ASTM F1572-21

Standard Test Methods for Tire Performance Testing on Snow and Ice Surfaces

SIGNIFICANCE AND USE
5.1 These test methods describe techniques for assessing the performance characteristics of tires in a winter environment on snow and ice surfaces in a standardized manner. When only snow is referred to hereafter, it should be understood that ice is implied as appropriate.  
5.2 A series of maneuvers are conducted to characterize several aspects of the tire performance in snow, since a single maneuver is not sufficient to characterize all aspects of a tire's performance.
SCOPE
1.1 These test methods cover the evaluation of tire performance on snow and ice surfaces utilizing passenger car or light truck vehicles. Since the tires are evaluated as part of a tire/vehicle system, the conclusions reached may not be applicable to the same tires tested on a different vehicle.  
1.2 These test methods do not purport to identify every maneuver useful for determining tire performance in a winter environment.  
1.3 These test methods are not meant to evaluate vehicle performance. Allowing for the variability of test results with different vehicles, these procedures have been developed and selected to evaluate relative tire-snow performance.  
1.4 These test methods are suitable for research and development purposes, where tires are compared during a single series of tests. They may not be suitable for regulatory statutes or specification acceptance because the values obtained may not necessarily agree or correlate either in rank order or absolute traction performance level with those obtained under other environmental conditions on other surfaces or the same surface after additional use.  
1.5 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

General Information

• Status: Published
• Publication Date: 31-Aug-2021
• ICS: 83.160.10 - Road vehicle tyres
• Technical Committee: F09 - Tires
• Drafting Committee: F09.20 - Vehicular Testing

Relations

• Refers: ASTM E1136-19 - Standard Specification for P195/75R14 Radial Standard Reference Test Tire
• Effective Date: 01-Oct-2019
• Refers: ASTM F1805-18 - Standard Test Method for Single Wheel Driving Traction in a Straight Line on Snow- and Ice-Covered Surfaces
• Effective Date: 01-Nov-2018
• Refers: ASTM F2493-18 - Standard Specification for P225/60R16 97S Radial Standard Reference Test Tire
• Effective Date: 01-Jan-2018
• Refers: ASTM E1136-17 - Standard Specification for P195/75R14 Radial Standard Reference Test Tire
• Effective Date: 01-Oct-2017
• Refers: ASTM F457-04(2017) - Standard Test Method for Speed and Distance Calibration of Fifth Wheel Equipped With Either Analog or Digital Instrumentation
• Effective Date: 01-May-2017
• Refers: ASTM E178-16 - Standard Practice for Dealing With Outlying Observations
• Effective Date: 01-Jun-2016
• Refers: ASTM F1805-16 - Standard Test Method for Single Wheel Driving Traction in a Straight Line on Snow- and Ice-Covered Surfaces
• Effective Date: 01-Jan-2016
• Refers: ASTM F811-02(2016) - Standard Practice for Accelerometer Use in Vehicles for Tire Testing
• Effective Date: 01-Jan-2016
• Refers: ASTM E1136-14 - Standard Specification for P195/75R14 Radial Standard Reference Test Tire
• Effective Date: 15-Aug-2014
• Refers: ASTM F2493-14 - Standard Specification for P225/60R16 97S Radial Standard Reference Test Tire
• Effective Date: 01-Jun-2014
• Refers: ASTM F1650-98(2014) - Standard Practice for Evaluating Tire Traction Performance Data Under Varying Test Conditions
• Effective Date: 01-Jan-2014
• Refers: ASTM F1805-12 - Standard Test Method for Single Wheel Driving Traction in a Straight Line on Snow- and Ice-Covered Surfaces
• Effective Date: 01-Nov-2012
• Refers: ASTM F457-04(2010) - Standard Test Method for Speed and Distance Calibration of Fifth Wheel Equipped With Either Analog or Digital Instrumentation
• Effective Date: 01-Feb-2010
• Refers: ASTM F811-02(2010) - Standard Practice for Accelerometer Use in Vehicles for Tire Testing
• Effective Date: 01-Feb-2010
• Refers: ASTM F538-09 - Standard Terminology Relating to the Characteristics and Performance of Tires
• Effective Date: 15-Jun-2009

Overview

ASTM F1572-21: Standard Test Methods for Tire Performance Testing on Snow and Ice Surfaces establishes a set of standardized procedures for evaluating the performance of passenger car and light truck tires on snow and ice. Developed by ASTM International, this standard ensures consistent testing methodologies to provide reliable and comparative tire performance data in winter conditions.

The methods defined in ASTM F1572-21 focus on assessing tire behavior through a series of maneuvers that collectively characterize critical aspects such as braking, acceleration, handling, and stability on snow and ice. These methods are essential for manufacturers and researchers to optimize tire design, improve safety, and benchmark new products.

Key Topics

• Test Scope and Applicability

  • Testing is conducted using passenger cars or light trucks as part of a combined tire/vehicle system.
  • Results are specific to the test vehicle and may not apply universally to other vehicles.

• Standardized Test Maneuvers

  • Road circuit handling
  • Winter hill climb
  • Winter slalom
  • Straight-ahead acceleration
  • Straight-ahead braking
  • Step steer (maximum lateral acceleration)

• Performance Measurement Parameters

  • Traction characteristics on snow and ice
  • Lateral and longitudinal acceleration
  • Braking distances and acceleration times
  • Subjective evaluations such as control loss and handling response

• Test Preparation and Apparatus

  • Guidelines for tire selection, mounting, storage, and preparation to ensure consistency
  • Requirements for measurement devices such as time recorders, accelerometers, and load cells
  • Surface characterization metrics, including snow density, surface temperature, and traction coefficients

• Data Analysis and Reporting

  • Use of control (reference) tires for comparative analysis
  • Correction of raw data for environmental factors and test conditions
  • Emphasis on presenting both objective and subjective performance metrics

Applications

ASTM F1572-21 has practical value in a range of winter tire testing scenarios, especially in:

• Research and Development

  • Enables tire manufacturers to evaluate prototypes and existing models under controlled winter conditions
  • Assists in optimizing tread patterns, rubber compounds, and tire structures for improved snow and ice traction

• Comparative Performance Evaluation

  • Provides scientifically robust methods to compare candidate tires against reference (control) tires in identical conditions
  • Facilitates internal benchmarking and validation of marketing claims around winter performance

• Safety Enhancement

  • Informs vehicle manufacturers and regulatory authorities about tire suitability for specific climates
  • Supports efforts to improve passenger safety by minimizing risks associated with poor traction in winter driving

• Surface and Environment Assessment

  • Helps in maintaining and characterizing test courses for consistent and reproducible results
  • Guides on monitoring environmental factors such as temperature and snow properties that impact tire performance

Note: These test methods are primarily intended for R&D and comparative purposes, and may not be suitable for regulatory compliance or specification acceptance without additional validation.

