Arai VX-Pro 4 Product Review

The VX-Pro4 has been in my helmet test rotation for a while now and that time has given me some hard opinions on the crash lid. The overall look and function of the Pro4 is similar to the older model, but with a few new features that further refine Arai’s helmet fitment, which more of a round shape. There are several cool new colorways that pop up from time to time and I personally like bright helmets, so this particular “Machine” color is my favorite that is available now. 

Starting with the basics of the Arai lid, the visor is long and wide enough to provide better protection from other riders roost. The visor comes with a black sticker on the underside to reduce glare and has large air vents for an ample amount of ventilation. Rather than Arai drilling more or larger holes in the shell, the venting pieces on the top and back of the helmet have been designed to be more efficient at moving air through the helmet. On the older Arai’s I had a problem with the front of the helmet being too close to my big nose, but Arai has since moved the grill and mouth vents to the front of the bar, creating more space in front of my face. The cheek pad design hinges out of the way when taking on or off the helmet, yet is supportive and secure while riding. As with all Arai helmets, the Pro4 features a multi-density foam that Arai claims, in conjunction with the helmet’s stiff shell, provides better protection in a wide variety of crashes. 

When I first slipped on the medium sized helmet, I noticed how much material was making contact with my face/head. The cheek pads are long and tall and extend well past the bottom edge of the shell which I really like. Combined with the padding around the rear of the helmet, the VX-Pro4 has a very “round head”’ feel, unlike other helmets that can feel more on top of the head. I have a round shaped head so this type of shell makes it one of the most comfortable lids to wear on longer test days. The pillow like feel of the liner is by far my favorite and if there is a standard for comfort the Arai VX-Pro4 helmets are close to the top for me. The ERS (Emergency Release System) cheek pads have a snug feel to it and wraps around my cheeks with a snugger fit, but if you do have a fat face then Arai offers optional cheek pads to snap in. This is a great option for you guys that don’t like cheek pads touching your cheeks as much. At $749.95 this is one of the higher priced helmets, but the comfort you get from the Arai is well worth the price marker. 

 Ventilation is not the VX-Pro4’s strong point compared to some other models like the 6D, Fly Formula or even a Bell Moto 10. Like I mentioned earlier, it’s “ok” but in the hot summer months of California I was sweating more with the Arai than others. Arai’s primary goal of having the strongest shell makes for very few vent holes. The lack of ventilation is pronounced by the amount of very comfortable foam lining. The relief zones for your ears are pretty small and I felt more material in that area than with other helmets (hence the comfort). This makes the Arai a very quiet helmet inside while riding compared to a louder 6D, but the 6D breathes better for me. The goggle port is on the small side and to accommodate larger goggles like my favorite pair of Oakley Airbrake’s or goggles with nose guards, it’s tough to get them situated inside the port creating a good seal. I removed the rubber nose protector immediately on the VX-Pro4 to get extra room for goggles. 

Don’t be scared to throw the liner in the washing machine as the liner can withstand the abuse of the washer just don’t throw it in the dryer. Let the liner air dry and you will be just fine. With the VX-Pro4, there is a balancing act with safety and comfort. After watching a bigger man  stand on the empty shell of a Pro4 without it flexing much at all, I got a good taste of how strong and hard this shell is (similar to a SHOEI VFX-W). Maybe this is some of the older tech that is being used by Arai, compared to the newer tech that 6D, Fly or Bell have been putting out. Plus, with Arai’s triple density foam and breakaway visor and vent pieces, I have little doubt that the helmet would perform very well in a high speed crash. However, since it isn’t the lightest or most ventilated helmet on the market, you have to decide for yourself where you fall in the wide spectrum of helmet comfort and performance. I personally love the comfort so it’s one of my top three helmets to ride with, but with further advancements in helmet tech as of late, Arai may need to latch onto some newer safety features soon.

You can check them out at araiamericas.com and see all the designs they have available. If you have any questions feel free to email me at kris@keeferinctesting.com.

On My Own Dime: Bell Sanction Kids Helmet

Written/Tested By: Michael Allen (AKA Janky Mike)

Becoming a dad has been the best thing that has happened in my life (besides marring my beautiful wife). On the third day home from the hospital, Oliver (my son) started his two wheeled journey through life, when I strapped him onto my chest and pedaled him around the neighborhood on my old BMX bike. Since that day, bikes/motorcycles have been literally an everyday part of his life and with that obviously comes the necessity for helmets. Alyse (my wife) is a trauma nurse at a level 1 unit and the Keefers refer to her as “a savage” (in a loving way). What is meant by savage is when it comes to having sympathy for cuts, bumps and bruises (or as Keefer says my sensitive emotions) she doesn’t bat an eye. She sees the worst of the worst, day in and day out at work and has no problem describing the gore, dismemberment, disgusting scents that can come from the human body and just overall debauchery of her type of work; all while delicately sipping on a cup of coffee. However, if she hears “mommy I have a boo boo” (which seems to act as a maternal dog whistle), she’s rushing full speed to rescue her delicate baby boy, full of sympathy, hugs, kisses, and is ready to mend anything from a splinter to a broken heart. In my wife’s line of work, she’s seen a fair amount of head injuries and hates seeing people having to suffer long lasting side effects of possibly preventable head injuries. We started drilling it into Oliver’s little head that if he’s on anything with wheels he must have a helmet on. Starting so young has really made it easy and now that he’s talking, he has become the “helmet police” making sure everyone in the vicinity has a well-protected cranium.  

We started with just a generic Walmart infant helmet for when he would go on e-bike rides with Alyse and I. As kids do, he quickly grew out of his first helmet (both in size and protection) when he started showing interest in riding his three wheeled pre-strider bike. We got rid of the Walmart helmet and purchased an adjustable skateboard style helmet that had MIPS. This became his balance bike helmet as well as what I would use when I would ride him around on pit bikes or my dirt bike. Not to be “that bragging dad” but he started balancing himself and riding his balance bike with his feet up at 18 months after seeing an older kid riding one at Glen Helen. Roughly two weeks after mastering the balance part of riding, Oliver started wanting to go faster and faster as well as riding up and down curbs which of course evolved into skate park sessions when I’d get home from work. The incident that made us decide it was time for a full face helmet didn’t even involve anything with wheels. We were at the park and Oliver said he wanted to go down the slide by himself. About three seconds later I watched him come out of the slide tunnel head first, then scorpion into the bark and come up with a face full of bark, blood, and blubbery tears. We talked that night and could only imagine how bad his face would have looked if he fell off his bike, so after putting him to bed we started researching full face helmets.

Finding the right helmet proved to be more challenging than I thought because the selection is somewhat limited, there are different factors that needed to be taken into consideration, and pricing for kids helmets is all over the map. After about a week of doing research we decided on the Bell Sanction in an XS. There were other helmets out there that rated slightly higher on the safety scale, but we weren’t willing to pay $300-$500 on a helmet that he’s going to outgrow in six months. There were also helmets available that were in the $20-$60 range but they lacked the features and safety we desired. The Sanction isn’t directly marketed for toddlers, but the XS size 49-50cm is one of the smallest on the market, it weighs in at 850 grams (1.5 lbs.) and the fact that it can be purchased for anywhere between $90-110 made it a perfect candidate. It’s marketed for BMX dirt jumping, so its shell is small and it also has a pinch buckle for the chin strap like a bike helmet. The buckle was a huge help because anyone with a toddler knows how hard it is trying to get them to stand still long enough to buckle a traditional dirt bike helmet strap. The XS is a little on the tight side so when I put it on I pull the sides of the helmet out slightly to help them get over his dumbo ears. Once it’s past his ears, it fits nice and snug slightly pushing his cheeks together, but I’d rather have it snug than loose. The visor is adjustable and replaceable, which has come in handy on early morning or evening rides. Although I wish the Sanction had MIPS, I am confident that the US CPSC safety standard will be more than enough for his balance bike and low speed Stacyc adventures. The only other negative is that the pads/liner aren’t removable which would come in handy after a day in the saddle. While I am nitpicking, it would also be nice if the pads could be swapped out for larger ones as he grows, so that one shell would last a couple helmet sizes.  After four months of use he now asks for the full face helmet because he says “I want big helmet so I look like daddy”. 

If your little one is starting to push the limits or just get a little sketchy on their bike I’d recommend taking a look at the Bell Sanction because it offers a good amount of protection without breaking the bank. Because let’s face it, you’ll be buying the next size up in the blink of an eye. It’s never too early to get your little one on two wheels, we have gone places and done things on our bikes that have made memories we (or I) will cherish forever. So get out there, dust off your old BMX bike and go make some memories with that little mini me who needs to burn off some energy and while you’re at it, give their head the protection it deserves. If you have any questions about the Bell Sanction, feel free to reach out to me at Michael@keeferinctesting.com.

Bell Moto 10 Product Review (First Impression)

I have been able to put enough time in the Bell Moto 10 helmet to give you a proper first impression, but before I do that, let me give you some background on my history of wearing Bell Helmets. Growing up in the high desert one of the perks is that I got to ride everyday after school from the house. Usually that meant getting off the bus, walking home, doing my chores/homework, and then immediately going to my favorite dez track to ride. After years of doing this, my mom had to witness me coming home with broken bones, a bloodied face, and the occasional missing skin, but what she didn’t see was a kid with a concussion. My dad was always adamant about putting me in Bell helmets when I was younger to keep me safe. I was raised in a Moto 3, 4, and 5 kid growing up because that is what my father believed in. Soon thereafter, when I had to spend my own money on helmets, I ventured out and tried other brands with some success, but I always remember my younger days in those Bell helmets. 

Spherical Technology

Spherical Technology, powered by MIPS®, helps redirect impact forces, bringing market-leading design, performance and brain protection together without compromising comfort, ventilation, weight or style.

Ball-and-Socket Design

Spherical Technology’s ball-and-socket design helps redirect impact forces away from the brain by allowing the outer liner to rotate around the inner liner during a crash.

MIPS®-Equipped

MIPS stands for Multi-directional Impact Protection System, which is a leading slip-plane technology inside the helmet designed to reduce rotational forces that can result from certain impacts.

Segmented 3K Shell Technology

Special shell design that provides a large exhaust vent that expels hot air out of the helmet, ensuring the rider stays comfortable and cool.

No Missed Races Bumpers

Using a softer EPP material, two bumpers on either side of the helmet compress under load but bounce back to its original form, reducing the likelihood of further injury caused from the helmet contacting your body.

Panoramic Goggle Port Technology

A wider port provides better fitment, optimal sealing, and a massive field of view, increasing the rider’s visibility and safety when needed most.

Magnefusion Cheek Pad Emergency Release System

Allows for easy removal of the pads for washing and enables emergency responders to easily remove the cheekpads first before removing the helmet following an impact.

Sweat Management

With the combination of the T.E.A. System, Spherical venting channels, and Segmented shell, we created the ability to force perspiration across the rider’s brow—away from their goggles—preserving vision late in a race.

Virus CoolJade™ Comfort Liner

This removable, washable liner is made of recycled jade fabric to create a natural cooling effect. The ultra-wicking construction combined with CoolJade-infused yarn decreases your skin surface temperature up to 10˚ F, keeping you cool, comfortable, and focused on the race at hand.

Flying Bridge Visor

This visor design allows more flexibility and improves airflow across the helmet. By not using a traditional center post and screw concept, we’re able to increase the amount of energy-management material in a high-impact zone.

Thoughts:

So after spending a couple weeks riding in the new Moto 10, I am pleasantly surprised on how much more comfortable this helmet is for my head shape (I have more of a round head). Even though the weight of the helmets remains close to the same, the weight distribution of the Moto 10 feels evenly dispersed. The Moto 9 felt heavy directly on top of my head, but the Moto 10 feels much lighter when riding longer Motos. The Moto 10 fits snugger initially when riding with it brand new, but slowly breaks in and wraps around my face much more than the Moto 9 did. The way the helmet encompasses my head feels more secure and tighter in a good way (similar to an Arai VX-Pro 4). The liner/cheek pads have more comfort to them, are softer to the skin and overall just has more of a hug like feel that wraps around your cheeks (similar to a road racing helmet). The Moto 10 eye port now allows the rider to choose wide peripheral goggles as my Oakely Airbrake’s and 100% Armega’s seal much better to my face than they did with the Moto 9.

