Speaking on behalf of the Lauda family, Niki’s son, Lukas Lauda, expressed pride in his father’s lasting impact: “We are proud that our father’s legacy continues to support those in dire need. The challenges UNICEF faces in delivering aid to children worldwide are vast, and any contribution we make to enhance these efforts fills us with immense satisfaction.”

Concerning the incident where Lauda’s helmet came off during his 1976 crash, it was reported that the AGV X1 helmet, which came in only one shell size, relied on varying padding levels to fit different head sizes. Lauda, having a smaller head, required substantial padding. Moreover, the placement of the chinstrap towards the front meant that upon impact with the headrest, the padding compressed enough to allow the chinstrap to slip off, although it did not break.

AGV: Pioneers in Helmets for Champions on Both Two and Four Wheels

With a storied history spanning nearly 80 years, AGV has made significant contributions not only to motorcycle racing but also to the pinnacle of auto racing, Formula 1. Originally bolstered by its association with motorcycle legend Giacomo Agostini, AGV expanded into the world of Formula 1 in the early 1970s. AGV helmets quickly became a familiar sight at the front of the pack of F1 Grand Prix Races, a testament to the brand’s commitment to excellence, regardless of the number of wheels.

A partial list of F1 Drivers wearing AGV X-1 and X-80 Car racing Helmets

The iconic Italian-flag badge on AGV helmets is rumored to represent Agostini’s helmet, a view his competitors often had from behind. Gino Amisano, the founder of AGV, ensured the brand’s prominence by partnering with top the drivers in Formula One. Produced in Valenza Italy,, these helmets were not long in marking their territory on the Formula 1 circuit with notable victories.

Emerson Fittipaldi, originally from São Paulo, Brazil, and of Basilicata descent, was the first to carry AGV to a Formula 1 championship wearing an AGV X1 Air System Helmet. Switching from Lotus to McLaren in 1974, he clinched his second world championship, adding to his 1972 title.

1974 also marked the debut of one of the most iconic helmets in Formula 1, the AGV X1. Known for its modern design and distinctive top air vent, the X1 became instantly recognizable. Lella Lombardi, also from the AGV local region, wore the X1 in the 1975 Spanish Grand Prix. She became the only woman in history to score points in F1 when the race was halted prematurely due to an accident, earning her half a point as she was in sixth place at the time.

The following year, AGV’s success reached new heights with a Ferrari, piloted by the legendary Niki Lauda from Austria. Not yet thirty years old, Lauda was quickly ascending to iconic status. His 1975 season with Ferrari was stellar, securing five victories and a significant lead over his closest competitors, including Fittipaldi.

AGV’s legacy in Formula 1 continued to grow with Australian Alan Jones in 1980, driving a Williams FW07, and Keke Rosberg in 1982, culminating in Brazilian Nelson Piquet’s championship in 1987.

The brand’s impact in Formula 1 over less than two decades included five world championships, and numerous victories and podium finishes, underscoring AGV’s F1 racing winning philosophy.

Rare AGV X1 Helmet Worn By Niki Lauda In Infamous 1976 Crash Hits Auction Block, Expected To Fetch Up To $60,000  https://agvsport.com/blog/helmets/agv-x1-helmet-worn-by-niki-lauda-in-infamous-1976-crash-hits-auction.html

Read more about Niki Lauda’s flight crash here: https://agvsport.com/blog/travel/long-ride-horror-of-lauda-air-plane-crash-site-in-thailand.html

The Amazing History Of AGV Helmets And Gino Amisano: https://agvsport.com/blog/history-of-agv-helmets.html

About the Author:

Michael Parrotte started his career in the motorcycle industry by importing AGV Helmets into the North American market. He was then appointed the Vice President of AGV Helmets America. In total, he worked with AGV Helmets for 25 years. He has also served as a consultant for KBC Helmets, Vemar Helmets, Suomy Helmets, Marushin Helmets, KYT Helmets, and Sparx Helmets.

In 1985, he founded AGV Sports Group, Inc. with AGV Helmets in Valenza, Italy. For over 38 years now, the company has quietly delivered some of the best protective gear for motorcyclists in the world.

