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Motorcycle tyre
Motorcycle tyre
Motorcycle tyre
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A rear motorcycle tyre for street use

A motorcycle tyre (spelt tire in American English) is the outer part of motorcycle wheel, attached to the rim, providing traction, resisting wear, absorbing surface irregularities, and allowing the motorcycle to turn via countersteering. The two tyres' contact patches are the motorcycle's connection to the ground, and so are fundamental to the motorcycle's suspension behaviour, and critically affect safety, braking, fuel economy, noise, and rider comfort.[1][2]

History

[edit]

The history of motorcycle tyres is a clear progression of steady improvement in grip, allowing better acceleration, braking, and turning, along with improved comfort, safety, durability, and reliability. This progression has generally meant a steady increase in tyre width, so much so that Kevin Cameron noted the assumption among riders that "bigger must be better in every way", leading to, "the temptation to overwhelm motorcycles with the biggest tyres the owner can find."[3] While many advances in tyre materials and construction have yielded unalloyed benefits, at a given level of technological sophistication, every design choice, such as tyre width, diameter, cross-section curvature, and the geometry of the motorcycle the tyres are intended for is a trade-off and a compromise.[3]

Pneumatic tyres were invented by John Boyd Dunlop in 1888, and were in widespread use on bicycles and some early motorcycle prototypes by 1895.[4] They were used on the first production motorcycle, the 1894–1897 Hildebrand & Wolfmüller, and have been on nearly all production and special motorcycles ever since.[5][6] During this period tyre sizes were usually 22 to 28 inches (560 to 710 mm) diameter and 1+1⁄2 to 2 in (38 to 51 mm) wide.[6]

A: Typical outer casing of a tyre.
B: Continuous, one-piece, or open-end inner tube assembly, where first a joint is made where one end slips into the other, with the collar member forced out tightly against the inner face of the retaining member.
C: A butt-end tube, where the tapered, closed end fits into the open end, expanding to seal when inflated.[7]

The early wheels were spoked, made of all metal, or wood and metal, and used inner tubes to hold air.[6] Flats were a constant problem; largely the fault of poor roads and not necessarily tyres.[6] For easier repair, butt-ended or open ended inner tubes were used on some models, and some brands made rear wheels easier to detach.[6] Spoked wheels with tubes remained standard until the 1970s, when solid, usually alloy, wheels began to appear and eventually dominate street motorcycles, making lighter tubeless tyres practical.

As the early motorcycle industry progressed, larger tyre sizes accompanied larger engine displacements, so that by 1909–1914, 2+1⁄4 in (57 mm) section, 26 in (660 mm) diameter tyres were used on 250 to 350 cc (15 to 21 cu in) motorcycles, and 2+3⁄8 to 2+1⁄2 in (60 to 64 mm) section tyres appeared on motorcycles with displacements over 350 cc.[6] Indian tyres reached 3.0 in × 28 in (76 mm × 711 mm), giving even greater rider comfort but with a taller seat height.[6]

From 1915 to 1929, tyre quality continued to increase, and beaded edge tyres began to be replaced by wired-on beads, which used steel loops embedded in the tyre's edge to prevent it from expanding under pressure, so the bead no longer needed a grooved rim to hold it in place.[6] Banded-edge tyre were obsolete and replaced entirely by the wired-on type by 1930.[6] In the period 1956–1964, typical tyre grip increased by 40%, resulting in better cornering, shorter stopping distance and overall improved safety.[6] This was the result of a greater range of tyre sizes appearing on the market, from small 3.5 in × 8 in (89 mm × 203 mm) scooter tyres through 4.5 in × 19 in (110 mm × 480 mm) heavyweight motorcycle tyres. A variety of rubber compounds and tread patterns further expanded the options, specialized for wet roads, smooth dry roads, racing, off-road use, and sidecars.[6] Both natural and synthetic rubber were used, and tyres included fibres of cotton, nylon, and rayon for various structural benefits.[6]

Elena Myers knee dragging while hanging off her Suzuki GSX-R1000 AMA Superbike at Road America.

During the 1970s, the increasing widths of tyres led to major changes in road racing cornering technique, leading to riders hanging off or knee dragging, in which the rider moves their body far off centre for the purpose of changing the combined centre of gravity of the rider plus bike, in order to turn at a given radius and speed at less of a lean angle.[8] Racer John Surtees had been hanging off his MV Agusta as far back as the 1950s, in spite of resistance to the practice at that time from other riders, saying, "The idea is to keep the machine as upright as possible for maximum traction."[9] Tyres of the 1960s and early 1970s had a rounder profile, but as they grew in width from the mid-1970s, the cross section became more oval, and the greater width of the tyre meant the contact patch was further off centre, increasing either steering effort or turn radius, at a given lean angle and speed, than it would have been with a rounder profile.[8] To compensate, riders leaned out, moving their body's centre of gravity away from the motorcycle, eventually leaning out so far that their knee would skid along the pavement.[8] Ablative knee pucks or knee sliders were then added to the riders' racing leathers to allow their knees to scrape smoothly along the tarmac through turns.[8]

