The technology is unique and in many cases adapted to the tire type – cross (bias) ply, bias belted, and radial. Numerous special solutions are offered to meet customer requirements and expectations (markings, testing, special materials, etc.). Their machinery and equipment – developed in-house or in cooperation with external specialists – are continuously upgraded and kept in good shape to provide safety in the manufacture of premium quality tires.
In the field of reinforcing materials and compounds, they cooperate with the renowned manufacturers of basic raw materials such as elastomers, fillers and special additives. The development of new compounds is aimed towards achieving the best performance indicators possible with emphasis on tire grip – a critical factor for a safe and pleasant motorcycle ride.
Mitas pay special attention to providing a safe and healthy working environment, which is why we avoid using hazardous chemicals in the manufacturing processes.
Immediate Grip Technology
With this technology, maximum tire grip is ensured already from the first kilometer on. Tires manufactured according to this technology do not need any surface treatments/paints, either before or after the curing process.
OGT3D – 3-D Optimum Groove Technology
3-D Optimum Groove Technology (OGT 3D) is featured by optimum tread groove direction, optimum groove depth and less overheating of tread compounds.
SCT – Strong Carcass Technology
Strong Carcass Technology (SCT) maintains the carcass rigidity at a high level even as the tire wears, thereby prolonging the optimum driving performance throughout the tire’s service life.
FEA – Final Element Analysis
Using the finite elements analysis (FEA) and a special computer-assisted simulation, optimum tire construction was designed to achieve the highest level of grip, but at the same time rigid enough to achieve driving stability. FEA ensures optimal tread, construction and material definitions.
OSCT – Optimum Steel Cord Technology
The OSC technology allows defining the optimum construction of the reinforcing 0° steel cord as well as the optimum arrangement of steel cord breakers within a tire carcass. The end result is an ideally balanced tire, which ensures optimal contact patch between the tire and the road surface in all driving conditions, especially at greater lean angles and higher speeds. The OSC technology enables a precise determination of comfort and rigid zone position within a carcass. With a suitable zone position, either sports or touring characteristics of a tire, or a combination of both, can be emphasized.
With regard to the carcass type, tires can be divided in the following categories:
Diagonal tires have the longest tradition and are most spread in the market. The carcass of a diagonal tire is composed of two or more textile cord layers (rayon, nylon, polyester), which are crossed at certain angles. Diagonal tires are the right choice for smaller motorcycles with a lower cubic capacity, scooters and older motorcycles whose chassis is adapted to diagonal tires.
Bias belted tires are actually diagonal tires with a reinforced diagonal belt under the tread surface. These tires are designated with the B letter (diagonal belted tires), e.g. 130/90B15. These tires are ideal for higher cubic capacity motorcycles whose chassis is not adapted to radial tires and demand for stronger tires.
Radial tires have a carcass with a cord layer placed at a 90°angle in driving direction. To stabilize the tire tread surface, the reinforcement cord belts are placed over the carcass. Radial tires are the right choice for motorcycles with higher cubic capacity since they have to transmit strong forces onto the road, which develop at accelerating, braking and cornering. Radial tires have many benefits, the most important one being the ability to reach high speeds. Due to a centrifugal force, the temperature in the tire increases, which can damage the tire, aggravate the road grip and increase tread wear. The radial construction eliminated almost all disadvantages of diagonal tires. The behavior of a tire in limiting conditions is better predictable.
Steel cord-reinforced radial tires have additional steel cord placed under the tread surface. The final result is a more rigid carcass which delivers optimum riding performance as the tire wears and also through its entire lifetime.
Ever since the construction of the first motorcycle, a hundred years ago, special tires for motorcycles have been designed. The development of tires has been remarkable through the decades. We have several types of tires available, which differ according to their basic construction as well as their appearance. The appearance and the construction depend on the motorcycle type. Irrespective of the fact whether it is about scooter, enduro or road tires, they all have the following parts in common:
Tire tread – the upper tire part, which contacts the road surface. Tire tread pattern and rubber compound ensure a grip on the road or off-road as well as water drainage from the tire. The grip depends on the rubber compound. As a rule, the tire made from a softer compound has a better grip and a shorter service life, whereas the tire made from a harder compound has a worse grip and a longer service life.
Sidewall – it includes all the important data: speed symbol, load index, name of the tire, manufacturer, country of origin, the ECE homologation number and others. During the ride, the sidewall transmits lateral forces, throttles oscillations and prevents tire deformations.
Carcass (armature) – is the carrying part of the tire, it ensures its shape regardless the forces developing during the ride. It can be made of two or more cord layers. Cord can be made of rayon, nylon, polyester or Kevlar, individual parts of the carcass can be steel-reinforced.
Tire bead – provides a close connection with the rim and prevents the tire on the rim to move. It is made from a wire bead and layers of rubberized cord wrapped around the wire bead. In this way, the tire wins a required rigidity in the bead area, controls accelerating and braking forces and transmits them onto the suspension. In the case of tubeless tires, the tire bead prevents a loss in inflation pressure.
M/C – tires for motorcycles for mounting on the rims of motorcycles whose tire bead seat diameter differs from the rims having the same designation but are used for passenger or commercial /delivery vehicles.
