Tire and tire set for motorcycle

Abstract

To provide a tire and a tire set for a motorcycle, which can improve initial pleasantness, middle stability, and transient characteristics.SOLUTION: A tire 1 for a motorcycle contains tread rubber 2G. The tread rubber 2G contains crown rubber 10 disposed in a crown region Cr, and a pair of shoulder rubber pieces 11 respectively extending to a pair of tread ends Te. A complex elastic modulus Ec* of the crown rubber 10 is smaller than a complex elastic modulus Es* of each shoulder rubber piece 11. The expressions of 0.3≤(Ec*×A0) / (Es*×A40)≤1.05 and 0.95≤A10 / A0≤1.05 are satisfied, in which A0, A10, and A40 denote contact areas when a normal load is applied on the tire 1 of a normal state and the tire is grounded on a plane with camber angles of 0°, 10°, and 40°.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a tire for a motorcycle and a tire set for a motorcycle. [Background technology]

[0002] Patent Document 1 below describes a motorcycle tire having a tread portion provided with a base layer and a cap layer laminated on the outside of the base layer. The cap layer has a center region and shoulder regions located axially outward of the center region. The rubber hardness of the base layer, the center region, and the shoulder regions is specified. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-222060 Summary of the Invention [Problem to be solved by the invention]

[0004] The above motorcycle tires are said to have excellent transient characteristics. In recent years, in addition to transient characteristics, in order to reduce the burden on the rider, there has been a demand for light handling in the initial stage of roll when the camber angle is small (initial lightness), and stable handling in the middle and later stages of roll when the camber angle is large (mid-term stability).

[0005] The present invention has been devised in view of the above problems, and an object of the present invention is to provide a motorcycle tire and a motorcycle tire set that can improve initial agility, mid-term stability, and transient characteristics. [Means for solving the problem]

[0006] The present invention is a motorcycle tire comprising: a tread portion defining a pair of tread edges; and tread rubber forming a contact patch of the tread portion, wherein the tread rubber comprises a crown rubber arranged in a crown region including the tire equator; and a pair of shoulder rubbers arranged on both outer sides of the crown rubber and extending to each of the pair of tread edges, wherein the complex modulus of elasticity Ec* of the crown rubber is smaller than the complex modulus of elasticity Es* of the pair of shoulder rubbers, and the tire is mounted on a normal rim and adjusted to a normal internal pressure. When the tire is brought into contact with a flat surface with a normal load applied at camber angles of 0°, 10°, and 40°, the following formula is satisfied when the contact areas are A0, A10, and A40, respectively. 0.3≦(Ec*×A0) / (Es*×A40)≦1.05, and 0.95≦A10 / A0≦1.05, [Effects of the Invention]

[0007] By employing the above-described configuration, the motorcycle tire of the present invention can improve initial agility, mid-term stability, and transient characteristics. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a meridian cross-sectional view of a tire according to an embodiment of the present invention for a motorcycle. [Figure 2] FIG. 2 is a diagram showing a profile of a tire meridian cross section of the tire of FIG. 1. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, one embodiment of the present invention will be described with reference to the drawings. The drawings include exaggerated representations and representations that differ from the dimensional ratios of the actual structure to facilitate understanding of the present invention. Furthermore, when there are multiple embodiments, the same or common elements are designated by the same reference numerals throughout the specification, and redundant explanations will be omitted.

[0010] <Motorcycle tires> FIG. 1 is a tire meridian cross-sectional view including a tire rotation axis (not shown) of a motorcycle tire (hereinafter sometimes referred to as "tire") 1 according to one embodiment of the present invention. FIG. 1 shows a pneumatic tire for on-road use as a preferred embodiment. This tire 1 is also suitable as both a front tire 1F and a rear tire 1R for a motorcycle. The front tire 1F and the rear tire 1R constitute a motorcycle tire set S.

[0011] In this specification, unless otherwise specified, the dimensions of each part of the tire 1 are values ​​measured in a normal state. In the case of a pneumatic tire, the "normal state" refers to a state in which the tire 1 is mounted on a normal rim (not shown), adjusted to a normal internal pressure, and no load is applied.

[0012] A "genuine rim" is a rim that is defined for each tire by a standard system that includes the standard on which tire 1 is based, such as a "standard rim" for JATMA, a "design rim" for TRA, or a "measuring rim" for ETRTO.

