Motorcycle tire and motorcycle tire kit

Abstract

The invention provides a motorcycle tire and a motorcycle tire kit capable of improving initial flexibility, intermediate stability and transient characteristics. A motorcycle tire (1) comprising a tread rubber (2G). The tread rubber (2G) includes a crown rubber (10) disposed in a crown region (Cr), and a pair of shoulder rubbers (11) extending to a pair of tread edges (Te), respectively. The complex elastic modulus (Ec *) of the crown rubber (10) is smaller than the complex elastic modulus (Es *) of the shoulder rubber (11). When a standard load is applied to the tire (1) in a standard state and the camber angle is 0 DEG, 10 DEG, and 40 DEG, and the ground contact areas are defined as A0, A10, and A40, respectively, the following expressions are satisfied: 0.3 < = (Ec * A0) / (Es * A40) < = 1.05, and 0.95 < = A10 / A0 < = 1.05.

Description

TECHNICAL FIELD

[0001] The present application relates to a motorcycle tire and a motorcycle tire set. BACKGROUND

[0002] A motorcycle tire in which a base layer and a crown layer stacked on the outer side of the base layer are provided on a tread portion is described in Patent Document 1. The crown layer includes a central region and a shoulder region located on the axial outer side of the central region. Furthermore, the rubber hardness of the base layer, the central region, and the shoulder region is determined.

[0003] PRIOR ART DOCUMENTS

[0004] PATENT DOCUMENTS

[0005] Patent Document 1: Japanese Patent Application Publication No. 2016-222060 SUMMARY

[0006] PROBLEMS TO BE SOLVED BY THE INVENTION

[0007] The motorcycle tire described above has excellent transient characteristics. In recent years, in addition to the transient characteristics, in order to reduce the burden on the rider, a light and quick steering performance at the early stage of roll with a small caster angle (early stage light quickness), and a steering performance with a sense of stability after the middle stage of roll with a large caster angle (middle stage stability) are required.

[0008] The present application was made in view of the above-described problems, and aims to provide a motorcycle tire and a motorcycle tire set that can improve the early stage light quickness, the middle stage stability, and the transient characteristics.

[0009] TECHNICAL SOLUTION TO THE PROBLEM

[0010] The present application is a motorcycle tire including a tread portion that defines a pair of tread ends, and a tread rubber that forms a ground contact surface of the tread portion, the tread rubber including a crown rubber disposed in a crown region including a tire equator, and a pair of shoulder rubbers disposed on the outer sides of the crown rubber and respectively extending to the pair of tread ends, a complex elastic modulus Ec* of the crown rubber being smaller than a complex elastic modulus Es* of the pair of shoulder rubbers, when the tire is mounted on a standard rim and a standard load is applied to the tire in a standard state in which the internal pressure is adjusted to a standard pressure, and the caster angle is 0°, 10°, and 40° and the tire is in a flat ground contact, the ground contact areas are defined as A0, A10, and A40, respectively, the following formula is satisfied.

[0011] 0.3 ≤ (Ec* × A0) / (Es* × A40) ≤ 1.05, and 0.95 ≤ A10 / A0 ≤ 1.05

[0012] EFFECTS OF THE INVENTION

[0013] The motorcycle tire of the present invention, by adopting the above-described structure, can improve initial agility, mid-term stability, and transient characteristics. Attached Figure Description

[0014] Figure 1 This is a radial cross-sectional view of a motorcycle tire according to one embodiment of the present invention.

[0015] Figure 2 It means Figure 1 A diagram showing the profile of the radial section of a tire.

[0016] Explanation of reference numerals in the attached figures

[0017] 1. Motorcycle tires

[0018] 10 tire crown adhesive

[0019] 11 tire shoulder rubber

[0020] 2G tread compound

[0021] Cr crown area

[0022] Te tread end Detailed Implementation

[0023] Hereinafter, one embodiment of the present invention will be described based on the accompanying drawings. To aid in understanding the invention, the drawings include exaggerated representations or depictions of dimensions different from the actual structures. Furthermore, where multiple embodiments exist, the same or common components are labeled with the same reference numerals in the description, and repeated descriptions are omitted.

