I don’t know anybody who loves wearing a helmet, but most of us who do wear them appreciate their – shall we say – utility. And a motorcycle helmet is a lot more comfortable than the helmets the U.S. Army issues, though the purpose is the same – to save your life.
There are five basic types of motorcycle helmets: full-face, off-road, modular, three-quarter open-face, and half helmets, also called shorties. In 1956, I bought my first bike, and my mother bought me a shorty helmet – that was all there was. Then around 1959 Bell introduced the 500TX, which may have been the first three-quarter open-face. I immediately sprung for one and wore open-faces for the next 20 years or so. Until I got a job in the industry and was told photos would be done with a full-face. I am mildly claustrophobic, but I adjusted to the enclosed feeling, more or less. Then modulars came along, and I’ve been a fan of those for many years, being able to lift up the chinbar when idling through town or going slow on a wooded lane.
Scorpion’s EXO-GT930 is called the Transformer because it serves both as a modular, with the chinbar and visor opening up, and as an open-face. You can easily detach the chinbar and faceshield and put on the peak visor. I like using the open-face configuration while riding along paved roads on a warm day through the little-trafficked countryside with vineyards and cattle.
Modular crash-hats tend to be heavier than full-face ones because of the hinges and locking systems. Scorpion uses three different shells for the seven sizes, from XS to 3XL, and I figure my XL uses the largest. The modular configuration weighs 4.1 pounds; the open-face with peak visor weighs 3.4 pounds. The outer shell is polycarbonate, and the life-saving crushable middle portion is multi-density expanded polystyrene (or EPS), which absorbs impacts should you have the misfortune to use the helmet for its intended purpose. Inside is a removeable, washable KwikWick comfort liner, and the helmet stays put with a traditional double D-ring chinstrap.
The mechanism for flipping up the chinbar works just fine, and when opened it can be locked in place. Removing the chinbar and attached anti-fog faceshield is merely a matter of holding down the spring-loaded levers just below the pivot point, one at a time, and then pulling the chinbar forward. Easily done after a little practice, as is installing the peak visor. A drop-down tinted sun shield can be used in either configuration.
Ventilation, comfort, and build quality are good. Solid colors retail for $249.95-$254.95, and the Modulus graphic (shown) in three colorways retails for $269.95. A matte black version with an EXO-Com Bluetooth communication system retails for $424.95.
According to Schuberth, its R2 Carbon helmet is the first full-face carbon helmet with an integrated communication system. Thanks to a pre-installed, invisible speaker, microphone, and antenna, this helmet comes factory-ready for easy installation of a branded Schuberth comm setup created in partnership with Sena.
The R2 Carbon is exceptionally light. Schuberth uses two shell sizes for the R2 line, which spans from sizes S to 2XL. With the SC1 intercom and battery installed, my XL R2 Carbon weighs 3 pounds, 2.1 ounces, about half a pound lighter than my Arai Corsair-X without a comm system – a significant weight reduction well appreciated during a long day’s ride.
Once you understand the insertion procedure for the separate battery and comm module, it’s easy to slide them into their little pockets on the bottom rim of the helmet. It took a little fiddling to get two SC1 sets – one for me and another for my wife, Katie – working and linked. Once the SC1s are paired, small and easy-to-reach rubber-sealed buttons on the comm module adjust volume levels. Simple and effective. We tried the helmet/comms setup with and without earplugs, and we both preferred plugs. The SC1 offers plenty of volume without distortion, and wind noise becomes less tiring with this method.
The R2 exudes quality and it’s well sealed to prevent wind noise from interfering with comms. So much so that behind a well-faired bike like our Honda Gold Wing, I was wishing for a couple more helmet vents beyond the two-position forehead vent and small chin vent. As a passenger, Katie felt airflow through the R2 was fine, comparable to other helmets. On non-faired bikes the R2 works better for me, so just be aware of the limited ventilation if you’re doing a lot of warm-weather riding on touring rigs.
The R2 Carbon has a fast-drying, antibacterial, removable, and washable comfort liner, as well as emergency-release cheekpads. The faceshield is easy to remove and reinstall, and an anti-fog insert comes standard. A tried-and-true double D-ring secures the chinstrap.
