reassessment of the capabilities of the car itself at the entrance to the turn. The predictability of a slip into a slip remained entirely on the choice of speed: if the car did not “slide” outward at the entrance to the turn, then it remained on the given trajectory until the very end of the maneuver.

However, there were some remarks - the main and, perhaps, the only one turned out to be the background noise. Despite the standard stud height and quite “urban” tread pattern, tire noise subjectively seemed a little more than expected. Perhaps this should be attributed to the “age” of the tires: since 2013 a lot of water has flowed under the bridge, and Ice Zero may simply not be the quietest in the line. However, noise on clean pavement is an inevitable scourge of all studded tires, and in our case there is no question of some outstanding level of this noise: you just have to take into account that it will directly depend on the sound insulation of a particular car. On the other hand, even subjectively noticeable background noise did not add to itself equally noticeable vibrations - according to this indicator, Pirelli's test subjects are in full order.

off-road trials

Off-road tests in our case, of course, ended a few "unpaved" kilometers from hard asphalt - it would be too naive to count on a full-fledged off-road on "civilian" tires and a low passenger car. But it was possible to check the behavior of the tires both on rolled and on loose snow - and in both cases it did not cause concern. Packed snow is given to Ice Zero as uniformly as ice: both acceleration and braking are predictable and confident. On loose snow, fresh tires clearly lay a fresh track until they hit either the maximum angle of elevation or the maximum depth of the snow cover. True, in the first case, it simply slips, hinting that the section can be overcome by running, but in the second it begins to dig in - therefore, slipping “to the last”, hoping for self-cleaning of the tread and a miracle, is not worth it, and not only on this one, but and on any other sensible winter tires.

Well, in urban conditions, the capabilities of the new Pirelli were more than enough: in the absence of heavy snowfalls, the yards had not yet turned into “battles on the ice”, but snow and ice had already taken their positions. Despite this, the cross-country ability, and, importantly, maneuverability in cramped conditions turned out to be exhaustively sufficient for confident visits to any local areas. Braking at low speeds can be called exemplary at all - slippage is minimal.

Price

14 inch tire

from 3 000 rubles

It is too early to talk about the strength and wear resistance of rubber - for this you need to leave not for several months, but at least a full season. However, the primary confirmation of the strength of the sidewalls are several “baptisms of fire” at hard joints and in large pits, which left no reason to doubt the quality of rubber and cord on the tires. By the way, the Ice Zero range also includes tires with Run Flat technology - this is especially true given the “versatility” for cars and SUVs and the focus, among other things, on expensive cars.

Financial tests

The focus on expensive cars, however, was not the only one for Pirelli: Ice Zero is available in sizes from 14 to 22 inches. At the same time, in any of the landing diameters, it turns out to be slightly above the middle of the price range, which is fully justified both by the age of the model and by positioning. The cost of a 14-inch tire starts at about three thousand rubles - this is by no means the lowest figure, but its "payback" after the first meeting is beyond doubt. It seems that it is this combination of good indicators, average price, wide off-road positioning and the availability of Run Flat versions and provides the Pirelli Ice Zero with a sufficient consumer audience. Case is closed!

The choice of winter tires is one of the main issues facing the modern car owner in the process of operating his "iron horse". After all, the safety of the driver and his passengers directly depends on which tires are installed on the car. Now in stores there is a great variety of tires for every taste and budget. At our disposal was the novelty of the upcoming winter season from the Italian company Pirelli - the Ice Zero tire.

The new tire has already managed to debunk the myth that a tire developed by a company from sunny Italy cannot claim serious results in a harsh Russian winter. For example, in the test of the Russian edition of Autoreview, the tire from Pirelli took , only slightly behind the leaders from Nokian and Continental, as well as the second-place tire Gislaved. Wherein ice model Zero showed excellent performance on ice, as well as on dry and wet pavement.

Pirelli Ice Zero is the main novelty from the Italian company in the winter season 2013/2014. According to Pirelli, this tire was developed from the ground up and is the first studded tire in the P Zero range.

So, new tire The Pirelli Ice Zero is the first studded model in the P Zero collection. This tire is positioned as a completely new generation of Pirelli winter studded tires. It should be noted that a winter tire, like a tire used in motorsport, must have many compromises that provide grip on completely different types of surfaces, ranging from dry asphalt to bare ice.