[0024] Motorcycle tires

[0025] Figure 1 This is a radial cross-sectional view of a motorcycle tire (hereinafter sometimes referred to as "tire") 1, which represents an embodiment of the present invention, including the tire rotation axis (not shown). Figure 1 This indicates a pneumatic tire for loading, which is a preferred method. Furthermore, this tire 1 is suitable for both the front wheel tire 1F and the rear wheel tire 1R of a motorcycle. The front wheel tire 1F and the rear wheel tire 1R constitute a motorcycle tire kit S.

[0026] In this manual, unless otherwise specified, the dimensions of each part of tire 1 are values ​​measured under standard conditions. The aforementioned "standard conditions" refer to the unloaded state of tire 1 when it is inflated, assembled to a standard rim (not shown), and adjusted to standard internal pressure.

[0027] "Standard rim" is a rim that is defined for each type of tire within a specification system that includes the specifications on which tire 1 is based. For example, if it is JATMA, it is "Standard Rim"; if it is TRA, it is "Design Rim"; and if it is ETRTO, it is "Measuring Rim".

[0028] "Standard internal pressure" refers to the air pressure specified for each tire in the specification system that includes the specifications on which tire 1 is based. If it is JATMA, it is "maximum air pressure". If it is TRA, it is the maximum value recorded in the table "TIRE LOAD LIMITSATVARIOUSCOLD INFLATION PRESSUREES". If it is ETRTO, it is "INFLATION PRESSURE".

[0029] like Figure 1 As shown, tire 1 includes a tread portion 2 with a pair of tread ends Te and a tread compound 2G forming a contact surface 2s of the tread portion 2. The contact surface 2s is the surface that contacts the road surface when the tire 1 rotates, and is curved into a convex arc shape radially outward from the tire.

[0030] In this specification, the tread end Te is the outermost end of the tire axial direction that touches the ground when a standard load is applied and the camber angle is at its maximum. In tire 1 of this embodiment, the position of the tread end Te is the position of the tire's maximum width. The length of the tire axial direction between the two tread ends Te and Te is the tread width TW. Furthermore, the center of the tire axial direction between the two tread ends Te and Te is the tire equator C.

[0031] The tread compound 2G includes: a crown compound 10 disposed in the crown region Cr containing the tire equator C; and a pair of shoulder compounds 11 disposed on both outer sides of the crown compound 10 and extending to a pair of tread ends Te respectively.

[0032] The complex elastic modulus Ec* of the tread rubber 10 is less than the complex elastic modulus Es* of the pair of shoulder rubbers 11. The tread region Cr, where the tread rubber 10 is disposed, is the area that contacts the ground during straight-line driving or at the start of rolling. The tread rubber 10, with its relatively smaller complex elastic modulus, allows for relatively lower rigidity in the tread region Cr, and can achieve light handling by suppressing the reaction force at the start of rolling. Therefore, the initial lightness of the tire 1 in this embodiment is improved. Furthermore, the area where the shoulder rubbers 11 are disposed (hereinafter referred to as the shoulder region Sh) is the area that contacts the ground after the middle of rolling. The shoulder rubbers 11, with their relatively larger complex elastic modulus, allow for relatively higher rigidity in the shoulder region Sh, and provide a stable handling feel. Therefore, the mid-term stability of the tire 1 in this embodiment is improved.

[0033] In this specification, the complex elastic modulus E* and the loss tangent tanδ (described later) are values ​​measured using a dynamic viscoelasticity measuring device (Eplexor series) manufactured by GABO Corporation under the following conditions, in accordance with JIS-K6394.

