A tire comprises a directional tread of width (W), having a total volume VT, comprising voids (221, 211, 212) defining a voids volume VE. There is defined a volumetric voids ratio TEV=VE/VT, part of the voids (211) delimits blocks (21A, 21B) which are organized into patterns (26) of blocks of pitch P succeeding one another in the circumferential direction (X). Part of the voids forms sipes (211, 212) in one of the patterns. The sipes density SD corresponds to the ratio of a sum of the projected lengths (lpyi) of the sipes in an axial direction to the product of the pitch P of the pattern times the width (W), all multiplied by 1000. SD in any pattern of pitch P is comprised between 10 mm.sup.−1 and 70 mm.sup.−1. TEV is at least equal to 0.29 and at most equal to 0.35.

A tire, the tread of which has an underlayer and a circumferential reinforcement made up of a rubber mixture with a stiffness greater than the stiffness of the rubber mixture and the underlayer, has an outer side and an inner side. The circumferential reinforcement has a reinforcing element of tapered shape positioned in the tread pattern elements disposed axially on the outside with respect to the first or the second circumferential grooves of the tread from the outside to the inside and axially close to the circumferential groove.

A wear amount estimation device estimates plural kinds of wear energy depending on each of an internal pressure of aircraft tires, a load acting on the aircraft tires, a velocity of an aircraft, a slip angle caused in the aircraft tires, and a braking force of the aircraft, in accordance with each of these elements and wear energy EFR of the aircraft tires in a state of a free rolling run The wear amount estimation device estimates the wear amount wear of the aircraft tires in accordance with each of the calculated wear energy and a wear resistance R indicating a relationship between predetermined wear energy and a predetermined wear amount.

A tire comprises an outer strip (2) having a tread (21). The outer strip (2) has a central part and two axially outer parts and comprises at least two rubber compounds (M1, M2) making up at least 90% of the volume of the outer strip (2). The first compound (M1) is radially on the outside of the second compound (M2), which makes up at least 60% of the axially outer parts and being disposed in a layer that is substantially continuous from one axially outer part to the other, said layer having a minimum thickness at least equal to 0.3 mm. The compound M1 has a modulus G* that is greater than 1.35 times and less than 3 times that of the compound M2. The compound M1 has a dynamic loss at 0° C. greater than 0.5 and the compound M2 has a dynamic loss at 23° C. less than 0.3.

A tire comprises an outer strip (2) having a tread (21). The outer strip (2) has a central part and two axially outer parts and comprises at least two rubber compounds (M1, M2) making up at least 90% of the volume of the outer strip (2). The first compound (M1) is radially outside of the second compound (M2), which makes up at least 60% of the axially outer parts and being disposed in a layer that is substantially continuous from one axially outer part to the other, said layer having a minimum thickness at least equal to 0.3 mm. The compound M1 has a modulus G* that is greater than 1.35 times and less than 3 times that of the compound M2. The compound M1 has a dynamic loss at 0° C. greater than 0.5 and the compound M2 has a dynamic loss at 23° C. less than 0.3.

Provided is a pneumatic tire having excellent abrasion resistance and excellent handling stability on an extremely cold road while having a reduced weight. The present disclosure relates to a pneumatic tire, including a tread having a hardness at −20° C. of 90 or less, a hardness at 30° C. of 60 or more, and a maximum thickness of 8.5 mm or less, and a carcass including one carcass ply.

A pneumatic tire having a toroidal tire framework member having bead portions, sidewall portions and an under tread portion, and a ground contacting tread component disposed radially outside the under tread portion. The tire framework member and the ground contacting tread component are made of a resin material, and a tensile elastic modulus of the ground contacting tread component is smaller than that of the tire framework member. The tread thickness between the radially inner surface of the under tread portion and the radially outer surface of the ground contacting tread component is such that the tread thickness X2 at a tread edge is more than 1.2 times and less than 5.0 times the tread thickness X1 at the tire equator.

A motorcycle tire comprises a carcass having a bias structure, a band comprising a jointiess ply, and a tread rubber disposed on the radially outside of the band. The loss tangent of the tread rubber at a temperature of 0 deg C. is larger in a tread crown region than in tread shoulder regions. The carcass comprises an outer carcass ply of carcass cords. The angles of the carcass cords with respect to the tire circumferential direction are smaller in the tread crown region than in the tread shoulder regions.

A heavy truck tire is provided that includes a casing with a central axis, and a rubber tread that has a first layer and a second layer. The first layer is located farther from the central axis in a radial direction than the second layer. The first layer has a lower max tan(δ) than a max tan(δ) of the second layer. The max tan(δ) of the first layer is from 0.06-0.15, and the max tan(δ) of the second layer is from 0.12-0.27. The tire also has a sculptural feature that reduces irregular wear.

A non-pneumatic tire (10) comprising a tread band having a ground engaging surface, a first reinforcement layer (250) comprised of at least one reinforcement (251) oriented in the tire's circumferential direction, a second reinforcement layer (254), located radially outward from said first reinforcement layer (250), said second reinforcement layer (254) comprised of a plurality of reinforcements oriented at an angle in a first direction to said tire's circumferential direction, a third reinforcement layer (258), located radially outward from said second reinforcement layer (254), said third reinforcement layer (258) comprised of a plurality of reinforcements oriented at an angle in a second direction to said tire's circumferential direction and a fourth reinforcement layer (262), located radially outward from said third reinforcement layer (258), comprised of at least one reinforcement oriented in the tire's circumferential direction.