The Italian company especially notes its 40-year experience in the development of tires for rally, so the developments gained in motorsport are actively used in the creation of “civilian” tires for use on public roads.

One of the key features of the Pirelli Ice Zero tire is the new Dual Stud stud technology with a double core, effectively doubling the stud's performance and improving traction on ice. That is, one Dual Stud spike is almost equal in efficiency to two spikes of a conventional design. Note that the Pirelli Ice Zero tire uses a unique 14-row studding, thanks to which it was possible to comply with the standards of all countries without losing the quality of the tire on slippery surfaces.

The new stud, made using the patented Dual Stud technology, features improved traction on ice due to the double core.

Snow handling has been improved by optimizing the number of sipes, the number of which now varies depending on the tire width. For example, tires wider than 265 mm have more sipes.

An important role in the behavior of a winter tire is also played by the composition of the rubber compound, which must maintain its integrity and performance over a wide temperature range. The engineers were able to solve this problem in Pirelli Ice Zero by increasing the number of links in the molecular line of the compound. This made it possible to maintain efficiency, both at low temperatures and in the case of its increase.

Pirelli Ice Zero has a larger contact patch and a larger number of sipes, which contributes to better tire behavior on wet snow, slush, as well as wet and dry pavement.

In order to achieve best results on dry roads, the Ice Zero tire has been optimized for a profile that allows for a larger contact patch and improved grip on dry surfaces.

Soon we will install our tires on the car and will be able to talk about the impressions received during the direct operation of the Pirelli Ice Zero tire.

The Ice Zero is available in 31 sizes from 16" to 21" in both mono and four-wheel drive vehicles. Depending on the size Russian prices vary from 4,800 to 15,000 rubles.

Continuation.

Spikes "Pirelli-Winter Carving Edge" for the first time in the history of ZR tests took the lead. They are not only very good, but also very attractive in terms of price among imported winter tires: the price / quality ratio is 5.5. Only the loss of a few spikes during testing spoils the picture. The official answer of the Pirelli company on this matter is in the winter tire test: ЗР, 2011, No. 9.

Let us briefly recall its essence. Having received information about the loss of studs in Pirelli-Winter Carving Edge tires during our winter tests, the company carried out a thorough check of their tires and found out that there were unacceptable deviations in the body size in the products of one of the stud suppliers. After notifying the supplier of this, he took urgent action - stabilized the size of the studs, and now Pirelli is confident that there will be no more stud losses.)

The magnificent trio - "Continental", "Michelin" and "Nokian", which in recent years have earned the fame of undisputed leaders - this time unexpectedly let Pirelli go ahead. Nevertheless, all stayed in the group of super tires, gaining more than 900 points.

"Michelin-XIN 2" - the final second place, a model of balance and stability (price / quality - 6.8).

Third place belongs to Nokian-HKPL 7, which remains the most expensive: price / quality ratio - 7.7.

Continental's novelty, KontiIceContact, could not stay on the podium, showing only the fourth result with a price/quality ratio of 7.3. However, in the overall standings, the tire lost quite a bit to its longtime rival Nokian - only 1%.

In fifth place is the fifth model of the Gislaved brand popular in Russia, which scored 889 points.

Sixth - "Goodyear-UltraGrip Extreme" is inferior to the leader in points by almost 5%, but in terms of price / quality ratio (6.8) it is equivalent to "Michelin".

Seventh place was taken by "Cordiant Sno-Max", thus confirming last year's title of the best "spike" domestic development. Value for money - 4.6.

New "Bridgestone" - "Ice Cruiser 7000" looks better than the previous, 5000th model, but is not yet able to compete with the leaders (price / quality - 7.0).

"Kama Euro-519" is in ninth place, price / quality - 4.9.

The novelty of the rootless "Contyre" tire "Arctic Ice II" with modest characteristics showed only the tenth result. Although the price / quality ratio for the buyer is the most favorable - 4.5.

Closes the system "Amtel-NordMaster ST-310". Very weak - only 804 points, the difference with the leader is 13%. But the price / quality ratio is immodestly high, even higher than that of the winner of the Pirelli test - 5.6!

MORE DETAILS

The oldest tires in the test: created in 2004-2005.