[0034] Initial strain: 10%

[0035] Amplitude of dynamic strain: ±1%

[0036] Frequency: 10Hz

[0037] Deformation mode: Stretch

[0038] Measurement temperature: 70℃

[0039] When a standard load is applied to a tire 1 in its standard condition, with camber angles of 0°, 10°, and 40° and the contact area (illustrations omitted) is defined as A0, A10, and A40 respectively, the following formulas are satisfied: Contact area A0 is approximately the contact area during straight-line driving. Contact area A10 is approximately the contact area during the initial rolling phase. Contact area A40 is approximately the contact area during the middle rolling phase and beyond. Furthermore, when the contact areas A0, A10, and A40 have grooves or other recesses on the contact surface 2s of the tread 2, the area of ​​the imaginary contact surface obtained by filling these recesses is applicable. Additionally, "standard load" refers to the load specified for each tire type within the specification system that includes the tire's specifications. For JATMA, it is the "maximum load capacity"; for TRA, it is the maximum value recorded in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSUREES"; and for ETRTO, it is the "LOAD CAPACITY".

[0040] 0.3 ≤ (Ec*×A0) / (Es*×A40) ≤ 1.05, and 0.95 ≤ A10 / A0 ≤ 1.05

[0041] The contact areas A0, A10, and A40 vary with the camber angle and serve as indicators for the rider's control of the motorcycle. Furthermore, the formula (Ec*×A0) / (Es*×A40) represents the ratio of the product of the complex elastic modulus of the rubber primarily in contact with the ground during straight-line travel and the contact area during straight-line travel, to the product of the complex elastic modulus of the rubber primarily in contact with the ground after the mid-roll phase and the contact area after the mid-roll phase. The inventors discovered that by defining (Ec*×A0) / (Es*×A40) within a certain range, including straight-line travel, the stiffness change of the contact area from the initial roll to the mid-roll phase can be reduced, thereby improving transient characteristics from straight-line travel to the mid-roll phase. Moreover, when the ratio (Ec*×A0) / (Es*×A40) is 0.3 or higher, in addition to transient characteristics, a high degree of agility in the initial roll phase can be ensured. Furthermore, when the ratio (Ec*×A0) / (Es*×A40) is below 1.05, in addition to transient characteristics, it can also maintain stable handling performance in the middle of the rolling motion.

[0042] Furthermore, the ratio A10 / A0 in the above formula represents the change in contact area from straight-line travel to the initial rolling phase. The inventors discovered that by keeping the ratio A10 / A0 within a certain range, the motorcycle's movement during the initial rolling phase can be reduced, further improving initial agility. By keeping A10 / A0 at 0.95 or higher, the contact area during the initial rolling phase can be more effectively secured, improving initial agility. Furthermore, by keeping A10 / A0 at 1.05 or lower, excessive increase in stiffness during the initial rolling phase can be suppressed, thereby suppressing the deterioration of transient characteristics. Therefore, the tire 1 of the present invention possesses excellent initial agility, mid-term stability, and transient characteristics.

[0043] Furthermore, to improve initial responsiveness, the ratio (Ec*×A0) / (Es*×A40) is preferably 0.4 or higher, more preferably 0.5 or higher. Furthermore, to improve mid-term stability, in combinations with any of the aforementioned lower limits, it is preferably 1.0 or lower, more preferably 0.95 or lower. As an example, the ratio (Ec*×A0) / (Es*×A40) is preferably 0.4 to 1.0, more preferably 0.5 to 0.95.

[0044] Furthermore, among the grounding areas A0 and A10, the following formula is particularly preferred.

[0045] 0.95≦A10 / A0≦1.00

[0046] This further enhances the maintenance of transient characteristics. Furthermore, it is preferable to employ this method in both front and rear tires.

[0047] The tire 1 includes: a pair of sidewall portions 3 extending from both sides of the tire axial direction of the tread portion 2 to the inner side of the tire radial direction and a pair of bead portions 4 connected to each sidewall portion 3 and having bead cores 5 embedded therein.

[0048] Furthermore, the tire 1 includes: a carcass 6 extending annularly between bead cores 5 on both sides, and a tread reinforcement layer 7 disposed between the carcass 6 and the tread compound 2G. The carcass 6 and the tread reinforcement layer 7 of this embodiment are formed with a known structure.

