Motorcycle tires

Abstract

To provide a motorcycle tire having reduced rolling resistance.SOLUTION: A motorcycle tire is provided, having a tread portion 2. A ground contact area 2s of the tread portion 2 is curved outward in a tire radial direction in a circular arc shape. The ground contact area 2s includes a central region 5 and a first outside region 6. A plurality of inclined grooves 10 having inclination portions relative to a tire circumferential direction are formed in the ground contact area 2s. Each of the plurality of inclined grooves 10 extends over the central region 5 and the first outside region 6. Each of the plurality of inclined grooves 10 has a vertical groove portion 15 extending at an angle of α which is 20° or less relative to the tire circumferential direction. A minimum distance between the vertical groove portion 15 and an edge 5e of the central region 5 along the ground contact area 2s in a tire axial direction is 30% or less of a maximum width of the central region 5 along the ground contact area 2s.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present disclosure relates to a tire for a motorcycle.

Background Art

[0002] In Patent Document 1 below, a tire for a motorcycle having a plurality of inclined grooves provided in a tread portion has been proposed. In this tire for a motorcycle, by specifying the angle of the inclined grooves, it is expected to maintain wet performance and improve transient characteristics during turning travel.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, improvement in fuel consumption performance of motorcycles has been demanded. Also, in electric motorcycles that are becoming popular in recent years, an increase in the travelable distance per charge is desired. In order to meet these needs, reduction of rolling resistance of tires for motorcycles has been demanded.

[0005] The present disclosure has been devised in view of the above actual situation, and the main problem is to provide a tire for a motorcycle with reduced rolling resistance.

Means for Solving the Problems

[0006] This disclosure relates to a motorcycle tire having a tread portion, the tread portion including a first tread end, a second tread end, and a contact surface between the first tread end and the second tread end, the contact surface being curved in a convex arc shape outward in the radial direction of the tire, the contact surface including a central region that makes contact in a straight-ahead state with a camber angle of 0°, and a first outer region on the side of the first tread end that is closer to the outer edge of the central region in the tire axial direction, the contact surface having a plurality of inclined grooves including a portion that is inclined with respect to the circumferential direction of the tire, each of the plurality of inclined grooves extending across the central region and the first outer region, each of the plurality of inclined grooves including a longitudinal groove portion extending at an angle α of 20° or less with respect to the circumferential direction of the tire, and the minimum distance in the tire axial direction along the contact surface between the longitudinal groove portion and the outer edge of the central region being 30% or less of the maximum width in the tire axial direction along the contact surface of the central region. [Effects of the Invention]

[0007] The motorcycle tire of this disclosure can reduce rolling resistance by adopting the above configuration. [Brief explanation of the drawing]

[0008] [Figure 1] This is a cross-sectional view of a motorcycle tire according to one embodiment of the present disclosure. [Figure 2] Figure 1 is an exploded view of the tread section. [Figure 3] Figure 2 is an enlarged view of the first tread section. [Figure 4] Figure 3 is an enlarged view of the first inclined groove. [Figure 5] Figure 3 is an enlarged view of the second inclined groove. [Figure 6] Figure 3 is a cross-sectional view along line BB. [Figure 7] This is an exploded view of the tread portion of a motorcycle tire used as a comparative example. [Modes for carrying out the invention]

[0009] Hereinafter, one embodiment of the present disclosure will be described with reference to the drawings. Figure 1 shows a cross-sectional view in its normal state of a motorcycle tire 1 (hereinafter sometimes simply referred to as "tire") representing one embodiment of the present disclosure. Figure 2 is an unfolded view showing the tread pattern of the tread portion 2 of tire 1. Figure 1 is a cross-sectional view taken along line AA of Figure 2. The tire 1 of this embodiment is preferably used, for example, for a scooter.

[0010] "Normal condition" refers to the state in the case of pneumatic tires for which various standards are defined, where the tire is mounted on a normal rim, filled to the normal internal pressure, and under no load. In the case of tires for which various standards are not defined, the normal condition means the standard operating condition according to the intended use of the tire, where it is not mounted on a vehicle and under no load. Unless otherwise specified in this specification, the dimensions of each part of the tire are values ​​measured under the normal condition. Furthermore, unless otherwise specified in this specification, known methods may be appropriately applied to the measurement method of the dimensions.