Related Standards

The implementation and interpretation of ASTM F1572-21 are supported by several related standards:

• ASTM E178: Practice for Dealing With Outlying Observations
• ASTM E1136: Specification for P195/75R14 Radial Standard Reference Test Tire
• ASTM F457: Test Method for Speed and Distance Calibration of Fifth Wheel Equipped With Either Analog or Digital Instrumentation
• ASTM F538: Terminology Relating to Characteristics and Performance of Tires
• ASTM F811: Practice for Accelerometer Use in Vehicles for Tire Testing
• ASTM F1046: Guide for Preparing Artificially Worn Passenger and Light Truck Tires for Testing
• ASTM F1650: Practice for Evaluating Tire Traction Performance Data Under Varying Test Conditions
• ASTM F1805: Test Method for Single Wheel Driving Traction in a Straight Line on Snow- and Ice-Covered Surfaces
• ASTM F2493: Specification for P225/60R16 97S Radial Standard Reference Test Tire
• SAE J1466: Passenger Car and Light Truck Tire Dynamic Driving Traction in Snow

Keywords: winter tire testing, snow traction, ice traction, tire performance, ASTM tire standards, passenger car tires, light truck tires, vehicle safety on snow and ice

Standards Content (Sample)

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F1572 − 21
Standard Test Methods for
Tire Performance Testing on Snow and Ice Surfaces
This standard is issued under the fixed designation F1572; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision.Anumber in parentheses indicates the year of last reapproval.A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope 2. Referenced Documents
2.1 ASTM Standards:
1.1 These test methods cover the evaluation of tire perfor-
E178Practice for Dealing With Outlying Observations
manceonsnowandicesurfacesutilizingpassengercarorlight
E1136Specification for P195/75R14 Radial Standard Refer-
truck vehicles. Since the tires are evaluated as part of a
ence Test Tire
tire/vehicle system, the conclusions reached may not be appli-
F457Test Method for Speed and Distance Calibration of
cable to the same tires tested on a different vehicle.
Fifth Wheel Equipped With Either Analog or Digital
1.2 These test methods do not purport to identify every
Instrumentation
maneuver useful for determining tire performance in a winter
F538Terminology Relating to Characteristics and Perfor-
environment.
mance of Tires
1.3 These test methods are not meant to evaluate vehicle F811Practice for Accelerometer Use in Vehicles for Tire
Testing
performance. Allowing for the variability of test results with
different vehicles, these procedures have been developed and F1046Guide for Preparing Artificially Worn Passenger and
Light Truck Tires for Testing
selected to evaluate relative tire-snow performance.
F1650Practice for Evaluating Tire Traction Performance
1.4 These test methods are suitable for research and devel-
Data Under Varying Test Conditions
opment purposes, where tires are compared during a single
F1805Test Method for Single Wheel Driving Traction in a
series of tests.They may not be suitable for regulatory statutes
Straight Line on Snow- and Ice-Covered Surfaces
or specification acceptance because the values obtained may
F2493Specification for P225/60R16 97S Radial Standard
not necessarily agree or correlate either in rank order or
Reference Test Tire
absolute traction performance level with those obtained under
2.2 SAE Standards:
other environmental conditions on other surfaces or the same
SAE J1466Passenger Car and Light Truck Tire Dynamic
surface after additional use.
Driving Traction in Snow
1.5 The values stated in SI units are to be regarded as the
3. Terminology
standard. The values given in parentheses are for information
only.
3.1 Definitions:
3.1.1 candidate tire (set), n—a test tire (or test tire set) that
1.6 This standard does not purport to address all of the
is part of an evaluation program; each candidate tire (set)
safety concerns, if any, associated with its use. It is the
usually has certain unique design or other features that distin-
responsibility of the user of this standard to establish appro-
guish it from other candidate tires (sets) in the program. F538
priate safety, health, and environmental practices and deter-
mine the applicability of regulatory limitations prior to use.
3.1.2 control tire (set), n—a reference tire (or reference set)
1.7 This international standard was developed in accor- repeatedly tested in a specified sequence, typically in conjunc-
dance with internationally recognized principles on standard-
tion with a candidate tire (set), throughout an evaluation
ization established in the Decision on Principles for the program.
Development of International Standards, Guides and Recom- 3.1.2.1 Discussion—Control tires (sets) are used for adjust-
mendations issued by the World Trade Organization Technical ment of data sets generated from an evaluation program or the
Barriers to Trade (TBT) Committee. statistical procedures used on data sets, or both, in order to
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
ThesetestmethodsareunderthejurisdictionofASTMCommitteeF09onTires contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM
and are the direct responsibility of Subcommittee F09.20 on Vehicular Testing. Standards volume information, refer to the standard’s Document Summary page on
Current edition approved Sept. 1, 2021. Published September 2021. Originally the ASTM website.
approved in 1994. Last previous edition approved in 2015 as F1572–08 (2015). AvailablefromSAEAutomotiveHeadquarters,755W.BigBeaver,Suite1600,
DOI: 10.1520/F1572-21. Troy, MI 48084.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F1572 − 21
offset or reduce variation in test results. They can also be used 3.1.18 test matrix, n—agroupofcandidatetiresusuallywith
to improve the accuracy of candidate tire (set) data and to specifiedreferencetires;alltestsarenormallyconductedinone
