Abstract: Provided is a pneumatic tire for which rolling resistance at high speed running is sufficiently reduced and durability is sufficiently improved. The pneumatic tire has a side portion, a thickness S (mm) of a rubber layer radially outside a carcass on the side portion at the maximum tire width position is 3 mm or less, the loss tangent of the rubber layer measured under the conditions of 70° C., a frequency of 10 Hz, an initial distortion of 5%, and a dynamic distortion rate of 1% is 0.15 or less, and when the cross-sectional width of the tire is Wt (mm) and the outer diameter is Dt (mm) when installed on a regular rim and the internal pressure is 250 kPa, the volume of the space occupied by the tire is the virtual volume V (mm3), the following (formula 1) and (formula 2) are satisfied. 1700?(Dt2×?/4)/Wt?2827.4??(formula 1) [(V+1.5×107)/Wt]?2.

Abstract: A head includes a face portion, a crown portion, a sole portion, and a hosel portion. The crown portion includes a protruding portion on a crown outer surface. The protruding portion does not form any part of an outer contour line of the head in a front view of the head as viewed from a face side. The protruding portion forms an outer contour line of the head in a heel projection figure in which the head that is placed on a ground plane such that a shaft axis line is perpendicular to the ground plane and a face angle is 0° is viewed from a heel side along the ground plane. In this head, aerodynamic drag and lifting force at a position at which the shaft axis line becomes parallel to the ground plane during downswing can be increased. In this head, air resistance at impact can be suppressed.

Abstract: Provided is a pneumatic tire that has reduced rolling resistance during high-speed running as well as excellent durability performance. This pneumatic tire comprises a sidewall and a clinch section in each of a pair of side sections. When the loss tangent of the sidewall is tan ?sw and the loss tangent of the clinch section is tan ?c when measured under the conditions of 70° C., a frequency of 10 Hz, an initial strain of 5%, and a dynamic strain rate of 1%, then (tan ?sw+tan ?c)?0.3 and |tan ?sw?tan ?c|?0.07. When the cross-sectional width of the tire is Wt (mm) and the external diameter is Dt (mm) when the pneumatic tire is installed on a standardized rim and internal pressure is set to 250 kPa, and if the volume of space occupied by the tire is a virtual volume V (mm3), then (formula 1) and (formula 2) are satisfied. 1700?(Dt2×?/4)/Wt?2827.4??(formula 1) [(V+1.5×107)/Wt]?2.88×105??(formula 2).

Abstract: A tire 2 includes a pair of chafers 8 and a tag member 26. The chafer 8 comes into contact with a rim R. The tag member 26 includes an RFID tag 60. A state where a load equal to 50% of a normal load is applied to the tire 2 in the normal state and the tire 2 is brought into contact with a flat surface FS is a standard ground-contact state. In the standard ground-contact state, the RFID tag 60 is located between an axially outer end PRa of the rim R and a maximum width position PWs of the tire 2 in an axial direction, and is located between a radially outer end PRr of the rim R and the maximum width position PWs of the tire 2 in a radial direction.

Abstract: A pneumatic tire (1) includes: a tread portion (2) including a land portion (24) divided by a plurality of main grooves (22) formed on a tread surface (21); an inner liner (7) constituting a tire inner surface (7A) on an inner side of the tread portion (2); and a mount member (10) which is provided on the tire inner surface (7A), and to which electric equipment can be attached. In the pneumatic tire (1), Complex elastic modulus E*1 of a rubber composition constituting the mount member (10) is larger than complex elastic modulus E*2 of a rubber composition constituting the inner liner (7).

Abstract: A golf club includes a club shaft having a first end, a second end, and an inner peripheral surface defining an inner space of the club shaft, and a weight piece installed on a first end side of the club shaft. The weight piece includes an insertion portion located in the inner space, and an engagement portion located outside the club shaft to engage the first end. The insertion portion includes a first portion and a second portion. The first portion has an outer diameter smaller than the first inner diameter. The second portion includes a large diameter portion having an outer diameter larger than the first inner diameter in a state before being placed in the club shaft, and at least one rigidity-lowered portion that elastically deforms the second portion so that the outer diameter of the large diameter portion becomes smaller when receiving an external force.

Abstract: A tire abnormality determination system can include: a related information acquisition portion that acquires deterioration-related information that may exert influence on deterioration of a non-pneumatic tire mounted on a vehicle; a first determination processing portion that determines, based on the deterioration-related information, at least one of presence or absence of a sign of an abnormality in the non-pneumatic tire and presence or absence of the abnormality in the non-pneumatic tire; and an output processing portion that outputs a first determination result of the first determination processing portion to a predetermined output destination.