Ventilation is improved as the Moto 10 can cool your head down better than the Moto 9 on hotter days. Even though I assumed what Bell was explaining to the media about their ventilation system was just marketing BS, the Moto 10 actually can push sweat away from your goggles. I let one of my well known testers (that sweat profusely when riding) try the Moto 10 on a hot day at Glen Helen and he was blown away that his less than stellar goggle foam didn’t get soaked with sweat. (Editors Note: I am not much of a sweater, so that had to get put to the test by one of my guy’s). One of the other aspects that some other media outlets do not talk about is outside noise. Some helmets are louder than others, but the Bell is surprisingly quiet for how much ventilation it provides. Usually when I get a helmet that ventilates well, it is loud to the outside world, but the Moto 10 is in the top three helmets I have worn lately that muffles out bike noise.  

If there is one negative that rolled over from the Moto 9 is that the chin bar area of the helmet is still close to my face/nose and when you wear certain goggles, the frames of those goggles damn near stick out passed the chin bar area of the helmet. It doesn’t hinder anything, but can look strange if you’re not used to it. Overall, my initial impression is that this Moto 10 is a much better Bell than the Moto 9. This is a helmet that I could actually live/want to ride with and with the updated tech along with the MIPS technology, I could actually believe/trust in its protection. 

Positives:

• Quality – You’d expect an excellent quality of finish on a $800 helmet, and this thing delivers. With a carbon compose shell, it’s both lightweight (around 1300g) and strong. As an added nice touch, it comes in a cool padded carry bag.

• Style – Aside from the cool carbon finish, it’s a good-looking lid with a contoured shell shape.

  • Comfort/Fit – The sophisticated impact liner and soft padding produces an exceptionally good fit. In fact, you can feel the liner actually mold to your head shape once you put it. In other words, it gives you a more personalized, form fitting helmet

• The Padded Liner – With its uncomplicated design (no tabs, just four plastic clip-studs), the liner is simple and easy to remove/replace. And in addition to being convenient, the magnetic cheek pads are a real advantage in the case of an emergency.

• Ventilation – This helmet flows Ari extremely well. The way it forces out sweat is something we have never felt before in a motocross helmet. 

• Attention to Detail – The stainless steel mesh that’s used in the chin-piece and ventilation exhaust ports is stylish. I absolutely love the magnetic tip in the fastening strap. This makes it extremely easy to secure with gloves on. The built-in Eject Helmet Removal System cavity in the liner means there’s no need for any modifications to fit this system (which is now mandatory for racing in many countries).

Negatives:

• Visor Screws – They have an inventive design (they’re recessed, designed with breakaway tabs, flick out to use and then back to flush), but with only two lateral screws, you have to run them super-tight to keep the visor fixed in place. The visor will not move when riding, but getting the visor to a correct position (before riding) without looking like you have dune goon syndrome is tough to do.  

• The Chin-Bar – The shell’s compact design puts the chin-piece close to your mouth, this can accelerate goggle fogging in wet/cold conditions if you start to breathe heavily. Removing the nose guard helps this however. I would prefer a slightly longer chin bar area however. 

6D ATR-2 Helmet Review

It’s hard to write about something, that in some cases, can’t be fully tested until shit goes wrong. In the world of helmet safety, we as buyers have to be very trustworthy customers. I mean…We have no choice but to be right? We have to trust in what the helmet company is telling us (about their latest safety technology offerings) is in fact the truth and works in real world conditions, just like the test results say back at the testing facility. 

On the flip side of that us media outlets have to be able to portray the truth to you consumers as well! As always we here at Keefer Inc. will always be transparent to you and that includes why I prefer certain helmets. As most of you know I was an advocate of the Fly Formula helmet for quite sometime and I still stand behind that helmet today. Most recently, I switched back to 6D ATR-2 helmets on my own time because I also believe in this technology as well. When my son first started learning how to ride, I put him in 6D technology because I believed it to be the best there is. We recently had the chance to get back in 6D’s (as a family) and I am happy that we made that decision. If there are two helmets I trust the most in today’s helmet market it would be the Fly Formula and 6D technologies. This is not to say the other helmets on the market are bad per se, but I just know from crashing that these two have saved me more times than not. It’s called “from experience” and that is the only way I know how to “test” helmets and give you all real world advice on them. I can tell you how it feels/fit, but that is just a small portion of what sells future customers these helmets. 

The only way to truly know if the helmet “works” or not is to crash and that is something that riders usually aren't looking to do. However, when it does come time to test the safety aspect of the helmet, it better damn well work and be what we paid for. I have worn and trusted in the 6D technology for quite sometime now and just like I mentioned above, have even spent my own money on a few helmets for my kid and I. Here are some thoughts on the 6D and why Aden and I choose this lid for safety. 

The 6D ATR-2 off-road helmet uses Advanced ODS technology. The ATR-2 is an evolved version of the company’s signature Omni-Directional Suspension system (ODS). The ATR-2’s Advanced ODS is highlighted by an Expanded Polypropylene (EPP) multi-impact outer liner and a Expanded Polystyrene (EPS) replaceable inner liner. Just like on the ATR-1, the two liners are connected via a series of elastomeric isolation dampers, assisting in progressive loading of the ODS system during impacts. Now, however, many of those ATR-1 dampers have been replaced by damping towers that are incorporated into only the outer liner; these towers are capped by newly updated, low-friction disks that slide freely against the inner liner, thus reducing friction under loading and increasing the displacement travel between the two liners. Make sense? Ok, good!

With this Advanced ODS system in place, the ATR-2 is said to offer improved performance in both linear and angular acceleration mitigation, and at the same time can be made easily rebuildable for a longer service life. In addition to Advanced ODS, the ATR-2 features a number of other updates aimed at improving safety: A structural Brow Rib strengthens the upper eyeport area, while a special designed Cervical Protection Zone works to protect the rider in the event that the helmet is pushed down and back into the neck and spine during an accident. Safety features that have carried over from the ATR-1 include a clavicle cutaway, sternum pad, shear-away visor screws, and emergency removable cheekpads. This is not an ATR-1 with a new name. The ATR-2 is truly unique.

I usually wear a size medium in almost every helmet, but with standard cheek pads installed inside the ATR-2, it does feel a little loose against the cheeks (side to side, but this is my preference). For most other medium wearing helmet riders that I let try on the ATR-2 helmet, they thought it was fine, but I go with a thicker 55mm cheek pad and the fit is great for my round shaped head. If you feel like you need to tighten the space in your ATR-2 try going one size up in cheek pads. The Genuine Dri-Lex liner of the ATR-2 feels slightly softer than the old ATR-1 and is not as harsh against my sensitive face. For guys that grow the beard out and love to moto, this is especially nice as it doesn't irritate your skin. When riding back to back with the ATR-1 and ATR-2 there were a few things that I felt were a noticeable improvement immediately on the ATR-2.

1 The shorter visor. Yes, this is an aesthetic thing, but also safer in case of crash. I feel like it makes the helmet look more attractive as well. Yes, I also care about looks! Sue me! 

2 I can feel a significant lighter feel with the ATR-2. The ATR-2 is only a 100 grams lighter on paper, but feels much lighter than that when riding. 

3 The chin bar/nose area of the ATR-2 is closer to your face, but not so close that you big nose riders out there will start to feel cramped. If you are familiar with the Arai VX Pro-4 you know that it sits close to your nose, but the 6D ATR-2’s nose area sits slightly further away than its competitor. This allows more room for multiple brands of goggle frames, doesn't allow for a ton of roost in side your helmet and also gives you the sensation that your helmet isn't sticking out like a duck bill. 

The ATR-2 sits down on my head correctly and conforms comfortably. Some helmets come too far down on the forehead and that prevents my goggles from sitting in the eye port correctly, but the 6D does not do this. The eye port is huge on the ATR-2, which I love for peripheral vision and awareness when I race. The 6D ATR-2 is still a “loud” helmet when comparing it to the Fly Formula, but this is something I have grown accustomed to when wearing it more. The Genuine Dri-Lex liner wicks away sweat well and dries fairly quickly. The nine intake ports and six exhaust ports ventilate my head extremely well (even better than the old ATR-1, that incorporated eight intake ports and four exhaust ports). I have worn and tested a lot of helmets and the 6D ATR-2 feels like it vents better than any other helmet I have used. Taking the liner out, washing it and putting it back in is not a nightmare and snaps in easily. The ATR-2 is neck brace friendly and is just fine when using in conjunction with an Atlas or Leatt brace. 

If you’re still  a fan of the ATR-1, don’t worry, it is still available and has a lower cost than the ATR-2. The 6D ATR-2 will set you back around $695.00 and to me is worth that pricepoint. After I have had a couple concussions, I am big on safety features of off-road helmets and to me you will be hard pressed to find anyone else in the off-road world as passionate as 6D is. Like I have said in my previous podcasts, “we all should dress for the crash and not the ride”. 

The ATR-2 is available in three shell sizes covering a size range from XS to XXL and comes with a three-year limited warranty. The ATR-2 exceeds DOT, ECE, AC and ASTM standards.There are several color combos to match up with whatever gear you're wearing and most are available now. You can view the ATR-2 and ATR-1 at 6dhelmets.com. If you want to save some dough, use the code KEEFER21 to save some money on your purchase over on their website. 

Alpinestars SM5 Helmet Review

Written/Tested By: Michael Allen

We’ve all done it, watched Supercross on a Saturday night while thinking “man that helmet that Tickle was wearing is bad ass, maybe I’ll go online and pick one up.” Then after adding it all to the on line cart, your wife walks by and notices the total, while simultaneously giving you the “you can stay out here on the couch tonight” look. Let’s face it, no matter what you tell your buddies, we all want to look good when we go riding. Unless you’re a soul rider then you really don’t give two shits, which we still respect. However, some of us are explaining to our wives why the Gucci bag she wants is a rip off, then in the next breath, you’re explaining to her that the $1,500 you’re spending on a custom painted helmet is purely about safety. It used to be that when you bought the “cheaper” gear it was obvious to everyone that you were too cheap to buy what you really wanted. As with most things in life times have changed for the budget minded rider. The “second tier price, second tier looks” scenario seems to be a thing of that past since companies like Alpinestars are now offering  product lines with top tier looks without breaking the bank.

When it comes to helmets, I think it’s safe to say that for years the general consensus has been the more you spend the more protection your head has. While I believe that’s true in the $0-$150 range, there comes a point at which the extra money isn’t necessarily giving you more safety, but maybe “different” safety, maybe more comfort, and other amenities. The Alpinestars SM5 Helmet Is a good example of not having to break the bank to keep your head looking good while staying protected. The new SM5 was designed and built using five years of research and implements new technology and procedures to make a safe and affordable helmet. The shell is thermo-injected with a special polymer that is different thicknesses throughout the helmet to maximize the protection for different impact forces and locations while keeping the helmet lightweight. The EPS liner uses five densities to ensure the correct impact absorption in the correct areas. There is a raised area to reduce the impact transmitted to the collarbone as well as a patented Visor Release System that allows the visor to break away at a pre-determined force no matter the angle of the impact. Other notable features include large ventilation ports front and back, elastic loops for hydration pack hoses, and and ERS system to safely remove the cheek pads by medical workers in case of emergency. 

Having spent a lot of time in the SM10, I was looking forward to trying the SM5. I always have the everyday rider in mind and I know that although safety comes first, price is still important when you have mouths to feed, yet still want to be safe when riding. After reading the press release I knew my head was going to be well protected although with any luck I wouldn’t have to test the safety of my new lid. When I opened the box I was pleasantly surprised with the quality and look of the helmet. Whenever I get a new helmet I always check to see how the pads come out since I wash them every time I ride. I am a stickler for ease of removal and unless it’s a really good system, I hate when companies try to reinvent the wheel with fancy fasteners, that make you feel like you’re going to rip the liner out because you can’t figure out how to unclip them. Luckily the SM 5 uses good old fashioned snaps which are simple in theory, but for some reason the snaps take A LOT of force to come undone and made me a little nervous that something else was going to give before the snaps came undone. The liner and cheek pad material aren’t made from anything fancy, but it feels adequate to the face without being uncomfortable. Although I hope I never have to use it, the Emergency Release System is a nice feature that allows for the cheek pads to be removed without un-snapping them. The 26mm chin strap is comfortable and the snap is easy to fasten and remove. 

When putting the SM5 on it seems that for the shape of my head the inside feels like its contacting my head in multiple places (like pressure points but not painful) instead of cradling it in one constant contact throughout my whole head. The best way to explain this is to imagine a net (the liner) with medium sized holes cradling a bowling ball (your head) compared to a pillow case cradling the same bowling ball. They both support the ball, but the pillowcase is making more contact than the net. I really only noticed this when putting the helmet on, but for some reason I didn’t notice it when riding (probably because I’m focusing on not crashing). The integration of the small elastic loops under the cheek pads (for a hydration system hose) is a great feature and I hope it catches on so we stop seeing people drill holes in their helmets to secure the hose with zip ties. When testing the SM5 I wore the Scott Prospect goggles as well as a set of Airbrakes, which both fit inside the eye port without any issues. Southern California’s climate has been scorching as of late and although I don’t feel like the ventilation was excessively great, I did notice that the air in the shell was moving and keeping my head semi-cool. The only real issue I have with this helmet (other than the lack of a plush feeling for my head) is the Visor Release System. This isn’t necessarily an issue with the SM5 specifically since Alpinestars uses the VRS system on multiple models; the issue I have is not being able to adjust the position of the visor. Being an off-road guy there are times when I need to look like a goon and push the visor, down at the end of a trail ride, when the sun is setting and with the SM5 I have no ability to do that. 

