We carried out a number of different tests in snow, in the wet and in the dry to recreate the different conditions of winter.
Our test recreates the moment when the traffic suddenly stops and you stamp on the brakes. We hit the brakes, triggering the anti-lock system at 25mph, and slowed to 12mph. Using road test gear, we calculated how long it would take to come to a halt. The result is an
average of several stops.
This test measures just how much grip each pattern has. With the traction control off, we repeatedly accelerated in second gear from walking pace until the wheels spun, and used a g-meter to measure the traction. As with the braking test, the result is based on two complete tests each made up of an average of 20 measurements.
The last of the machine tests on snow measures the cornering force each tyre has. On freshly graded snow, we drove at a steady 19mph, swerving from side to side, using the same amount of lock each way. A g-meter measured the side forces generated by each tyre and an average of several runs was used to determine the final result.
The sweeps, climbs and hairpins of the handling track combine all the tests done on the lake a few kilometres away. We turned off our VW Golf’s stability control to let the tyres reach their limits, but retained the anti-lock brakes. We did several laps on each tyre, using the best for our results.
All those tiny sipes that open and grip on snow have to deal with deep-standing water here. The test measures how quickly the tread can pump out water from under the tyre. The car is hooked on to a rail system and repeatedly accelerated with one wheel in a 7mm water trough. The difference in wheelspin is measured, plus the speed when it hits 15 per cent – the point control is lost.
There's no rail system here as the car is repeatedly driven through a flooded section of a tarmac circle. A g-meter measures the side force as speeds are increased until all grip is lost. This assesses how well water is pumped out from under the tread when cornering. Both aquaplaning test results are based on average scores.
With temperatures hovering around seven degrees Celsius, where winter tyres start to have an advantage, we took an average of several laps of the track for this result. We kept braking points the same and found time by carrying more speed and accelerating earlier.
Drivers are most likely to get to or exceed the limit of their tyres’ grip when emergency stopping on wet roads, and this is one of the reasons why it is part of the new tyre labelling laws. A rail ensures precisely the same parts of the flooded braking strip are used to stop from 50mph. A series of stops was done and an average taken for the final ranking. Like wet handling, this test was carried out when the temperature was around seven degrees Celsius.
Tread patterns with sipes and small tread blocks are not ideal for dry road handling. Those flexible tread blocks that work so well on snow move around on tarmac, reducing grip. We timed a section of the dry handling track, which included a number of long sweeps and quick direction changes. Average times were used for a ranking.
Imagine repeatedly emergency stopping from motorway speeds and you get the idea of this test. We used the same strip of tarmac for all tyres, measuring from 62mph to a stop, allowing the brakes to cool between each test. Extreme results were removed and an average taken of the remainder for our result.
Not to be confused with the rating included in the new tyre- labelling legislation which measures ‘pass by’ noise. Our test focuses on what drivers are most concerned about – interior noise. It was done on the Contidrom’s noise, vibration and harshness track, coasting on tickover from 50mph on a variety of surfaces. We took an average of the noise readings recorded on each tyre.
Critical for fuel economy and included on the new labels that must be shown to all tyre buyers from 1 November. Our test, done to industry standards, measures the power needed to turn a steel drum on its own, and when there is a tyre pressed on to it. The less power needed, the more fuel-efficient the tyre. Our results are based on an average of two tyres. Around a five per cent drop in rolling resistance means a one per cent cut in fuel consumption.
This is the crucial factor for most drivers – but shouldn’t be, given how critical tyres are to staying safe. That’s why it plays a small role in our ranking. The prices here come from our test-winning online tyre retailer lovetyres.com and are correct at the time of writing. The Linglong figure is what lovetyres.com would charge if it was part of its range. It delivers tyres to buyers, so add around £13 to the figures here to cover fitting and delivery.
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Wow what a surprise - Continental tyres win a test performed on two Continental test grounds, not exactly 'real-world never mind independent.