The first radial tyres for cars appeared in 1943,[10] but motorcyclists waited forty more years for this technology to come to motorcycles. These were the 1983 Pirelli MP7 radials, introduced on the European version of the 1984 Honda VF1000R, a limited edition exotic motorcycle that showcased a number of new technologies including carbon fibre reinforced bodywork and air-adjustable anti-dive front forks.[11][12] The new radial tyres had to provide race-replica handling for the very heavy 238 kg (524 lb) dry weight chassis, up to a top speed of 240 km/h (150 mph), making it the fastest production motorcycle of its day.[12] The MP7 radials came to the US market in 1985.[13] Radial construction uses textile or steel belts arranged at 90 degrees to the direction of travel, along with a layer of belts running around the tyre's circumference, with motorcycle radials deviating from the true radial design by adding belts running at angles to the radial belts, in the manner of bias-ply tyres, allowing the grip, durability, feel, and other characteristics to be adjusted to suit the tyre's design.[11] The benefit of radial tyres is that the tyres run cooler yet maintain great flexibility, allowing engineers to coax significant increases in both grip and tread life, without compromise, under a broader range of conditions than bias-ply tyres.[11]

Marc Márquez, elbow down at the 2013 British Grand Prix

Changing tyre technology continued to influence riding style in 2013 in MotoGP, when rider Marc Márquez adjusted the knee-down cornering style begun by Mike Hailwood to a more extreme knee-and-elbow down turning, with much of his upper body off center.[14] Márquez was working to use to best advantage the characteristics of the spec Bridgestone tyres all teams had been assigned since 2011, moving off center to keep the bike as upright as possible in the corner apex, and off the relatively flexible edge of tread area.[14] To keep pace, other riders had to learn this physically demanding maneuver, requiring practice to change body position smoothly without upsetting the bike, a properly set up suspension keyed for this style of riding, and targeted muscle development to hold body position.[14]

Types

[edit]

Motorcycle tyres are available for many different applications, including: Sport, Sport Touring, Touring, Cruiser, Scooter, On/Off Road, Dual-Sport, Enduro, Motocross and Racing. There are tyres designed for dirtbikes, touring, sport and cruiser bikes. | Sport/performance tyres provide excellent grip but may last 1,000 miles (1,609 km) or less. Cruiser and "sport touring" tyres try to find the best compromise between grip and durability.[15]

There is also a type of tyre developed specifically for racing. These tyres offer the highest of levels of grip for cornering. Because of the high temperatures at which these tyres typically operate, use on the street is unsafe as the tyres will typically not reach optimum temperature before a rider arrives at the destination, thus providing almost no grip en route. In racing situations, racing tyres would normally be brought up to temperature in advance by the use of tyre warmers.

Sport Touring tyres are generally not used for high cornering loads, but for long straights, good for riding across the country.

Sport Street tyres are for aggressive street riders that spend most of their time carving corners on public roadways. These tyres do not have a long life, but in turn have better traction in high speed cornering. Street and sport street tyres have good traction even when cold, but when warmed too much, can actually lose traction as their internal temperature increases.

Pirelli Diablo Superbike slick tyres (left) and rain tyres (right)

Track or Slick tyres are for track days or races. They may have more of a triangular profile, which in turn gives a larger contact patch while leaned over.[16] These tyres are not recommended for the street by manufactures, and are known to have a shorter life on the street. Due to the triangulation of the tyre, there will be less contact patch in the centre, causing the tyre to develop a flat spot quicker when used to ride on straightaways for long periods of time and have no tread so they lose almost all grip in the wet. Racing slicks are always made of a softer rubber compound and do not provide as much traction as street tyres until warmed to a higher internal temperature than street tyres normally operate at. Most street riding will not put a sufficient amount of friction on the tyre to maintain the slick's optimal tyre temperature, especially in colder climates and in spring and fall.

Studded front tyre with spikes used on Ice speedway

Cruiser tyres are relatively new. Until recently other tires would be used for cruisers, resulting in a tyre that wasn't quite right for cruising. Sport tyres for example, were often used to enhance the appearance of the bike, even if the bike doesn't have the power to use the tyres to their full extent. Cruiser tyres are often thinner and fatter than sports tyres, meant for a good grip and smooth ride. They are often decorated with custom rims, whitewalls, or tire stickers.

Dual-sport tyres have grooves that flow through from one side of the tyre to the other forming islands of tread, they are classified as 40/60 or 60/40 as in designed for time spent 40% on road, 60% offroad and vice versa, 40/60 has much smaller tread islands than 60/40 for increased traction offroad

Off road tyres have knobby, deep treads for maximum grip on loose dirt, mud, sand, or gravel; such tyres tend to be less stable on paved surfaces.

Touring tyres are usually made of harder rubber for greater durability. They may last longer, but they tend to provide less outright grip than sports tyres at optimal operating temperatures. The tradeoff is that touring tyres typically offer more grip at lower temperatures, meaning they can be more suitable for riding in cold or winter conditions whereas a sport tyre may never reach the optimal operating temperature.

Properties

[edit]

There are several properties of motorcycle tyres that influence the performance, handling, and stability of a motorcycle.