After riding with the SM5 for some time now, it’s shown itself to be a good offering from a great company. It’s awesome that there is a good looking helmet design mixed with eight different colorways that won’t break the bank coming in at $259.95. A medium SM5 also weighs in at 1260 grams so it’s not that heavy on the head when wearing it on longer motos. The bottom line is that the SM5 is a helmet that is not un-like one of its potential buyers; the blue collar worker. It doesn’t have all the frills of a top dollar helmet, but it looks good and is there with the right amount of protection when you need it; if you need it. If you have any questions about the Alpinestars SM5 feel free to reach out to me at Michael@keeferinctesting.com

Bell Moto 9 Flex Helmet Review

The Bell Moto 9 Flex has been around for several years and from what we hear there will be a Moto 10 on the horizon soon, but in the meantime the Moto 9 Flex is Bell’s current top tier off-road helmet offering. Bell uses an inner impact absorption system that is said to have better low, medium, and high speed energy management. Also, this three-layered-foam design creates a unique fit and ventilation system. The Moto 9 Flex helmet comes in several colorways, but most recently Bell has introduced some of their new 2021 colorways like the one shown here. 

Most helmets have a one layer of EPS foam that is designed to absorb the energy from a crash at any speed. Yet helmets are tested to withstand very high-speed impacts and to pass such tests, some helmets have to sacrifice at least some of its ability to absorb low and medium speed impacts. The Moto-9 Flex has three layers of different density foams that address all impact energy levels. There is a standard EPS layer for high speed, then there are two different layers of polymer materials that are designed to absorb low and medium impact energy levels. Both of these inner foams bounce back rather than crush, and stay crushed like EPS (similar to helmets designed for multiple hits such as football helmets).

Also, the middle layer of foam can rotate within the outer foam layer to absorb some of the rotational forces in a crash. Additionally, the two inner liners of foam are segmented to, according to Bell, create a much more personalized fit for each individual rider. Each of the liner segments can move minutely to better accommodate different head shapes, a technology that Bell has already been using in its bicycle helmets. Lastly, the segmentation of the Moto-9 Flex creates many channels in the foam liners that should allow a ton of ventilation. 

There are many different types of helmet technology for the consumer to choose from these days and that is a good thing. I can’t say that I have had huge crashes with the Bell Moto 9 Flex, but I have taken a few crashes with no effects of a head injury. This DOES NOT mean that Bell’s helmet technology prevents concussions/head injuries, but I do know it is good in low speed crashes. I have a round shaped head and the Bell fits my noggin comfortably. 

Below are a few key bullet points of what I thought of the Bell Moto 9 Flex. 

Positives:

• Quality – You’d expect an excellent quality of finish on a $700 helmet, and this thing delivers. With a carbon compose shell, it’s both lightweight (1300g) and strong. As an added nice touch, it comes in a cool padded carry bag.

• Style – Aside from the cool carbon finish, it’s a good-looking lid with a contoured shell shape.

• Comfort/Fit – The sophisticated three-layer impact liner and soft padding produces an exceptionally good fit. In fact, you can feel the ‘Flex’ liner actually mould to your head shape once you put it on and this allows you to opt for a firmer-fitting sizing (rider who’ve always worn a Large in other helmet brands may well be better off with a Medium-sized Moto-9 Flex). In other words, it gives you a more personalized, adaptive fit.

• The Padded Liner – With its uncomplicated design (no tabs, just four plastic clip-studs), the liner is simple and easy to remove/replace. And in addition to being convenient, the magnetic cheek pads are a real advantage in the case of an emergency.

• Ventilation – The fact the three impact liners are segmented allows much better airflow and ventilation than helmets which the conventional single EPS impact liner. I wouldn’t say it ventilates better than a Fly Formula helmet but it’s in the top three of ventilated protective lids.

• Attention to Detail – The stainless steel mesh that’s used in the chin-piece and ventilation exhaust ports is stylish. I absolutely love the magnetic tip in the fastening strap. This makes it extremely easy to secure with gloves on. The built-in Eject Helmet Removal System cavity in the liner means there’s no need for any modifications to fit this system (which is now mandatory for racing in many countries).

Negatives:

• Visor Screws – They have an inventive design (they’re recessed, designed with breakaway tabs, flick out to use and then back to flush), but with only two lateral screws, you have to run them super-tight to keep the visor fixed in place. Even when you do run the tabs tight, the visor still can move. 

• The Chin-piece – The shell’s compact design puts the chin-piece close to your mouth, this can accelerate goggle fogging in wet/cold conditions if you start to breathe heavily. Removing the chin-piece’s generous foam insert in wet conditions helps with some of this issue. I also have a big nose so if feels like the chin piece is right in my face. I would prefer a slightly longer chin bar area. 

• The Eyeport – It’s a little smaller (top-to-bottom) than average, so you may need to dump the helmet’s removable nose guard if your goggles are too tight a fit.

"On My Own Time" (Fly Racing Lite Hydrogen)

Time… It’s something more precious than any amount of money. When you get older time becomes more valuable and as you all know when you get older there seems to be less time in the day to get things done. When at the track, I get asked questions like “what do you ride on your own time” or “what product do you use on your own time, when you’re not testing something”? After getting these questions asked to me several times, I thought it would be a good idea to start a monthly article on what I like to use on my own time. Even though my own riding time is rare, there are times when I just go ride to just enjoy the ride, not for the sake of testing something. 

Coming from a business standpoint, people assume that I only use or test companies products that pay me, but in most cases that is simply not true. I left Dirt Rider Magazine to create a testing media outlet that has transparency and lets people in on what is REALLY happening within the walls of a media outlet. I didn't want any hidden agendas and I didn't want to just be an editor that you can only talk to through a magazine or website. I hated being at Dirt Rider and having to talk highly about a product that simply wasn’t good, just because they were spending money with the magazine. I hated hiding behind the print advertising wall. I lost sleep over it. I would come home moody because it just didn't feel right to me. Telling the consumer to go ahead and purchase a product when it’s inferior not only ruins integrity, but it throws consumers money into the trash. It bothered me. 

I grew up with a father that didn't have a shit ton of money and he would rely on magazines to guide him into the right purchasing decisions. Hell, I barely had a relationship with him because he worked so damn much. The times we did get to spend together usually revolved around dirt bikes, so getting the correct parts put on our bikes made our time spent together less stressful on him. However, that wasn't always the case. What I didn't know (at that point in my life) was that time together, with dirt bikes, had costed him a lot of money (as well as labor). Sometimes my dad would purchase a product that he thought he or I needed, but found out later, through trial and error, that he was misinformed. It turned out it wasn't as good as stock, was a POS, or didn’t fit right, but because “the magazine” said “it was a must have” he went out and learned the hard way. When I started working for Dirt Rider I really thought we were going to take the “hard way” out of purchasing products and/or machines for readers/consumers. That theory wasn't always the way it worked out at the magazine, because we normally had some hurdles to jump through before that would happen. Little did I know in that world the edit side of things do not met eye to eye with the sales side of things at times.

Of course any business has to make money to operate, but what if you believed in a product so much that you only took those advertising dollars from the ones YOU truly believe in? That was my thought process when I was thinking of leaving the magazine to start my own deal. I wanted that motto to be my guideline when I started Keefer Inc. Testing. I knew I probably wouldn't make as much money as the other big media outlets, but I didn't care. I would rather be able to sleep at night than have the weight of steering a fellow blue collar type of rider, like my dad, into the wrong direction with a product or machine. Maybe this is a horrible business model and I am doing it all wrong, but to me it’s something I can truly do that lets me sleep well at night. I had certain companies in mind that I grew to love after testing them over the years and I knew that they had great products, so I went after those companies to see if they were interested in advertising with my brand. I wanted to push those products more on the Keefer Tested Podcast and wanted to have those companies a part of the Keefer Inc. Testing mission statement so to speak. Hell, who knows? Maybe it was that damn movie Jerry McGuire that got me inspired, but I needed to know “who’s coming with me”. 

Now I won’t sit here and tell you that every single company or product that I like has come on board to advertise with us, but that doesn't stop me from using said product. I would rather spend my own money on something that works than get something free that doesn’t. If a product is good, I am not scared to go purchase it myself, for my own use, on my own time, and of course let you all know about it. If it isn't a great product, I want you to know about that as well. I am not here to bash companies products when they are not great, but I will let them know about it so they can try to make it better. Not everything works well on every bike or body and that company has the right to know that they need to be better. Just because we take advertising dollars from one company doesn't mean we will not test other competing brands and give you the straight scoop on if that’s a great product or not. We are trying to create an open line of communication between the consumer and the media testing world. Yes, our time is valuable, and so is yours, but if we can give you quality feedback that can help you smile, once you’ve used what you've purchased, it’s a win win situation.

So now that you have some background on why I am typing these articles, here is the first installment of “On My Own Time”. We will be diving into one company/product a month, some that advertise and some that don’t, but that doesn’t matter to me, because if I am using it on my own time, it could be worth yours as well. If you have any questions on any product you see here on keeferinctesting.com you know I will do my best to help you. Simply email me at kris@keeferinctesting.com and I will do my damndest to steer you in the correct direction. 

Fly Racing Lite Hydrogen Pant/Jersey

Fly Racing has been a part of Keefer Inc. Testing since the beginning. Why? A couple reasons. It’s because they have a great product and also the people behind WPS/Fly Racing are genuine enthusiasts of our sport. I have been a fan of the Lite Hydrogen gear since their pant was redesigned in 2018. That pant incorporated the BOA system. Fly Racing is one of about three gear companies that I would spend my own money on (we will talk about the other two companies in a future “On My Own Time” articles) and below are the reasons why I like this product so much.

I am extremely happy with the BOA system on the Lite Hydrogen pant. Every time I wear another set of gear I am looking to tighten the BOA reel, but quickly realize that there isn't one available. If there was one thing I don’t like about other minimalistic pants is that they can be too stretchy in the rear yolk panel while accelerating out of corners. That can leave me with an untucked jersey as well as pants sagging down by lap three. I don’t have an ass! If you have an ass, maybe you DO NOT have this problem, but for my flat ass this is noticeable quickly. With the BOA system all I have to do is turn in the reel and tighten, so that my pant is securely locked to my waist. If you want to loosen the waist area you simply pull the BOA reel outwards and it releases the tension on the pant. The Lite Hydrogen pant has held up great against my knee braces (especially the leather) and although this is a very lightweight pant it has superb durability. The Lite Hydrogen pant is not as light as the FOX FlexAir, but has held together better over time for me and ventilates very well. 

If you are a bigger guy don't fear because Fly sells the Lite Hydrogen pant in up to a size 38. I have seen a pair of 38’s on my large sized buddy and it doesn't look abnormal at all. Also chances are if you’re a size 40 the 38 is stretchy enough that you will be able to fit without any issues. When comparing the FlexAir and Lite Hydrogen cuts, the Fly pant is not quite as tight, has slightly more stretch, and doesn't hug against your legs as much. This left me with a little more room for an array of knee braces that I test. The colors that Fly came out with in 2018 is so much better than the colors they had in 2017. Bright yet clean colorways are what I prefer and that is exactly what the Lite Hydrogen is. Although I am not sure Fly recommends putting your pant and jersey in the dryer, I have done so on many occasions and the BOA reel sticks works flawlessly. Over the years the Lite Hydrogen pant continues to evolve and be one of the leaders in comfort and durability. It's tough to get a lightweight pant that can last more than a few months, but these suckers have held up to the abuse that I can give. 

The Lite Hydrogen jersey ventilates very well and the low profile/open cuff design is one of my favorite aspects of this jersey. Sometimes when you get an open cuff design the jersey will ride up your arms during a moto, but the Lite Hydrogen jersey’s cuff will stay in place and not go all Mike Alessi on you. The athletic cut of the jersey is on the snug side, but again not as tight as a FlexAir jersey. It’s important to note that the Lite Hydrogen is not as tight as the FlexAir for the bigger dudes with some extra weight in the belly region. Don’t fear the spare tire because Fly offers a 2X and I promise you will not look all EMO with a snug fitting jersey. Once you slip the jersey on you can feel how soft it is as Fly Racing’s material will not irritate your skin. You will also have enough stretch for an under protector if you choose to wear one (which I did on most occasions). Mrs. Keefer has washed the pant and jersey several times and the colors have not yet faded or dulled out. I also liked that Fly updated their collar in 2019 to a lycra collar that doesn't grab a hold of your neck like a WWE wrestler. 