Click Here for Michael’s LinkedIn Profile  https://www.linkedin.com/in/parrotte/

9 Best Motorcycle Gifts for The Holiday Season

1. Alpinestars SMX-1 Air V2 Motorcycle Riding/Racing Glove

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Engineered with the needs of the modern rider in mind, the Alpinestars SMX-1 Air V2 Motorcycle Riding/Racing Glove offers a seamless blend of comfort and protection. Its strategic airflow optimization and touchscreen compatibility make it a versatile companion for city commutes and spirited highway runs. Gifting this is like gifting the promise of safer and more comfortable rides.

Embodying Alpinestars’ legacy of blending style with functionality, the SMX-1 Air V2 gloves stand out for their meticulous design. With reinforced palm areas and robust protective features, these gloves ensure a rider’s most critical tools—their hands—are shielded from the unexpected. It’s a gift about caring for a rider’s safety and comfort.

2. Muc-Off Motorcycle Essentials Kit 

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The Muc-Off Motorcycle Essentials Kit is a must-have for motorcycle enthusiasts who take pride in their machines. Offering a comprehensive solution to bike care, this kit comes equipped with everything needed to keep a motorcycle looking showroom-ready. Gifting this is akin to gifting pride and joy in every polished curve and gleaming surface.

A clean motorcycle isn’t just about aesthetics; it’s about prolonging the life and performance of the bike. The Muc-Off Motorcycle Essentials Kit is curated with products that cleanse, protect, and enhance every part of a motorcycle. From stubborn chain grime to glossy finishes, this kit is the secret weapon every rider needs in their maintenance arsenal. A thoughtful gift for those who cherish their ride.

3. Motion Pro Digital Tire Pressure Gauge

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Proper tire pressure isn’t just a maintenance checklist item—it’s vital for safe and efficient rides. The Motion Pro Digital Tire Pressure Gauge ensures riders have precise readings every time, making achieving optimal performance and longevity from their tires easier. This gift of confidence allows riders to tackle any journey knowing their tires are in peak condition.

With its ergonomic design and user-friendly interface, the Motion Pro Digital Tire Pressure Gauge takes the guesswork out of tire maintenance. Accurate to the smallest psi, this gauge ensures every ride starts on the right foot—or wheel. This tool is an indispensable gift for the motorcyclist who values precision and safety.

4. HWK Motorcycle Jacket For Men

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The HWK Motorcycle Jacket is more than just a piece of clothing; it’s a testament to style, comfort, and protection. Crafted with durable materials and ergonomic design, it ensures a snug fit without compromising on freedom of movement. Gifting this jacket ensures the rider is wrapped in style and safety during their adventures.

Every rider knows the value of a reliable jacket, and the HWK Motorcycle Jacket ticks all the boxes. With its reinforced stitching, multiple pockets, and ventilation system, it’s designed to serve a motorcyclist’s practical and aesthetic needs. It is a gift that seamlessly blends function with fashion, making it an ideal choice for any rider.

5. FODSPORTS FX6 Bluetooth Intercom

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The joy of riding is often amplified when shared, and the FODSPORTS FX6 Bluetooth Intercom makes it possible to communicate on the go. This Intercom has a great range and very clear audio. It really makes the group riding experience more enjoyable and allows uninterrupted conversations even at high speeds. It’s a gift that brings riders closer, which creates a great experience on any road trip.

Staying connected has never been easier with the FODSPORTS FX6 Bluetooth Intercom. Whether coordinating with fellow riders, listening to GPS directions, or enjoying some tunes, this intercom offers a seamless connection. For the motorcyclist who loves to stay plugged in and values clear communication, this is the gift that keeps giving.

6. Oxford Heaterz Premium Adventure

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The Oxford Heaterz Premium Adventure is an indispensable accessory for riders who venture out in cold conditions. Designed to keep hands comfortably warm, these heated grips can make a difference during chilly rides. Gifting this is like offering the warmth of a cozy fireplace on two wheels, ensuring loved ones remain comfortable during their wintertime adventures.

Featuring cutting-edge heating technology combined with intuitive controls, the Oxford Heaterz Premium Adventure grips cater to riders seeking both functionality and ease of use. Their ergonomic design ensures a perfect fit, and the adjustable temperature settings cater to every rider’s warmth preference. A thoughtful gift for those who brave the cold and seek adventures year-round.

