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. 

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.

Fox Instinct Boots

Just in case you haven't listened to episode 7 of the Rocky Mountain ATV/MC Keefer Tested Podcast (Boot Comparison) I will now go over the Fox Instinct boot and how it performs//protects/feels/lasts. When the designers and engineers at Fox set out to design a new high end boot, they didn't just shoot for "almost perfect", nor did they accept that a finished product had to be flawed. They spent a huge amount of time designing, developing, as well as race testing various components, and after several years of gathering feedback from the top riders in our sport, they came up with a design that was ready to go into production for all us mere mortals. The Instinct boot design has been in production almost 10 years and in my opinion is one of the most comfortable boots to wear. Let me explain how they did this:

The key goals in developing the Instinct boot were to combine freedom of movement with the highest level of protection possible; in other words, safety and comfort were a must for the Fox engineers. This starts in the guts of the boot where five key components have been utilized to create the perfect fit: An athletic insole provides running shoe-like cushioning, a steel shank supports the arch, a polyurethane midsole offers energy absorption, a TPU support is in place for impact protection and stability, and Fox's exclusive rubber Duratac outsole provides grip on the peg and is backed by lifetime durability guarantees.

The rest of the boot is just as highly developed as the inside. A patented floating ball-and-socket buckle makes for easy operation with gloves on. Flexion is provided by a stabilizing hinge, which also ensures that the ankle cannot hyperextend past the predetermined lockout points. A host of other technical materials grace the boot to help create a solid weld between ankle and bike, and the overall build makes for one of the lightest boots on the market. Fox truly left nothing on the table when developing these suckers.

Over the course of the Instinct’s production lifespan, the sizing has been improved. I have noticed a true-to-size fit since early 2019, so if you have a 2018 Instinct and notice you went up a size from your normal sizing, the new 2019-2020 sizing is much improved. If you decide to purchase a new pair (and have an older Instinct model) you may have to go back down to your normal size. The toe-box is a little narrower than a Tech 10, but not as tight as a Sidi Crossfire 3, and the buckles are so much easier to operate than those found on some of the biggest brands in the sport. The first positive aspect/experience of the boot you will notice is the lightweight feel to the Instinct. My legs certainly do feel less fatigue when riding tracks that force you to ride leg high through ruts/corners. To me these are the lightest feeling boots that I have ridden with to date. The feature that I was most surprised with was the inner comfort of the boot. I am so used to have having an inner bootie for ankle support, I thought I would feel naked without it, but it literally took me only a few minutes until I appreciated how much comfort my feet/ankles had. I don’t have bad ankles, but I do ride a lot and my ankles can get sore from riding all day long. The Instinct boots do have more movement in the ankle area than a Tech 10, but I also don’t feel like my ankles are being overworked or stretched. The sole also has more grip than I was expecting, which provides excellent absorption/cushion to my ankles when slamming into jump faces or when I really screw up and case the crap out of something. Here’s a tip: After break in (which isn't very long at all) I will tighten up my buckles tighter than normal, so that I get a more secure lock around my ankle (this is important with the middle two buckles). The inner potion of the boots have excellent grip against the frame and this is an important feature to me because I grip with my legs a lot! Some boots use a rubber like material that simply doesn't grip well when squeezing, but the Instinct boot comes “stock” with great gripping material on the inside of each boot.  

Like a good running shoe, the insole has enough cushioning and support without feeling too rigid or bulky. Off-road riders will love this boot based on the fact that it truly can be worn all day, but Fox also offers the Instinct in an off-road version as well with a more aggressive sole. The protection level certainly feels sufficient for the usual battery of rut-snags and rock-hits that I encounter on any given day of testing. However, to me, the Instinct is built for performance and comfort, but the integrity/support of the boot can break down a little quicker than other boots out there today. This is the only boot that I can wear straight out of the box and feel my pegs as well as my shifter/brake pedal without any issues. I can’t pull a set of Tech 10’s out of the box and feel “good” right away, but I am able to do this with the Instinct’s. The Fox Instinct boots DO NOT hardly need any break in period. They are ready to rock! 

The flip-side/bad news is when the Instincts get some time under them, they can get somewhat flimsy in the ankle area to me and I can feel my ankles flex too much when landing hard off of jumps. I usually keep boots for a fair amount of time (around 60-80 engine hours), but the Fox Instincts felt looser in my ankle area around 42 hours of engine time. This is where you will need to keep up pn your middle to buckles. I constantly adjust my middle two buckles to ensure I get a tighter fit around my ankle. I can’t stress enough how huge this is with this boot! Think of these middle two buckles as your daily routine of bike/gear maintenance. Just because the middle two buckles were good yesterday doesn't mean that they are correct for the another day. Tighten them accordingly and your ankles will thank you. Other pieces to the boot like the outsole, buckles, insole, and hinges never broke or failed, but I just feel the boot to be super soft (in ankle area) after some time of usage without adjusting the middle two buckles. Fox Instincts have lasted me over 40 engine hours, but have only seen stock pegs and not super sharp titanium oversize pegs, so your sharp peg riders keep an eye on your outsoles.

Send Them In!

The Fox Racing Instinct Sole Warranty: Something that you may not know is that Fox offers Instinct buyers a free outsole replacement if your Instincts meet their requirements. Do yourself a favor and make sure to keep an eye out on your soles, so they don’t get ate up past the red indicator strip/marker. If they are worn and aren’t past the red indicator strip/marker, send your boots into Fox Racing and they can install original Fox Duratac inserts in for you at no charge! Here is the link: https://nushoe.com/fox-head.html

Overall, the Instinct features an impressive level of performance and comfort that definitely lives up to Fox's claims. Coming in at $459.95, the Fox Instinct is less expensive than the Tech 10 or a Gaerne SG-12, so the decision to purchase shouldn't be about price. In my opinion, the Fox Instinct boot is the most comfortable boot out of the there, but will need more attention/adjustments to the middle two buckles, if you want them to protect your ankles, like Fox intended after some time of use. I look at the Fox Instinct boot like a factory spec tire that is available to us non factory guys. It provides maximum comfort and performance on the track, but just doesn't last quite as long structurally. Head over to https://www.foxracing.com/moto/mens/boots/ to get yours as well as view all the styles and colors.

If you have any questions about this test please feel free to email me at kris@keeferinctesting.com and I am here to help!   

2020 Fly Racing Summer Camp

For 2019 Christmas morning came on July 24th. Why? Today I got to ride in the new FLY Racing 2020 line of gear and for those of you that know, this is a very big deal to me. FLY Racing has been putting on a “Summer Camp” to showcase their new 2020 racewear that will be available on August 1st. Fly Racing has been a huge supporter of the Pulp MX Show and The Keefer Tested Podcast and they kindly inited us to Boise, Idaho once again to try the new threads and also do fun other activities like white water rafting as well as some trail riding with Damon “Freakin” Bradshaw! 

