Welche Reifen für T3 Syncro?

@Trilobyte Ist das wirklich so dass alle Reifen innerhalb der 8% Toleranz akzeptiert werden? Ich habe gestern mit dem Felgenimporteur telefoniert: Er meinte dass die Eignungserklärung ungültig wird wenn man andere als explizit im TÜV-Teilegutachten erwähnte Reifen montiert (die aber für mich nicht interessant sind…) und die MFK das wahrscheinlich so nicht akzeptiert. Jetzt bin ich wieder ziemlich verunsichert :disappointed_relieved:

Soviel ich weis werden TÜV Gutachten sowiso nicht akzeptiert?!

Das ist korrekt: Das TÜV Teilegutachten alleine reicht nicht, man benötigt eine Schweizer-Eignungserklärung. Der Herr am Telefon sagte aber, dass dieses auf dem TÜV-Teilegutachten basiert…

die mfk interessiert die felge. wenn die passt schauen sie die reifen an. da muss der abrollumfang innerhalb 8% zum originalumfang sein. in der schweiz gibt es im gegensatz zu deutschland keine pflicht für diesen ohne jenen reifen. da sind wir komplett frei wenn die traglast, geschwindigkeitsindex etc und eben der abrollumfang passen.
tacho darf natürlich nicht hinten nachgehen.

gruss
siegi

2 „Gefällt mir“

Mein Vater hat mal eine kleine Zusammenstellung gemacht. Er hat sich für den Cooper Discoverer A/T3 entschieden und ist nach den off-road Ferien in den Karpaten immer noch sehr zufrieden damit.

BFGoodrich All-Terrain T/A KO

Vorteile:
Dreilagige Seitenwand
Gute Dämpfung und Durchbiegung auf Schmutz
Klassische Gelände Design

Nachteile:
schlechte Haftung
Schlechte Nasstraktionsleistung
Übermäßige lug Abplatzen und Reißen

Dick Cepek Fun Country

Vorteile:
Gute Seitenführung auf dem Bürgersteig
Mechanische Kodierung auf Felsen von großen Profilblöcke
tiefes Profil

Nachteile:
Fehler beim klettern
Unvorhersehbare bei hohen Geschwindigkeiten auf Schmutz und Pflaster
Schlechte Luftlinie Bremsleistung

Falken WildPeak A/T

Vorteile:
Klasse führenden Dry-Rock- Traktion
Ausgezeichnete Anfangs Grip auf trockener Fahrbahn
Glatt und ruhig auf der Autobahn

Nachteile:
Vague Geradeauslauf
Trends in Richtung Übersteuern auf Schmutz
Schnelle Tragen durch weiche Verbindung und Stollenprofil Tiefe

General Grabber AT2

Vorteile:
Gute Seitenführung auf dem Bürgersteig
Direkte und präzise bei der Geschwindigkeit
Ausgezeichneter Grip bei hohen Geschwindigkeiten auf Schmutz
60.000 - Meile Garantie

Nachteile:
Fehler beim klettern
Firm Fahrqualität
Schlechte Luftlinie Bremsleistung
Muss Wärme in den Reifen für beste Ergebnisse

Goodyear Wrangler All-Terrain Adventure

Vorteile:
Ruhig und auf der Straße stabilen
Schnellste Slalomzeit
Höchste Querbeschleunigungs auf Skid-Pad
Hervorragende Bremsverhalten

Nachteile:
Begrenzte Haftung bei allen Schmutz Bedingungen
Fehler beim klettern
Überschwingen nach dem Gegenlenken

Toyo Open Country A/T II

Vorteile:
Gute Linie hält sich Schmutz oval
Excellent Karkasse und lug Verformung
Glatt und ruhig auf der Autobahn
Excellent On- und Off- Pflaster Bremsleistung

Nachteile:
Niedrigste Gesamtbelagsverhalten
Schlechte Nasstraktionsleistung
Shallow Profiltiefe

