JP3198050B2 - Tire and rim assembly for motorcycles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an assembly of a tire and a rim for a motorcycle having both traveling performance and puncture resistance, and is particularly suitable for a motorcycle which travels on an off-road having severe unevenness such as a garbage field. Regarding what can be adopted.

[0002]

2. Description of the Related Art Motorcycles for so-called off-road running on uneven terrain are mainly driven only on paved on-roads due to severe road conditions and running conditions. The puncture occurrence rate of the tire is remarkably high in comparison.

[0003] Such a puncture is particularly caused when a tire is locally deformed due to unevenness of the road surface, in addition to cuts penetrating through the tire bore, especially when traveling on uneven roads such as rubble and rocks, thereby causing a tube inside the tire. In a motocross race or the like, when the vehicle lands after jumping, the tires are locally deformed regardless of the road surface condition and pinch the tube to cause damage to the tube.

[0004] In order to solve this problem, in the case of a motorcycle tire running on uneven terrain, the rubber gauge of the tire and the gauge of the tube are increased, and a cushioning material (mousse) such as urethane is used instead of the tube. There has been proposed a method of sealing and filling almost the entire area of the lumen, and a combination of a tube that expands by pressurization and a cushioning material that adheres tightly to the tire lumen by the tube.

[0005]

However, the method of increasing the thickness of the gauge is difficult to employ because the puncture still frequently occurs during off-road running and the steering stability and ride comfort are greatly reduced.

[0006] In the case where a cushioning material is sealed and filled almost all over the bore of the tire in place of the tube, the puncture itself can be eliminated, but since the load is supported only by the cushioning material, various cushioning materials corresponding to each tire are required. In addition to having to prepare the cushioning material, the cushioning material must be considerably compressed and attached to the tire, making it extremely difficult to assemble the rim. There is a problem that it is easily destroyed.

[0007] In this respect, the combination of the tube and the buffer can solve the above-mentioned difficulty in assembling the rim. However, the combination of the tube and the buffer due to the impact at the time of traveling on an uneven road surface or the like. There is a new problem that the friction generated at the contact surface with the shock absorber makes it particularly easy for the contact surface of the tube to be thermally damaged.

The present invention has been devised in view of the above problems, and is based on the application of a lubricant to a contact surface between a buffer such as mousse and the tube, and has a steering stability and a riding stability. An object of the present invention is to provide an assembly of a tire and a rim for a motorcycle that can minimize puncture of a tire while maintaining comfort and the like.

[0009]

SUMMARY OF THE INVENTION The present invention provides a tube which expands by filling pressurized air into a tire bore surrounded by a tire, a rim for assembling the tire, and a tube formed between the tube and the tire bore. An assembly of a tire and a rim for a two-wheeled vehicle having a buffer interposed between the tire and an intimate contact with the inner surface of the tire due to expansion of the tube, wherein the buffer has a tire in a cross section including a tire shaft. A sponge-like rubber material having closed cells extending from the equator to both sides and terminating near the tire bead portion and having an expansion ratio of 400 to 1500%, and a contact surface between the cushion and the tire bore A lubricant is applied to a contact surface between the buffer and the tube, and the invention according to claim 1, wherein the buffer (6) extends in a circumferential direction at a substantially central position of an outer periphery of the buffer (6). )of Projections of small height that prevents location deviation (6
The invention according to claim 2 is characterized in that the lubricant reservoir G is provided continuously in the circumferential direction on the inner surface (6A) and the outer surface (6B) of the buffer body (6). Item 3. The invention according to Item 3, wherein the buffer body (6) is a surface layer 6S composed of open cells.
And the inner layer 6I made of independent air,
According to a fourth aspect of the present invention, when the cushion (6) is measured by itself before the rim assembly, the crown thickness a at the position corresponding to the crown passing through the tire equator C is 30 to 60 mm, and the cushion ( Tire equator C at 0.85 times the half width W of 6)
The shoulder thickness b (measured in the normal direction) at a position corresponding to the shoulder portion separated from the tire axially outward by 25 to 55.
mm, and a bead thickness c (measured in the normal direction) at a position corresponding to the bead which separates a distance h of 0.15 times the sectional height H of the buffer body (6) from the radially inner end, 5-25mm
And the bead portion of the tire (10) most compression ratio is large in a position corresponding to, and then is tire and rim assembly of the motorcycle, characterized in that it has a large compression ratio of the sidewall portion (9) .