[0049] The axial length Wc of the crown region Cr is 50% to 70% of the tread width TW. The crown region Cr is centered on the tire equator C. Each shoulder region Sh is formed between the crown region Cr and the tread end Te. In this specification, the length Wc of the crown region Cr is determined by the two ends 10e, 10e of the crown rubber 10 located on the contact patch 2s in the tire axial direction.

[0050] The complex elastic modulus Ec* of the tread rubber 10 is preferably 4.5 (MPa) or more, more preferably 5.0 (MPa) or more, and preferably 6.5 (MPa) or less, even more preferably 6.0 (MPa) or less. When the complex elastic modulus Ec* of the tread rubber 10 is 4.5 (MPa) or more, the basic rigidity of the tread region Cr can be maintained, thereby ensuring stability during straight-line driving. When the complex elastic modulus Ec* of the tread rubber 10 is 6.5 (MPa) or less, the rigidity of the tread region Cr does not become excessive, and flexible handling can be achieved. The complex elastic modulus Es* of the shoulder rubber 11 is preferably 6.5 (MPa) or more, more preferably 7.0 (MPa) or more, and preferably 8.5 (MPa) or less, even more preferably 8.0 (MPa) or less. Since the complex elastic modulus Es* of the shoulder rubber 11 is 6.5 (MPa) or more, stable handling can be achieved after the mid-rolling phase. Since the complex elastic modulus Es* of the shoulder rubber 11 is below 8.5 (MPa), it can suppress the excessive stiffness difference between the crown region Cr and the shoulder region Sh, and can keep transient changes relatively small.

[0051] To improve transient characteristics, the difference (Es*-Ec*) between the complex elastic modulus Es* of the tire shoulder rubber 11 and the complex elastic modulus Ec* of the tire crown rubber 10 is preferably 0.3 (MPa) or more, more preferably 0.5 (MPa) or more, and more preferably 2.5 (MPa) or less, and even more preferably 2.2 (MPa) or less.

[0052] The loss tangent tanδs of each tire shoulder rubber 11 is preferably 0.25 or higher, more preferably 0.27 or higher, and more preferably 0.35 or lower, even more preferably 0.32 or lower. Since the loss tangent tanδs is between 0.25 and 0.35, the grip of the tire 1 is appropriately increased after the middle of the rolling motion, thereby achieving stable handling. When the loss tangent tanδs exceeds 0.35, the smoothness of rolling may be lacking.

[0053] Furthermore, the loss tangent tanδc of the tread rubber 10 is preferably smaller than the loss tangent tanδs of the shoulder rubber 11. This results in high initial rotational performance. From the perspective of maintaining high transient characteristics, the difference (tanδs-tanδc) between the loss tangent tanδs of the shoulder rubber 11 and the loss tangent tanδc of the tread rubber 10 is preferably 0.01 or more, more preferably 0.05 or more, and more preferably 0.10 or less, and even more preferably 0.20 or less.

[0054] In this embodiment, the tread compound 2G is divided into a crown compound 10 and a pair of shoulder compounds 11. However, the tread compound 2G of the present invention is not limited to this configuration. The tread compound 2G may, for example, include a crown compound 10 and a base compound (not shown) disposed on the radially inner side of the pair of shoulder compounds 11. At the tire equator C, the rubber thickness d1 of the crown compound 10 is preferably 50% or more of the thickness dA of the tread portion 2. Furthermore, at the midpoint c1 of the tire axial length in the shoulder region Sh, the rubber thickness d2 of the shoulder compounds 11 is preferably 50% or more of the thickness dB of the tread portion 2. Moreover, each thickness d1, d2, dA, and dB is determined by the hypothetical contact surface described above.

[0055] Furthermore, among the grounding areas A10 and A40, it is more preferable to satisfy the following formula.

[0056] 1.00≦A40 / A10≦1.30

[0057] Therefore, transient changes from the initial stage of rolling to the middle stage and beyond are kept smaller. To effectively achieve this effect, it is further preferred to satisfy the following formula.

[0058] 1.00≦A40 / A10≦1.25

[0059] In the front wheel tire 1F, steering is significantly affected. Therefore, a certain degree of maneuverability is required even after the mid-rolling phase. Thus, in the case of the front wheel tire 1F, the following formula is more preferably satisfied in terms of contact area A10 and contact area A40.

