Let’s dive into the world of Pirelli racing compounds to understand how to choose the right tire for your ride, whether you’re hitting the track for a sprint race, endurance event, or just a spirited track day.

I’ll share my insights from years of racing in the UK Endurance Championship, where tire choice can make or break your race, especially with our unpredictable weather.

If you’d rather watch this guide, here’s my original video on the topic:

Decoding Pirelli Tire Compounds: SCX, SC0, SC1, SC2, SC3

When it comes to Pirelli racing tires, understanding the compound designations is key. You’ll see codes like SCX, SC0, SC1, SC2, and SC3. Each of these represents a different compound formulation designed for specific conditions and rider needs. Let’s break down each one, starting with the most specialized and moving towards the most versatile.

Pirelli SCX: The Cutting Edge Compound

First up, the SCX. This is a bit of a special compound. I actually bought an SCX, the ‘X’ compound specifically, from a local British Superbike team. Sadly, I didn’t get to use it, but I did a lot of research into it. The SCX is really designed for maximum performance in very specific conditions. It demands a fast pace and high track temperatures. Think British Superbikes, World Superbikes – that level of competition.

The SCX is constantly evolving, with Pirelli incorporating feedback from top riders and teams to refine it. In the UK, if you’re dealing with really high temperatures and you’re a seriously fast rider, then the SCX might be worth considering. However, for most of us, even if you’re quick and the weather is hot, the SC0 is likely a better option in a club racing or even a track day scenario. I wouldn’t typically recommend an SCX for track days because of the multiple heat cycles involved. It’s just not really designed for that kind of use.

Pirelli SC0: Maximum Grip for Sprint Domination

Let’s talk about temperature, because Pirelli and temperature go hand-in-hand. Generally, with Pirelli, higher temperatures mean you should lean towards softer compounds, while lower temperatures call for harder, more durable compounds. The SC0 is definitely on the softer end of the spectrum.

The SC0 compound is engineered for high temperatures and maximum grip. It excels in sprint races where outright performance is paramount. However, it’s important to know that the SC0 doesn’t love multiple heat cycles. It’s designed for peak performance in shorter bursts. While it offers incredible grip, it’s not ideal for endurance racing or track days where you’ll be putting in many laps over the course of a day.

I learned this the hard way at Silverstone back in 2019. I had a big crash – thankfully, I was mostly okay – but it was a lesson in tire choice. I was running an SC1 on the front, which was fine, but on the rear, I had an SC0. It was a 17-degree morning, and my SC0 rear tire was showing cold blistering because it was simply the wrong tire for those conditions. So, while the SC0 delivers amazing grip in hot weather and is fantastic for sprint races or qualifying sessions, be mindful of temperature and heat cycles. Don’t use it in low temperatures, as you might experience blistering.

Pirelli SC1: Versatile Grip for Sprint and Club Racing

Moving up the range, we have the SC1. This compound offers a wider temperature operating window compared to the SC0, making it more versatile. It’s a popular choice in sprint races and club-level racing. I’ve seen racers use a single SC1 for an entire race, although tire choice always depends on your pace, riding style, and track conditions.

The SC1 provides excellent grip but still performs best when temperatures are moderately warm. It’s a step up in durability from the SC0 while still offering a significant grip advantage over harder compounds. If you’re looking for a good balance of grip and longevity for sprint racing or faster track day sessions in varied temperatures, the SC1 is a solid choice.

Pirelli SC2: The Track Day and Club Racer’s All-Rounder

Now we get to the SC2, a truly versatile and popular compound, especially among club racers and track day enthusiasts. The SC2 is designed to work across a broad range of temperatures. It’s a predictable tire that’s less prone to cold tearing or thermal degradation.

Like all Pirelli SC compounds (SCX, SC0, SC1, and SC2), the SC2 doesn’t love excessive heat cycles, but it handles a few without significant issues. Back in 2019, I rode at Jerez in Spain, and I used the SC2 for two days in 36-degree ambient temperatures, with track temperatures reaching around 50 degrees Celsius. The SC2 performed brilliantly and handled multiple heat cycles without any problems.

The SC2’s versatility is why it’s so popular. It’s a great all-around tire for track days and club racing where you need consistent performance across varying conditions and multiple sessions.

Pirelli SC3: Durability and Consistency for Endurance and Beyond

Finally, let’s talk about the SC3. There’s a common misconception that the SC3 is a very hard, basic compound. However, that’s not really the case. Pirelli has invested significant research and development into the SC3, listening to riders and teams to create a very clever and versatile compound.

The SC3 is designed to handle multiple heat cycles, making it a budget-friendly option if tire longevity is a concern. But don’t mistake durability for lack of performance. The key consideration with the SC3 is that it’s not ideal for very, very high temperatures.