  • Rolling resistance is the resistance that occurs when a tyre rolls on a flat surface. The rolling resistance coefficients of motorcycle tyres are about 0.02.[1] It tends to increase with forward speed and decrease as inflation pressures increase.[1]
  • Cornering force is the lateral (i.e. parallel to the road surface) force produced by a vehicle tyre during cornering. Cornering force coefficients of motorcycle tyres tends to decrease with increased vertical load, increased inflation pressure, and increased temperature.[1]
  • Camber thrust is the force generated perpendicular to the direction of travel of a rolling tyre due to its camber angle and finite contact patch.
  • Pneumatic trail is a trail-like effect generated by compliant tyres rolling on a hard surface and subject to side loads, as in a turn. It is the distance that the resultant cornering force of side-slip occurs behind the geometric centre of the contact patch.
  • Relaxation length describes the delay between when a slip angle is introduced and when the cornering force reaches its steady-state value.

Dual-compound tyres

[edit]

Since about 2005 many manufacturers are producing rear tyres with the centre made of harder, long lasting rubber and the edges made from softer material, often high in silica. Most road bike manufacturers now specify these dual compound tyres as standard equipment due to their proven performance advantage. Single-compound tyres tend to wear down the centre strip well before the sides are worn out. The superior grip of the softer side material allows better grip at more extreme angles in dual compound construction.

Speed and construction

[edit]

As with four-wheeled vehicles, tyres for motorcycle have a tyre code, which describes a tyre's width, height/width aspect ratio, wheel diameter, load index and speed rating.[17] The most common are:

  • 3 digit number: The "nominal section width" of the tyre in millimetres; the widest point from both outer edges.
  • /: Slash character for character separation.
  • 2 or 3 digit number: The "aspect ratio" of the sidewall height to the total width of the tyre, as a percentage.
  • An optional letter indicating construction of the fabric carcass of the tyre:
    • B: bias belt (where the sidewalls are the same material as the tread, leading to a rigid ride)
    • D: diagonal
    • R: radial
      • if omitted, then it is a cross ply tyre
  • 2 digit number: Diameter in inches of the wheel that the tyre is designed to fit.
  • 2 or 3 digit number: Load index; see table below
  • 1 or 2 digit/letter combo: Speed rating; see table below
Load index
LI kg LI kg LI kg LI kg LI kg
19 77,5 36 125,0 53 206 70 335,0 87 545,0
20 80,0 37 128,0 54 212,0 71 345,0 88 560,0
21 82,5 38 132,0 55 218,0 72 355,0 89 580,0
22 85,0 39 136,0 56 224,0 73 365,0 90 600,0
23 87,5 40 140,0 57 230,0 74 375,0 91 615,0
24 90,0 41 145,0 58 236,0 75 387,0 92 630,0
25 92,0 42 150,0 59 243,0 76 400,0 93 650,0
26 95,0 43 155,0 60 250,0 77 412,0 94 670,0
27 97,5 44 160,0 61 257,0 78 425,0 95 690,0
28 100,0 45 165,0 62 265,0 79 437,0 96 710,0
29 103,0 46 170,0 63 272,0 80 450,0 97 730,0
30 106,0 47 175,0 64 280,0 81 462,0 98 750,0
31 109,0 48 180,0 65 290,0 82 475,0 99 775,0
32 112,0 49 185,0 66 300,0 83 487,0 100 800,0
33 115,0 50 190,0 67 307,0 84 500,0 - -
34 118,0 51 195,0 68 315,0 85 510 - -
35 121,0 52 200,0 69 325 86 530,0 - -
Speed rating[17]
Rating Speed (km/h) Speed (mph)
Moped 50 30
J 100 62
K 110 69
L 120 75
M 130 81
P (or-) 150 95
Q 160 100
R 170 105
S 180 113
T 190 118
U 200 125
H 210 130
V 240 150
W 270 168
Z over 240 over 150

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Motorcycle tyre

View on Grokipedia
from Grokipedia
A motorcycle tyre is a specialized pneumatic component fitted to the rim of a , consisting of a rubber tread and sidewall supported by an internal carcass structure, which provides essential traction on the road surface, absorbs shocks from irregularities, supports the vehicle's load, and enables dynamic handling such as leaning into curves due to its U-shaped profile. Unlike tyres, tyres have a smaller —often just the size of a handprint—making them the sole source of grip for acceleration, braking, and cornering, which demands precise for and . Motorcycle tyres are constructed in layers, beginning with the carcass formed by plies of rubber-coated fabric cords (typically , , , or ) that run radially or at angles to the tread, providing the tyre's shape, flexibility, and load-bearing capacity. These plies are reinforced by belts—often or fibers—for added stability and resistance to centrifugal growth at high speeds, while the beads at the base consist of wires wrapped in rubber to secure the tyre to the rim and maintain an airtight seal in tubeless designs. The tread, made from specialized rubber compounds, features patterns optimized for wet or dry conditions, with grooves to channel water and prevent hydroplaning, and some models use dual compounds—harder in the center for longevity and softer on the shoulders for enhanced cornering grip. The primary construction types include bias-ply (or crossply), where cords are layered at 30-40° angles for a sturdy, flexible ride suitable for off-road or heavy loads, and radial-ply, with cords oriented at 90° to the tread and circumferential belts for superior high-speed stability, lower heat buildup, and precise handling on sport bikes. Bias-belted variants bridge these by adding belts to bias construction for improved rigidity. Materials in motorcycle tyres typically comprise (for elasticity), synthetic rubbers like and (for durability and heat resistance), or silica fillers (to enhance strength and abrasion resistance), along with , , or reinforcements, all compounded with sulfur for to bond the layers. Over 200 raw materials may be involved overall, tailored to balance grip, wear, and weather performance. Sizing and markings on the sidewall, such as 120/70ZR17, indicate width in millimeters, aspect ratio as a percentage of width, radial construction ("R"), rim diameter in inches, load index (e.g., 58 for 236 kg max), and speed rating (e.g., "Z" for over 240 km/h), ensuring compatibility with the motorcycle's specifications. Proper maintenance, including inflation to 28-42 PSI depending on load and monitoring tread depth (replace at 1/32 inch or earlier), is critical, as worn or mismatched tyres can lead to loss of control. Modern advancements focus on radial designs for most street applications, with tyre age tracked via DOT codes (e.g., 2312 for week 23 of 2012) to avoid degradation from cracking or hardening.

