How to come to terms with winter, what the bus bulb, and the first test of the Nokian Hakkapeliitta R3

The Finnish Arctic is such a forced way to come to terms with winter. In the sense that you simply have no other choice, but there is a bonuses are allowed 100 km / h on mirror ice covered country roads, running right up to 9pm the supermarket and the Northern lights, if you don't want to sleep at night... you Can go to work on cross-country skis, snowmobile or dog sled. Another activity available to locals and guests of the capital – industrial espionage, because here are tested all the novelties of the autoindustry.

Minus 15 Celsius. Squally wind outside ruffled the flags on tall flagpoles. Beneath a string of parked the new Mercedes-Benz A-Class in "nechitaeva" camouflage tape, with the sticky tape on the false ribs that are intended to mislead accidentally caught in the Transpolar Finnish journalists that "suddenly" there was a little more than a few. At a little distance, under the cover, also in camouflage, hiding the latest GLB crossover, which is guarded by a couple of guys in blue-black jackets inside the old Vito. Guys drink coffee, pouring it from a silver thermos, after a long night — the romance of industrial espionage then wakes up almost every passer-by...

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Ivalo is a favorite tourist destination to hunt for what in Latin is called aurora borealis, the Northern lights. It is the northernmost airport in Finland and one of the many offices of Santa Claus.

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But for us more importantly — in the vicinity of Ivalo is a number of the test car-polygons, where the vehicles and their components are tested for resistance to the harsh conditions of this winter. In continental Europe such cold weather is not found anywhere else — thank you, global warming.

My goal today is a testing ground White Hell of Nokian Tyres (see my story on polygon: www.drive2.ru/b/2833841/). Task — testing of new winter friction (i.e. non-studded) tires the Finnish mark — R3 and R3 Hakkapeliitta SUV belonging to the same generation as the one presented in last year's "nine" Hakkapeliitta 9 (link to my test of these tires: www.drive2.ru/b/464722334448616101/). Both tires belong to the so-called Nordic type, i.e. designed for Northern Europe and Russia.

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The guys from Nokian report that in the process of developing the new tyre was tested 35 of the drawings of the tread, more than 7,000 tires tested, the testers have driven more than 100,000 kilometers, holds more than 40 000 tests on braking. The tests took place not only in Nokia and Ivalo, but also in Sweden, Russia, Spain, Germany, South Africa and Japan, at different temperatures and road conditions. In was attended by 100 engineers. Priorities for development to improve the operation of the tyres in changeable winter conditions, handling and grip on snow, as well as to achieve the best hook on the ice, and fuel economy.

Not like copy-paste marketing peel from press releases, so here I am not going to pour as sweet as powdered sugar in chocolate, and a mysterious, drunken young teacher of English, phrases like Cryo Crystal 3 or Arctic Grip Sense, will tell us about changes in your own words.
Hakkapeliitta R3 represents a further evolution of the ideas embodied in the predecessor – model of the R2.

Change the pattern and shape of the grooves visible to the naked eye. First of all, significantly increased the number of lamellae, creating additional faces traction on slush and wet roads.

In the new model, the tire manufacturers have taken into account the wishes of customers in a fast and powerful cars, complained of Walcott and insufficiently sharp handling on dry pavement. Actually, for this purpose, the Central rib of the tread now, not in itself, as it was in R2, it is connected with the side "wings" with three types of laminirovanie.

Different fins work in different ways. Lamella pumps, like the pear bilge water from the contact patch, are now located not only in the shoulder area and on the entire surface of the tread (their number increased by 107%).

Central slotted shoulder zone have a design that resembles a comb, with a preprogrammed flexible – too flexible "swaroopini" the protector itself will not work properly, especially on dry pavement. Edge slats, the so – called three-dimensional, trailing each other in the bends, providing the necessary level of rigidity of the tread and, consequently, handling on solid surfaces.

According to product Manager Marco Rantonen, which was introduced to us as "father and mother" R3 tires were finalized in the light of modern algorithms of modern stabilization systems, creating high loads on the tires in General and the tread in particular.

