A passenger vehicle pneumatic tire comprising: a carcass; and inclined belt layers and a circumferential belt layer, wherein: the inclined belt layers include at least two inclined belt layers having different tire widthwise widths; an inclination angle .sub.1 with respect to the tire circumferential direction of the cords forming the inclined belt layer having the widest width and an inclination angle .sub.2 with respect to the tire circumferential direction of the cords forming the inclined belt layer having the narrowest width satisfy correlations that 30.sub.185, 10.sub.230, and .sub.1>.sub.2; and a tire widthwise width W.sub.1 of the inclined belt layer having the widest width and a tire widthwise width W.sub.2 of the inclined belt layer having the narrowest width satisfy a correlation that W.sub.20.6W.sub.1.

A band 12 includes a center portion C, a pair of intermediate portions M, and a pair of outer end portions E. The center portion C is formed from a first band member 40 and that extends in a circumferential direction. Each intermediate portion M is formed from a second band member 42 and that extends so as to form a mesh-like shape. The second band member 42 includes a plurality of first tilt portions 44 extending so as to be tilted relative to the circumferential direction and a plurality of second tilt portions 46 extending so as to be tilted relative to the circumferential direction in a direction opposite to a direction in which the first tilt portions 44 are tilted. Each outer end portion E is formed from a third band member 54 and that extends in the circumferential direction.

In the tire 2, fillers 10 are layered over clinches 8 in portions outward of a carcass 14 in the axial direction. A carcass ply 50 is turned up around cores 44. Turned-up portions 50a are disposed between the fillers 10 and apexes 46. Each clinch 8 has a maximum thickness Tcx that is measured along a line normal to an inner surface, in the axial direction, of the clinch 8. A ratio of a thickness Tf1 of the filler 10 to a sum of the thickness Tf1 and the thickness Tcx is greater than or equal to 0.1 and not greater than 0.6. A percentage of a complex elastic modulus E*f of the filler 10 relative to a complex elastic modulus E*a of the apex 46 is greater than or equal to 70% and not greater than 125%.

A tire constructed with a plurality of reinforcement belts is provided. At least one of the reinforcement belts extends along the axial width of the tire summit and is constructed according to an equilibrium curve that is flat throughout the summit. The reinforcement belts include cable reinforcements that are substantially parallel to the equatorial plane. Substantial reductions in the tension experienced by the cables can be achieved to provide, as a result, improvements in e.g., tread wear.

A motorcycle tire 1 comprises a tread portion 2, sidewall portions 3, bead portions 4, a carcass 6 extending between the bead portions, and a tread reinforcing layer 7 disposed radially outside the carcass in the tread portion. The tread reinforcing layer 7 is composed of a helically wound strip 10 of parallel reinforcing cords 11 coated with topping rubber 12. The winding pitch Pm of the strip 10 in middle parts Mi of the tread reinforcing layer is less than the winding pitch Pc of the strip 10 in a central part Cr, and less than the winding pitch Ps of the strip 10 in shoulder parts Sh.

A pneumatic tyre includes a tread portion provided with circumferential grooves to form circumferential land portions, a belt layer, and a band layer disposed outwardly in the tyre radial direction of the belt layer. The band layer includes a first layer covering an entire width of the belt layer, and second layers disposed outwardly in the tyre radial direction of the first layer and arranged separately in a tyre axially direction from one another. Each second layer is located radially inwardly of a respective one of the circumferential land portions. In each circumferential land portion, the second layer has at least one axial edge that is away at a distance (A) of equal to or more than 3.0 mm in the tyre axial direction from a groove bottom of one of the circumferential grooves nearest to the at least one axial edge.

A tire includes a circular tire case formed from a resin material, a belt provided at an outer side in a tire radial direction of the tire case and configured by covering a reinforcing cord by a covering resin, the reinforcing cord being provided with an adhesion layer at an outer periphery thereof, and a tread provided at an outer periphery of the belt and configured from a rubber material. The belt has a gauge set within a range of from 1.15 mm to 2.0 mm. A relationship A>B is satisfied, wherein A is a thickness of the covering resin layer from the reinforcing cord to an outer circumferential surface of the belt and B is a thickness of the covering resin layer from the reinforcing cord to the tire case. A combined gauge of the tire case and the belt is not greater than 3.5 mm.

A hoop reinforcement is provided for a tire for a heavy vehicle of construction plant type. The crown reinforcement (3) of the tire (1), radially on the inside of a tread (2), comprises a protective reinforcement (6), a working reinforcement (5) and a hoop reinforcement (7). The hoop reinforcement (7) is formed by a circumferential winding, in the circumferential direction (XX), of a ply of metallic reinforcers (8) forming an angle at most equal to 2.5 with the circumferential direction (XX), extending from an initial radially inner end (81) to a final radially outer end (82), forming a spiral, such that the hoop reinforcement (7) comprises at least two hooping layers (71, 72) around the entire circumference and at least three hooping layers (71, 72, 73) over an angular sector A, delimited by the initial and final ends (81, 82), respectively, of the hoop reinforcement (7). The hoop reinforcement (7) comprises at least one discontinuity (9) positioned circumferentially between the initial end (81) and final end (82), respectively, and any discontinuity (9) is positioned circumferentially, with respect to the initial or final end (81, 82), forming an angle (B1, B2) at least equal to 90.

The manufacturing cost of a hoop reinforcement of a tire for a heavy vehicle of construction plant type is reduced. The crown reinforcement (3) of the tire (1), radially on the inside of a tread (2), comprises a protective reinforcement (6), a working reinforcement (5) and a hoop reinforcement (7). The hoop reinforcement (7) is made up of at least two hooping layers (71, 72), each hooping layer (71, 72) comprising metallic reinforcers that are coated in an elastomeric coating material and form an angle at most equal to 2.5 with the circumferential direction (XX). Each hooping layer (71, 72) is formed by a circumferential winding in a ring, in the circumferential direction (XX), of at least one portion of a ply of metallic reinforcers (81, 82), extending from an initial end (811, 821) to a final end (812, 822), such that the hooping layer (71, 72) comprises at least one discontinuity (91, 92).

A tire constructed with a plurality of reinforcement belts is provided. At least one of the reinforcement belts extends along the axial width of the tire summit and is constructed according to an equilibrium curve that is flat throughout the summit. The reinforcement belts include cable reinforcements that are substantially parallel to the equatorial plane. Substantial reductions in the tension experienced by the cables can be achieved to provide, as a result, improvements in e.g., tread wear.