Overall, Katie and I are happy with the fit and comfort of the helmets, and we appreciated the ease of use of the communicators. We opted for the Stroke Gold graphic (shown), but the R2 Carbon also comes in Stroke Red, Bold Chrome, Cubature White, and Cubature Yellow. The R2 Carbon retails for $649, and the SC1 is $229.
For more information: See your dealer or visit schuberth.com
HJC Helmets and Red Bull have been working on launching the first-ever Red Bull licensed motorcycle helmet. Until now, any helmet sporting a Red Bull graphic has been exclusively available to sponsored riders, but HJC and Red Bull have partnered up to design a very special helmet, the RPHA 1 Red Bull Austin GP helmet.
For years, Circuit of the Americas has hosted a paramount MotoGP race for Red Bull, and the RPHA 1 Red Bull Austin GP helmet will pay tribute to this event with a graphic that celebrates the Grand Prix of the Americas. The sleek design accentuates the aerodynamic lines of the RPHA 1, HJC’s premium race helmet, while featuring the unmistakable Red Bull logo and COTA colors. The RPHA 1 has also been reserved for professional racers, but HJC will finally release their highly anticipated race helmet to the public in December 2021.
The RPHA 1N Red Bull Austin GP helmet was officially launched on October 3rd at the Red Bull Grand Prix of the Americas in Austin, Texas. October 3rd also marked the 50th anniversary for HJC Helmets.
HJC Helmets has released several successful licensed helmets in the past, but the RPHA 1N Red Bull Austin GP helmet is one of a kind. The largest helmet maker in the world has teamed up with one of the most popular brands in motorsport.
The relationship began with HJC supporting the Red Bull MotoGP Rookies Cup and becoming the official helmet partner for the series. From there, the relationship evolved and the next step of the partnership sees the release of an exclusive helmet collection that will be available to all motorcycle riders, something that has not been done before with any other brand.
MSRP for the RPHA 1N Red Bull Austin GP helmet is $949.99. For more information, visit hjchelmets.com.
Akihito Arai pictured at the Arai factory in Japan.
In 1914, a doctor practicing near the Brooklands racetrack in England first correlated the relationship between motorcycle accidents and serious head injuries. Dr. Eric Gardner went on to invent the first purpose-built motorcycle helmet. It wasn’t until two decades later, when a head injury resulting from a motorcycle accident took the life of Thomas Lawrence, better known as Lawrence of Arabia, that the first serious studies were conducted into the efficacy of motorcycle helmets in reducing the severity of head injuries. Hugh Cairns, Lawrence’s attending doctor and a leading neurosurgeon, used his findings and influence to ensure that helmets would become obligatory equipment for British Army Signal Corps riders going forward.
Early helmets were mostly constructed from cork, leather, and sometimes wood, and remained so until post-war developments in synthetic materials lead innovators such as Hirotake Arai to develop an entirely new design. Arai, a keen motorcyclist, had retooled his family hat business to produce safety helmets for construction workers. Applying the same manufacturing techniques, he began making and selling the first Japanese motorcycle helmets in 1952. They were made from a fiberglass resin outer shell lined initially with cork, and later, expanded polystyrene (EPS).
Seven decades on, motorcycle helmets, along with a multitude of international standards, have evolved exponentially, as has our understanding of science. Nonetheless, the infinite number of variables existing in a real-world crash ensure that even the most sophisticated models used to gauge a helmet’s ability to absorb an impact will remain controversial. While tests aimed at appraising shell penetration, peripheral vision, and the strength of chin straps lend themselves more readily to laboratory observation, governing bodies are forced to compromise in the face of producing practical, repeatable tests that accurately simulate impact absorption.
An Arai factory engineer utilizing an ‘anvil test’ rig on a helmet shell.
An effective helmet design aims to minimize the energy reaching the wearer in a crash, and since much of the testing involves dropping helmets from a given height onto an anvil, passing the resulting standards can be as simple as thickening the EPS layer in all the right places. Arai argues that the resulting helmet would no longer possess the overall strength and durability afforded by a sphere and ignores the role a helmet plays in redirecting and absorbing energy. In the same way a stone can be made to skim across a pond, a round, smooth helmet will glance off a surface, redirecting energy away from the wearer.