I remember when Fly Racing wasn't even in my thought process when it came to picking out gear to wear on my own time. Back in 2011-2013 I always dreaded having to wear Fly’s stuff for photos because it was so hot, baggy, and just didn’t look that great. Fly has evolved their line of gear and have made the Lite Hydrogen one of my favorite sets of gear to wear “On My Own Time”. 

https://www.rockymountainatvmc.com/riding-gear/fly-racing-lite-hydrogen-jersey-p/?ref=1009

2019 Fox V3 Helmet

Fox introduced their updated 2019 V3 last month, but it has taken us a few weeks to get you an actual first impression of the helmet because we actually wanted to ride in it for a while. Call us crazy, but we really like to test products here at Keefer Inc. before opening our mouths. It also seems like a ton of gear companies are coming out with their own helmet technology and that sometimes can be overwhelming for consumers on which one to decide on. We at Keefer Inc. can’t sit here and tell you which one is the best, but what we can do is give you the information about the hemet technology and give you details on fit and performance, but it will be up to you to make the decision on which you feel the most comfortable with. Spending $500.00-$700.00 on a new helmet is a big investment on your part and we are here to help you through it. If you have any further questions about the V3 helmet please email me at kris@keeferinctesting.com as our open door policy is put in place to help you like no other media outlet can. 

Technology: 

Almost every helmet manufacturer is trying to address rotational energy as riders take hits to the ground. There are a few different systems out there and Fox has come up with their own called “Fluid Inside” (or FI). There are seven pods around the inside of the helmet that are filled with a food-grade mineral oil that is supposed to mimic the same type of fluid that is inside your skull (cerebral spinal fluid). Crazy right? Fox claims that with this system, the head is decoupled from the helmet allowing the pods to squish and deform on their own, thereby absorbing rotational and linear energy. The MVRS (Magnetic Visor Release System) has been updated to be more secure than the previous V3 visor. No more of the “NO VISOR GASJER” out there on the track! Seriously, no one likes a bullethead. On the new V3, the visor slots into the top-front of the helmet with a dedicated channel rather than just floating on a round section of the helmet. This keeps the visor from popping off as easy when getting hit with roost, rocks, branches, but still allows it to separate from the helmet if you have a good sized crash. According to Fox, the benefit of the visor breaking away is in the event of a crash, the visor doesn't act as a shovel and add energy transfer to the head and neck area. 

The dual-density Varizorb EPS liner is meant to provide and improve protection by spreading the forces of impact across a wider surface area. A patent-pending chin bar/eye port CAGE is intended to improve energy management in the event of an impact as well. The MCT (Multi Composite Technology) shell construction that blends Carbon and FRP resins are weaved to try and provide a light yet rigid external shell. Injected Mesh vent screens across the helmet are put in place to try and provide superior ventilation and airflow, while maintaining protection from dirt and debris. The removable, washable X-Static® comfort liner and cheek pads are antimicrobial and are put in place to manage odor while work together to wick moisture away from the head. The new V3 meets or exceeds DOT and/or ECE 22.05 standards. 

Criteria: 

I wanted to ride back to back with the older V3 and the new V3 version, so I spent a few weeks going back and forth between the two, switching helmets every moto to pinpoint what was better/worse. We are going to do a full blown helmet shootout very soon to compare a whole mess of helmets, but in the meantime here is how the new V3 feels/performs/ventilates/fits/looks compared to its older sibling. 

On The Head/On The Track: 

The first thing I noticed with the new V3 is that it ventilates a lot better than the older model and to me is the most ventilated helmet that I have tried in quite sometime. The newer V3 helmet has 12 intake and 3 exhaust ports compared to the 14 intake and 4 exhaust ports of the older helmet, but the vents that the new V3 version does have work amazingly well.

The second thing I should mention is that the new V3 fits a little different than the older V3. The newer V3 has a snugger fit around my ears when the helmet sits on my head. Just note that if you’re a medium (like me) the new V3 will fit slightly tighter than the older version on each side of your head. With that being said, I DO NOT feel any hot spots on my head when wearing the V3 for long periods of time as comfort is not an issue. The issue I have mostly comes when taking the helmet off. I really have to spread the V3’s strap/buckles apart to spread the shell out as far as I can so it doesn't rip off my ears when my head is coming out. Getting the helmet on and off was the toughest part for me, to the “fit” of the new V3 

The plushness of the new liner of the V3 feels a little different than its older brother. The old V3 had a nice feeling inside, but over time, as you sweat, then wash, ride, the liner would get less soft (harsher) to my skin. The new V3 is the opposite as I wasn’t impressed with the plushness of the helmet when new, but when I rode in it for a week, washed the liner twice, then wore it, it felt much better than the older V3. Weird I know, but something I thought that was worth mentioning. If you think the liner of the new V3 is not as soft as what you desire, try washing your liner in the sink, let it air dry, and re-install. Thank me later! ( Note: You can wash your liner/cheek pads in the washer, but put it on gentle wash) I will concur that the new V3 liner doesn't stink up to high heaven (after a long hot day) and that it does wick away sweat pretty damn good as well. 

I also wanted to mention the new MVRS is much better this time around. I had two visors blow off of me on the old V3 (once when I had a small wash out in a corner and one on a low hanging tree branch while trail riding), but the new MVRS system seems to be stronger. I had one low side crash through a corner with the new V3 and in that crash the front of the helmet took the brunt of the energy, but the visor stayed in place! Boom! Wiped myself off and continued on while hoping no one caught that lame spill. The bad news is that I don’t think the new V3 comes with an extra visor as I didn't receive one inside my box. Fox’s website also doesn't specify if they put an extra inside the box.

The eye port of the new V3 is improved for me personally. The older V3 eyeport let a ton of roost inside of the helmet and almost felt too large at times. Although I don’t know the exact measurements of each eyeport, the new V3 eyeport feels smaller to me because it doesn't allow roost in as easily, while maintaining a wide enough peripheral to insert large framed goggles. I did a wide peripheral goggle shootout with the V3 helmet and all “Big Three” goggle brands sealed nicely inside the helmet without an issue. 

I get this question a lot… “Kris what about weight? How heavy is it”? The new V3 “feels lighter on my head while riding, but my scales here in the shop say they are the same in weight (3.2 pounds). Is it the lightest feeling helmet I have worn? No, it’s not, but it’s definitely not the heaviest either. I have run across this “weight discrepancy/dilemma” with dirt bikes as well. I have ridden bikes that weigh heavy on the scales, but feel light when I tested them. This is what I also feel with the new V3. So in my personal opinion don’t look so hard on the “numbers”, but pay more attention to what it actually feels like on your head. This should also go hand in hand with other aspects of life. Pay attention to what things feel like rather then be enamored by numbers, dynos, graphs, etc. I know long distance riders (off-road guys) prefer a light feeling helmet, but I think this helmet is good enough for those type of riders. 

Again, I did not have a crash in this V3 helmet, but if you want to listen to someone who did have a big one, go to Donn Maeda’s website swapmotolive.com (https://www.youtube.com/watch?v=22r2qer2NOo) and you can listen to his testimonial. I always say that helmet technology is a lot like religion in that you will have to go with the one you believe in the most. None of these helmets are going to save you from getting a concussion if you hit hard enough! PLEASE JUST KNOW THIS! All of these new technologies that are popping up will only help our sport get safer and now Fox is doing their part to see this through. 

Last, but not certainly not least my metrosexual side has to kick in here people! If you’re a manly dude and don’t give a shit about looks you can stop reading now. I prefer the new V3 shape/looks much more than the older version. Why? A couple reasons…The new V3’s visor shape is longer, not so stumpy, and even though I can’t adjust the visor, the placement in which Fox put the visor on the helmet is perfect. The front of the helmet has a much more attractive chin bar area and the overall lines of the new V3 to me are much more race inspired than the older V3. Yes, I am 42, but I love the zebra print! You older dudes shouldn’t give a crap and rock the zebra stuff too! Just because it’s loud doesn’t mean you’re too old to rock some of this stuff! I always loved wearing Fox head to toe, but never was completely in love with the older V3 looks when I viewed photos of myself riding in it. The new V3 is sexy and looks much better than the old one. Ok, metrosexual talk is finished now. Thank You.    

Leatt GPX 3.5 Helmet

By: Michael Allen (michael@keeferinctesting.com)

Just as neck braces have been a touchy subject for the past ten plus years, lately it seems as though helmets and concussion technology have now become a hot button topic as well. As I’m sure most readers know, a lot of helmet companies have come out with their own type of proprietary technology that helps with rotational impacts and low speed crashes in their high-end helmets. In fact, many helmet companies only offer high end expensive helmets and don’t want to be associated with “less expensive” models. While I understand that most people think that you have to spend over $500 on a helmet to protect your head, let’s be realistic, everyone needs good head protection but we don’t all have $500 to spend on one piece of riding gear. Most lower price point helmets are of the old school technology with a simple shell and eps liner but now Leatt is making a push into the lower price point market with better technology. 

 The Leatt GPX 3.5 helmet comes in at an entry level price (at 179.99) while offering some of the technology that has went straight into their higher price point GPX 6.5 helmet. While the 3.5 helmet is less expensive than the 6.5, in my opinion the 3.5 is a better-looking helmet. The one I received was black and white with a touch of red and since it is a lower price point helmet it only came with a soft helmet pouch instead of a nice bag. Not a huge deal right? The eye port on the 3.5 is on the smaller side however and goggles with nose guards can sometimes be a pain to maneuver into place. You will have to just take your time and not get overly excited to get out on the track or trail. The visor is adjusted by the top center bolt and has minimal adjustability, which again is not a huge deal to the consumer that Leatt targets this helmet for. The only other downside to the 3.5 is the cheek pads; while I like the way all the pads clip into the helmet nice and easily, the cheek pads have one flaw. When I would take my helmet off after long sweaty motos, six out of ten times the cheek pads would un clip and come out just from my cheeks dragging along them. It was more annoying than anything, but it literally took me 10 seconds to snap them back in.  

The 3.5 is DOT and ECE certified and is internally lined with small “turbines” which are 360 ̊ moving discs constructed of an energy-absorbing shape and material. These turbines are designed to reduce rotational acceleration to the head during a crash and help minimize the likelihood of a concussion. The visor is a breakaway style to help with the roll of the head along with the concussion technology, and the cheek pads (that come out too easily) have “emergency removal” pull chords in case of an accident. The 3.5 is also neck brace compatible and comes in at 2.8 pounds. When wearing the 3.5, the helmet pads are very plush to the face and don’t seem to get sopping wet with sweat after long rides. The fit is true to other brands as I was sent a large and it fit just how I prefer.  The ventilation through the helmet was on par with high end helmets (like the 6.5) and the noise in the ear pockets was muffled and not too loud. 

To be totally honest I didn’t know the price of this helmet when I got it from Leatt, but when I discovered the price tag I was shocked. Usually low end helmets look just that, low end; but the 3.5 looks like a high end helmet and according to the research done by Leatt, the technology is indeed high end https://www.leatt.com/product_uploads/ce_certificates/2019/Helmet%20GPX%203.5%20-%20CE%20Certificate.pdf (https://www.leatt.com/product_uploads/white_papers/TURBINE_WHITE_PAPER.pdf). 

 The bottom line is that luckily I didn’t get to test out the concussion technology of the 3.5 and for that I am grateful. That being said, before using the 3.5 I was somewhat skeptical as I assumed that “less expensive” helmets were all crap and that the only way to have good protection was to spend a lot of money. However after wearing the 3.5 and looking into the technology that went into it, I’m beginning to think I may have been wrong. Before wrapping this up I need to address the elephant in the room, there is a picture out there (I think it started on Vital) of someone in Europe crashing in this helmet and it really made the helmet look bad. In my personal opinion it’s hard to judge what a helmet looks like after a crash without seeing the crash happen and studying the actual outcome. Did the picture look bad? Yes, but the rider walked away from a pretty nasty looking crash and to that I would say that the helmet looks like it did its job in protecting the rider.

