Tire testing plays a fundamental role in road safety and vehicle performance. Modern tires undergo extensive evaluation through standardized procedures that assess everything from braking capability to wear resistance. These tests ensure tires meet safety standards and help drivers make informed purchasing decisions.
Below, we will describe the tests’ conduct, evaluation criteria, equipment, and measurement methods.
Who and why do testing
Manufacturers
Tire manufacturers conduct comprehensive testing programs throughout product development. These tests serve multiple purposes: validating design choices, verifying compliance with safety regulations, and identifying areas for improvement.
Such tests are often conducted internally to improve their products or for marketing.
Independent Testing
As consumers, we value tests by independent automotive magazines and organizations for their unbiased evaluations and objective performance comparisons, highlighting the strengths and weaknesses. When manufacturers promote features like superior wet braking or improved winter performance, independent tests can confirm or refute these claims with solid data.
In our ratings we use only the results of independent tests.
Testing is a hard work
Professional tire testing requires extraordinary precision and control. Each testing discipline demands strict adherence to international standards and precise control of multiple variables that can affect results.
- Temperature alone demonstrates this complexity. Surface temperature must remain within ±2°C during testing. A seemingly minor 5°C variation can alter braking distances by up to 3%, potentially changing a tire’s ranking in comparative tests.
- Similar precision applies to water depth in wet testing, where variations of just 0.5mm can significantly impact results. Automated irrigation systems control water depth to fractions of a millimeter.
- GPS-based measurement systems track position with centimeter accuracy, while brake robots ensure consistent pedal pressure across hundreds of test runs.
- The human factor adds another layer of complexity. Professional test drivers undergo extensive training to maintain consistent driving lines and techniques. Even then, results require multiple runs to achieve statistical validity, with outliers carefully identified and eliminated.
- Many other factors must be constant: wind, humidity, road compliance with standards (more on this later), the absence of debris and defects on the road, tire pressure and technical serviceability of the car, quality and reliability of equipment, and so on.
These demanding requirements mean reliable tire testing remains beyond the capabilities of many organizations. While numerous websites and channels publish tire “tests,” only a few facilities worldwide can maintain the necessary testing conditions and measurement accuracy. This limitation makes verifying the source and methodology of published tire test results crucial.
Where are the tests conducted
Few testing grounds worldwide allow professional tire testing; each facility may also focus on specific conditions. For example, winter tires are typically tested in Finland or Sweden, while high-speed performance summer tires are examined in Germany, and so on. Tires may be tested on two continents, even within the same test.
Below are the most famous testing centers.
| Countries | Areas |
|---|---|
| Finland | UTAC Ivalo (former Test World) |
| Sweden | Arctic Falls |
| Germany | Contidrom (Continental) |
| Spain | IDIADA Proving Ground |
| USA | UVALDE (Continental, Texas)
Michelin Laurens Proving Grounds (South Carolina) Goodyear Proving Grounds (San Angelo, Texas) |
How are braking tests conducted
The test measures the tire’s braking distance under extreme braking, which is monitored using GPS sensors. Before the test, the track is cleared of debris and rubber deposits, the surface temperature is checked, and the car’s tire pressure on the vehicle is adjusted.
Methodology
- The car accelerates to a certain speed (for dry 100 km, wet 80 km, snow, ice – their speed) and maintains it for 3 seconds to ensure stability.
- The brake robot is activated at a given point with maximum and constant force on the pedal.
- GPS systems track the car’s deceleration, while wheel speed sensors monitor the activation of ABS. The test continues until the vehicle reaches a speed of 3 km / h—the measurements of a complete stop can be affected by slippage.
- Each set of tires undergoes several actual launches, and the results are averaged after eliminating statistical outliers.
Terms and conditions
A standardized test surface, either asphalt or concrete, with specified roughness is used for dry and wet tests. The requirements for this surface are detailed in the ECE R117 standard. Tests are performed within a controlled temperature range, typically between 20 and 25°C for dry conditions.
- Skid resistance (BPN): 58-78
- Texture depth: 0.7mm ±0.1mm
- Surface evenness: max 2mm per 3m
- Slope: max 1%
- Age: max 2 years since resurfacing
At the same time, there is constant monitoring of the environment, and the tests are stopped if:
- Wind speed increases (exceeds 15 km / h)
- The track temperature goes out of the specified range (20-25 ° C)
- There is a threat of rain (for dry testing)
- Humidity exceeds 80%
On wet asphalt
The measurement method for wet asphalt remains the same, but the requirements for the road surface change. Automated systems maintain a constant water depth (1mm) with continuous temperature monitoring. The texture depth varies from 0.5 to 1.0 mm.