I once did a one-hour and nine-minute stint at Anglesey circuit on SC3s. It was an incredibly hot day, track temperature was around 55 degrees Celsius, and there were a lot of crashes that day in an endurance race. Many people were using the SC3, and unfortunately, it became quite slippery in those extreme conditions. In very high temperatures, SC0, SC1, or SC2 would still be better choices.

However, where the SC3 truly shines is in its versatility and consistency. It’s excellent for track day riders, especially if you’re doing multi-day events or touring in Europe where you’ll encounter varying conditions. It handles multiple heat cycles without significant thermal degradation, cold tearing, or blistering. It provides good feedback and, most importantly, it’s remarkably consistent.

Consistency is crucial, especially in endurance racing. In the UK endurance scene, many podium finishers and race winners, including myself, have used the SC3 compound. It provides the consistent performance and feedback you need throughout long races. For endurance events or track days where durability and predictability are paramount, the SC3 is an excellent choice.

Front Tire Considerations: SC1 vs SC2

Let’s briefly touch on front tires. Many riders prefer the SC1 front slick, and for good reason. It’s very predictable, offers excellent feedback, and being a softer compound, it provides a lot of grip.

However, there are also many riders who opt for the SC2 front. The SC2 front offers less deflection and movement compared to the SC1. Ultimately, front tire choice often comes down to rider preference and, importantly, weather conditions.

If it’s a super-hot day, or even just a generally hot day, an SC1 front can work very well. But if you’re facing varied temperatures, colder conditions, or if you simply prefer a front tire with less deflection, then the SC2 front is a fantastic option. It’s all about finding what gives you the most confidence and control in your specific riding situation.

Choosing the Right Compound for You

Selecting the right Pirelli tire compound is a balance of understanding your riding needs, the conditions you’ll be facing, and the characteristics of each compound. Consider these factors when making your choice:

• Temperature: Ambient and track temperature are critical. Softer compounds (SC0, SC1) generally perform best in warmer conditions, while harder compounds (SC2, SC3) offer more versatility and durability across a wider temperature range.
• Riding Style and Pace: Faster, more aggressive riders might benefit from the enhanced grip of softer compounds, while riders prioritizing longevity and predictability might prefer harder compounds.
• Type of Riding: Sprint races demand maximum grip (SC0, SC1), endurance races benefit from consistency and durability (SC3, SC2), and track days require versatility and heat cycle tolerance (SC2, SC3).
• Heat Cycles: If you’re doing track days or multi-day events, consider compounds that handle multiple heat cycles well (SC3, SC2).

By understanding these factors and the nuances of each Pirelli compound, you can make informed decisions to optimize your tire performance and enhance your riding experience. And remember, tire choice is a personal thing, so experiment and find what works best for you and your bike.

The post Pirelli SC Tire Compounds: A Guide for Track and Race Riders first appeared on It's Better On The Road.

Give me just a few minutes, and I promise I’ll change your mind. I used to think the same way, but after experiencing the difference firsthand, I’m convinced this is an upgrade that can benefit riders of all levels, especially on the track.

Before we dive in, let me give you three key takeaways that I want you to keep in mind as we go through this:

1. It’s not about being a pro racer: Quick action throttles aren’t just for the elite. They can genuinely help novice and intermediate riders build confidence and improve throttle control, which are crucial for faster lap times and safer riding.
2. Fluidity and control are key: This isn’t about drastically increasing your speed overnight. It’s about making your throttle inputs smoother, more precise, and ultimately, more intuitive. This leads to better corner exits and more confident riding overall.
3. Small change, big impact: For a relatively modest investment, a quick action throttle can be a game-changer, eliminating hesitation, improving responsiveness, and helping you unlock those crucial tenths of a second on the track.

If you’d rather watch this review, here’s my original video on the topic:

From Skeptic to Believer: My Quick Action Throttle Revelation

Like many of you, I used to think that quick action throttles were a bit of an unnecessary extravagance, something reserved for professional racers chasing every last fraction of a second. I focused on bigger, more obvious changes to my bike, like chain and sprocket adjustments. Don’t get me wrong, things like changing your chain and sprockets do make a noticeable difference, especially in how the bike feels coming out of corners and on top end. You really feel that extra rush of acceleration when you nail the throttle. I definitely did!

But my real “aha!” moment with quick action throttles came unexpectedly due to a frustrating issue during a couple of European track days at Portimao and Jerez. I was experiencing a fueling problem in my bike where, between 9,000 and 10,500 RPM, I had a significant power dip, almost like a two-second dead spot.

This meant that whenever I rolled on the throttle, say 70%, 80%, or even 90% coming out of a corner, I’d get stuck in this flat spot and lose valuable momentum. The only way to power through it was to go to full throttle. It was a bit of a forced learning curve, but it completely changed my approach.