Summer Camp kicked off on Tuesday night where FLY catered a dinner on the rooftop of a place called Jack’s Urban Meeting Place (JUMP) where we go to see the new line of FLY gear for the very first time. Riders like Andrew Short, Weston Peick, Damon Bradshaw and a host of media outlets were on hand to enjoy the festivities. The JUMP venue had a long slide that winded down five stories, but with dirt bikers that meant one thing… Who could get down the fastest. Racers will be racers. Slide times (AKA lap times) were on tap to see who could get down the quickest and most took the competition serious. I never did get the final results, but you can almost guarantee some sort of racing will find its way in the mix if there is enough downtime. Dinner, drinks, slides, desserts, and slide times go hand in hand.

Wednesday was designated the moto day as we got to spin some laps in the new gear at a facility called Skyline MX Park. When I pulled up to the facility it reminded me of a track that was on the Canadian Nationals for a while called Regina. It was muddy in the morning, turned tacky for a while, then went into straight hard pack mode in the the afternoon. FLY left gear bags full of new 2020 gear lined up for us media dorks plus had a fleet of motorcycles for us to ride. I am usually not a an all black kind of gear guy, but to my surprise, the all black/white/hi vis set of Lite Hydrogen that FLY put out for 2020 is sexy. Can I say sexy? Well I just did because I looked damn good and I felt damn good wearing the new colorway. I haven't spent a ton of time on the new FLY Formula helmet as of late, but after wearing it again (on this day) it made me realize how comfortable this helmet really is. It is super light weight, ventilates well, has a very plush liner/cheek pad feel, plus the looks are starting to grow on me. I mean let’s be real here… This set of gear that I had on today, along with the Husqvarna Rockstar Edition I was riding could have won some Best Dressed and Lit Kit awards. No lie… The BOA reel is Zach Osborne’s favorite thing in his life next to his family (just listen to his podcast) and the Lite Hydrogen along with the EVO line has the BOA incorporated into the pant. It works and I am huge fan of it as well. Maybe not as much as Zach, but it’s pretty damn good! 

The FLY gear line will be available to the public on August 1st and even though they didn't come out with an all white set of gear for 2020, I will have to say they did a damn good job with all the lines this year. The Kinetic line has a very clean blue and white set that I will be wearing for the 2020 YZ450F intro and the EVO DST line has a camo green that I am all in on with the KX250! None of the 2020 fit has changed, so if you have heard me talking about how well the gear fits on my podcast then you can guarantee the 2020 gear will be just as good. From big guys to D&R dudes, FLY Racing has a fit you will like! Trust me. 

Another bad ass thing that I witnessed was Damon “Freakin” Bradshaw wringing the shit out of his Gas Gas 250 two-stroke on the MX track. I usually pride myself on riding the most when we go to these type of events, but Damon had me handled by far. The dude absolutely hauls ass still, but more importantly, doesn't look like an old man doing it! He is smooth and moves around on the bike well. Weston Peick and Bradshaw were ripping around on the track at the end of the day and Bradshaw wasn't making it easy on Peick, let me tell you. This sparked up a debate with Matthes and I on what 90’s rider would be the fastest today if those riders were all on the same bike? Riders like Bradshaw, Dubach, Ward, Lechien, and Matasevich, RJ. Who would be the best? My money was on Dubach the night before, but that was before I saw Bradshaw ride the day after! Holy crap! The dude rails and still has that pissed off mentality when he rides! I Iove it! Off the track the guy is just chill and the most down to earth, mellow person I know. 

Tomorrow we head out to go white water rafting so say a prayer for me! Hope to see you guys in Washougal for the debut of the gear! 

Leatt Z Frame Knee Braces

When it comes to “brace” style protective gear there are many opinions as to their effectiveness.  Questions like does it hamper the rider’s ability to correctly ride the motorcycle? Or does bracing the knee make your femur susceptible for injury? Far be it from me to have the end all be all answer, but I can tell you what has worked for me. Up until 2012 I was just a knee cup/guard guy who basically thought knee braces were only for people with money, good insurance, and past knee Injuries. In 2012 a buddy of mine handed down his old pair of braces and I found them to be comfortable and in fact gave me a little more confidence in my somewhat flimsy knees (one is always slightly swollen, and the other pops out from time to time).  

Now that you know a little about my knee protection history let me tell you about the Leatt Z Frame braces. I have been wearing and loving the Leatt X Frame braces for the past nine months and they have become my favorite non custom fit braces. I was excited to get the lower price point Z Frame’s and see if the price really dictates comfort and protection. The way the Z Frame straps to your leg is slightly different than the X Frames, as they strap in a “Z” pattern behind the leg (hence the name). Theoretically once you adjust the Velcro to your leg size you can just unclip the plastic clips on the straps to take the braces on and off, but I found myself always adjusting the Velcro to get the right fit every time I put the braces on. Why? Because sometimes I will drink a beer or three and eat a cheeseburger the night before. Can you say sodium intake? 

Once on, the Z Frame braces are noticeably bulkier than the X Frames, especially in the knee cup area. To me the knee cup area was excessively large and I felt like my knee cap was floating around underneath the cup, which would occasionally rub the underside of the cup when my legs were bent. This excessive bulkiness also changed how my legs were able to grip the bike, which wasn’t necessarily bad, it just didn’t feel like the braces that I was used to. The protection of the knee, shin, and thigh area is substantial as well as provides a large coverage area to protect in the event of a crash or hitting trailside debris. The “brace” function of the Z Frame didn’t seem as strong or supportive as the X-Frame that I have been used to. What I mean by this is that my knee didn’t feel as supported and actually popped out once when I dabbed my foot wrong (this isn’t necessarily the braces fault). 

After wearing these braces for a few months, I have come to the conclusion that they may fit some people better than others. I think that for my smaller (weaker) knees I need something that hugs, fits tighter, and gives me slightly more support (like the X Frame does). They are not necessarily bad braces, maybe someone with bigger knees would have a completely different opinion, but I just felt that my knees were kind of floating in the braces (yes, I had the correct size). With an MSRP of $299.99 the Z frame doesn’t break the bank as badly as other knee braces on the market, but they still aren’t exactly “cheap”. This Z Frame brace would more than likely be adequate for the weekend warrior that wants to go from a knee guard to a knee brace. The type of rider that wants some more safety, but isn't necessarily out to win a local racing series.You can check out the complete Leatt lineup over at leatt.com or if you have any questions about this test please email me at michael@keeferinctesting.com. 