Cooper Discoverer A/T3 (Editor’s Choice and Value Award)

Vorteile:
High-Speed- Kontrolle und Vorhersagbarkeit auf Schmutz
Greatest Leistungsbereich
Beste nass Pflaster Traktion

Nachteile:
Fehlt dreilagige Seitenwand

Und der artikel dazu von outdoorjournal.com
er ist zu lang für einen post und man darf nur drei hintereinander posten… hab ihn auf die schnelle nicht gefunden auf der homepage, um ihn zu verlinken…

In nearly three circumnavigations of the globe and hundreds of thousands of overland miles, I have never had a puncture—not a single tire flattened by rock, stick, screw, or nail. This is not to say I have not experienced a flat or two, but it has usually been in sand dunes (a lost bead) while running very low air pressure. This does not necessarily merit bragging rights, as I have been entirely bemused by my luck. However, is it luck, or have variables contributed to my good fortune? There are critical factors that influence a tire’s puncture-resistance and tractive performance. For this comprehensive review, we will expose the side-by-side results of seven leading all-terrains.

Tire Performance for Overland Travel

While reliability is arguably the greatest consideration for an adventure driver, I would submit that performance shares an equally critical role. During my earlier travels, thoughts were drawn towards how my equipment would hold up. However, those concerns have since been partially replaced with a focus on how the gear will perform. This applies to not only my vehicle and various modifications, but also to my tires. They must be durable, reliable, and work really well when things go sideways.

From a romantic viewpoint, overland travel is a series of endless remote dirt roads. However, we all know that long sections of pavement and graded gravel separate us from those majestic backcountry photo opportunities. For example, a trek to Nordkapp, Norway, will be nearly all pavement, but odds are good that it will be snowy or wet pavement. For this reason, an all-terrain is typically the best option for transcontinental travel. All-terrain tread designs offer reasonable performance for many scenarios, and are very effective for those long transit stages on pavement.

Evaluating a tire’s performance is multifaceted and complex, with aesthetics rarely far from the bottom of the consideration set. A puncture is typically no more than a minor inconvenience, but rounding a corner at speed and hitting ice or wet pavement could be a trip-ending event. Performance influences safety, and this evaluation focuses on how effective a tire is when we need it most.

Tread Design

All-terrain tire development has gone through a renaissance in recent years. The use of computer-aided design (CAD), finite element analysis (FEA), and advanced rubber compounds have resulted in exponential improvements. As a result, it is possible for all-terrains to not only look great, but also to perform effectively on- and off-pavement. Tread design has a significant influence on traction, with components including lug void space, lug shoulder shape, siping, and lug integrity. Void space primarily assists in the evacuation of mud, snow, and water, and allows the lug face to present a clean biting surface on the next revolution. The shape of the lug and void space contributes to how the tire holds a line in mud and snow. Interrupted void channels improve slope-holding (lateral slip) for a cambered sidehill and down/uphill (longitudinal slip) in mud and snow, but reduce the effectiveness of water evacuation. The angle of the lug shoulder contributes to stone retention and lug integrity. An angled shoulder will help reduce stone retention and reduce tearing and chunking of the rubber.

Sipes are thin slits in the face of the lugs. They provide additional biting edges on the contact patch and significantly improve wet surface and snow/ice traction. The effectiveness of these hairline cuts should not be undervalued, as they affect mechanical keying (defined below) and increase traction on other surfaces as well. However, siping can impart compromises, which include accelerated wear and tearing of the rubber. There are pros and cons to siping, but the trade-offs are worth it.

Glossary of Terms

Adhesion

Adhesion is realized during the period of contact between the tread and the tractive surface. It is most relevant on dry surfaces, and diminishes rapidly once moisture (as frozen or liquid water) is introduced. A tire’s rubber compound, which is a cocktail of natural and/or synthetic rubber, carbon black, silica, sulfur, and other agents, has a great influence on adhesion. For example, when driving on Moab’s slickrock, how well a tire “sticks” to the terrain is a property of adhesion. The same applies on the road, where effective adhesion improves grip while cornering, braking, and accelerating. With road racing tires, such as those used in Formula 1, the focus is on maximizing the tire-to-track adhesion and micro keying.