detect variation in test equipment. F538 test program. F538
3.1.3 driving coeffıcient [nd], n—the ratio of the driving
3.1.19 test tire (set), n—oneormoretires,asrequiredbythe
force to a normal force. F538 test equipment or procedure to perform a test, producing a
single test result; the tires within a test tire set are usually
3.1.4 driving force [F], n— of a tire, the positive longitu-
nominally identical.
dinal force resulting from the application of driving torque.
3.1.19.1 Discussion—The four nominally identical tires re-
F538
quiredforvehiclestoppingdistancetestingconstituteatesttire
3.1.5 grooming, v—in tire testing,mechanicallyreworkinga
set. In the discussion below where the test tire is mentioned, it
snow test surface in order to obtain a surface with more
is assumed that the test tire set may be submitted for test tire,
consistent properties. F538
if a test tire set is required for the testing. F538
3.1.6 ice, dry, n—smooth ice without loose surface
3.1.20 vertical load, n—the normal reaction of the tire on
materials. F538
the road which is equal to the negative of normal force. F538
3.1.7 longitudinal force [F], n— of a tire, the component of
the tire force vector in the X' direction. F538
4. Summary of Test Method
3.1.8 longitudinal slip velocity [L/T], n— the effective
4.1 These test methods describe a series of vehicle maneu-
rolling radius multiplied by the difference between the spin
vers which can be utilized by the tire and vehicle industry to
velocity (in rad/unit time) of a driven or braked tire and that of
consistently measure the properties of a tire’s performance on
afreerollingtirewheneachistravelinginastraightline. F538
snow and ice surfaces in the braking, driving and cornering
3.1.9 reference tire (set), n—a special test tire (test tire set)
traction modes.
that is used as a base value or benchmark included in an
4.2 These test methods outline the procedures for conduct-
evaluation program; these tires usually have carefully con-
ing the following tests:
trolled design features to minimize variation. F538
4.2.1 Road circuit handling,
3.1.10 snow, hard pack, n— in tire testing, packed base
4.2.2 Winter hill climb,
without loose snow. F538
4.2.3 Winter slalom,
3.1.11 snow, medium hard pack, n— in tire testing, packed
4.2.4 Acceleration—straight ahead,
base with some loose snow. F538
4.2.5 Braking—straight ahead, and
3.1.12 snow, medium pack, n— in tire testing, groomed
4.2.6 Step steer.
packed base with 2.5 to 5.0 cm (1 to 2 in.) loose snow. F538
3.1.13 snow, soft pack, n— in tire testing, freshly fallen or 5. Significance and Use
deeplygroomedbasesnowwith5.0to7.5cm(2to3in.)loose
5.1 Thesetestmethodsdescribetechniquesforassessingthe
snow. F538
performancecharacteristicsoftiresinawinterenvironmenton
3.1.14 spin velocity, n—the angular velocity of the wheel
snow and ice surfaces in a standardized manner. When only
about its spin axis. F538
snowisreferredtohereafter,itshouldbeunderstoodthaticeis
implied as appropriate.
3.1.15 standard reference test tire (SRTT), n—a tire that is
commonly used as a control tire or surface monitoring tire and
5.2 A series of maneuvers are conducted to characterize
meets the requirements for one of the Specifications E1136 or
several aspects of the tire performance in snow, since a single
F2493.
maneuver is not sufficient to characterize all aspects of a tire’s
3.1.15.1 Discussion—This is a Type 1 reference tire.
performance.
3.1.15.2 Discussion—Asurface monitoring tire may also be
used as a control tire. F538
6. Interferences
3.1.16 surface monitoring tire (set), n—a reference tire (or
6.1 Factors which may affect tire snow performance and
reference set) used to evaluate changes in a test surface over a
must be considered in the final analysis of data include:
selected time period. F538
6.1.1 Snow/ambient temperature,
3.1.17 test (or testing), n—atechnicalprocedure,method,or
6.1.2 Mechanical breakdown of snowflake into granular
guide performed on an object (or set of objects) that produces
crystals,
data; the data is used to evaluate or model properties or
6.1.3 Solar heat load and tire temperature,
characteristics of the object (or set of objects).
6.1.4 Tire wear condition or preparation,
3.1.17.1 Discussion—Test data are used to evaluate or
6.1.5 Tire pressure and vertical load,
modelselectedpropertiesorcharacteristicsoftheobject(orset
6.1.6 Test vehicle characteristics,
ofobjects).Thescopeoftestingdependsonthedecisionstobe
6.1.7 Snow surface characteristics,
madeforanyprogram,andsamplingandreplicationplans(see
6.1.8 Test driver, and
definitions below) need to be specified for a complete program
description. F538 6.1.9 Rim selection.
F1572 − 21
7. Apparatus perform numerical integration to compute speed and distance
from the acceleration signal. Accelerometer-based devices are
7.1 Duetothenatureofthesetestmethods,specificrequire-
non-contact and self-contained; they are easy to transfer
ments for apparatus will be limited. A general discussion of
between vehicles. These devices are best suited to tests which
types of apparatus and their uses follows.
involve primarily straight ahead motion and which involve
7.1.1 Time Measurement—Thisprovidesoneofthesimplest
events of short duration.
and lowest cost methods of quantifying tire performance.
7.1.2.5 Radar—Self-contained radio and microwave speed
However, since time measurement inherently involves averag-
sensing devices are not widely used for tire performance
ing over a time period, the measurements obtained provide
testing. Development of these devices is continuing.
only a general overview of performance.
7.1.2.6 Telemetry—Vehicle position sensing equipment is
7.1.1.1 Time measurement apparatus may be onboard the
available which utilizes both stationary and vehicle mounted
vehicle or stationary and may vary from handheld stopwatches