[0010] Further, the invention according to claim 5 is characterized in that the lubricant is made of silicon grease having a starting torque of 1000 to 1200 gf · cm and a running torque of 200 to 400 gf · cm.

The starting torque and the running torque of the lubricant are JIS K 2220 at −60 ° C., respectively.
Measure according to

As described above, the shock absorber from the tire tread is provided between the tube and the tire inner surface by providing the buffer having closed cells which can be in close contact with the tire inner surface by expansion of the tube. Without receiving directly
Only a very small shock alleviated by the buffer is received, and local deformation of the tube can be suppressed to prevent puncture.

Further, since the cushioning member is made of a sponge-like rubber material having closed cells, even if a cut is made on the tire, the condition of the assembly is not affected.

Furthermore, by applying a lubricant to the contact surface between the cushion and the tire bore, the friction which has conventionally occurred at the contact surface during running can be greatly reduced, and the heat damage of the tube due to the friction can be reduced. Can be prevented. Further, by applying the lubricant also to the contact surface between the buffer and the tire cavity, heat generation of the buffer can be suppressed, and thermal destruction can be prevented.

By adjusting the inner pressure of the tube, the rigidity of the tire can be easily tuned, and the cushion can be applied to tires of various sizes.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a perspective view of the present invention, the left half of FIG. 2 shows a state before pressurizing the tube, and the right half of FIG. 2 shows a state after pressurization of the tube.

The tire and rim assembly 1 for a motorcycle according to the present invention comprises a tube 5 which is inflated by filling with pressurized air into a tire bore 4 surrounded by a tire 2 and a rim 3 for assembling the tire 2. A buffer 6 interposed between the tube 5 and the tire cavity surface 4a and closely attached to the tire cavity surface 4a by expansion of the tube 5; A lubricant 7 is applied to the contact surface with the tube 4 and the contact surface between the buffer 6 and the tube 5.

The tire 2 has a block pattern formed by dividing a large number of blocks 8a on the outer peripheral surface, and has a tread portion 8 extending over the maximum width of the tire. The tire 2 has side wall portions 9, 9 extending inward in the tire radial direction from both ends of the tread portion 8, and a pair of beads respectively located on the radially inner side of the side wall portions 9, 9. It has a hollow toroidal shape having the portions 10 and 10, and is appropriately reinforced by a carcass (not shown) or the like.

The rim 3 is a bead portion 1 of the tire.
A pair of rim seat portions 3b on which the bottom surfaces of 0 and 10 are respectively seated
Are connected by a smooth circular arc portion 3c.
The rim 3 and the tire 2 form a tire cavity 4.

In the present embodiment, an example is shown in which the flange 3a and the rim sheet 3b of the rim 3 are formed with a large number of ridges 11 extending in a direction perpendicular to the tire circumferential direction. As a result, the assembly 1 can easily discharge the air pool between the bead portion 10 and the rim 3 from the space between the ridges 11 and 11 as the internal pressure is charged after the rim is assembled. By extending in a direction perpendicular to the direction, it is possible to prevent the relative displacement between the tire 2 and the rim 3 in the tire circumferential direction during braking or the like.

Before the pressurization (for example, about 10% of the working internal pressure), the tube 5 has a substantially circular cross section as shown in the left half of FIGS. . The center of the cross section of the tube 5 is filled with pressurized air.
In order to make the buffer 6 sufficiently adhere to the tire lumen,
It is desirable to be located inward than half of the tire section height.

Then, the tube 5 is expanded as shown in the right half of FIG. 2 by being filled with pressurized air and adjusted to an internal pressure of, for example, 70 to 150 kpa by a gauge pressure, so as to expand the outer peripheral surface of the tube 5. The rim 3 and the buffer 6 can be brought into close contact with each other. Thereby, the tube 5
Rigidity and cushioning properties required for off-road and the like can be imparted to the assembly 1. In addition, in the tube 5,
An air nipple (not shown) is formed, and this is projected out of the rim 3 and fixed in position.