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.    

Alpinestars SX-1 Youth Knee Protectors

I wasn't even going to do review on this product, but I kept seeing my then 12 year old son going back for these particular set of knee guards (over his knee braces) when getting his gear bag ready for a day of riding. Now I will tell you that I have been on knee braces since I was 16 years old and I prefer the feeling of a knee brace over knee guards, but I understand that some may not feel the same way. 

For those that prefer knee guards or may be interested in some protection for their kid, enter the Alpinestars SX-1 Youth Knee Protectors… The SX-1 Youth Knee Protectors are developed specifically for younger or smaller framed riders. The lightweight SX-1 Youth Knee Protector incorporates CE certified Level 1 protection with advanced polymer hard shells backed with thermoformed foam and a dual pivot system. What exactly is that? Basically it allows the natural movement of your child’s knee. The SX-1 Youth Knee Protectors are perforated for optimized levels of breathability and airflow so he or she will not be sweating up a storm.

The upper and lower frames are constructed from a high performance polymeric material blend for flexibility and strength as well as trying to keep the weight down. Polymer protector plates are perforated to try and allow more ventilation. The shell integrated dual pivot hinge gear system follows the natural movement of the knee and keeps the protector well positioned in all riding positions.

The patella cup is constructed from energy absorbing viscoelastic PU foam that is CE certified to Type A. The patella cup is also backed by soft padding for adaptive fit and breathable air mesh for ventilation and comfort. There is also a high abrasion resistant fabric on the outer central knee-cup area that can reduce the possibility of scratching. 

Now my son is not quite the test rider yet, but I did ask him why he liked these Alpinestars knee guards so much and he gave me four simple answers like only a 12 year old could. His four reasons were: 

1. I can squeeze my bike better with my legs because these guars feel narrower than my braces. (Dad: “Ok, I can understand that”) 

2. My legs don’t feel so heavy when I lift them up through corners. (Dad: “Ok, I can grasp that opinion”)

3. I can wear these when I go to the skate park with my scooter. (Dad: “Ok, I like that you’re thinking on your own”)

4. They are simple to put on and take off. (Dad: Insert face palm emoji here….”Ummmmm… Aden? That is what you call being lazy. It literally may take you 60-90 more seconds to put on your knee brace. COME ON BRO!”)

Ok, so three out of four reason are legit… Now as a parent I will have to admit that I prefer him wearing knee braces (which he is now currently in since he outgrew these SX-1 guards), but for protection at the time he was using the guards, I wasn't worried about his knees getting injured. Knee braces ARE NOT going to completely prevent a knee injury and I think that is a big misconception with a lot of consumers these days. I know a lot of top professional riders that prefer knee guards and have zero knee injuries so to say that knee braces are the end all be all of knee protection is ridiculous. 

These Alpinestars SX-1 guards have seen many hours of riding and plenty of crashes over the course of almost a year. Basically almost a year of nervous novice 85cc riding time is the equivalent of like adding five years of total crashes for me. The SX-1 Youth Guards have held up great and all of the parts on these guards remained intact today. Aden wore the Small/Medium size as he has dad’s chicken legs, but Alpinestars also offer a L/XL to fit youth riders that have more size to them. My son said that they were comfortable and he only had one complaint. His complaint was that the velcro straps would sometimes get hung up on his pant liner (while putting his pants on) so he would have to re-adjust the guards to get them back into place. Once his pants and boots were on, he had no problems with the guards slipping down. I also like that these guards fit into youth sized boots well and aren't too bulky. Another aspect I thought that was interesting is that my son could wear these Alpinestars guards directly on his skin, without anything underneath them, with zero irritation to his skin. That is something I couldn’t do, but he said that the material was soft and that it didn't bother him to do this. With his knee braces he has to wear long socks underneath and that gets him hot.

The downside to these SX-1 knee guards is that they are pricey at $89.95. However, if your child is riding a dirt bike please put some kind of knee protection on them. I can’t explain how many kids I see wearing nothing under their riding pants (to protect their knees) while they are learning how to ride. This is the most important time for them to dress for the crash not the ride. The Alpinestars SX-1 Youth Knee Protectors are a great piece of protection for your child and it’s Aden endorsed. Plus they can wear them while they scooter! This particular set of guards will be handed down to my friends eight year old boy as he is just now starting to get bit by the love of two wheels. #KeepKidsOnDirtBikes 

100% Armega Goggle First Impression

By: Dominic Cimino

Over here at Keefer Inc. its pretty well known how much we love wearing the Oakley Airbrake goggle. Plain and simple, we feel that this could be the best offering on the market for performance, comfort, and style. Fast forward to this past week when 100% decided to throw a wrench into that goggle train by introducing their new Armega - a completely new offering by the highest selling goggle brand in the industry. At first glance, the Armega is damn sexy and we are excited to really put it through the paces in the upcoming weeks of testing. This read is a quick shakedown after the press introduction held at a private ranch… somewhere down by Mexico. 

No need to bore you with every minute detail of this goggle, because I’m sure by now you have possibly read about it since Wednesday. But I would definitely like to highlight the important traits that really stand out. First off, the 3D modeled lens - this is a polycarbonate material that is specifically designed to have zero optical distortion. In laymen terms, “I can see clearly now the rain is gone…”. Joking, but really - the field of vision is really damn clear. There are no imperfections in these lenses which means you can focus on the imperfections on the track instead. Furthermore, their premium lens offering is called HiPER technology which helps contrast red/blue/green color spectrums to really enhance what you are looking at. The best way for me to summarize this is that it almost feels like polarized sunglasses - what you are looking at just seems to pop more. Part of their marketing jargon for the Armega goggle is “Ultra HD Vision” - now I’m not quite sure what to make of that slogan, but know that you might only really notice this HD vision when wearing an Armega goggle that has the HiPER lens in it.

Another key feature that stands out is the ventilation system they designed for the Armega. There are two induction ports on either side of the nose guard that help force air into the frame of the goggle. This air is funneled right into the foam layers (which are perforated by the way) with the intentions of eventually reaching your face. 100% had the goal of maximizing airflow for hot days and also for the cold days - because on the cold days, the more air you have flowing inside the goggle, the less likely they are to fog up. To tie this ventilation design together, they integrated a sweat channel into the upper part of the frame. This channel forces your sweat away from the lens and out of the goggle on either side of the frame. This is a pretty cool feature that I really want to dive into more now that summer is approaching. During the press ride day, I was able to log a pretty decent moto to where I did actually break a sweat. When returning to my truck and removing the Armega, I noticed that the face foam was still wet - just like any other goggle I’ve worn after a solid 20+ mins. Maybe I didn’t sweat enough for those channels to actually be put to work, but I will definitely try again when we start nearing 100 degrees in SoCal. 