In the rubber mixture of the tread all also apply microscopic crystals ("synthesized from environmentally friendly material," added Rantanen), which provides "roughness" of the top layer of the tire regardless of wear and tear (of course, in the framework of strongly recommended 4 mm remaining depth).

Another change, which affected the tread — the top layer remained soft, approximately as R2, while the base of the "checkers" has become harder to prevent "pontaniana" elements of the tread during active driving.

The increase in rigidity of the tread and widespread use of silica instead of carbon black also resulted in a slightly lower rolling resistance (5%), which should have a positive impact on fuel consumption. How much? By our standards, just not by much. 27 thousand mileage, consumption 6.7 l, saves 35 liters of fuel and emitted less than 80 kg of carbon dioxide.

Chief technical specialist mark, Matti Morry, adds: "the main feature of silica, with all its benefits is quite expensive, but we still use it to improve our tyres." In these words I hear an obvious allusion to the fact that the new tires are significantly more expensive than the R2... But don't be sad about.

In connection with the increase of hardness, have a low profile (with a profile less than 45%) of the models changed the speed now is T, i.e. 190 km / h In "high profile" models, the index remained unchanged — R 170 km / h
External difference of SUV from the normal version — wider center rib, and the "teeth" on the edges of the shoulder that helps in deep snow. Inside – tough rubber compound, dual layer protector, the same aramid sidewall.

There are changes in the dimension line. From R3 — 68 sizes, from 14 to 21 inches, including variations for electric vehicles. Is there a difference between "electric" bus from all others? The main differences in sizes, for example, i3 is 155/70 R 19 88 Q X, but Nokian is an occasion to reiterate its "trend". R3 SUV is available in 63 sizes 16 to 21 inches.
Tire pattern finally patented sly smiles Matti Morry, so copy it "for free" does not work anymore.

What the Finns say about the characteristics of the new tires? According to the presentation shown on the chart, compared to R2, the new tyres have the same level of control on the wet road with the same comfort, slightly better grip and handling on snow and braking on wet surfaces.

Significant advantages of the R3 before R2 in reduced rolling resistance, handling on dry surface and grip on ice. Unnamed "premium competitor" will lose, if you believe the picture, all the parameters of the previous sentence.

In other words, if you believe eloquent Finns, new tires are better in all directions. Whether so it actually? To reach the scientific certainty needed instrumental tests. All that will be described below – this is a personal, subjective feelings of a person, every day in the winter driving in different cars, on different tyres is mostly Nokian Hakkapeliitta 7, 8, 9 on the test car and R2 on their own.

So there you go! Arsenal tactile "measurement" means – has a full skid plate, front bumper and sills of the Audi Q5 and RS5, as well as the standard VW Golf with manual manual transmission.

Public roads

The day started with a convoy of text in the surrounding area A string of cars moving on snowy, icy and cleaned tracks, strictly following traffic rules.

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Given that bare, not even processed by the mill ice under the wheels on the secondary roads, keep allowed 80 or 100 km / h in the profiled turns fun and unusual.

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After a few tens of kilometers to gradually understand the difference between R2 and R3. First of all, with R3, the driver has a little more feedback on the steering wheel, the vehicle trajectory more clearly reacts to the wheel more precisely. A little more hook in turns. And what about the braking?

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Making sure that from behind no one "rolls", check it out. 80 km / h under the wheels of bare ice that might hit the brakes and the car slips under the chatter of the ABS, reducing the progress is slower than we would like. Oh, physics, you heartless bastard...

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Studding on the bare ice will always brake better. Repeat the experiment on the snow – the car slows down steadily and intensively, almost like a summer sprinkled with sand primer.

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Ahead a bunch of turns. Check cross hook! The steeper snow-covered curve, the sharper is activated the ESP, and the car remains on the path, not scaring the driver nothing but the crackling of operation. Vehicle communication is not torn for a moment, and electronics not only insures against mistakes, but really helps.

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Benefit it or harm? In principle, I am inclined to the first answer, but completely erroneous actions of the drivers will not save no bus and no electronics. And if we talk about ice, the studded tyre will obviously give you more headroom.