On "white" surfaces, compared to competitors, as they say, they do not roll. The weakest acceleration and lateral grip properties, braking is simply weak. On snow, the most unreliable lateral grip and braking, sluggish acceleration. When accelerating, be careful with the gas: the tires easily slip into slip, preventing you from accelerating.

On the winter road they desperately scour, slide to the side even on slight slopes, they do not react to taxiing, so it is not possible to reliably set the trajectory. Handling is problematic on any surface. The car reacts to the steering wheel with significant delays. At the entrance it blows outward, and on the turning arc, if you still manage to fit into it, it tries to turn it back to front.

The slides are long, heavily smeared. Restore traction for a very long time. Deep snow is contraindicated: even in the course and directly you can overcome only a small snowdrift, they don’t want to turn. It is worth stopping, without a shovel you will not move either forward or backward.

They go smoothly on asphalt, but the direction correction is complicated by an uninformative steering wheel with an “empty” “zero”.

But on dry pavement, braking is good, and on wet pavement - the best. They do not indulge in comfort: they hum loudly, voice any irregularities. Very tough.

Fuel consumption is slightly above average. The studs hold securely, but their protrusion is not enough to provide good traction on ice.

Tires with a mysterious pedigree. It is only known that they were developed by order of the Yaroslavl Avtoshina LLC, produced at the Amtel-Vredestein factories. New to the market and our test.

Unsure on winter roads. On ice, acceleration and lateral grip are average, and braking is the weakest - exercises over 10 m lose to the leader! On the snow, on the contrary, mediocre braking, and acceleration and lateral grip are the weakest. When accelerating suddenly lose traction. On a snow-covered line directional stability not clear enough, when adjusting the direction, the rear axle steers unpleasantly.

Management is difficult. On an icy road before turning, you need to slow down in advance so as not to slip past. It is better to operate the steering wheel gently and smoothly, otherwise the grip of the front wheels with the road is lost. In deep snow they move uncertainly, as if resting on the snow. They do not obey the steering wheel, they do not want to turn, they are reluctant to get back.

They go smoothly on asphalt, but the delay in reactions and easy steering make it difficult to correct the course rear axle. They hum strongly, the noise increases with speed. Irregularities are hard, vibrate. They brake well only on a dry surface, weakly on a wet one.

Fuel consumption is above average. The spikes are held securely, the amount of protrusion is normal.

Created in 2008, two years later modernized in terms of rubber composition.

Weak on ice, more confident on snow. Acceleration and lateral grip properties are weak, the brakes are slightly better. On snow, braking is not important, acceleration and lateral grip are average. On ice during acceleration, they lose grip even with a smooth addition of gas. On the "white" road, they scour a little, causing the driver to feel insecure.

Small remarks on handling. Reactions are mild, with slight delays. The speed limit on ice is limited by skidding. On snow, the front axle clearly follows a given trajectory, the rear breaks into a slip, but the resulting skid is easily corrected. Deep snow is overcome without stress, slipping is allowed, in reverse are well chosen.

On the pavement, they strive to deviate from the course, the adjustment is complicated by low information content on the steering wheel, large angles of its rotation and steering of the rear axle. They brake on a dry surface very mediocre, on a wet one - the worst, although the difference with the leader of the exercise is less than 3 m. They buzz on the snow, on the asphalt they make noise with the tread. Vibrate on small bumps, shake on medium and large bumps.

Economical at 90 km/h and even better at 60 km/h. The protrusion of the studs after running in is not enough for good grip on ice. At the same time, an increase in protrusion by 0.3 mm during the “white” tests is a hint of possible loss spikes.

Created in 2009, they appeared in Russia in 2010, so they participate in our test for the first time.

Modest characteristics on "white" roads. On ice, weak acceleration, average lateral grip, braking slightly worse than average. On snow, they brake inefficiently, accelerate weakly and demonstrate average transverse grip properties. On ice, acceleration is possible only on the verge of slipping.

On a straight line, they scour through loose snow and ice, but they carry the car evenly over rolled snow. Handling leaves much to be desired: the car does not obey the steering wheel on snow and ice, it reacts to its turns with delays. If they lose grip, they slide for a long time, the course is restored poorly.