transceivers. Using multiple stationary antennae, this equip-
to optical start/stop gates or combined apparatus for measure-
ment may provide dynamic vehicle position, speed and orien-
ment of time and other properties (for example, fifth wheel
tation data with great accuracy. The disadvantages to this
apparatus).
approach are the cost of the systems and the difficulty in
7.1.1.2 Many tests measure time to complete a slalom or
moving the system to a different test site. Telemetry is not
hill-and-curve course. Other tests involve measuring the time
widely used at present but may be of value in the future.
necessary to reach some condition, such as the time necessary
7.1.3 Acceleration Measurement—Acceleration measure-
to stop from a given speed or the time to achieve a certain
ment is a primary technology used for evaluating tire snow
speed from rest.
performance. Due to their low cost and ease of mounting,
7.1.2 Speed and Distance Measurement—Vehicle speed and
three-axis accelerometers provide a simple way to evaluate
distance measurement may be used for evaluating tire snow
some aspects of tire performance.
performance. There are a number of technologies for measur-
7.1.3.1 Accelerometers function by measuring the accelera-
ing speed and distance.
tion of a vehicle. This acceleration depends on the forces
7.1.2.1 Fifth Wheel Based—This test method requires that a
existing at the tire/surface interface.
lightly loaded free-rolling wheel be attached to the vehicle. A
revolution counting device on this wheel is used to provide 7.1.3.2 Accelerometers typically have bandwidths in excess
of 100 Hz, allowing dynamic measurement of forces in a
typical distance resolutions of 1 cm (0.4 in.). Fifth wheel type
devicesarehighlyreliablebutmaysliponlowfrictionsurfaces handling test.
orbounceonaroughsurface,providinginaccuratereadings.A 7.1.3.3 Drawbacks to the use of accelerometers include:
fifth wheel may not be appropriate on a road circuit handling sensitivity to wind and vehicle orientation changes, such as
course. Fifth wheel type devices are not suitable for use in body pitch and roll, which occur in handling maneuvers
radical maneuvers or situations where the vehicle may slide or (gyro-stabilized platforms can be used to eliminate this prob-
spinout, as these maneuvers may cause damage to the devices. lem); the need to mount the accelerometer at or near the center
See Test Method F457 for additional information on fifth of gravity of the test vehicle to obtain accurate data; the fact
wheels.
that accelerations on snow and ice surfaces are typically small
7.1.2.2 Non-Contact Optical—Optical sensors are available in magnitude; and the fact that accelerometer signals are
which can measure both longitudinal and lateral speed. Since
typically noisy, leading to the need for filtration of the signal.
these sensors do not contact the road surface they may be used See Practice F811 for additional accelerometer usage informa-
without damage in tests which may involve spinouts or
tion.
significant lateral motion. However, optical sensors depend on
7.1.4 Vehicle Orientation—Devices to measure vehicle ori-
surface microtexture and they may not work on all surface
entation include gyroscopes, wheel steer angle transducers and
conditions.
some telemetry systems.
7.1.2.3 Wheel Speed—A wheel speed sensing device (opti-
7.1.4.1 Measurement of the test vehicle’s orientation about
cal encoder or tachometer) mounted on the wheels of the test
its pitch and roll axis is typically used for correction of
vehicle permits the measurement of rotational speed of the
accelerometer based test systems.
wheels and the calculation of distance traveled. These test
7.1.4.2 Measurement of the test vehicle’s orientation about
methods may be prone to error due to wheel slip or changing
itsyawaxisaswellaswheelsteeranglemeasurementareused
rolling radius. Wheel speed sensors are usually used in
in cornering performance testing.
conjunction with 7.1.2.1 or 7.1.2.2 to determine the extent of
7.1.4.3 Due to high cost, vehicle orientation measurement
wheel spin.
devicesaretypicallyusedonlyontestsrequiringahighdegree
7.1.2.4 Accelerometers—Several commercial performance
of accuracy.
computers exist which calculate speed and distance traveled
7.1.5 Force—Direct measurement of tire/surface forces is
based on internally mounted accelerometers. These devices
normally accomplished using load cells.
7.1.5.1 Loadcellsprovidethemostaccuratemeasureoftire
The sole source of supply of the apparatus, Vericom VC-200, known to the
forces under dynamic conditions.
committee at this time is Vericom Corp., 6000 Culligan Way, Minnetonka, MN
7.1.5.2 Using specially designed suspensions, load cell
55345. If you are aware of alternative suppliers, please provide this information to
basedsystemsmaybebuiltwhicharenotsignificantlyaffected
ASTM International Headquarters. Your comments will receive careful consider-
ation at a meeting of the responsible technical committee, which you may attend. by body roll of the test vehicle.
F1572 − 21
7.1.5.3 Due to mounting requirements, load cell-based sys- 9.3 Instrumentation shall be installed in accordance with
tems typically are not easily transferred between multiple manufacturer’s recommendations.
vehicles.
10. Calibration
10.1 Fifth Wheel—Calibrate in accordance with Test
8. Selection and Preparation of Test Tires
Method F457.
8.1 Ensure that all test tires are approximately the same age
and stored essentially at the same conditions prior to testing 10.2 Calibrate other instrumentation in accordance with
unless otherwise specified. manufacturer’s recommendations.
8.2 Test tires shall be mounted onTire and RimAssociation
11. Procedure
5 6,7
(TRA) or applicable document, recommended rims by
11.1 Course Surface—See Annex A1 – Annex A4 for
using conventional mounting methods. Proper bead seating