Lastly, the overall comfort of this new goggle is really nice. The foam is super plush and it feels good when wearing it. The field of vision is plenty wide, as is the actual strap itself, and the goggle just has a solid feel to it. The lens is built well and snaps into place in the Armega frame very securely. There is very little flex which promotes safety and the security of knowing nothing will become dislodged from an impact. In regard to the lens locking system - it is definitely convenient to change lenses, but honestly the Oakley set up is still way more efficient. In addition, I feel the Oakley Airbrake frame sits wider and more flush against my face than the Armega does, but than again, I’ve only had one day riding in this new product. And if you want to continue comparing apples to apples, this new 100% Armega goggle with the premium HiPER lens lands on the shelf priced at $120 - a complete steal when comparing this to our preferred goggle of choice. 100% is onto something with the Armega and we look forward to punishing this goggle more in the upcoming weeks. Please hit me with any questions you might have (dominic@KeeferIncTesting.com). Thank you for reading!

Second Opinion: I am a big pain in the ass when it comes to goggles. I love wide peripheral vision and am used to that Oakley Airbrake lens clarity. Now I only have a couple days (four 30 minute motos) under my belt with the Armega’s, but I have some thoughts for you. The Armega goggle has the clarity of the Airbrake lens and even when using 14 laminate tear offs, the clarity is so much better than that of a standard lexan lens. Most importantly the nose area of the Armega fits my big ass nose well and doesn’t leave a pinching sensation or blisters like their old goggle did. The foam is soft to the skin and absorbs sweat well, which I can appreciate on these long hot humid days we’ve been having up here in the desert. Ventilation seems to be on par with the Airbrake and taking the lens on and off is very painless. So far I have been enjoying my time in these goggles, but will get you more of a durability report very soon. -Kris Keefer

Fly Racing Women's Lite Gear

Editors Note: Jeannine Labbe and I have emailed back and forth for sometime and she recently reached out to see if I would like a women’s opinion on a few things. As I take pride in being a well rounded testing site, I agreed to let her evaluate a set of Women’s gear for all you lady riders out there. I only gave her one condition however… She had to be brutally honest with her findings. Below is Jeannine’s honest review of the Fly Racing Women’s Lite set of gear.

By Jeannine Labbe:

Finding a high end set of women’s gear is hard to do. Finding a high end set of women’s gear with clean colorways (or even more than one) is nearly impossible. FLY Racing’s Women’s Lite racewear checks both boxes, so, when Keefer offered to let me do a review for Keefer, Inc. Testing, I jumped at the chance. 

After receiving the Women’s Lite gear in Blue/Hi-Vis, we headed out to Little Sahara State Park for a few days of riding in it. Little Sahara has nice mix of dunes and sand trails, so it afforded me the chance to see how the gear worked when riding at speed, when shifting positions on the bike for steep hills, when transitioning from standing to sitting and back again through the trails, and even how well gear holds up to running through bushes and tree branches. 

The first thing that I noticed after putting on the gear is that it is really comfortable. Like wearing a favorite set of soft pajamas comfortable. The materials are soft against the skin and the overall feeling is really light. I typically change out of my riding gear between rides, but kept the FLY Women’s Lite gear on all day just for this review. I’d put in on before our first ride of the day and not take it off until after sunset, well after our last ride, when the temps dropped into hoodie territory. I must also say that I’m also a huge fan on the clean lines and colors of this gear set. The subtle addition of the darker shades of blue on the front provides nice visual contrast while also providing some camouflage if your belly is not as flat as you might want it to be. 

The Women’s Lite jersey features multi-panel construction with raglan sleeves, a tag-less v-neck Lycra collar, an extended tail, mesh ventilation panels down the sides and the inside of the arms, shorty cuffs, and sublimated graphics. The sublimated FLY Racing graphic is well placed to not look weird across the bust line, as can happen when graphics don’t span most of the length of a shirt or jersey. The choice of hi-vis on the blue colorway for the mesh inserts provides a pop of color, but it has the downside of being like a highlighter for belly bulges.

FLY refers to the jersey’s fit as women’s pro-fit. It has a slimmer fit with a cut that complements a woman’s curves. The sizing is close to being spot on, but might run just a bit large. I’m 5’3”, 145 lbs, and carrying about 15 extra pounds of baby weight (despite the “baby” having just turned 4). I fall between a medium and large, a problem I frequently have in street clothes, too. The medium jersey fit, but showed off my extra curves, so I opted for a large. It’s a bit loose, but not baggy. If you are considering two sizes, I’d suggest going for the smaller size if you are trim or don’t mind showing some bulges and going for the larger size if you prefer to better hide your imperfections. The v-neck is small enough to keep most of the roost out, but large enough to not feel tight. Sleeve length was nearly perfect for me, so it could be a bit short if you have longer arms, particularly if you wear a smaller jersey.

The Women’s Lite pant features a lightweight minimalist design, a ventilated mesh liner, 90% stretch panel construction, pre-shaped knees, leather heat shields, adjustable waist belts, leg cuffs with a removable elastic band, and sublimated graphics. The knees have a low profile padding in them that should provide some abrasion resistance and resistance against knee braces rubbing through. I don’t wear knee braces, but the knees are roomy enough that you should be able to run them without them getting bound up in the pants. 

As with jersey, the pants run fairly true to size, but a tad on the large size. I wear a size 10 jean and they are typically a little loose. The 9/10 Women’s Lite pants are very loose. The 7/8 pants fit, but looked like yoga pants. Since I didn’t feel comfortable wearing bright blue yoga pants on a dirt bike, I opted for the 9/10. As with the jersey, if you are between sizes and on the thin side, you’ll probably want to opt for the smaller size. If you opt for a larger size, the side belts gives you the ability to really cinch down the waist. I love the waist belt design. The belts just pull forward and attach with Velcro. They are much faster and easier to use than the old style where you run the belt back and then pull them forward through a loop. Their soft and low profile design is much more comfortable when you lean over, too. The pants also feature my favorite motocross pant closure system of a zipper covered by a Velcro tab. It’s quick to use and low profile. The pants sit below the waist and are fairly short in the crotch. They come with removable hip pad that have large holes in them to allow maximum air flow. The pants have enough stretch that the pads do not affect the fit, but they do add odd looking bulges so I opted to not wear them. The interior of the waistband has silicone grips that grab well enough to be uncomfortable if you try to untuck your jersey between rides.