They don’t like snowdrifts: they rest against deep snow, they reluctantly start moving both tight and slipping. They go smoothly on the asphalt, the steering wheel is very informative, although the “zero” is not entirely clear. On dry pavement they brake well, on wet pavement - very well.

They make a loud noise, sound irregularities. Medium and large irregularities pass hard, vibrate on small ones, as if overly pumped up. Fuel consumption is slightly above average.

The protrusion of the studs on this model is slightly more than the previous 500 model - close to optimal, but still does not provide high grip on ice. They stay securely in the tire.

Production and sales started in 2009.

Strong on ice, primarily due to very protruding spikes. On ice, the best braking and lateral grip properties, acceleration is average. On snow, braking is better than average, acceleration is good, but lateral grip is modest. They prefer acceleration without slipping. On the winter road, they scour a little, forcing them to constantly correct the trajectory.

Clear cornering is hindered by sluggish reactions, and on ice they are less clear than on snow. Most likely, high protruding spikes are to blame, which first fold and only then make the car turn. Curve speed is limited by deep skids requiring compensation.

In deep snow they move and maneuver reluctantly, start off uncertainly. On the pavement actively scour from side to side. A smeared “zero”, low information content on the steering wheel, significant delays in adjusting and steering the rear axle prevent you from keeping a straight line. On dry pavement, they slow down the worst of all, losing to the leaders of the 4 m exercise. On wet pavement, the braking properties are average.

They buzz loudly, crackle loudly with spikes. Vibrate on small bumps. Fuel consumption is increased at any speed. The protrusion of the studs after running in exceeds 2 mm. Such spikes do not last long, besides, they actively scrape the asphalt. Spike growth rate (0.3 mm during tests). Nevertheless, while all the spikes are in place.

Created in 2007, on Russian market rolled out a year later, and in 2010 got new spikes.

The ratio of grip properties on ice is not clear: transverse - medium, acceleration is weak, and braking is frankly weak. On snow, transverse grip is above average, acceleration is average, braking is weak. When accelerating, they abruptly break into a slip and just as sharply recover.

On the snow-covered road they go smoothly, without complaints. They respond promptly to course corrections. They handle well, have clear reactions, but do not like sudden steering movements. Alas, our complaints about the diverse behavior in limiting conditions on ice and snow remain: on ice, speed limits skidding, on snow - drifting.

In deep snow they do not behave very confidently. With an increase in slippage, traction decreases, they are reluctant to maneuver. On asphalt, the course is no worse than on a snowy road. I liked the clear "zero" and good information content, although when adjusting the direction, a slight steering of the rear axle was noted. On dry pavement, they slow down best of all, on a par with Gislaved, on wet pavement it is also very good. They make a little more noise than we would like, voice small irregularities. They transmit vibrations and shocks on medium and large irregularities.

Fuel consumption is modest, economical at 90 km / h. The protrusion of the spikes is within reasonable limits, the growth rate of the protrusion is at the limit of permissible.

An old-timer of our tests: created in 2006, repeatedly upgraded, and therefore the results are quite decent.

They show a good balance of grip on "white" and "black" roads. On ice, braking is average, acceleration and lateral grip are slightly better. On the snow, the longitudinal grip is average, the transverse grip is very good. Acceleration with slipping is effective only on snow.

On ice it is better to work carefully with gas. They go smoothly, a little late when taxiing. Handling is mediocre: the steering wheel has to be turned at significant angles. Speed ​​is limited by pronounced understeer. The impression is spoiled by sharp breakdowns in slips and the same sharp recovery. For this reason, when exiting slips, the behavior is unstable. The rear wheels “grab” the road especially sharply, which leads to a shooting skid.

They drive reluctantly in deep snow and only without slipping. When maneuvering, the rear wheels tend to slide into the front track. They go smoothly on asphalt, we noted only an insufficiently informative steering wheel. Braking on dry surfaces is the best. In the wet - braking is not the best, but still very good. Noise is almost inaudible. Vibrations and shocks are not transmitted.

Fuel consumption at a speed of 60 km / h is increased, at 90 km / h it is average. The protrusion of the spikes and the rate of its growth are optimal.

The novelty, which was released last year, continues the tradition of the previous model "ContiWinterViking 2", which "discovered" asymmetric tread for "studs".