Having said this, tire manufacturers have been hard at work perfecting their rubber-carbon-silica cocktails and most currently utilize a proprietary compound. For example, Falken drew on their years of experience with high-performance racing tires when they engineered the WildPeak rubber, with impressive results.

Deformation

How a tire’s carcass and tread lugs deform provide several notable traction and flotation benefits. Deformation allows the tire to fold around and conform to obstacles such as rocks, ledges, ruts, and roots. This increases the contact area, which allows for maximum adhesion and mechanical keying and is critical for traction on irregular surfaces. As you might expect, deformation is one of the key benefits of reducing a tire’s air pressure. Lug deformation, which is influenced by rubber compound (hardness) and tread block design, is also an important factor. As the tread encounters an irregular surface, such as a rock, it can deflect, shift, and partially interlock with the obstacle’s edges. However, deformation, as with most things, can come at a cost. A carcass that is too flexible may not support a heavy payload properly, which can cause the tire to overheat and possibly fail. It may also be less resistant to punctures. Lugs that are too soft or compliant can tear or deflect completely under the input torque. In short, we want a tire that is durable, yet compliant in rough terrain. Some manufacturers, such as Goodyear, have addressed this by utilizing materials such as Kevlar into the sidewall.

Mechanical Keying

There are two forms of mechanical keying: micro and macro. Macro keying is the interface between the lugs and a traction surface. The tread blocks interlock with irregularities in the terrain, which aids the vehicle in climbing the obstacle. It can be best compared to a rock climber ascending a cliff wall by interlocking his or her fingers with small cracks in the surface. Micro keying, the deflection of the rubber itself, is equally important. It can be described as the ability of the rubber to receive an impression, on the micro level, from irregularities in the surface. The rubber’s “softness,” which is typically measured with a durometer, directly influences micro keying. As with deformation, a soft rubber compound may come with compromises. If the rubber is too soft, lugs may tear, or the tread face may smear away. Heat buildup and reduced longevity are also factors.

Steering Attributes

Directness is a reflection of the vehicle’s response to the main shaft angle, which is the driver’s rotation of the steering wheel. A tire that responds directly to that input would be a positive outcome, while a response that is delayed would be negative. On-center feel is also a measure of directness, but specific to the effort of maintaining a straight-line course. If the tire is vague on-center, constant correction will be needed from the driver, which can contribute to fatigue.

Handling Characteristics

Handling was a primary consideration for test evaluators, and was defined with a myriad of descriptors. Line holding is the ability of the tires to be set to a specific steering input and hold the intended course. Matching is similar, but reflective of the grip demonstrated by the front and rear tires. A common mismatch might be good front axle grip (line holding), but the rear may come into oversteer sooner than acceptable. Step-out is the reaction of the vehicle when encountering small surface irregularities in a curve (corrugations are a great example). If the tire lacks grip and compliance it will step-out, or slip off-line with each impact. Overshoot is when countersteer input is provided by the driver but the grip is so low or unpredictable that the vehicle swings past an intended course (usually in a straight line). Predictability is one of the most important attributes, as it demonstrates the driver’s confidence in the tire to perform consistently as expected.

Testing Considerations

It will be easy for some to dismiss the asphalt components of this test as irrelevant. However, as I mentioned, pavement performance is of equal importance to that of dirt results. In fact, the Editor’s Choice and other top scorers in this test have proven that an all-terrain can excel on the road and trail. Having said this, I find it surprising that other tire tests have avoided pavement evaluations altogether. Joe Bacal, our lead evaluator, emphasized the importance of repeatable pavement tests. He said, “OHV enthusiasts typically believe that dirt performance is all that matters, and as a result, their trucks handle poorly on the pavement and on the trail. A tire that performs well on the track can also do magic on the trail. As a lead evaluator for Toyota, I expected a tire to work well everywhere.” Our goal was to find a tire that performed well everywhere, and we did.