Arai’s design philosophy first accepts that practical limitations on a helmet’s size and weight restrict the volume of protective EPS foam it can contain. Inevitably, helmets can’t prevent all head injuries. But, with the understanding that safeguarding a rider’s head goes far beyond meeting the demands of governing bodies, Arai applies the “glancing off” philosophy to design helmets that reduce the effect of impacts on riders’ heads. Given that most impacts are likely to occur at an oblique angle because motorcyclists are moving at speed, Arai’s design aims to maximize the ability of a helmet to redirect energy by glancing off an object. The design is a function of shape, shell strength, and deformation characteristics that absorb energy along with EPS.
Arai collects crashed helmets for analysis and data collection, and uses the information to continually refine their helmet design.
Arai has developed and refined its approach through decades of evaluation and experimentation. Its helmets are round and smooth, and any protruding vents or airfoils are designed to detach on impact. The shell itself must be strong and flexible, but it must not deform too quickly or it will dig in rather than glance off. Arai uses multiple laminated layers combining glass and composite fiber to produce a very strong but lightweight material, and areas of potential weakness at the helmet’s edge and eyeport are reinforced with an additional belt of “super fiber.” Arai says its shells can withstand much higher abrasion than what is mandated by standards tests, and in doing so, can retain its energy absorption properties for a second or third impact.
Every Arai helmet is still made and inspected by hand at the family-owned factory in Japan
While glancing off can redirect energy from the impact, a high-velocity crash may also require a helmet to absorb and distribute impact energy. Arai’s proprietary one-piece, multi-density EPS liner is made up of different sections of varying densities corresponding to the adjacent shell surface. This helps maintain the helmet’s spherical form and enhances its ability to glance off. In the case of a crash involving a slide along the ground and into an object, such as a curb or barrier, Arai’s helmets are designed to deflect the initial impacts with the ground with minimal shell deformation, saving its absorption properties for the rapid deceleration caused by impacting the object.
While glancing off can redirect energy from the impact, a high-velocity crash may also require a helmet to absorb and distribute impact energy. Arai’s proprietary one-piece, multi-density EPS liner is made up of different sections of varying densities corresponding to the adjacent shell surface. This helps maintain the helmet’s spherical form and enhances its ability to glance off. In the case of a crash involving a slide along the ground and into an object, such as a curb or barrier, Arai’s helmets are designed to deflect the initial impacts with the ground with minimal shell deformation, saving its absorption properties for the rapid deceleration caused by impacting the object.
Each helmet shell undergoes a series of quality control checks before continuing through the production process.
Many other helmet manufacturers and philosophies exist, and riders must make their own conclusions in the knowledge that certification requirements mandated by bodies such as the DOT and ECE only guarantee a minimum standard. Every Arai helmet is still made and inspected by hand at the family-owned factory in Japan; the only automated process is the laser cutting of the eyeports. Over its history Arai has built an enviable reputation for quality and attention to detail. As the saying goes, it is expensive for a reason.
We can’t get enough of modular helmets here at Rider. The protection of a full-face helmet combined with the convenience of a flip-up chinbar is really hard to beat. Add in the premium features of a helmet like HJC’s RPHA 90S, and you cover all the bases: safety, comfort, aerodynamics, ventilation, versatility, and ease of use.
Based in Korea, HJC is the world’s largest helmet manufacturer. RPHA, which stands for Revolutionary Performance Helmet Advanced and is pronounced “arfa,” is HJC’s premium line of full-face and modular helmets. The 90S shell is made of HJC’s proprietary, lightweight Premium Integrated Matrix (P.I.M.) Plus that blends carbon and carbon-glass into a hybrid fabric. My medium-sized 90S weighs 3 pounds, 11 ounces, which is comparable to other premium modular helmets we’ve tested.
The interior is 3D-engineered to reduce noise, and combined with the aerodynamic shell, neck roll, and chin curtain, the helmet does a good job of dulling wind noise. The 90S has a plush, removable comfort liner, recessed ear pockets, and channels to accommodate glasses. The anti-scratch faceshield is Pinlock-ready (an anti-fog insert comes in the box), and a sliding lever on the lower left edge of the helmet deploys or retracts the drop-down sunshield. Vents on the chinbar, crown, and rear of the helmet are easy to open or close with gloved hands. Airflow through the helmet is decent but could be better (though that would increase wind noise; I wear earplugs most of the time, so it’s a trade-off I’d be happy to make). Sold separately are Sena-made Smart HJC 20B and 10B Bluetooth communication systems that integrate into a port inside the rear of the helmet.
