Abstract: A directional pneumatic tire having improved wet traction has an annular aqua channel and curved lateral grooves which direct water from the footprint to the shoulder area of the tire to help prevent hydroplaning. The pitch boundaries between the portions of the tire on either side of the aqua channel may be skewed. The curved lateral grooves and the skewing reduce noise properties of the tire. In addition, the lugs may have rounded or radiused leading and trailing edges, and a leading groove wall angle of about 5.degree. and a trailing groove wall angle of about 1.degree., which are believed to reduce noise and irregular wear. The lugs contain slots which change direction within the lug and tie bars in the slots at each point where the slots change direction. The tread has non-skid depth of 0.75 to 1 cm (0.030 to 0.40 inch) and a ratio of non-skid to tie bar depth of 0.42.

Abstract: A directional pneumatic tire having improved wet traction has an annular aqua channel and curved lateral grooves which direct water from the footprint to the shoulder area of the tire to help prevent hydroplaning. The pitch boundaries between the portions of the tire on either side of the aqua channel may be skewed. The curved lateral grooves and the skewing reduce noise properties of the tire. In addition, the lugs may have rounded or radiused leading and trailing edges, and a leading groove wall angle of about 5.degree. and a trailing groove wall angle of about 1.degree., which are believed to reduce noise and irregular wear. The lugs contain slots which change direction within the lug and tie bars in the slots at each point where the slots change direction. The tread has non-skid depth of 0.75 to 1 cm (0.030 to 0.40 inch) and a ratio of non-skid to tie bar depth of 0.42.

Abstract: A directional pneumatic tire having improved wet traction is provided. The tread is divided into two annular portions, each annular portion comprising a plurality of block elements separated by lateral grooves. The block elements extend continuously from a shoulder area of the tire to a mid portion of the tread. The block elements have substantially circumferentially aligned notches in leading and trailing groove walls, wherein each notch is defined laterally by a narrow bridge of rubber. The tread has curved lateral grooves to direct water from the footprint to the shoulder area of the tire to help prevent hydroplaning. The pitch boundaries between annular portions of block elements may be skewed. The curved lateral grooves and the skewing reduce noise properties of the tire.

Abstract: A directional pneumatic tire having improved wet traction has two annular aqua channels and curved lateral grooves which direct water from the footprint to the shoulder area of the tire to help prevent hydroplaning. The pitch boundaries between the portions of the tire on either side of the aqua channels may be skewed. The curved lateral grooves and the skewing reduce noise properties of the tire. In addition, the lugs may have rounded or radiused leading and trailing edges, and a leading groove wall angle of about 5.degree. and a trailing groove wall angle of about 1.degree., which are believed to reduce noise and irregular wear. The lugs contain slots which change direction within the lug and tie bars in the slots at each point where the slots change direction. The tread has non-skid depth of 0.75 to 1 cm (0.030 to 0.40 inch) and a ratio of non-skid to tie bar depth of 0.42.

Abstract: A pneumatic tire (10) has a tread portion (17) with a series of curved grooves (29,30) extending from each lateral edge (TE.sub.1, TE.sub.2) of the tread, and a number of circumferentially extending grooves (18, 19, 20, 21). The tread portion (17) has a specific lateral cross-sectional profile with multiple radii (R.sub.1, R.sub.2, R.sub.

Abstract: A directional pneumatic tire having improved wet traction is provided. The tire has an annular aqua channel and curved lateral grooves to direct water from the footprint to the shoulder area of the tire to help prevent hydroplaning. It has been found that the tire has a unique footprint which appears to characterize its stability. The footprint comprises two substantially trapezoidal contact patches which are oriented base to base and are separated from each other by 10% to 22% of the total tread width.