The pants feel very light. The leather heat shields feel heavy relative to the rest of the pants, but that feeling goes away when you put on boots, which support most of the weight. The mesh liner, which goes to the knees, is soft and comfortable and its hi-vis color actually shows through the pants, giving the top of the pants a slightly more yellow color than the jersey. The pant legs, with their slim fit, lightweight material at the back, and mesh at the front, fit very comfortably into my Alpinestars Tech 7 boots. With my short legs and large pants size, I did have to pull the pant legs up and hold them in place with my boots to get the knee in the correct area. This didn’t cause any comfort or performance issues, though.

The FLY Women’s Pro Lite glove is a minimalist glove with a perforated Clarino palm and heart-shaped silicone grips on the first two fingers. The material on the back is form-fitting, stretchy, and features the same light to dark color pattern as the jersey. Clarino material wraps around the back of the thumb and a Velcro closure allows you to tighten the fit around your wrist if needed.

The gloves are a bit difficult to pull on. The opening is small enough on my size 6 (small) gloves that the Velcro closure is redundant. The unpadded palm is a bit thick for my taste, but only because I have small hands and run small diameter grips or half waffle grips with the waffles removed. The thickness of the Clarino on the palms made the grips feel large and ultimately made my arms pump up. After fighting it for a couple half hour rides, I finally had to switch to my thinner Thor Void gloves. I wanted to get in more a durability test on the gloves, but needed to be able ride for more than a few minutes at a time. 

The pants/jersey retained their comfortable nature on the bike and they didn’t restrict movement. The sleeves of the jersey stayed in place without being tight around the wrists. The pants didn’t catch on the shrouds and didn’t pull when moving my legs forward or up, which I appreciated. My one gripe is that, after an hour or so of riding, the pants stretched out enough that they started to pull down a bit in back in situations where I slid back on the seat. My hips kept me from worrying about them actually falling down, but it was a bit annoying. However, even with the pants pulling down a bit, the jersey stayed nicely tucked in. This could be because the tail is long enough, or it could be product of me being very short-waisted and wearing a larger jersey. The leather heat shields on the interior of pant legs did their job to protect my legs from the hot head pipes the couple times that I low-sided and ended up under the bike. 

While the neckline was high enough to keep the roost out, the mesh inserts allowed in plenty of sand. It was windy out, so most of the sand might have from crosswinds rather than roost, but, regardless, I had a decent amount of sand on my back by the end of the day, which can be common with most jerseys. 

I was impressed by the ventilation of the gear. The temperature never got extremely hot, but I remained comfortable in nearly 80 degree weather. When riding at speed in a standing position, the pants flow a surprising amount of air. I usually ride in TLD GP Air pants with mesh inserts and the air flow was almost comparable. The jersey breathes well, but it doesn’t perform as well as the pants do when compared to a full mesh model. On the flip side, when the temps dropped into the low 60’s in the evening, I didn’t need to change jerseys or add a jacket as I often need to with fully vented gear.

Durability is mixed bag, though mostly good. I somehow got a snag on finger of one glove before I had even started riding. The mesh inserts of the jersey also snag easily. However, the pants and the rest of the jersey held up well to repeatedly brushing up against bushes on the trails. At one point, I even broke a 1” diameter branch with my forearm although my arm was scratched and bruised you can’t even tell that the jersey took a big hit. The pants and the non-mesh sections of the jersey don’t show any sign of the repeated bush strikes neither. Another minor issue is that the stitching has started to stretch out a bit on the sides of the knees and on the shoulders where my chest protector and my Camelbak hit. I don’t know that the jersey would have this issue without the Camlbak, so if you are just riding moto, you would likely not see the issue there. Regardless, it’s minor, but you can just see the stitches; they don’t appear to be pulling out.

Overall, I love the FLY Women’s Lite Racewear. It will be my new go to gear in all but the hottest and most humid weather. I hope to do a follow-up review on its long term durability and the hot weather performance. It could prove to even be my favorite hot weather gear.

The Women’s Lite pant retails for $149.95, the Women’s Lite jersey for $38.95, and the Women’s Pro Lite glove for $29.95. In addition to Blue/Hi-Vis, the gear is available in White/Black and Neon Pink/Black. Over the boot pants are available in White/Black and Neon Pink/Black for $114.95.

If you have any questions, get them to Keefer and I’ll be happy to answer them. And a special thanks to Kris and Keefer, Inc. Testing for giving me the opportunity to review the FLY Women’s Lite racewear.

Alpinestars Tech 10 Review

Alpinestars introduced the new Tech 10 last summer, but since then, the boot has gone through a revision for a less rigid feel. You might of noticed that if you purchased a very early edition of the new Tech 10 (or “version 1.0” like I call it) it was super stiff right? They were so stiff I couldn't feel my brake pedal or shifter for a few days on the bike. I have been putting a ton of time in on the “revised” version of the Tech 10 and wanted to give you guys some thoughts/updates about both the product. As always please feel free to email me at kris@keeferinctesting.com if you have any questions about these boots.

When Alpinestars introduced the new The Tech 10 last summer they were guided by three priorities as the Alpinestars technical footwear development team looked to improve overall functionality, performance and safety, decrease weight, and reduce material volume. Maximizing these priorities was the overall goal of the new Tech 10 and to be honest I have been a harsh critic of these boots when they first came out. If you listened to show #88 of the Keefer Tested Podcast you would know what I’m talking about. 

The older Tech 10’s comfort were legendary and it was a pleasure to wear the boots in all conditions. A key objective for the updated Tech 10 was maintaining the boot’s feel while enhancing its performance, functionality and safety.

The most significant upgrades to the Tech 10 (from older pre 2018 Tech 10’s) performance are unique technologies: The Frontal Flexion Control Frame, the Asymmetrical Dual-pivot Arms, the patented Dynamic Heel Compression Protection Shock Absorber which is integrated into a redesigned foot shell and the slimmer, more streamlined, outsole.

Fact! The new Tech 10 is lighter than the older version, the result of Alpinestars studying all the boot components and their connections (basically how the boot comes together). A re-design of every single one of those components has been undertaken to reduce volume and weight.

New material composites have been created that are lighter in weight and aim to be more durable to ensure they try and hold up to the rigors of off-road riding. The new, cold-forged, aluminum buckles are a result with an easier to operate, more durable and self-aligning closure that offer a positive hold across the upper surfaces of the boot. The result has yielded over 400 grams (almost 1lb.) in weight reduction from the older Tech 10.

The new design also reduces the Tech 10’s profile and physical size. It is more streamlined with newer, lighter, more durable composite materials and a more integrated approach to the construction of the components, which dynamically enhances the chassis of the boot and utilize more advanced bonding processes.