A key factor in any comparison of this nature is to create repeatable tests and evaluate the product on an identical platform—rather than on a mixed fleet of staff vehicles. To address this we sourced two identical 10th Anniversary Edition 4-door Jeep Wrangler JKs. They were left in stock configurations and with factory 8.5- by 17-inch wheels. For road and track testing, we rented the Yavapai County fairgrounds near our office in Prescott, Arizona. Facilities included large asphalt parking lots, long sections of road-quality pavement, and an equestrian racetrack.

Testing Notes

Data Collection

This test would not have been possible without the G-Tech/Pro metering device and the generous on-site support from its creator (and Overland Journal subscriber), Jovo Majstorovic. In addition to developing the G-Tech, Jovo is considered a tire expert. His professional assistance and input greatly aided our testing methods and data collection. The G-Tech/Pro is a GPS vehicle dynamics measurement tool that mounts to the windshield. It was used to record track times, g-force, speed, and more.

Lead Evaluator

The primary test driver was Joe Bacal. Having worked for nearly a decade on model development with Toyota and other manufacturers, Joe is regarded as one of North America’s foremost four-wheel drive performance evaluators. One of his primary responsibilities for Toyota was testing tires for their four-wheel drive platforms. In addition to his OEM experience, Joe is a Baja 250, 500, and 1000 winner with Team Lexus.

Tire Selection

For this review we chose seven of the more popular all-terrain tires on the market. The lineup includes current offerings from BFGoodrich, Cooper, Goodyear, General Tire, Dick Cepek, Falken, and Toyo. All tires were Light Truck (LT) 265/70 R17 with an E load rating.

On Road

Limit Handling: The limits of vehicle dynamics can be evaluated with a professional test driver, where extreme inputs are presented, such as braking in a turn, an emergency lane change, or a lift-throttle oversteer. These extreme inputs were performed to document the limits of each tire’s performance.

Braking: Emergency braking from 60 mph to full stop. ABS was disabled and the test was performed three times. The G-Tech Pro measured exact point where brakes were applied and the point where the vehicle stopped. Results were averaged and additional comments were recorded for straight-line stability, hop, and predictability.

Slalom: With stability systems disabled, the Jeeps were pushed through a set of cones placed at 50-foot intervals. Three runs were performed with each tire and the time/speed results from the G-Tech were averaged. The slalom provided significant insights into lateral grip, directness, carcass and lug deflection, and predictability.

Skidpad: Safety cones were set up in a 100-foot circle. Stability systems were disabled and each tire was driven as quickly as possible for a minimum of three laps, or until the lap times declined. The G-Tech was used to collect lap times and provide insights into tread deflection and rubber tearing, as well as lateral grip, heat buildup, and line holding.

Wet Cornering: This was a 90-degree wet corner, run at the fastest speeds possible (average of 45 mph). Tire understeer caused the Jeep to push off the course, while oversteer required corrective input. Evaluative considerations were lateral grip, effectiveness of rubber compound, tread design, and siping.

Highway Test: An identical stretch of highway was driven with each tire. We noted noise, vibration, and harshness (NVH), along with wander, ride quality, and stability. Tires that are smooth, quiet, and comfortable on the highway will reduce driver fatigue.

On Trail

Dirt Oval: We utilized the fairground’s equestrian 1.5-mile dirt oval, which included lightly banked turns, mild corrugation, and erosion lines. This repeatable and controllable test, which we drove at high and low speed, provided insight into performance on variable-surface dirt roads. Considerations were lateral grip, harshness, oversteer, understeer, emergency braking on dirt, directness, line holding, and predictability.

