DESCRIPTION PNEUMATIC TYRE Technical Field [0001] The present invention relates to a pneumatic tyre, relating to a pneumatic tyre in which a tread is provided with plural land portions. Background Art [0002] There are technologies disclosed for reducing noise during road running by using corner portions of blocks with a taper shaped in side view, so as to reduce noise by dispersing pressure when biting in (see for example Patent Document 1 to Patent Document 3). Patent Document 1: Japanese Patent Application Laid-Open (JP-A) No. 2003-54223 Patent Document 2: JP-ANo. 11-263104 Patent Document 3: JP-ANo. 2000-85318 DISCLOSURE OF INVENTION Technical Problem [0003] However, when the corner portions of blocks are configured in a taper shape, there is concern that it might lead to a decrease in block rigidity that reduces steering stability. Increasing the surface area of land portions in an attempt to raise the block rigidity leads to a drop in water discharge ability. [0004] The present invention addresses the above issues, and an advantage of the present invention is to provide a pneumatic tyre capable of combining high dimensions of noise reduction, suppression of chunking and cracks in land portions, and water discharge ability. Solution to Problem [0005] The present invention is arrived at in consideration of the above circumstances, and a pneumatic tyre according to a first aspect of the present invention includes a center land region partitioned by circumferential direction grooves disposed in a tread at both sides of a tyre equatorial plane, and plural wave shaped grooves that are formed at the center land region at intervals from each other in the tyre circumferential direction, that connect the circumferential direction groove on one side of the tyre equatorial plane to the circumferential direction groove on the other side of the tyre equatorial plane, and that extend along a direction inclined with respect to the tyre equatorial plane and have an amplitude, wherein: provided in the center land region are plural diagonal-direction-extending land portions that are multi-partitioned in the tyre circumferential direction, with varying tyre width direction dimensions alternating large and small on progression towards the two wave shaped groove extension direction sides of the diagonal-direction-extending land portions, by disposing the 6094911_1 (GHMatters) P93192.AU TERUNI 1 plural wave shaped grooves in the center land region such that a hill portion configuring a bulge on one tyre width direction side of one wave shaped groove out of tyre-circumferential-direction-mutually-adjacent wave shaped grooves and a hill portion configuring a bulge on the other tyre width direction side of the other wave shaped groove out of the tyre-circumferential-direction-mutually-adjacent wave shaped grooves face each other; a first connecting groove is formed in each of side small land portions that are disposed in the diagonal-direction-extending land portions adjacent to the circumferential direction grooves and interposed between the circumferential direction grooves and the wave shaped grooves, wherein each of the first connecting grooves connects together the circumferential direction groove and the wave shaped groove in the tyre width direction and includes, at an intermediate portion of the first connecting groove, a first inflected portion inflected towards a first direction and a second inflected portion inflected towards a direction different from the first direction; a raised bottom portion that is formed at the groove bottom of the first connecting groove and that is connected to at least one angled portion out of a first angled portion formed at the side small land portion by the first inflected portion or a second angled portion formed at the side small land portion by the second inflected portion; a first bevelled portion is formed at the first angled portion; and a second bevelled portion is formed at the second angled portion. plurality of diagonal-direction-extending land portions Explanation follows regarding operation of the pneumatic tyre according to the first aspect. (1) Plural of the wave shaped grooves that extend along a direction inclined with respect to the tyre equatorial plane and have an amplitude, are formed at the center land region at intervals from each other around the tyre circumferential direction so as to connect the circumferential direction grooves. Water between the center land region and the road surface can accordingly be efficiently discharged through the wave shaped grooves towards the circumferential direction grooves on both sides, and high water discharge ability can be secured in the center land region. (2) Since there are no edges extending in the tyre width direction in the diagonal-direction-extending land portions partitioned by the wave shaped grooves, the edges of the diagonal-direction-extending land portion contact the road surface gradually during running, and noise (in particular impact sound) can be suppressed from occurring. (3) In the center land region, there are alternately disposed narrow width portions of the diagonal-direction-extending land portions and wide width portions of the diagonal-direction-extending land portions such that a wide width portion of one of mutually adjacent diagonal-direction-extending land portions is disposed at a narrow width portion of another of the mutually adjacent diagonal-direction-extending land portions. The rigidity of 6094911_1 (GHMatters) P93192.AU TERUNI 2 the center land region can accordingly be made substantially uniform overall. (4) The first connecting grooves are formed in each of the side small land portions that are disposed in the diagonal-direction-extending land portions adjacent to the circumferential direction grooves and interposed between the circumferential direction grooves and the wave shaped grooves, so as to connect the circumferential direction grooves and the wave shaped grooves together in the tyre width direction. Water between the side small land portions and the road surface is accordingly discharged through the first connecting grooves to the circumferential direction grooves and the wave shaped grooves. [0007] Intermediate portions of the first connecting grooves are each equipped with the first inflected portion that is inflected towards the first direction and the second inflected portion that is inflected towards the direction different from the first direction. The tyre width direction edge component and the tyre circumferential direction edge component is accordingly increased in comparison to simple straight line shaped grooves, enabling longer edges to be adopted that exhibit advantageous effects such as on bad roads. (5) The raised bottom portion is formed at the groove bottom of the first connecting groove and is connected to at least one out of the first angled portion formed at the side small land portion by the first inflected portion and/or the second angled portion formed at the side small land portion by the second inflected portion. The raised bottom portion accordingly reinforces at least one out of the first angled portion and/or the second angled portion, thereby enabling the rigidity of at least one out of the first angled portion and/or the second angled portion to be enhanced. A high reinforcement effect can be obtained from the raised bottom portion when the first angled portion and the second angled portion are each acute angled shapes. [0008] In the side small land portion, the first bevelled portion is formed at the first angled portion and the second bevelled portion is formed at the second angled portion, reducing the ground contact pressure of the angled portions. Chunking of the angled portions due to for example stones on the road surface can accordingly be suppressed. Moreover, the tyre width direction displacement amount of acute angled portions arising for example from stones on the road surface is reduced by reducing the ground contact pressure of the angled portions, thereby enabling cracks that are liable to occur from the groove bottom portions at the periphery of the angled portions to be suppressed. [0009] Note that since only localized bevels are imparted to the angled portions at portions that are vulnerable to chunking and crack formation, whilst preserving the raised bottom, any reduction in rigidity of the side small land portion overall is extremely small, so a drop in steering stability that would be a concern does not occur. [0010] A second aspect of the present invention is the pneumatic tyre according to the first 6094911_1 (GHMatters) P93192.AU TERUNI 3 aspect wherein: center small land portions are formed on the tyre equatorial plane in the diagonal-direction-extending land portions so as to be separated from the side small land portions across second connecting grooves due to forming the second connecting grooves so as to connect together the hill portion configuring the bulge on the one tyre width direction side of the one wave shaped groove out of the tyre-circumferential direction-mutually-adjacent wave shaped grooves and the hill portion configuring the bulge on the other tyre width direction side of the other wave shaped groove out of the tyre circumferential-direction-mutually-adjacent wave shaped grooves; and stepped sloping portions are formed at end portions of the center small land portions on the second connecting groove side, and to end portions of the side small land portions on the second connecting groove side, such that