7. Shoei RF-1400 Full Face Motorcycle Helmet

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An update of the legendary RF-1200, the Shoei RF-1400 full-face motorcycle helmet is the convergence of safety and style. It features advanced protection and an aerodynamic shell design as well as providing riders with an unparalleled level of comfort and peace of mind. Giving this helmet as a gift is a gesture that prioritizes the safety of your loved one. The RF-1400 will ensure they are protected by one of the industry’s best helmets available.

Besides its protective qualities, the Shoei RF-1200 stands out for its lightweight design and optimized ventilation system, ensuring a comfortable riding experience in varied conditions. The plush interiors and noise-reduction capabilities further enhance this helmet’s comfort, making it one of the most popular helmets for riders who refuse to compromise comfort or safety.

8. Michelin Pilot Power 2CT Motorcycle Tires

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The Michelin Pilot Power 2CT Motorcycle Tires represent a combination of state-of-the-art engineering and innovative design. Built for an optimal grip on wet and dry surfaces, these tires provide riders with unparalleled stability and control. Gifting these tires is akin to gifting confidence on every twist, turn, and straightaway.

Tires are more than just a contact point with the road; they can define a motorcycle’s overall performance and are a key factor in motorcycle safety. The dual-compound technology in the Pilot Power 2CT ensures longer tread life in the center and more side grip, offering a balanced riding experience. These tires are a great gift choice for the motorcyclist who values precision and durability.

9. Alpinestars T-Faster Air Motorcycle Jacket

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The Alpinestars T-Faster Air Motorcycle Jacket seamlessly blends aesthetics with advanced protective features. Designed for riders who value both form and function, this jacket provides a tailored fit without compromising safety. Optimal airflow is ensured by the mesh panels, making the T-Faster an excellent gift for those who ride in hot climates and want the most comfortable jacket possible.

This Alpinestars jacket features meticulous attention to detail, the T-Faster Air Jacket features reinforced padding in all the critical areas, ensuring maximum protection in the event of a crash. This jacket features a sleek design, and it is a very versatile addition to any rider’s collection. Gifting the T-Faster is a nod to the recipient’s comfort and style!

Ni/TP

And while they’re mostly compulsory to wear on the road since 1973, despite having been used in racing as early as the 1914 Isle of Man TT, even certified helmets don’t always offer the rider the same certainty of walking away from a crash. Enough to make you wonder—which is the best motorcycle helmet rating?

In this comprehensive update, I will compare and rate the top 5 helmet standards while highlighting helmets that meet these ratings. I will draw insights from my firsthand experience in the motorcycle helmet industry for over 46 years, during which I have led and consulted for reputable helmet brands.

ECE, DOT, SHARP, FIM, and SNELL Motorcycle Helmet Ratings Compared

• DOT: The DOT helmet standard, overseen by the NHTSA, focuses on enforcing compliance rather than conducting helmet tests. Helmets in the U.S. market undergo testing by contracted labs such as ACT Labs in California. The current DOT rating standard is FMVSS-218.
• ECE: The Economic Commission for Europe (ECE) owns the ECE helmet standard applicable in over 50 countries, mostly in Europe. The most recent update to ECE Regulation No.22 (ECE 22) is version ECE 22.06, which came into effect in January of 2022. It replaces the outgoing ECE 22.05 that has been in use since 2000. But before you kick your trusty ECE 22.05 lid to the curb, read on to know what the updates are and what it all means. 
• SNELL: The standard is set by the SNELL Memorial Foundation, a non-profit organization in Sacramento, CA, dedicated to improving helmet safety in memory of race car driver William “Pete” Snell. The latest SNELL rating standard is the M2020, introduced in 2020 and valid until 2032.
• FIM: The Fédération Internationale de Motocyclisme (FIM), a global motorcycle racing organization, owns the FIM Racing Homologation Program (FRHP). It independently approves FIM helmet ratings based on real crash data and simulations. The existing FIM rating standard is FRHPhe-01, but there is a new version, FRHPhe-02, which will be implemented in 2025 and become compulsory from January 2026. 
• SHARP: The UK’s Safety Helmet Assessment and Rating Programme (SHARP) is a government-sanctioned testing initiative that regulates helmet quality since 2007. SHARP’s lab assigns helmets a rating from 1 to 5 stars, with 5 being the highest. It selects random samples from store shelves to ensure they match those used by everyday riders and follows testing procedures outlined in ECE 22.06 and BS 6658-85.
• Others: Also noteworthy is the BSI rating (BSI 6658-85) by the British Standard Institute; Australian AS 1698:1988 and AS/NZS 1698:2006; TUV SUD PSB Standard SG of Singapore; the Japanese JIS T 8133:2000 Standard; Canadian CSA CAN3-D230-M85 and the UK Auto Cycle Union’s ACU GOLD Standard.