Fundamentals

Definition and importance

A motorcycle tyre is a pneumatic rubber covering that encases the rim and is inflated with to create the —the small area where the tyre meets the road surface—enabling traction and support for the vehicle. These tyres play a critical role in , handling, and performance by providing traction for acceleration and braking, supporting the vehicle's load, absorbing shocks from road irregularities, maintaining , and dissipating heat generated during operation. Proper is essential to prevent loss of control due to tyre failure. Key physics concepts include the size, which typically measures 50-100 cm² (about 14.5 square inches) under normal riding conditions at speed, determining the effective area for force transmission. The friction coefficient between the tyre and dry road surfaces ranges from 0.7 to 1.2, influencing grip levels where higher values support superior dry traction essential for safe cornering and stopping.

Basic anatomy

A motorcycle tyre's basic anatomy consists of several key external and internal components that form its . The tread forms the outer surface that contacts the road, while the sidewalls provide the flexible sides extending from the tread to the edges. The beads, located at the tyre's inner edges, are reinforced with wire to secure the tyre to the rim. Additionally, the inner liner serves as an airtight layer on the inside to retain air pressure in tubeless designs. In cross-section, the tyre features layered elements that contribute to its overall integrity. The casing, often referred to as the carcass, comprises plies of fabric that form the foundational body, supporting the load and turning up around the for anchorage; belts may be added beneath the tread in certain constructions for reinforcement. The apex, or bead filler, is a stiff rubber insert above the that enhances sidewall rigidity. The chafer wraps around the area to shield it from abrasion against the rim. Compared to tyres, tyres exhibit a narrower profile and typically higher , meaning the sidewall height is a greater of the section width, which aids in agile handling during leans; their often incorporates angles in plies or V-shaped profiles to accommodate dynamic forces. The , formed by the tread's deformation under load, is crucial for traction.

History

Early development

The development of the motorcycle tyre originated with the invention of the pneumatic tyre by Scottish veterinarian , who patented it on December 7, 1888, in , , initially to alleviate the harsh ride of his son's on cobblestone roads. This innovation introduced an air-filled rubber tube encased in an outer cover, fundamentally improving shock absorption compared to solid rubber alternatives. Although designed for bicycles, the patent laid the groundwork for broader applications in powered vehicles, emphasizing the pneumatic principle's role in reducing vibration for enhanced rider comfort. The first documented use of pneumatic tyres on a occurred in 1894 with the Hildebrand & Wolfmüller, recognized as the world's initial production , manufactured in , . This steam-powered machine featured Dunlop-licensed pneumatic tyres on both wheels, with a 26-inch front and 22-inch rear , marking a pivotal shift from solid rubber to air-cushioned designs for better traction and ride quality on uneven surfaces. Early specifications for such tyres typically ranged from 22 to 28 inches in and 1.5 to 2 inches in width, reflecting their adaptation from technology to accommodate the added weight and power of motorized two-wheelers. By the early , tyre dimensions evolved to support increasing speeds and loads, with widths progressing to around 3 inches by 1909–1914, as exemplified by the 1914 Model 10-F's 3.00 x 28-inch tyres. This change enhanced stability and handling, particularly for touring models. A key milestone in adoption came with the 1907 races, the inaugural international event, where pneumatic tyres—supplied by Dunlop—were used by competitors, demonstrating their reliability in competitive settings and accelerating the industry's transition from solid to pneumatic construction for vibration reduction and performance gains.

Modern evolution

Following , motorcycle tyre development accelerated with the rise of higher-performance sport bikes, leading to the adoption of wider tyres in the . These tyres, typically measuring 4 to 5 inches in width for rear applications, provided a larger that improved traction and cornering stability at elevated speeds. This advancement directly influenced techniques, making knee dragging a viable method for riders to shift weight and maintain balance during extreme leans, a practice that originated in the as tyre widths increased alongside bike power. A pivotal shift occurred with the introduction of radial tyre construction, which revolutionized handling and durability. In 1983, developed the MP7, the first radial motorcycle tyre, specifically for the 1984 Honda VF1000R production bike. Unlike bias-ply predecessors, radials feature plies oriented perpendicular to the direction of travel, topped with a circumferential belt, resulting in superior heat dissipation, reduced flex under load, and enhanced high-speed stability. Key milestones followed rapidly, broadening radial adoption. By 1985, radial tyres became available , coinciding with their use in professional racing, such as Randy Mamola's Grand Prix victory on Michelins that year. Into the , tyre designs evolved toward lower profiles—such as 50-series aspect ratios—facilitating even greater stability and responsiveness on powerful superbikes by minimizing sidewall deflection while supporting wider widths.

