ZR usually conducts its tests in Russia, on the roads of the AvtoVAZ training ground. However, exclusive ones like special high-speed tires are also tested abroad at manufacturers ’branded sites
ZR usually conducts its tests in Russia, on the roads of the AvtoVAZ training ground. However, exclusive ones like special high-speed tires are also tested abroad at manufacturers ’branded sites. ZR usually conducts its tests in Russia, on the roads of the AvtoVAZ training ground. However, exclusive ones like special high-speed tires are also tested abroad at manufacturers ’branded sites.
Have you ever been taken face down the road? Unpleasant sensations, I will report to you. Look carefully at my photo - all the edges on the checkers are erased. Some may say: you have such a job - to climb on the asphalt tread. On the whole, I agree, but do not forget: the more gentle we are treated, the longer we serve.
Young growth asks to tell what is waiting for them - they are apprehensive about the upcoming tests. You, they say, grated roll, share your experience. Listen, I won’t lose it.
TRAINING
We, a group of five studded tires, were brought to the Zarulevsky warehouse in Tushino. Every six months they organize something like a recruiting center there. We waited a long time for other groups of the same kind, but with a different pedigree to come together. Then they left everyone in the truck and drove somewhere - perhaps they were shaking for a day.
With such a tipper and electric wrenches, the wheels on the Priora are changed by one or two
With such a tipper and electric wrenches, the wheels on the Priora are changed by one or two. With such a tipper and electric wrenches, the wheels on the Priora are changed by one or two.
Already on the spot they unloaded and disassembled by name. Spent something like a physical examination. We checked the metrics (we call it DOT), clarified the birthplace, weighed, measured the depth of the grooves, the hardness of the rubber and even the protrusion of the studs. For each case, they have their own instrument-tool. The senior tester said that he meticulously questioned the businessmen with what they measured all this, then he looked for the same devices somewhere. Indeed, in ordinary stores they are not sold.
Then we were taken to a tire fitting - to collect on disks. From there, I personally immediately got into the run-in. Most of all I liked her. Five hundred versts dashed in gentle mode - they didn’t tear from a place, they didn’t slow down to the floor, they didn’t get carried away by speed. I directly felt how each little ship rose in its place and was firmly embraced with rubber. But the non-studded relatives complained to me: during the break-in they have the opposite: the testers strive to slip from the traffic light, slow down sharply, they do not slow down in turns. I heard from people that during the running-in of these wheels the task is exactly the opposite - to tear off the thin skin that has cured during vulcanization from rubber and to clean the tread of the grease that remains of the mold.
At the end of the break-in, a mark was made on each wheel where it stood - for more accurate results. We do not mind, order is needed in everything. Then the hardness of the rubber and the protrusion of the studs once again measured. And taken to the landfill, put in a warehouse container.
The shift task and the tire change procedure are on a special board
The shift task and the tire change procedure are on a special board. The shift task and the tire change procedure are on a special board.
MEASUREMENTS
When everyone gathered, the tests began. Many people think this is cool. As for the steepness, I will not say, but in reality it is much less interesting than it seems - I vouch for the tread. For me, nowhere is more tedious. All day alone acceleration-braking in the snow or on ice. About a dozen identical races with each set, then any crazy. Then consider the average value. But that is not the point. The results obtained are considered as semi-finished product. Measurements with the same kit, which is assigned as a control, are periodically repeated. For some reason they call it a “stove”. Or in a foreign manner - with a referential tire. Still would be called "beloved wife"! So, through these tires determine how much the state of coverage has changed. Snow and ice, it turns out, the substances are unstable. The grip on them depends on the temperature of the coating and air, humidity, even on how the sun shines brightly. So the poor “stove” is periodically procrastinating, determining the condition of the “road” with the results obtained. And then, after recalculating the semi-finished products through this data, they get the results that are offset.
The ice circle is not a gift either. 20-25 revolutions on each set are cut on it, then the best are selected from the times obtained. But necessarily repeating. One record they don’t count - they call it a pop-up value. And the “stove” is used in the same way. Or, it happens, they drive a second car, but already on the same tires - and through it the final results are recounted ….
Rearrangement on packed snow is a separate issue. Here, both the maximum speed is measured and the behavior of the machine is evaluated. For each set, there are 15–20 races. Counting - by the same method.
While photographing tires rubbed with snow, it melted in the sun, turned into ice and slightly dripped, copying the tread pattern. In our conditions, this is hardly possible, but beyond the Arctic Circle, at the Nokian winter training ground, easily
While photographing tires rubbed with snow, it melted in the sun, turned into ice and slightly dripped, copying the tread pattern. In our conditions, this is hardly possible, but beyond the Arctic Circle, at the Nokian winter training ground, easily! While photographing tires rubbed with snow, it melted in the sun, turned into ice and slightly dripped, copying the tread pattern. In our conditions, this is hardly possible, but beyond the Arctic Circle, at the Nokian winter training ground, easily!