Suddenly, I was giving it full beans out of every corner, whenever it was sensible of course. I started focusing on maximizing those mini-straights between corners, something I learned from the insights of Simon Crafar, whose approach to track riding I really admire. He emphasizes that you win the most time on the straights. Corners are about getting from one straight to the next as efficiently as possible. Your corner speed is limited by grip, but your straight speed is not. The secret to going faster is making the straights as long as possible and the corners as short as possible. Find those areas where you can use full throttle and full braking, and exploit them to the max. And that doesn’t just mean the obvious long straights, but those little bursts between corners too.

Before this fueling issue, I was stuck at around a 1:59 lap time at Jerez, which is a decent intermediate time. But by the end of those track days, by essentially being forced to use full throttle more aggressively because of the power dip, I dropped four seconds and got down to a 1:55! Four seconds! That was a massive leap, and it came simply from growing a bit of confidence and making the most of my throttle.

Because I had to give it full throttle to get past the power issue, it broke down a mental barrier I had. As someone who was a novice rider, the idea of just pinning the throttle coming out of every turn on a bike with 180+ horsepower was a little intimidating. But this experience really shifted my mindset. Now, coming out of corners, if there’s even a hint of a straight, I’m absolutely pinning it. And a quick action throttle is a huge part of why I can do that confidently.

What Exactly IS a Quick Action Throttle?

Okay, so what exactly is a quick action throttle and how does it work? When you buy a quick action throttle kit, you’re getting a complete system designed to reduce the amount of rotation needed to reach full throttle.

Typically, a kit like the Domino Quick Action Throttle Kit includes:

• New Grips: Usually, you’ll get a set of performance grips designed to work seamlessly with the new throttle mechanism.
• Throttle Mechanism Housing: This is the core of the kit, replacing your bike’s standard throttle housing.
• Interchangeable Cams (or Reels): These are the key to adjusting the “quickness” of your throttle.  They are different sized spools that the throttle cables wrap around. Different sized cams change the ratio between your wrist movement and the throttle plate opening in your engine. Most kits come with multiple cams, allowing you to fine-tune the throttle response to your preference and riding conditions. Domino, for example, often provides green, red, and white cams.
• Green Cam: This is typically the least aggressive cam, closest to a standard throttle feel, and often recommended for street riding or less experienced track riders.
• Red Cam: A progressive cam, offering a quicker throttle response than stock, but still manageable.
• White Cam: The most aggressive cam, designed for rapid throttle response, ideal for racing and experienced track riders who want instant power delivery.
• Throttle Cables: Some kits, like the Domino kits, also include new throttle cables. These aren’t just any cables. Domino cables, for instance, are often lined with nylon internally. This reduces friction, making the throttle action incredibly smooth and plush, and also minimizes the need for lubrication, preventing dust and grime buildup. From my personal experience, the feel of these cables is a significant improvement over standard cables.

Motion Pro Rev3 Sportbike Variable Rate Throttle Kit

Similar to the Domino kit, this one gives you 4 separate cams for variable throttle sensitivities, plus throttle housing, tube, cables and grips.

Pros:

• 5 cams with varying throttle responses - from stock to highly sensitive
• Aluminum inline cable adjusters make install and adjustment easy
• Cable boot keeps dirt and dust out

Cons:

• May not fit your bike - check Revzilla

Check Price on Revzilla

We may earn commissions if you make a purchase. This keeps our site ad-free and never sponsored.

The Wrist Movement Revelation: Why Less Rotation Makes a Big Difference

Let’s get into why a quick action throttle is so beneficial, especially on the track. I came across a fantastic explanation from some professional riders that really helped me understand it, and I want to share it with you. Grab a clip-on handlebar or even just imagine you’re holding your handlebars.

Now, think about a standard throttle. To go from closed to full throttle, you often have to make a pretty significant wrist rotation. You start with your wrist level, then twist that quarter turn to full throttle – sometimes even needing to adjust your grip to get to full throttle. Your wrist ends up quite angled, your elbow might be tucked down – try it yourself, even sitting where you are. Try rolling off slightly and then quickly getting back on the throttle. It’s not always the most fluid motion.

Now, imagine the same scenario with a quick action throttle. Instead of that big rotation, you only need to move your wrist about half as much to reach full throttle. Now your wrist isn’t all the way down and your arm isn’t locked. You’re at full power with a much smaller, more natural wrist movement. It’s not just a shorter distance to travel – it’s far more fluid.

