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.

2019 Fox V3 Helmet

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

Technology: 

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

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

Criteria: 

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

On The Head/On The Track: 

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

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

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

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

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

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

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

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

Leatt GPX 3.5 Helmet

By: Michael Allen (michael@keeferinctesting.com)

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

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

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

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

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

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

EVS Revo 4 & Revo 5 Roost Guards

Written/Tested By: Dominic Cimino

I am a huge advocate for wearing protective gear in motocross. I firmly believe that the better someone is equipped with safety gear, the lesser the chance is for them to experience an injury that could have been prevented. This product review is centered around something that I continue to wear every time I swing my leg over a bike; an under-the-jersey chest protector/roost guard. We have both the Revo 4 and Revo 5 roost guards by EVS on the table, and this quick review will break down a little bit about each of them in case you might be on the market for this specific piece of equipment. 

First off, EVS has been in the protective gear game for a longer than a hot minute. They stand by the company motto of “we are protection” and it shows. They make anything and everything related to keeping one’s body safe in this sport we love the most. Not to mention, one of their biggest ambassadors is the human crash test dummy himself, Travis Pastrana. The fact that the guy is still walking should be a true testament to the EVS protection line. The Revo 4 and Revo 5 roost guards are a one size fits all, under the jersey garment, designed to keep that painful roost off of your upper body. We all know the feeling; of trying to pass your buddy or some stubborn animal on a 450 that is completely hazing you. It is not fun! If you experience this scenario from time to time and are not wearing a roost guard or chest protector, god bless you. 

Both of the Revo guards share the exact same chest piece - from the color, to sizing and design. Where they differ is the Revo 5 incorporates a back protector and removable shoulder pads to round out the comprehensive upper body zone. Upon first fitment, both guards felt large on me (I’m 5’7”, 145lbs - skinny guy). I quickly found out there are plenty of adjustable straps to tailor the Revos’ to my body, so the “one size fits all” statement seems pretty accurate. Once I got everything adjusted accordingly, the roost guards felt very comfortable. They both wrapped around my chest and ribs really well, giving the “hug effect”. They allowed me to put my jersey on easily with no hang-ups, and once fully geared up, did not feel or look overly bulky in plain sight. 

For the purpose of this test, I removed the minimal shoulder pads on the Revo 5 so I could compare apples to apples to apples (Revo 4 vs Revo 5 vs Alpinestars A1 - the go-to in my gear bag). On the track, the Revo guards where very comfortable in use. They stayed in place and did not hinder any movement that I needed when on the bike. I really enjoyed the “hug effect” that they provide… I guess there is just something natural about that feeling that is hard to replicate. The Revo 4 feels just slightly more naked, due to the fact that it is missing the back piece. You will still feel the adjustable back straps against you, because they are not the most minimalistic in design. On the other hand, the Revo 5 just felt slightly better overall, due to the package being a little more complete when incorporating the backplate. To be honest, these guards are pretty much the exact same, so why would you not wear the backplate if it has no negative side effects? That is how I see it at least, the more protection the better so long as comfort and performance are not hindered. The one thing I could see posing a problem during the warmer months of the riding season is ventilation. The Revo guards do not seem to have much of it, when compared to my Alpinestars A1. After riding multiple motos in them, I did not have that big of an issue due to cooler weather at the moment, but I could definitely see that changing when we are back in triple digits. 

I plan to keep one of these in my gear bag at all times moving forward. Whether I end up using it, or I try to spread the gospel of safety to anyone near me that might need to hear it. These under-the-jersey protective pieces are a no brainer for me, as the sleek designs and comfort they provide give no room for excuses to anyone looking to stay safe. EVS continues to develop great safety products and you can view them all over at www.evs-sports.com. Thank you for reading! If you have any questions, feel free to holler at me - dominic@keeferinctesting.com

Leatt GPX 6.5 V-16 Carbon Helmet

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

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

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

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

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

6D ATR-2 Helmet Review

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

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

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

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

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

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

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

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

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

Shoei VFX-EVO Product Review

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

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

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

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

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

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

Bell Moto 9 “ET3” Replica Helmet Product Review

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

                                                  Eli Tomac Bell Moto 9 Replica 

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

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