The rubber thickness t1 of the tube 5 can be determined, for example, by a relative ratio to the tube diameter T (when the internal pressure used is 10%). For example, t1 / T is 0.03 to 0.1.
It is preferably set to 1. This ratio (t1 / T) is 0.0
If it is less than 3, the tube tends to be thinner and the tube durability tends to decrease, while if it exceeds 0.1, the tire weight tends to increase, which is not preferable.

The tube 5 may be made of various rubber polymers such as natural rubber and butyl rubber, but is preferably made of butyl rubber having excellent air impermeability and having a specific gravity of about 1.05 to 1.2. Is desirable. Examples of these formulations include, for example, those shown in Table 1.

[0025]

[Table 1]

Next, in the present embodiment, in the present embodiment, in the cross section including the tire axis, the buffer body 6 has an annular shape that smoothly extends to both sides from the tire equator C and terminates near the bead portions 10 and 10 of the tire, and The inner surface 6A is formed in a circumferential groove shape having a smooth contour into which the tube 5 can be inserted.

Further, in the present embodiment, the buffer 6 is a tire bore 4.
When the internal pressure of the tube 5 is filled into the tire cavity 4 in this example, the compression ratio is the highest at the position corresponding to the bead portion 10 of the tire, and then the compression ratio of the sidewall portion 9 is increased. Is determined relative to the shape.

As a result, in the assembly 1, the rigidity of the bead portion is improved, the handleability and the stability of turning are improved, and at the position corresponding to the tread portion 7, the buffer 6 is
Since the degree of compression is set relatively small, it is possible to enhance shock absorption and ride comfort.

Specifically, when the shock absorber 6 is measured by itself before the rim assembly, the crown thickness a at the position corresponding to the crown passing through the tire equator C is 30 to 60 mm, and the half width of the shock absorber is The shoulder thickness b (measured in the normal direction) at a position corresponding to the shoulder at a distance of 0.85 times W from the tire equator C to the outside in the tire axial direction is 25 to 55 mm. It is desirable that the bead portion thickness c (measured in the normal direction) at a position corresponding to the bead portion separating the distance h of 0.15 times the sectional height H from the inner end in the radial direction is 5 to 25 mm. It is desirable that these values be increased or decreased, for example, in proportion to the tire size.

Further, as shown in FIG. 1, this embodiment exemplifies a case in which a small-height protrusion 6a extending in the circumferential direction is formed substantially at the center of the outer periphery of the buffer body 6. Therefore, when the tube 5 is filled with the use internal pressure, the protrusion 6
a can be brought into close contact with the tire lumen 4, which helps to prevent the displacement of the buffer 6. The protrusion 6a
May be, for example, about 1 to 3 mm.

The buffer 6 has an expansion ratio of 400 to 1.
It is formed from a sponge-like rubber material having 500%, preferably 400 to 1100% closed cells. And
This rubber material is preferably formed of a butyl rubber-based compounded rubber such as butyl or butyl halide.

The closed cells absorb and mitigate the impact force transmitted from the road surface, and reduce the impact force transmitted to the tube 5, thereby improving the shock absorption, riding comfort, and puncture resistance of the assembly 1. At the same time, the state of the tire cavity can be maintained even when a cut is formed in the tire 2.

If the foaming ratio of the buffer 6 is less than 400 (%), the shock absorbing power is weak, the impact acting on the tire 2 cannot be attenuated, and the puncture resistance of the tube 5 tends to decrease. Conversely, if the ratio exceeds 1500 (%), the shock absorber 6 becomes extremely flexible, and the rigidity is reduced. Also tend to decrease.

Here, the expansion ratio is defined as V (%).
And V (%) are obtained by (ρ0 / ρ1 -1) × 100.
Can be Here, ρ0 is the density of the rubber solid phase portion of the foamed rubber.
(G / cm ^Three), Ρ1 is the density of foamed rubber (g / cm^Three)so
is there.

The buffer 6 has a surface hardness of JIS.
The C hardness is preferably 10 to 35 degrees, more preferably 10 to 30 degrees, and the specific gravity is preferably 0.1 to 0.2. Thus, by regulating the surface hardness of the buffer body 6,
For example, it is preferable in that it gives a feeling of stickiness and stiffness during cornering, and in particular, in a motocross race or the like, can increase the turning speed at the time of turning and enhance the vehicle limit performance and handling performance. In addition, the composition of such a buffer 6 includes, for example, compositions A to D shown in Table 2.