when viewed in cross-section taken at a right-angle to the tyre tread face and orthogonal to the second connecting groove, plural concave curved face portions are connected from the tread face towards the groove bottom, and the stepped sloping portions slope down from the tread face towards the groove bottom. [0011] Explanation follows regarding operation of the pneumatic tyre according to the second aspect. [0012] Due to respectively configuring the stepped sloping portions at the end portions of the center small land portions on the second connecting groove side and at the end portions of the side small land portions on the second connecting groove side, the surface area in contact with dirt or snow, for example, that has entered the grooves when running over a bad road is increased compared to a sloping portion with a simple flat plane profile. The tyre therefore does not slip readily, enabling performance to be enhanced when running over a bad road. [0013] The invention according to a third aspect of the present invention is the pneumatic tyre according to the second aspect wherein, when P is an intersection point of a normal line extended from a groove bottom side end portion of the stepped sloping portion towards the tyre radial direction outside and an extension line extended along the land portion tread face from the land portion tread face towards the groove side, a separation distance L from a land portion tread face side end portion of the stepped sloping portion to the intersection point P is set smaller than a separation distance D from the groove bottom side end portion of the stepped sloping portion to the intersection point P. [0014] Explanation follows regarding operation of the pneumatic tyre according to the third aspect. [0015] The stepped sloping portions at the end portions of the center small land portions and the end portions of the side small land portions are formed in a direction that reduces the surface area (ground contact surface area) of the tread face of the center small land portions 6094911_1 (GHMatters) P93192.AU TERUNI 4 and the surface area (ground contact surface area) of the side small land portions. However, by setting the separation distance L from the land portion tread face side end portion of the stepped sloping portions to the intersection point P smaller than the separation distance D from the groove bottom side end portion of the stepped sloping portion to the intersection point P, the reduction in surface area (ground contact surface area) of the tread faces of the center small land portions and the side small land portions is suppressed, enabling running performance on flat roads to be secured, whilst running performance on bad roads is still enhanced by the stepped sloping portions. [0016] A fourth aspect of the present invention is the pneumatic tyre according to any one of the first aspect to the third aspect wherein in the center land region, at least a tyre width direction edge component is increased at a displacement portion due to the presence of the displacement portion where a length direction intermediate portion of the wave shaped groove is displaced in the tyre width direction. [0017] Explanation follows regarding operation of the pneumatic tyre according to the fourth aspect. [0018] By providing the displacement portion where length direction intermediate portions of the wave shaped grooves are displaced in the tyre width direction, at least the tyre width direction edge component of the center land region is increased. Running performance on bad roads can accordingly be further enhanced. Advantageous Effects of Invention [0019] As explained above, due to configuring the pneumatic tyre according to the first aspect as described above, the excellent advantageous effects are exhibited of combining high dimensions of noise reduction, suppression of chunking and cracks in land portions, and water discharge ability. [0020] The pneumatic tyre according to the second aspect is configured as described above and so exhibits the excellent advantageous effect of enabling running performance on bad roads to be enhanced. [0021] The pneumatic tyre according to the third aspect is configured as described above, and so exhibits the excellent advantageous effect of enabling running performance on flat roads to be secured whilst still enabling running performance on bad roads to be enhanced. [0021A] The invention according to another embodiment provides a pneumatic tyre, comprising a center land region partitioned by circumferential direction grooves disposed in a tread at both sides of a tyre equatorial plane, and a plurality of wave shaped grooves that are formed at the center land region at intervals from each other in the tyre circumferential direction, that connect the circumferential direction groove on one side of the tyre equatorial 6094911_1 (GHMatters) P93192.AU TERUNI 5 plane to the circumferential direction groove on the other side of the tyre equatorial plane, and that extend along a direction inclined with respect to the tyre equatorial plane and have an amplitude, wherein: provided in the center land region are a plurality of diagonal-direction-extending land portions that are multi-partitioned in the tyre circumferential direction with varying dimensions in the tyre width direction so as to define two wave shaped grooves across the diagonal-direction-extending land portions, wherein the wave shaped grooves of the center land regions have a bulge in one tyre width direction which in part defines the wave shape of each of the two grooves; the diagonal-direction-extending land portions having a first connecting groove that forms side small land portions that are disposed in the diagonal-direction-extending land portions adjacent to the circumferential direction grooves and interposed between the circumferential direction grooves and the wave shaped grooves, wherein each of the first connecting grooves connects together the circumferential direction groove and the wave shaped groove in the tyre width direction and includes, at an intermediate portion of the first connecting groove, a first inflected portion inflected towards a first direction and a second inflected portion inflected towards a direction different from the first direction; a raised bottom portion that is formed at the groove bottom of the first connecting groove and that is connected to at least one angled portion out of a first angled portion formed at the side small land portion by the first inflected portion or a second angled portion formed at the side small land portion by the second inflected portion; a first beveled portion is formed at the first angled portion; and a second beveled portion is formed at the second angled portion. [0022] The pneumatic tyre according to the fourth aspect is configured as described above and so exhibits the excellent advantageous effect of enabling running performance on bad roads to be further enhanced. BRIEF DESCRIPTION OF DRAWINGS [0023] Fig. 1 is a plan view of a tread of a pneumatic tyre according to a first exemplary embodiment of the present invention. Fig. 2 is an enlarged plan view of a tread. Fig. 3 is a partial cross-section taken along a sipe of a center small land portion. Fig. 4A is a plan view illustrating a brand new center small land portion formed with a sipe. Fig. 4B is a plan view illustrating a center small land portion after wear. Fig. 5A is a perspective view illustrating an end portion of a center small land portion. Fig. 5B is a side view illustrating an end portion of a center small land portion. Fig. 6 is a plan view illustrating a side small land portion. Fig. 7 is a perspective view illustrating the vicinity of a second lug groove of a side small land portion. 6094911_1 (GHMatters) P93192.AU TERUNI 6 Fig. 8 is a plan view illustrating a tread of a pneumatic tyre according to a second exemplary embodiment of the present invention. Fig. 9 is a side view as viewed along the tyre circumferential direction of a portion of a center small land portion and a side small land portion. Fig. 10 is a plan view of a side small land portion of a pneumatic tyre according to a second comparative example. Fig. 11 is a plan view of a tread of a pneumatic tyre according to a third comparative example. BEST MODE FOR CARRYING OUT THE INVENTION [0024] First Exemplary Embodiment Explanation follows regarding a pneumatic tyre 10 according to a first exemplary embodiment of the present invention with reference to the drawings. Note that the tyre size of the pneumatic tyre 10 of the present exemplary embodiment is PSR 275/70R16 114S. [0025] As shown in Fig. 1, a tread 12 of the pneumatic tyre 10 of the present exemplary embodiment is provided with a pair of circumferential direction grooves 14 extending in straight line shapes around the tyre circumferential direction (the arrow A direction and the opposite direction to the arrow A direction) on both sides of a tyre equatorial plane CL. The circumferential direction grooves 14 of the present exemplary embodiment have a width of 11mm (average value) and a groove depth of 11mm. Note that the groove width centers of the circumferential direction grooves 14 are positioned at 55% of a ground contact width TW from ground contact edges 12E of the tread 12 towards the tyre equatorial plane CL side. [0026] In the present exemplary embodiment, the tread 12 between one of the circumferential direction grooves 14 and the other circumferential direction groove 14 is hereafter referred to as a center land