[0013] "Normal internal pressure" is the air pressure specified for each tire by each standard in the standard system, including the standard on which tire 1 is based. In the case of JATMA, it is the "maximum air pressure," in the case of TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS SAT VARIOUSCOLD INFLATION PRESSURES," and in the case of ETRTO, it is the "INFLATION PRESSURE."

[0014] 1, the tire 1 includes a tread portion 2 that defines a pair of tread edges Te, and a tread rubber 2G that forms a contact surface 2s of the tread portion 2. The contact surface 2s is the surface that comes into contact with the road surface when the tire 1 rolls, and is curved in an arc shape that is convex radially outward in the tire direction.

[0015] In this specification, the tread edge Te is the axially outer edge of the tire that comes into contact with the ground when a normal load is applied and the camber angle is at its maximum. In the tire 1 of this embodiment, the position of the tread edge Te is the tire's maximum width position. The axial length between the tread edges Te, Te is the tread width TW. The axial center between the tread edges Te, Te is the tire equator C.

[0016] The tread rubber 2G includes a crown rubber 10 arranged in a crown region Cr including the tire equator C, and a pair of shoulder rubbers 11 arranged on both outer sides of the crown rubber 10 and extending to each of a pair of tread ends Te.

[0017] The complex modulus Ec* of the crown rubber 10 is smaller than the complex modulus Es* of the pair of shoulder rubbers 11. The crown region Cr where the crown rubber 10 is arranged is the region that comes into contact with the ground during straight running or when the vehicle starts to roll. The crown rubber 10, which has a relatively small complex modulus, reduces the rigidity of the crown region Cr, thereby suppressing the reaction force at the start of rolling and providing light and agile handling. Therefore, the tire 1 of this embodiment has improved initial agility. Furthermore, the region where the shoulder rubbers 11 are arranged (hereinafter referred to as shoulder region Sh) is the region that comes into contact with the ground after the middle stage of rolling. The shoulder rubber 11, which has a relatively large complex modulus, relatively increases the rigidity of the shoulder region Sh, providing stable handling. Therefore, the tire 1 of this embodiment has improved mid-term stability.

[0018] In this specification, the complex modulus E* and the loss tangent tanδ described later are values ​​measured in accordance with the provisions of JIS-K6394 using a dynamic viscoelasticity measuring device (Iplexar series) manufactured by GABO under the following conditions: Initial strain: 10% Dynamic strain amplitude: ±1% Frequency: 10Hz Deformation mode: tension Measurement temperature: 70℃

[0019] When a tire 1 in a normal state is loaded with a normal load and placed on a flat surface with camber angles of 0°, 10°, and 40°, the following formula is satisfied when the contact areas (not shown) are A0, A10, and A40, respectively. The contact area A0 approximates the contact area during straight-line driving. The contact area A10 approximates the contact area at the beginning of a roll. The contact area A40 approximates the contact area at or after the middle of a roll. Note that, when recesses such as grooves are provided in the contact surface 2s of the tread portion 2, the areas of the virtual contact surface obtained by filling the recesses are applied to the contact areas A0, A10, and A40. Furthermore, the "normal load" is the load determined for each tire by each standard in the standard system, including the standard on which the tire is based. For JATMA, it is "maximum load capacity," for TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and for ETRTO, it is "LOAD CAPACITY." 0.3≦(Ec*×A0) / (Es*×A40)≦1.05, and 0.95≦A10 / A0≦1.05

[0020] The contact areas A0, A10, and A40 change with changes in camber angle and are one index for a rider to understand the behavior of a motorcycle. The above formula (Ec*×A0) / (Es*×A40) represents the ratio of the product of the complex modulus of the rubber that primarily contacts the ground during straight-line driving and the contact area during straight-line driving to the product of the complex modulus of the rubber that primarily contacts the ground from the mid-stage of a roll and the contact area during straight-line driving. The inventors discovered that by setting (Ec*×A0) / (Es*×A40) within a certain range, it is possible to minimize changes in stiffness in the contact area from the initial stage of a roll to the mid-stage of a roll, including during straight-line driving, and thus improve transient characteristics from straight-line driving to the mid-stage of a roll. Furthermore, setting the ratio (Ec*×A0) / (Es*×A40) to 0.3 or greater can ensure not only good transient characteristics but also nimble handling characteristics during the initial stage of a roll. Furthermore, if the ratio (Ec*×A0) / (Es*×A40) is set to 1.05 or less, stable handling can be maintained from the middle of the roll stage onwards in addition to the transient characteristics.