They show themselves best on "white" roads, weak on dry pavement. On ice, acceleration and lateral grip are very good, braking is average. On snow, braking is very good (only Nokian and Pirelli are better), lateral grip is even better, but acceleration is only average. During acceleration, slight slippage is allowed.

On a straight line, they scour slightly, require a course correction, pull a little to the side deep snow. Managed well. Differ in clear initial reactions. A twisting skid occurs on the turning arc, allowing you to register a turn. Snowdrifts are not afraid. They allow slipping, but prefer tight movement. Back are selected without problems. On asphalt they go smoother than on a snowy road. A clear, understandable "zero" helps the driver in adjusting the direction.

On dry pavement, they brake weakly, on a par with the Kama, on wet pavement - medium. They hum like a tread on a rolled snowy road. They transmit vibrations from small irregularities to the body. Fuel consumption is increased at 60 km/h and average at 90 km/h.

The protrusion of the spikes is on the verge of acceptable, but, nevertheless, the spikes are held very securely.

They were born in 2009, but have already been upgraded: the rubber composition and spikes have been updated.

Comparable with the "Continental" in terms of the balance of grip properties on "white" and "black" roads (they prefer the former). On ice, they brake very well (only the Cordiant is better, in which the spikes protrude strongly), the lateral grip is average, and the acceleration is the best.

On the snow, the situation is the same: braking is very good, they hold medium across, and they accelerate best of all. The course on a snow-covered straight line is kept very well, the steering wheel is understandable. Manageability: clear reactions at any steering wheel angles. The behavior is strict, the car is screwed into the turn with a slight help skid. You can tighten it with a steering wheel or by releasing the gas. They are not afraid of snowdrifts, they confidently overcome them in any modes.

On the asphalt straight, they do not feel very confident - an indistinct “zero”, large angles when correcting the course and steering the rear axle interfere with a clear course here. On dry pavement, they slow down very weakly (only Cordiant is worse), on wet pavement - a little worse than average. They make a lot of noise, voice the change of coverage. Unpleasantly itchy on small bumps.

Economical at any speed. The protrusion of the spikes is on the verge of admissible. Despite this, they are very securely held in rubber.

Created in 2009 and sold ever since.

The only tires among the leaders equipped with round core studs, which are unfashionable by today's standards. The best balance of grip on all surfaces that can be found on a winter road. On ice, the best lateral grip, average acceleration and good braking.

On snow, the best acceleration, average lateral grip and very decent braking. When slipping, the acceleration efficiency is slightly reduced. They go straight in a straight line, on a heterogeneous surface they scour a little, as if choosing what to cling to, but they do not stray from the intended course. Handling is good: clear reactions, fast execution, understandable behavior. On the turning arc, the speed is limited by a slight drift of the front axle.

Deep snow is overcome with confidence. They move easily, obediently maneuver, strengthening confidence, and reliably get out in reverse. They run smoothly on asphalt. Experts noted a barely noticeable tendency to steer the rear axle when changing the trajectory. Braking is average regardless of the condition of the asphalt - dry or wet.

Noise only on asphalt at high speed. They transmit light shocks from medium bumps. Economical at 90 km/h, better than average results at 60 km/h. The magnitude of the protrusion of the spikes and the growth rate of the protrusion leave no doubt about their durability.

The potential of tires created in 2007 has not yet been fully realized.

Modernization (updating the carcass, rubber compound and switching to hexagonal spikes) made it possible to show excellent result: none weak performance in grip properties. On ice, acceleration and lateral grip are very good, braking is not inferior to them. On snow, the best braking and lateral grip properties, acceleration is average. On the "white" straight line they go smoothly.

I liked the very clear and understandable "zero". Handling is undeniably good. Clear reactions with instant response are combined with a soft, cat-like behavior. Transitions to sliding and back are very smooth and predictable. In the limit, not frightening demolition of the front end.

It is better to overcome deep snow on the move, and if you get up, get under way without slipping. They go smoothly along the asphalt straight, but when adjusting the course, the experts noted a not quite clear “zero” and a slight steering of the rear axle. They brake moderately on both dry and wet surfaces. They make noise with the tread and spikes, with a peak at a speed of 50-60 km / h. They transmit unpleasant shocks from medium irregularities to the body and riders.