[0036]

[Table 2]

In a section including the tire shaft in a pressurized state in which the tube 5 is filled with a working internal pressure, a sectional area (S1) of the buffer 6 and a sectional area (S2) of the tube surrounded by the outer surface of the tube 5 are shown. ) And (S1 / S2)
It is preferable to set the value to be 6/4 to 9/1.

When the ratio (S1 / S2) is less than 6/4, the cross-sectional area (S1) of the shock absorber 6 is relatively small, and the shock absorbing ability tends to decrease, and the effect of preventing puncture tends to decrease. Conversely, when the ratio exceeds 9/1, the tube cross-sectional area (S
It has been found from experiments that 2) is relatively small, and that the curvature stability decreases. The tire and rim assembly 1 of the present invention can easily perform tire tuning by changing the tube internal pressure according to the vehicle or driver.

The lubricant 7 is applied to a contact surface between the buffer 6 and the tire cavity 4 and a contact surface between the buffer 6 and the tube 5. by this,
The friction at each contact surface can be greatly reduced, and the thermal destruction of the tube 5 and the buffer 6, which tend to occur particularly during motocross racing, can be prevented.

In the present embodiment, the lubricant 7 is JIS K2
The starting torque measured (−60 ° C.) according to 220 is 10
00 ~ 1200gf ・ cm and running torque 200 ~
Silicon grease in the range of 400 gf · cm is used.

Silicon grease is a synthetic grease containing silicone oil as a base oil and additives such as a thickening agent such as metal soap, an antioxidant, and a corrosion inhibitor. The viscosity facilitates application.

Also, silicon grease has mechanical stability,
It has excellent heat resistance and cold resistance, and has little change in physical properties due to temperature change, so that good lubrication performance can be obtained even in actual vehicle running under all conditions. It is particularly preferable because it hardly penetrates into the buffer 6 and the physical properties of the buffer are not deteriorated by swelling.

The silicon grease 7 is, for example, 25 ° C.
It is preferable that the specific gravity is 0.9 to 0.11 and the thickness ts of the lubricating layer formed by the silicon grease is 0.03 to 0.09 mm when the assembly 1 is used.

If the thickness of the lubricating layer is less than 0.03 mm, the effect of reducing the abrasion between the tube 5 and the buffer 6 is particularly poor, and puncture is likely to occur.
If it exceeds 09 mm, the buffer 6 will be the tube 5 and the tire 2
It is difficult to obtain a sense of unity with the vehicle, and the running performance tends to decrease.

As the lubricant, synthetic oil-based grease other than silicon grease, or mineral oil-based grease may be used.

The assembly 1 of the present invention configured as described above
First, an appropriate amount of a lubricant 7 is applied to substantially the entire surface of the surface where the buffer 6 contacts the tire cavity 4 and the entire surface where the buffer 6 contacts the tube 5.

Thereafter, the buffer 6 is inserted into the tire bore surrounded by the tire 2 and the rim 3, and then the tube 5 from which air has been removed is inserted. By filling the tube 5 with the use internal pressure, the buffer body 6 can be firmly adhered to the tire cavity, and the rigidity and cushioning properties necessary for running such as off-road can be secured.

While the assembly is mounted on a motorcycle or the like and running, a lubricant is applied to the contact surfaces of the tire bore 4 and the buffer 6, the tube and the buffer. Thereby, friction can be greatly reduced on these surfaces, and thermal destruction of the tube 5 and the buffer 6 can be prevented.

As described above, the protrusion 6a extending in the circumferential direction is formed on the shock absorber 6, so that after the rim is assembled, as the vehicle travels around the off-road or the like, the lubricant passes over the tire equator on one side. , And uniform lubrication can always be ensured on the contact surface between the tire lumen 4 and the buffer 6.

FIG. 3 shows another embodiment of the buffer 6. In this example, the lubricant storage groove G is provided continuously in the circumferential direction on the inner surface 6A and the outer surface 6B of the buffer. Therefore, in this example, heat generation of the tube and the buffer can be suppressed for a long time.

