GET HOT Tire Warmers

26/09/2026

What Should We Aim for to Make Effective Use of a Tyre?
At the track, tyre performance is often understood as something that improves after a session begins, reaches a peak at some point, and then declines. When lap times improve, riders may see it as the tyre reaching its “sweet spot.” When times drop, they may conclude that the tyre is “finished” or that it did not last. In this view, the tyre’s condition follows a curve that rises and then falls.
But is that change really an unavoidable characteristic of the tyre?
A conventional tyre warmer using nichrome wire supplies heat from heating wires laid out in a winding pattern. Areas close to the wires receive heat first, while heat reaches areas farther away through conduction from the surrounding material. As a result, when the tyre surface is heated sufficiently, areas close to the wires can become hotter first, creating temperature differences across the tyre.
Surface temperature and tyre pressure are the main indicators used to judge a tyre’s condition. But even when both readings reach their target values, that does not necessarily mean the temperature distribution throughout the tyre, or its internal condition, is ready. Matching the numbers we can measure from the outside is not always the same as preparing the tyre for the conditions it needs on track.
A tyre warmer is not simply a device for making a tyre hot. It is a tool for preparing the tyre before a session so that its performance can be used effectively from the moment it is ridden. However, if a warmer’s role is understood only as bringing surface temperature or pressure to a target, changes in tyre condition after the session begins may be accepted as a natural performance curve.
Lap times may improve early in a session because the tyre is moving closer to its intended condition. During that change, the balance with the suspension may temporarily come together, producing a best lap. Later, as the tyre’s condition continues to change, that balance may shift and the pace may drop. This could be interpreted as “the tyre’s peak has passed” or “the tyre has reached the end of its life.”
What we need to consider is that the suspension setup for a single best lap may not be the same as the setup for maintaining consistent lap times from the beginning to the end of a race. A setup aimed at one point in time, when the best lap is possible, has a different objective from one designed to complete the race distance while accounting for changes in tyre condition. If the goal is a stable race pace, the suspension setup needs to reflect that goal.
If the tyre is already in its intended condition when the session begins, there is no need to rely on the tyre gradually reaching that condition in the early laps. Instead, we can aim to establish the right balance between the tyre and suspension from the start, and maintain that relationship as consistently as possible throughout the race. Shouldn’t the goal be to use the tyre effectively from the beginning and run a stable pace over the race distance, rather than focusing only on the fastest single lap?
If riders place strong emphasis on their best lap, while stable performance over the full race distance is not adequately valued, the feedback reaching tyre manufacturers may also focus too heavily on one-lap speed. Manufacturers must respond to lap-time demands while also ensuring that tyres last the race distance. If feedback from the track does not fully account for changes in tyre condition and the relationship with suspension, tyre development may move in a direction that does not support effective use of the tyre.
Far-infrared GET HOT uses a planar heating element to heat the tyre across a broad surface. Its aim is to prepare the tyre before riding while limiting temperature differences between areas. In the measurement examples presented, the highest recorded tyre temperatures with GET HOT were 98°C on the front surface, 96°C on the rear surface, and 76.8°C at the rim. In the nichrome-wire example, the recorded temperatures were 83°C on the surface, 68°C on the rear, and 43°C at the rim. The thermal images also show high-temperature areas along the nichrome wires and the temperature distribution between them. These data can help us consider how different warmers heat a tyre.
To make better use of a tyre, we need to look beyond the warmer’s surface temperature. What tyre condition are we aiming for when we start riding? What suspension setup should we use for that condition? What criteria should we use to evaluate the overall race result and communicate it to tyre manufacturers?
A tyre warmer needs to be understood not simply as a device that “heats” a tyre, but as a tool for preparing the tyre to a condition that allows it to be used effectively. Based on this approach, GET HOT is an option that supports tyre preparation and setup aimed at stable performance over the race distance.
https://www.hotbankusa.com/gethotusa.html

18/09/2026

Simply Heating a Tyre Is Not Enough

Any tyre warmer can heat the surface of a tyre. That is simply the minimum function expected of the product.