[0011] A "standard rim" is the rim defined for each tire within the standards system that the tire is based on. For example, it is the "standard rim" for JATMA, the "Design Rim" for TRA, and the "Measuring Rim" for ETRTO.

[0012] "Regular internal pressure" refers to the air pressure specified for each tire by each standard within the tire standard system, including the standard on which the tire is based. For JATMA, it is the "maximum air pressure," for TRA, it is the maximum value listed in the table "TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES," and for ETRTO, it is the "INFLATION PRESSURE."

[0013] As shown in Figure 1, the tire 1 of this embodiment includes a first tread edge T1, a second tread edge T2, and a contact surface 2s between them. The first tread edge T1 and the second tread edge T2 correspond to the edges of the contact surface 2s and contact the road surface when turning at the maximum camber angle. The contact surface 2s is also curved in a convex arc shape outward in the radial direction of the tire. Such a tire 1 can obtain a sufficient contact area even when turning at a large camber angle.

[0014] The tire 1 of this embodiment has internal components that are typical of motorcycle tires, such as a carcass and a belt layer. Known configurations are appropriately adopted for these components.

[0015] As shown in Figure 2, the tread portion 2 has a directional pattern with a specified rotation direction R. The rotation direction R is indicated, for example, by letters or symbols on the sidewall portion 3 (shown in Figure 1).

[0016] As shown in Figures 1 and 2, the contact surface 2s includes a central region 5 that makes contact with the ground in a straight-ahead state with a camber angle of 0 degrees. The central region 5 refers to the area that contacts the plane when 100% of the normal load is applied to the tire 1 in the normal state and the tread portion 2 makes contact with the plane with a camber angle of 0°. In Figure 2, the outer edge 5e of the central region 5 is shown by a dashed line.

[0017] As shown in Figure 2, the maximum width W1 of the central region 5 is appropriately adjusted by various factors such as the curvature of the contact surface 2s of the tread portion 2, and the carcass and belt layers. In this embodiment, the maximum width W1 of the central region 5 is, for example, 40% to 60% of the tread contact width TW. The maximum width W1 is the maximum width in the tire axial direction of the central region 5 along the contact surface 2s in the normal state. The tread contact width TW is the distance along the contact surface 2s from the first tread end T1 to the second tread end T2 in the normal state.

[0018] As shown in FIG. 2, the tread portion 2 includes a first tread portion 2A between the first tread end T1 and the tire equator C, and a second tread portion 2B between the second tread end T2 and the tire equator C. In the present embodiment, the first tread portion 2A and the second tread portion 2B have a pattern that is substantially line-symmetric with respect to the tire equator C, except for the point where they are displaced in the tire circumferential direction. Therefore, the configuration described for the first tread portion 2A in this specification can be applied to the second tread portion 2B. However, the present disclosure is not limited to such a mode, and the pattern of the tread portion 2 may be non-line-symmetric with respect to the tire equator C.

[0019] The ground contact surface 2s includes a first outer region 6 and a second outer region 7. The first outer region 6 is a region on the side of the first tread end T1 rather than the outer edge 5e in the tire axial direction of the central region 5. The second outer region 7 is a region on the side of the second tread end T2 rather than the outer edge 5e in the tire axial direction of the central region 5. Further, a plurality of inclined grooves 10 including portions inclined with respect to the tire circumferential direction are formed in the ground contact surface 2s. The inclined grooves 10 of the present embodiment are provided in each of the first tread portion 2A and the second tread portion 2B. Hereinafter, the features of the present disclosure will be described based on the inclined grooves 10 provided in the first tread portion 2A.

[0020] FIG. 3 shows an enlarged view of the first tread portion 2A of FIG. 2. As shown in FIG. 3, each of the plurality of inclined grooves 10 extends so as to straddle the central region 5 and the first outer region 6. Further, each of the plurality of inclined grooves 10 includes a vertical groove portion 15 that extends at an angle α of 20° or less with respect to the tire circumferential direction.

[0021] Figure 4 shows an enlarged view of one inclined groove 10. As shown in Figure 4, the minimum distance L1 in the tire axial direction along the contact surface 2s between the longitudinal groove 15 and the outer edge 5e of the central region 5 is 30% or less of the maximum width W1 (shown in Figure 2) of the central region 5 in the tire axial direction. Note that the minimum distance L1 means the minimum distance from the outer edge 5e to the groove edge of the longitudinal groove 15. The tire 1 of this disclosure can reduce rolling resistance by adopting the above configuration. The mechanism is as follows.