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All this is very clearly demonstrated one of my colleague with ESP partially disabled to tumble in a 90-degree turn on the ice at the Q5 crossover with recessed in the floor the gas pedal and at a good speed (about 50 km / h). The car predictable for me and totally unexpected for the driver flew right into the parapet at the outer radius... Thanks to the guys from LMS Racing, set on car good protection – as a result all was limited to the damage to the bumper and fixing the most protection.

Finally – test the ice ring, demonstrating that the combination of tyres and stabilization system allows for R3 to go on the ice very, very confident.

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Field tests

The second part of the test clearer and more interesting. In one of the lakes at the landfill site White Hell cleared a wide strip with a length of about a mile.

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Landmarks placed three wide snake with corridors for dispersal and braking Each of the snakes has the same configuration, but coverage varies.

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The first snake on the polished mirror of ice. The second on the rough ice. Third on the ice, covered with snow. Three identical VW Golf with a disabled traction control (ESP active), with three different sets of tires: studded Hakkapeliitta 9, friction Hakkapeliitta R3, and "Central European winter tyre", turned out to be the latest Nokian WR D4.

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The test result of the – partly expected, partly surprising.

On the car with Nokian WR D4 to budge on the mirror of ice is not easy. Tires just grind in place. To go with the accelerator must be handled carefully. Similarly – the response to the steering wheel the car tries to drive past landmarks, sliding sideways anywhere, but only not there where it is necessary. The hook is very small and in the longitudinal and in the transverse direction, so that the operation of the ESP system is totally seamless – the good of her little, except that "prithee" engine and the car slows down. You can go only a "whisper". On acceleration on the straight Golf easily tighten up to 170 km / h – despite the fact that the actual speed does not exceed 80 kilometres... same thing with the braking, the braking distance is dangerously high.

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On the rough ice, the situation is better – hook still not enough, that on acceleration that the braking, but ESP is better able to help to refuel the car in the turns. Dusted with snow on ice ESP working sharper and the car confidently and accurately follows the trajectory. So it is already possible to drive, but it becomes clear why non-studded winter tyres are divided into Alpine (Central European winters) and Nordic (for this winter).

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After that transplanted on the same Golf Hakkapeliitta 9 – and begin to enjoy how electronics helps me to pass a wide snake with good speed and without mistakes. Of course, the "mirror" of the braking distance is longer and the ESP works quite often, but even so the coating doesn't scare me. What is there to speak on the rough ice, where I'm going even faster. A covering of snow the car runs a little better, all this time on the wheel everything is simple and clear even for an inexperienced driver.

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What Hakkapeliitta R3? On sheet ice the car on these tires is noticeably more confident than at WR D4, but up to nine far. In other words, you can go, but slowly and gently (as shown by the reported experience a light accident on a public road). The rough ice, the car goes much better, but the stabilization system operates continuously and mega-active -- loud cracking noise and vibration from the wheels say that the hook here is achieved through a combination of tread design and electronics work. At braking on rough ice R3 plays "nine" several of the buildings, although the acceleration here is quite good.

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But the behavior of the R3 on the snow-covered ice surprised me – on this surface the car rides just fine, fits into the trajectory without triggering the ESP, or with minimal participation with increasing velocity. That is a solid snow-cover new friction tire rides better than the Hakkapeliitta 9!

Instead of an epilogue

That new tire will be slightly better than the previous model, it was possible to guess, without reading the text. It is the General rule in the modern world that manufacturers always add performance little by little, leaving a reserve for the future.

What's next? Marco Rantanen says technology is integrated in the tire sensors, analyzing the hook on the fly. Will be more widely used environmentally friendly, renewable materials. On the roads will increasingly meet electric cars, autopilots. Private cars give place to karteninhaber.

Full sizeOn the example of the tyre Hakkapeliitta 9 lights instead of spikes demonstrates a double-studding. Central spines work during acceleration and braking, and lateral — turning

"Five years ago, at the presentation of "eight" we showed to journalists avtotrassy car. Now you can be sure that our assumptions about the direction of the development vector of the automotive industry proved to be correct.", says Rantanen.

But if nesipbek will replace the studding? Rantanen shakes her head: "We work hard to constantly develop our friction tyres, but on the ice, especially at temperatures near zero, the level of grip from studded tyres is much higher, anyway."

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Text and photo: Artem Achkasov