Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C1/00—Tyres characterised by the chemical composition or the physical arrangement or mixture of the composition
  • B60C1/0016—Compositions of the tread
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
  • B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/0042—Reinforcements made of synthetic materials
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C2009/0071—Reinforcements or ply arrangement of pneumatic tyres characterised by special physical properties of the reinforcements
  • B60C2009/0078—Modulus
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
  • B60C9/02—Carcasses
  • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
  • B60C2009/0416—Physical properties or dimensions of the carcass cords
  • B60C2009/0433—Modulus
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
  • B60C2200/00—Tyres specially adapted for particular applications
  • B60C2200/10—Tyres specially adapted for particular applications for motorcycles, scooters or the like

Definitions

• the present invention refers to tyres for motor vehicle wheels.
• the present invention refers to high performance tyres for motor vehicle wheels, in other words tyres capable of sustaining maximum speeds of at least about 210 km/h or supporting maximum loads of at least about 210 kg or a combination of both.
• the present invention refers to tyres intended to be mounted on the wheels of "super sport" motor vehicles with large-displacement engines (for example 600 cm 3 or greater), and/or high power (for example 100-120 horsepower or greater) useable both on the road and on racetracks.
• Tyres for two-wheeled high performance vehicles adapted for sport use are for example described in the patent applications WO2011012944, WO2011012980, WO2012164436, WO2013021271 on behalf of the Applicant; tyres and compounds for tyres for two-wheeled vehicles are also described in US7658216, US8011403 and WO2013172699. Summary of the invention
• the Applicant has observed an increasing need to use such super sport vehicles, both on roads and on racetracks. At the same time, the Applicant has observed an increasing request for high performing tyres both for demanding sport driving (e.g. achievable on a racetrack) and in terms of lifetime and driving in any atmospheric and seasonal condition (for road uses of the motor vehicle throughout the year).
• the Applicant has observed that the current performance needs - typically different and contrasting with each other - appear unmeetable even through a tyre change, for example by selecting, according to a consolidated use, a pair of racing tyres and a pair of road tyres.
• the Applicant has for example observed that in the tread compounds intended for high performance tyres (racing tyres) on dry surfaces and/or at high temperatures, considerable quantities of carbon black filler are used, while for tread compounds intended for use on wet surfaces and/or low temperatures, the selection of the fillers has typically tended towards so-called white fillers, such as for example silica and silicates.
• the Applicant has however surprisingly found that it is possible to obtain a high performing tyre both on the racetrack and on the road, in different atmospheric and seasonal conditions, which is also durable with regard to kilometre distance travelled, by means of the use of a rigid carcass structure in combination with a particular tyre profile and with an elastomeric tread compound with a high content of white fillers.
• the invention refers to a tyre for motor vehicles, comprising a carcass structure, a belt structure applied in a position radially external to the carcass structure, a tread band applied in a position that is radially external with respect to the belt structure wherein the tyre has a transverse curvature ratio of at least about 0.30.
• Said carcass structure comprises at least one carcass layer comprising textile reinforcement elements obtained by means of cords having, in a load/elongation diagram, an elastic response of at least 55 N at an elongation of about 2%.
• the tyre has at least one tread portion comprising a cured elastomeric material obtained by curing an elastomeric compound comprising 100 phr of at least one elastomeric diene polymer, from 30 to 130 phr of at least one reinforcement filler comprising at least 60% of an inorganic material selected from among silica, allumina, silicates, hydrotalcite, calcium carbonate, kaolin, titanium dioxide and their mixtures, from 1 to 35 phr of at least one resin.
• the Applicant has observed that a combination of relatively rigid carcass structure, with a profile having a pronounced curvature and cured elastomeric material with high silica content in the presence of resins, allows a tyre to achieve high performances during sport driving characterised by extreme high speed manoeuvres and/or during sudden direction and grip changes during driving in different climate conditions and allows extending the lifetime of the tyre.