As described in detail above, the buffer 6 of the present invention may be constituted by a multilayer body in which the surface layer 6S is made of continuous cells and the inner layer 6I is made of closed cells as shown in FIG. In this case, as a result that the lubricant can easily penetrate into the surface of the buffer 6, excellent lubrication can be achieved and the internal friction of the surface layer 6S of the buffer 6 can be reduced.

[0052]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS For motorcycle rear wheels, tire size 11
0 / 90-19 (rim: 19 × 2.15, carcass 3
, The carcass cord arrangement angle is 3 with respect to the tire equator.
(Cross ply structure of 0 °), and prototypes (Examples 1 to 8) were manufactured with the configurations shown in FIGS.

For comparison, in addition to a conventional tire having a single tube structure without a buffer (Comparative Example 1), a so-called full mousse tire (Comparative Example 2) in which the entire tire bore is filled with a buffer is also provided. Prototypes were produced and tested together. The specifications of the front wheels and the contents of the test are as follows. Front wheel) Tire size: 3.00-21 (buffer, tube type without lubricant) Rim size: 21 × 1.60 Internal pressure: 100 kpa Structure: 3 carcass, carcass cord arrangement angle is 30 ° to the tire equator Cross ply structure.

A) Running performance test The above tires are mounted on the front and rear wheels of a 250cc motorcycle for motocross, respectively, and the motorcycle is driven on a motocross course with a large amount of gravel and bedrock, so that handling properties, straight running stability, and turning stability are ensured. The performance, shock absorption and ride comfort were determined by driver's feeling and evaluated by a five-step method. The higher the numerical value, the better, and 2.5 or more is a pass.

B) Puncture test The above-mentioned vehicle was used to run continuously on the course for 2 hours.
The occurrence of puncture was investigated. In addition, puncture here means that a tube is damaged.

(C) Internal pressure holding performance The assembly filled with the internal pressure used was left for 30 days, and the reduction rate (%) of the internal pressure of the tube was examined.

D) Endurance performance The test tire was tested at a speed of 65 km / h, a vertical load of 144 kgf,
Run on a drum test machine under the condition of an internal pressure of 100 kpa,
The running distance at the time when the tube was damaged (including the case where the tube was damaged due to the damage of the buffer) and the internal pressure was reduced was examined (the complete running distance was 5000 km).

E) Rim assemblability Evaluated by the feeling of the worker. Table 3 shows the test results.

[0059]

[Table 3]

As a result of the test, in Examples 1 to 6, no puncture was observed, and no remarkable decrease in running performance was observed. Further, it was confirmed that the internal pressure reduction rate was not inferior to that of Comparative Example 1 and that the durability was greatly improved.

In Example 7, the thickness of the layer formed of silicon grease was as thin as 0.01 mm, and the friction reduction effect was slightly inferior to those of the other examples. In Comparative Example 1, it was confirmed that the durability was improved, which was comparable to Comparative Example 1.

In Example 8, since the thickness (t1) of the tube was thinner than the diameter (T) of the tube, puncture occurred due to thermal destruction of the tube. It was confirmed that the stability was improved as compared with Comparative Example 1.

In Example 9, although the composition of the tube was mainly made of natural rubber, the internal pressure retention was somewhat inferior, but no puncture occurred and the durability was improved. In each of the embodiments,
The rim assembly was easy.

[0064]

As described above, the tire and rim assembly for a motorcycle according to the present invention has a lubricant applied to the contact surface between the tire bore and the shock absorber and the contact surface between the tube and the shock absorber. As a result, the friction at these contact surfaces can be greatly reduced, and as a result, puncture can be prevented even during traveling on off-roads, without impairing steering stability and riding comfort.

[Brief description of the drawings]

FIG. 1 is a perspective view showing an embodiment of the present invention.

FIG. 2 is a cross-sectional view showing one embodiment of the present invention.

FIG. 3 is a cross-sectional view showing another embodiment of the buffer.

FIG. 4 is a cross-sectional view showing another embodiment of the buffer.

