Compare tires5/9/2023 ![]() If you must for reasons of cost, though, the conventional wisdom is that you want the best shoes (or the least worn) in the rear no matter if you have a front-, rear-, or four-wheel-drive vehicle. No one recommends you install just two winter tires. TOM SALT, TEST WORLD Your Best Foot Backward Our mule was one of Test World’s Ford Focuses fitted with 225/45R-17 rubber. We also partnered with our hosts for the subjective evaluation conducted on the indoor snowcross circuit and measured in lap times. As with past tire tests, we deferred to experienced drivers, this time supplied by Test World, for the objective acceleration and braking on snow and ice. Also, a control tire laps periodically to normalize results if the track becomes faster or slower.įor this test we wanted to determine the best-performing studless snow-and-ice tire. Between each tire session, a maintenance crew resurfaces the snow to keep conditions as constant as possible. Because “Indoor 2 subjective handling test” is a mouthful, we’ll just call it the “snowcross” test. ![]() Get a corner wrong or slide too much and you’ll hit a strategically placed snowdrift, there to catch the car before the Armco does. Its top speed of 45 mph on snow feels like triple digits in the dry. From the air, it looks like a giant hollow Jelly Belly. On our test day, the inside thermometer read -11, as in degrees Celsius, or 12 degrees Fahrenheit. Both buildings have cooling circuits in the floor and chilled forced-air ductwork. Indoor 2 contains a 0.2-mile, 30-foot-wide squiggly handling circuit. The Indoor 1 building is a 525-foot-by-52-foot pole barn of packed snow that includes a lane of Zamboni-maintained ice. We headed up to the refrigerated covered complex in late summer, as we wanted this story to appear in time for you to take advantage of its findings for the winter soon to be upon us. In early spring, Test World stockpiles snow, filling its two buildings with about two feet of packed, natural white stuff, enough to last the entire indoor-testing season. During winter months it operates like any other automotive proving grounds, but with frozen canals and snow-packed fields standing in for the concrete and asphalt you find at more-temperate venues. The point is, it is a vast difference between changing a wheel and changing a tyre.The Test World Mellatracks proving grounds is a facility that offers year-round testing on natural snow, as opposed to the man-made stuff. ![]() There must be videos out there that demonstrate how to actually remove a tyre from a rim, and how to re-install a tyre to a rim, so I will not try to explain it in text. It is also preferred that a rubber hammer/mallet. The absolute minimum tools required to perform this operation, is a set of (two) tyre levers. If the actual tyre (the black, rubber thing that fits around the metal wheel rim), has been damaged, or even destroyed, by the sudden deflation of the pneumatic tyre, it will then be necessary to actually CHANGE THE TYRE.Ĭhanging the tyre involves the removal of the damaged tyre from the wheel RIM. Such cars only provide a Pressure-pack can that can (theoretically) inject a sealant into the tyre/tube and also re-inflate the tyre. Many cars these days do not even includde a "spare wheel" not even an emergency wheel that is only rated for 80 km/h (~50 mph). When you are driving along and you have a "blowout" or get a puncture/flat tyre, you need to either call your Roadside Assist Insurance provider or otherwise use your "spare wheel" (if you have one!!) to overcome the problem.
0 Comments
Leave a Reply. |