[0022] In motorcycle tires with a contact surface 2s that is curved in an arc shape, there is significant distortion near the outer edge 5e of the central region 5 of the tread portion 2 that makes contact with the ground when the vehicle is moving straight. Furthermore, this distortion tends to increase rolling resistance. In this disclosure, by positioning the longitudinal groove portion 15 of the inclined groove 10 near the outer edge 5e of the central region 5, the aforementioned distortion can be mitigated and rolling resistance can be reduced. In addition, in this disclosure, rolling resistance can be reduced regardless of the rubber composition of the tread portion 2, so it is also possible to maintain handling performance and wear performance.

[0023] The configuration of this embodiment will be described in more detail below. Note that each configuration described below represents a specific aspect of this embodiment. Therefore, it goes without saying that this disclosure can achieve the above-described effects even without the configurations described below. Furthermore, even if any one of the configurations described below is applied individually to a tire of this disclosure having the above-described features, an improvement in performance corresponding to each configuration can be expected. Moreover, if several of the configurations described below are applied in combination, a combined improvement in performance corresponding to each configuration can be expected.

[0024] As shown in Figure 3, the inclined groove 10 is inclined, for example, from the tire equator C side towards the first tread edge T1 side towards the rearward side in the rotation direction R. As a result, the inner end 10a on the tire equator C side is located on the frontward side in the rotation direction R, and the outer end 10b on the first tread edge T1 side is located on the rearward side in the rotation direction R. Such an inclined groove 10 can exhibit excellent drainage by utilizing the rotation of the tire.

[0025] The inclined groove 10 is located between the tire equator C and the first tread edge T1. That is, the inner end 10a of the inclined groove 10 is located on the side of the first tread edge T1 that is closer to the tire equator C. The outer end 10b of the inclined groove 10 is located on the side of the tire equator C that is closer to the first tread edge T1. However, the inclined groove 10 is not limited to this configuration and may cross the tire equator C or open at the first tread edge T1. The inner end 10a and the outer end 10b are the ends of the groove centerline of the inclined groove 10.

[0026] The axial distance L2 from the tire equator C to the inner end 10a of the inclined groove 10 is 10% or less of the tread contact width TW. The axial distance L3 from the first tread end T1 to the outer end 10b of the inclined groove 10 is 10% or less of the tread contact width TW. Note that the distances L2 and L3 refer to the distances along the contact surface 2s. Hereafter in this specification, unless otherwise specified, the distances and lengths of each part also refer to those along the contact surface 2s.

[0027] In a preferred embodiment, in pairs of adjacent inclined grooves 10 in the tire circumferential direction, the inner ends 10a of the inclined grooves 10 are positioned at different locations in the tire axial direction. Similarly, in the pair, the outer ends 10b of the inclined grooves 10 are positioned at different locations in the tire axial direction. Such an arrangement of inclined grooves 10 helps to suppress uneven wear near the tire equator C and near the first tread edge T1.

[0028] As shown in Figure 4, the inclined groove 10 includes at least one bent portion 16. The inclined groove 10 in this embodiment includes multiple bent portions 16. A bent portion 16 is a portion where the groove edge 10e of the inclined groove 10 is bent. In this embodiment, of the two groove edges 10e constituting the bent portion 16, the groove edge 10e with the larger radius of curvature has a radius of curvature smaller than the groove width of the inclined groove 10.

[0029] The longitudinal groove 15 is located between two bent sections 16. In this embodiment, the longitudinal groove 15 extends in a straight line. However, it is not limited to this configuration, and the longitudinal groove 15 may also extend in a curved manner. The maximum groove width W2 of the longitudinal groove 15 (shown in Figure 3) is preferably 50% or more of the maximum groove width of the inclined groove 10. In this embodiment, the inclined groove 10 extends with a substantially constant groove width, and the groove width of the longitudinal groove 15 is the same as the groove width of the other sections. Such a longitudinal groove 15 utilizes the rotation of the tire to provide excellent drainage and helps to improve wet performance.

[0030] As shown in Figure 3, the length L4 of the longitudinal groove 15 is 10% to 20% of the total length of the inclined groove 10. Such a longitudinal groove 15 can reduce rolling resistance while maintaining turning performance. The total length of the inclined groove 10 and the length L4 of the longitudinal groove 15 mentioned above refer to the so-called peripheral length along the groove centerline. The lengths of each part described below are similar.