• the Applicant deems that one such improvement could be due to an improved interaction of the tyre with the cured elastomeric material with high silica and/or silicate content that composes the tread and that the latter, even if typically provided for driving on wet surfaces and in cold climates, combined with the abovementioned structure and the profile allows the tyre to achieve high performing operations even in extreme driving conditions on dry surfaces, without excessive increase of temperature.
• the present invention can comprise one or more of the below-reported characteristics.
• the textile reinforcement elements can be composed of fibres of natural or synthetic origin, selected from among Rayon, Lyocell, polyesters (for example PEN, PET, PVA), aromatic polyamides (for example aramids such as Twaron®, Kevlar®), separately or mixed.
• the fibrous material for obtaining the textile reinforcement elements of the carcass layer is selected from among Polyester, Rayon, Lyocell, Aromatic polyamides or a hybrid formed by combining yarns of two or more of the aforesaid materials.
• said at least one reinforcement filler comprises at least 70% of an inorganic material selected from among silica, allumina, silicates, hydrotalcite, calcium carbonate, kaolin, titanium dioxide and their mixtures.
• said at least one reinforcement filler comprises at least 90% of an inorganic material selected from among silica, allumina, silicates, hydrotalcite, calcium carbonate, kaolin, titanium dioxide and their mixtures.
• said at least one tread portion is a crown portion arranged at the equatorial plane of the tyre.
• said crown portion extends axially for at least 30% of the axial extension of the tread of the tyre.
• said crown portion extends axially for at least 50% of the axial extension of the tread of the tyre.
• said crown portion extends axially for at least 65% of the axial extension of the tread of the tyre.
• said reinforcement cords have, in a load/elongation diagram, an elastic response not greater than about 120 N at an elongation of about 2%.
• said reinforcement cords have, in a load/elongation diagram, an elastic response not greater than about 100 N at an elongation of about 2%.
• the limitation of the rigidity of the carcass structure allows maintaining good or optimal road driving performances without substantially causing a reduction of the perceived comfort and an overly quick response during speed manoeuvres and gear changes.
• the tyre has a ratio, between the radius of curvature in the shoulder area (also termed shoulder radius hereinbelow) and maximum width of the transverse or axial section, of at least 0.60.
• the tyre has a ratio between the shoulder radius and the maximum width of the transverse section of at least 0.70.
• high values of the ratio between the shoulder radius and the maximum section width allow obtaining a high footprint area and hence support area by the tyre, even with the high camber angles that can be reached in sport driving.
• the tread compounds according to the present invention comprise at least one elastomeric diene polymer (a1).
• said at least one elastomeric diene polymer (a1) can for example be selected from among elastomeric diene polymers commonly used in the elastomeric compositions cross-linkable with sulfur (curing), which are particularly suitable for tyre production, i.e. from elastomeric polymers or copolymers with an unsaturated chain having a glass transition temperature (Tg) normally below 20°C, preferably in the range of 0°C to -1 10°C.
• Tg glass transition temperature
• polymers or copolymers can be of natural origin or they can be obtained by means of polymerisation in solution, polymerisation in emulsion or polymerisation in gaseous phase of one or more conjugated diolefins, optionally mixed with at least one comonomer selected from among monovinylarenes and/or polar comonomers.
• polybutadiene (BR) and/or styrene-butadiene (SBR) polymers can be preferably used, separately or mixed.
• mixtures can be used comprising polyisoprene (natural or synthetic) and a styrene-butadiene (SBR) polymer.
• SBR styrene-butadiene
• SBR styrene-butadiene
• polybutadiene can be absent or included in the compounds of the present invention and in particular in the tread compound in a quantity from about 1 phr to 100 phr, preferably from about 1 phr to 80 phr, more preferably from about 5 to 50 phr.
• styrene-butadiene polymer can come from solution or emulsion, and comprises styrene generally in a quantity ranging from about 10 to 40%, preferably from about 15 to 30%.
• styrene-butadiene polymer can have low molecular weight, having an average molecular weight Mn less than 50000 g/mol, preferably comprised between 1000 and 50000 g/mol.