HJC RPHA 90S on a 2021 Honda Gold Wing Tour (Photo by Kevin Wing)
I’ve been wearing the RPHA 90S for about a month on bikes ranging from a Triumph Speed Triple naked sportbike to the Honda Gold Wing. There is no EPS padding built into the chinbar, but it does latch closed with metal pins and locks securely. The chinbar’s release tab and the center locking mechanism for the faceshield are both easy to find and use on the fly, though with the faceshield cracked open the mechanism ends up in my line of sight. Otherwise, vision is very good through the large eyeport. I appreciate the plush liner for the chinstrap, which secures with a traditional D-ring. The 90S was comfortable, quiet, and user-friendly during 12-hour days in the saddle with highs in the triple digits. Can’t ask for much more than that.
The HJC RPHA 90S is available in sizes XS-2XL. Pricing ranges from $459.99-$469.99 for solids to $499.99 for graphics (shown).
For more information: See your dealer or visit hjchelmets.us
Carbon fiber helmets have been around for a long time, and they offer a great combination of lightness and strength, as well as the high-tech look of the carbon fiber weave. We’ve seen (and tested) more of them in recent years because improvements in manufacturing have made it possible to produce high-quality lids at a lower price. Premium carbon fiber helmets used to cost upwards of $1,000, but now you can buy them for about half as much.
Scorpion’s EXO-R1 Air Carbon helmet is a perfect example. Its resin-infused TCT-U 3K carbon fiber shell composite weave is said to provide aircraft-grade impact dispersion. Compared to the standard EXO-R1 Air we tested last year, the Carbon version is 3.5 ounces lighter (49 ounces for size medium) and has the same aerodynamic shell that’s designed to reduce drag and improve balance. The Carbon feels really light in my hands and all but disappears when it’s on my head.
Between the carbon shell and the comfort interior is a multi-layer EPS liner designed to absorb impact energy and it has built-in channels to allow air to flow around the head. Scorpion’s Ram-Air intake system sucks air in, which then moves through the helmet and returns to the atmosphere by way of a four-port exhaust spoiler. With a race helmet level of ventilation the EXO-R1 Air Carbon can be a tad noisy, but that’s what earplugs are for. The clear MaxVision Pinlock-ready face shield has an anti-scratch coating and blocks 95% of UV-A and UV-B radiation. A dark smoke shield, a Pinlock anti-fog insert and a helmet bag come in the box. Shield changes are a breeze, and the shield closes securely with a center lock.
In terms of comfort, the intermediate oval Carbon was initially pretty snug, but after a full day’s ride the removable/washable KwikWick III antimicrobial interior molded to my Charlie Brown head. Scorpion’s Airfit inflation adjustment system provides a custom fit for the 3D-contoured Kwikfit cheek pads, which also have an emergency release. Other features include speaker pockets, a breath deflector, a chin curtain and titanium D-rings on the chin strap.
If you’re looking for a lightweight, feature-packed, stylish, and functional full-face helmet, the EXO-R1 Air Carbon is a solid choice. DOT/ECE certified and backed by a 5-year warranty, it’s available in sizes XS-3XL in Gloss Black or Matte Black for $549.95.
For more information: See your dealer or visit scorpionusa.com
Even if you never lap a racetrack, there are advantages to wearing a racing-designed helmet on the street like this Scorpion EXO R1 Air full-face model. For starters, at 54 ounces in a size large, this helmet is anywhere from 2-10 ounces lighter than the popular street full-facers on our shelves, so if helmet weight is an issue for you the R1 Air is worth a look. Scorpion says its multi-layered Ultra-TCT shell combines fiberglass, aramid and poly-resin fibers that minimize weight while maximizing strength and impact dispersal. Looks pretty cool in the neon-red Corpus model, too.
The EXO R1 also earns the “Air” designation for its aero-tuned shell shape, which Scorpion says helps reduce aerodynamic drag and improve balance. I found the fit to be slightly more snug than usual for a large, but still comfortable, and the R1 Air includes Scorpion’s AirFit cheek pad inflation system to snug the cheek pads around and under your jaw to customize the fit and prevent helmet lift at high speeds. A small bulb in the chinbar lets you pump up air bladders under the cheek pads to the desired level, and there’s a button to release the air before you take the helmet off. Thinner cheek pads are available as well, and they all have an EMT-friendly emergency release system that is obvious from the underside and works well.