MOPED – tires constructed for motorcycles which achieve the speed of 50 km/h or less.
MST- tires for special purpose motorcycles with a wider tire tread than comparable dimensions with the same designation.
NHS – tires for motorcycles designed for the off-road rides. Their use on public road surfaces is not allowed.
M+S – tires designed for the use in mud and snow (winter tires).
PR – designates various versions (load index/inflation pressure) of tires having the same dimension designation.
REINF – motorcycle tires for load and inflation pressures exceeding the standard values.
TUBELESS – tires which are specially designed for tubeless mounting on suitable rims.
TUBETYPE – tires specially designed for mounting with a tube.
Sidewall markings on the tire provide all the information you need about your tire.
Here are the explanations which will help you understand each marking on the sidewall.
The speed index marks the highest allowable speed of a tire with loads specified in the load index. Speeds apply to tires in good condition, properly inflated, with permissible specific load and mounted on suitable rims. The speeds listed in the table are the highest permissible speeds and should not be considered as the ordinary speeds.
The load index is the numerical code, which stands for the highest tire load allowed (except for loads at speeds over 210 km/h) at speeds marked with the speed index. When worn-out tires are replaced, make sure that the new tires are of the exactly the same or higher speed index and of load index as specified by the motorcycle manufacturer.
Tires are the only part of a motorcycle, which are in contact with the road. Safety in acceleration, braking, steering and cornering thus depend on relative small contact area between the tire and road. This is a reason that tires should be maintained in good condition through all lifetime. Tires may only be replaced by the authorized personnel. Changes in tire size, type and construction should not be made without advice of a motorcycle or tire manufacturer, while wrong tire fitted can have a very strong negative effect on motorcycle handling, safety and wear. Always read the motorcycle manufacturers’ handbook. New tires have very smooth surface. It is recommended to drive especially carefully for about 100 km to make tire work properly. Drive reasonably. Excessive acceleration, braking and cornering shortens tire life considerably.
Assure a sufficient distance between the individual motorcycle parts (mudguards, forks, transmission chain) and the tire mounted on the rim.
During rides at higher speeds the outer dimensions of a tire enlarge as a result of a centrifugal force. The increase can be even larger with a diagonal tire; therefore, do not change the nominal tire dimensions.
Due to a danger of a contact between the tire and the motorcycle parts, and developing uneven wear and tear, make sure that the wheel base is correctly adjusted after transmission chain becomes worn-out.
Suitable flaps have to be used with spoke wheels. Regularly maintain flaps since the protruding spoke head can damage and puncture the tube.
Correctly balance the tire on the rim and regularly examine it. In Slovenia, the legally specified tread depth amounts to 1 mm (in Germany to 1.6 mm) over at least ¾ tire tread width, however , we recommend to replace the tire earlier, since worn-out tires are more likely to get damaged, and have poorer road grip, particularly on wet surfaces. Damaged tires can be very dangerous and should be immediately replaced.
Immediately eliminate rocks and nails pushed into the tire tread, since they can puncture the carcass, cause a failure and, consequently, an accident. The main benefit of a tubeless tire is that despite being punctured with a nail, an abrupt pressure drop is not possible. Yet, if a driver is not aware of a tire failure and continues the ride, the damage can spread and become hazardous.
If the pressure drops, the tire has to be removed from the rim and inspected, the reason for a pressure drop is to be established prior to any repair.
We strongly advise against any repairs of the tire shoulder and sidewall area.
Furthermore, we strongly advise against any repairs of the P speed category tires or higher.
It is not allowed to repeatedly use a damaged TL tire with a tube.
The tire can behave differently in contact with oil or fat, therefore clean it with a cloth soaked in benzene.
MITAS tires are manufactured with a minor mass imbalance. To achieve a perfect mass balance of the tire and rim construction an additional balancing procedure is required for driving at higher speeds.
Motorcycles may be used only with the rims specified by the vehicle manufacturer. The use of suitable rims is of importance for a stable ride and other driving characteristics. If the tire is mounted on a too narrow or a too wide rim, this can lead to a change in the tire tread shape, which negatively impacts the driving characteristics in general.
Different factors can cause an abnormal tire wear and tear:
Insufficient pressure or overload can deform the surface and result in incorrect wear. It can come to a sudden defect in the carcass as a result of excessive bending and a sudden air release.
High speed, heavy accelerating and braking.
The temperature of driving surface (higher temperature results in higher wear).
A rough driving surface (the rougher the surface, the higher the wear and, consequently, the shorter the service life).
Mechanical irregularities such as deformed wheels, incorrect brake adjustment, poor-quality shock absorbers, a too large gap between the wheel bearings, etc.
Unbalanced rotation mass of the tire and rim construction.
Incorrect adjustment of the rear wheel when replacing or adjusting the transmission chain. Each rotation of an incorrectly adjusted rear wheel causes additional and uneven wear of the tire tread surface and has a negative impact on driving characteristics of a vehicle, which can lead to a loss of stability during the ride.
General storing conditions have to be considered at storing colored tires. Furthermore, it should be considered that a colored sidewall is extremely sensitive to dirt and direct exposure to sun light, which is why, tires should be wrapped-up in foil and stored in a dark space.