Types

Road tyres

Road tyres are designed primarily for paved surfaces, optimizing for stability, comfort, and during everyday , long-distance , and spirited on-road riding. These tyres feature smoother tread patterns that enhance evacuation and dry traction while minimizing to improve and ride smoothness. Unlike specialized off-road options, road tyres prioritize even wear and durability on asphalt, with construction that supports higher vehicle loads typical of touring or cruising motorcycles. Touring tyres emphasize longevity and balanced grip, often achieving 10,000 to 20,000 miles of use through durable compounds and tread designs that promote uniform wear. They provide reliable wet and dry traction for extended highway runs, with load indices typically ranging from 80 to 88, supporting up to 450-560 kg per tyre to accommodate passengers and luggage. For example, the Michelin Pilot Road 4 GT offers over 13,000 miles on heavy sport tourers while maintaining strong wet grip via silica-enriched compounds. These tyres trade peak cornering grip for all-weather versatility and reduced vibration at high speeds. Cruiser tyres focus on comfort for relaxed riding styles, frequently using bias-ply construction with stiffer sidewalls that enhance load-carrying capacity and straight-line stability on heavier bikes. Softer rubber compounds in the tread center contribute to a plush ride over imperfections, with symmetrical patterns ensuring even wear across the . Load ratings are often higher, such as indices around 88-96 (560-710 kg per tyre), suited for customized cruisers with added weight. This design sacrifices agile handling for puncture resistance and longevity, typically lasting 8,000-15,000 miles. Sport road tyres prioritize high-grip performance for dynamic cornering and acceleration, employing stickier compounds that deliver superior dry traction but result in shorter lifespans of 1,000 to 5,000 miles. Radial construction is common in these variants, providing quicker warm-up and precise feedback through a more flexible carcass that improves lean angle confidence. Tread designs incorporate multi-compound layouts for enhanced edge grip, with load indices like 73-85 (365-515 kg per tyre) adequate for lighter sport machines. The key trade-off is reduced mileage and wet-weather forgiveness in favor of aggressive road handling and stability at elevated speeds.

Off-road and dual-sport tyres

Off-road tyres are engineered for unpaved surfaces such as , , , and , prioritizing traction, durability, and impact resistance over paved-road efficiency. These tyres feature aggressive knobby treads that dig into loose terrain, with subtypes including pure off-road designs for or enduro bikes, often using a 21-inch front to accommodate the larger needed for obstacle clearance and stability in rough conditions. In contrast, dual-sport tyres blend on- and off-road capabilities, typically with hybrid block patterns suited for 50/50 use, allowing riders to transition between trails and highways without frequent swaps. Key design traits include deeper lugs measuring 10-20 mm in height, which enhance self-cleaning by flinging away and during rotation, maintaining consistent grip in sloppy conditions. Reinforced sidewalls, often with thicker plies or protective inserts, provide added puncture resistance against rocks and thorns, referencing the basic sidewall anatomy for overall structural . These tyres operate at lower pressures, typically 15-25 psi for dual-sport applications, to increase the and improve flotation on soft surfaces, though this requires careful adjustment based on load and terrain. Such tyres find primary applications in enduro racing, where their knobby profiles excel in technical trails and timed events, and in adventure touring on dual-sport bikes that cover long distances with off-road detours. However, the aggressive tread leads to trade-offs like higher on pavement, resulting in reduced and increased vibration compared to road-oriented tyres.

Racing tyres

Racing tyres are specialized components engineered for high-performance applications in competitive environments such as , , and drag events, prioritizing maximum traction and handling over longevity or versatility. These tyres differ from standard road or off-road variants by incorporating advanced rubber formulations and profiles tailored to specific racing disciplines, enabling superior grip under extreme conditions. Key subtypes include tyres, which utilize slicks or semi-slicks for asphalt tracks to minimize and maximize contact area. Slicks feature a smooth, treadless surface that enhances on dry pavement, while semi-slicks incorporate minimal grooves for slight water dispersion in variable conditions. tyres, in contrast, employ deep, aggressive knobs designed to provide propulsion and stability during jumps and rough terrain navigation, with knob patterns optimized for digging into loose soil or mud. tyres are ultra-wide with a flat profile to increase the for explosive straight-line acceleration and traction at launch. Design characteristics emphasize soft rubber compounds that deliver high coefficients, typically 1.2-1.4, to achieve exceptional cornering and braking forces. Minimal or absent tread patterns reduce drag and promote even , while formulations ensure rapid warm-up to operating temperatures of 80-100°C for optimal pliability and stickiness. These traits, often enhanced by technologies like multi-radius profiles, allow for precise control during high-speed maneuvers. Racing tyres exhibit short service lives, generally lasting 100-500 miles depending on usage intensity and softness, as the high-grip materials degrade quickly under and mechanical stress. They are produced in custom sizes to match bikes, such as a 190/50-17 rear tyre for superbikes, ensuring compatibility with performance-oriented and suspension setups. Evolving from wider profiles introduced in the , modern tyres continue to refine these dimensions for enhanced stability.