But we are winter, okay! They say that summer tires "rearrange" in the same way, but not on the snow, but on the asphalt road, both on wet and dry. That's really a face on the table.
But I like to run out. This is when the car is accelerated and measured, how far it will ride by inertia. One measurement is the average of two conducted one after the other in opposite directions, so that the wind or slope does not affect. Usually we “run out” at night - then it’s completely calm and the temperature of the asphalt practically does not change. In the afternoon, the sun burns it or because of the cloud it warms it slightly. The guys in this case have an infrared thermometer - measures the temperature at a distance.
Braking on dry or wet roads is, at first glance, a very simple test. But here there are some nuances. Braking must begin at the same point, which must be approached at the same speed - try to get out of habit. And after the race we make a circle to cool the brakes.
By the way, testers have their own system for watering the road. In a trailer they carry water in a semi-cubic tank, and spray them with a motor pump and hoses with garden nozzles.
Help! They do not want to ride these tires - neither backward nor forward. The tractor is needed
Help! They do not want to ride these tires - neither backward nor forward. The tractor is needed! Help! They do not want to ride these tires - neither backward nor forward. The tractor is needed!
EVALUATION
Of course, not everything can be measured. I overheard that the most difficult is considered an expert assessment. Only the most experienced ones who have been testing for at least five years are allowed to visit it. It is understandable: here you need to clearly understand what you are doing, and to catch problems, and to formulate comments. And at the same time own the car in an adult, so as not to break. The assessment is synthetic, and takes into account the handling, and directional stability, and comfort, and even patency in snowdrifts. The principle of these tests is exactly the same as for measurements: to compare us under the same conditions. So testers use the “stove” here, however, less often. Here, testers evaluate our behavior from the perspective of an ordinary driver, not a drifter who can ride sideways.
Estimates are put on a ten-point system. The top ten, they say, is almost never used, it is considered the top of perfection. Nine - very rarely, eight is sometimes called the norm. They say that according to the same system, almost all tire and even car manufacturers evaluate their products on internal tests.
Often, specialists from tire factories come to winter and summer tests: they watch, check whether everything is done correctly. Some companies even adopted some exercises from our testers - "patency in deep snow", for example. I heard that the Michelin testers, when they first saw how our snow virgin lands were stormed in cars, were very perplexed. Why, they ask, drive through the fields, you're not on all-terrain vehicles ?! Then, they say, they were shown snow-covered city parking lots - and immediately the questions disappeared.
Michelin’s specialist Dominic Jacquemar carefully studies Russian ice and shoots it on video
Michelin’s specialist Dominic Jacquemar carefully studies Russian ice and shoots it on video. Michelin’s specialist Dominic Jacquemar carefully studies Russian ice and shoots it on video.
So the team is competent, respected in eminent companies. But here I personally cannot, in any way, love these people. Why? Have you ever been taken face-down on asphalt?
PRINCIPLE OF CALCULATION OF TOTAL RESULTS
The final places of the test are not “assigned”, as it often sounds in the comments of readers. Each tire takes a position according to the number of points scored. To count them, you need to add up all the results. But how can braking distance meters, speed of rearrangement, acceleration and lap times and points of expert evaluation be added up? A special system has been created for this.
The results of all measurements are converted to percentages. The easiest recount is for speed at the rearrangement. The highest value is assigned 100 percent, to those who are slower, in accordance with the result. The braking distance, acceleration time, etc. are also converted to percentages. But here 100 percent correspond to the smallest (best) result, while for the rest percentages are determined by dividing the best by the achieved. Almost all tire manufacturers use a similar counting method.
After a photo session on the rink, the wheels go to the container. Inside, “shnivy” space was not enough for everyone
After a photo session on the rink, the wheels go to the container. Inside, “shnivy” space was not enough for everyone. After a photo session on the rink, the wheels go to the container. Inside, “shnivy” space was not enough for everyone.
With an expert assessment a little easier: it is translated into similar values, multiplying the expert evaluation points by 10. Thus, the best result (10 points) can be 100 units.
Now the results of all exercises are comparable. But just folding them is not entirely correct: 100 braking distance units can hardly be considered equivalent to 100 units of acceleration, noise or smoothness.
Each exercise is assigned weighting factors (significance factors). They are selected taking into account the weight and importance of each exercise, but so that the maximum possible sum of the final result is equal to 1000 points. Moreover, the measurement results make up 75 percent of the total result, and expert assessment - only 25 percent. To simplify the perception of the final results several years ago, it was decided to round them to whole units.