And with that in mind, here are my top helmet recommendations, each designed to meet rigorous safety standards while offering unique features to cater to various rider preferences:

11 Best Motorcycle Helmets with Top Safety Ratings Available Today

And the legal quagmire: ECE is not accepted as a substitute for DOT in the U.S. and neither will it pass a UK or Australian inspection since they have their own standards. On the other hand, DOT and SNELL are also not accepted in Australia. Canadians are a bit more liberal and almost anything goes; DOT, SNELL, ECE. Heck even some outdated certifications like SNELL M2005 are accepted in some provinces.

Admittedly, the standards have grown so far apart that it has become virtually impossible to meet all standards. As a result, SNELL has developed a double standard with the M2020D for the American and Canadian markets and the M2020R, a softer shell version (everything SNELL is against) to comply with European market requirements and the FIM standard, which has drawn ECE towards approving softer helmets, isolating SNELL who insist on harder shells.

SNELL helmet testing and certification are voluntary for manufacturers, but FIM and other racing events will bar helmets without a certified SNELL Foundation sticker. SNELL test criteria is more strict than DOT tests, and proves that the helmet goes over and above government set standards to deliver excellent protection. DOT only sets criteria for helmet performance in three areas: impact attenuation, penetration resistance, and chin strap retention effectiveness.

ECE denotes helmet configurations with letters ‘J’ for helmets without lower face cover (chin bar); ‘P’ for helmets with a protective lower face cover, and ‘NP’ for helmets with lower face cover that does not offer sufficient protection (ECE 22.06J, ECE 22.06P and ECE 22.06NP, respectively).

But before I dissect the helmet and delve into the details or what each certification means in terms of adding a layer of protection over your melon, let’s first look back at the makings of this modern engineering marvel; a story of loss, resilience, and sacrifice punctuated by an occasional bang and thud.

A Brief History of the Motorcycle Helmet Performance Ratings and Standards

Helmet regulations initially had a solid connection to the growth of motorcycle racing. The quality of helmets has significantly improved due to subsequent research into crashes and their effects, which has benefited both racers and regular motorcycle riders. In the 1940s, Northern Ireland and the United Kingdom of Great Britain conducted the first systematic studies on helmet function and effectiveness.

Following the Second World War, the British Road Research Laboratory investigated the mechanics of human tissues, suitable materials for helmets, and testing procedures. The outcomes of this research served as the foundation for the initial performance criteria for safety helmets.

The first of these standards, British Standard 1869:1952, Crash Helmets for Racing Motorcyclists, was based on applying shock loadings to a helmeted head form. British Standard 2001:1953 – Protective Helmets for Motor Cyclists followed.

The British Standards Institute (BSI) certification mark, which also required the manufacturer, place of origin, helmet size, and British standard number, was applied to qualifying helmets. The introduction of helmets with a specific quality was made possible thanks mainly to this external evaluation.

Across the pond, the SNELL Memorial Foundation of the United States produced its first motorcycle helmet standard and established a certification program in the 1960s. The tipping point would, however, come in the ’70s.

In 1972, the U.N. Economic Council for Europe (UNECE) set a precedent by creating U.N. Regulation No.22 based on the prior agreement of 1958 on the type of approval of vehicles and equipment parts. The ECE standard has since been revised six times and is now in its 6th iteration (ECE 22.06), set to swing into full effect beginning in 2024.

One year down the line (1973), motorcyclists in Britain were required to wear safety helmets that adhered to the BSI standard. And a year later (1974), every helmet supplied for use on public roads in the USA had to comply with the U.S. Federal Motor Vehicle Safety Standard (FMVSS) No. 218 as mandated by the DOT.

Other governments have since done the same, using standards as the foundation for law. Although there is a universal regulation, it is not yet widely applied. It is still common for governments to base their national standards adoption decisions on a combination of already existing ones, necessitating the harmonization of standards.

A Deep Dive Into SNELL, SHARP, ECE, FIM & DOT Ratings: What Do They All Entail?