[0031] The longitudinal groove 15 may be located on the tire equator C side of the outer edge 5e of the central region 5, on the first tread end T1 side of the outer edge 5e, or on the outer edge 5e, as long as the minimum distance L1 is within the range described above. In a preferred embodiment, the longitudinal groove 15 in this embodiment is located on the tire equator C side of the outer edge 5e. The minimum distance L1 (shown in Figure 4) between the longitudinal groove 15 and the outer edge 5e is preferably 15% or less of the maximum width W1 of the central region 5. This ensures that the above-mentioned effects are reliably achieved.

[0032] As shown in Figure 3, in this embodiment, it is desirable that the longitudinal grooves 15 are positioned at different locations in the tire axial direction for pairs of inclined grooves 10 that are adjacent in the tire circumferential direction. This makes the transient characteristics of the feel when leaning the vehicle body linear (hereinafter, this effect may be referred to as "improved transient characteristics"), and excellent turning performance is obtained.

[0033] The multiple inclined grooves 10 include a first inclined groove 11 and a second inclined groove 12, each with a different angle of the longitudinal groove portion 15. The angle α of the longitudinal groove portion 15 of the first inclined groove 11 is less than 5°. The angle α of the longitudinal groove portion 15 of the second inclined groove 12 is 5° or more. As a result, the pitch sound generated by the multiple inclined grooves 10 is converted into white noise, which can improve noise performance. Note that the inclined groove 10 shown in Figure 4 is the first inclined groove 11.

[0034] It is desirable that the number of first inclined grooves 11 around the entire circumference of the tire be greater than the number of second inclined grooves 12. This ensures that the effect of reducing rolling resistance is reliably achieved while improving noise performance.

[0035] As shown in Figure 4, the inclined groove 10 includes an inner groove portion 17. The inner groove portion 17 is located inward in the tire axial direction compared to the longitudinal groove portion 15. In this embodiment, the inner groove portion 17 is connected to the longitudinal groove portion 15 via a bend portion 16 and extends linearly at an inclination with respect to the tire circumferential direction. It is desirable that the maximum angle β of the inner groove portion 17 with respect to the tire circumferential direction is greater than the angle α of the longitudinal groove portion 15. Specifically, the angle β is 30 to 45°. Such an inner groove portion 17 can provide drainage capacity while maintaining the rigidity of the central region 5 in the tire axial direction.

[0036] The length of the inner groove 17 should preferably be greater than the length of the longitudinal groove 15. Specifically, the length of the inner groove 17 should be 20% to 50% of the total length of the inclined groove 10. Such an inner groove 17 helps to improve both handling stability and wet performance in a balanced way.

[0037] The inclined groove 10 includes an outer groove portion 18. The outer groove portion 18 is located further outward in the tire axial direction than the longitudinal groove portion 15. In the inclined groove 10 shown in Figure 4, the outer groove portion 18 extends in a straight line. The length of the outer groove portion 18 is greater than the length L4 of the longitudinal groove portion 15 (shown in Figure 3). The length of the outer groove portion 18 is 40% to 60% of the total length of the inclined groove 10. Such an outer groove portion 18 can improve wet performance during cornering.

[0038] Figure 5 shows an enlarged view of a different inclined groove 10 than that in Figure 4. The inclined groove 10 in Figure 5 is the second inclined groove 12. As shown in Figure 5, the outer groove portion 18 is not limited to extending in a straight line, but may also extend in a zigzag pattern, for example. Such an outer groove portion 18 may have its groove edges providing frictional force in multiple directions, which can improve transient characteristics during turning.

[0039] As shown in Figure 3, the tread portion 2 of this embodiment is provided with a plurality of inclined grooves 10 in which the outer groove portion 18 extends in a straight line, and a plurality of inclined grooves 10 in which the outer groove portion 18 extends in a zigzag pattern. This arrangement of inclined grooves 10 helps to improve wet performance and transient characteristics during cornering in a well-balanced manner.

[0040] Figure 6 shows a cross-sectional view of line BB in Figure 3. As shown in Figure 6, the inclined groove 10 is provided with a pair of groove edges 10e. Of the pair of groove edges 10e of the inclined groove 10, the groove edge 10e on the rearward side in the rotational direction R has a chamfered portion 20. The chamfered portion 20 includes an inclined surface 20a that extends diagonally between the groove wall of the inclined groove 10 and the contact surface. On the other hand, the groove edge 10e on the forward side in the rotational direction R does not have a chamfered portion. This suppresses excessive deformation of the land portion separated by the inclined groove 10, further reducing rolling resistance.