[0021] Furthermore, the ratio A10 / A0 in the above formula means the change in contact area from straight running to the initial stage of roll. The inventors have discovered that by setting the ratio A10 / A0 within a certain range, the behavior of the motorcycle at the initial stage of roll can be reduced, and initial agility can be further improved. By setting A10 / A0 to 0.95 or more, a large contact area is ensured at the initial stage of roll, improving initial agility. Furthermore, by setting A10 / A0 to 1.05 or less, excessive increase in rigidity at the initial stage of roll is suppressed, and consequently, deterioration of transient characteristics is suppressed. Therefore, tire 1 of the present invention has excellent initial agility, mid-term stability, and transient characteristics.

[0022] To enhance initial relief, the ratio (Ec* x A0) / (Es* x A40) is preferably 0.4 or more, more preferably 0.5 or more. To enhance mid-term stability, the ratio is preferably 1.0 or less, more preferably 0.95 or less, in combination with any of the above lower limits. For example, the ratio (Ec* x A0) / (Es* x A40) is preferably 0.4 to 1.0, more preferably 0.5 to 0.95.

[0023] It is further desirable that the ground contact area A0 and the ground contact area A10 satisfy the following formula: 0.95≦A10 / A0≦1.00 This allows the transient characteristics to be maintained at a higher level. It is desirable to employ this type of configuration for both front and rear tires.

[0024] The tire 1 includes a pair of sidewall portions 3 extending radially inward from both sides of the tread portion 2 in the tire axial direction, and a pair of bead portions 4 connected to each sidewall portion 3 and having bead cores 5 embedded therein.

[0025] The tire 1 also includes a carcass 6 extending in a toroidal shape between the bead cores 5 on both sides, and a tread reinforcing layer 7 disposed between the carcass 6 and the tread rubber 2G. The carcass 6 and the tread reinforcing layer 7 of this embodiment are formed to have a known structure.

[0026] The axial length Wc of the crown region Cr is 50% to 70% of the tread width TW. The axial center of the crown region Cr is the tire equator C. Each shoulder region Sh is formed between the crown region Cr and the tread edge Te. In this specification, the length Wc of the crown region Cr is determined by both axial ends 10e, 10e of the crown rubber 10 located on the contact patch 2s.

[0027] The complex modulus Ec* of the crown rubber 10 is preferably 4.5 (MPa) or more, more preferably 5.0 (MPa) or more, and preferably 6.5 (MPa) or less, and even more preferably 6.0 (MPa) or less. Because the complex modulus Ec* of the crown rubber 10 is 4.5 (MPa) or more, the basic rigidity of the crown region Cr is maintained, ensuring stability during straight-line driving. Because the complex modulus Ec* of the crown rubber 10 is 6.5 (MPa) or less, the rigidity of the crown region Cr does not become excessively high, resulting in light and agile handling. The complex 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, and even more preferably 8.0 (MPa) or less. Because the complex modulus Es* of the shoulder rubber 11 is 6.5 (MPa) or more, stable handling can be achieved from the middle of the rolling phase onwards. Since the complex elastic modulus Es* of the shoulder rubber 11 is 8.5 (MPa) or less, the difference in rigidity between the crown region Cr and the shoulder region Sh is prevented from becoming excessively large, and transient changes can be kept small.

[0028] In order to improve the transient characteristics, the difference (Es*-Ec*) between the complex modulus of elasticity Es* of the shoulder rubber 11 and the complex modulus of elasticity Ec* of the crown rubber 10 is preferably 0.3 (MPa) or more, more preferably 0.5 (MPa) or more, and is preferably 2.5 (MPa) or less, and even more preferably 2.2 (MPa) or less.

[0029] The loss tangent tanδs of each shoulder rubber 11 is preferably 0.25 or more, more preferably 0.27 or more, and more preferably 0.35 or less, and even more preferably 0.32 or less. Since the loss tangent tanδs is 0.25 or more and 0.35 or less, the grip force of the tire 1 is appropriately increased from the middle stage of rolling onwards, and stable handling can be achieved. If the loss tangent tanδs exceeds 0.35, there is a risk that the rolling smoothness will be lacking.

