A pneumatic tire comprises a carcass layer, a belt layer disposed on an outer side of the carcass layer in a tire radial direction, and a tread rubber disposed on the outer side of the belt layer in the tire radial direction. The belt layer formed by laminating an angle belt having a belt angle≧45° and ≦70° in absolute values, a pair of cross belts, having belt angles of ≧10° and ≦45° in absolute values and having belt angles of mutually opposite signs, and a circumferential reinforcing layer having a belt angle within a range of ±5° with respect to a tire circumferential direction. A tread width TW and a total tire width SW such that 0.79≦TW/SW≦0.89. A width Ws of the circumferential reinforcing layer and a cross-sectional width Wca of the carcass layer such that 0.60≦Ws/Wca≦0.70.

An aircraft pneumatic tire includes a spirally wound belt layer in which a ribbon-shaped first strip material with a first belt cord including organic fibers and being covered with rubber is spirally wound; and zigzag belt layers in which a ribbon-shaped second strip material with a second belt cord including organic fibers and being covered with rubber extends and is wound in a circumferential direction while bending zigzag by being folded back at width directional end edges to an outer circumferential side of the spirally wound belt layers. The maximum width of the spirally wound belt layers is wider than the maximum width of the zigzag belt layers, and the width of the second strip material is wider than the width of the first strip material.

To provide a rubber compound for tires, a pneumatic tire and an airless tire capable of improving the steering stability of the tire while exerting excellent low fuel consumption performance. A rubber compound for tires characterized in that, of vulcanized rubber's physical properties, a complex elastic modulus E*.sub.70 (unit: MPa) and a loss tangent tanδ.sub.70 under initial strain of 10%, dynamic strain of 2% and temperature of 70 degrees C., satisfy 90<E.sub.70<250, and E*.sub.70/tan δ.sub.70>800. A pneumatic tire provided with a rubber member made of the above-mentioned rubber compound. An airless tire provided with a rubber member made of the above-mentioned rubber compound. An airless tire provided in a tread ring with a shear rubber layer made of the above-mentioned rubber compound.

A tire includes a circular tire frame member formed from a frame-resin material and a covered cord member. The covered cord member includes a reinforcing cord provided in the tire frame member and extending along a tire circumferential direction, a covering-resin layer formed from a covering-resin material, covering the reinforcing cord, and bonded to the tire frame member, and a bonding-resin layer. The bonding-resin layer is formed from a bonding-resin material having an elastic modulus higher than that of the covering-resin material, is interposed between the reinforcing cord and the covering-resin layer, bonds the reinforcing cord and the covering-resin layer together, and has a layer thickness thicker than a layer thickness of the covering-resin layer.

A tire includes a circular tire frame member formed from a frame-resin material and a covered cord member. The covered cord member includes a reinforcing cord provided in the tire frame member and extending along a tire circumferential direction, a covering-resin layer formed from a covering-resin material, covering the reinforcing cord, and bonded to the tire frame member, and a bonding-resin layer. The bonding-resin layer is formed from a bonding-resin material having an elastic modulus higher than that of the covering-resin material, is interposed between the reinforcing cord and the covering-resin layer, bonds the reinforcing cord and the covering-resin layer together, and has a layer thickness thicker than a layer thickness of the covering-resin layer.

A first belt layer includes a cord extending at an inclination angle of greater than 45° with respect to the tire circumferential direction, a second belt layer includes a cord extending in the tire circumferential direction, and a third belt layer includes a cord extending at an inclination angle of 30° or less in the opposite direction from the cord of the first belt layer with respect to the tire circumferential direction. The belt layers are arranged in order, with the first belt layer furthest inward in the tire radial direction, on the outer circumferential side of a crown region of a carcass extending toroidally between a pair of bead portions. The third belt layer width w.sub.3 is 80% or more of the tread width w, and w.sub.2<w.sub.1<w.sub.3, where w.sub.1 is the first belt layer width, and w.sub.2 is the second belt layer width.

A first belt layer includes a cord extending at an inclination angle of greater than 45° with respect to the tire circumferential direction, a second belt layer includes a cord extending in the tire circumferential direction, and a third belt layer includes a cord extending at an inclination angle of 30° or less in the opposite direction from the cord of the first belt layer with respect to the tire circumferential direction. The belt layers are arranged in order, with the first belt layer furthest inward in the tire radial direction, on the outer circumferential side of a crown region of a carcass extending toroidally between a pair of bead portions. The third belt layer width w.sub.3 is 80% or more of the tread width w, and w.sub.2<w.sub.1<w.sub.3, where w.sub.1 is the first belt layer width, and w.sub.2 is the second belt layer width.

Tire (1) for a motorized two-wheeled vehicle of the motorbike type. A good compromise between the stability of the motorbike in a straight line at high speed and the stability of the motorbike in a curved path with a high camber angle is achieved with reinforcers of a first carcass layer (61) that form, with the circumferential direction (XX′), an angle (A.sub.1) at most equal to 75°, the reinforcers of a second carcass layer (62) form, with the circumferential direction, an angle (A.sub.2) at least equal to 80° and at most equal to 90°, the difference between the angles (A1, A2) of the respective reinforcers of the first and second carcass layers (61, 62) is at least equal to 10° and at most equal to 20° and the angles (A1, A2) of the respective reinforcers of the first and second carcass layers (61, 62) are oriented in the same direction.

A tire design for a heavy-duty vehicle of construction plant type has a crown reinforcement (40) radially on the inside of a tread (10) and radially on the outside of a carcass reinforcement (70). The carcass reinforcement (70) has at least two carcass layers (50, 60) having metal reinforcers coated in an elastomer compound. The carcass layers (50, 60) have respective stiffnesses per unit width R1, R2. Metal reinforcers of a first carcass layer (50) form, with the circumferential direction (XX′), an angle A1, and those of the second carcass layer form an angle A2, such that the angles A1 and A2, and the stiffnesses R1 and R2, simultaneously satisfy the following three relationships: R1*sin 2(2*A1)+R2*sin 2(2*A2)≥(R1+R2)*) sin 2(30°), and ∥A1|-|A2∥<10°, and 0.7≤R1/R2≤1.3. The metal reinforcers have a critical compression buckling deformation DF at least equal to 2.5% and a compression elastic modulus MC at least equal to 10 GPa.

The pneumatic tire has an annular carcass formed by using a carcass treat in which a carcass cord arranged along the tire width direction is covered with a rubber material, and a belt layer formed by arranging a resin covered cord outside the tire radial direction of the carcass and covered with a resin material along the tire circumferential direction. The treat strength of the carcass treat along the tire width direction is 10 kN/25 mm or more.