So, compared to other tests of components on automobiles, we are dealing with a high proportion of subjective evaluations, usually by the test staff, probably evaluated at most by statistics. What is then missing is the abundance of objective measurement data.

One speaks of reproducibility, i.e. the repetition of tests under the same conditions with, of course, the same result as possible. This is the only way to later make a clear comparison with modified tire designs.

Because it could also be that you have deteriorated somewhere in the incredibly large network of criteria. Basically, the tire is a prime example of design compromises, gradually gaining advantages in one area without significantly worsening in others.

A good example of this is the jack-of-all-trades in the form of all-season tires, which saves the ever more complex reassembly, programming and storage. If winter tires are already a compromise because it can get really warm or rain in winter, all-season tires are even more so.

So you can confidently assume that this was not designed as consistently for use in ice and snow as a winter tire. The nicest solution was the water bowl on the roof, which was filmed during the test drive over bad roads, to achieve objective driving comfort values, even if it was not really meant to be taken seriously.

Of course, the transmission of the vibrations picked up by the road can also be reasonably measured, mostly in vibrations per second (Hertz). The less you find those that act on the tires on the body, the more comfortable a tire appears. The rear axle deserves special attention, which is why driving comfort usually gets worse the further back you sit.

A nice example is supposedly (we'll see) our upcoming Hyundai Kona Electric. Here, the conversion from combustion engine to electric technology has obviously resulted in a rear axle that emits slightly annoying noises to the underbody and then to the front, even when driving on country roads.

It is unclear whether they were already present on the combustion engine and disappeared under its noise carpet, but in any case they are expected to be clearly perceptible. Luckily, as a private person, you don't have to test all possible tires here, but you will probably be able to remedy the situation by sticking heavy film on the back.

As a result, the complexity of a tire meets that of the chassis and both continue to meet a sheet metal floor, which is also not entirely without problems. All of that is much more difficult to qualify than the fact at what point a car breaks away on the same road surfacing of a circular area over and over again.

And it's not just the fact that a tire breaks away at a certain cornering speed, but also how it breaks away. If it does this suddenly and surprises the driver, then it should do it earlier and more controllably. In other words: the properties of tires must match today's driving conditions.

Now just imagine that one asked tire engineers to teach tires optimized according to all these criteria how to save fuel one day. And not only that, but also the range, which is so important in electromobility, should be considered. Perhaps you now have a glimpse of the Sisyphean work behind it.

To make the confusion complete: Against this background, how is the initiative to be assessed, to pay attention to environmental protection and continue to use the vast majority of tires? Retreading (video below) is certainly a thing worth considering, but what about the impact of desirable impacts on traffic?