I think that it’s great that Leatt decided to put some money into a lower price point helmet to help keep the working man safe. Let’s face it, as much as we all want the brand new $500 helmet, we aren’t all making the kind of money it takes to have $500 laying around. With an MSRP of $179.99 Leatt is leading the way in keeping every rider safe, not just the top lever racers and I hope they start a trend in getting other brands to redesign their lower end helmets. This will help raise the bar in concussion protection across the price point board. If you have anymore questions about the Leatt 3.5 Helmet feel free to reach out to me at Michael@keeferinctesting.com 

Fly Racing Formula Helmet First Impression

I had the chance to head to Carlsbad last Thursday to check out the new Fly Formula helmet to get a tutorial by Dr. Dan Plant and the Fly Racing staff on the technology that is behind Fly’s new premium helmet lineup. I have had the chance to spend a couple days riding in the helmet (since Thursday) to give you an initial first impression on how it feels while riding. Here are “Ten Things” you must know about the Fly Formula helmet with AIS (Adaptive impact System). Stay tuned for a full long term review very soon over here on Pulpmx.com and Keeferinctesting.com.

1. Adaptive Impact System: The Adaptive Impact System (AIS) is a high-performance ecosystem of structural design and energy mitigating materials. Each layer of the AIS from RHEON enhanced Energy Cells, to the dual-density EPS liner, and the 12k carbon fiber shell, was carefully fine-tuned to achieve the goal of creating FLY’s highest performing helmet possible.

2. Energy Cells By Rheon: Impact Energy Cells were engineered by the FLY Racing design team specifically for the Formula. The seven strategically-placed cells in the EPS liner are designed to feel natural inside the helmet, resulting in a seamless fit for the rider. Their unique shape and maze-like structure allow the Impact Energy Cells to compress and shear. Each cell can either compress during a linear impact or shear during a rotational impact. This slight movement maximizes absorption of low speed linear and rotational impacts reducing overall brain stress. These energy cells are made of RHEON, an “active” strain-rate sensitive material that efficiently absorbs and dissipates energy as it deforms. Invented by Dr. Dan Plant, a mechanical and industrial design engineering expert based at the Imperial College of London, RHEON’s adaptive chemistry reacts instinctively to control energy and change its behavior depending on the severity or direction of an impact. Essentially, the RHEON Impact Energy Cells maximize absorption of low speed linear and rotational impacts.

3. Conehead Technology: Like a crumple zone, Conehead technology absorbs and dissipates impact forces more effectively than traditional EPS helmet liners. Created by physicist Don Morgan, Conehead technology uses cone shapes to pair a firm density EPS with a much lower density EPS. The result is more progressive energy absorption through a broader range of impact scenarios.

The Formula has six critical zones of Conehead EPS. Each zone has a uniquely fine-tuned combination of EPS densities to manage impacts specific to that region of the helmet. These specific multi-density EPS zones produce a much more progressive response to low speed and high-speed impacts. 

4.Expanded EPS Studies have shown that the majority of impacts occur on the forehead or side of the head. To help combat these impacts, the Formula development team incorporated lower density expanded volume EPS (thicker EPS) in these critical zones. This expanded volume EPS provides improved suspension for impacts.

5. 12K Carbon Fiber Shell And Control Release System Visor: The Formula’s first line of defense is an extremely strong and lightweight 12K carbon fiber shell. 12K carbon fiber refers to 12,000 carbon filaments per band. Carbon fiber is strongest when it is flat. Wider carbon fiber bands woven together produce a flatter result with less dips and rises inherent in a woven material. The reduction of these dips and rises creates less areas for resin to pool. Less resin equals less weight. The result is an extremely lightweight shell with superior penetration resistance to common 3K carbon fiber. Mounted on the front of the helmet is a durable yet flexible fracture resistant nylon visor. FLY’s own proprietary Control Release System secures the visor to the helmet but will allow it to release under certain types of impacts.

6.True Functional Ventilation (TFV): When in motion cool air is forced through multiple air intake vents. It then passes through vent channels in the EPS to collect the heat inside the helmet. Finally, the heat is literally sucked out through multiple exhaust vents. This suction is the result of a venturi effect created by the unique geometry of the helmet. The increased draw of air out of the rear of the helmet significantly boosts overall air movement and cooling.

7. Fitment/Comfort First Impression: After riding with the new Formula for a couple days I have come to feel that the fitment is a little snugger (near cheek area) than the F2, but the inside liner is much plusher inside. The pockets that surround the ears have a more dampened sound and the helmet isn't quite as loud as the F2. This is something you may or may not notice right away, as I didn't really notice it until I wore the F2 and Formula back to back. There are absolutely no hot spots on your head while wearing the Formula helmet through a long day of riding and I never felt like I needed to take it off. The Rheon energy cells sit on your head in a way that allows the helmet to almost wrap around the shape of your head better and not just get that “sit on top of it feel”.  

8: Ventilation First Impression: The ventilation of the Formula helmet is on par with the Alpinestars Supertech M10 as the ports are the most wide/open I have ever seen from an intake/exhaust port standpoint. When you look through the Formula helmet you can see daylight going through the helmet itself. Wearing it during my motos you can actually feel the airflow going through your head and keeping the Ari circulated. I didn't really notice this until my second moto when my head was damp with sweat, but as soon as this happened, I could feel the cooling sensation starting to work even better. 

9: Visor First Impression: I will have two say I am not a fan of the Formula helmet’s visor length and placement. The F2 also had this problem of where the visor sets itself  too high on the shell and the Formula has that same look. When pushing the visor down it leaves a gap and just doesn't look right. The short/high nature of the visor also makes it harder to see when the sun starts dipping down (I would know because I have been burning fuel until dark lately). FLY’s control release system on the visor is very cool and will not just come flying off if you take a spill because it actually has some tension on it. You will have to take the screw off and snap the recessed portion of the visor back in place, if it ever does come out. 

10: Weight Feeling First Impression: Coming in at 1290 grams the Formula feels light on your head when riding. I have grown to appreciate a lighter feeling helmet when riding as you don't really know how tired your neck muscles can get until you ride with a heavier helmet. I also like that it doesn't feel too light where i am wondering if this thing is even going to protect me when I fall. It’s light enough for me to appreciate the lack of weight, but I’m not scared of wearing a paper weight while pushing the limits on my bike. 

Alpinestars Supertech M8 Helmet

I have been wearing the Alpinestars Supertech M10 helmet for a few months, but I also wanted to try the M8 because it’s set at a lower price point ($499.95 versus the M10 at $649.95). I recently received the M8 and wanted to compare the two out on the track, so here is some information you can digest easily after I rode in both. What’s the difference between the M8 and M10? The M8 is a multi shell construction utilizing a highly advanced molding technology with a multi-composite combination (not a full carbon shell like the M10), the M8 is 40 grams heavier than the M10 (at 1300 grams versus 1260 grams), the M8 doesn't come with an extra visor or a racing helmet bag, and that sums it up. Not much different on paper, but what about on the track?

First let me fill you in on all the features of the M8: 

• The M8 A uni-directional carbon composite with aramid layer that gives significant radial strength around the shell, preventing compression but allowing controlled deflection for reducing transmitted impact energy, and providing critical penetration protection.

• S-M8 in four anatomical shell sizes. The Supertech M8 shell construction is optimized to offer best fit across the range of four size options. Shell sizes are manufactured in small, medium, large and extra-large to ensure that riders have the correct fit which not only improves comfort but, most importantly, the effectiveness of the helmet in an impact.

• The Supertech M8 incorporates a patented system to allow the helmet to be tuned exactly to the riders preference for the height and angle at which the helmet sits on the head. This unique technology allows for an ultra-specific set-up that can be adapted for the type of riding and the rider’s preference.

• With a micro-adjustable pad that is connected to the helmet inner shell, it is possible to raise or lower the helmet fit and also, to tilt the helmet forward, or backwards.

• Alpinestars has developed a unique visor release system which, while ensuring the mounting is held securely in place for riding over the most extreme terrain and any track conditions, provides exactly the right level of resistance to ensure the visor detaches from the helmet shell if it is subjected to a significant impact – no matter what the angle.

The visor design of the S-M8 is also an integral part of the ventilation system as it is profiled to direct airflow, acting as a channel to concentrate and smooth the flow into the shell. The Supertech M8 liner design is formed to optimize airflow channeling around the rider’s head before being extracted from the S-M8 through rear exhaust vents to ensure positive pressure is maintained with constant airflow while riding.  

• The Supertech M8 helmet lining design includes canals which allow a tube to be incorporated on either side of the shell. This is a feature extensively tested by Alpinestars rally raid and enduro riders enabling convenient fitting and connection to a hydration system.

• Removable liner cover is washable and features a cool-max fabric interior and anti-bacterial talent yarn for long-lasting freshness and quick-dry performance between riding sessions

• The base of the S-M8 has been sculpted to give a relief section, where the bottom profile is raised to clear the collarbone (Clavicle). Also, incorporated into the area of the base pad, where it sits over the rider’s collarbone, is an energy absorption pad; a more flexible compound rubber section which allows deflection when it contacts the Clavicle.

• MIPS is incorporated into the Supertech M8 to reduce rotational motion energies that impact the helmet causing damaging gyration force to be transmitted to the brain. A low friction ‘slip’ layer is incorporated into the Supertech M8 helmet, between the comfort padding layer and the multi-density polymer energy absorption shell. When energy is impacted upon the helmet, causing a rotation force, the MIPS layer allows for movement of the inner absorbtion layer to damp and re-direct the energy before causing significant acceleration stress to the brain. This mitigates the causes of brain injuries, such as concussion

• The side cheek padding of the S-M8 can be extracted efficiently and safely, while the helmet is still on the rider’s head, to allow ease of removal by trackside support and medical staff.

The Supertech M8 is also designed to allow a helmet ‘Eject’ inflation system to be fitted into the inside crown of the shell.

• Along with the ERS padding removal, ‘Eject’ allows for emergency removal of the helmet, without putting load on the rider’s spine.

• The Supertech M8 helmet versions conform to both DOT certification and ECE homologation for use worldwide.

The first thing you immediately notice about the M8 is its lightweight feel (just like the M10). The added 40 grams is barely noticeable when riding and to me still feels like one of the lightest (if not the lightest) helmet on the market. It’s surprisingly light when you pick it up and you just about forget you’re wearing it once out on the track, which translated into less neck fatigue. Weight isn’t usually a big factor for me, but after riding with the Alpinestars M10 for a while now I surely can appreciate the feeling on longer motos and the M8 is no exception. The cool-max interior liner is really nice too, especially in the desert when doing longer motos. Sometimes helmet liners can become slightly abrasive/course feeling once all the moisture dries up, but the M8 still leaves you with a soft feel inside and will not feel like a Brillo pad when putting it on or taking it off your head.

Ventilation was an important focal point in Alpinestars R&D process of the M10 and M8. Immediately when I went out on the track I noticed this helmet flows a lot of air, noticeably more than other off-road helmets I have tested lately. Alpinestars heat mapping tests have resulted in specifically designed ducting which produces a positive flow into the helmet over and around the rider’s head, leading to improved comfort while riding and reduced onset of heat stress in extreme conditions.The visor design of the M8 is also a very innovative part of the ventilation system, as it’s profiled to direct airflow and acts as a channel to concentrate and smooth the flow into the shell. The Supertech M8 interior liner design is formed to optimize airflow channeling around the rider’s head before exiting through rear exhaust vents. The visor design also features a patented mounting/release system that sits flush with the helmet’s shell. There are no screws keeping it in place. This makes the helmet look even more custom and seamless. The visor snaps in and stays put until the right level of resistance causes it to release and detach from the helmet to mitigate any rotational forces that would otherwise be transmitted to the rider’s head, brain or neck in the event of a crash. You will not lose this M8 visor from a simple tip over/face plant like a Fox V3 helmet can do at times. I have tested this on a couple of occasions on my local sand tracks near the house.  

As far as the safety aspects of the M8, the carbon composite shell took a couple sizable hits over the few weeks that I tested it. Usually I am not much of a crasher, but I have been trying to push my limits riding with faster guys and have found myself on the ground a few times. The M8 left the track with scratches, but my head was no worse for the wear. MIPS and similar technologies are becoming more common these days in helmet construction. MIPS is a system that uses a low-friction slip layer between the comfort padding liner and the EPS layer, which allows one to move slightly independently of the other to dampen, redirect and reduce forces to the brain and neck, helping to reduce the chances of a concussion. Now is this the best technology there is out there for us moto guys and gals? I DON’T KNOW! I can’t sit here and tell you that this technology is the best and this is the helmet to buy over all the rest, but I can tell you the technology seems to work. 

This MIPS system will not prevent a concussion. There are many types of “helmet technologies” in the our world, so study up and decide on which one you believe in the most. Again, just like neck brace technology, it’s up to you to take in the scientific information and decide for yourself which one you trust in the most. 