region 16, and the tyre width direction (arrow W direction) outsides of the circumferential direction grooves 14 are hereafter referred to as shoulder land regions 18. [0027] Note that in the drawings, TW indicates the ground contact width. Ground contact width here is as defined by the 2010 JATMA YEAR BOOK and refers to the maximum tyre width direction width of the portion in ground contact with the road surface with the pneumatic tyre 10 mounted to a standard rim, at a standard maximum load capability and corresponding air pressure (maximum air pressure) for an applicable size and ply rating. Where TRA standards or ETRTO standards are applicable at the location of use or the location of manufacture these respective standards are adhered to. Moreover, in the drawings, 12E indicates the ground contact edge of the tread 12. Center Land Region As shown in Fig. 1 and Fig. 2, plural wave shaped grooves 20 are formed at the center land region 16 around the tyre circumferential direction so as to connect the circumferential 6094911_1 (GHMatters) P93192.AU TERUNI 7 direction groove 14 on the left hand side in the drawings to the circumferential direction groove 14 on the right hand side in the drawings, extend in a direction inclined with respect to the tyre circumferential direction, and have an amplitude. The wave shaped grooves 20 of the present exemplary embodiment extend with an overall incline ascending towards the right, however configuration may be made such that the wave shaped grooves 20 extend with an overall incline ascending towards the left. [0028] The wave shaped grooves 20 of the present exemplary embodiment are configured by connecting together four mutually different substantially circular arc shaped curved line portions. From the left hand side in the drawings, the following portions are connected in sequence from left to right in the drawings: a first circular arc groove portion 20A with a center of curvature on the left hand side of the wave shaped groove 20 in the drawings, a second circular arc groove portion 20B with a center of curvature on the right hand side of the wave shaped groove 20 in the drawings, a third circular arc groove portion 20C with a center of curvature on the left hand side of the wave shaped groove 20 in the drawings, and a fourth circular arc groove portion 20D with a center of curvature on the right hand side of the wave shaped groove 20 in the drawings. [0029] The first circular arc groove portion 20A has a gradually decreasing angle with respect to the tyre circumferential direction on progression from the left hand side circumferential direction groove side in the drawings towards the tyre equatorial plane. The second circular arc groove portion 20B has a gradually increasing angle with respect to the tyre circumferential direction on progression from the first circular arc groove portion 20A side towards the tyre equatorial plane. Note that the wave shaped groove 20 lies substantially along the tyre circumferential direction at the vicinity of a connection portion between the first circular arc groove portion 20A and the second circular arc groove portion 20B. [0030] The third circular arc groove portion 20C has a gradually decreasing angle with respect to the tyre circumferential direction on progression from the tyre equatorial plane towards the right hand side circumferential direction groove side in the drawings. The fourth circular arc groove portion 20D has a gradually increasing angle with respect to the tyre circumferential direction on progression from the third circular arc groove portion 20C towards the right hand side circumferential direction groove side in the drawings. Note that the wave shaped groove 20 lies substantially along the tyre circumferential direction at the vicinity of a connection portion between the third circular arc groove portion 20C and the fourth circular arc groove portion 20D. [0031] In the present exemplary embodiment, the wave shaped grooves 20 are disposed at 6094911_1 (GHMatters) P93192.AU TERUNI 8 intervals from each other around the tyre circumferential direction. The first circular arc groove portion 20A of one wave shaped groove 20 faces the second circular arc groove portion 20B of another, adjacent, wave shaped groove 20, and the third circular arc groove portion 20C of the one wave shaped groove 20 faces the fourth circular arc groove portion 20D of the other, adjacent, wave shaped groove 20. [0032] Note that the "first circular arc groove portion 20A of one wave shaped groove 20" in the present exemplary embodiment corresponds to the "a hill portion configuring a bulge on other one tyre width direction side of one wave shaped groove out of tyre-circumferential direction-mutually-adjacent wave shaped grooves" of claim 1. The "second circular arc groove portion 20B of another, adjacent, wave shaped groove 20" of the present exemplary embodiment corresponds to the "a hill portion configuring a bulge on the other tyre width direction side of the other wave shaped groove out of the tyre-circumferential-direction-mutually-adjacent wave shaped grooves" of claim 1. Similarly, the "third circular arc groove portion 20C of the one wave shaped groove 20" corresponds to the "a hill portion configuring a bulge on other one tyre width direction side of one wave shaped groove out of tyre-circumferential-direction-mutually-adjacent wave shaped grooves" of claim 1, and the "fourth circular arc groove portion 20D of the other, adjacent, wave shaped groove 20" of the present exemplary embodiment corresponds to the "a hill portion configuring a bulge on the other tyre width direction side of the other wave shaped groove out of the tyre-circumferential-direction-mutually-adjacent wave shaped grooves" of claim 1. [0033] The separation interval between the mutually adjacent one wave shaped groove 20 and the other wave shaped groove 20 therefore alternates large and small on progression along the extension direction of the wave shaped grooves 20 (a direction inclined with respect to the tyre circumferential direction). Note that in the center land region 16, a diagonal-direction-extending land portion 22 extending in the same direction as the wave shaped grooves 20 is configured between the one wave shaped groove 20 and the other wave shaped groove 20 out of the mutually adjacent wave shaped grooves 20. The tyre width direction dimension of the diagonal-direction-extending land portions 22 alternates large and small on progression along the extension direction. [0034] A connecting groove 24 is formed at the diagonal-direction-extending land portion 22 of the center land region 16 so as to connect the first circular arc groove portion 20A of the one wave shaped groove 20 and the second circular arc groove portion 20B of the other adjacent wave shaped groove 20. A connecting groove 24 is also formed at the diagonal-direction-extending land portion 22 so as to connect the third circular arc groove portion 20C of the one wave shaped groove 20 and the fourth circular arc groove portion 20D 6094911_1 (GHMatters) P93192.AU TERUNI 9 of the other adjacent wave shaped groove 20. Note that the connecting grooves 24 extend substantially along the tyre circumferential direction. [0035] Forming the wave shaped grooves 20 and the connecting grooves 24 to the diagonal-direction-extending land portion 22 of the center land region 16 in this manner results in: the tyre equatorial plane CL of the tread 12 being provided with plural center small land portions 26 disposed in a row along the tyre equatorial plane CL and partitioned by two of the wave shaped grooves 20 and by two of the connecting grooves 24; and both tyre width direction sides of the center small land portion 26 being provided with plural side small land portions 28 that are disposed in rows along the tyre circumferential direction and partitioned by two of the wave shaped grooves 20, one of the connecting grooves 24, and one of the circumferential direction grooves 14. [0036] The tyre width direction (arrow W direction) dimensions of the center small land portions 26 gradually decrease in width towards both tyre circumferential direction sides. [0037] Center lug grooves 30 having a narrower groove width and a shallower groove depth than the wave shaped grooves 20 are formed at a tyre circumferential direction central portion of the center small land portions 26, the center lug grooves 30 ascending towards the right hand side so as to cross the center small land portions 26. Plural (six in the present exemplary embodiment) sipes 32 are formed around the tyre circumferential direction so as to cross the center small land portions 26 and be inclined in the opposite direction to the center lug grooves 30. The groove depth of the center lug grooves 30 is preferably in a range of 70% to 90% of the groove depth of other portions of the wave shaped grooves 20. [0038] Water discharge ability for water between the center small land portions 26 and the road surface during wet road surface running can be secured by forming the center lug grooves 30 shallower than the wave shaped grooves 20, whilst suppressing a reduction in rigidity of the side small land portions 28. [0039] Note that as described above, the above portions where the wave shaped grooves 20 lie substantially along the tyre circumferential direction (at the vicinity of the connection portions between the first circular arc groove portions 20A and the second circular arc groove portions 20B) are connected to the connecting grooves 24. The