• the elastomeric material of the tread band comprises at least one reinforcement filler present in a quantity generally comprised between 1 phr and 130 phr.
• the reinforcement filler can be selected from among hydroxides, oxides and oxide hydrates, salts and metal salt hydrates or their mixtures, and/or carbon black.
• the reinforcement filler can preferably be selected from among silica, allumina, silicates, hydrotalcite, calcium carbonate, kaolin, titanium dioxide and their mixtures.
• the reinforcement filler can be carbon black on its own or added to the aforesaid inorganic materials (hydroxides, oxides and oxide hydrates, salts and metal salt hydrates or their mixtures).
• the silica that can be used in the present invention can generally be a pyrogenic silica or, preferably, a precipitated silica, with a BET surface area (measured according to the ISO Standard 5794/1) comprised between 50 m 2 /g and 500 m 2 /g, preferably between 70 m 2 /g and 200 m 2 /g.
• curvature ratio of the tyre it is intended the ratio between the distance comprised between the radially most external point of the tread band and the maximum width of the transverse section of the tyre (also termed maximum chord) and the same maximum width of the transverse section of the tyre.
• the curvature ratio also identifies the so-called “transverse curvature” of the tyre.
• maximum width of the transverse section or maximum chord
• maximum width of the tyre profile in other words the size of the segment having as ends the two axially most external points of the tread profile
• radius of curvature in the shoulder area or more simply shoulder radius it is intended the radius that better approximates the actual profile of the tread in an axially more external angular sector (for example 30°) centred on the intersection between the line of the equatorial plane and the maximum chord of a half-profile of the tyre.
• phr (acronym of "parts per hundred of rubbers") indicates parts by weight per 100 parts by weight of total elastomeric base. For the calculation of 100 parts of total elastomeric base, possible additives (such as extension oils) are not considered.
• Polyester PET, PEN, PVA
• FIG. 1 schematically shows a radial section of a tyre for motor vehicles
• FIG. 2 shows, in schematic view, the curvature of the profile of a tyre for motor vehicles
• FIG. 3 shows a load elongation graph of several reinforcement elements for carcass layers.
• reference number 10 indicates overall a tyre for motor vehicle wheels. This is a tyre preferably intended to be used on a wheel of a motor vehicle for the "Super sport" segment.
• the tyre 10 is a high performance tyre that can be intended for mounting on a "super sport” or “racing" motor vehicle wheel, i.e. motor vehicles with large-displacement engines (for example 600 cm 3 or greater), and/or high power (for example about 90-100 kw or greater) also used on the racetrack.
• a "super sport” or “racing” motor vehicle wheel i.e. motor vehicles with large-displacement engines (for example 600 cm 3 or greater), and/or high power (for example about 90-100 kw or greater) also used on the racetrack.
• tyres capable of sustaining maximum speeds of at least about 210 km/h or supporting maximum loads of at least about 210 kg or a combination of both.
• the tyre 10 comprises a carcass structure 2 formed by at least one carcass layer 3 comprising a plurality of reinforcement elements (cords).
• the internal walls of the carcass structure 2 are typically covered with a seal layer, or so-called “liner”, essentially constituted by a layer of air-impermeable elastomeric material, adapted to ensure the hermetic seal of the tyre itself once inflated.
• liner essentially constituted by a layer of air-impermeable elastomeric material, adapted to ensure the hermetic seal of the tyre itself once inflated.
• the reinforcement elements, included in the carcass layer 3, preferably comprise textile cords made of fibrous material.
• Such cords have, in a load/elongation diagram, an elastic response of at least 55 N at an elongation of about 2%.
• said reinforcement cords have, in a load/elongation diagram, an elastic response not greater than about 120 N at an elongation of about 2%.
• said reinforcement cords have, in a load/elongation diagram, an elastic response not greater than about 100 N at an elongation of about 2%.