[0060] 1.00≦A40 / A10≦1.10

[0061] Therefore, even after the middle of the rolling process, it is possible to achieve ease of turning around.

[0062] The driving force is applied to the rear wheel tire 1R. Therefore, a more stable handling performance is required after the middle of the rolling motion. Therefore, in the case of the rear wheel tire 1R, the following formula is more preferable among the contact area A10 and the contact area A40.

[0063] 1.15≦A40 / A10≦1.25

[0064] Therefore, due to the strong grip during the middle of the rolling motion, a great sense of stability can be achieved.

[0065] Figure 2 This is the profile of the tire radial section of the tread portion 2 under standard conditions. For example... Figure 2 As shown, the radius of curvature R1 of the crown region Cr is preferably 0.45 times or more, more preferably 0.50 times or more, and preferably 0.65 times or less, and even more preferably 0.60 times or less, of the nominal cross-sectional width W of the tire 1. Since the radius of curvature R1 is 0.45 times or more of the nominal cross-sectional width W of the tire 1, basic stability during straight-line driving can be obtained. Since the radius of curvature R1 is 0.65 times or less of the nominal cross-sectional width W of the tire 1, the reaction force at the start of rolling can be suppressed, resulting in agile handling. In this specification, the aforementioned "nominal cross-sectional width W" is the "nominal cross-sectional width" included in the "nominal tire" specified in JISD4203 "Nominal Method and Specifications for Motorcycle Tires". Furthermore, the radius of curvature R1 is the radius of the circle passing through the two ends e1, e2 of the tire axial direction of the crown region Cr and the point e2 on the tire equator C.

[0066] Such a tread area 2 with ground contact area A0, A10, A40 can be manufactured, for example, by determining the internal structure of the crown rubber 10, the shoulder rubber 11, the carcass 6, the tread reinforcement layer 7, etc., or the outline of the tread area 2.

[0067] Motorcycle tire kits

[0068] As described above, the tire 1 in this embodiment can be configured as a front wheel tire 1F ( Figure 1The motorcycle tire kit S consists of the front tire 1F and the rear tire 1R. Since the complex elastic modulus Ec* of the tread compound 10 of both the front tire 1F and the rear tire 1R is smaller than the complex elastic modulus Es* of each shoulder compound 11, the rigidity of the tread area Cr decreases, and it is easier to move in the rolling direction (the direction of vehicle tilt during cornering), resulting in agile handling. Furthermore, generally speaking, when the rolling of the front tire 1F begins slightly earlier than that of the rear tire 1R, the motorcycle tends to oversteer, and agile handling is achieved. On the other hand, when the rolling of the rear tire 1R begins slightly earlier than that of the front tire 1F, the motorcycle tends to understeer, making agile handling difficult. Moreover, it is desirable to ensure the motorcycle's tilt stability and improve transient characteristics by reducing the difference between the complex elastic modulus Ec* of the tread compound 10 and the complex elastic modulus Es* of the shoulder compound 11 in the rear tire 1R, which has a relatively large driving force. Thus, from the perspective of making the motorcycle prone to oversteer while ensuring the smoothness of the lean, it is preferable to have a difference in the complex elastic modulus of the front wheel tire 1F (Es*-Ec*). F The difference in complex elastic modulus (Es*-Ec*) is greater than that of the rear tire 1R. R Based on the same considerations, it is preferable that the complex elastic modulus Ec* of the tread rubber 10 of the front tire 1F is less than that of the tread rubber 10 of the rear tire 1R. Furthermore, it is preferable that the complex elastic modulus Es* of the shoulder rubber 11 of the front tire 1F is greater than that of the shoulder rubber 11 of the rear tire 1R. The difference in complex elastic modulus is (Es* - Ec*). F (Es*-Ec*) R It is the difference between the complex elastic modulus Es* of the shoulder rubber 11 and the complex elastic modulus Ec* of the crown rubber 10 of both the front tire 1F and the rear tire 1R.