portions where the wave shaped grooves 20 lie substantially along the tyre circumferential direction and the connecting grooves 24 are connected together alternately around the tyre circumferential direction, thereby forming a continuous groove around the tyre circumferential direction to the center land region 16 to the left hand of the tyre equatorial plane CL side in the drawings, and thus contributing towards enhanced water discharge ability in the tyre circumferential direction. [0040] In the center land region 16 to the right hand side of the tyre equatorial plane CL in 6094911_1 (GHMatters) P93192.AU TERUNI 10 the drawings, portions where the wave shaped grooves 20 lie substantially along the tyre circumferential direction (at the vicinity of the connection portions between the third circular arc groove portions 20C and the fourth circular arc groove portions 20D) and the connecting grooves 24 are also connected together alternately around the tyre circumferential direction, forming a continuous groove around the tyre circumferential direction and thereby contributing towards enhanced water discharge ability in the tyre circumferential direction. [0041] Note that in the present exemplary embodiment, the groove width of the wave shaped grooves 20 is from 7mm to 15mm, and the groove depth of the wave shaped grooves 20 is 10mm. In order to improve the water discharge ability of the wave shaped grooves 20 to the circumferential direction grooves 14, the groove width gradually increases towards the circumferential direction grooves 14 at both length direction end sides of the wave shaped grooves 20. In order to secure land portion rigidity in the vicinity of the tyre equatorial plane CL of the tread 12, the groove width of the wave shaped grooves 20 is formed narrower in the vicinity the tyre equatorial plane CL. In the present exemplary embodiment, the connecting grooves 24 have a groove width of 12mm, and a groove depth of 10mm. The center lug grooves 30 have a groove width of 4.5mm, and a groove depth of 10mm. [0042] Raised bottom portions 34 that give a shallower groove bottom so as to connect together the center small land portions 26 are formed at the wave shaped grooves 20 on the tyre equatorial plane CL. The height dimensions of the raised bottom portions 34 are preferably in a range of 70% to 90% that of the groove depth dimensions of the wave shaped grooves 20. The height of the raised bottom portions 34 of the present exemplary embodiment is 80% of the groove depth of the wave shaped grooves 20 (8mm). Sipes As shown in Fig. 3 and Fig. 4A, the sipes 32 of the center small land portions 26 are configured including: a first sipe portion 32A; a second sipe portion 32B extending in the same direction as the first sipe portion 32A; and a connecting portion 32C that connects the first sipe portion 32A to the second sipe portion 32B and that intersects with the first sipe portion 32A and the second sipe portion 32B. The sipe wall faces of each of the first sipe portion 32A, second sipe portion 32B and connecting portion 32C are flat plane shapes, and the first sipe portion 32A and the second sipe portion 32B are tilted in opposite directions to each other so as to gradually move apart from each other from the tread face side towards the tyre radial direction inside (the groove bottom side). [0043] Accordingly, as wear of the center small land portions 26 advances, the first sipe portion 32A and the second sipe portion 32B on the land portion tread face move away from each other, and the connecting portion 32C becomes longer. Note that Fig. 4A illustrates a 6094911_1 (GHMatters) P93192.AU TERUNI 11 sipe 32 as it appears on the tread surface of the center small land portion 26 when it is brand new, and Fig. 4B illustrates a sipe 32 as it appears on the tread surface of the center small land portion 26 after it has been worn down. The tyre circumferential direction edge component of the sipe 32 accordingly increases since the connecting portion 32C at the tread surface becomes longer with wear of the center small land portion 26. [0044] Note that the sipe 32 has a groove width such that it closes when in ground contact, the groove width preferably in the region of 0.5mm to 1.0mm. In the present exemplary embodiment the groove width is 0.7mm. Stepped Sloping Portion As shown in Fig. 5A and Fig. 5B, stepped sloping portions 36 configured by plural (two in the present exemplary embodiment) adjoined concave curved faces 36A are formed from the tread face towards the groove bottom at tapered tyre circumferential direction end portions of the center small land portions 26 that face the connecting grooves 24. Note that Fig. 5B is a cross-section taken along a direction orthogonal to the land portion tread face and orthogonal to the extension direction of the connecting groove 24, and illustrates a tyre circumferential direction end portion of the center small land portion 26. [0045] As shown in Fig. 5B, in a comparison of a case in which a tyre circumferential direction end portion of the center small land portion 26 is configured with a flat plane shaped (a straight line in cross-section) sloping face 38, as shown by the double-dotted dashed line, and a case in which the stepped sloping portion 36 is configured with the plural adjoined concave shaped curved faces 36A, as shown by the solid lines, the surface area of the tyre circumferential direction end portion of the center small land portion 26 is greater when configured with the stepped sloping portion 36 than when configured with the flat plane shaped sloping face 38. [0046] As shown in Fig. 5B, configuration is preferably made in which D >L wherein: L is a separation distance from a tread face side end portion P3 of the stepped sloping portion 36 to an intersection point P2 at which a normal line FLI, extended from a groove bottom side end portion P1 of the connecting groove 24 of the stepped sloping portion 36 towards the tyre radial direction outside, intersects with an extension line FL2, extended along the center small land portion 26 tread face from the center small land portion 26 tread face towards the connecting groove 24 side; and D is the separation distance from the groove bottom side end portion P1 of the stepped sloping portion 36 to the intersection point P2. [0047] In the present exemplary embodiment, in order to satisfy D > L, each of the curved faces 36A in the present exemplary embodiment are configured as a shape in which a flat face is connected to a circular arc face with a center of curvature to the land portion outside (a substantially J-shape when viewed in cross-section: in each of the curved faces 36A the 6094911_1 (GHMatters) P93192.AU TERUNI 12 dimension along the tread face direction < the dimension along the tyre radial direction). However the shape of the curved faces 36A is not limited to the shape shown in Figs. 5 and configuration may be made with other curved line shapes. The stepped sloping portions 36 of the present exemplary embodiment have two of the curved faces 36A, however the stepped sloping portions 36 may have three or more of the curved faces 36A. Side Small Land Portion As shown in Fig. 2 and Fig. 6, second lug grooves 40 (the first connecting groove of the present invention) that connect the circumferential direction grooves 14 to the wave shaped grooves 20 are formed in the vicinity of the tyre circumferential direction centers of the side small land portions 28. [0048] The second lug grooves 40 include a wide groove portion 42 disposed from the circumferential direction groove 14 towards the tyre equatorial plane CL side and terminating in the vicinity of the land portion width direction center, and a narrow groove portion 44 extending from the wave shaped groove 20 towards the tyre width direction outside as far as the vicinity of the land portion width direction center and connected to the wide groove portion 42. [0049] The wide groove portions 42 of the present exemplary embodiment are inclined ascending towards the right, and are formed shallower than the circumferential direction grooves 14. The narrow groove portions 44 are formed narrower than the wide groove portions 42 but with a groove width that does not close up even when the side small land portion 28 is compressed in ground contact with the road surface, so as to be capable of maintaining water discharge ability. [0050] Sipes 32 configured similarly to those in the center small land portions 26 are formed in the side small land portions 28 in a smaller number (two in the present exemplary embodiment) than in the center small land portions 26. The sipes 32 of the side small land portions 28 are inclined ascending towards the left. [0051] The narrow groove portion 44 includes a first portion 46 that extends from the wave shaped groove 20 towards the tyre width direction outside and is inclined ascending towards the right, and a second portion 48 that connects an end portion of the first portion 46 and an end portion of the wide groove portion 42 and extends substantially in the tyre circumferential direction (inclined ascending towards the left). Note that the first portion 46 and the second portion 48 correspond to a first inflected portion of the present invention, and the second portion 48 and the wide groove portion 42 correspond to a second inflected portion of the present invention. [0052] Due to thus forming the second lug grooves 40 from the wide groove portion 42 and 6094911_1 (GHMatters) P93192.AU TERUNI 13 the narrow groove portion 44 (the first portion 46 and second portion 48) in the side small land portions 28, a first acute angled portion 50 (a first angled portion of the present invention) with an acute angled shape in tread plan view is formed by the first portion 46 and the second portion 48 in the side small land portion 28. A second acute angled portion 52 (a second angled portion of the present invention) with an acute angled shape in tread plan view is formed by the second portion 48 and the wide groove portion 42. [0053] As shown in Fig. 6 and Fig. 7, in the present exemplary embodiment the first acute angled portion 50 is formed larger than the second acute angled portion 52. A raised bottom portion 54 is formed at the second lug groove 40 at the narrow groove portion 44 alongside the first acute angled portion 50, such that the narrow groove portion 44 becomes shallower than the wide groove portion 42, meaning that the first acute angled portion 50 of lower rigidity than the second acute angled portion 52 is reinforced. The raised bottom portion 54 extends from the narrow groove portion 44 to the terminal portion of the wide groove portion 42 so as to surround the first acute angled portion 50. [0054] In the second lug grooves 40 of the present exemplary embodiment, the wide groove portions 42 have a groove width of 10.5mm (average value), the wide groove portions 42 have a groove depth (dimension a, described later) of 8mm, the narrow groove portions 44 have a groove width of 2mm (average value) and the narrow groove portions 44 have a groove depth (dimension b, described later) of 4mm. [0055] In the side small land portions 28 of the present exemplary embodiment, a first bevelled portion 56A is formed at an acute angled leading end portion of the first acute angled portion 50, and a second bevelled portion 56B is formed at an acute angled leading end portion of the second acute angled portion 52. [0056] As shown in Fig. 6, a stepped sloping portion 36 configured similarly to that of the center small land portion 26 is formed at a connecting groove 24 side tapered end portion of the side small land portions 28 of the present exemplary embodiment. A bevel 56C is formed at an acute angled leading end portion of a third acute angled portion 58 that is formed at the side small land portion 28 by the circumferential direction groove 14 and the wave shaped groove 20. A bevel 56D is formed at an acute angled leading end portion of a fourth acute angled portion 60 that is formed by the circumferential direction groove 14 and the wide groove portion 42. [0057] As shown in Fig. 7, the relationships 0.3 a 5 b < 0.7 a, 0.5b 5 c b, and 3mm 5 d < 8mm (wherein d is the value when the tyre is for a passenger vehicle or a light truck) are preferably satisfied when: a is the groove depth from a tread face 28A of the side small land portion 28 to the groove bottom of the wide groove portion 42; b is the groove depth from the 6094911_1 (GHMatters) P93192.AU TERUNI 14 tread face 28A of the side small land portion 28 to the bottom face of the raised bottom portion 54; c is the bevel height; and d is the bevel amount (the separation distance measured along the tread face 28A from the center of a boundary line of the tread face 28A and the bevel 56 to the acute angled leading end portion thereof). [0058] If the groove depth b falls below the above range, the narrow groove portion 44 is eliminated with initial wear and the land portions on either side of the narrow groove portion 44 are connected. Noise worsens as a result. [0059] However, if the groove depth b is greater than the above range, the land portion rigidity decreases, making the corner of the land portion adjacent to the narrow groove portion 44 more vulnerable to wear, and uneven wear occurs. [0060] If the bevel height c falls below the above range, the land portion rigidity raising effects of the bevelled portions are reduced, and chunking more readily occurs. [0061] However, if the bevel height c is greater than the above range, the bevelled portion extends deeper than the bottom 54, with localized indentation occurring that acts as a crack nuclei. Shoulder Land Region As shown in Fig. 2, the shoulder land regions 18 are formed with first shoulder lug grooves 62 that extend from the circumferential direction grooves 14 towards the tyre width direction outside, second shoulder lug grooves 64 that extend from a land portion intermediate portion towards the tyre width direction outside, notch portions 66 that open onto the circumferential direction grooves 14, sipes 68 that connect the second shoulder lug grooves 64 to the notch portions 66, and sipes 74 that extend in the tyre circumferential direction. [0062] A portion on the circumferential direction groove side of each of the first shoulder lug grooves 62 is formed with a narrow groove width, and a mound shaped raised bottom portion 70 is formed at the narrow groove width formed portion. A mound shaped raised bottom portion 72 is also formed at an intermediate portion of each of the second shoulder lug grooves 64. [0063] A reduction in rigidity of the shoulder land region 18 is suppressed due to thus forming the raised bottom portion 70 to the first shoulder lug groove 62 and forming the raised bottom portion 72 to the second shoulder lug groove 64. [0064] Note that the pattern of the tread 12 of the pneumatic tyre 10 of the present exemplary embodiment is configured with a pattern symmetrical about points of symmetry on the tyre equatorial plane CL. Operation (1) In the pneumatic tyre 10 of the present exemplary embodiment, hydroplaning 6094911_1 (GHMatters) P93192.AU TERUNI 15 performance when wet, and for example sideways skidding performance and straight-line stability on bad roads, for example, can be secured due to providing the pair of circumferential direction grooves 14 to the tread 12. [0065] The circumferential direction grooves 14 are preferably provided in a region between 10% and 40% of the ground contact width TW from the ground contact edge 12E of the tread 12 towards the tyre equatorial plane CL side. When the circumferential direction grooves 14 are provided at a region less than 10% of the ground contact width TW from the ground contact edge 12E towards the tyre equatorial plane CL, the width of the shoulder land region 18 becomes too narrow, and the shoulder land region 18 lacks sufficient rigidity. However, when the circumferential direction grooves 14 are provided at a region exceeding 40% of the ground contact width TW from the ground contact edge 12E towards the tyre equatorial plane CL, the width of the center land region 16 becomes too narrow, and the center land region 16 lacks sufficient rigidity. (2) Plural of the wave shaped grooves 20 that extend inclined with respect to the tyre equatorial plane CL and have an amplitude are formed at intervals from each other around the tyre circumferential direction to the center land region 16 that is disposed along the tyre equatorial plane CL of the tread 12. Accordingly, water between the center land region 16 and the road surface can be efficiently discharged towards the circumferential direction grooves 14 on both sides of the center land region 16 through the wave shaped grooves 20, securing high water discharge ability for the center land region 16. (3) In the diagonal-direction-extending land portions 22 of the center land region 16 that are partitioned by the wave shaped grooves 20, edges of the diagonal-direction-extending land portion 22 that are inclined with respect to the tyre width direction contact the road surface gradually during running. The occurrence of noise (in particular impact sound) from the center land region 16 can accordingly be suppressed during running. (4) The center lug grooves 30 that are shallower than the wave shaped grooves 20 are formed at the center small land portions 26 of the center land region 16. Water between the center small land portions 26 and the road surface can accordingly be discharged through the center lug grooves 30 to the wave shaped grooves 20 on both sides of the center small land portions 26. Accordingly, the rigidity of the center small land portions 26 can be secured whilst still enhancing the water discharge ability for water between the center small land portions 26 and the road surface during wet road running. [0066] Moreover, the raised bottom portions 34 are formed at the wave shaped grooves 20 on the tyre equatorial plane CL between the center small land portion 26 and the center small land portion 26. Mutually adjacent center small land portions 26 are connected and supported by the raised bottom portions 34, enabling rigidity to be raised in the vicinity of the 6094911_1 (GHMatters) P93192.AU TERUNI 16 tyre equatorial plane CL of the tread 12, and thereby enhancing steering stability. [0067] The second lug grooves 40 are formed at the side small land portions 28 of the center land region 16. Water between the side small land portions 28 and the road surface is accordingly discharged to the wave shaped grooves 20 and the circumferential direction grooves 14 through the second lug grooves 40. Water discharge ability for water between the side small land portions 28 and the road surface during wet road running can accordingly be enhanced. (5) The second lug grooves 40 are formed at the side small land portions 28, however the second lug grooves 40 are formed shallower than the circumferential direction grooves 14 and the wave shaped grooves 20. The rigidity of the side small land portions 28 can