[Explanation of symbols]

 2 Tire 3 Rim 4 Tire bore 5 Tube 6 Buffer 7 Lubricant

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-3-231008 (JP, A) JP-A-7-242109 (JP, A) JP-A-3-292206 (JP, A) JP-A-63- 11402 (JP, A) JP-A-8-164719 (JP, A) JP-A-60-87703 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60C 19/12 B60C 7 / 10 B60C 5/08

Claims (5)

(57) [Claims] 1. A tube which is inflated by filling of pressurized air into a tire cavity surrounded by a tire and a rim for assembling the tire, and a tube interposed between the tube and the tire cavity surface. An assembly of a tire and a rim for a two-wheeled vehicle provided with a cushioning member that comes into close contact with the inner surface of the tire by inflation, wherein the cushioning member extends on both sides from a tire equator in a cross section including a tire axis and has a tire bead. A sponge-like rubber material having closed cells having an expansion ratio of 400 to 1500% and having an annular shape terminated in the vicinity of the portion, and a contact surface between the cushion and the tire cavity, and a cushion and the tube. lubricant is applied to the contact surface, and a substantially central position of the outer periphery of the buffer body (6), of the displacement-proof instrument small height of the buffer body extending in the circumferential direction (6) projecting the (6a) Formed Tire and assembly of the rim for motorcycles characterized by. 2. A tube inflated by filling with pressurized air in a tire cavity surrounded by a tire and a rim for assembling the tire, and a tube interposed between the tube and the tire cavity surface. An assembly of a tire and a rim for a two-wheeled vehicle provided with a cushioning member that comes into close contact with the inner surface of the tire by inflation, wherein the cushioning member extends on both sides from a tire equator in a cross section including a tire axis and has a tire bead. A sponge-like rubber material having closed cells having an expansion ratio of 400 to 1500% and having an annular shape terminated in the vicinity of the portion, and a contact surface between the cushion and the tire cavity, and a cushion and the tube. A lubricant is applied to the contact surface of (a), and the inner surface (6A) and the outer surface (6B) of the buffer (6) are
An assembly of a tire and a rim for a motorcycle, wherein the lubricant reservoir grooves G are respectively provided continuously in the circumferential direction. 3. A tube inflated by filling with pressurized air into a tire cavity surrounded by a tire and a rim for assembling the tire, and a tube interposed between the tube and the tire cavity surface. An assembly of a tire and a rim for a two-wheeled vehicle provided with a cushioning member that comes into close contact with the inner surface of the tire by inflation, wherein the cushioning member extends on both sides from a tire equator in a cross section including a tire axis and has a tire bead. A sponge-like rubber material having closed cells having an expansion ratio of 400 to 1500% and having an annular shape terminated in the vicinity of the portion, and a contact surface between the cushion and the tire cavity, and a cushion and the tube. A lubricant is applied to the contact surface of the above, and the buffer (6) comprises a surface layer 6S composed of open cells,
An assembly of a tire and a rim for a motorcycle, wherein the assembly is formed by an inner layer 6I made of closed cells. 4. A tube which is inflated by filling of pressurized air in a tire cavity surrounded by a tire and a rim for assembling the tire, and a tube interposed between the tube and the tire cavity surface. An assembly of a tire and a rim for a two-wheeled vehicle provided with a cushioning member that comes into close contact with the inner surface of the tire by inflation, wherein the cushioning member extends on both sides from a tire equator in a cross section including a tire axis and has a tire bead. A sponge-like rubber material having closed cells having an expansion ratio of 400 to 1500% and having an annular shape terminated in the vicinity of the portion, and a contact surface between the cushion and the tire cavity, and a cushion and the tube. A lubricant is applied to the contact surface of the tire, and the cushioning body (6) has a crown thickness a at a position corresponding to the crown passing through the tire equator C when measured by itself before the rim assembly. ~60mm, half width W of the buffer body (6)
Shoulder thickness b at a position equivalent to the shoulder at a distance of 0.85 times the distance from the tire equator C outward in the tire axial direction
(Measured in the normal direction) is 25 to 55 mm, and the bead thickness at a position corresponding to the bead which is separated from the inner end in the radial direction by a distance h of 0.15 times the sectional height H of the buffer body (6). c
(Measured in the normal direction) is 5 to 25 mm, the compression ratio is the largest at the position corresponding to the bead portion (10) of the tire, and then the compression ratio of the sidewall portion (9) is increased. An assembly of tires and rims for motorcycles. (5) The lubricant has a starting torque of 1000 to 1
200gf ・ cm and running torque 200 ~ 400gf
· A contract made of silicon grease having a size of cm
A tire and a rim for a motorcycle according to any one of claims 1 to 4.
Assembly.