Fuel consumption is similar to Michelin: economical at 90 km / h, at 60 km / h the results are better than average. After break-in, the amount of protrusion of the studs is normal, but an increase of 0.2 mm during the tests inspires concern for the durability of the studs. During the tests, three wheels lost 10 pieces*.

*Pirelli has already responded to our information about the lost studs and has taken action. See ZR, 2011, No. 9.

RESULTS IN TABLES

(all tables open in full size by clicking):Vadim KORABLEV, Yuri KUROCHKIN, Evgeny LARIN, Anton Mishin, Andrey OBRAZUMOV, Valery PAVLOV and Dmitry TESTOV.

Thank you for the technical support of the employees of the DTR AVTOVAZ autopolygon,

Togliatti company "Volgashintorg",

as well as tire companies that submitted their products for testing.

Studded tires from Italy? Yeah, I'm changing to Chianti from Finland. From the aspen, oranges will not be born! Sangiovese grapes do not grow beyond the Arctic Circle, and there is almost no ice in the Apennines ...

But the hot southerners from the Pirelli company nevertheless strive to catch up and overtake the Germans, French and Finns in studding. Another attempt - Pirelli Ice Zero.

I swear I won't leave Russia until I prove to you that Lancer evolution on winter asphalt, it behaves best on Pirelli tires!

The head of the Russian representative office of Pirelli Carlo Costa, as they say, wound up. I just told him over dinner how much I love Continental WinterViking studded tires. Yes, a third of the spikes have fallen out over the past winter and there are two side hernias, but my Evik has driven five seasons on this set!

And over the years, I have only become stronger in the idea that studded tires are for the city. Exactly! For the first time, the fact that “studs” outperform “stickies” when braking on asphalt, I paid attention ten years ago, analyzing the results of our comparative tests. tire tests. They contrasted sharply with the opinion prevailing among professionals that the spikes, they say, slide on a hard surface. But judging by the numbers of our measurements ... Yes, there were outsiders among the studded models, but only among the "rootless" brands. And the leaders were Continental, Nokian, Michelin - with spikes!

Therefore, last winter beyond the Arctic Circle, it was extremely interesting for me to find out what the developer of the new Pirelli Ice Zero model, an Italian, thinks about it ...

And here is not an Italian: Ice Zero was created by the Dutchman Jaap Leendertse. A graduate of the Delft University of Technology, a specialist in computer engineering, he worked on tires in German technical centers Bridgestone/Firestone and Goodyear, and moved to Milan exactly two years ago. I ask if you like it there. What a question, replies: the blessed south, Italy, the poet's dream.

At the same time, we are sitting in the epicenter of the most winter fairy tale. R-r-hand Peak. It makes you want to savor, stretch this “rrrr” at the beginning of the name of the amazing Ruka Peak hill under the polar town of Kuusamo, which is east of Rovaniemi. A lone high hill is open to all winds: here you are not a plain, here the climate is different - and the Finnish firs, in the lowland, simply powdered with snow, here they are densely covered with snow. And the hotel stands at the top of the peak, surrounded by strange curved silent white statues…

Yes, on the one hand, the stud protrudes slightly above the tread and, as it were, lifts part of the rubber, “turning it off” from the process, Jaap argues in response to my questions. - But on the other hand… In order for the tires to work well at low temperatures, the compound must be made softer, and the tread must be cut with many sipes. All this worsens the behavior of the tire on asphalt. Spikes give me several advantages. First, they strengthen the tread. And secondly, on ice they provide the lion's share of grip properties and thanks to this, the compound can be made harder. It turns out that a studded tire outperforms a non-studded Scandinavian type both on asphalt and on ice!

Later, Jaap sent me the exact figures for comparative measurements. If we take the results of the Pirelli Carving Edge studded tires as 100%, then when braking on dry pavement at + 3 ° C, the Velcro Pirelli Ice Control lengthens the braking distance by 5%! True, non-studded tires European type Pirelli Snow Control S.3 brakes are expectedly better - by 13%. But when braking on ice, the hard Snow Control loses as much as 25% to the “spikes”! A "soft" Ice Control - 15%.

So it turns out that "for Russian conditions with periodic extremely low temperatures, but with a predominance of urban driving on asphalt, the best tire is studded." These are not my words - Jaap said it.