• the fibrous material, used for manufacturing the cords can be composed of fibres of natural or synthetic origin selected from among Rayon, Lyocell, polyesters (for example PEN, PET, PVA), aromatic polyamides (for example aramids such as Twaron®, Kevlar®), separately or mixed. More particularly, the fibrous material for obtaining the cords is preferably selected from among Polyester, Rayon, Lyocell, Aromatic polyamides or a hybrid formed by two or more of the aforesaid materials.
• the cords are typically formed from one or more plies with elementary thread having a diameter comprised between 0.35 mm and 1.5 mm.
• the count or linear density of the yarns or plies that form the cords or reinforcement elements can be expressed in decitex (dTex), i.e. mass expressed in grams of a thread or threadlike reinforcement element of 10000 m length.
• RY (rayon) 1840/2 (48x48) identifies a cord formed by two yarns or plies of rayon fibre, each yarn or ply having a linear density or count of 1840 dTex (overall count of the cord equal to 3680 dtex).
• overall count of a cord it is intended the sum of the linear densities or counts of the yarns or plies twisted together to form the cord.
• Each yarn or ply of the example is twisted on itself (48 twists/dm) and two or more yarns or plies are twisted together (48 twists/dm - preferably in opposite sense) in order to form a cord.
• each fibre yarn or ply used for the cords has a linear density or count greater than about 500 dtex.
• each fibre yarn or ply has a linear density or count less than about 4000 dtex.
• the overall linear density or overall count of the cords is comprised between 1220 dTex of a single cord 1220/1 dTex and 1 1040 dTex given by three cords - 3680/3 dTex twisted together where the terms /1 or /3 represent the number of plies of the yarn twisted together in each construction.
• Examples of counts used for obtaining the cords of the invention are the following:
• both the Nylon NY 1400/2 40x40 and the polyester PET 1670/2 33x33 tested have tensile characteristics less than the 55N limit at 2% elongation, which is deemed the minimum for obtaining a carcass structure that can be used for the purpose of the invention.
• the twists imparted to the paired or coupled yarns can be in the same sense or in the opposite sense with respect to the twists imparted to the single yarns.
• yarns or plies can be selected made of different materials and/or having different counts in order to form a yarn that is then twisted separately (on its own) or together with other yarns (hybrid cords).
• the at least one carcass layer is reinforced with cords arranged substantially parallel to each other, with a density greater than 60 cords/dm, preferably greater than 70 cords/dm, preferably less than 140 cords/dm.
• the elastic response at 2% of the reinforcement cords of the carcass layer or rubber-covered fabric it is possible to extrapolate an overall elastic response on the layer by multiplying said elastic response at 2% of the cords by the density.
• the aforesaid value obtained for the rubber-covered fabric that forms the carcass layer is at least 6500 N/dm, preferably greater than 7000N/dm, preferably less than 14000 N/dm.
• the reinforcement elements included in the at least one carcass layer 3 are preferably arranged radially, i.e. according to an angle comprised between 70° and 1 10°, more preferably between 80° and 100°, with respect to the circumferential direction.
• the at least one carcass layer 3 is shaped according to a substantially toroidal configuration and is engaged, by means of its opposite circumferential edges 3a, with at least one annular reinforcement structure.
• the opposite lateral edges 3a of the at least one carcass layer 3 can be turned up around the annular reinforcement structures, each comprising one or more metallic annular bead cores 4 and a tapered elastomeric filler 5 which occupies the space defined between the carcass layer 3 and the corresponding turned-up lateral edge 3a of the carcass layer 3.
• the area of the tyre comprising the bead core 4 and the filler 5 forms the so-called bead 9 intended for anchoring the tyre on a corresponding mounting rim, not shown.
• the at least one carcass layer is obtained by means of approaching a plurality of strips made of elastomeric material reinforced by the aforesaid cords, and has its opposite lateral edges associated without turnup with particular annular reinforcement structures provided with two annular inserts.
• An elastomeric material filler can be arranged in axially external position with respect to the first annular insert.
• a second annular insert can instead be arranged in axially external position with respect to the end of the carcass layer.
• a further filler can be provided which completes the obtainment of the annular reinforcement structure.