This comprehensive approach ensures reliable, repeatable results accurately reflecting real-world tire performance. Test centers worldwide use these standardized methods.
Requirements for braking on snow and ice are below.
How are handling tests conducted
The same road surface and temperature conditions apply to the handling and braking tests.
Handling tests involve complex procedures to evaluate how tires perform during cornering, lane changes, and emergency maneuvers. These tests provide crucial data about tire grip, stability, and overall handling characteristics directly affecting driving safety. Testing facilities use specialized tracks with various standardized courses.
The two main methods for measuring handling performance are:
Maximum Speed Method (km/h, mp/h)
- Car drives through test course at increasing speeds
- The test ends when the driver loses control or hits cones
- Higher maximum speed indicates better handling
- Typically used for slalom and lane change tests
- Popular in European magazines (Auto Bild, Auto Motor und Sport)
- More dependent on driver skill
Time-based Method, sec
- The car drives through the course at a fixed speed (usually 70-80 km/h)
- Measures time to complete the course
- Lower time indicates better handling
- Used in figure-eight and complex handling courses
- Common in American and Asian publications
- More consistent and repeatable results
- Less influenced by driver’s courage
Both methods are valid, but time-based testing typically provides more consistent data for comparing tires.
Unlike braking tests, the water depth is 0.5 mm (instead of 1 mm) for wet asphalt, with constant water flow with no standing water
Additional requirements:
- Constant radius turns
- Standardized course layout
- Surface age monitoring
- Regular cleaning
- Wind speed limits (under 15 km/h)
- No testing in the rain
How are aquaplaning resistance tests conducted
This test allows you to evaluate how well the tire removes water from under the contact patch.
The primary test is on a specialized track with precisely controlled water depth. Engineers flood the surface to maintain exactly 7 millimeters of water—deep enough to create challenging conditions while ensuring consistency for testing. The test vehicle then gradually accelerates on this wet surface until the wheels spin faster than the actual vehicle speed, indicating that the tire has lost contact with the road. Higher speed = better.
Manufacturers also conduct curved track testing, which more accurately reflects real-world driving scenarios. On a corner with a 200-meter radius covered in 5mm of water, drivers maintain a steady speed while gradually increasing the steering angle. This demonstrates how effectively tires maintain grip when facing standing water and cornering forces.
Advanced sensors measure multiple parameters during these tests. Wheel speed sensors detect when tires start to float, while water depth monitors ensure consistent test conditions. GPS tracking provides precise speed data, and accelerometers measure how the vehicle responds when the grip begins to fade.
Terms and conditions
- Temperature: 5-35°C
- 7mm water
- No wind above 15 km/h
- Standardized tire pressure
- Constant water temperature
How are snow tests conducted
Typically, these tests are carried out at testing sites in Sweden or Finland. These sites maintain the ideal temperature (-5-30 C), which is suitable for assessing tire performance in extreme winter conditions.
Testing facilities maintain specially prepared snow tracks with precise characteristics according to ISO 18106. The snow depth is 20 centimeters, and surfaces are groomed daily to ensure consistent testing conditions. Surface technicians regularly measure snow density and temperature, significantly affecting tire performance.
Terms and conditions
- Snow depth: 20 cm ± 2 cm
- Snow density: 0.25 g/cm³ ± 0.05
- Surface temperature range: -20 °C to -5 °C
- Regular maintenance requirements
Acceleration tests
In addition to the above-described braking, handling, and lateral stability tests, an acceleration test is added to assess the tire’s traction qualities.
- The acceleration test measures how quickly a vehicle can reach 30 km/h (or another) from a standstill on packed snow. It also reveals the tire’s ability to grip loose snow.
- Sometimes, the distance required to accelerate to a given speed is measured.
Hill climb tests
You don’t often see a test like this in independent magazines. Hill climb testing occurs on 12% grade slopes covered in snow. This challenging test reveals a tire’s ability to maintain forward progress on inclines – crucial for real-world winter driving. Testers measure the maximum climbing angle before the wheels spin excessively.
How are ice tests conducted
Ice testing represents one of the most challenging and precisely controlled environments in tire evaluation. Professional testing facilities in northern regions must maintain exact conditions to ensure reliable, repeatable results.
Terms and conditions
The ice surface demands meticulous preparation and maintenance. Testing standard ISO 19447 requires a 5-millimeter-thick ice layer with a tolerance of just one millimeter. This precise thickness ensures consistent surface temperatures and breaking patterns during tests.
The surface temperature must stay between -4°C and -12°C throughout testing. This narrow range exists because ice characteristics change significantly with temperature—warmer ice provides more grip, while colder ice becomes increasingly slippery. Testing facilities monitor temperature continuously using embedded sensors.