[0069] Although not specifically defined, the difference in complex elastic modulus (Es*-Ec*) for front tires of type 1F. F Preferably, it is the difference in complex elastic modulus (Es*-Ec*) compared to the rear wheel tire 1R. R The pressure is 0.3 MPa or more, more preferably 0.5 MPa or more, and more preferably 2.5 MPa or less, and even more preferably 2.2 MPa or less.

[0070] The above describes in detail the particularly preferred embodiments of the present invention, but the present invention is not limited to the embodiments shown in the figures and can be implemented in various ways.

[0071]

Example

[0072] According to the specifications in Table 1, a prototype with the following features was manufactured. Figure 1The basic structure of the motorcycle tires was then tested. The initial flexibility, mid-term stability, and transient characteristics of the test tires were then examined. The test methods and general specifications for each test tire are as follows.

[0073] Tire sizes: 120 / 70ZR17 (front tires), 180 / 55ZR17 (rear tires)

[0074] Rim size: MT3.50 (front tire), MT5.50 (rear tire)

[0075] Internal pressure: 250 kPa (front tires), 290 kPa (rear tires)

[0076] <Initial flexibility, mid-term stability and transient characteristics>

[0077] Each test tire was mounted on the front and rear wheels of the motorcycle described below. Test riders drove the motorcycle on a dry asphalt test track and evaluated its initial agility, mid-term stability, and transient characteristics based on sensory feedback. Transient characteristics refer to the ease of handling when changing the camber angle. Results are expressed as a score of 100 (Example 1), with higher values ​​being better. Furthermore, examples with a combined score of 290 or lower for initial agility, mid-term stability, and transient characteristics were considered unacceptable.

[0078] Motorcycle: Four-stroke (900cc displacement)

[0079] The test results are shown in Tables 1 and 2.

[0080] Table 1

[0081]

[0082] Table 2

[0083]

[0084] The test results confirmed that the tires in the embodiment had superior overall scores in initial flexibility, mid-term stability and transient characteristics compared to the tires in the comparative example.

[0085] [Postscript]

[0086] The present invention includes the following methods.

[0087] [Invention 1]

[0088] A motorcycle tire, comprising:

[0089] The tread portion, which specifies a pair of tread ends; and

[0090] Tread compound, which forms the contact surface of the tread area.

[0091] The tread compound includes a crown compound disposed in the crown region containing the tire equator and a pair of shoulder compounds disposed on both outer sides of the crown compound and extending to the pair of tread ends, respectively.

[0092] The complex elastic modulus Ec* of the tread rubber is less than the complex elastic modulus Es* of the pair of shoulder rubbers.

[0093] When the tire is mounted on a standard rim and a standard load is applied to the tire in a standard condition with the standard internal pressure adjusted, and the contact area when the camber angle is 0°, 10°, and 40° and the tire touches the ground with a plane is defined as A0, A10, and A40 respectively, the following equation is satisfied:

[0094] 0.3≤(Ec*×A0) / (Es*×A40)≤1.05, and 0.95≤A10 / A0≤1.05.

[0095] [Invention 2]

[0096] According to the motorcycle tire of the present invention 1, the complex elastic modulus Ec* of the tread rubber is 4.5 to 6.5 MPa.

[0097] [Invention 3]

[0098] According to the motorcycle tire of the present invention 1 or 2, the complex elastic modulus Es* of the pair of tire shoulder rubbers is 6.5 to 8.5 MPa.

[0099] [Invention 4]

[0100] According to any one of the present invention 1 to 3, the motorcycle tire wherein the loss tangent tanδs of the pair of tire shoulder rubbers is 0.25 to 0.35.

[0101] [Invention 5]

[0102] According to any one of the present invention 1 to 4, in the tire radial section of the tire under standard conditions, the radius of curvature of the crown region is 0.45 to 0.65 times the nominal width of the tire section.

[0103] [Invention 6]

[0104] According to any one of the motorcycle tires of the present invention 1 to 5, the axial length of the tire crown region is 50% to 70% of the tread width.

[0105] [Invention 7]

[0106] The motorcycle tire according to any one of claims 1 to 6 further satisfies the following formula:

[0107] 0.95≤A10 / A0≤1.00.