climate and snow properties, surface characterization, course
shall be assured by use of suitable lubricant. Excessive use of
preparation and course maintenance.
lubricant should be avoided to prevent slipping of the tire on
11.2 Organizing the Tire Test Program—If two or more
the wheel rim.
candidate(orexperimental)tiresetsaretobeevaluatedforany
8.3 Test tire balance is optional.
ofthesixtireperformanceproceduresof4.2.1–4.2.6,Practice
8.4 Test tire break-in is optional; however, the design of the
F1650 should be consulted to layout or organize the test
test may necessitate on-the-road conditioning of up to 322 km
program with respect to the number and sequence of control
(200 miles). Tire break-in may improve repeatability of result
tires to be tested. Practice F1650 also provides calculation
on ice surfaces.
procedurestodetermineifanytimetrendorotherenvironmen-
tal changes have occurred in the testing conditions and if such
8.5 The removal of tread area protuberances is recom-
changes have occurred Practice F1650 provides algorithms for
mended.
applying corrections to produce performance data that are free
8.6 Test tires shall have no evidence of force or run-out
from the perturbations induced by such changes.
grinding.
11.3 Performance Tests—Winter Handling:
8.7 Any objects (for example, shipping labels) in the tread
11.3.1 Road Circuit Handling Test—This test is designed to
area shall be removed prior to testing.
provide actual road performance confirmation of the differ-
8.8 Tires that have been buffed to simulate wear must be
ences measured in the winter traction tests. As with all
prepared and run until all evidence of buffing is removed in
performancetests,vehicledynamicsenterintotheobservations
accordance with Guide F1046.
and can influence tire performance. Prior to any performance
data presentation, analyze the raw or as obtained performance
8.9 Mounted test tires shall be placed near the test site in
data according to the protocols as given by Practice F1650 and
suchalocationthattheyallhavethesametemperaturepriorto
if data corrections are required use corrected data for the final
testing. Test tires should be shielded from the sun to avoid
presentation.
excessive heating by solar radiation.
11.3.1.1 Test Course—Select a winter road handling course
8.10 Test tires shall be checked and adjusted for specified
to provide a range of varying winter environment driving
pressure just prior to testing.
conditions. The course is comprised of packed snow, frozen
ice, and other conditions representing a cross section of winter
9. Preparation of Apparatus
driving environments. Incorporate hills and curves in the
9.1 The test vehicle shall normally be representative of the
course to subjectively evaluate the tractive potential of a
type on which the test tires are used. The test vehicle shall be
vehicle equipped with test tires. The course may feature a
operatedwithapproximatelythesamestaticweightthroughout
variety of corner and radius combinations with uphill
the test maintaining the same number of on-board personnel
acceleration, downhill braking, and high speed level areas. See
and the fuel load between one-half and three-fourths full.Any
X1.1 for sample course. Pre-runs of the course for driver
ballasting shall be a function of the individual program test
orientation and placement of pylons or markers for control of
requirements.
driving line are recommended. Position pylons or markers at
the start and at the end of the course. The test criteria consists
9.2 Safety equipment shall be selected based upon the
of best effort time over measured course along with identifi-
severity of the tests. Seat belts shall be utilized during all
cation of each mode of control loss.
testing.Theuseofrollbarsorrollcages,warninglights,etc.is
11.3.1.2 Road Circuit Handling Test Procedure—Initiatethe
recommended.
test from a stop at the starting pylon or marker, starting the
vehicle and a timing device simultaneously and accelerating to
5 a speed considered by the driver to be the maximum limit for
CurrentyearbookofTheTireandRimAssociation(TRA),Inc.,4000 Embassy
the conditions. A stop of maximum deceleration is accom-
Parkway, Suite 390, Akron, OH 44333.
Current yearbook of the European Tyre and Rim Technical Organization
plished at the end of the course and the elapsed time recorded.
(ETRTO), 78/80, rue Defacqz – B-1060, Brussels, Belgium.
Make subjective notes after each lap. Repeat the test a
Current yearbook of the Japan Automobile Tyre Manufacturers Association
th
minimum of two times on each set of test tires with control
(JATMA), No. 33 Mori Building 8 floor, 3-8-21 Toranomon, Minato-ku, Tokyo,
Japan105-0001. tires being run at the start and end of the test sequence. When
F1572 − 21
instruments are used, log the lateral and longitudinal accelera- comparingtotalelapsedtimetonegotiatethetestcourseforthe
tion data for each test run. test tires to the control tire set.
11.3.1.3 Data Analysis—Summarize the outcome of indi- 11.3.2.4 Data Reporting—The test results will summarize
vidual tests performed on each tire. The information provided the outcome of the individual tests performed on each tire, and
as a result of the subjective handling tests shall include lap show a general overview of the test by groups, method and
times, a multi-point subjective evaluation and control loss condition. Prior to any performance data presentation, analyze
description. Calculate a rating comparing total elapsed time to the raw or as obtained performance data according to the
negotiate the test course for the test tires compared to the protocolsasgivenbyPracticeF1650andifdatacorrectionsare
control tires. Calculate a rating comparing the average subjec- required use corrected data for the final presentation.
tive performance of each tire set. Analyze the subjective hill
11.3.3 Winter Slalom—This test is designed to pr
...