[0030] Also, it is desirable that the loss tangent tanδc of the crown rubber 10 is smaller than the loss tangent tanδs of the shoulder rubber 11. This ensures high initial turning performance. From the viewpoint of maintaining high transient characteristics, the difference between the loss tangent tanδs of the shoulder rubber 11 and the loss tangent tanδc of the crown rubber 10 (tanδs-tanδc) is desirably 0.01 or more, more desirably 0.05 or more, desirably 0.10 or less, and even more desirably 0.20 or less.

[0031] The tread rubber 2G of this embodiment is divided into three parts: a crown rubber 10 and a pair of shoulder rubbers 11. However, the tread rubber 2G of the present invention is not limited to this configuration. The tread rubber 2G may include, for example, a base rubber (not shown) disposed radially inward of the crown rubber 10 and the pair of shoulder rubbers 11. At the tire equator C, the rubber thickness d1 of the crown rubber 10 is preferably 50% or more of the thickness dA of the tread portion 2. Furthermore, at the midpoint c1 of the axial length of the shoulder region Sh, the rubber thickness d2 of the shoulder rubber 11 is preferably 50% or more of the thickness dB of the tread portion 2. Note that the thicknesses d1, d2, dA, and dB are specified in the virtual contact patch.

[0032] Furthermore, it is more desirable that the ground contact area A10 and the ground contact area A40 satisfy the following formula: 1.00≦A40 / A10≦1.30 This keeps the transient change from the initial stage of rolling to the middle stage of rolling and beyond even smaller. In order to effectively exert such an effect, it is more desirable to satisfy the following formula: 1.00≦A40 / A10≦1.25

[0033] The front tire 1F is significantly affected by steering. For this reason, a certain degree of light handling is required even after the middle stage of roll. Therefore, in the case of the front tire 1F, it is more desirable that the contact area A10 and the contact area A40 satisfy the following formula: 1.00≦A40 / A10≦1.10 This makes it possible to easily steer the vehicle even in the middle and later stages of roll.

[0034] A driving force acts on the rear tire 1R. For this reason, more stable handling is required from the middle stage of the roll onward. Therefore, in the case of the rear tire 1R, it is more desirable that the contact areas A10 and A40 satisfy the following formula: 1.15≦A40 / A10≦1.25 This allows for greater gripping power to be exerted from the middle stage of the roll onwards, providing greater stability.

[0035] FIG. 2 is a profile of a tire meridian cross section of the tread portion 2 in a normal state. As shown in FIG. 2, 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 section width W (not shown) of the tire 1. Because the radius of curvature R1 is 0.45 times or more of the nominal section width W of the tire 1, basic stability during straight-line driving can be obtained. Because the radius of curvature R1 is 0.65 times or less of the nominal section width W of the tire 1, the reaction force at the start of roll is suppressed, resulting in light and agile handling. In this specification, the "nominal section width W" is the "nominal section width" included in the "tire designation" specified in JIS D4203 "Motorcycle tires - Designation and specifications." The radius of curvature R1 is the radius of a circle that passes through three points: both ends e1, e1 of the crown region Cr in the tire axial direction, and a point e2 on the tire equator C.

[0036] The tread portion 2 having such contact areas A0, A10, and A40 can be manufactured by specifying, for example, the internal structure of the crown rubber 10 and shoulder rubber 11, the carcass 6, the tread reinforcing layer 7, etc., or the profile of the tread portion 2.