accordingly be secured whilst still enhancing the water discharge ability for water between the side small land portions 28 and the road surface during wet road running. [0068] The second lug grooves 40 are inflected at a length direction intermediate portion, thereby increasing the tyre width direction edge component and the tyre circumferential direction edge component in comparison to cases adopting a straight line pattern. The edges that catch on the road surface are accordingly longer, enabling running performance on bad roads to be enhanced. Note that the tyre width direction edge component is effective during traction and braking, and the tyre circumferential direction edge component is effective during cornering (lateral force). [0069] The second lug grooves 40 are inflected at a length direction intermediate portion so as to form the first acute angled portions 50 and the second acute angled portions 52 in the side small land portions 28. However the raised bottom portions 54 are formed at the groove bottoms surrounding (at the two sides configuring the acute angle) the first acute angled portions 50 that are the larger of the acute angled portions, so as to be shallower than the wide groove portions 42. The rigidity of the first acute angled portions 50 is accordingly secured. [0070] The acute angled leading end portions of the first acute angled portions 50 and the acute angled leading end portions of the second acute angled portions 52 are formed with the bevels 56, reducing the ground contact pressure at the acute angled leading end portions. The occurrence of chunking at the first acute angled portions 50 and the second acute angled portions 52 due for example to stones on the road surface can accordingly be suppressed. [0071] Moreover, reducing the ground contact pressure at the acute angled leading end sides of the first acute angled portions 50 and the second acute angled portions 52 reduces the tyre width direction displacement amount of the first acute angled portions 50 and the second acute angled portions 52 caused for example by stones on the road surface. Cracks that are liable to occur from the groove bottom portions at the periphery of the acute angled portions 6094911_1 (GHMatters) P93192.AU TERUNI 17 can accordingly be suppressed. [0072] Since only localized bevels 56 are imparted to the acute angled leading end sides of the first acute angled portions 50 and the second acute angled portions 52, whilst still preserving the raised bottoms, the reduction in rigidity of the side small land portions 28 is extremely minimal overall, so a drop in steering stability that would be a concern does not occur. [0073] The second acute angled portions 52 of the present exemplary embodiment are small relative to the first acute angled portions 50. The rigidity of the second acute angled portions 52 is accordingly adequately secured even without forming the raised bottom portions 54 to the groove bottoms adjacent to the two sides that configure the acute angle of the second acute angled portions 52. Note that although in the present exemplary embodiment the second acute angled portions 52 are small relative to the first acute angled portions 50, the second acute angled portions 52 may be configured with the same size as the first acute angled portions 50, or may be configured larger than the first acute angled portions 50. Depending on the circumstances, the raised bottom portions 54 may be formed at the groove bottoms adjacent to the two sides that configure the acute angle of the second acute angled portions 52. [0074] As explained above, in the pneumatic tyre 10 of the present exemplary embodiment the rigidity of the center small land portions 26 of the center land region 16 and the rigidity of the side small land portions 28 is secured. Namely, high steering stability can be achieved due to securing the rigidity of the tyre width direction central side of the tread 12. (6) The connecting groove 24 side end portions of the center small land portions 26, and the connecting groove 24 side end portions of the side small land portions 28 are formed with the stepped sloping portions 36 that include the plural concave curved face portions. Running performance on bad roads can accordingly be enhanced, since the surface area that makes contact with for example dirt or snow is greater than that of a simple flat plane shaped sloping portion not configured with steps. [0075] The separation distance L from the intersection point P2 to the land portion tread face side end portion of the stepped sloping portion 36 is set smaller than the separation distance D from the groove bottom side end portion of the stepped sloping portion 36 to the intersection point P2. A reduction in the surface area of the tread face of the center small land portions 26 and the tread face of the side small land portions 28 can accordingly be suppressed. [0076] Note that if L / D falls below 0.4, the angle of the stepped sloping portion 36 with respect to the groove bottom increases (approaches 90 degrees overall), the rigidity of the center small land portion 26 decreases with a nucleus for uneven wear arising. 6094911_1 (GHMatters) P93192.AU TERUNI 18 (7) In the shoulder land regions 18, water on the ground contact face can be discharged to the tyre width direction outsides by the first shoulder lug grooves 62 and the second shoulder lug grooves 64. The first shoulder lug grooves 62 are connected to the circumferential direction grooves 14, so some water in the circumferential direction grooves 14 can be discharged to the tyre width direction outsides. (8) Since the pattern of the tread 12 of the present exemplary embodiment is a point-symmetrical pattern, the rotation direction is not fixed, and rotation of the tyre can be performed freely. [0077] The advantageous effects of the present invention are readily seen when for example the pneumatic tyres 10 of the present exemplary embodiment are fitted to cars, small trucks, or RVs, that run on both paved roads and poor, unpaved road surfaces. However the advantageous effects of the present invention can obviously still be exhibited even when the pneumatic tyre 10 is fitted to vehicles other than those above. (9) Note that if the circumferential direction grooves 14 are provided at a region less than 10% of the ground contact width TW from the ground contact edge 12E towards the tyre equatorial plane CL side, the width of the shoulder land regions 18 becomes too narrow, and the shoulder land regions 18 have insufficient rigidity. However, if the circumferential direction grooves 14 are provided at a region exceeding 40% of the ground contact width TW from the ground contact edge 12E towards the tyre equatorial plane CL side, the width of the center land region 16 becomes too narrow and the center land region 16 has insufficient rigidity. The circumferential direction grooves 14 are therefore preferably provided within a region between 10% and 40% of the ground contact width TW from the ground contact edge 12E towards the tyre equatorial plane CL side of the tread 12. Second Exemplary Embodiment Explanation follows regarding a pneumatic tyre 10 of a second exemplary embodiment of the present invention with reference to Fig. 8 and Fig. 9. Configuration similar to the first exemplary embodiment is allocated the same reference numerals, and further explanation thereof is omitted. [0078] As shown in Fig. 8, in the pneumatic tyre 10 of the present exemplary embodiment, an arrow A direction side end portion of a first circular arc groove portion 20A of a wave shaped groove 20 is displaced further to a tyre equatorial plane CL side than an end portion of a second circular arc groove portion 20B on the opposite direction side to the arrow A direction (the displacement portion of claim 4). Moreover, an end portion of a fourth circular arc groove portion 20D on the opposite side to the arrow A direction is displaced further towards the tyre equatorial plane CL side than an arrow A direction side end portion of 6094911_1 (GHMatters) P93192.AU TERUNI 19 a third circular arc groove portion 20C (the displacement portion of claim 4). The arrow A direction side end portion of the first circular arc groove portion 20A, the end portion on the opposite side to the arrow A direction side of the second circular arc groove portion 20B, the arrow A direction side end portion of the third circular arc groove portion 20C and the and portion on the opposite side to the arrow A direction side of the fourth circular arc groove portion 20D are respectively inclined so as to ascend towards the right hand side. [0079] Center small land portions 26 of the present exemplary embodiment are thus formed at tyre circumferential direction intermediate portions on both sides of the tyre equatorial plane with fifth acute angled portions 76, and side small land portions 28 are formed at tyre circumferential direction intermediate portions on the tyre equatorial plane side with sixth acute angled portions 78. [0080] As shown in Fig. 8 and Fig. 9, the sides of the center small land portions 26, which run substantially along the tyre circumferential direction and form the fifth acute angled portions 76, slope down towards the tyre width direction outside and form flat plane shaped first sloping faces 80 extending substantially along the tyre circumferential direction. [0081] Moreover, the sides of the side small land portion 28, which run substantially along the tyre circumferential direction and form the sixth acute angled