Construction

Materials

Motorcycle tires primarily rely on rubber compounds derived from both and synthetic sources to achieve a balance of elasticity, durability, and performance. , sourced from latex sap of rubber trees, constitutes approximately 30-50% of the rubber compound, providing essential elasticity and resilience under dynamic loads. Synthetic rubbers, such as rubber (SBR), make up the remainder and are crucial for the tread's wear resistance and heat tolerance; SBR, a of styrene and , is particularly prevalent in motorcycle treads for its abrasion resistance. Additionally, silica is incorporated at around 40% of the tread compound to enhance wet traction by improving the rubber's interaction with surfaces, often replacing or supplementing traditional fillers. Reinforcing materials are integrated into the rubber matrix to bolster structural integrity and handling. serves as a primary filler, comprising 20-30% of the rubber compound, where it enhances tensile strength, tear resistance, and overall durability by forming strong bonds with the polymer chains. In radial motorcycle tires, belts, typically 0.5-1 mm thick, are layered beneath the tread to provide lateral stability and resist centrifugal forces at high speeds. or plies are used in the sidewall and casing for flexibility, allowing the tire to conform to road irregularities while maintaining shape. The area, which anchors the to the rim, incorporates high-tensile wire bundles that are brass-coated to promote to the surrounding rubber through chemical . This coating, typically a with 9-13% tin, ensures the withstands the stresses of mounting and inflation without .

Manufacturing processes

The manufacturing of motorcycle tyres begins with the stage, where raw rubber—typically a blend of natural and synthetic types—is mixed with additives such as , silica, oils, and vulcanizing agents like to create a homogeneous rubber compound. This process occurs in large internal mixers, often using the method, which involves high-shear mixing in batches of over 200 kg, with the first stage reaching temperatures of 160-170°C for 3-5 minutes to disperse fillers, followed by a second stage at 100-110°C to incorporate curatives without premature cross-linking. Next, the mixed rubber is processed into components through calendering and . Calendering involves passing the rubber through a series of heated rollers to coat fabric or cords, producing thin ply sheets that form the tyre's structural layers, with precise via and to ensure strong . Extrusion follows, where the warm rubber is forced through screw-type machines and dies to shape treads, sidewalls, and apex fillers; for treads, multiple compounds may be merged in a single head and cooled along a 100-200 foot line to maintain form. Bead components, consisting of steel wire bundles coated with rubber via extrusion and wound into hoops with apex fillers for reinforcement, are prepared separately to anchor the tyre to the wheel. The green tyre is then assembled on a rotating drum in a two-stage process: first, the inner liner, plies, and beads are layered to form the carcass, followed by the addition of belts, cap plies, sidewalls, and tread; this builds an uncured tyre tailored to radial or bias-ply constructions, with radial designs featuring perpendicular cord angles for enhanced stability in motorcycles. Vulcanization, or curing, shapes and strengthens the green tyre by placing it in a heated mold under pressure, typically at 150-200°C for 9-30 minutes, allowing to form cross-links in the rubber matrix for elasticity and durability while imprinting the tread pattern. For tyres, smaller, precision-engineered molds accommodate the narrower profiles and higher performance demands compared to tyres. Final inspection involves trimming excess material, visual and laser scans for surface defects, X-ray examination for internal flaws, and uniformity tests to ensure balance and compliance with standards, with defective tyres removed and destroyed.

Performance properties

Tread design and patterns

The tread design of tyres plays a critical role in influencing grip, , and water dispersion across diverse riding conditions, balancing the need for contact with the road surface while managing environmental factors like or loose . Tread patterns are engineered to optimize these interactions, with specific configurations tailored to enhance traction without compromising stability or . By directing forces and fluids effectively, these designs ensure predictable handling, particularly during , braking, and cornering. Longitudinal grooves, running parallel to the tyre's direction of travel, are essential for wet traction by channeling away from the , thereby reducing the risk of where the tyre loses contact with the road due to a . These grooves allow the tyre to maintain rubber-to-road depending on tread depth, , depth, and speed. Complementing the grooves, sipes—fine, micro-cuts across the tread blocks—enhance dry grip by permitting the blocks to flex independently under load, creating additional edges for mechanical interlocking with the pavement surface. This flexibility also aids in even wear distribution, extending tyre life while providing consistent performance in both dry and light wet conditions. Design principles in tread patterns further refine these functions, such as the V-shaped configuration that leverages camber thrust—the lateral force generated by the tyre's lean angle during cornering—to improve stability and grip in turns. This directs water outward while promoting a uniform under lean, enhancing handling on curved roads. In contrast, block patterns, consisting of discrete lugs or knobs, provide superior bite in off-road scenarios by penetrating soft surfaces like or for better mechanical traction; for instance, knobby variants briefly reference aggressive projections optimized for loose without delving into subtype specifics. A key aspect of these designs is the relaxation length, the distance over which the tyre's lateral force builds to after a steering input, typically 0.2-0.5 meters depending on load and speed, which contributes to overall stability by sudden maneuvers. From a physics perspective, effective tread design enables cornering forces up to 1.2 g laterally, where g represents , allowing riders to navigate bends at higher speeds without slippage, limited by the friction coefficient between rubber and road. Additionally, the rolling coefficient, a measure of energy loss due to tread deformation, ranges from 0.015 to 0.025 under normal loads and speeds, influencing and heat generation while minimally impacting straight-line grip. These parameters underscore how tread directly ties to the tyre's ability to generate and sustain forces for safe, controlled riding.