[0041] As shown in Figure 2, the land ratio of the tread portion 2 in this embodiment is, for example, 70% to 85%. Such a tread portion 2 helps to improve wet performance and wear resistance in a balanced manner. The land ratio is the ratio of the area of ​​the actual contact surface 2s to the area of ​​the virtual contact surface where all the grooves provided in the tread portion 2 are filled.

[0042] Although one embodiment of a motorcycle tire according to the present disclosure has been described in detail above, the present disclosure is not limited to the specific embodiment described above and can be implemented in various modified forms. [Examples]

[0043] A prototype motorcycle tire of size 120 / 70-14 was manufactured, having the basic structure shown in Figure 1 and the tread pattern shown in Figure 2. As a comparative example, a prototype motorcycle tire was also manufactured, having the basic structure shown in Figure 1 and the tread pattern shown in Figure 7. As shown in Figure 7, the tread of the comparative example tire has multiple inclined grooves a, excluding longitudinal grooves. The rolling resistance of these tires was measured. The mounting rim, internal pressure, and measurement method are as follows. Mounted rim: MT3.5×14 Internal pressure: 225kPa

[0044] <Rolling resistance> The tires of the comparative example and the example were run on a rolling resistance tester under the following conditions, and their rolling resistance was measured. The results are shown as an index with the rolling resistance of the comparative example set to 100, and a smaller value indicates lower rolling resistance and better performance. Vertical load: 1.3kN Speed: 30~60km / h The test results are shown in Table 1.

[0045] [Table 1]

[0046] The test results confirmed that the motorcycle tire in the example had reduced rolling resistance.

[0047] [Note] This disclosure includes the following aspects.

[0048] [Disclosure 1] A motorcycle tire having a tread section, The tread portion includes a first tread end, a second tread end, and a contact surface between the first tread end and the second tread end. The aforementioned contact surface is curved in a convex arc shape outward in the radial direction of the tire. The contact surface includes a central region that makes contact with the ground in a straight-ahead state with a camber angle of 0°, and a first outer region that is on the side of the first tread end that is closer to the outer edge of the central region in the tire axial direction. The aforementioned contact surface has a plurality of inclined grooves formed therein, including portions that are inclined with respect to the circumferential direction of the tire. Each of the plurality of inclined grooves extends across the central region and the first outer region, Each of the aforementioned plurality of inclined grooves includes a longitudinal groove portion extending at an angle α of 20° or less with respect to the circumferential direction of the tire. The minimum distance in the tire axial direction along the contact surface between the longitudinal groove and the outer edge of the central region is 30% or less of the maximum width in the tire axial direction along the contact surface of the central region. Motorcycle tires. [Disclosure 2] The motorcycle tire according to Disclosure 1, wherein the inclined groove includes at least one bend. [Disclosure 3] The aforementioned inclined groove includes a plurality of bends, the motorcycle tire according to Disclosure 1. [Disclosure 4] The aforementioned longitudinal groove extends in a straight line, as described in any one of disclosures 1 to 3. [Disclosure 5] The inclined groove includes an inner groove located inward in the tire axial direction from the longitudinal groove, The motorcycle tire according to disclosure 1 or 2, wherein the maximum angle β of the inner groove portion with respect to the tire circumferential direction is greater than the angle α of the longitudinal groove portion. [Disclosure 6] The aforementioned inner groove portion extends in a straight line, as described in Disclosure 5, for a motorcycle tire. [Disclosure 7] The motorcycle tire according to disclosure 5 or 6, wherein the length of the inner groove is 20% to 50% of the total length of the inclined groove. [Disclosure 8] The plurality of inclined grooves include a first inclined groove, A motorcycle tire according to any one of disclosures 1 to 7, wherein the angle α of the longitudinal groove portion of the first inclined groove is less than 5°. [Disclosure 9] The plurality of inclined grooves include a second inclined groove, A motorcycle tire according to any one of disclosures 1 to 8, wherein the angle α of the longitudinal groove portion of the second inclined groove is 5° or more. [Disclosure 10] In the plurality of inclined grooves, in pairs adjacent to each other in the tire circumferential direction, the longitudinal grooves are arranged at different positions in the tire axial direction, as described in any one of disclosures 1 to 9. [Disclosure 11] A motorcycle tire according to any one of disclosures 1 to 10, wherein the maximum groove width of the longitudinal groove is 50% or more of the maximum groove width of the inclined groove. [Disclosure 12] The inclined groove includes an outer groove located further outward in the tire axial direction than the longitudinal groove, The aforementioned outer groove portion extends in a straight line, as described in any of disclosures 1 to 11, for a motorcycle tire. [Disclosure 13] The inclined groove includes an outer groove located further outward in the tire axial direction than the longitudinal groove, The aforementioned outer groove portion extends in a zigzag pattern, the motorcycle tire according to any one of disclosures 1 to 11. [Disclosure 14] The direction of rotation is specified. The inclined groove is provided with a pair of groove edges, A motorcycle tire according to any one of disclosures 1 to 13, wherein a chamfered portion is formed on the rearward-facing groove edge of the pair of groove edges in the direction of rotation. [Explanation of Symbols]