The real question is:

How can heat be delivered deep into the entire tyre?

Conventional tyre warmers rely heavily on heat conduction. Nichrome heating wires heat the outer surface, and that heat must then travel inwards.

However, delivering sufficient heat into the deeper structure through surface conduction requires the outer rubber to be heated to an even higher temperature. By the time enough heat reaches the internal structure, the tread surface may already have been exposed to excessive heat, potentially accelerating degradation of the rubber compound.

If the surface temperature is reduced to protect the rubber, sufficient heat may never reach the deeper structure, shoulders, sidewalls, bead area and other parts of the tyre that are more difficult to heat.

This reveals a fundamental limitation of surface-based heat conduction:

It is extremely difficult to heat the entire tyre thoroughly while protecting the outer rubber from excessive heat.

The temperature distribution inside a tyre cannot be seen from the outside. For this reason, an increase in tyre pressure is commonly used as an indicator of how thoroughly the tyre has been heated.

However, reaching the correct tyre pressure does not necessarily mean that heat has been distributed evenly throughout the tyre.

Because the air inside expands as it warms, tyre pressure can reach the target level even when the temperature increase is concentrated mainly around the tread area. At the same time, the areas that are most difficult to heat may still remain below the required temperature.

The same tyre pressure does not always mean the same internal temperature distribution—or the same tyre condition.

Tyre warmers have existed for approximately 40 years. During that time, motorcycle performance, tyre construction, suspension technology, electronic control systems and the demands of racing have all advanced dramatically.

Originally, the primary purpose of a tyre warmer was simply to prevent riders from starting on cold tyres.

Today, its role is far more demanding.

A modern tyre warmer must prepare the entire tyre as closely as possible to its actual operating condition, allowing the rider to obtain accurate feedback and maximum performance from the very first lap.

Although the role of tyre warmers has evolved significantly, the basic heating method—using nichrome wires to conduct heat inwards from the surface—remains widely used.

Modern racing motorcycles have reached a level of performance that places extraordinary demands on their tyres. At this level, merely heating the tread surface is no longer sufficient.

The temperature, pressure, rigidity and deformation characteristics of the entire tyre must be brought closer to actual running conditions.

Without this preparation, the tyre cannot perform or respond as intended. Any suspension or chassis setup based on an incompletely heated tyre may therefore contain an inherent margin of error.

When conventional technology is the only available option, teams have no choice but to develop their tyre and suspension settings around its limitations.

At GET HOT, we chose to question that assumption itself.

Instead of excessively heating the surface and waiting for heat to travel inwards, GET HOT uses proprietary far-infrared flat-panel heating technology to distribute heat efficiently throughout the tyre.

By reducing dependence on surface heating alone, the system prepares the tread, shoulders, sidewalls and deeper tyre structure as a complete unit, bringing the entire tyre closer to its actual operating condition.

We are not simply heating the tyre.
We are preparing the entire tyre for performance.

That is the development philosophy behind GET HOT.

After more than 23 years of development and use in Japanese racing, GET HOT has only recently begun its international expansion.

We are now looking for racing teams, professional and amateur riders, importers and distributors across Australia, the United Kingdom, Europe, North America, Asia and other international markets who understand the importance of advanced tyre management and are interested in working with us.

We welcome partners who can help us test, demonstrate and introduce this technology in real racing and track environments—and who share our vision of creating a new standard for tyre preparation.

If you are interested in using, testing or distributing GET HOT in your country or region, please contact us.

Let us build the next standard in tyre management together.

https://www.hotbankusa.com/gethotusa.html

29/08/2026

# # GET HOT Tire Warmers | Repeatable Tire Conditions: The Foundation for Suspension and Engine Mapping

After a run, teams measure how much the tire pressure has increased and subtract that increase when deciding the next cold starting pressure.

This is a fundamental part of race tire management.

Experienced teams refine this calculation by considering ambient temperature, track temperature, circuit characteristics, rider input and many other variables.

The method itself is logical.