Load, speed, and pressure ratings

Motorcycle tyres are marked with standardized codes that indicate their dimensions, type, load capacity, and maximum speed rating, ensuring compatibility with the vehicle's specifications. A typical marking, such as 120/7017 58W, breaks down as follows: "120" represents the tyre width in millimeters, "70" is the (height as a of width), "R" denotes radial , "17" is the rim in inches, "58" is the load index corresponding to a maximum load of 236 kg per tyre, and "W" indicates a speed rating of up to 270 km/h. These markings are positioned on the sidewall and must match or exceed the manufacturer's requirements to maintain and . The load index is a numerical code from standards bodies that specifies the maximum weight a single tyre can support when properly inflated, derived from load-inflation tables that account for and speed variations. For instance, common indices for sport bikes range from 50 (190 kg) to 70 (355 kg), with the exact capacity listed in ETRTO and ISO-approved tables to prevent overloading, which could lead to structural failure. Speed ratings use alphabetical symbols to denote the maximum sustained speed under load, such as H for 210 km/h, V for 240 km/h, W for 270 km/h, and Z for over 240 km/h (with ZR indicating radial construction suitable for high-speed applications). These ratings are mandatory for compliance with vehicle and are detailed in the European Tyre and Rim Technical Organisation (ETRTO) Standards Manual. Tyre pressure ratings are critical for optimizing the with the road, typically recommended between 28 and 42 psi for front and rear tyres depending on the model, load, and riding conditions, as specified in the . Under-inflation increases sidewall flex, leading to excessive heat buildup, uneven wear, and reduced traction due to a distorted that compromises grip during cornering or braking. Over-inflation, conversely, minimizes the contact area, resulting in harsher handling and quicker centre tread wear, while also heightening the risk of punctures. Proper maintenance, checked cold before rides, ensures the tyre performs within its rated load and speed limits, directly influencing pneumatic and overall vehicle stability.

Specialized features

Dual-compound construction

Dual-compound construction in tires employs two distinct rubber formulations within the same tread to optimize both and grip. The central strip, which experiences the most during straight-line , uses a harder rubber compound with a durometer rating of 60-70 Shore A for enhanced durability. In contrast, the shoulders feature a softer compound, typically 50-60 Shore A, to provide superior traction during cornering maneuvers. This zoned approach was first implemented by in 1988 for street tires, allowing riders to benefit from extended without compromising handling. Michelin further refined the concept with its 2CT (Two Compound Technology), introduced in 2005 on the Pilot Power race-derived street tire, marking the debut of dual-compound design in road-legal sport applications. The technology layers a wear-resistant central band with grippier shoulder sections, often reinforced in advanced variants like 2CT+ with an underlying harder rubber for added stability at lean angles. Base rubber materials, such as silica-reinforced synthetics, form the foundation for these compounds to ensure consistent across wet and dry conditions. This construction extends tire life by 20-30% compared to uniform soft compounds by prioritizing mileage in high-contact areas while preserving cornering performance, as seen in sport-touring models like the Pilot Road series. For example, the Pilot Road 2, launched in , was the first all-road dual-compound tire, delivering balanced wet grip and longevity for everyday riding. Despite these advantages, dual-compound tires involve complex manufacturing processes, requiring precise molding and curing to integrate the varying compounds without . Riders who favor straight-line use may experience uneven wear, as the softer edges degrade faster without regular cornering to distribute abrasion evenly.