Even though Alpinestars hasn't came out and told me exactly what the revisions were on the new Tech 10’s, I can tell you that the front three bars of the ankle area have been “revised” to soften the feel.

Built into the Tech 10’s unique and lightweight single-piece co-injected foot chassis is the patented Dynamic Heel Compression Protector (DHCP), an innovative safety feature, which includes a fully integrated collapsible heel area with expanded poly-foam to absorb high impact energies during a crash.

DCHP features a directional impact protection system which significantly reduces the effect of excessive, potentially injury-causing energy being transferred to the ankle and lower leg.

Once my foot slipped into the updated Tech 10 it felt snug enough in all the right places, but the area that I felt the new Tech 10’s needed help in was “break in” and flex in the ankle. Last summer when I tested the first version of the new Tech 10’s I couldn't even move my feet or feel the shifter/brake pedal. It was like wearing a cast and I was feverishly looking for the older Tech 10’s like a child looking for candy. The new Tech 10 is not as tall as the old boot, but that never really came into play (good or bad) when I rode with them.

It still takes a little long to break in the “2.0 version” of the new Tech 10’s (one full riding day or 4-5 engine hours), but once broken in I felt like I could bend my ankles freely, feel the shifter and brake pedal so much better than the first version. The new Tech 10 is still on the stiffer side compared to Gaerne’s/Sidi’s/Instinct’s, but I have grown to appreciate the support that I am getting when I send it off jumps to flat. There is more plastic to the new Tech 10 than the older one and that results in a lighter weight boot, but also makes it slightly less grippy on the inner side of the boot. When pinching with my legs I get more locked in with the older Tech 10’s than I did with the new ones. Could that be from not having as tall of a profile? Possibly… This is something that some of you may not notice, but to me was worth noting. 

There is more plastic on the new Tech 10’s (compared to pre 2018), which makes it much lighter, but also have slightly less grip when pinching the bike.

A huge plus for me with the new Tech 10 is that it doesn’t get water logged and or heavy as quickly as the older version. Riding in muddy conditions and power washing boots over time have made my older Tech 10’s weigh almost two pounds heavier than when they were new (and they were already heavy when new)! The 2019 Tech 10’s have more plastic built into the boot, which saves weight, but also repels water much better than the old leather panels. So there is some give and take with getting a boot that weighs less.    

The toe box is smaller and that could take some time to get used to if you’re coming from the original Tech 10’s, yet it can make shifting a little easier by getting your foot under the shifter. The high impact, cold forged aluminum buckle system is easy to adjust and can actually close shut or open even when muddy. 

The Tech 10 boots are much more comfortable on hard landings and have an incredible soft feeling sole. The shock absorbing quality of these boots are second to none and the older I get the more I appreciate this. My ankles and feet have never been sore after a long day of riding with the new Tech 10’s. The new version of the Tech 10 boots weigh in at roughly 8.8 pounds and while they are still not the lightest boot on the market (Fox Instincts hold that honor), the protection I do feel on the track is so good I am willing to overlook the heavier feeling with the Tech 10’s. 

One other standout of the Tech 10 is that if you don’t ride on the balls of your feet—like you should—the sole will feel a little awkward because it is shaped to almost make you ride on the balls of your feet. I don’t know if Alpinestars designed the sole to help the rider in this aspect, but I like that this boot helps proper rider technique! When standing on the pegs it feels as if the front and rear of the sole is raised, and this makes you ride in that sweet spot (the balls of your feet). It took sometime to get used to this feeling when I first started riding in these boots, but now it’s second nature to me and forces me to ride like we all should. When I ride with other boots I really have to pay attention to scoot my feet back on the pegs, but with the Tech 10’s my feet get in the correct position much easier.

The Tech 10 boots offers a seamless feel on the bike and will not catch or snag on any part of the machine. After several months of use I did find that the soles of the new Tech 10’s are better than the older style. I am told Alpinestars offers a resole and if you feel that the DHCP has been crushed from a crash you can send it to Alpinestars and they can evaluate and replace if needed. 

Overall, the updated “2.0 version” Tech 10 boots are still one of my favorites to slide into and give me the protection and comfort I am looking for in a boot. You can check all of the Alpinestars boots out over at alpinestars.com or rockymountainatvmc.com. 

In order to save my incoming email inbox I have already asked a couple questions for you right here….

Popular Question: “How do I know if I am getting the “2.0 version” or not Keefer?

Answer: “Although I can’t give a clear cut and dry answer I do believe that all the colorways besides the Battle Born Tech 10 are version 2.0”.

Popular Question: “Keefer if I can save a couple hundred bucks and buy the pre 2018 older Tech 10 boots should I do it”? 

Answer: “Yes, you should! I still love the older pre-2018 version boot and still have some that I wear”! 

Oakley Prizm Lens

Oakley introduced the PRIZM lens technology to us a couple years ago. PRIZM is an effort to build contrast through maximizing your natural color vision. What Oakley is trying to do with a PRIZM lens is identify what colors you're naturally prone to seeing effectively then look at the environment and match up those colors, so you have a lot of contrast, which is supposed to give you better depth perception, and ultimately gives you performance value to your riding.

When it comes to motocross riding the PRIZM lens translates to the identification of bumps, square edge, and transitions between textures in dirt, thus allowing you to see better in shallow ruts. There are three PRIZM lenses to choose from: MX Black Iridium (designed for full sun exposure), MX Jade Iridium (designed to enhance the green colors when riding in and out of trees), and MX Bronze (enhances vision in lower light and is dark enough to notice subtle transitions in full sun). 

I tested the black iridium PRIZM lens in the morning/afternoon then the bronze lens in the evening riding sessions. I also had another pair of goggles with a clear and tinted lenses for comparison. The first thing I immediately noticed when putting on the PRIZM-equipped Oakley goggles was the clarity the lens provided. If you haven't tried an Oakley lens then it’s tough to describe over text how good they can be. Compared to a standard clear lens the crispness that came through the PRIZM lens is almost like you're wearing a corrective lens inside your goggle. I tested the black iridium PRIZM lens in the late afternoon test sessions, on a track with several corners heading into the sunlight, plus sections that were through trees and completely covered with shade, and the transitions between sunlight and darker colors were easier to see. It impressed me that the black iridium lens cut down glare from the sun so much as well.

I started off the late evening sessions using the PRIZM Bronze lens, but once I switched over to another goggle company (with a clear lens) to compare is when I could really tell the difference. The glare from the sun was extremely harsh and it was more difficult to see the lines I was aiming for when entering corners. Even with the standard tinted lens the clarity just wasn’t there like when I had (when riding with the PRIZM lens). Of course, it’s never going to be perfect riding directly into the sun, but the PRIZM lens helped me considerably in those conditions. 