However, it works backward from one value: inflation pressure.

> Does it also account for the thermal distribution inside the complete tire?

# # # The same pressure does not always mean the same tire condition

Inflation pressure is a single value.

Heat, however, is distributed throughout the tread, shoulder, carcass, sidewall, bead, rim and the air inside the tire.

A tire can have a very hot tread surface while the sidewall remains relatively cool. If enough heat has reached the inflation chamber, the pressure will still rise.

Another tire may have a lower surface peak temperature but a more balanced thermal condition throughout its structure—and display exactly the same pressure.

Therefore:

> The same inflation pressure does not necessarily mean the same tire condition—or the same amount of thermal change still to come.

For the usual cold-to-hot pressure calculation to remain reliable, the thermal distribution created by the tire warmer must be reasonably close to the tire’s operating thermal distribution on track.

If that condition is different, two tires starting at the same pressure can behave very differently after leaving pit lane.

# # # The pressure may be ready while the tire is not

A conventional nichrome-wire tire warmer transfers heat from the wire into the tire surface beneath it.

When more energy is required to heat the carcass and sidewall, the tread surface near the heating wire rises in temperature first.

During this process, the chamber air can become warm enough for the pressure to reach its target value.

The tire may then appear ready.

But it is possible to reach a condition in which:

> The inflation pressure has reached its target, while the carcass and sidewall are still in the process of warming.

Once the motorcycle begins running, the areas that still have thermal capacity continue to heat through cyclic deformation and hysteresis. Heat also continues to redistribute throughout the tire structure.

As a result, temperature, pressure, stiffness, contact patch and tire deformation can continue changing throughout the run.

The post-run pressure increase is then measured and subtracted from the next cold starting pressure.

But is all of that increase an unavoidable result of riding?

Or could part of it be heat that the tire had to generate on track because it was not placed into a sufficiently complete thermal condition before the run?

There is another factor.

Reducing the starting pressure to compensate for the expected increase also increases tire deformation. Greater deformation can produce more carcass and sidewall flexing, which can create additional heat.

The pressure rises, so the starting pressure is lowered.

But lowering the starting pressure can contribute to the heat that causes the pressure to rise.

This does not mean that working backward from post-run pressure is wrong.

It means we should ask one additional question:

> Does the measured pressure increase include thermal change created by the heating method itself?

# # # GET HOT was not developed simply to become a “hotter” tire warmer

Because all tire warmers belong to the same product category, they are often compared by asking which one heats faster or reaches a higher temperature.

But GET HOT’s far-infrared full-surface heating technology was not developed to create a higher tread-surface temperature than a conventional wire-element warmer.

Its purpose is to distribute energy across a broad heating area instead of concentrating it along individual heating wires.

This allows the tire to receive the required total thermal energy while reducing localized surface-temperature peaks.

The more meaningful comparison is not:

> Which warmer produces the higher surface temperature?

It is:

> At the same surface temperature, how much of the tire has been prepared—and what thermal distribution has been created?

The SUPEREVOLUTION MAX-R goes one step further.

Its dedicated side/rim heater introduces heat from another direction, helping to prepare the sidewall, bead and rim without relying only on additional heat applied through the tread surface.

It is not designed simply to make the tire hotter.

It creates a second thermal path so that the complete tire structure can be prepared without placing all of the thermal load on the tread.

GET HOT does not focus only on reaching a target surface temperature or pre-run pressure.

Its deeper objective is:

> To minimize the avoidable rates of change in temperature, pressure, stiffness and deformation after the motorcycle begins running.

A tire does not increase in temperature forever.

As heat generation and heat dissipation move toward equilibrium, the rates of temperature and pressure change become smaller.

Instead of waiting for the tire to approach that condition on track, we believe the tire warmer should bring it as close as reasonably possible before it leaves pit lane.

# # # If the tire condition is moving, the setup baseline is moving

When tire temperature, pressure, carcass stiffness and deformation continue changing from lap to lap, the problem is not limited to tire performance.

Suspension and engine mapping are both evaluated through the tire.