[0108] [Invention 8]

[0109] The motorcycle tire according to any one of claims 1 to 7 further satisfies the following formula:

[0110] 1.00≤A40 / A10≤1.30.

[0111] [Invention 9]

[0112] The motorcycle tire according to any one of claims 1 to 8 further satisfies the following formula:

[0113] 1.00≤A40 / A10≤1.25.

[0114] [Invention 10]

[0115] A motorcycle tire kit, comprising the motorcycle tire described in any one of claims 1 to 9 of the present invention as both a front wheel tire and a rear wheel tire, wherein,

[0116] In each of the aforementioned front tires and the aforementioned rear tires, the complex elastic modulus Ec* of the tread rubber is less than the complex elastic modulus Es* of the pair of shoulder rubbers.

[0117] The difference between the complex elastic modulus Es* of the pair of shoulder rubbers and the complex elastic modulus Ec* of the tread rubber of the front tire (Es*-Ec*). F The difference between the complex elastic modulus Es* of the pair of shoulder rubbers and the complex elastic modulus Ec* of the crown rubber of the rear wheel tire is (Es*-Ec*)R.

Claims

1. A motorcycle tire, characterized in that, include: The tread portion is defined as a pair of tread ends; as well as Tread compound, which forms the contact surface of the tread area. The tread compound includes a crown compound disposed in the crown region containing the tire equator and a pair of shoulder compounds disposed on both outer sides of the crown compound and extending to the pair of tread ends, respectively. The complex elastic modulus Ec* of the tread rubber is less than the complex elastic modulus Es* of the pair of shoulder rubbers. When the tire is mounted on a standard rim and a standard load is applied to the tire in a standard condition with the standard internal pressure adjusted, and the contact area when the camber angle is 0°, 10°, and 40° and the ground contact is made with a plane is defined as A0, A10, and A40 respectively, the following formula is satisfied: 0.3≤(Ec*×A0) / (Es*×A40)≤1.05, and 0.95≤A10 / A0≤1.

05.

2. The motorcycle tire according to claim 1, characterized in that, The complex elastic modulus Ec* of the tire crown rubber is 4.5 to 6.5 MPa.

3. The motorcycle tire according to claim 1, characterized in that, The complex elastic modulus Es* of the pair of tire shoulder rubbers is 6.5 to 8.5 MPa.

4. The motorcycle tire according to any one of claims 1 to 3, characterized in that, The loss tangent tanδs of the pair of tire shoulder rubbers is 0.25 to 0.

35.

5. The motorcycle tire according to any one of claims 1 to 3, characterized in that, In a standard tire radial cross-section, the radius of curvature of the crown region is 0.45 to 0.65 times the nominal width of the tire cross-section.

6. The motorcycle tire according to any one of claims 1 to 3, characterized in that, The axial length of the tire crown region is 50% to 70% of the tire tread width.

7. The motorcycle tire according to any one of claims 1 to 3, characterized in that, It also satisfies the following formula: 0.95≤A10 / A0≤1.

00.

8. The motorcycle tire according to any one of claims 1 to 3, characterized in that, It also satisfies the following formula: 1.00≤A40 / A10≤1.

30.

9. The motorcycle tire according to any one of claims 1 to 3, characterized in that, It also satisfies the following formula: 1.00≤A40 / A10≤1.

25.

10. A motorcycle tire kit, characterized in that, The motorcycle tire according to any one of claims 1 to 3 is used as a front wheel tire and a rear wheel tire. In each of the aforementioned front tires and the aforementioned rear tires, the complex elastic modulus Ec* of the tread rubber is less than the complex elastic modulus Es* of the pair of shoulder rubbers. The difference between the complex elastic modulus Es* of the pair of shoulder rubbers and the complex elastic modulus Ec* of the tread rubber of the front tire (Es*-Ec*). F The difference between the complex elastic modulus Es* of the pair of shoulder rubbers and the complex elastic modulus Ec* of the tread rubber of the rear tire (Es*-Ec*). R .

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