What about asphalt wear?

There is such a thing. That is why spikes are banned throughout Western Europe. And even the Scandinavians, who can’t do without studs, were forbidden to sell tires produced later than July 1 of this year with more than 50 studs per linear meter of tread. That is, for a 16-inch tire, this is a maximum of 96 spikes.

The 16-inch Ice Zero tire has 130 "double" studs. The tread pattern is completely different from the Carving Edge, more like a Nokian previous generation- "ornament" of the central part plus transversely oriented shoulder blocks. Numerous sipe sipes New compound with long molecular chains designed to increase traction on wet and snow-covered surfaces

The patented Pirelli “double” stud bites into the ice with two “sharp” peaks during acceleration, and with a “common” flat edge of a tungsten carbide carbide insert during braking. But in the transverse direction, the "double" spike works like a single one. Trapezoidal body guarantees orientation in the tread

0 / 0

Then why does the Pirelli Ice Zero have 130 studs?

It turns out that the same Scandinavians made an exception: if a tire with a large number of studs successfully passes a special test for coating wear, it is allowed for sale. The test is full-scale: the car repeatedly drives over calibrated granite tiles, which are weighed before and after the tests. If the weight loss after the test is below a certain value, then the wear is normal.

Evil tongues said that this test was invented by tire workers from Nokian, they conduct it in Finnish polygon Test World, which means ... But the Italians also successfully passed the "wear test"! And with spikes not simple, but double.

This is a new word in the race of spike weapons. First, the Finns from Nokian came up with a square-section carbide insert, then the Germans went even further - remember the “diamond” spike on Continental tires? And at Pirelli, the insert resembles ... a bat. "Look, people, I'm Batman!" The dual part works during acceleration, and the straight part - during braking. And only in the transverse direction the brainchild of Jaap Leenderts and his colleagues turns into an ordinary spike.

And look what a powerful “underwater part” of the spike! It is closed only at the factory - it is impossible to stud Ice Zero on the side. Moreover, unlike the Germans, Pirelli did without glue - such a spike is sitting in its nest dead, and there should be no fallout, as is the case with the current Pirelli Carving Edge tires.

The previous (already) generation Bentley Flying Spur sedan is excellent on ice! Long wheelbase, powerful biturbo engine - and constant four-wheel drive with half traction distribution between the axles

How do new tires perform?

Alas, they only gave a little ride on them: acceleration, “snake” and braking on the Audi A8. Information - zero. But I managed to spend the whole day at the Bentley Power on Ice school - however, the "school" Continental GT and Flying Spur were "shod" in regular Pirelli Sottozero tires, studded specifically for ice classes. What a thrill to drive these huge heavy vehicles sideways under traction, shifting them from skid to skid! Moreover, the grip at the “long spike” on the ice is such that sometimes, immediately after switching the “automatic” up, there is not enough traction even from the V8 biturbo engine on the new Conti GT. And the asymmetric center differential on the new generation Bentley fared worse - with a 40:60 thrust distribution in favor of the rear axle, the Continental GT is not as smooth and predictable in sliding as the good old Flying Spur with its 50:50 symmetry.

But all this, including dog sled rides, is lyrics. What about physics? How do the new Ice tires Zero, will they be better than Continental, Nokian and Michelin? After all, if in the first years the new studded Pirelli tires perform on a par with the leaders in our tests, then they are slowly losing ground: competitors are improving. For example, the well-known Pirelli Carving Edge tires were among the winners four years ago, and last year they were already inferior to them.

While Carving Edge tires are still on the scene, the Ice Zero completes the range, debuting in the most prestigious sizes from 16 to 21 inches. Oleg Rastegaev will tell you how "Ice Zero" proved to be in our test in the next issue of the Autoreview. As for me, then ... I would gladly put Pirelli on the EvoIX. But only if they are no worse than Conti, on the most critical surface for me - winter asphalt covered with a snow-salt film. And if the Russian market is really so important for Pirelli, as Carlo Costa says, then I think that the developer Jaap Leendertse will still have work to modernize the studs, the compound, and the tread pattern ... The road conditions in Russia are painfully difficult. Nor in Scandinavia, nor in Canada - and these are the other two markets for Pirelli studded tires - there are none.