While the standard tinted lens helped with some glare and direct sunlight, I struggled with shade though corners and through shaded tree sections. The transition wasn't as good and I lost the ability to focus on my line where the shadows began. This is where the PRIZM lens excelled because its capability to perform in both direct and low sunlight is something I have never experienced with a goggle lens. 

When stacking laminate tear offs (pack of seven) on the PRIZM lens it doesn't lose its clarity and the benefits stay intact. There isn't another goggle out there that I have tried that can say that. The lens itself DOES scratch easier than other standard lenses, so my suggestion is to leave at least one tear off on until you can change out to another pack. This will help prevent scratches to the expensive lens! 

So the downside to the PRIZM lens is that it is costly. At $45.00-$75.00 a lens, there aren't many of you that want to spend that much coin on a goggle lens right? I get it! This is for the serious racer that wants the most performance out of their lens. Orrrrrrr the guy who rides all freaking day and well into the evening. I am happy with a standard clear Airbrake lens and the clarity it comes with, but I do have a couple of PRIZM lenses on hand (in my gear bag) for those special hard to see places I ride. You can check out the PRIZM lens over at oakley.com. 

Asterisk Micro Cell Knee Braces

If you got a young little ripper like the one I have, you want to keep them as safe as possible in this dangerous sport we all love. The old rule of thumb is “dress for the crash not the ride” and this hold true even more with our children. It’s one thing getting yourself hurt, but making sure your child is wearing the appropriate gear gives us parents some piece of mind knowing that they are as safe as possible. Crashes are inevitable between the ages of 5-12 and getting the appropriate gear on them is crucial. Asterisk has made youth knee braces for quite sometime, but have recently introduced their new Micro Cell knee brace that are the first of their “Slim Line” set of carbon knee braces. 

The Micro Cell has an epoxy pre-preg carbon frame, made in Asterisk’s factory in Corona, California, with a full coverage patella cup and hyperextension stops ranging from 0-30 degrees (similar to our current Jr Cell). It is also equipped with Asterisk’s true motion hinge that gives the rider smooth/natural motion of each leg. This brace offers rigid lateral arms for the most support and lowest profile possible. The Micro Cell really makes sure all the important areas of knee protection are addressed without being too bulky for most youth riders small/skinny legs. 

My son Aden is 12 years old weighs 85 pounds, but is built like his dad (D&R), which means he is long and skinny. We have tried other youth braces in the past, but could never get the right fit for his smaller circumference chicken legs. Other braces would slip down, dig into his leg, and wouldn't get tight enough, which means they wouldn't be doing their job in case of a crash or sudden twist. The Micro Cell’s fit snugly with three velcro straps and are not cumbersome to interrupt the technique of a small rider. Having proper technique at a young age is super important because these younger years of riding are the foundation of proper technique for the future (AKA Safety). I like that there are extension stops that limit my little dudes legs that can also be adjusted by the parent as the child grows. 

After using the braces on the first day, Aden reported back that he could move his leg more freely through corners and the braces weren't as heavy (as his older style braces that he was wearing). Pinching/squeezing the bike was made easier because of the slim nature of the brace and Aden didn't come home with a chunk of skin missing, because the Micro Cell didn't dig into any parts of his legs. I also like the braces because the hinges/frame protected him from a collision at a race that he had with another rider. Another kid came into him a little hot and basically t-boned Aden in the side of the knee/leg area. The hinges/frame of the Micro Cell not only protected his knee, but kept the impact to his leg to a minimum. Some people ask me “why not just get him in knee guards”? Having this happen to Aden and then inspecting his knee/leg gave me the answer as to why knee braces are better without question. It’s added protection for my kid that needs it in a time where he most likely will be crashing the most because he is learning to find where he can push the limit and where he can’t. 

The cost of the Micro Cell is $349.00 and is a one size fits most as Asterisk can provide thinner or thicker padding to create the correct fit. Aden used standard pads and hasn't used thinner pads yet. The brace itself has held up great over the course of several months of crashing and riding, but they are fully rebuildable from Asterisk if need be. The Micro Cell’s are not up on Asterisk’s website yet, but is available by calling (951) 268-6790. If you can measure the circumference of your child’s knee and give that measurement to Asterisk (when ordering) they can ensure you are getting the correct brace and padding. This has been one of the best protective pieces I have put on my kid in the past year and I fully endorse using this product to keep your child’s knees/legs safe.    

If you have any questions about this product feel free to email me at kris@keeferinctesting.com 

Alpinestars A-1 Roost Guard

I am always looking for maximum flexibility when I ride, which means that I don’t always dress for the crash, but instead I dress for the ride. I tell my son Aden “do as I say not as I do”. I have been actually listing to my own advice lately and have ben wearing some sort of protection under my jersey. I am also very picky about what goes over or underneath my jersey before I get out onto the track. Alpinestars has its A-1 Roost Guard, so I decided to try it for a while to see if I can live with having some protection under my jersey. Don’t get confused, as this is not your full-on, maximum protection chest protector. The A-1 Roost Guard is constructed of a poly material blend, and the front guard is CE certified against impacts and roost (the back shell is not). However, the back shell is removable, and the whole shell is completely perforated to allow airflow through to your body. The shoulder pads are removable, and the A-1 comes in combined sizes M/L and XL/XXL.

I have been testing the A-1 Roost Guard with the complete shell intact for a while and found it to be very comfortable under my jersey. Although it is not the lightest under protector I have tried, its mobility won me over as it allowed me to move freely on the bike without feeling like my upper torso was welded together. Once I got used to the complete shell, I removed the shoulder pads and back shell and rode with it like that for several weeks. This quickly became my favorite setup, as it almost felt like I didn’t have anything on. Adjusting from full shell to front shell only is super easy with the integrated Y-strap system.

I was skeptical on the sizing I received (M/L), but the A-1 guard is extremely adjustable and fit snugly around my torso. I also appreciated that the soft Biofoam shoulder pads do not stick out or make your jersey protrude outward when riding. I did get a little warmer when wearing the A-1, but it wasn’t so bad that I needed to cut holes in my jersey or needed to rip my jersey off immediately after a long moto. Even though I am not the best example of, “Dress for the crash, not the ride,” I appreciate a good roost guard that offers flexibility and enough protection/roost deflection for my taste. At $119.95, the Alpinestars A-1 is a great buy with its multiple configurations and is comfortable enough for me to wear year-round. It’s offered in black or white colorways and is available directly from alpinestars.com. 