[0037] <Motorcycle tire set> As described above, the tire 1 of this embodiment can be used to form a motorcycle tire set S consisting of a front tire 1F (shown in FIG. 1) and a rear tire 1R. In both the front tire 1F and the rear tire 1R, the complex elastic modulus Ec* of the crown rubber 10 is set smaller than the complex elastic modulus Es* of each shoulder rubber 11. This reduces the rigidity of the crown region Cr, making it easier for the tire to roll (the direction in which the vehicle leans during cornering), resulting in more agile handling. Furthermore, generally, if the front tire 1F starts to roll slightly earlier than the rear tire 1R, the motorcycle will tend to oversteer, resulting in more agile handling. On the other hand, if the rear tire 1R starts to roll slightly earlier than the front tire 1F, the motorcycle will tend to understeer, making it difficult to achieve more agile handling. In addition, it is desirable that the rear tire 1R, which is subjected to a relatively large driving force, ensures smoothness of the leaning of the motorcycle and improves transient characteristics by reducing the difference between the complex elastic modulus Ec* of the crown rubber 10 and the complex elastic modulus Es* of the shoulder rubber 11. In this way, from the viewpoint of ensuring smooth leaning of the motorcycle while making the motorcycle prone to oversteer, the complex elastic modulus difference (Es*-Ec*) F The complex elastic modulus difference (Es*-Ec*) at rear tire 1R R From the same viewpoint, it is desirable that the complex elastic modulus Ec* of the crown rubber 10 of the front tire 1F is smaller than the complex elastic modulus Ec* of the crown rubber 10 of the rear tire 1R. Also, it is desirable that the complex elastic modulus Es* of the shoulder rubber 11 of the front tire 1F is larger than the complex elastic modulus Es* of the shoulder rubber 11 of the rear tire 1R. The difference between the complex elastic moduli (Es*-Ec*) F , (Es*-Ec*) R 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 in each of the front tire 1F and the rear tire 1R.

[0038] Although not particularly limited, the complex elastic modulus difference (Es*-Ec*) in the front tire 1F Fis the complex elastic modulus difference (Es*-Ec*) in rear tire 1R R The pressure is preferably 0.3 (MPa) or more, more preferably 0.5 (MPa) or more, more preferably 2.5 (MPa) or less, and even more preferably 2.2 (MPa) or less.

[0039] Although a particularly preferred embodiment of the present invention has been described in detail above, the present invention is not limited to the illustrated embodiment and can be modified and implemented in various ways. [Example]

[0040] A motorcycle tire with the basic structure shown in Figure 1 was prototyped based on the specifications in Table 1. The test tire was then tested for initial agility, mid-term stability, and transient characteristics. The test method and common specifications for each test tire are as follows: Tire size: 120 / 70ZR17 (front tires), 180 / 55ZR17 (rear tires) Rim size: MT3.50 (front tire), MT5.50 (rear tire) Internal pressure: 250kPa (front tires), 290kPa (rear tires)

[0041] <Initial agility, mid-term stability, transient characteristics> Each test tire was mounted on the front and rear wheels of the following motorcycle. A test rider ran the motorcycle on a test course with a dry asphalt road surface and evaluated the initial agility, mid-term stability, and transient characteristics based on their senses. The transient characteristics are the ease of riding when the camber angle is changed. The results are expressed as a score with Example 1 being 100, with the higher the score, the better. Furthermore, examples with a total score of 290 or less for initial agility, mid-term stability, and transient characteristics were deemed to have failed. Motorcycle: 4-stroke (900cc displacement) The test results are shown in Tables 1 and 2.

[0042] [Table 1]

[0043] [Table 2]

[0044] As a result of the test, it was confirmed that the tire of the example had a superior overall score in terms of initial agility, mid-term stability, and transient characteristics compared to the tire of the comparative example.

[0045] [Note] The present invention includes the following aspects.