• a belt structure 6 comprising at least one belt layer 6a typically formed by rubber- covered cords.
• the layer 6a is obtained by means of cords arranged substantially parallel and side-by-side to form a plurality of coils.
• Such coils are substantially oriented according to the circumferential direction (typically with an angle between 0° and 5°), such direction normally being termed "zero degree" with reference to its lying position with respect to the circumferential direction of the tyre.
• the layer 6a typically termed "zero degree" can comprise side-by-side windings of a single cord, or of a strip-like element of rubber-covered fabric comprising axially side-by-side put cords.
• the cords of the layer 6a are textile or metallic cords.
• such cords are metallic, made by means of steel wires with high carbon content, i.e. steel wires with a carbon content of at least 0.6 - 0.7%.
• Such metallic cords are high elongation (HE) cords.
• an adhesion layer 7 made of elastomeric material can be provided, interposed between the two aforesaid structures.
• the belt structure 6 can be constituted by at least two radially superimposed layers. The layers are arranged in a manner such that the cords of the first belt layer are oriented obliquely with respect to the circumferential direction of the tyre, while the cords of the second layer also have oblique orientation, but are substantially symmetrically crossed with respect to the cords of the first layer.
• a tread band 8 is circumferentially superimposed on the belt structure; on such tread band 8, following a moulding operation executed simultaneously with the curing of the tyre, longitudinal and/or transverse recesses are typically obtained, arranged to define a desired tread pattern.
• the tread band 8 is obtained by means of an elastomeric material obtained from a compound comprising silica substantially as single filler (i.e. except for a presence of other fillers that is less than 2%, preferably less than 1 % and still more preferably absent), preferably in a quantity from 70 phr to 130 phr.
• the tread band 8 comprises an annular central portion with transverse extension comprised between 20% and 65% of the transverse extension of the tread band, comprising a reinforcing filler with 70% silica and the annular lateral and shoulder portions comprising substantially 100% silica.
• the tread band comprises an elastomeric material comprising 100% silica as reinforcement filler for an annular central portion with extension up to 50% - 70% of the transverse extension of the band and an elastomeric material comprising at least 80% of carbon black for the shoulder portions.
• treads made of two radially superimposed portions with the radially more external portion (cap) and the radially more internal (base) comprising different silica quantities, e.g. with the "base” made of a compound mainly filled with carbon black or with a silica quantity equal to or greater than 50-60% are also provided.
• the tyre 10 can also comprise a pair of sidewalls laterally applied on opposite sides to said carcass structure 2.
• the tyre 10 has a section height H measured, on the equatorial plane, between the top of the tread band and the fitting diameter, identified by the reference line r, passing through the beads of the tyre.
• the tyre 10 also has a width of section C defined by the distance between the laterally opposite ends E of the tread itself, and a curvature defined by the particular value of the ratio between the distance f of the top of the tread from the line passing through the ends E of the tread itself, measured on the equatorial plane of the tyre, and the aforesaid width C.
• the ends E of the tread can be formed with an edge.
• the tyres of the invention have a curvature ratio f/C of at least about 0.30.
• the tyre for motor vehicles of the invention is intended to be mounted on the rear wheel having chord size substantially comprised between 160 and 210 mm.
• the distance (f) between the radially external point of the tread and the line passing through the laterally opposite ends of the tread itself of the rear tyre is substantially comprised between 50 and 80 mm.
• the transverse curvature ratio (f/C) is substantially greater than 0.33, still more preferably comprised between 0.35 and 0.50.
• the total/chord (H/C) height ratio is substantially comprised between 0.5 and 0.7.
• the tyre is intended to be mounted on the front wheel of a motor vehicle having chord size substantially comprised between 1 10 and 130 mm.
• the distance (f) between the radially external point of the tread and the line passing through the laterally opposite ends of the tread itself of the front tyre can be substantially comprised between 45 and 65 mm.
• the transverse curvature/chord (f/C) ratio can be substantially comprised between 0.35 and 0.60, still more preferably between 0.40 and 0.50.
