A passenger vehicle tire having rolling resistance without negatively affecting the grip and behaviour. The tread (2) has a radial height H.sub.S between 5 mm and 8 mm, a volumetric void ratio T.sub.EV between 22% and 30%, a total volume V.sub.CP of the main voids (241) at least equal to 80% of the total volume V.sub.C of the voids (24), and comprises an elastomeric compound having a glass transition temperature T.sub.g between 22° C. and 5° C., a Shore A hardness between 45 and 65, and a dynamic loss tgδ at 23° C. at least equal to 0.13 and at most equal to 0.39. The metal reinforcers of the working layers (41, 42) are steel monofilaments having a cross section S with a smallest dimension Dmin between 0.20 mm and 0.50 mm. The monofilaments distributed at a density d.sub.T between 100 threads/dm 200 threads/dm, each working layer (41, 42) having a mean radial thickness E.sub.T between D+0.1 mm and D+0.6 mm.

In a tire, a tread includes a cap layer, an intermediate layer formed such that a loss tangent of the intermediate layer at 30° C. is less than a loss tangent of the cap layer at 30° C., and a base layer formed such that a loss tangent of the base layer at 30° C. is less than the loss tangent of the intermediate layer at 30° C. The intermediate layer is disposed outwardly of the base layer and the cap layer is disposed outwardly of the intermediate layer, in the radial direction. An outer end of the intermediate layer is disposed outwardly of an outer end of the base layer and an outer end of the cap layer is disposed inwardly of the outer end of the intermediate layer, in the axial direction. A difference between an axial width of the cap layer and an axial width of the base layer is not less than −10 mm and not greater than 10 mm.

In a tire, a shape index of a reference ground contact surface is not less than 1.20 and not greater than 1.50. In the tire, a tread includes a cap layer, an intermediate layer formed such that a loss tangent of the intermediate layer at 30° C. is less than a loss tangent of the cap layer at 30° C. and a base layer formed such that a loss tangent of the base layer at 30° C. is less than the loss tangent of the intermediate layer at 30° C. In the radial direction, the intermediate layer is disposed outwardly of the base layer and the cap layer is disposed outwardly of the intermediate layer. In a shoulder land portion of the tread, a thickness of the cap layer at a center of an axial width is less than a thickness of the cap layer on the shoulder circumferential groove side.

In a tire 2, a tread 4 includes a cap layer 38 forming a part of the outer surface of the tire 2, an intermediate layer 40 disposed inwardly of the cap layer 38 in the radial direction, and a base layer 42 disposed inwardly of the intermediate layer 40 in the radial direction. A loss tangent of the intermediate layer 40 at 30° C. is less than a loss tangent of the cap layer 38 at 30° C., and a loss tangent of the base layer 42 at 30° C. is less than the loss tangent of the intermediate layer 40 at 30° C. An outer end PC of the cap layer 38 is disposed outwardly of an outer end PB of the base layer 42 in the axial direction. In the radial direction, a position of the outer end PC of the cap layer 38 coincides with a position of the outer end PB of the base layer 42, or the outer end PC of the cap layer 38 is disposed inwardly of the outer end PB of the base layer 42.

A non-pneumatic tire includes: an outer annular portion having an outer periphery including a tread provided thereon; an inner annular portion provided inside the outer annular portion; and a plurality of link parts that each connect the outer annular portion and the inner annular portion, and are provided along a tire circumferential direction. The tread includes a cap rubber disposed on an outermost side in a tire radial direction, a first base rubber disposed more inwards in the tire radial direction than the cap rubber, and a second base rubber disposed more inwards in the tire radial direction than the first base rubber. When a rubber hardness of the first base rubber is defined as Gb1 and a rubber hardness of the second base rubber is defined as Gb2, Gb1<Gb2 is satisfied.

An object of the present disclosure is to provide a tire having improved overall performance of fuel efficiency, breaking resistance, and abrasion resistance. The tire comprises a tread, wherein a cap rubber layer of an outer surface of the tread is formed of a rubber composition comprising a rubber component having a total content of 90% by mass or more of an isoprene-based rubber and a butadiene rubber and silica having a nitrogen adsorption specific surface area (N.sub.2SA) of 180 m.sup.2/g or more, wherein a total cis content in the butadiene rubber is less than 90% by mass, wherein a tan δ at 70° C. of the rubber composition of the cap rubber layer is less than 0.15, wherein the tread has circumferential grooves extending continuously in a tire circumferential direction and lateral grooves extending in a tire width direction, and wherein a ratio of a total area S2 of the lateral grooves to a total area S1 of the circumferential grooves (S2/S1) is less than 0.80.

A pneumatic tire for use on trucks, the tire comprising: a tread which includes a belt reinforcement structure, the belt structure including a pair of working belts, wherein the angle of the working belts range from about 10 degrees to about 50 degrees, and wherein the first working belt has an angle of the reinforcements different that the angle of the belt reinforcements of the second working belt. The belt package further includes a low angle belt that is preferably positioned between of the working belts. The pneumatic tire further includes a tread having a groove reinforced with a tread compound having a tensile at break greater than 18 MPa, and an elongation at break greater than 450%.

A tire has a sub-layer (7) made up substantially of a first base layer (71) disposed radially on the crown reinforcement (5) and axially between the median plane (CP) and a transition edge (711), the transition edge (711) being situated axially between the median plane (CP) and a shoulder (60), said first base layer (71) being made up of a rubber compound of given stiffness A, a second base layer (72) disposed radially on the crown reinforcement (5) and axially between the transition edge (711) and a shoulder end (721), said second base layer (72) being made up of a rubber compound of given stiffness B, a covering layer (73) disposed radially on the first base layer (71) and on the second base layer (72) and radially on the inside of the tread (6) and axially at least in sections situated between the median plane (CP) and the shoulder end (721), said covering layer (73) being made up of a rubber compound of given stiffness C, the stiffness B being less than the stiffness A, which is less than the stiffness C, and the stiffness C being greater than the stiffness M.

A tire includes a tread, a pair of sidewalls, a pair of beads, and a carcass. Each bead includes a core and an apex. In the tire in the normal state, a ratio (HA/HS) of a distance HA in a radial direction from a bead base line to an outer end PA of the apex to a tire cross-sectional height HS may not be less than 20% and/or may not be greater than 30%, and an angle of a line segment connecting between the outer end PA of the apex and a center PM of a width, in an axial direction, of a contact surface of the apex at which the apex is in contact with the core, relative to the bead base line, may not be less than 45° and/or may not be greater than 55°.

A motorcycle tire set includes a front-wheel tire and a rear-wheel tire. Each of the front and rear-wheel tires includes a carcass, a band layer arranged radially outwardly of the carcass in the tread portion, and a tread rubber arranged radially outwardly of the band layer. The carcass includes a carcass ply including carcass cords. The band layer includes a jointless band ply in which a band cord is circumferentially wound spirally at an angle equal to or less than 5 degrees. The tread rubber includes a crown rubber portion. An angle θ1 of the carcass cords of the front-wheel tire is 65 degrees or more with respect to the tire circumferential direction. A rubber hardness of the crown rubber portion of the rear-wheel tire is greater than a rubber hardness of the crown rubber portion of the front-wheel tire.