[0046] [Invention 1] A tire for a motorcycle, a tread portion defining a pair of tread edges; a tread rubber that forms a contact surface of the tread portion, the tread rubber includes a crown rubber disposed in a crown region including the tire equator, and a pair of shoulder rubbers disposed on both outer sides of the crown rubber and extending to the pair of tread edges, respectively; a complex elastic modulus Ec* of the crown rubber is smaller than a complex elastic modulus Es* of the pair of shoulder rubbers, When the tire is mounted on a normal rim, adjusted to a normal internal pressure, and placed in contact with a flat surface with a normal load and camber angles of 0°, 10°, and 40°, the following formula is satisfied when the contact areas are A0, A10, and A40, respectively: Tires for motorcycles. 0.3≦(Ec*×A0) / (Es*×A40)≦1.05, and 0.95≦A10 / A0≦1.05 [Invention 2] The motorcycle tire according to invention 1, wherein the complex modulus Ec* of the crown rubber is 4.5 to 6.5 (MPa). [Invention 3] 3. The motorcycle tire according to claim 1 or 2, wherein the complex modulus Es* of the pair of shoulder rubbers is 6.5 to 8.5 (MPa). [Invention 4] 4. The motorcycle tire according to any one of Inventions 1 to 3, wherein the pair of shoulder rubbers have a loss tangent tan&dgr;s of 0.25 to 0.35. [Invention 5] In the tire meridian cross section under normal conditions, 5. The motorcycle tire according to any one of Inventions 1 to 4, wherein the radius of curvature of the crown region is 0.45 to 0.65 times the nominal section width of the tire. [Invention 6] 6. The motorcycle tire according to any one of inventions 1 to 5, wherein the axial length of the crown region is 50% to 70% of the tread width. [Invention 7] A motorcycle tire according to any one of Inventions 1 to 6, further satisfying the following formula: 0.95≦A10 / A0≦1.00 [Invention 8] 8. A motorcycle tire according to any one of Inventions 1 to 7, further satisfying the following formula: 1.00≦A40 / A10≦1.30 [Invention 9] A motorcycle tire according to any one of Inventions 1 to 8, further satisfying the following formula: 1.00≦A40 / A10≦1.25 [Invention 10] A motorcycle tire set including the motorcycle tire according to any one of claims 1 to 9 as a front tire and a rear tire, In each of the front tire and the rear tire, a complex elastic modulus Ec* of the crown rubber is smaller than a complex elastic modulus Es* of the pair of shoulder rubbers, The difference (Es*-Ec*) between the complex elastic modulus Es* of the pair of shoulder rubbers of the front wheel tire and the complex elastic modulus Ec* of the crown rubber F is the difference (Es*-Ec*) between the complex elastic modulus Es* of the pair of shoulder rubbers of the rear wheel tire and the complex elastic modulus Ec* of the crown rubber R greater than Motorcycle tire set. [Explanation of symbols]

[0047] 1. Motorcycle tires 10 Crown rubber 11 Shoulder rubber 2G tread rubber Cr Crown region Te tread edge

Claims

1. A tire for a motorcycle, a tread portion defining a pair of tread edges; a tread rubber that forms a contact surface of the tread portion, the tread rubber includes a crown rubber disposed in a crown region including the tire equator, and a pair of shoulder rubbers disposed on both outer sides of the crown rubber and extending to the pair of tread edges, respectively; a complex elastic modulus Ec* of the crown rubber is smaller than a complex elastic modulus Es* of the pair of shoulder rubbers, When the tire is mounted on a normal rim, adjusted to a normal internal pressure, and in a normal state, a normal load is applied to the tire, and the tire is brought into contact with a flat surface at camber angles of 0°, 10°, and 40°, the following formula is satisfied when the contact areas are A0, A10, and A40, respectively: Tires for motorcycles. 0.3≦(Ec*×A0) / (Es*×A40)≦1.05, and 0.95≦A10 / A0≦1.05

2. 2. The motorcycle tire according to claim 1, wherein the complex modulus Ec* of the crown rubber is 4.5 to 6.5 (MPa).

3. 2. The motorcycle tire according to claim 1, wherein the complex modulus Es* of the pair of shoulder rubbers is 6.5 to 8.5 (MPa).

4. 4. The motorcycle tire according to claim 1, wherein a loss tangent tan δs of the pair of shoulder rubbers is 0.25 to 0.

35.

5. In the tire meridian cross section under normal conditions, 4. The motorcycle tire according to claim 1, wherein the radius of curvature of the crown region is 0.45 to 0.65 times the nominal section width of the tire.

6. 4. The motorcycle tire according to claim 1, wherein the axial length of the crown region is 50% to 70% of the tread width.

7. 4. The motorcycle tire according to claim 1, further satisfying the following formula: 0.95≦A10 / A0≦1.00

8. 4. The motorcycle tire according to claim 1, further satisfying the following formula: 1.00≦A40 / A10≦1.30

9. 4. The motorcycle tire according to claim 1, further satisfying the following formula: 1.00≦A40 / A10≦1.25

10. A motorcycle tire set including the motorcycle tire according to any one of claims 1 to 3 as a front tire and a rear tire, In each of the front tire and the rear tire, a complex modulus of elasticity Ec* of the crown rubber is smaller than a complex modulus of elasticity Es* of the pair of shoulder rubbers, The difference between the complex elastic modulus Es* of the pair of shoulder rubbers of the front wheel tire and the complex elastic modulus Ec* of the crown rubber (Es*-Ec*) Ｆ is the difference (Es*-Ec*) between the complex elastic modulus Es* of the pair of shoulder rubbers of the rear wheel tire and the complex elastic modulus Ec* of the crown rubber Ｒ greater than Motorcycle tire set.

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