100% iTrack Gloves Product Review

What? 100% makes gloves? Yes, that’s right, not only do they make goggles, but 100% has been in the glove game for a while now as well. I am a big stickler when it comes to gloves, almost borderline a pain in the ass, so I needed to see if these iTrack gloves from 100% was worth my time. The 100% iTrack gloves feature a stylish embossed slip-on cuff application for ease and comfort, a seamless mesh top hand that is said to improve fit over knuckles and increases airflow, mesh finger gussets are placed to enhance mobility and wick away moisture, a thumb overlay aids in reducing blisters (AKA Yamathumb), a perforated single-layer Clarino palm aids in comfort while reducing bunching, silicone printed palm/finger graphics are placed accordingly to try and improve palm and lever traction, and finally an integrated tech-thread keeps you connected with your devices so you can “like”, “swipe right”, “facebook", “snapchat”, “tweet”, or take a “selfie” on the track or trail.

I am a big fan of slip on style gloves and prefer them over having a velcro cuff closure system. Once I put the iTrack gloves on I noticed they were a little tighter in the palm area than I would have liked, but stretched out enough within the first ride. I am normally a size large in gloves and once the iTrack’s were broken in they felt like a large. However, when new they feel like a medium, so be forewarned it will take some break in. The materials that 100% uses are extremely comfortable, breathable, and soft to the skin, yet provided me with enough padding in my palm to shun away blisters from a long day of testing. This is a minimalistic glove so just know that there is zero knuckle protection from roost or rocks, but in this case (with gloves) comfort outweighs protection for me. (We will be testing another set of 100% gloves that does in fact have knuckle protection, in the coming weeks). 

I did notice that the neoprene cuff was a little shallow as it barely covered up the end of my palms/start of my wrists. The cuff never slid down or allowed dirt inside my palms, but the feeling of it being shallow was more annoying to me than anything. The durability of the glove is something that I will have to praise. I beat the shit out of the iTrack’s and usually I rip the seams near the thumb area almost constantly with other lightweight gloves, but the iTrack has held up and proved to be a very durable minimalistic glove. Very rarely do you get a thin glove that doesn't come busting open at the seams, so this was nice to finally see. I have spent over one month with these gloves and have yet to find a failure in the sewing. (Just know that one month of my riding is equal to around 4-6 months of normal blue collar dirt bike riding). This to me is almost as important as the comfort of the glove. I hate it when I am at the track, in the middle of the day, only to find out my glove is split wide open near the thumb area. I did manage to try out the integrated tech-thread and in fact it does allow you to text and send with zero issues. I didn't swipe right, but I did manage to text the wife that I wasn't coming home, to do the honey do’s, because I was still riding. 

For $29.50 the iTrack is a good buy, but just make sure you know that they do fit a little tighter (in the palm area) than some other lightweight gloves on the market. Just like boots, some gloves need break in time and these iTrack’s definitely need that “break in” period. 

Bonus Tip: Because I know I am going to get a crap ton of emails asking me “ Yeah Keefer, but can I wear these gloves with any gear set”? My answer is “yes, you can”! Why? Because 100% only makes gloves and goggles and it’s still within the gear laws (if you abide by them) to wear 100% gloves with any gear company. If 100% starts to make gear than you must wear 100% gloves with 100% gear only. Until then have a ball and buy some 100% gloves to go with your Thor gear

Leatt GPX 5.5 I.K.S. Steel Pant And GPX 5.5 Ultraweld Steel Jersey

For a few years Leatt has been getting deeper into the high end gear market and I’ve been lucky enough to test a few different lines. A while ago Kris (Keefer) gave me a set of 2019 GPX 5.5 gear and told me to put it through the testing ringer. Since then I’ve been wearing this set exclusively whether it be moto or off-road and have been loving the looks of the new colorway as well. I wanted to give you all quick first impression of the gear, but look for a more in depth test in a couple months, when I get more miles on the 5.5 pant and jersey.   

The fit of the Leatt 5.5 gear is top notch, not being too tight or too baggy. Sizing is correct and there are no surprises when putting on any of the Leatt pieces. The jersey is made out of a lightweight, vented and stretchy material. In the armpits of the jersey there are multiple vent holes to help keep hot spots to a minimum. The torso and arm area are athletic fitting without squeezing the body and has just enough material so there is a thin layer of ventilation between your body and the jersey. One thing I didn’t care for on the jersey were the cuffs. The taped seams that are used on the welded cuffs are a rubbery plastic material that came un-bonded from the jersey material itself and just hung off. When riding off-road the jersey got some small snags from branches, but they never grew larger than just a small snag. The jersey is very comfortable, soft to the skin, and breathes well when you start to sweat.

The I.K.S. steel pant, like the jersey, has a great fit. It is an athletic fit from your waist all the way down your legs without being too tight. I have zero issues with the pant stretching comfortably around my knee braces, nor does it hinder my movement on the bike. The pant is made mostly of a four-way stretch/Rip Stop material so while it looks tight, it’s really just comfortable and form fitting. Leatt uses its Internal Knee Brace System (I.K.S.) on the inside of the knee area to prevent excessive knee brace wear or tearing, which it did because the knee area have held up great. On the original set of pants I received I did have an issue with the zipper. The first ride out, the zipper came off the bottom and both sides of the zipper were disconnected. I was able to get it re-zipped, but then when zipped back up, the zipper below the top came undone and could not unzip. I contacted Leatt and they sent me out a new set of pants and I never had this issue again after several uses. Looking back, I don’t think this is a flaw in the pant, I just think it was a fluke malfunction that happened. However to keep up with the transparency here at Keefer Inc. Testing, I still wanted to let the reader know everything that has happened with the Leatt set of gear. If this happens to you please contact them and they can remedy the issue for you. One aspect about the pant that really stood out to me was that in some situations they had a hard time staying up. I’d like to say it’s because I’m so skinny, but unfortunately that isn’t the case. When accelerating out of ruts that have acceleration bumps, the stretch material on the butt of the pants (or yolk) gets pulled down. Coming out of corners with acceleration chop can make the pant pull down slightly throughout the duration of a moto. This obviously didn’t happen if the track forced me to stand a lot, but when there was a lot of sitting and chop it was noticeable. The best way I found to combat this was to tighten the buckle a little tighter than I normally would. The adjustable ratchet latch always worked well as well as the zipper (aside from the first set of pants I previously mentioned).  

Overall, I think Leatt is a real contender in the high-end gear market and will only improve over time. I will keep putting more time on the 5.5 set of gear over the next few months and report back with all of my findings. Feel free to reach out to me at Michael@Keeferinctesting.com if you have any questions regarding the Leatt 5.5 gear set. 

-Michael Allen