In this section, I’ll compare the five major motorcycle helmet standards: ECE, DOT, SHARP, FIM, and SNELL. Understanding these standards is important when buying a helmet as they establish minimum safety and protection in the event of an accident.

By doing this comprehensive comparison, I’ll give a clear understanding of the requirements, testing procedures, pros and cons of each standard, and how they compare, to help you make an informed choice of the right helmet that meets your needs.

And yes, helmet certifications can be quite the mare’s nest, so let’s take it from the top and break each down to basics. Impact mitigation, G forces, multi-point testing, rotational 6D testing, drop tests, what matters to your safety and why?

First, A Little Dose of Good Physics…

Impact mitigation, also known as energy absorption and dispersion, is central to crash helmet testing and is measured as peak acceleration. This measurement is done in Gravities. It follows that a force of 400 Gs is four hundred times the natural pull of gravity! It is nothing but good old Isaac Newton’s observation when we talk about G forces or gravities.

To put this into perspective, the average weight of a human head is 10 lbs.; when decelerated at 400 Gs, this same mass will weigh about 4,000 lbs. for about one-eighth of a second. This is the same reason one feels slightly heavier on an elevator, accelerating upwards and vice versa.

And because good physics works, imagine a 2-ton human head with a brain that weighs as a small car—there’s no surviving that! Yet somehow, the human body has unique biomechanics and can survive that many Gs.

DOT Motorcycle Crash Helmet Standard (FMVSS-218): What Exactly Is a DOT Rating?

The FMVSS-218 certification, commonly referred to as the DOT standard, represents the minimum legal requirement for motorcycle helmets in the United States. And so, it’s only applicable when purchasing a helmet within the U.S.

But the standard may appear on helmets in foreign markets as well as a mark of good quality and a helmet that is up to par. The DOT certification is comparable, although less stringent than the European ECE 22.06 standard.

One big selling point for DOT lids is the retention strap tests, which ensure that none of the products have cheap plastic that cannot keep the ear on your head in a fall. A good helmet remains over your head and takes the hit on your behalf.

Who Tests Helmets for DOT Certification?

The DOT does not test all helmets for approval. They roll out a set of standards and regulations for manufacturers who target the U.S. market to follow. Makers will then be allowed to self-certify that their helmets will pass the FMVSS 218 tests and append a DOT sticker.

NHTSA’s Office of Vehicle Safety Compliance will then randomly check for compliance in the market with manufacturers found guilty of flaunting the specifications, fined heavily, and their products were withdrawn from the market.

What Is the DOT Helmet Test Criterion?

For a helmet to pass DOT testing, it has to undergo the following;

• Impact Attenuation Testing: Here, it is subjected to huge crashes against a rounded and flat anvil under four different operating conditions; humidity, low/med/high temperatures, and water immersion. At least four impact sites are chosen above the test line, with two hits at every site.
• Next, a Penetration Test in which a 6lb 10oz pointy striker hits various parts of the shell, falling freely from 118 inches–again simulating all four operating environments.
• Now for the Retention Mechanism Test: The chin strap is loaded progressively from 50 to 300 lbs. and checked for the amount of extension. This value is accepted only if it is less than one inch.
• Finally, the lid is checked for Peripheral Vision with a minimum of 105 degrees from the centerline allowed.

If, and only if, a motorcycle helmet has passed the above test criterion, will it join the DOT hall of fame and continue to enjoy the comfort of American stores and dusty garages. Else if the lid fails, the manufacturers have to recall their products and face potentially stiff fines.

What I Like About DOT FMVSS 218 Standard

• Simulates high-energy collisions with hemispherical anvil and two strikes per site
• Checks a large area of the shell
• 400 G peak energy transfer is practical

What I Don’t Like About DOT FMVSS 218 Standard

• Self-certification “honor system” may allow for substandard helmets to enter the market
• Uses a limited number of head forms
• Testing only majors on impact mitigation at the expense of optics, comfort, and other factors.

ECE 22.05 Motorcycle Helmet Safety Standard and Rating

The ECE 22.05 certification is the minimum safety standard that motorcycle helmets must pass in Europe. The certifying organization in this case is the United Nations Economic Commission for Europe (UNECE), and unlike the DOT, they demand that any helmet be tested against their specifications by an accredited, certified, and frequently independent lab before a certification can be applied. 