A suspension change may appear to improve cornering.

A fuel or engine-map change may appear to improve drive grip.

But if the tire condition was different before and after the change, was the improvement really created by the setup adjustment?

Or was part of it caused by a change in tire temperature, pressure, stiffness, contact patch or deformation?

The same engine map can produce a different level of wheelspin, torque transfer and throttle feel when the rear tire’s condition changes.

Likewise, suspension feedback cannot be compared accurately if the tire supporting the motorcycle is behaving differently from one run—or even one lap—to the next.

Tire setup is not merely one adjustment to be completed after the chassis setup.

> It is the first reference condition that allows suspension, engine mapping, traction delivery and chassis balance to be evaluated accurately.

If the foundation is moving, every result built on top of it becomes more difficult to interpret.

A repeatable tire condition must come first.

# # # Does a mid-race best lap prove that the setup is correct?

At the beginning of a run, the tire structure may still be below its ideal operating condition.

In the middle, temperature distribution, pressure and stiffness may briefly reach their most favorable relationship—and the rider records the best lap.

Toward the end, temperature and pressure may rise too far, the tire begins to fade and lap times fall away.

In this situation, the mid-run best lap does not necessarily prove that the motorcycle was correctly set up for the full race distance.

It may simply be the moment when a continuously changing tire condition briefly intersected with the chassis setup.

A best lap proves speed at one moment.

A race is decided by the result achieved over the complete distance.

The objective should not be to extract 100% for a short period and then attempt to control the decline.

It may be better to create a tire condition that can deliver a predictable 80% from the beginning to the end—and then find the fastest suspension and chassis setup within that stable condition.

What appears to be 80% over a single lap can become 100% over a 20-lap race.

There is no need to abandon cold-to-hot pressure calculations.

The goal is to create the thermal condition that makes those calculations more meaningful and repeatable.

> Do not focus only on how high the temperature becomes.
> Control how the heat enters the tire.
> Do not evaluate only the starting value.
> Minimize the rate of change after the start.
> Do not prepare for one temporary performance peak.
> Prepare the foundation for the complete race distance.

Accurate suspension setup and accurate engine mapping begin with an accurate, repeatable tire condition.

GET HOT is designed to create that foundation.

We welcome enquiries from riders, race teams, workshops and motorsport businesses regarding:

Product purchases and sales
Dealer and distribution opportunities
Race-team support
Technical partnerships and collaboration

If you are interested in using GET HOT, representing the brand or exploring a support partnership, please contact us.

We look forward to working with people who want to approach tyre preparation from a different perspective.

https://www.hotbankusa.com/gethotusa.html

16/08/2026

# # The Goal Is Not Simply to Make the Tire Hotter.

For years, tire warmers have been judged mainly by two numbers:

**Surface temperature and tire pressure.**

But matching those numbers does not necessarily mean the tire is in the same thermal condition as it is on track.

Think about what happens when you work on suspension setup.

The suspension is being adjusted based on how the motorcycle behaves **with the tires in their actual running condition**.

So if the tire leaving pit lane is thermally different from the tire you are using as the basis for suspension evaluation, the starting point itself is different.

**Same surface temperature does not necessarily mean the same tire condition.
Same pressure does not necessarily mean the same tire condition.**

For decades, conventional tire warmers have relied primarily on wire-element heating and thermal conduction.

Heat the outside first.
Then wait for that heat to conduct deeper into the tire.

It was not necessarily the ideal way to reproduce the thermal condition of a tire in operation.

It was simply the practical heating method available, so the industry learned how to work within its limitations.

GET HOT started from a different question:

**What thermal condition should the entire tire be in before the rider leaves pit lane?**

Our far-infrared full-surface heating technology takes a fundamentally different approach.

Instead of concentrating on making the tread surface hot and relying mainly on conduction from the outside inward, GET HOT applies thermal energy across a broad area of the tire, with the objective of preparing the tire as a complete thermal system — not just its surface.

And yes, GET HOT heats exceptionally fast.