This isn’t about getting your elbow down or knee down in corners, novice and intermediate riders, stay with me here! This is about easy movement. Easy movement of the top half of your body. When you’re fully leaned over, and you’re at full throttle with a standard throttle, your body position can become quite tense. It can feel like you’re fighting the bike a little bit. Before a corner, when you roll off the throttle, sometimes, even if you think you’ve rolled off completely, you might still be holding a little bit of throttle open – maybe 10% or 20%. Then, as you’re tipping into the corner and getting back on the gas, you might get a little surprise, that “whoa!” moment.

I’ve experienced this myself, and I know many track day riders have too. You roll off, thinking you’re at zero throttle, but you’re not quite, because that full rotation with a standard throttle sometimes isn’t perfectly consistent. Nine times out of ten, it’s fine, but that one time, it can be a little unsettling, especially when you’re already leaned over.

This is where the reduced rotation of a quick action throttle really shines. It promotes smoother, more consistent throttle inputs. It reduces the chance of accidentally carrying a bit of throttle when you think you’re fully closed, and it makes getting back on the power in a corner exit much more intuitive and controlled.

Benefits Beyond Lap Times: Fluidity, Confidence, and Reduced “Gremlins”

The benefits of a quick action throttle go beyond just shaving lap times. It’s about improving the overall riding experience, especially on the track.

• Improved Fluidity: As we discussed, the reduced rotation makes throttle inputs smoother and more fluid. This translates to smoother corner entries and exits, less jerky transitions, and a more connected feeling with the bike.
• Reduced Hesitation and Increased Confidence: Especially for riders who are still building confidence with full throttle, a quick action throttle can be a game-changer. Knowing that full power is just a smaller, more controlled wrist movement away can eliminate hesitation and encourage you to get on the gas sooner and harder. It makes the idea of “full beans” less daunting.
• Eliminating “Throttle Gremlins”: That feeling of thinking you’re fully off the throttle but still carrying a bit of gas? Quick action throttles can significantly reduce this. The shorter rotation makes it easier to ensure you are truly at zero throttle when you intend to be. This leads to more predictable and controlled corner entries.

Is a Quick Action Throttle Right For YOU?

Now, you might be wondering, “Okay, this sounds good for track riding, but is it really worth it for me?”

• Street Riding? Honestly, for purely street riding, I’d say no, it’s probably not essential. A standard throttle is perfectly adequate for most road riding situations.
• Regular Track Day Rider? Absolutely, yes! If you’re a regular track day enthusiast, a quick action throttle is a worthwhile investment. The benefits in terms of fluidity, control, and confidence on the track are significant.
• Novice or Intermediate Track Rider? Absolutely, yes! This is where it can be surprisingly beneficial.  Often, novice and intermediate riders are hesitant to go to full throttle. We’re riding bikes with nearly 200 horsepower these days, and pinning the throttle can feel intimidating. A quick action throttle makes full throttle feel less extreme, more accessible, and ultimately, less scary. It’s “quick action,” not “crazy action.”

It’s not going to magically give you 5 or 10 seconds a lap, but it will contribute to faster lap times by making you a smoother, more confident, and more efficient rider. It’s one less thing to think about when you’re chasing those tenths.

Final Thoughts: Unleash Your Track Potential

So, there you have it – my take on quick action throttles. Please, don’t be hesitant about this upgrade. It’s not a massive expense. Depending on where you get it, a good kit will cost you somewhere in the range of $150 to $200.

Motion Pro Rev3 Sportbike Variable Rate Throttle Kit

Similar to the Domino kit, this one gives you 4 separate cams for variable throttle sensitivities, plus throttle housing, tube, cables and grips.

Pros:

• 5 cams with varying throttle responses - from stock to highly sensitive
• Aluminum inline cable adjusters make install and adjustment easy
• Cable boot keeps dirt and dust out

Cons:

• May not fit your bike - check Revzilla

Check Price on Revzilla

We may earn commissions if you make a purchase. This keeps our site ad-free and never sponsored.

I get all my parts from Road Race Performance Shropshire. They’ve been fantastic and offer really good discounts. If you mention my YouTube channel, “Chasing Tenths,” they often give a discount of 5% to 10%, or even more, depending on the product. I’ll put their contact details in the description below.  Definitely check them out.

Honestly, a quick action throttle is an upgrade that’s worth having if you’re serious about track riding. It can eliminate so many of those “gremlins” in your head about full throttle, improve your fluidity, and boost your confidence.

For me, a quick action throttle is like Miracle-Gro for plants. It helps you grow in those crucial corner exits on the track when you really want to get on the gas and go!

Alright guys, that’s enough from me for today. Thanks for watching! Please do subscribe to the channel if you haven’t already – I really appreciate your support. Thank you, thank you, thank you!

The post Why a Quick Action Throttle is a Game Changer first appeared on It's Better On The Road.