This document is not an ASTM standard and is intended only to provide the user of an ASTM standard an indication of what changes have been made to the previous version. Because
it may not be technically possible to adequately depict all changes accurately, ASTM recommends that users consult prior editions as appropriate. In all cases only the current version
of the standard as published by ASTM is to be considered the official document.
Designation: F1572 − 08 (Reapproved 2015) F1572 − 21
Standard Test Methods for
Tire Performance Testing on Snow and Ice Surfaces
This standard is issued under the fixed designation F1572; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope
1.1 These test methods cover the evaluation of tire performance on snow and ice surfaces utilizing passenger car or light truck
vehicles. Since the tires are evaluated as part of a tire/vehicle system, the conclusions reached may not be applicable to the same
tires tested on a different vehicle.
1.2 These test methods do not purport to identify every maneuver useful for determining tire performance in a winter environment.
1.3 These test methods are not meant to evaluate vehicle performance. Allowing for the variability of test results with different
vehicles, these procedures have been developed and selected to evaluate relative tire-snow performance.
1.4 These test methods are suitable for research and development purposes, where tires are compared during a single series of
tests. They may not be suitable for regulatory statutes or specification acceptance because the values obtained may not necessarily
agree or correlate either in rank order or absolute traction performance level with those obtained under other environmental
conditions on other surfaces or the same surface after additional use.
1.5 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only.
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety safety, health, and healthenvironmental practices and determine the
applicability of regulatory limitations prior to use.
1.7 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
E178 Practice for Dealing With Outlying Observations
E1136 Specification for P195/75R14 Radial Standard Reference Test Tire
F457 Test Method for Speed and Distance Calibration of Fifth Wheel Equipped With Either Analog or Digital Instrumentation
F538 Terminology Relating to Characteristics and Performance of Tires
F811 Practice for Accelerometer Use in Vehicles for Tire Testing
F1046 Guide for Preparing Artificially Worn Passenger and Light Truck Tires for Testing
These test methods are under the jurisdiction of ASTM Committee F09 on Tires and are the direct responsibility of Subcommittee F09.20 on Vehicular Testing.
Current edition approved May 1, 2015Sept. 1, 2021. Published June 2015September 2021. Originally approved in 1994. Last previous edition approved in 20082015 as
F1572 – 08.F1572 – 08 (2015). DOI: 10.1520/F1572-08R15.10.1520/F1572-21.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at [e-mail]. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F1572 − 21
F1650 Practice for Evaluating Tire Traction Performance Data Under Varying Test Conditions
F1805 Test Method for Single Wheel Driving Traction in a Straight Line on Snow- and Ice-Covered Surfaces
F2493 Specification for P225/60R16 97S Radial Standard Reference Test Tire
2.2 SAE Standards:
SAE J1466 Passenger Car and Light Truck Tire Dynamic Driving Traction in Snow
3. Terminology
3.1 Definitions:
3.1.1 candidate tire, tire (set), n—a test tire (or test tire set) that is part of a test an evaluation program; each candidate tire (set)
usually has certain unique design or other features that distinguish it from other candidate tires (sets) in the program.
3.1.1.1 Discussion—
The term “candidate object” may be used in the same sense as candidate tire. F538
3.1.2 candidate tire set, n—a set of candidate tires. F538
3.1.2 control tire, tire (set), n—a reference tire used (or reference set) repeatedly tested in a specified manner throughout a
testsequence, typically in conjunction with a candidate tire (set), throughout an evaluation program.
3.1.2.1 Discussion—
A control tire may be of either type and typical tire use is the reference (control) tire in PracticeControl tires (sets) are used for
adjustment of data sets generated from an evaluation program or the statistical procedures used on data sets, or both, in order F1650
that provides algorithms for correcting (adjusting) test data for bias trend variations (See Practiceto offset or reduce variation in
test results. They can also be used to improve the accuracy of candidate tire (set) data and to detect variation in test F1650 and
equipment.Annex A1). F538
3.1.3 driving coeffıcient (nd),[nd], n—the ratio of the driving force to a normal force. F538
3.1.4 driving force (F),[F], n— of a tire, the positive longitudinal force resulting from the application of driving torque. F538
3.1.5 grooming, v—in tire testing, mechanically reworking a snow test surface in order to obtain a surface with more consistent
properties. F538
3.1.6 ice, dry, n—smooth ice without loose surface materials. F538
3.1.7 longitudinal force (F),[F], n— of a tire, the component of the tire force vector in the X' direction. F538
3.1.8 longitudinal slip velocity (L/T),[L/T], n— the effective rolling radius multiplied by the difference between the spin velocity
(in rad/unit time) of a driven or braked tire and that of a free rolling tire when each is traveling in a straight line. F538
3.1.9 reference tire, tire (set), n—a special tire included in a test program; the test results for this tire have significance test tire
(test tire set) that is used as a base value or internal benchmark.benchmark included in an evaluation program; these tires usually
have carefully controlled design features to minimize variation. F538
3.1.10 snow, hard pack, n— in tire testing, packed base without loose snow. F538
3.1.11 snow, medium hard pack, n— in tire testing, packed base with some loose snow. F538
3.1.12 snow, medium pack, n— in tire testing, groomed packed base with 2.5 to 5.0 cm (1 to 2 in.) loose snow. F538
3.1.13 snow, soft pack, n— in tire testing, freshly fallen or deeply groomed base snow with 5.0 to 7.5 cm (2 to 3 in.) loose snow.
F538
3.1.14 spin velocity, n—the angular velocity of the wheel about its spin axis. F538
Available from SAE Automotive Headquarters, 755 W. Big Beaver, Suite 1600, Troy, MI 48084.
F1572 − 21
3.1.15 standard reference test tire (SRTT), n—a tire that is commonly used as a control tire or surface monitoring tire and meets
the requirements for one of Specificationthe E1136, commonlySpecifications E1136 used as control tire or F2493a surface
monitoring tire. .
3.1.15.1 Discussion—
This is a Type 1 reference tire. F538
3.1.15.2 Discussion—
A surface monitoring tire may also be used as a control tire. F538
3.1.16 surface monitoring tire, tire (set), n—a reference tire (or reference set) used to evaluate changes in a test surface over a
selected time period. F538
3.1.17 test (or testing), n—a procedure technical procedure, method, or guide performed on an object (or set of nominally identical
objects) using specified equipment that produces data unique to objects) that produces data; the data is used to evaluate or model
properties or characteristics of the object (or set).set of objects).
3.1.17.1 Discussion—
Test data are used to evaluate or model selected properties or characteristics of the object (or set of objects). The scope of testing
depends on the decisions to be made for any program, and sampling and replication plans (see definitions below) need to be
specified for a complete program description. F538
3.1.18 test matrix, n— in tire testinga group of candidate tires,tires usually with specified reference tires; all tests are normally