I do like the A-Head fitting height and adjustment system as well as hydration system compatibility. The A-Head system allows the helmet to be tuned exactly to my preference for the height and angle at which the helmet sits on my head. With a micro-adjustable pad that is connected to the helmet’s inner shell, it is possible to raise or lower the helmet fit and also, to tilt the helmet forward, or backwards. It’s easy to use and adjust, but I did find that I needed to use thicker cheek pads to fill in the area inside the helmet. I am a size medium and the standard cheek pads are a little too thin for my skinny cheek bones (just like the M10). Going to 40-45mm cheek pads gave me a snugger fit and helped with the feeling of too much side to side slop. 

For you off-roaders out there, the hydration pack compatibility is also a very cool feature and my off-road tester Michael Allen found it beneficial on his longer trail rides. There’s a channel on either side of the chinbar behind the cheek pads to run a tube for a Camelbak or similar type of hydration system. It’s cool that Alpinestars includes some “off-road” into their lids!

Each Alpinestars Supertech M8 helmet size comes with its own dedicated proprietary carbon shell size and EPS liner construction. This not only ensures that riders have a correct fit, but most importantly improves protection and the effectiveness of the helmet in case of an impact while optimizing weight reduction across the size range. The Alpinestars Supertech M8 is both DOT and ECE certified, comes in six different sizes from XS to XXL and will set you back $499.95. That is slightly less than most premium helmets that are floating around in the market today.

The looks of the helmet is something that has grown on me the past couple months. I wasn’t completely sold on the front piece of the helmet where the A-Stars logo is placed, but after riding with it and seeing photos of myself with the M8 on, it looks attractive enough for me not to complain. And you all know that I am a picky SOB when i comes to gear/helmets. If someone made me choose between the M8 and M10. Think I would go with the M8 because it is slightly less money and comes in some colors that I prefer more. Check the SuperTech M8 and M10 helmets out over at alpinestars.com. 

Alpinestars Supertech M10 Helmet

In the past when you decided on wearing Alpinestars gear you were stuck wearing another brand of helmet. That is until now… With the release of the all-new Supertech M10 helmet, Alpinestars is now in the premium helmet market world. The Supertech M10 helmet is the result of years of intensive study, development/testing, and after riding in it for almost two months I have learned a lot about its character. 

The first thing you immediately notice about the M10 is its lightweight feel. Constructed from a carbon fiber shell, a medium M10 weighs only 1260 grams – that’s 2.78 lbs. – and is lighter than most helmets I have been wearing lately. It’s surprisingly light when you pick it up and you just about forget you’re wearing it once out on the track, which translated into less neck fatigue. Weight isn't usually a big factor for me, but after riding with the Alpinestars M10 for a while now I surely can appreciate the feeling on longer motos. The cool-max interior liner is really nice too, especially in the dez. California is atrociously hot in the summer months, but that hasn’t stopped me from continuing to pound out motos in 100 degree weather. When you’re sweating your nuts off, the helmet’s interior is wicking it away and soaking it up. Sometimes helmet liners can become slightly abrasive/course feeling once all the moisture dries up, but the M10 still leaves you with a soft feel to it and will not feel like a Brillo pad when putting it on your head. 

Ventilation was an important focal point in Alpinestars R&D process of the M10. Immediately when I went out on the track I noticed this helmet flows a lot of air, noticeably more than other off-road helmets I have tested lately. Alpinestars heat mapping tests have resulted in specifically designed ducting which produces a positive flow into the helmet over and around the rider’s head, leading to improved comfort while riding and reduced onset of heat stress in extreme conditions.

The visor design of the M10 is also a very innovative part of the ventilation system, as it’s profiled to direct airflow and acts as a channel to concentrate and smooth the flow into the shell. The Supertech M10 interior liner design is formed to optimize airflow channeling around the rider’s head before exiting through rear exhaust vents. The visor design also features a patented mounting/release system that sits flush with the helmet’s shell. There are no screws keeping it in place. This makes the helmet look even more custom and seamless. The visor snaps in and stays put until the right level of resistance causes it to release and detach from the helmet to mitigate any rotational forces that would otherwise be transmitted to the rider’s head, brain or neck in the event of a crash.

Cudby Photo. 

As far as the safety aspects of the M10, the carbon shell features a multi-composite combination of 3K high-density carbon on the outer layer, a unidirectional carbon composite layer (which gives greater radial strength around the shell, preventing compression but allowing controlled deflection for reducing transmitted impact energy), and an aramid fiber layer that provides critical penetration protection. This multi-compound shell gets surrounded by an inner four-part multi-density EPS liner, which soaks up impact forces dissipated over the outer shell, and it all works in conjunction with its Multi-Directional Impact System, or MIPS. 

MIPS and similar technology is becoming more common these days in helmet construction. MIPS is a system that uses a low-friction slip layer between the comfort padding liner and the EPS layer, which allows one to move slightly independently of the other to dampen, redirect and reduce forces to the brain and neck, helping to reduce the chances of a concussion. Key word here is “helping”!! This system will not prevent a concussion. There are many types of “helmet technology" in the our world, so study up and decide on which one you believe in the most. Again, just like neck brace technology, it’s up to you to take in the scientific information and decide for yourself which one you trust in the most. 

Other benefits found in the M10’s shell and EPS liner are a patented A-Head fitting height and adjustment system as well as hydration system compatibility. The A-Head system allows the helmet to be tuned exactly to the riders preference for the height and angle at which the helmet sits on the head. With a micro-adjustable pad that is connected to the helmet’s inner shell, it is possible to raise or lower the helmet fit and also, to tilt the helmet forward, or backwards. It’s easy to use and adjust, but I did find that I needed to use thicker cheek pads to fill in the area inside the helmet. I am a size medium and the standard cheek pads are way too thin for my skinny cheek bones. Going to 40mm cheek pads gave me a snugger fit and helped with feeling too much side to side slop on my head. For you off-roaders out there, the hydration pack compatibility is also a very cool feature, but I am going to let my tester Michael Allen handle those duties. There’s a channel on either side of the chinbar behind the cheek pads to run a tube from a Camelbak or similar system. It’s cool that Alpinestars includes some “off-road” into their lids! 

Each Alpinestars Supertech M10 helmet size comes with its own dedicated proprietary carbon shell size and EPS liner construction. This not only ensures that riders have a correct fit, but most importantly improves protection and the effectiveness of the helmet in case of an impact while optimizing weight reduction across the size range. The Alpinestars Supertech M10 is both DOT and ECE certified, comes in six different sizes from XS to XXL and will set you back $649.95. That is in the range of most premium helmets out there in the market today.

The looks of the helmet is something that has grown on me honestly. I wasn't on board with the looks initially, but after riding with it and seeing photos of myself with the M10 on, it looks attractive enough for some “Best Dressed” awards come 2019. I will continue to wear the Supertech M10 and get back to you all on a long term “Living With” test soon.     

Leatt GPX 6.5 V-16 Carbon Helmet

After testing and really coming to enjoy the Leatt GPX 4.5 gear I was excited to try their GPX 6.5 carbon helmet. For starters, who doesn’t like getting a new helmet and on top of that, it’s a helmet that matched my gear. Leatt has integrated their 360 degree Turbine Technology into this ECE and DOT certified helmet to try and limit injury from rotational forces.

The first thing I noticed when viewing the Leatt was its small shell size. It almost reminds me of a full face mountain bike helmet. The reasoning for the smaller shell is simple; the less mass the helmet has, the less force is transferred to your head. Obviously there is a fine line between cushion and mass, but Leatt feels that their smaller shell is safer. One of the reasons that the shell can be so small is because the V-shaped impact foam is molded directly to the shell. The small turbine structures used in the helmet are designed to deform or collapse when forces reach a certain point, to help cushion the blow to the riders head. 

Fortunately I never got the chance to really test out ALL the safety technology Leatt put into this helmet since I didn’t have a bad crash while wearing it, but here’s what I can tell you. The helmet is small and very light, which is nice because it doesn’t make you feel like a bobble head. I noticed the smaller shell instantly because I had to adjust my goggle strap tighter than I do with most other helmets I have in my rotation. Speaking of goggles, this is where I had my biggest complaint. The eye port/nose guard of the Leatt helmet was barely large enough to fit the array of goggles I use. The Blur magnetic goggles were tight in the eye port and had to be somewhat pushed into place in order to seal to my face. Any wide peripheral goggle like the Scott Prospect and Oakley Airbrake never really sealed well enough to keep dirt/roost out. For riders wearing smaller framed goggles like EKS Brand, 100 percent Accuri and Scott Recoil this wasn’t an issue. The helmet liner/cheek pads were comfortable, snapped in nicely, and after multiple washings didn’t show any signs of wear. One cool (pun intended) feature of the Leatt is the ventilation. This is the best ventilated helmet I’ve worn in quite some time.  Another feature I absolutely love on the V-16 is the hydration hose clip which is built in the chin bar. Instead of having to use a hook and loop strap, or drill holes and zip tie your hydration hose, you can just snap it into the chin bar. 

After riding with the V-16 for quite sometime, I can say I am pleased with the light weight feeling it gives when being worn. On top of that, since I’m an off-road guy I have to say I love the hose clip as well as the excellent venting the helmet offers. On the negative side I don’t think the V-16 is very aesthetically pleasing in my personal opinion. I feel like the small shell gives the helmet a very awkward, small and un-natural look (this could be partially due to my giraffe like neck). The smaller goggle port also makes it tough to find the appropriate goggle to fit inside the Leatt lid. In terms of functionality and safety I have no problem saying that the Leatt is a high quality helmet that has a lot of thought and technology put into it. With a retail price of $599.99 it is in the range of most premium high end helmets, but can you really put a price on keeping your head safe?  -Michael Allen

If you have any questions about this test please feel free to email me at michael@keeferinctesting.com. 

6D ATR-2 Helmet Review

It’s hard to write about something, that in some cases, can’t be fully tested until shit goes wrong. In the world of helmet safety, we as buyers have to be very trustworthy customers. I mean…We have no choice but to be right? We have to trust in what the helmet company is telling us (about their latest safety technology offerings) is in fact the truth and works in real world conditions, just like the test results say back at the testing facility. The only way to truly know if the helmet “works” or not is to crash and that is something that riders usually aren't looking to do. However, when it does come time to test the safety aspect of the helmet, it better damn well work and be what we paid for. I have worn and trusted in the 6D technology for quite sometime now and even spent my own money on a few helmets for my kid and I. 6D introduced their latest off-road helmet, the ATR-2 and I have had some time on it now to fill you in on what it’s like to ride with.  

 The 6D ATR-2 off-road helmet uses Advanced ODS technology. The ATR-2 is an evolved version of the company’s signature Omni-Directional Suspension system (ODS). The updates have been heavily influenced by the work 6D has done inside the NFL’s Head Health Challenge III Contest, in which 6D and testing partner Dynamic Research Inc. were selected as the Grand Prize Winner. What’s that mean to us off-roaders? It doesn't mean 6D is going to be switching gears and producing helmets for the NFL, but it means that they will have some extra funding now to further progress helmet safety for us dirt bike goers out there. All great news! 

The ATR-2’s Advanced ODS is highlighted by a new Expanded Polypropylene (EPP) multi-impact outer liner and a new Expanded Polystyrene (EPS) replaceable inner liner. Just like on the ATR-1, the two liners are connected via a series of elastomeric isolation dampers, assisting in progressive loading of the ODS system during impacts. Now, however, many of those ATR-1 dampers have been replaced by damping towers that are incorporated into only the outer liner; these towers are capped by newly updated, low-friction disks that slide freely against the inner liner, thus reducing friction under loading and increasing the displacement travel between the two liners. Make sense? Ok, good! 

With this new Advanced ODS system in place, the ATR-2 is said to offer improved performance in both linear and angular acceleration mitigation, and at the same time can be made easily rebuildable for a longer service life. In addition to Advanced ODS, the ATR-2 features a number of other updates aimed at improving safety: A structural Brow Rib strengthens the upper eyeport area, while a special designed Cervical Protection Zone works to protect the rider in the event that the helmet is pushed down and back into the neck and spine during an accident. Safety features that have carried over from the ATR-1 include a clavicle cutaway, sternum pad, shear-away visor screws, and emergency removable cheekpads. This is not an ATR-1 with a new name. The ATR-2 is truly unique. 

I usually wear a size medium in almost every helmet, but with standard cheek pads installed inside the ATR-2, it does feel a little loose against the cheeks (side to side). For most other medium wearing helmet riders that I let try on the ATR-2 helmet, they thought it was fine, but I go with a thicker 55mm cheek pad and the fit is great for my round shaped head. If you feel like you need to tighten the space in your ATR-2 try going one size up in cheek pads. The Genuine Dri-Lex liner of the ATR-2 feels slightly softer than the old ATR-1 and is not as harsh against my sensitive face. For guys that grow the beard out and love to moto, this is especially nice as it doesn't irritate your skin. When riding back to back with the ATR-1 and ATR-2 there were a few things that I felt were a noticeable improvement immediately on the ATR-2.