Abstract: A pneumatic tire comprises a bead portion including a reinforcing rubber portion disposed adjacently to an axially outer side of a carcass ply. The reinforcing rubber portion includes an inner rubber layer and an outer rubber layer. The radially outer end of the outer rubber layer is positioned radially outside the radially outer end of the inner rubber layer.

Abstract: A state of a head placed such that its shaft axis is vertical to a horizontal plane and a face normal line is parallel to a perpendicular plane on which the shaft axis lies is defined as a 0-degree state. A direction parallel to the perpendicular plane and parallel to the horizontal plane is defined as a projection direction. A projected area of the head projected in the projection direction when the head is rotated by ?° about the shaft axis toward a back side from the 0-degree state is denoted by WA?. WA? is divided by the shaft axis into an area Af? and an area Ab?. Airflow causes a force acting on the area Af? in a face-closing direction and a force acting on the area Ab? in a face-opening direction. (Af90?Ab90) is ?4500 (mm2) or less. (Af15?Ab15) is 4700 (mm2) or less.

Abstract: An estimation apparatus includes a rotation speed acquisition unit, a driving force acquisition unit, a slip ratio calculation unit, a slope calculation unit, and an estimation unit. The rotation speed acquisition unit sequentially acquires rotation speeds of the tires. The driving force acquisition unit sequentially acquires a driving force of the vehicle. The slip ratio calculation unit calculates a slip ratio based on the sequentially-acquired rotation speeds of the tires. The slope calculation unit calculates the slope of the slip ratio with respect to the driving force based on a large number of data sets of the slip ratio and the driving force, as a regression coefficient representing a linear relationship between the slip ratio and the driving force. The estimation unit estimates the wear state of the tires based on the slope.

Abstract: A tire includes a tread portion having a first land region provided with first axial grooves and a second land region provided with second axial grooves. The first axial grooves are arranged at intervals in a first arrangement over the entire tire circumference. In the first arrangement, in a pair of adjacent first axial grooves, a first end of one first axial groove is located at the same position in the tire circumferential direction as the second end of the other first axial groove. The second axial grooves are arranged at intervals in a second arrangement. The number of types of a second pitch of the second axial grooves in the second arrangement is greater than the number of types of a first pitch of the first axial grooves in the first arrangement.

Abstract: A motorcycle tire includes a tread portion, sidewall portions, bead portions each with a bead core therein, a carcass, and a tread reinforcing layer arranged radially outwardly of the carcass and includes a belt layer and a band layer. The belt layer includes an inner belt ply and an outer belt ply. The band layer includes a band ply arranged between the inner and outer belt plies. The inner belt ply includes belt cords oriented at an angle greater than 5 degrees to the tire circumferential direction and a first development width. The outer belt ply includes belt cords oriented at an angle greater than 5 degrees to the tire circumferential direction and a second development width. The band ply includes band cords oriented at an angle not more than 5 degrees to the tire circumferential direction. The second development width is greater than the first development width.

Abstract: A pneumatic tire of the present invention includes a tire inner cavity 1B and a porous sound damper 10. The sound damper 10 is an annular body extending in a tire circumferential direction and is not adhered to a surface of the tire inner cavity 1B. An average thickness T (mm) of the sound damper 10 and an inner cavity surface radius R (mm) satisfy the following formula (1). An average circumferential length L (mm) in a circumferential direction of the sound damper 10 in a state where the sound damper 10 is removed from the pneumatic tire, and an inner cavity surface circumferential length C (mm), satisfy the following formulas (2) and (3). 0.04 ? T / R ? 0 .18 ( 1 ) 1.02 - 1.1 × T / R ? L / C ? 0 . 9 ? 5 + 1.4 × T / R ( 2 ) L / C ? 1 .

Abstract: A pneumatic tire can include a carcass, a belt layer, and reinforcing rubber layers. Turned-up portions of a carcass ply each include a first portion located between a body portion and the belt layer, a second portion adjacent to each reinforcing rubber layer in a tire axial direction, on an outer side in a tire radial direction with respect to a rim flange of a standardized rim, and a third portion located between the first portion and the second portion. A length of the third portion is 0.8 to 1.4 times a sum (La+Lb) of a length La of the first portion and a length Lb of the second portion.