• the (total height)/chord (H/C) ratio is substantially comprised between 0.6 and 0.9.
• the tyres of the invention allow improved performances when they have sidewalls of considerable height, for example with values of the height sidewall ratio (H-f)/H greater than 0.35, more preferably greater than 0.4 for the rear tyre and greater than 0.5 for the front tyre.
• the tyres of the invention have a ratio between the shoulder radius and the maximum width of the transverse section greater than 0.60.
• Shown in figure 2 is the trace of a tread profile Pr of a rear tyre and the interpolated profile Pi, on which the determination of the abovementioned shoulder radius can be based.
• the tyre is mounted on the reference ETRTO rim for the tyre measurement, it is inflated to nominal pressure (for example for the rear tyre, 2.9 bar), and the external profile of the tread is reported, ignoring the recesses, in 1 : 1 scale on paper in a manner such that it can be measured.
• the obtained profile Pr is divided into two symmetrical halves (half- profiles) with respect to an x-x axis (which represents the line of the equatorial plane) and one proceeds to interpolate with a sequence of arcs, typically from 1 to 3 arcs R1 , R2, Rs.
• the number of arcs and the optimal sequence are those that allow minimising the deviation with respect to the actual profile, obtaining the interpolated profile Pi.
• Exemplified in figure 2 is an interpolation that provides three arcs connected at points E1 , E2 of the interpolated profile Pi.
• the shoulder radius is obtained as the radius of the arc Rs or average of the radii of the axially more external arcs Rs, R2 (arc determined on the half-profile subtended by an angle of 30° starting from the axial end of the half-profile), each being radii.
• a first compound C1 was prepared by using 100% carbon black as reinforcement filler.
• a second compound was prepared by using about 90% silica as main reinforcement filler.
• Cis-polybutadiene-BR Europrene Neocis® BR60 (Enichem elastomeri Italia) polybutadiene rubber
• Carbon black Carbon black N234 (ASTM grade)
• Silane Si69 -Degussa Silane
• Methylstyrene resin Methylstyrene resin (kristalex® F85 -Eastman Chemical Company)
• Zinc oxide industrial grade ZnO (Rhein Chemie)
• Stearic acid (Undesa) 6PPD: 1 ,3 dimethylbutyl-N-phenylparaphenylenediamine (Santoflex® 6PPD Eastman Chemical Company)
• Wax Microcrystalline wax (Repsol)
• the compounds were used for obtaining the elastomeric material of the tread band of super sport tyres.
• the first two groups of tyres (T1 and T2) respectively for rear wheels of super sport motor vehicles were therefore produced using, for the obtainment of the tread, respectively the abovementioned compounds C1 and C2 in tyres having the following structure:
• a third group of tyres (T3) was obtained by using, for the tread, the compound C2 and the following tyre structure:
• tyres T1 and tyres T2 were compared.
• the inflation pressure was 2.9 bar, the temperature of the asphalt of the track 48°C and the air temperature 29°C.
• the test was executed with a Suzuki GSX 1250F.
• T. track 48°C Reference tyre Modified tyre
• the Applicant has conducted another series of tests comparing rear tyres T1 with rear tyres T3.
• the tyre T3 according to the invention has shown an improved behaviour with respect to the already optimal comparison tyre T1 , both with regard to the driveability and the stability in high temperature conditions, which shows that such tyre, typically adapted due to its high silica content for performances in cold climates and in driving on wet surfaces, also resulted particularly suitable for performances on dry surfaces and at high operation temperatures.

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• 2014
  • 2014-12-11 US US15/107,006 patent/US10576784B2/en active Active
  • 2014-12-11 CN CN201480073980.6A patent/CN106414107B/zh active Active
  • 2014-12-11 JP JP2016539316A patent/JP6608363B2/ja active Active
  • 2014-12-11 BR BR112016013730-2A patent/BR112016013730B1/pt active IP Right Grant
  • 2014-12-11 WO PCT/IB2014/066791 patent/WO2015097582A1/en not_active Ceased
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