Since well over 20 years ago, there has been a version of the certification known as 22.05, or the 5th amendment of Article 22 for personal protective equipment, which is far stricter than the DOT criteria.

The number of helmet components tested in impacts makes the most difference. The measurement for the DOT test is simply made over the top of the helmet. Peak acceleration is tested with the ECE on the sides, the back, the top, and, depending on whether it is a full face, modular, or has a chin bar.

The 400 Gs allowed on the DOT tests are too high to assure survivability. The ECE has, therefore, found that a peak acceleration of 275 G or lower presents a more likely scenario of an accident that one can walk away from without fatal injuries. Albeit it is still an enormous amount of force, it is still more reasonable for common crashes.

ECE also uses a flat and curved anvil to simulate hitting a flat obstacle or curved edge like the roadside curb. In addition to impact dissipation, helmets must offer good abrasion resistance and not deliver torsional impulses, which grab and twist the rider’s head as they slide down the asphalt. Other tests are carried out on the EPS layering with a pressure of up to 630 newtons.

However, the ECE 22.05 certification standard falls short slightly since, same as the DOT’s test-guided impacts cause the helmet to fall along a preset line at all angles in order to strike the anvil uniformly each time; how the helmet impacts the ground is the one part of falling from a motorcycle that is completely beyond anyone’s control.

What I Like About ECE 22.05

• Active and thorough testing for all helmets sold with the ECE label
• Low allowable peak energy transfer of 275 G makes their helmets more survivable.
• Extensive and thorough battery testing for a variety of safety specifications
• Uses eight head shapes for a larger range of testing.

What I Don’t Like About ECE 22.05

• Used single strike falls short of the energy transfer typical in higher speed limits in the U.S.
• Manufacturers know the test locations in advance and can potentially cheat the impact tests
• Using a variety of head forms causes displacement of the center of mass and reduction of the impact energy by up to 20%.

In addition to still being legally permissible to use and ride with, helmets manufactured before the end of 2021 that have the ECE 22.05 certification frequently outperform those with just a DOT sticker. However, Amendment 6 was just published by the ECE, thus…

The New ECE 22.06 Standard: Is It the Certification We’ve Been Waiting For?

Why create a new helmet standard, you ask? Maximum safety is the end goal of helmet design. As long as the perfect survivable helmet doesn’t exist, there will always be room for improvement. The helmet’s shell, visor, and other components are constantly being improved. Although these innovations first seem insignificant, they have a lot of potential in terms of safety and comfort over time.

For 20 years straight, tests have been conducted in compliance with ECE 22.05 standard. New test parameters being used in the tests seem only logical. Motorcycle helmets are, to put it simply, getting even “safer.” But exactly what does that mean?

How Is ECE 22.06 Different From ECE 22.05 Rating Standard?

The new ECE 22.06 test standard now includes coverage for the widely used flip-up, modular, and open-face helmets with flanged chin components. The safety features on motorcycle helmets, both those with and without chin protection or chin sections, are now subject to stricter inspection in compliance with the new law.

Additionally, the built-in sun visor is currently receiving increasing attention. This should provide greater color accuracy, which should be able to move independently from the outer face shield. Traffic light colors should be simpler to recognize.

According to the FEMA (Federation of European Motorcyclists’ Associations), the point of impact may change compared to the previous test. This is no longer needed and is left up to the examiners’ discretion. Additionally, the test uses a faster impact speed.

The importance of the visor to motorcyclists cannot be overstated. In addition to enhancing visibility, it protects the biker’s face from outside debris. The new standard has stricter requirements for sophisticated visor mechanisms. The visor cannot burst after being struck by a steel test bullet traveling at 60 m/s. The impact test method is also used to evaluate rotational acceleration.

Motorcycle helmets must prove the resilience of their materials, like EPS Styrofoam, at -20 degrees Celsius, making even the weather a factor in the new standards. To pass the new test protocol, the motorcycle helmet must have a better retention system and will fit more snugly. The result is that it “sits” better.

The ECE 22.06 test is generally far more thorough and comprises a larger batch. For the primary approval of a helmet model that was available in two shell sizes in the past, 17 test helmets were needed with homologation 22.05; under the new 22.06 regulation, 33 test helmets are needed.

