A motorcycle tire having excellent handling stability and durability, includes a carcass as a skeleton composed of at least one carcass ply extending toroidally between a pair of bead portions and folded and engaged around a pair of bead cores embedded in each of the pair of bead portions and a belt composed of at least one belt layer arranged on the outer side of the carcass in the tire radial direction. A flipper is arranged between the carcass and a bead core, which wraps the bead core from the inside in the tire radial direction, and the outer side end portion of the flipper in the tire width direction extends to the inside in the tire width direction from the end portion of the belt in the tire width direction.

A motorcycle tire having excellent handling stability and durability, includes a carcass as a skeleton composed of at least one carcass ply extending toroidally between a pair of bead portions and folded and engaged around a pair of bead cores embedded in each of the pair of bead portions and a belt composed of at least one belt layer arranged on the outer side of the carcass in the tire radial direction. A flipper is arranged between the carcass and a bead core, which wraps the bead core from the inside in the tire radial direction, and the outer side end portion of the flipper in the tire width direction extends to the inside in the tire width direction from the end portion of the belt in the tire width direction.

Tire comprising at least one working layer (41). The radially outermost one thereof comprises at least one undulation (412) radially on the outside of the points of the working layer (41) that are in line with the centre of the bottom face (243) of the major groove (24) closest to undulation (412). The undulation (412) of the radially outermost working layer (41) is such that, over at least 10% of the radially outer surface (ROS) of the said working layer (41), the radial distance (do) between the radially outer surface (ROS) and the tread surface (21) is at least 1 mm less than the radial distance (dc) between the radially outer surface (ROS) and the tread surface (21), which is the distance in line with the centre of the bottom face (243) of the major groove (24) closest to the said undulation (412).

A tire having a crown reinforcement (5), comprising at least one crown layer (51), and a carcass reinforcement (6), comprising at least one turned-up carcass layer (61), the turned-up carcass layer (61) comprising mutually parallel reinforcers turned up, within each bead, from the inside towards the outside of the tire around a bead wire (7), to form a turn-up (8) comprising a free end (E). The turned-up carcass layer (61) comprises a crown portion (611) and a lateral portion (612), the crown portion (611) extending axially between a first and a second end (E.sub.1, E′.sub.1) which is symmetric about the equatorial plane (P), the lateral portion (612) extending radially inwards, from a first end (E.sub.2) as far as a second end (E3). The reinforcers of the lateral portion (612) and the reinforcers of the turn-up (8) form, with the circumferential direction (X), specified angles.

A tire having a crown reinforcement (5), comprising at least one crown layer (51), and a carcass reinforcement (6), comprising at least one turned-up carcass layer (61), the turned-up carcass layer (61) comprising mutually parallel reinforcers turned up, within each bead, from the inside towards the outside of the tire around a bead wire (7), to form a turn-up (8) comprising a free end (E). The turned-up carcass layer (61) comprises a crown portion (611) and a lateral portion (612), the crown portion (611) extending axially between a first and a second end (E.sub.1, E′.sub.1) which is symmetric about the equatorial plane (P), the lateral portion (612) extending radially inwards, from a first end (E.sub.2) as far as a second end (E3). The reinforcers of the lateral portion (612) and the reinforcers of the turn-up (8) form, with the circumferential direction (X), specified angles.

Heavy load pneumatic radial tire according to the present invention includes: tread rubber 6 having laminated structure of cap rubber 5 and base rubber 4; and four or more belt layers 3a-3e disposed radially inward of tread rubber 6. A radially outer side of a width direction side edge of at least one of radially outermost belt layer 3e and widest-width belt layer 3c is covered by reinforcing rubber layer 7 that terminates on a radially inner side of tread rubber 6 without reaching tire equatorial plane E. Relative relation between reinforcing rubber constituting reinforcing rubber layer 7 and base rubber 4 in terms of modulus of rebound elasticity satisfies the condition: reinforcing rubber<base rubber 4.

A pneumatic tire includes an axis of rotation, a carcass having at least one reinforced ply and a reinforcing structure providing a buffer for absorbing shear strain, a tread disposed radially outward of the carcass, and a belt structure disposed radially between the carcass and the tread. The reinforcing structure includes at least one layer of a three dimensional fabric including a frame structure of fabric and open cells defined by the frame structure.

Protective reinforcement (3) for a tire has mean radial thickness T at least equal to two times diameter D of reinforcer (4), and comprises respectively on its radially interior face (31) and on its radially exterior face (32) parts (7) made of elastomeric compound having axial width W at least equal to diameter D of reinforcer (4). The path of any reinforcer (4), in circumferential direction (XX′), varies radially between radially interior first face (31) and radially exterior second face (32), in such a way that the set of paths of reinforcers (4) of protective reinforcement (3) constitutes a three-dimensional lattice. Furthermore, protective reinforcement (3) comprises a first family of reinforcers (41) each having a path, in the circumferential direction (XX′), contained in circumferential plane (XZ) and a second family of reinforcers (42) each having a path, in the circumferential direction (XX′), that follows a zigzag curve.

Protective reinforcement (3) for a tire has a mean radial thickness T at least equal to two times the diameter D of a −12-reinforce (4), comprises respectively on its radially interior face (31) and on its radially exterior face (32) parts (7) made of elastomeric compound having an axial width W at least equal to the diameter D of a −12-reinforcer (4), and the path of any −12-reinforce (4), in the circumferential direction (XX′), varies radially between the radially interior first face (31) and the radially exterior second face (32), in such a way that the set of paths of the reinforcers (4) of the protective reinforcement (3) constitutes a three-dimensional lattice. Furthermore, the path of any −12-reinforce (4), in the circumferential direction (XX′), is a zigzag curve extending axially over the entire axial width L of the protective reinforcement (3).

A tire having a central axis and a radius further includes a circumferential tread having a convex cross-section. The convex cross-section is defined by a radius that is less than a maximum radius of the tire. A pair of sidewalls extends from opposite sides of the circumferential tread. Each of the pair of sidewalls has a concave cross-section that is defined by a radius that is greater than a maximum radius of the convex cross-section of the circumferential tread.