Inside, the R1 Air’s multi-layer EPS liner has channels for increased airflow, and the “aero-tuned” ventilation system uses two air intakes in front and a 3-port exhaust spoiler system. It does flow a noticeable amount of air with the vents open, and both front vents are closeable. You can also close the chinbar vent from the inside to keep air flowing to the face shield but not onto your face. (I put some tape over the hard plastic ribs on the interior chinbar vent slider to keep it from scratching my nose when I put the helmet on.) For warmer weather both the breath guard and chin curtain can be removed, though the latter does help make the helmet quieter. We always wear earplugs when riding, but on a short ride without them, I found the R1 Air to be slightly noisier than average like most racing helmets.
Integrated speaker pockets in the R1 Air make installing a Bluetooth comm system a snap. Its Kwik-Wick III anti-microbial liner is removable and washable, and I liked the liner’s softness and feel. Face shields are easily changed with the quick-release system, and there’s a center lock for the ratcheting shield that is easy to use. At lower speeds the shield will stay slightly open if desired to allow more airflow.
You’d be hard-pressed to find a lighter full-face helmet with so many premium features—heck, the D-rings are even titanium! DOT and ECE approved, the Scorpion EXO R1 Air helmet comes with a clear MaxVision Pinlock-ready anti-scratch face shield, a Pinlock anti-fog insert and free additional dark smoke MaxVision Pinlock face shield. Two limited-edition racer replicas, four graphic colorways and solid matte black are available in sizes S-2XL for $399.95 to $459.95 with a 5-year warranty. The racer replicas also have tear-off posts installed.
For more information: See your dealer or visitScorpion EXO.
Newsflash: Female anatomy is not the same as male anatomy. Sure, we all know this and apparel manufacturers have been making women’s jackets, pants, boots and gloves for some time now, but for some reason helmet makers have been slow to adjust. Germany-based Schuberth stands out as an exception, and has been making helmets specifically to fit the female head—with its generally narrower facial profile—for years. Last year it introduced an updated version of its modular helmet, the C4 Pro (Gear Lab, September 2019), with improvements to fit, comfort and noise reduction, and now it has announced the C4 Pro Women, making the updates available in a female-specific design.
The C4 Pro Women has the same general construction as the regular version, with a Direct Fiber Processing fiberglass and resin shell, single large vent on top and smaller visor vent on the chinbar, pre-installed Pinlock visor insert, integrated drop-down sun shield, patented Anti-Roll-Off System (AROS) to prevent the helmet from coming off in an accident, and speakers/microphone pre-installed for plug-and-play accommodation of the SC1 Standard or SC1 Advanced Bluetooth communication systems. The plush, removable/washable liner is optimized for the female head, with 5mm-thicker cheek pads and a lovely dark lavender color that sets it apart from the men’s version.
My head measures 56 cm, which is between a small (55) and a medium (57) in the C4 Pro Women, and as expected the size small I tested fits quite snugly. Like every Schuberth I’ve yet worn, the helmet sits rather high on my head, the back just covering my occipital lobe and the cheek pads firmly settled around my cheekbones rather than my jaw. As with any helmet, I recommend trying the C4 Pro Women on before buying to ensure you like the fit. If you do, great news: this is a well-designed, Schuberth C4 Pro Women Helmet high-quality lid. It proved to be quiet, even with the top vent open and pulling noticeable cool air across my scalp, and aerodynamic as well, even when turning my head side to side on a sport bike with little wind protection. The chinbar mechanism is very easy to use and pops open/closed without a fuss; I do wish the drop-down sun shield lever had a larger grip, as I sometimes struggled to find and operate it with thick gloves on.
At 3 lbs., 14 oz. (size small), the C4 Pro Women is on par with other high-end modulars, but its excellent aerodynamics make it feel lighter and less tiring to wear. It’s available in two solid colors ($729) and three graphics ($829) in sizes XS-L (53 to 59 cm).