With the homologation 22.06, the helmet and any authorized accessories will be put through a broader spectrum of impact tests. The impact of the helmet and the motorcyclist’s brain during an accident will be evaluated through these tests:

• Impact Testing: The new test for ECE 22.06 executes the existing freefall style, dropping the helmet from a height of 15 feet—a total of 5 feet higher than 22.05! In an ECE 22.05 test, a helmet-mounted dummy head-form with force-measuring accelerometers is dropped at a predetermined speed onto an anvil, which is a flat, solid surface. This portion of certification requires the helmet to successfully limit energy transmission to the wearer’s head as determined by the accelerometers in the head form.
• More Scenarios: The impact testing technique improved by ECE 22.06, which now tests at various speeds, with varying angles of impact, and by examining the effects on various parts of the helmet. To test collisions with both higher and lower speeds, the range of impact speeds will be expanded. It is believed that helmets made exclusively to survive high-speed hits may be excessively rigid for impacts at lower speeds, endangering the safety of the user.
• Angled Impacts: It is crucial to shield the head and brain from all angles of impact, but it is also commonly acknowledged that angled impacts can result in severe brain injury because of the twisting, which can happen even when there isn’t much impact velocity. In addition to direct hits, helmets are also subjected to angled impact testing (on an anvil at a 45-degree angle) as part of the ECE 22.06 rotational acceleration testing.
• Accessories Testing: ECE 22.06 introduced impact tests with the chin bar in its different locations for helmets with flip-up or removable chin bars. As adding any attachment to a helmet can impact its performance, official accessories like sun visors and intercom systems will also be tested for safety.

ECE 22.06 Labeling Requirements

The ECE 22.06 standard also specifies what labels and stickers must be used, as well as what cautions must be included for things like solvents or stickers that cannot be applied to a helmet shell. And so, what does the E3 mean on a helmet?

An uppercase E in a circle with a number, the number referring to a nation, makes up the helmet labeling. Germany is E1, the Netherlands is E4, France is E2, the U.K. is E11, and so on. The digits adjacent to the E mark are the type approval (06), helmet approval number, kind of protection offered by the helmet (e.g., /J for jet or open-face helmets, /P for protective chin bar for full-face helmets), a hyphen, and manufacturing serial number.

SNELL Motorcycle Helmet Certification

SNELL Labs is a daunting place to visit if you are a motorcycle helmet. The highly prized SNELL certification, which is optional, is sometimes regarded as the pinnacle of North American certifications. This is due to the fact that a helmet practically goes to hell when it visits SNELL Labs.

Another significant aspect of SNELL’s testing is that even if a helmet hits its certification threshold of 275 G yet still surpasses it, it fails. SNELL will frequently ask the manufacturer for a different helmet to test on and see if the results repeat or change.

SNELL also subjects helmets to the weather chamber’s extreme temperatures, ranging from -20°C and covered in ice to 25°C above room temperature, while also continuously spraying water at it for four hours to ensure that it is entirely saturated. Then, because that’s what they do, they drop it on an assortment of shaped anvils.

Like all the standardizing organizations, they perform penetration tests at random locations throughout the helmet and do a visor ballistics test before adding the penetration test that is only performed by the DOT certification.

One of the safety tests SNELL performs involves launching a helmet with an 11 lb. head form inside of it through a door and into a test chamber to strike an anvil because hits can occur at any random angle and velocity. Since the walls and floor are solid concrete, the tester can miss, and the helmet will still fall to the ground in any of a million ways. This is repeated numerous times to have the best sample set of test data.

Only when a helmet successfully completes all of these safety tests and does so by a wide margin will the SNELL M sticker be placed on it.

Why Did SNELL Create a Double-Standard: M2020D and M2020R?

SNELL split its soul in half just to keep the European market. Manufacturers were torn between meeting their hardness (for penetration tests) and SHARP and ECE’s energy absorption thresholds, which require softer shells.

So, SNELL did what any other corporation that has stakeholders do; they compromised on their ideals and what they think is the proper way to build a racing helmet to remain relevant to Europe. SNELL promptly pulled the proverbial rabbit out of the hat by creating a new sub-standard solely to meet ECE and SHARP halfway–a desperate move and a double standard in the literal sense of the phrase.

The two SNELL motorcycle helmet certifications currently in use are M2020D and M2020R; the R-style certification differs in that it also complies with all global standards set by all certification bodies that submitted their certification limitations to SNELL, including ECE.