Rut Test: A course was set up through a twisty section of decomposed granite. The objective was to drive the course with the majority of the vehicle’s weight resting on the outer edge of the tire. This test was used to evaluate sidewall grip, deformation, shoulder lug traction, and to a lesser degree, mechanical keying.

Rock Climb:

To evaluate low-speed tractive performance, adhesion, mechanical keying, and deformation, we found a steep, 38-degree granite slab with variable surface imperfections. A chalk line was drawn to keep each tire on the exact track, and front and rear locking differentials were engaged. Utilizing threshold throttle input for the slowest speed possible, we inched the JK up the face. If the tires lost traction and the vehicle ceased forward progress, a measurement was taken from a predetermined point to the center of the front wheel. The test was decisive: several tires cleared the top of the slab and received a 100-percent score, while others lost traction and failed to complete the climb.

Additional technical data collected included the average weight needed for balancing, air pressure required to seat the bead, durometer measurement, tread depth, weight, and deformation at variable air pressures.

BFGoodrich All-Terrain T/A KO

BFGoodrich (BFG) has been a stalwart brand in the overland and 4WD communities for four decades. The All-Terrain T/A, which was released in the late 1970s, claimed countless awards and desert racing championships. I have used BFG tires for years and several hundred thousand miles, and currently have a set on our project Land Rover Discovery. Despite the reliability I’ve experienced with this tire, technology has advanced well beyond their current designs. As a result, these classic standbys are fading into the past.

On Road

In the highway evaluation the All-Terrain was busy and noisy. The Jeep tended to follow grooves and generally imparted a harsh ride with excessive noise. The tire also required the highest average weight to balance (8.06 ounces). The T/A provided reasonable stopping distances and finished towards the middle of the pack in the emergency braking test. On the slalom track it had the slowest overall time, with less-than-impressive lateral grip, and required significant steering input for directional change. Skid pad times were at the lower end of the pack, and calculated lateral g-force was .67. At the end of the test, the shoulder of the outside front tire was showing major tearing and chunking and was nearly shredded. Once the asphalt turned wet, the speeds and control in the 90-degree corner dropped even further, resulting in the poorest performance of the test.

On Trail

The T/A continued to struggle in the dirt. There were significant delays in responsiveness and excessive steering wheel input was required to initiate directional change. Lateral grip on the dirt oval was recorded as weak, which induced oversteer and slow recovery during countersteer. Damping was good on the dirt, with less step-out on corrugations than average and better overall comfort. We did note that the tire was linear and lacked surprises—even with less overall grip it was consistent and predictable. On the rock climb the BFG demonstrated good lug deformation and keying, but lacked adhesion and ultimately failed the climb. It recorded the shortest climb height of the units tested. bfgoodrichtires.com, 877-788-8899

Pros:

Three-ply sidewall

Good damping and deflection on dirt

Classic all-terrain design

Cons:

Poor adhesion

Poor wet traction performance

Excessive lug chipping and tearing

Editor’s Note:

Although we would have like to have tested BFG’s newest AT, the KO2, it was not available at the time of testing in early April. We will provide a full review of that tire in the coming months after we get a chance to put the prerequisite miles on a set. Short term testing was conducted in Baja and reported in the Winter issue of Overland Journal.

Dick Cepek Fun Country

Dick Cepek, a passionate outdoorsman, purchased a Land Rover in 1958 to explore the California deserts. Unsatisfied with the tire options available, he tracked down Armstrong, who produced a tractor tire he felt was suitable for desert terrain, and talked them into making one that was DOT approved. It was introduced in 1961 and christened the Hi-way Flotation tire. Dick Cepek is one of the original names in recreational four-wheel drive tires and their product line still reflects this ethos. The Fun Country tire is an aggressive all-terrain with large shoulder lugs and wide tread spacing.