But we do not believe **“Which warmer gets hotter?”** is the right question.

Nor do we believe that simply being hotter makes a tire warmer better.

**Temperature is a number.
The condition of the tire is what matters.**

GET HOT is not an attempt to make a conventional tire warmer slightly better.

**It is a different approach to tire preparation.**

Engineered and manufactured in Japan. 🇯🇵
Developed from more than two decades of professional racing experience.

**GET HOT — Rethinking what a tire warmer should actually do.**

# # # Dealer & Racing Support Opportunities

GET HOT is now expanding internationally.

We welcome inquiries from:

• Local dealers and distributors
• Race teams and racing organizations
• Riders interested in our racing support program
• Businesses interested in representing GET HOT in their market

**Dealer opportunities and special racing support pricing are available depending on the market and program.**

If you are interested in carrying GET HOT products, working with us as a local partner, or discussing racing support, please contact us.

**Let’s discuss what we can build together in your market.**

14/08/2026

**GET HOT Tire Warmers**
If every tire warmer relies on the same heating principle, can it really deliver a different result?
GET HOT began by challenging that assumption.
Instead of asking how to make the tyre surface hotter, we asked a different question:
**"What condition should the tyre be in before entering the track?"**
That question led us to develop our far-infrared full-surface heating technology.
Our goal is not simply to heat the tire.
Our goal is to prepare the entire tire structure for stable tyre pressure and predictable performance on track.
🇯🇵 Designed & Manufactured in Japan
https://www.hotbankusa.com/gethotusa.html

02/08/2026

🔥 If the tire surface is hot, does that really mean the tire is ready for the track?

GET HOT is not simply a conventional tire warmer made to run hotter.

We began with a different heating philosophy:
What condition should a tire be in before the rider exits pit lane?

Conventional wire-element tire warmers primarily heat the tire surface first, then rely on conduction to transfer that heat into the tire.

GET HOT uses far-infrared full-surface heating technology to apply heat across a broad area of the tire. This helps reduce localized hot spots and transfers heat more evenly into the tire’s internal structure.

Our goal is not surface temperature alone.

It is to prepare the tire carcass and internal layers so that the overall thermal condition—and therefore tire pressure—is closer to what the tire will experience on track.

🇯🇵 Designed and manufactured in Japan
🏁 Over 23 years of professional tire-warmer manufacturing experience
🏆 Used in international racing, including Moto2, Moto3, and the Suzuka 8 Hours

GET HOT was developed for riders and teams who take initial grip, tire pressure, and tire condition seriously.

Riders, race teams, performance shops, and potential distributors in the United States are welcome to contact us through Messenger for information about models, sizes, voltage specifications, custom logo branding, and international shipping.

https://www.hotbankusa.com/gethotusa.html

23/07/2026

GET HOT Tire Warmers – Special Size for OHVALE

Every Suspension Setup Begins with Proper Tire Management.

Without the correct tire temperature and pressure, suspension and chassis setup data cannot be trusted.

GET HOT's exclusive Far Infrared Surface Heating Technology heats the entire tire—not just the surface—creating the consistent tire conditions required for accurate suspension setup, reliable rider feedback, and maximum performance from the very first lap.

We don't just warm tires.
We engineer tire management.

https://www.hotbankusa.com/gethotusa.html

18/07/2026

16/07/2026

We don’t just heat the surface of the tire.

GET HOT tire warmers, featuring our far-infrared surface heating technology, are developed not only for motorcycles but also for automobile racing.

Our products have been adopted by a SUBARU racing team in Japan and are also used by manufacturers for tire testing and analysis.

Unlike conventional tire warmers that rely on heating wires, GET HOT uses a different heating structure. Rather than depending solely on heat conduction from the tire surface, far-infrared radiation helps promote temperature rise deeper within the tire.

Our goal is not simply to bring the tire surface up to a target temperature.

Our philosophy is to reproduce the tire’s entire thermal structure — including its internal temperature profile — as closely as possible to real on-track conditions.

That is the fundamental concept behind the development of GET HOT tire warmers.