1. The shorter visor. Yes, this is an aesthetic thing, but also safer in case of crash. I feel like it makes the helmet look more attractive as well. Yes, I also care about looks! Sue me! 
2. I can feel a significant lighter feel with the ATR-2. The ATR-2 is only a 100 grams lighter on paper, but feels much lighter than that when riding. 
3. The chin bar/nose area of the ATR-2 is closer to your face, but not so close that you big nose riders out there will start to feel cramped. If you are familiar with the Arai VX Pro-4 you know that it sits close to your nose, but the 6D ATR-2’s nose area sits slightly further away than its competitor. This allows more room for multiple brands of goggle frames, doesn't allow for a ton of roost in side your helmet and also gives you the sensation that your helmet isn't sticking out like a duck bill. 

The ATR-2 sits down on my head correctly and conforms comfortably. Some helmets come too far down on the forehead and that prevents my goggles from sitting in the eye port correctly, but the 6D does not do this. The eye port is huge on the ATR-2, which I love for peripheral vision and awareness when I race. The 6D ATR-2 is still a “loud” helmet when comparing it to others, but this is something I have grown accustomed to when wearing it more. The Genuine Dri-Lex liner wicks away sweat well and dries fairly quickly. The nine intake ports and six exhaust ports ventilate my head extremely well (even better than the old ATR-1, that incorporated eight intake ports and four exhaust ports). I have worn and tested a lot of helmets and the 6D ATR-2 feels like it vents better than any other helmet I have used. Taking the liner out, washing it and putting it back in is not a nightmare and snaps in easily. The ATR-2 is neck brace friendly and is just fine when using in conjunction with an Atlas or Leatt brace. 

If you’re still  a fan of the ATR-1, don’t worry, it is still available and has a lower cost of $525.00. The new 6D ATR-2 will set you back $695.00 and to me is worth the extra cost. After I got my concussion (a couple years ago) I am big on safety features of off-road helmets and to me you will be hard pressed to find anyone else in the off-road world as passionate as 6D is. Like I have said in my previous podcasts, “we all should dress for the crash and not the ride”. 

The ATR-2 is available in three shell sizes covering a size range from XS to XXL and comes with a three-year limited warranty. The ATR-2 exceeds DOT, ECE, AC and ASTM standards.There are several color combos to match up with whatever gear you're wearing and most are available now. You can view the ATR-2 and ATR-1 at 6dhelmets.com.

Vemar Taku Helmet

When asked by Kris to try the new Vemar Taku helmet, I was happy to give it some of that honest Keefer Inc. Testing feedback. While I do not “write” a ton, I do “ride” a lot and have purchased many helmets over my 15 plus years that I have been riding dirt bikes. Vemar has been in the helmet market since 1987, but I have never worn one myself until now. I have been a Bell, Shoei, Arai and 6D owner, but never a Vemar. I did learn through this time testing the Vemar Taku that the company was was one of the first helmet manufacturers to use Kevlar carbon and multi-composite materials in off-road helmet construction. Although Vemar isn't new to the helmet market, they are not as well known here in the states as they are in Europe. Known mainly for their premium VR-X9, Vemar brought in the Taku, which is a new, lower price point helmet to their lineup.

Upon arrival of the Vemar Taku helmet I didn’t really know what to expect, as Vemar is not as well known in the states as let’s say Bell or Shoei. We do know Vemar already has a premium helmet to their name and I was anxious to see what Vemar had to offer in the lower price point realm. To my surprise when I pulled the Taku out of the box I noticed its distinct euro style. As soon as you look at this helmet you can tell it is an Italian born lid, as most European helmets have very sharp lines and more of a squared off look compared to the traditional round look of many helmets. After picking up the Taku you notice how light it feels once you pick up and put it on your head. Vemar claims 3.1 pounds for the medium shell size I received and that weight was true on the scale. The Taku helmet is DOT approved, meets the ECE standard (which is the European version of the USA DOT standard), but is not Snell approved. The Taku is constructed with a R-3P shell with reinforced thermo-polymers offered in six sizes ranging from XS through XXL. Vemar also offers a five year manufacturer warranty on their helmets, but this warranty is from the manufacturer date not date of purchase. The Taku does offer a great ventilation with their VKS (Vemar Klima System) with intake ports above the goggle frame, along with two upper vents and one chin intake vent to help pull the cool air into the helmet. To aid in extracting the air, Vemar uses what they call their hot air exhaust system, which works in conjunction with their VKS vents to help pull hot air from the helmet. Vemar offers the Taku in six different designs and color ways, so you have plenty of options to help you look your best at the track. The Taku has removable cheek pads and an inner liner that are completely replaceable/washable.

When you first slide the Taku helmet on your head you do notice that the inner liner is very plush and feels good on your face. The Taku is more of a mid-oval shape and gives you more room front to back than ear to ear. Like I mentioned earlier, the Taku does feel as light as the scale says (when riding with it) and that is a very good trait to have especially during a longer off-road race. Some helmets feel great right away with little to no break in, but the Taku is not one of those helmets. The first 15-20 minutes of ride time the Taku felt as if it didn’t conform to my head as quickly as others, but the more time I spent with it, the better it started to feel. With intake vents above the goggle frame and two upper intake vents on top of the helmet it definitely keeps the fresh air circulating through the helmet. I am normally a heavy sweater, so ventilation is important to me when racing longer GP style events. I had no issues with ventilation with the Taku, but this can be a catch 22, since the Taku has no way of blocking off the vents. Even though I would never block off the vents living here in California, I can see this being a drag for you east coast riders, on very cold days where your head will get a little chilly. I do notice that more sound (similar to a 6D ATR-1) does gets through the Taku compared to a Bell or Shoei, so you may want to consider ear plugs if it is too bothersome. I had some issues with the eye port while wearing larger framed goggles like an Oakley AirBrake and Scott Prospect. You really had to take your time and work the goggle in to find that sweet spot for proper sealing. The Taku is neck brace friendly and works well with the Leatt GPX-5.5 and Atlas neck braces. When used with these neck braces I had no movement issues while riding, had normal range of motion and the Taku never obscured my line of sight while looking far enough forward down the trail. The Taku has a long visor, which did take a couple laps to get used to, but offers great protection from roost and helps with the sun on evening motos.

 No, I haven’t taken a spill in the Taku yet (knock on wood), but I do feel safe enough when riding with it. Yes, I do have some gripes with this helmet, mostly having a smaller eye port area and a longer than normal break in time, but to me Vemar did a very good job building a lower price point helmet that is fairly comfortable. The ventilation is a strong point; flowing more air than some premium helmets I have worn in the past, it's light, is compatible with neck braces and has a 5 year manufacturer warranty. In my opinion you are getting a great value for an entry level helmet. For the rider on a budget or if you're new to the sport, this could be a good option, if cost is an issue. Head over to vermarhelmets.net to view all the models. -Matt Sirevaag (Pay For My Own Stuff, Blue Collar Electrician, 9-5'er)

Shoei VFX-EVO Product Review

It’s been nine years since Shoei came out with a new/updated off-road helmet! Nine years! Shoei’s new VFX-EVO is their latest DOT and Snell approved off-road helmet that pays tribute to its VFX-W predecessor while updating some styling and incorporating a rotational-impact-protection system that Shoei calls "Motion Energy Distribution System" (M.E.D.S.). Other helmet companies have implemented a similar system, known as "Multi-directional Impact Protection System" (MIPS), so it’s interesting to see helmet technology moving in this direction, though each helmet manufacturer has its own way of marketing it.

This is Shoei’s first helmet to feature this technology. The design uses a new two-piece EPS liner that reportedly doesn’t negatively affect overall weight, fit, or the impact absorption capability of the helmet. A fixed outer layer and an inner layer are anchored together by a center column that swings in the event of an impact, crushing surrounding perimeter columns to absorb energy. Shoei claims the system offers a 15 percent reduction in rotational forces to the brain. Plush materials are used in the lower areas of the cheek pads and, as with several full-face models, this helmet features E.Q.R.S (Emergency Quick Release System) pull tabs to easily and safely remove the helmet from the head of an injured rider. 

When comparing the EVO helmet with the VFX-W you can feel the weight difference when putting the helmet on your head. The EVO feels slightly lighter and the shell of the EVO seems to have slightly more flex near the chin bar than the VFX-W. To me this a good thing as the older VFX-W shell is one of the hardest of all off-road shell types. A little flex is good in a helmet as you want it to absorb big impacts. If you push on your personal helmet, you can see it will have some flex. This is normal and that doesn't necessarily mean the helmet is less protective. The inside liner and cheek pads have much more of a comfortable feel and the coarse feeling cheek pads of the VFX-W is now gone. The Shoei VFX-EVO has more of a pillow/plush feeling against my cheeks (almost Arai VX-Pro4 like). Although I don’t sweat a lot, the EVO’s liner wicks away sweat more than the VFX-W liner. When testing the EVO and VFX-W back to back you can tell there is much less moisture in the EVO compared to the VFX-W. The eye port is the same size as the VFX-W, but the ventilation of the helmet is much better with sixteen intake and exhaust ports throughout the helmet. The mouthpiece has increased airflow and is the first thing you’ll notice (that is improved) when riding with the EVO. 

The overall shape is close to the VFX-W, but with added lines throughout the helmet. Shell-integrated goggle channel forms a perfect goggle retention system that will not leave you with that goon style “Ronnie Mac” goggle strap. When you put the EVO on you will notice it does hang down low at the rear of the helmet, which can leave some neckbrace wearing riders with less movement of the head. Even though I do not wear a neckbrace I know some of you may wear one so I tried a few on. I tried on an Alpinestars, Leatt and Atlas and noticed the EVO has less rotational movement with the neckbraces on than a Bell or an Arai. If you are not a neck brace type of rider than you will not notice any of this. 

After wearing the Shoei VFX-EVO for some time, I have come to the conclusion that it’s one of the most comfortable helmets available on the market today. I can’t speak much for the safety features first hand as I haven't tested that yet, but I am confident in Shoei’s new proprietary M.E.D.S. technology just like I am the MIPS or ODS technology. There are few helmets that I trust on my head and the Shoei VFX-EVO is one of those helmets. The Zinger TC-2 shown has an MSRP of $719.00, but an all white or black EVO is $539.00. The EVO is available now at your local dealer or you can check out the full line over at shoei-helmets.com.

If you have any questions about this test please feel free to contact me at kris@keeferinctesting.com 

2017 Favorites

The holiday season is upon us and 2017 is almost a thing of the past. When I am at the track I often get asked what are some of my favorite things I have tested and used for 2017? Although this is tough to narrow down because I have tested so many great things throughout the year, I wanted to compile a list of some of the most memorable bikes, parts, gear and accessories that I either wanted to keep in my garage or I would purchase myself. Here is part one in no particular order. 

2017 KTM 450SX-F Factory Edition: I liked it so much that I got heat from Matthes on if I was going to turn full orange brigade. I chose to race the 2017 KTM 450SX-F Factory Edition at Loretta’s and became a fan of its smooth roll on engine character, an air fork I could live with and a chassis that loves hard pack square edge tracks. Although I struggled at Loretta’s, I learned a lot about the bike and what its advantages and disadvantages were. It was reliable (for the most part) and I enjoyed my time on it on thoroughly. One of the top three bikes for me in 2017. 

2017 Yamaha YZ450F: You knew this was coming. No, it’s not the sharpest handling 450 machine out on the market, nor is it the lightest of them, but the Yamaha is stable, has an incredible engine (that is exciting) and suspension comfort every other manufacturer should try and emulate. Did I mention it was reliable? Yes, that too! 

Arai VX-Pro4: One of the most comfortable helmets you can put on your head. The inside of an Arai VX-Pro4 is like wrapping a soft, cozy pillow around your brain bucket. The round shape of the shell fits my head well and I appreciate some of the colorways Arai offers. The Arai VX-Pro4 has been around a while, but they have updated the helmet and gave us long nose riders more room near the chin bar now which is a welcomed site. The helmet has ventilation you can open or close and an eye port big enough for wide peripheral goggles.  

FAAST Company Spoke Torque Wrench: The most important tool I have in my track toolbox is this Faast Company spoke torque wrench. This spoke torque wrench comes pre-set at 48 inch pounds, but can be adjusted to  your specification anywhere from 10-100 inch pounds, select your own torque or use Faast Company’s recommendation for your application. Simply tighten the spoke until you hear and feel a click, and you know the spoke is adjusted to the correct amount of tension providing you an even pull over your whole wheel for exceptional strength. Dumb ass proof! Just the way I like it! 