portions 78, slope down towards the tyre equatorial plane CL and form flat plane shaped second sloping faces 82 extending substantially along the tyre circumferential direction. An angle 0 of the first sloping faces 80 is preferably in a range of 10 degrees to 30 degrees with respect to the tyre radial direction. The angle of the second sloping faces 82 is preferably within a similar range with respect to the tyre radial direction to that of the first sloping faces 80. [0082] As shown in Fig. 9, the first sloping faces 80 and the second sloping faces 82 overlap only at a portion at the groove bottom side when the first sloping face 80 and second sloping face 82 are viewed along the tyre circumferential direction. Configuration is such that a gap 84 of triangular cross-section is formed communicating around the tyre circumferential direction even when a tread 12 is in ground contact with the road surface. [0083] In the present exemplary embodiment, the end portions of the first circular arc groove portions 20A and the end portions of the second circular arc groove portions 20B of the wave shaped grooves 20 are displaced in the tyre width direction. However, due to the presence of the gap 84, the first circular arc groove portion 20A and the second circular arc groove portion 20B are constantly in communication even when the tread 12 is in ground contact with the road surface. The end portions of the third circular arc groove portions 20C and the end portions of the fourth circular arc groove portions 20D of the wave shaped grooves 20 are similarly displaced in the tyre width direction. However, due to the presence 6094911_1 (GHMatters) P93192.AU TERUNI 20 of the gap 84, the third circular arc groove portion 20C and the fourth circular arc groove portion 20D are constantly in communication even when the tread 12 is in ground contact with the road surface. [0084] Moreover in the present exemplary embodiment, in order to improve the flow of water between the first circular arc groove portion 20A and the second circular arc groove portion 20B, narrow grooves 86 are formed at the portions where the end portions of the first circular arc groove portions 20A and the end portions of the second circular arc groove portions 20B are displaced, placing the first circular arc groove portions 20A in communication with the second circular arc groove portions 20B in the tyre width direction. , In order to improve the flow of water between the third circular arc groove portions 20C and the fourth circular arc groove portions 20D , the narrow grooves 86 are also formed at the portions where the end portions of the third circular arc groove portions 20C and the end portions of the fourth circular arc groove portions 20D are displaced, placing the third circular arc groove portions 20C in communication with the fourth circular arc groove portions 20D in the tyre width direction. [0085] Note that the narrow grooves 86 have the same groove depth as other portions of the wave shaped grooves 20 (the first circular arc groove portions 20A, second circular arc groove portions 20B, third circular arc groove portions 20C and fourth circular arc groove portions 20D). However, the groove width of the narrow grooves 86 is formed narrower than at other portions of the wave shaped grooves 20. [0086] The pattern of the tread 12 of the present exemplary embodiment is also a pattern symmetrical about points of symmetry on the tyre equatorial plane CL. Operation In the present exemplary embodiment, the end portions of the first circular arc groove portions 20A and the end portions of the second circular arc groove portions 20B are displaced in the tyre width direction, and the end portions of the third circular arc groove portions 20C and the end portions of the fourth circular arc groove portions 20D are also displaced in the tyre width direction. Moreover, the end portions of the first circular arc groove portions 20A and the end portions of the second circular arc groove portions 20B are connected by the narrow grooves 86, and the end portions of the third circular arc groove portions 20C and the end portions of the fourth circular arc groove portions 20D are also connected by the narrow grooves 86. Accordingly, compared to the first exemplary embodiment, the center small land portions 26 and the side small land portions 28 of the present exemplary embodiment increase the edge component at the end portions of the first circular arc groove portions 20A, the edge component at the end portions of the second 6094911_1 (GHMatters) P93192.AU TERUNI 21 circular arc groove portions 20B, the edge component at the end portions of the third circular arc groove portions 20C, the edge component at the end portions of the fourth circular arc groove portions 20D, and the edges of the narrow grooves 86. [0087] The fifth acute angled portions 76 of the center small land portions 26 and the sixth acute angled portions 78 of the side small land portions 28 are portions vulnerable to a reduction in rigidity. However the first sloping faces 80 are formed at one of the sides forming the acute angles of the fifth acute angled portions 76 and the second sloping faces 82 are formed at one of the sides forming the acute angles of the sixth acute angled portions 78, thereby raising the rigidity of the fifth acute angled portions 76 and the sixth acute angled portions 78. [0088] As viewed along the tyre circumferential direction, there is a portion at which the first sloping faces 80 and the second sloping faces 82 overlap, and the first sloping faces 80 and the second sloping faces 82 are disposed facing each other in the tyre circumferential direction across the narrow grooves 86 that have a narrower groove width than other portions of the wave shaped grooves 20 (the first circular arc groove portions 20A, second circular arc groove portions 20B, third circular arc groove portions 20C and fourth circular arc groove portions 20D). Accordingly, when a large force acts in the tyre circumferential direction, during for example braking or traction, the fifth acute angled portions 76 and the sixth acute angled portions 78 are capable of contacting each other and mutually supporting each other, contributing to an increase in rigidity of the center small land portions 26 and the side small land portions 28. In order for the fifth acute angled portions 76 and the sixth acute angled portions 78 to contact and mutually support each other, the groove width of the narrow grooves 86 is preferably set in a range of 2mm to 3mm. At a groove width of the narrow grooves 86 of less than 2mm, the water discharge ability of the narrow grooves 86 is insufficient and providing the narrow grooves 86 becomes meaningless. At a groove width of the narrow grooves 86 exceeding 3mm, the fifth acute angled portions 76 and the sixth acute angled portions 78 no longer contact each other. [0089] The end portions of the first circular arc groove portions 20A and the end portions of the second circular arc groove portions 20B are respectively inclined with respect to the tyre circumferential direction, and the narrow grooves 86 are also inclined with respect to the tyre width direction. These end portions and the edges of the narrow grooves 86 have both a tyre width direction edge component and a tyre circumferential direction edge component. The tyre width direction edge component enables traction and braking performance on bad roads, such as on snow or muddy ground, to be enhanced further than in the first exemplary embodiment. The pneumatic tyre 10 slips less readily in response to lateral force due to the 6094911_1 (GHMatters) P93192.AU TERUNI 22 tyre circumferential direction edge component, thereby enabling cornering performance to be enhanced in comparison to the first exemplary embodiment. [0090] Other operation and advantageous effects are similar to those of the first exemplary embodiment. [0091] Note that the shapes, dimensions, angles and the like of each of the land portions and each of the grooves are not limited to those described in the first exemplary embodiment and the second exemplary embodiment above, and the shapes, dimensions, angles and the like may be varied as appropriate within a range that does not depart from the spirit of the present invention. Test Example 1 In order to verify the advantageous effects of the pneumatic tyre of the present invention, a pneumatic tyre of a Comparative Example and an Example of a pneumatic tyre applied with the present invention are produced for test, and tests are performed on the number of cracks and missing chunks in second small land portions after test running, as well as steering stability. [0092] Tyre of Example 1: The tyre of the first exemplary embodiment described above. [0093] Tyre of Comparative Example 1: The tyre of the first exemplary embodiment described above not formed with the first bevelled portions 56A and the second beveled portions 56B of the acute angled portions of the side small land portions 28, but otherwise configured similarly to the first exemplary embodiment. [0094] In road testing, the test tyres are fitted to a Chevrolet K-1500 (a 4-by-4) (tyre size: PSR 275/ 70R16 114S, air pressure of 35 psi, total vehicle weight of 2540 kg). [0095] Test Method and Steering Stability Evaluation Test location: Bridgestone Proving Ground Driver: Internal test driver Test method: Sensory evaluation of straight-line performance, lane change performance, and cornering performance. [0096] Evaluation is expressed by an index, with