[0049] 2 Tread section T1 First tread end T2 Second tread end 2s ground plane 5 Central area 5e Outer edge 6 First outer area 10 Slant groove 15. Longitudinal grooves

Claims

1. A motorcycle tire having a tread section, The tread portion includes a first tread end, a second tread end, and a contact surface between the first tread end and the second tread end. The aforementioned contact surface is curved in a convex arc shape outward in the radial direction of the tire. The contact surface includes a central region that makes contact with the ground in a straight-ahead state with a camber angle of 0°, and a first outer region that is on the side of the first tread end that is closer to the outer edge of the central region in the tire axial direction. The aforementioned contact surface has a plurality of inclined grooves formed therein, including portions that are inclined with respect to the circumferential direction of the tire. Each of the plurality of inclined grooves extends across the central region and the first outer region, Each of the aforementioned plurality of inclined grooves includes a longitudinal groove portion extending at an angle α of 20° or less with respect to the circumferential direction of the tire. The minimum distance in the tire axial direction along the contact surface between the longitudinal groove portion and the outer edge of the central region is 30% or less of the maximum width in the tire axial direction along the contact surface of the central region. In the aforementioned pair of inclined grooves that are adjacent in the tire circumferential direction, the longitudinal grooves are arranged at different positions in the tire axial direction. Motorcycle tires.

2. The motorcycle tire according to claim 1, wherein the inclined groove includes at least one bend.

3. The motorcycle tire according to claim 1, wherein the inclined groove includes a plurality of bends.

4. The tire according to any one of claims 1 to 3, wherein the longitudinal groove extends in a straight line.

5. The inclined groove includes an inner groove located inward in the tire axial direction from the longitudinal groove, The motorcycle tire according to claim 1 or 2, wherein the maximum angle β of the inner groove portion with respect to the tire circumferential direction is greater than the angle α of the longitudinal groove portion.

6. The motorcycle tire according to claim 5, wherein the inner groove portion extends in a straight line.

7. The motorcycle tire according to claim 5 or 6, wherein the length of the inner groove is 20% to 50% of the total length of the inclined groove.

8. The plurality of inclined grooves include the first inclined groove, A motorcycle tire according to any one of claims 1 to 7, wherein the angle α of the longitudinal groove portion of the first inclined groove is less than 5°.

9. The aforementioned plurality of inclined grooves include a second inclined groove, The motorcycle tire according to any one of claims 1 to 8, wherein the angle α of the longitudinal groove portion of the second inclined groove is 5° or more.

10. The motorcycle tire according to any one of claims 1 to 9, wherein the maximum groove width of the longitudinal groove is 50% or more of the maximum groove width of the inclined groove.

11. The inclined groove includes an outer groove located outward in the tire axial direction from the longitudinal groove, The motorcycle tire according to any one of claims 1 to 10, wherein the outer groove portion extends in a straight line.

12. The inclined groove includes an outer groove located outward in the tire axial direction from the longitudinal groove, The outer groove portion extends in a zigzag shape, as described in any one of claims 1 to 10, for a motorcycle tire.

13. The direction of rotation is specified, The inclined groove is provided with a pair of groove edges, A motorcycle tire according to any one of claims 1 to 12, wherein a chamfered portion is formed on the rearward-facing groove edge of the pair of groove edges in the direction of rotation.

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