Oakley Airbrake Goggles: Expensive, but there is no other goggle that is as comfortable on your face as the Oakley Airbrake. Most average consumers would not want to purchase a $160.00 rigid frame goggle and I understand that. I am simply putting the Oakley Airbrake goggles in here because they are the goggle I look to when I get geared up. A wide peripheral goggle with a lens changing system that literally takes 10 seconds, foam that is not only plush but soaks up sweat well and laminated tear offs that do not distort your vision when you stack 14 or more on!  

CTi Knee Braces: After all these years riding a dirt bike and I finally got a pair of CTi knee braces this year. CTi knee braces are custom fitted to your legs and are second to none in quality. The carbon frames are super lightweight when putting them on and the rotating knee cup system is smooth and never gets hung up inside your pants. They mold onto your legs and almost feel like they are not on at times. When it comes to protection of the knees, these braces set the standard for others to follow. 

Works Connection Elite Clutch Perch/Lever: You want a buttery smooth feeling clutch pull? You have come to right place. The Works Connection Elite Clutch Perch/Lever has been around for years, but never gets old when you put one on your machine. Whether you have a brand new 2018 or you got your old 2004 two-stroke sitting in the garage, the WC Elite Perch/Lever makes your clutch pull feel like new. The adjustment wheel is big enough that you can adjust on the fly and the detent pressure is set to just the right amount of pressure to make it easy to spin in the air. 

Alpinestars Tech 10: I ride with a lot of different brands of boots, but the Tech 10 has been a staple for me and my size 10 feet for quite sometime. The Tech 10 boots are very comfortable on hard landings and have an incredible soft feeling sole. The shock absorbing quality of these boots are second to none and as I get older I appreciate this more. My ankles and feet have never been sore after a long day of riding and the Tech 10 boots have me feeling secure and locked in on the bike. The Tech 10’s weigh in at roughly 10 pounds and while they are not the lightest boot on the market, the protection I do feel on the track is so good I am willing to overlook the heavier feeling I get at times. As you can see these are a fairly worn pair of Tech 10s, but they are still in the rotation and keep my feet happy on long test days. 

VPT4E: Looking for a good pump replacement fuel? The VP T4E is great for all early and late model four-stroke motorcycles. The newly blended T4 fuel, which now is called T4E gives you better throttle response and more pulling power from bottom to mid range. It’s not going to transform your machine to an instant fire breather, it just gives a little extra crispness and is more consistent of a fuel than your standard pump gas. 

Garmin Forerunner 910XT: If you don’t have a manfriend or a hot chic with large ta-tas to write times on a pitboard for you while you are doing motos the Garmin Forerunner 910XT is the next best thing. The GPS enabled watch can record your lap times with its auto lap feature, take your heartrate, speed, how many calories you burned and much more. This is one thing I don’t leave home without when I go to the track to burn laps. I can log all of my data from my watch to my laptop at home with just a simple USB cable. If you're looking for a do it all moto/cycling watch the 910XT is the best that I have found. Check out Amazon for the best deal on these suckers!

Asterisk ZeroG Pant: You're a knee brace guy and your knee braces slip down over a long day of riding Asterisk has the fine for you. The Asterisk Zero G pant is a base layer compression pant that encompasses the knee brace to help keep the brace in place against your leg. The extra long length of the pant can fold back up and over the brace, traps the brace and a Velcro enclosure (located at thigh area) holds it all together. The Zero G pant is designed to make it simpler for all of us to slide the pant over the knee brace, as well as allowing the brace to move with your legs without restraint on the bike.

Fox FlexAir Pant And Jersey: The new second generation FlexAir  pant has a new chassis that includes a new knee design that removes some material for a more aerodynamic, streamlined fit. There is an updated two-piece rigid waistband and closure system along with the removal of the pant liner to try and decrease ounces and unwanted heat for the summer. The updated 2.0 FlexAir jersey has a new bonded cuff along with a TRUDRI fabric blend to keep weight down and breathability up. For 2017 this was one of my favorite gear sets to wear on any given day. The fit was great and the ventilation of the gear was second to none. Not to mention all of the LE colorways Fox came out with in 2017 was insane! Come on Fox lets see some bad ass LE colors for 2018! 

Pro Taper Fuzion Handlebars: Are you a crossbar kind of rider? If you're looking to go from a 7/8 handlebar to a 1 1/8 size the Fuzion is a great option. The flex locking system allows riders to choose between a stiffer, more controlled handlebar feel or a softer more shock absorbing feel depending on terrain and rider preference. Changing the bar from “Locked” to “Unlocked” takes only seconds by simply turning a knob. The Fuzion utilizes Pro Taper’s exclusive aluminum alloy, 4mm wall design for lightweight, strength and comes in six different bar bends. If I am going the crossbar route, this Pro Taper handlebar is a less rigid choice. 

Arai VX-Pro4 Helmet Review

I have been wearing the VX-Pro4 has been in my helmet test rotation for over a year now. The overall look and function of the Pro4 is similar to the older model, but with a few new features that further refine Arai’s helmet fitment, which more of a round shape. There are several cool new colorways that pop up from time to time and I personally like bright helmets, so this particular color is my favorite. 

Starting with the basics of the Arai lid, the visor is long and wide enough to provide better protection from your buddies roost. The visor comes with a black sticker on the underside to reduce glare and has large air vents for an ample amount of cooling. Rather than Arai drilling more or larger holes in the shell, the venting pieces on the top and back of the helmet have been designed to be more efficient at moving air through the helmet. On the older Arai’s I had a problem with the front of the helmet being to close to my big nose, but Arai has since moved the grill and mouth vents to the front of the bar, creating more space in front of my face. The cheek pad design hinges out of the way when taking on or off the helmet, yet is supportive and secure while riding. As with all Arai helmets, the Pro4 features a multi-density foam that Arai claims, in conjunction with the helmet’s stiff shell, provides better protection in a wide variety of crashes.

When I first slipped on the medium sized helmet, I noticed how much material was making contact with my head. The cheek pads are long and tall and extend well past the bottom edge of the shell which I love. Combined with the padding around the rear of the helmet, the VX-Pro4 has a very “round head”’ feel, unlike other helmets that can feel more ‘on top of the head. I have a round shaped head so this type of shell makes it one of the most comfortable lids to have on my head. The pillow like feel of the liner is by far my favorite and if there is a standard for comfort the Arai VX-Pro4 helmets are it for me. The ERS (Emergency Release System) cheek pads have a snug feel to it and wraps around my cheeks with a snugger fit, but if you do have a fat face than Arai offers optional cheek pads to snap in. This is a great option for you guys that don’t like cheek pads touching your cheeks as much. At $749.95 this is one of the higher priced helmets, but the comfort you get from the Arai is well with the price marker. 

Ventilation is not the VX-Pro4’s strong point compared to some other models like the 6D or even a Bell Moto 8. I like said earlier it is “ok” but in the hot summer months of California I was sweating more with the Arai than others. Arai’s primary goal of having the strongest shell makes for very few vent holes. The lack of ventilation is pronounced by the amount of very comfortable foam lining. The relief zones for your ears are pretty small and I felt more material in that area than with other helmets (hence the comfort). This makes the Arai a very quiet helmet inside while riding compared to a louder 6D, but the 6D breathes better for me. The goggle port is on the small side and to accommodate larger goggles like my favorite pair of Oakley Airbrake’s or goggles with nose guards, it’s tough to get them situated inside the port creating a good seal. I removed the rubber nose protector immediately on the VX-Pro4 to get extra room for goggles. 

Don’t be scared to throw the liner in the washing machine as the liner can withstand the abuse of the washer just don’t throw it in the dryer ok? Let the liner air dry and you will be just fine. With the VX-Pro4, there is a balancing act with safety and comfort. After watching a bigger man  stand on the empty shell of a Pro4 without it flexing much at all, I got a good taste of how strong and hard this shell is (similar to a SHOEI VFX-W). Plus, with Arai’s triple density foam and breakaway visor and vent pieces, I have little doubt that the helmet will perform very well in a high speed crash. However, since it isn’t the lightest or most ventilated helmet on the market, you have to decide for yourself where you fall in the wide spectrum of helmet comfort and performance. I personally love the comfort so it’s one of my top three helmets to ride with. 

You can check them out at araiamericas.com and see all the designs they have available. If you have any questions feel free to email me at kris@keeferinctesting.com.

Bell Moto 9 “ET3” Replica Helmet Product Review

I get asked a lot about helmets and which one is the best to purchase. I always answer with “that’s a tough question to ask”, because there are so many variables when it comes to finding the correct helmet for you. It’s not always so black and white when it comes to testing helmets. Putting the helmet on and seeing if it is comfortable to your head shape is step one, making sure you have the correct sizing is another important aspect of getting the correct helmet, your determined price-point and not to mention what technology (the helmet comes with) that makes you feel safe is another. There is just so much to think about when getting a new helmet. I have more of a round shaped noggin and some helmets just don’t fit my head shape that well, but when I got the chance to test the Bell Moto 9, I was excited as I haven't really got to put that much time inside of one. Until now!  

                                                  Eli Tomac Bell Moto 9 Replica 

The Eli Tomac replica Bell Moto 9 is an awesome looking helmet (especially if you’re a ET3 fan) and weighs in at 3.1 pounds. Bell uses a “TriMatrix” Composite Shell that is a blend of three materials: carbon fiber, Kevlar and fiberglass. I am crazy about visor adjustment and this visor is the easiest visor to adjust I have her used. There’s no screw under the middle of the visor as this design only uses mounting screws on each side, and those are metal “QuickFlip” fasteners that require no tools. Simply flip out the tab, loosen by hand, adjust the visor up or down and tighten again. Boom! However, I think the best feature about the Bell Moto 9 is the Magnefusion Emergency Release System (MERS). This is another way of saying that it uses magnets instead of snaps, and it’s like finding gold! It’s that good! The cheek pads are held in place by several magnets, just like they would be with traditional snaps. From a safety standpoint, these are capable of being removed while the helmet is still on the rider’s head in case of a serious head injury. Many injuries happen, or are made worse, after a crash when some goof ball tries to take the helmet off. Once the cheek pads are off, the helmet can be removed without putting any unnecessary force on the neck and spine. The MERS system is designed to work specifically in conjunction with the Eject Helmet Removal System. There is a foam insert in the top of the helmet which can be removed to make room for the Eject system that every rider must have in a professional AMA/FIM sanctioned event. The Bell Moto 9 is ECE, Snell M2015 and DOT approved. 

 Now for me I am not a huge fan of the “M” claw, but I do think it’s cool that Bell has a helmet that the normal weekend warrior can purchase to look like Eli. That being said it was tough for me to win any “Best Dressed” awards when I was at the track wearing it, but I was happy with the comfort of the Moto 9. There were no major pressure points that the Moto 9 caused to my head and the liner was plenty soft (although not the softest material I have tried) against my freshly shaved summer time hair do. I do like the cheek pads to push a little against my face for a snug feeling fit and the Bell Moto 9 did just that. I also thought the chin strap and cheek pad magnets held up well against the over abusive test that I gave them. I sat in the back of my truck between motos on several test days and just played with the magnets (snapping them on and off). The strength of the magnet remained strong and didn't get worse over time as held its integrity. Ventilation in these summer months is key for me and the venting on the Moto 9 is one of its strong points. The chinbar has a stainless mesh mouthpiece and vents along the side. Two intakes are tucked under the visor and the top of the eyeport is lined with openings. The rear of the helmet has nine exhaust ports: one directly on top, four on the upper rear, above the goggle strap, two at the base and another pair along the bottom edge. It’s tough to actually feel airflow in most helmets, but with the Bell it was easy to feel a breeze while riding. The weight is on the heavy side while riding and I could feel my neck get slightly more fatigued than with some of the other lighter helmets on the market. However, I will not complain about that too much if it has the protection to back up the weight. I feel like there is a fine line with having a helmet that is “too light” and that leaves me with a sensation of having less protection while I ride. I also like that the nose area of the helmet isn't that close to my large nose and it also doesn't have a mud guard that comes into my face too much. At $400.00 for a replica helmet I would say that is slightly better than other helmet manufacturers out there today. With the reputation that Bell has with safety, I have a good piece of mind knowing that I am wearing a quality helmet, that will give me as much protection necessary when or if I do take a header. I wonder if Josh Hill will hook me up with some type of Monster Energy contract if I wear this at some local races? If I am testing a 2018 Kawasaki you know that I am going to be wearing this helmet! You can go to bellhelmets.com to purchase and check them out for yourself.