the Comparative Example 1 denoted 100 and larger numerical index values indicating superior performance. [0097] Cracks and missing chunks: Tyres of the Comparative Example are fitted to the front left wheel and the rear right wheel, and tyres of the Example are fitted to the rear left wheel and the rear right wheel. The number of cracks and missing chunks are counted in a visual inspection after running over a bad road for 1600 km (the numbers are average values of the front wheels and rear wheels). [0098] Table 1 6094911_1 (GHMatters) P93192.AU TERUNI 23 Comparative Example 1 Example 1 Cracks Missing chunks Cracks Missing chunks After test run 43 12 13 2 (Number of) Steering stability 100 100 (Index) [0099] It can be seen from the test results that the tyre of the Example in which bevelling is performed to the acute angled portions of the second small land portions shows great improvement in terms of cracks and missing chunks over the tyre of the Comparative Example in which bevelling is not performed to the acute angled portions. Note that no difference is seen between the tyres in terms of steering ability. Test Example 2 In order to verify the advantageous effects of the pneumatic tyre of the present invention, one type of a pneumatic tyre according to a Comparative Example and one type of a pneumatic tyre of an Example applied with the present invention are produced for test, and a comparison is made of steering stability, water discharge ability, noise and wet braking performance. [0100] Tyre of Example 1: The tyre of the first exemplary embodiment described above. [0101] Tyre of Comparative Example 2: The tyre of the first exemplary wherein the second lug grooves 40 of the side small land portions 28 are changed to straight line shaped lug grooves 88 configured with a uniform groove width (3mm) and a groove depth of 8mm, as shown in Fig. 10. [0102] Water Discharge Ability Test Method and Evaluation Method Test location: Bridgestone Proving Ground Acceleration hydroplaning track Driver: Internal test driver Test method: The speed at which hydroplaning occurs is measured whilst accelerating on a straight track with a water depth of 10mm. Three individual tests are made for each of the tyres and an average value calculated. [0103] Evaluation is expressed by an index of the reciprocal of the speed at which hydroplaning occurs with the Comparative Example 2 denoted 100 and larger numerical index values indicating superior performance. [0104] Noise Test Method and Evaluation Method Test location: Bridgestone Proving Ground Noise Pattern Evaluation Track (smooth road surface) 6094911_1 (GHMatters) P93192.AU TERUNI 24 Driver: Internal test driver Test method: Sound pressure in the vicinity of the left ear of the driver of the evaluation vehicle is measured by a noise level meter. [0105] Evaluation is expressed by an index of the reciprocal of the sound pressure with the Comparative Example 2 denoted 100 with larger numerical index values indicating superior performance. [0106] Test Method and Evaluation Method for Wet Braking Performance Test location: Bridgestone Proving Ground Asphalt track Driver: Internal test driver Test method: Stopping distance at a water depth of 2mm and initial speed of 80 km/h is measured five times and the average value calculated. [0107] Evaluation is expressed by an index of the reciprocal of the stopping distance with Comparative Example 2 denoted 100 and larger numerical index values indicating superior the performance. [0108] Table 2 Comparative Example 2 Example 1 Steering Stability 100 100 Water Discharge Ability 100 110 Noise 100 110 Wet Braking Performance 100 110 [0109] It can be seen from the test results that the tyre of Example 1 enhances water discharge ability, noise, and wet braking performance without loss of steering stability. Test Example 3 In order to verify the advantageous effects of the pneumatic tyre of the present invention, one type of a pneumatic tyre according to a Comparative Example and two types of Example pneumatic tyres applied with the present invention are produced for test, and a comparison is made of steering stability, water discharge ability, noise and traction. [0110] Tyre of Example 1: The tyre of the first exemplary embodiment described above. [0111] Tyre of Example 2: The tyre of the second exemplary embodiment described above. [0112] Tyre of Comparative Example 3: A tyre with the pattern illustrated in Fig. 11. [0113] As shown in Fig. 11, a pneumatic tyre 100 of the Comparative Example 3 includes circumferential direction grooves 104 on both sides of a equatorial plane CL of a tread 102, and plural circular arc shaped inclined grooves 108 formed at a center land region 106 6094911_1 (GHMatters) P93192.AU TERUNI 25 between the circumferential direction groove 104 and the circumferential direction groove 104. The inclined grooves 108 are formed around the tyre circumferential direction extending from the circumferential direction grooves 104 towards the tyre equatorial plane CL and terminating just before reaching the tyre equatorial plane CL. A length direction intermediate portion of one inclined groove 108 is connected to a tyre equatorial plane side terminal portion of another, adjacent inclined groove 108 by a narrow groove 110, thereby partitioning into a rib shaped center land region 112 on the tyre equatorial plane CL, and second land portions 114 on both sides of the center land region 112. [0114] Plural lug grooves 116 that are shallower than the inclined grooves 108 are formed at the center land region 112, and raised bottom portions 118 are formed at the lug grooves 116. Moreover, plural sipes 120 are formed at the center land region 112. [0115] In the center land region 112, tapered portions 122 are formed on both sides of the tyre equatorial plane CL by the inclined grooves 108 and the narrow grooves 110. Plural sloping faces 124 configured by circular arc faces are formed at the tapered portions 122. [0116] Small inclined grooves 126 inclined in substantially the same direction as the inclined grooves 108 are formed at the second land portions 114, extending from the circumferential direction grooves 104 towards land portion central portions and terminating inside the land portions. Raised bottom portions 128 are formed on the circumferential direction groove sides of the small inclined grooves 126. Plural sipes 130 are formed at the second land portions 114, inclined in the opposite direction to the small inclined grooves 126. Moreover, sloping faces 132 are formed at tyre equatorial plane sides of the inclined grooves 108 of the second land portions 114, extending in the tyre circumferential direction and sloping so as to face towards the tyre equatorial plane. [0117] Shoulder land portions 136 are disposed to the tyre width direction outsides of the circumferential direction grooves 104, and are partitioned by lug grooves 134 that extend from the circumferential direction groove 104 and the circumferential direction groove 104 towards the tyre width direction outsides. The shoulder land portions 136 are formed with small lug grooves 138, small lug grooves 140, and sipes 142. Note that in the drawings 102E indicates the ground contact edge. [0118] Table 3 Comparative Example 3 Example 1 Example 2 Steering Stability 100 105 105 Water Discharge 100 105 105 Ability Noise 100 110 110 6094911_1 (GHMatters) P93192.AU TERUNI 26 Wet Braking 100 105 110 Performance [0119] It can be seen from the test results that the pneumatic tyres of Example 1 and Example 2 applied with the present invention outperform the pneumatic tyre of Comparative Example 3 in all areas, and are better able to combine high-dimensions of steering stability, water discharge ability, noise, and wet braking performance (the same as in Test Example 2) than the comparative example. [0120] Moreover, Example 2 enhances wet braking performance even more than Example 1 due to the edge component in the center land region being increased by displacing the wave shaped grooves in the tyre width direction at an intermediate portion. Explanation of the Reference Numerals [0121] 10 pneumatic tyre 12 tread 14 circumferential direction groove 16 center land region 20 wave shaped groove 22 diagonal-direction-extending land portion 24 connecting groove (second connecting groove) 26 center small land portion 28 side small land portion 36 stepped sloping portion 36A curved face (concave curved face portion) 34 raised bottom portion 36 sloping portion 40 second lug groove (first connecting groove) 42 wide groove portion (first inflected portion) 46 first portion (first inflected portion) 48 second portion (first inflected portion, second inflected portion) 50 first acute angled portion (first angled portion) 52 second acute angled portion (second angled portion) 56A first bevelled portion 56B second bevelled portion [0122] In the claims which follow and in the preceding description of the invention, except where the context requires otherwise due to express language or necessary implication, the word "comprise" or variations such as "comprises" or "comprising" is used in an inclusive 6094911_1 (GHMatters) P93192.AU TERUNI 27 sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the invention. [0123] It is to be understood that, if any prior art publication is referred to herein, such reference does not constitute an admission that the publication forms a part of the common general knowledge in the art, in Australia or any other country. 6094911_1 (GHMatters) P93192.AU TERUNI 28