Run-flat and features

Run-flat in tires enables continued safe operation after a puncture or loss of air pressure, primarily through self-supporting sidewalls reinforced with high-strength materials such as fibers. These reinforcements provide structural integrity to the sidewall, preventing collapse and allowing the rider to travel limited distances to a safe location for repair. True run-flat capabilities similar to those in passenger cars are uncommon in motorcycles due to the need for flexibility during leaning; instead, features focus on puncture resistance and limited post-deflation support. For example, fiber integration in the sidewall, as used by manufacturers like in their road tire technologies, enhances puncture resistance and cut protection while maintaining flexibility for handling. Specific post-deflation performance varies by model, but riders should seek repair immediately to avoid handling compromise. An alternative approach for off-road motorcycles involves foam-based mousse systems, which replace traditional air or tubes with a solid insert to eliminate the risk of flats entirely. For instance, Bib provides equivalent (around 13 psi) and allows continued riding after damage without but is designed exclusively for off-road use (e.g., and enduro) and is not suitable or street-legal for on-road applications due to heat buildup at higher speeds. In contrast, systems like Risemousse B-Sure, introduced in , are specifically designed for and bikes, mimicking limited run-flat functionality at reduced speeds for tubeless rims. These have seen adoption in premium touring tires since the 2010s, particularly for long-distance models where reliability is paramount, such as in police or high-end applications. Puncture sealant liners offer another layer of protection, consisting of viscous liquids or gels injected into tubeless tires to automatically seal small punctures (up to 1/4 inch) upon penetration. Products like Slime or Ride-On sealants coat the inner tire surface, reacting to air exposure from punctures to form a plug, preventing air loss and enabling temporary continued use. Consumer-applied versions are common for motorcycles, injected via the post-mounting, and are effective for up to two years or until major damage occurs, after which professional repair is required. Anti-burst bead reinforcements, often featuring stronger or aramid-wrapped beads, prevent tire de-beading under low or impact, reducing the risk of sudden loss of control; these are standard in specialized tires like Dunlop's police bead retention models. Safety is further enhanced by warning indicators, including integration with Tire Pressure Monitoring Systems (TPMS), which provide real-time alerts for drops via displays or apps. TPMS sensors mounted on stems monitor both and , alerting riders to potential failures before they compromise handling, and are increasingly standard on premium touring for as of 2025. These features comply with ECE R75 standards, the UN governing tire , which mandates performance tests for strength, endurance, and high-speed capability to ensure reliability under stress, including for reinforced designs. Overall, such technologies prioritize damage tolerance in touring scenarios, with load ratings guiding safe post-puncture speeds to avoid excessive heat buildup.

Modern advancements

Sustainable and eco-friendly tyres

Sustainable and eco-friendly motorcycle tyres represent a shift towards reducing environmental impact through innovative materials and designs, particularly since 2020, amid growing regulatory and industry pressures to lower carbon footprints in the two-wheeled sector. Manufacturers are prioritizing alternatives to traditional petroleum-based and deforestation-linked resources, aiming to maintain performance while minimizing resource depletion and emissions. Key advancements in materials include bio-based rubbers derived from sources like the Russian dandelion (), which offer properties comparable to conventional from trees. These dandelion-derived rubbers can replace , which typically constitutes 10-30% of a tyre's weight, thereby reducing reliance on tropical plantations and enabling local cultivation to cut transport emissions. Complementing this, recycled content from waste tyres has been integrated at increasing levels; for example, Michelin's MotoE racing tyres as of 2024 incorporate over 50% renewable and recycled materials (49% in front tyres and 53% in rear tyres), including recovered carbon black (rCB) from end-of-life tyres. This approach not only diverts waste but also enhances without compromising grip or . Innovations in low-rolling-resistance (LRR) compounds further support eco-friendly performance by optimizing energy efficiency. These silica-enhanced formulations reduce the energy lost as heat during tyre deformation, leading to savings of approximately 1-2% in motorcycles compared to standard compounds. For instance, Michelin's updated sustainable motorcycle tyres, such as those for the MotoE series, integrate LRR technologies alongside recycled materials, achieving high sustainable content while improving heating and grip for racing conditions. Building on earlier models, 2024 updates demonstrate efficiency gains in real-world testing. In January 2025, Bridgestone announced advancements in sustainable tyre materials for electric vehicles, incorporating higher recycled content. Looking ahead, the tyre industry, including motorcycle segments, has set ambitious 2030 targets for carbon-neutral production pathways. , for example, aims for 40% bio-sourced or recycled materials across all tyres by 2030, alongside a 40% reduction in CO2 emissions per tyre, as part of broader net-zero goals by 2050. Similarly, Continental targets over 40% renewable and recycled materials in tyre production by 2030, supporting carbon-neutral operations by 2040. These commitments drive ongoing research into scalable, eco-friendly solutions for motorcycles.

Tyres for electric motorcycles

Tyres for electric motorcycles are engineered to accommodate the unique demands of electric powertrains, which deliver instant and require optimized efficiency to maximize battery range. These tyres feature stiffer sidewalls reinforced with advanced rubber compounds and ply materials to withstand the high instantaneous —often up to 200 Nm—from electric , preventing sidewall flex and potential damage during aggressive . Additionally, low-rolling-resistance treads, achieved through specialized silica-infused compounds, exhibit a of below 0.01, which can extend vehicle range by 5-15% compared to standard tyres by minimizing energy loss during rolling. Innovations in electric motorcycle tyres include integrated tyre pressure monitoring systems (TPMS) that not only track pressure and temperature but also interface with the vehicle's for holistic monitoring, alerting riders to conditions that could impact range or safety. Lightweight composite reinforcements, such as fibers blended into the carcass, reduce unsprung weight while maintaining durability, enhancing handling and efficiency. A representative example is the Diablo Rosso Scooter tyre, introduced in 2022 for high-performance scooters including electric models, which combines dual-compound construction with low-resistance profiles tailored for urban electric mobility. Despite these advancements, electric motorcycle tyres face challenges such as accelerated wear due to the combined effects of and high , which can increase and buildup on the tread, leading to up to 20-50% faster degradation than on internal combustion counterparts. Emerging standards for electric two-wheelers, such as updates to ECE regulations, address these issues by specifying enhanced durability tests, ensuring tyres meet safety and performance criteria for higher loads and regenerative systems.

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