conducted in one testingtest program. F538
3.1.20 test tire, n—a tire used in a test. F538
3.1.19 test tire set,(set), n—one or more test tires tires, as required by the test equipment or procedure,procedure to perform a test,
thereby producing a single test result.result; the tires within a test tire set are usually nominally identical.
3.1.19.1 Discussion—
The four nominally identical tires required for vehicle stopping distance testing constitute a test tire set. In the discussion below
where the test tire is mentioned, it is assumed that the test tire set may be submitted for test tire, if a test tire set is required for
the testing. F538
3.1.20 vertical load, n—the normal reaction of the tire on the road which is equal to the negative of normal force. F538
4. Summary of Test Method
4.1 These test methods describe a series of vehicle maneuvers which can be utilized by the tire and vehicle industry to consistently
measure the properties of a tire’s performance on snow and ice surfaces in the braking, driving and cornering traction modes.
4.2 These test methods outline the procedures for conducting the following tests:
4.2.1 Road circuit handling,
4.2.2 Winter hill climb,
4.2.3 Winter slalom,
4.2.4 Acceleration—straight ahead,
4.2.5 Braking—straight ahead, and
4.2.6 Step steer.
F1572 − 21
5. Significance and Use
5.1 These test methods describe techniques for assessing the performance characteristics of tires in a winter environment on snow
and ice surfaces in a standardized manner. When only snow is referred to hereafter, it should be understood that ice is implied as
appropriate.
5.2 A series of maneuvers are conducted to characterize several aspects of the tire performance in snow, since a single maneuver
is not sufficient to characterize all aspects of a tire’s performance.
6. Interferences
6.1 Factors which may affect tire snow performance and must be considered in the final analysis of data include:
6.1.1 Snow/ambient temperature,
6.1.2 Mechanical breakdown of snowflake into granular crystals,
6.1.3 Solar heat load and tire temperature,
6.1.4 Tire wear condition or preparation,
6.1.5 Tire pressure and vertical load,
6.1.6 Test vehicle characteristics,
6.1.7 Snow surface characteristics,
6.1.8 Test driver, and
6.1.9 Rim selection.
7. Apparatus
7.1 Due to the nature of these test methods, specific requirements for apparatus will be limited. A general discussion of types of
apparatus and their uses follows.
7.1.1 Time Measurement—This provides one of the simplest and lowest cost methods of quantifying tire performance. However,
since time measurement inherently involves averaging over a time period, the measurements obtained provide only a general
overview of performance.
7.1.1.1 Time measurement apparatus may be onboard the vehicle or stationary and may vary from handheld stopwatches to optical
start/stop gates or combined apparatus for measurement of time and other properties (for example, fifth wheel apparatus).
7.1.1.2 Many tests measure time to complete a slalom or hill-and-curve course. Other tests involve measuring the time necessary
to reach some condition, such as the time necessary to stop from a given speed or the time to achieve a certain speed from rest.
7.1.2 Speed and Distance Measurement—Vehicle speed and distance measurement may be used for evaluating tire snow
performance. There are a number of technologies for measuring speed and distance.
7.1.2.1 Fifth Wheel Based—This test method requires that a lightly loaded free-rolling wheel be attached to the vehicle. A
revolution counting device on this wheel is used to provide typical distance resolutions of 1 cm (0.4 in.). Fifth wheel type devices
are highly reliable but may slip on low friction surfaces or bounce on a rough surface, providing inaccurate readings. A fifth wheel
may not be appropriate on a road circuit handling course. Fifth wheel type devices are not suitable for use in radical maneuvers
or situations where the vehicle may slide or spinout, as these maneuvers may cause damage to the devices. See Test Method F457
for additional information on fifth wheels.
7.1.2.2 Non-Contact Optical—Optical sensors are available which can measure both longitudinal and lateral speed. Since these
F1572 − 21
sensors do not contact the road surface they may be used without damage in tests which may involve spinouts or significant lateral
motion. However, optical sensors depend on surface microtexture and they may not work on all surface conditions.
7.1.2.3 Wheel Speed—A wheel speed sensing device (optical encoder or tachometer) mounted on the wheels of the test vehicle
permits the measurement of rotational speed of the wheels and the calculation of distance traveled. These test methods may be
prone to error due to wheel slip or changing rolling radius. Wheel speed sensors are usually used in conjunction with 7.1.2.1 or
7.1.2.2 to determine the extent of wheel spin.
7.1.2.4 Accelerometers—Several commercial performance computers exist which calculate speed and distance traveled based on
internally mounted accelerometers. These devices perform numerical integration to compute speed and distance from the
acceleration signal. Accelerometer-based devices are non-contact and self-contained; they are easy to transfer between vehicles.
These devices are best suited to tests which involve primarily straight ahead motion and which involve events of short duration.
7.1.2.5 Radar—Self-contained radio and microwave speed sensing devices are not widely used for tire performance testing.
Development of these devices is continuing.
7.1.2.6 Telemetry—Vehicle position sensing equipment is available which utilizes both stationary and vehicle mounted
transceivers. Using multiple stationary antennae, this equipment may provide dynamic vehicle position, speed and orientation data
with great accuracy. The disadvantages to this approach are the cost of the systems and the difficulty in moving the system to a
different test site. Telemetry is not widely used at present but may be of value in the future.
7.1.3 Acceleration Measurement—Acceleration measurement is a primary technology used for evaluating tire snow performance.
Due to their low cost and ease of mounting, three-axis accelerometers provide a simple way to evaluate some aspects of tire
performance.
7.1.3.1 Accelerometers function by measuring the acceleration of a vehicle. This acceleration depends on the forces existing at
the tire/surface interface.
7.1.3.2 Accelerometers typically have bandwidths in excess of 100 Hz, allowing dynamic measurement of forces in a handling
test.
7.1.3.3 Drawbacks to the use of accelerometers include: sensitivity to wind and vehicle orientation changes, such as body pitch
and roll, which occur in handling maneuvers (gyro-stabilized platforms can be used to eliminate this problem); the need to mount
the accelerometer at or near the center of gravity of the test vehicle to obtain accurate data; the fact that accelerations on snow and
ice surfaces are typically small in magnitude; and the fact that accelerometer signals are typically noisy, leading to the need for
filtration of the signal. See Practice F811 for additional accelerometer usage information.
7.1.4 Vehicle Orientation—Devices to measure vehicle orientation include gyroscopes, wheel steer angle transducers and some
telemetry systems.
7.1.4.1 Measurement of the test vehicle’s orientation about its pitch and roll axis is typically used for correction of accelerometer
based test systems.
7.1.4.2 Measurement of the test vehicle’s orientation about its yaw axis as well as wheel steer angle measurement are used in
cornering performance testing.
7.1.4.3 Due to high cost, vehicle orientation measurement devices are typically used only on tests requiring a high degree of