I see a lot of HJC lids when I’m out and about with other riders, which is no surprise: they’re attractive, functional and easy on the wallet. Its CL-17 has been a bestseller and a workhorse of the lineup for years, and for 2019 HJC released a new model to replace it, the i10. Its advanced polycarbonate composite shell has a fresh, modern look, with crown, forehead and chinbar intake vents and always-open exhaust vents at the rear, and the Taze graphic we tested (shown above) also features subtle silver reflective striping on the front, top, back and sides. The liner is removable and washable and the Pinlock-ready visor snaps on and off easily. The i10 is also ready to accept the optional built-in SmartHJC 20B or 10B Bluetooth communication system, or it can be used with a separate system from a manufacturer like Cardo or Sena.
My i10 was comfortable right out of the box, with ample room for speakers. I would say fit is intermediate oval that leans just a hair toward round oval, but I didn’t experience any hotspots or pressure points. The chinbar and forehead vents are super easy to use with gloves on, but for some reason I struggled to locate and operate the top vents at times, usually when wearing thicker gloves. The visor is easy to use too, with a large tab front and center that eliminates the fumbling at traffic lights I’ve experienced with some other brands, but I wish it had a smaller initial “de-fogging” opening. I also miss the convenience of a built-in drop-down sun visor, but if that’s a deal-breaker for you, HJC’s i70 (reviewed in the October 2019 issue and here) is a nice step up for not too much more dough.
With a lower-priced lid like the i10, your primary concessions are in the comfort category; at 3 lbs., 9 oz. my size small i10 is nearly 5 oz. heavier than a similarly featured high-end competitor. That doesn’t sound like a lot, but after a full day of riding that third of a pound can become apparent. That said, the i10 is still a lot of helmet for the money, especially given it carries the newest Snell M2020 certification in addition to DOT. It’s available in sizes XS-3XL (3XL is DOT only) in five solid colors starting at $149.99, and in three graphics starting at $169.99.
For more information, see your dealer or visit hjchelmets.us.
In 2016 we tested the ATS-1, the first full-face street helmet from 6D, a new company that had developed a patented system called Omni-Directional Suspension (read the review here). Inside the helmet are two nested EPS liners connected by an array of hourglass-shaped elastomer dampers. The dampers allow the EPS liners to move independently in six axes, so the outer shell moves independently of the head. Upon impact, the liners compress together and/or shift laterally relative to each other before they crush like EPS liners in other helmets, absorbing and dissipating kinetic energy and reducing the amount of force transferred to the head. Independent tests have shown that ODS significantly reduces linear and angular (rotational) acceleration compared to other helmets, reducing the likelihood of concussions, traumatic brain injuries or death. The innovation and wide-ranging applicability of ODS helped 6D win the Grand Prize in the NFL’s Head Health Challenge III competition.
6D’s new ATS-1R improves upon its predecessor in a number of ways. Advancements in ODS technology are said to provide “significant improvements in both linear and angular acceleration mitigation” while also reducing weight. My size-medium ATS-1R weighs 3 pounds, 5 ounces, which is 9 ounces lighter than the ATS-1. Designed with input from professional racers, the ATS-1R’s carbon fiber, intermediate-oval shell has an aerodynamic shape with a rear wing to reduce drag, buffeting and lift. With four intake vents, 15 transfer ports and five exhaust vents, the ODS Air-Gap ventilation system, which takes advantage of the space between the nested EPS liners, moves a significant amount of air. With all of the vents open the ATS-1R can be noisy, but it’s suitably quiet when wearing earplugs.
This cutaway graphic shows the 6D’s proprietary Omni-Directional Suspension system that reduces brain damage in rotational impacts.
Other changes to the ATS-1R include a larger shell opening, redesigned cheek pads (optional pads allow sizing to be customized), a redesigned chin curtain, a removable neck cuff and a new self-tensioning face shield base plate, which improves sealing. The anti-scratch, UV-blocking shield offers 10 positions as well as a lockdown lever and a Pinlock 120 anti-fog insert is included. Changing the shield is a no-brainer and requires no tools. The ultra-plush comfort liner is removable, washable and compatible with eyewear, and inside the helmet are integrated speaker pockets.
Comfort, fit and finish, ventilation and ease of use are first rate, and the price of the DOT- and ECE-certified ATS-1R is significantly lower than that of its predecessor. It’s available in sizes XS-XXL for $695 in Gloss Black or $745 in graphics, and comes with a deluxe helmet bag.
For more information, see your dealer or visit 6dhelmets.com.