Simon, if you read other tyre tests you will see Conti do not always come top when they have provided the test venue. Further, the scores are pretty close and Conti are not clear winners. As to actual experience, I have two sets of winter tyres, both Conti Winter Contact. In snow they proved themselves to be incredibly effective. But it is on wet, cold, muddy and un-gritted lanes that they, and I should think other winter tyre brands, really score. If you live in rural Britain where cuts see gritting restricted to bus routes and major roads, winter tyres are really worth considering. You still have to drive sensibly, but I know my Contis have stopped me sliding into a ditch at least once. Some summer tyres are quite good in winter, but the H rated Michelin Energy tyres on my Golf just let go once too often in 2009/10 for me to ever trust them in poor conditions.
I put a set of Goodyear UltraGrip on my BMW 330D last year, and it felt like I was driving on a normal road when it was snowing and icy. It's the first time I have purposely driven in to fresh snow :-)
I tried to post a comment about why all of a sudden aren't 'All Season' tyres worth testing, when last years review was saying how great they were. It didn't get past the moderators.
Now after researching I can see that Continental don't manufacture an all season tyre. So it looks like this 'journalism' is far from being objective.
There are plenty of proper tyre tests that show that the Vredestein and Hankook perform better than many of the all season tyres in cold dry and wet conditions and still acceptable in the snow. So why would you choose a winter tyre that is only better in the 1% or 2% of days every year that actually has snow on the ground?
Hi Andy, Your previous comment got stuck in our filter (it's not a huge fan of links in comments, so will occasionally throw a bit of a wobbly). But it has been approved and on the site for a couple of hours.
Your page could have cached, which means you might not see it for a while, but it is here: http://www.autoexpress.co.uk/w...
Thanks,Auto Express
why did they use the nokian wr d3 which a all season tyre and not the wr a3 which is a winter tyre ????
The choice of summer tyre for comparison seems a bit strange. I found this Conti tyre won the 2009 tyre test. Surely tyre designs have progressed significantly since then and especially for this year with the rating system prompting manufacturers to resdesign when they were lacking. Perhaps this years summer tyre test winner would have been a better reference than a 'best seller'.
You say your test focuses on what drivers are most concerned about – interior noise, of which I feel no other consideration matters, and that you say this is not to be confused by the tyre Db rating on the label.
Something I too have read on tyre makers web sites.
However it's interesting, having checked out your top 3 best tyres' makers web sites, that your tests cabin noise ratings collate exactly with the tyre label info for noise:
Goodyear Ultragrip 8 69db
Michelin Alpin A4 70db
Pirelli Snowcontrol Serie 3 72db
So this seems to confirm that drive by noise level does indicate interior noise level. Maybe AE could do a summer tyre test taking this into consideration.
Also as the human ear can only detect a difference of 3db+ then the Goodyear would be the clear winner over the Pirelli, for example, if one is looking for the quietest winter tyre.
I've got Nokian WR A3 on my '06 C-Class - they have performed faultlssly in cold, wet, snow, slush and warmer dry & wet conditions, especially braking.
However, upon receipt, I noted the sidewalls are marked "All-Season Plus" - will leave them on now and see how they fare!
The only reason we are being advised to purchase winter tyres is that it offers the tyre industry an opportunity to increase their profits by 100%. It's in their interest to convince us all that we need two sets of tyres, rather than one. I'm a driving instructor, have 30 years experience, and live in Scotland. I have never encountered a situation which made me wish I had winter tyres fitted. Instead of wasting money on winter tyres, just drive according to the weather conditions, and you'll have no problems.
Putting winter tyres on hasn't increased my costs much, just the cost of swapping them over. The upfront purchase of an extra set is recouped in the second year, as tyre wear is spread out over all 8 tyres.
I've had them fitted for the last 3 years, and I've never regretted it. Low temperature performance is noticeably improved, and the car handles more predictably in snow, slush, and water on main roads, pulls away better, and stops quicker.
I fitted a set of Conti Winter Contacts, and whist they were pretty good at braking in the snow, I noticed a distinct reduction in wet road grip, both traction, and cornering, (wheelspin, and understeer), fortunately I haven't had to try wet braking yet, and I'm not looking foward to it !