accuracy.
7.1.5 Force—Direct measurement of tire/surface forces is normally accomplished using load cells.
7.1.5.1 Load cells provide the most accurate measure of tire forces under dynamic conditions.
7.1.5.2 Using specially designed suspensions, load cell based systems may be built which are not significantly affected by body
roll of the test vehicle.
The sole source of supply of the apparatus, Vericom VC-200, known to the committee at this time is Vericom Corp., 6000 Culligan Way, Minnetonka, MN 55345. If
you are aware of alternative suppliers, please provide this information to ASTM International Headquarters. Your comments will receive careful consideration at a meeting
of the responsible technical committee, which you may attend.
F1572 − 21
7.1.5.3 Due to mounting requirements, load cell-based systems typically are not easily transferred between multiple vehicles.
8. Selection and Preparation of Test Tires
8.1 Ensure that all test tires are approximately the same age and stored essentially at the same conditions prior to testing unless
otherwise specified.
5 6,7
8.2 Test tires shall be mounted on Tire and Rim Association (TRA) or applicable document, recommended rims by using
conventional mounting methods. Proper bead seating shall be assured by use of suitable lubricant. Excessive use of lubricant
should be avoided to prevent slipping of the tire on the wheel rim.
8.3 Test tire balance is optional.
8.4 Test tire break-in is optional; however, the design of the test may necessitate on-the-road conditioning of up to 322 km (200
miles). Tire break-in may improve repeatability of result on ice surfaces.
8.5 The removal of tread area protuberances is recommended.
8.6 Test tires shall have no evidence of force or run-out grinding.
8.7 Any objects (for example, shipping labels) in the tread area shall be removed prior to testing.
8.8 Tires that have been buffed to simulate wear must be prepared and run until all evidence of buffing is removed in accordance
with Guide F1046.
8.9 Mounted test tires shall be placed near the test site in such a location that they all have the same temperature prior to testing.
Test tires should be shielded from the sun to avoid excessive heating by solar radiation.
8.10 Test tires shall be checked and adjusted for specified pressure just prior to testing.
9. Preparation of Apparatus
9.1 The test vehicle shall normally be representative of the type on which the test tires are used. The test vehicle shall be operated
with approximately the same static weight throughout the test maintaining the same number of on-board personnel and the fuel
load between one-half and three-fourths full. Any ballasting shall be a function of the individual program test requirements.
9.2 Safety equipment shall be selected based upon the severity of the tests. Seat belts shall be utilized during all testing. The use
of roll bars or roll cages, warning lights, etc. is recommended.
9.3 Instrumentation shall be installed in accordance with manufacturer’s recommendations.
10. Calibration
10.1 Fifth Wheel—Calibrate in accordance with Test Method F457.
10.2 Calibrate other instrumentation in accordance with manufacturer’s recommendations.
Current yearbook of The Tire and Rim Association (TRA), Inc., 175 Montrose West Avenue, Suite 150, Copley, OH 44313.4000 Embassy Parkway, Suite 390, Akron,
OH 44333.
Current yearbook of the European Tyre and Rim Technical Organization (ETRTO), 32, avenue Brugmann, Bte 2, 1060 Bruxelles, 78/80, rue Defacqz – B-1060, Brussels,
Belgium.
th
Current yearbook of the Japan Automobile Tyre Manufacturers Association (JATMA), No. 33 Mori Building, Building 8 floor, 3-8-21 Toranomon, Minato-ku, Tokyo,
Japan 105-0001.
F1572 − 21
11. Procedure
11.1 Course Surface—See Annex A1 – Annex A4 for climate and snow properties, surface characterization, course preparation
and course maintenance.
11.2 Organizing the Tire Test Program—If two or more candidate (or experimental) tire sets are to be evaluated for any of the six
tire performance procedures of 4.2.1 – 4.2.6, Practice F1650 should be consulted to layout or organize the test program with respect
to the number and sequence of control tires to be tested. Practice F1650 also provides calculation procedures to determine if any
time trend or other environmental changes have occurred in the testing conditions and if such changes have occurred Practice
F1650 provides algorithms for applying corrections to produce performance data that are free from the perturbations induced by
such changes.
11.3 Performance Tests—Winter Handling:
11.3.1 Road Circuit Handling Test—This test is designed to provide actual road performance confirmation of the differences
measured in the winter traction tests. As with all performance tests, vehicle dynamics enter into the observations and can influence
tire performance. Prior to any performance data presentation, analyze the raw or as obtained performance data according to the
protocols as given by Practice F1650 and if data corrections are required use corrected data for the final presentation.
11.3.1.1 Test Course—Select a winter road handling course to provide a range of varying winter environment driving conditions.
The course is comprised of packed snow, frozen ice, and other conditions representing a cross section of winter driving
environments. Incorporate hills and curves in the course to subjectively evaluate the tractive potential of a vehicle equipped with
test tires. The course may feature a variety of corner and radius combinations with uphill acceleration, downhill braking, and high
speed level areas. See X1.1 for sample course. Pre-runs of the course for driver orientation and placement of pylons or markers
for control of driving line are recommended. Position pylons or markers at the start and at the end of the course. The test criteria
consists of best effort time over measured course along with identification of each mode of control loss.
11.3.1.2 Road Circuit Handling Test Procedure—Initiate the test from a stop at the starting pylon or marker, starting the vehicle
and a timing device simultaneously and accelerating to a speed considered by the driver to be the maximum limit for the conditions.
A stop of maximum deceleration is accomplished at the end of the course and the elapsed time recorded. Make subjective notes
after each lap. Repeat the test a minimum of two times on each set of test tires with control tires being run at the start and end
of the test sequence. When instruments are used, log the lateral and longitudinal acceleration data for each test run.
11.3.1.3 Data Analysis—Summarize the outcome of individual tests performed on each tire. The information provided as a result
of the subjective handling tests shall include lap times, a multi-point subjective evaluation and control loss description. Calculate
a rating comparing total elapsed time to negotiate the test course for the test tires compared to the control tires. Calculate a rating
comparing the average subjective performance of each tire set. Analyze the subjective hill and curve data to relate the mechanism
of traction loss and the controllability of each of the tire sets. The times recorded for each of the test runs is related to the
controllability of the system. Analyze the data from the on-board computer (if used) to establish the test tire sets longitudinal and
lateral g-capabilities as it relates to the test surface and specific vehicle maneuver in a dynamic operating mode.
11.3.1.4 Data Reporting—Present the data to compare the performance of the test tires by their relative performance to the control
tire set and show a general overview of the tests by groups, method and conditions. The report shall include observations and
comments. Pres
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