Daily surface renewal keeps the ice in optimal condition. Professional ice resurfacing machines maintain surface consistency, similar to those used in ice hockey arenas. They remove tire marks, fill any developing cracks, and ensure uniform thickness across the testing area.
- Ice thickness: 5 mm ± 1 mm
- Surface temperature: -4 °C to -12 °C
- Roughness parameters
- Friction coefficient ranges
- Maintenance procedures
Environmental Controls
Testing facilities strictly control environmental conditions. Direct sunlight can affect surface temperature and ice characteristics, so many facilities operate under large, covered structures. Humidity control prevents frost formation on the surface, which could affect grip levels.
Wind speed limits of 15 kilometers per hour protect test validity. Even moderate winds can affect vehicle stability on ice, particularly during lateral grip testing. Many facilities use windbreaks or conduct testing in enclosed areas.
The measurement methodology remains the same for dry, wet, and snow.
How are noise tests conducted
Measurements are usually taken of both external and internal noise.
The primary method is the pass-by noise test, conducted on specially designed tracks meeting ISO 10844 standards. These tracks feature precisely engineered surfaces to ensure consistent measurements across different tire models. During testing, vehicles pass microphones positioned 7.5 meters from the track’s center at various speeds, typically 80 km/h, for certification testing.
These microphones accurately capture the tire noise, measuring sound levels in decibels (dB).
Another set of tests measures cabin noise inside the vehicle. Engineers place high-precision microphones at the driver’s ear level and drive on standardized surfaces at different speeds—usually 50, 80, and 120 km/h.
Specialized equipment analyzes different noise components: pattern noise from tread blocks hitting the road, cavity resonance from the air inside the tire, and structure-borne sound transmitted through the vehicle’s suspension. Engineers even study impact noise – tires’ sound when crossing joints or minor road imperfections.
Testing conditions must be strictly controlled. Wind speed, temperature, and surface conditions can all affect measurements. Facilities regularly clean test tracks and only conduct measurements in dry conditions with acceptable wind levels. Test vehicles undergo rigorous maintenance to ensure mechanical noise doesn’t interfere with tire noise measurements.
How are rolling resistance tests conducted
The test evaluates the fuel efficiency of the tire. Testing facilities use two primary methods to measure this characteristic.
In lab
Tires rotate against large metal drums in climate-controlled facilities under specific loads and speeds. Precise sensors measure the force required to maintain the tire’s rotation, indicating its rolling resistance coefficient. Most major testing facilities follow the ISO 28580 standard, which ensures consistent laboratory measurements. The standard testing conditions maintain a 25°C ambient temperature and an 80 km/h speed.
Coast-Down Testing
For real-world verification, testers use coast-down procedures on actual roads. A vehicle accelerates to a set speed (typically 100 km/h), shifts to neutral, and allows natural deceleration. Sensors record the time and distance covered while slowing to a lower speed (usually 60 km/h).
The results translate into rolling resistance values by accounting for:
- Aerodynamic drag
- Mechanical friction
- Road surface characteristics
- Ambient conditions
Modern tires typically achieve rolling resistance coefficients between 5 and 15 kg/ton, with lower numbers indicating better efficiency. A 1 kg/ton difference can impact fuel consumption by approximately 0.1 L/100km.
How are wear resistance tests conducted
The wear resistance tests show the projected tire’s mileage.
Testing tire wear resistance requires both laboratory analysis and extensive real-world evaluation. Professional testing facilities combine accelerated wear simulation with long-term road testing to predict how tires will perform over their lifetime.
- In laboratories, specially designed drum machines run tires continuously for 24 hours under controlled conditions. These drums feature different surface textures to simulate various road types. Precise measurements track weight loss and tread depth changes, while thermal cameras monitor heat distribution patterns that might affect wear.
- The real-world evaluation takes place through convoy testing. Fleets of identical vehicles drive predetermined routes covering different road types and conditions. These tests typically accumulate 15,000 to 20,000 kilometers minimum, with regular tire rotation ensuring uniform wear patterns. Professional drivers follow specific speed and driving style guidelines to maintain test consistency.
Material testing supplements wear evaluation. Laboratory equipment tests rubber compounds for abrasion resistance according to DIN 53516 standards. Additional testing simulates environmental effects, such as UV and chemical exposure, that can affect long-term durability.
Testing conditions remain strictly controlled. Surface temperatures must stay between 20 and 35 degrees Celsius. Vehicles undergo regular alignment checks to prevent irregular wear from mechanical factors. Tire pressures are monitored daily, and load conditions are carefully documented.