Provided is a tire for a motorcycle having an improved turning stability on wet road surface, the tire comprises a tread composed of a rubber composition, which comes into contact with a road surface, wherein Hs being a rubber hardness and M300 being a tensile stress (MPa) at 300% elongation of the rubber composition of the tread satisfy Equations 1, 2, and 3:
60≤Hs≤80,  Equation 1:
2≤M300≤12, and  Equation 2:
(M300−2)/(Hs−60)≤0.75.  Equation 3:

A tire comprises a tread portion. The tread portion is provided with a sipe. The sipe comprises four sipe segments: a first sipe segment, a second sipe segment, a third sipe segment, and a fourth sipe segment. At least one of the first sipe segment and the third sipe segment comprises an oscillated portion which extends in the radial direction of the tire, while oscillating in a lateral direction orthogonal to the length direction of the sipe in a cross section of the sipe orthogonal to the length direction. Each of the first sipe segment and the third sipe segment comprises the oscillated portion including an oscillating-start portion, and the oscillating-start portion of the first sipe segment is inclined with respect to the tire radial direction in the same direction as the oscillating-start portion of the third sipe segment.

In a tire, an inclination angle of a cord included in a second belt layer with respect to a tire width direction is defined as a positive inclination angle in a tire see-through plan view, an intersection point between a perpendicular line drawn from an end portion of a belt layer having a maximum belt width in the tire width direction to a carcass and a cord of an outermost carcass layer in a tire radial direction is defined as a first reference point in a tire meridian cross-sectional view, and an inclination angle of the cord with respect to the tire width direction at the first reference point is −3° or more in the tire see-through plan view.

A tire for a vehicle comprises a tread (2), of which the central part of the tread (2) comprises at least two rubber compounds (221, 222), making up at least 90% of its volume. The first compound (221) is radially on the outside of the second compound (222) and makes up at least 40% and at most 60% of the volume of the central part. The second rubber compound (222) has a Shore hardness DS2 at least equal to 5 plus the Shore hardness DS1 of the first compound (221) and dynamic losses at a temperature of 0° C. and 23° C. that are at least equal to those of the first rubber compound (221). The axially outer parts of the tread are made up of a third compound (223) capable of touching the ground, having a stiffness and a hysteresis that are lower than those of the first compound.

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 includes lug grooves having alternating first and second groove portions. The first groove portion intersects an equator, extends in a width direction, and communicates with an adjacent second groove portion. The second groove portion inclines from the first groove portion at a smaller angle relative to a circumferential direction smaller than that of the first groove portion and extends to a tread edge on one side. The first groove portion is on a stepping side with respect to an end on the tread edge side. The second groove portions curve or bend and have an average angle in an inner region smaller than that of the second groove portions in an outer region. A maximum length in the width direction of center blocks defined by narrow grooves connecting adjacent second groove portions and the lug grooves is 25%-35% of a development width.

In a state in which a pneumatic tire is mounted on a specified rim, inflated to 92% of a specified internal pressure, and loaded with a load of 75% of the maximum load capacity, an average thickness of an undertread rubber is smaller in a center region than in a shoulder region, a ratio (CAO/UAO) is 0.15 or more and 0.95 or less, a ratio (UAI/UAO) is less than 1, and a ratio (L/W) is 0.29 or more and 0.51 or less, in a tire meridian cross-sectional view, where CAO, UAO and UAI are cross-sectional areas of the cap tread rubber, the undertread rubber, and the undertread rubber in the center region, respectively, L is a tire width direction dimension from a defined intersection point to a ground contact edge, and W is a tire width direction dimension of each shoulder region.

To provide a narrow and large-diameter tire capable of improving noise performance at high speeds without compromising handling performance at low temperatures.

The tire has a tread portion formed of an elastomer composition. A relationship between a tire outer diameter (Dt) and a tire cross-sectional width (Wt) satisfy a following expression (1). The tread portion includes at least one circumferential groove extending in a tire circumferential direction. A rubber thickness at a groove bottom of the circumferential groove is 0.05 to 0.25 times a maximum thickness of the tread portion. The elastomer composition has a phase difference δ of 5.0×10.sup.−2π [rad] or less between a maximum value of strain and a maximum value of stress when repeatedly deformed at a temperature of 30 degrees Celsius and a frequency of 10 Hz in a dynamic viscoelasticity test;

1963.4≤(Dt.sup.2×π/4)/Wt≤2827.4  (1).

A radial tire (10), with the sidewalls thereof (20), and the tread thereof (30) arranged for minimizing the temperature of the tire while guaranteeing its electrical conductivity. The tread (30) comprises two wings (311, 312) and a central portion (32). These components rest on a base layer (33) radially on the inside of the tread (30). The base layer (33) contains a lateral portion (331, 332) partly in contact with a tread wing (311, 312). This structure of the crown of the tire, in contact with the carcass reinforcement makes it possible to constitute a preferential conductive pathway of the electric charges between the rim and the ground when the tire is mounted on its rim and flattened on the ground.

The present invention is directed to a tire comprising a tread, two sidewalls, a carcass and at least two belts arranged radially between the carcass and the tread in a crown area of the tire. The tread has at least one axially outer edge portion covering the axially outermost edge of at least one of the belts and comprising a different rubber composition than a portion of the tread neighboring the axially outer edge portion of the tread. Furthermore, one of the sidewalls at least partially covers and contacts the axially outer surface of the axially outer edge portion of the tread.