On Road

The Fun Country performed in the upper half of the pack in the high-speed asphalt testing, which was surprising given its aggressive pattern. Despite recording faster times, it required significant driver input and correction. Grip felt non-linear and resulted in unsettling the Jeep and poor repeatability; we clipped more cones with this tire than with any of the others. In the braking test, straight-line stability and traceability was the lowest in the group. On the highway the Fun Country exhibited the poorest NVH; it followed most grooves and required active driver intervention.

On Trail

On the oval track the Fun Country displayed similar characteristics. It was busy, which resulted in poor predictability and near-constant driver correction. Grip was acceptable at lower speeds, but irregularities in the surface caused the rear to step out slightly. Joe described the high-speed performance as non-linear and with a two-stage grip effect. There was an initial delay (low grip) followed by rapid grip as we scrubbed off speed during the slide. As speeds increased, driver confidence dropped. The result was the lowest speeds in the group. On the rocks we experienced good mechanical keying from the larger lugs, but carcass deformation and adhesion were low, which resulted in a failed climb. dickcepek.com, 330-928-9092

Pros:

Good lateral grip on pavement

Mechanical keying on rock from large tread lugs

Deep tread

Cons:

Failed rock climb

Unpredictable at high speeds on dirt and pavement

Poor straight line braking performance

[Need image captions]

Falken WildPeak A/T

Though Falken is new to the all-terrain segment, they have a rich history in heavy-duty truck and high-performance street tires. This marriage of engineering acumen has resulted in the most unique tire in the test, one that exhibits a number of class-leading attributes. Since its introduction we have collectively put over 30,000 miles on various sets of WildPeak A/Ts. They are currently mounted on the Editor’s Mobile Office Tacoma project as well as on our long-term Land Rover LR4, and we have experienced no punctures or failures on either vehicle.

On Road

On the highway the Wildpeak A/T provided a clean and smooth ride, though it did have a slightly vague on-center feeling. Where the Falken showed its racing roots was on the high-speed asphalt courses, where it revealed several surprises on the stopwatch. In the slalom course it achieved the fastest single pass through the cones—a 6.97-second run. However, the tire also exhibited the greatest spread in run times, which translated to predictability concerns. Lateral G performance on the skid pad was in the middle of the pack, primarily due to fall-off of grip as the tires warmed after the second lap. The compound exhibited impressive adhesion properties but heated quickly. A comfortable and quiet tire on the highway, yet still ideal in an emergency lane-change scenario.

On Trail

The Wildpeak also exhibited wide-ranging results on the dirt. It offered class-leading dry-rock traction but only average effectiveness on gravel at high speeds. During the granite climb test the tire’s rubber compound performed magic. Though carcass deformation was average, we were able to climb, back down, stop in the middle, and climb again. When considering the tire’s rather tame appearance, we were extremely impressed. We were also pleased with the WildPeak’s durability, experiencing minimal smearing and no chunking or tearing of the lugs. Though it is only a two-ply design, its sidewall was one of the thickest in the test. Quality of construction is excellent and we found the carcass to be extremely durable. During the high-speed dirt testing it was predictable and linear, and ranked near the top of the class with regard to overall grip. However, it was noted at the upper limits of speed in the dirt oval that the tire did trend towards oversteer. falkentire.com, 800-723-2553

Pros:

Class-leading dry rock traction

Excellent initial grip on dry pavement

Smooth and quiet on the highway

Cons:

Vague on-center feel

Trends towards oversteer on dirt

Fast wearing due to soft compound and lug pattern depth

Hallo Humla
Klingt sehr interessant! Welche Dimension hat er denn drauf?

GRuss Jörg

Er hat mefro felgen. Sprich 15‘‘ mit ein wenig niederquerschnitt, damit die Abweichung nicht zu gross ist… weiss es nicht genau

Ist 215/75R15 Niederquerschnitt?

Diese Dimension fand ich nicht.

Also theoretisch zählt das als NIederquerschnitt, hab eben nochmal gegoogled. @schirx die Dimension hast du doch auch drauf? Oder meinst du bei den Cooper?