It is a myth that the M2020R certification denotes “Racing,” yet many tracks in Canada and the United States will not allow you to participate in the race track without your helmet bearing a SNELL M2020 or M2015 certification! SNELL will continue slapping their M2020R sticker on European and international lids that would otherwise fail their regular tests.

What I Like About SNELL M2020

• Active testing to ensure quality
• Low peak energy allowed (275 G)
• Also checks on stability, removability, and face-shielding capabilities
• Extreme impact testing, such as the edge anvil
• One of the most rigorous testing available for top-tier helmets.

What I Don’t Like About SNELL M2020

• SNELL-rated helmets are often expensive
• SNELL-rated helmets are often are heavier
• Helmets rated SNELL is more race-oriented and lacks some street-oriented configuration options like inner sun visors etc.

SHARP Crash Helmet Rating Safety Scheme

ECE 22.06 motorcycle helmets are subjected to more stringent testing as part of the independent crash helmet safety test known as SHARP, which is financed and administered by the U.K. government. The SHARP test awards motorcycle helmets a safety rating between 1 (the worst) and 5 (the best) stars.

Similar to the SNELL test used in the U.S., although perhaps more grounded in reality. Although there are many varying perspectives over how “real world” parts of the testing are, SHARP 5 stars are about as good as it gets if you’re looking for the best bang for your buck.

The Shoei NXR2 helmet model received a safety grade from SHARP on November 2nd, 2022, bringing the total number of SHARP-rated helmets to 518. SHARP followed the same procedure when testing every helmet. They whack them around on rough flat surfaces and curving edges to see what happens.

This is carried out in a controlled environment at various speeds and angles. Per the test, there are a total of 32 distinct yet precise beatings. To rate a brand and model of helmet SHARP requires at least seven different samples are used. 

How Does SHARP Test Helmets?

First, they only evaluate helmets that they have personally purchased from stores. This is fantastic news because it eliminates any potential manufacturer interference. To ensure that the results cover a range of sizes, they are buying helmets in M, L, and XL sizes and subjecting them to 32 impact and oblique impact tests.

They impact the helmets against a flat and inclined surface while testing them at three different speeds (low, medium, and rapid) in an effort to simulate how they would fare against curbs, Armco barriers, and poorly driven BMWs in the real world.

They also run “oblique tests” to evaluate friction performance in order to ascertain how much torsional force will be transferred to the rider’s head in the event of an angled impact.

Then, according to them, they compare their findings data to “real world injury statistics” to determine their own SHARP rating out of 5 stars, with five being the highest. It performed better in its testing when it had more stars.

As long as the helmet complies with B.S. 6658:1985 and bears the BSI Kitemark, the ECE Regulation 22.05 sticker, or an EEA safety protection that meets British Standard requirements, a 1-star helmet is still acceptable.

Let’s Demystify SHARP’s Color Codes and Impact Zoning

SHARP classifies several components of the helmet using a color code in addition to the overall star grade they assign to them. This demonstrates which parts can withstand a direct impact from a flat surface the best. The best color is green, which is followed by the colors yellow, orange, brown, red, and ultimately the awful color black.

It’s wise to consider the ratings for this location because the side of the head is particularly prone to harm. To get the finest protection you can afford, look for a lid with the highest star rating both overall and for each zone.

American-made helmets won’t have any SHARP ratings at all. Instead, the British standards and ECE 22.06 protection labels, together with perhaps a DOT and a SNELL, are more likely to be present. This is primarily due to the fact that they are an American company and that SHARP testing is not required for the sale of lids in the U.K. or the E.U.

I frequently observe several of the most well-known brands of motorcycle crash helmets, including LS2, Schuberth, and, up until recently, Arai, performing poorly in SHARP tests. In the instance of Arai, their SHARP test results typically ranged from 3 to 4 stars. Their most recent three SHARP-tested helmets received either 4 or 5 stars, indicating that something must have been done to remedy that.

Based on what I’ve observed, I can only assume that some manufacturers place more emphasis on passing both the U.S. SNELL and U.S. DOT testing, both of which include a penetration test. In order to pass the test, the helmet must prevent a projectile from piercing it during the testing process. Because of this, manufacturers who want their products to pass this test harden the shells of their helmets.

It contrasts with SHARP’s perspective on the world. The majority of testing experts concur that there is no sense in integrating a penetration test in their testing because the real-world accident data from the Cost 327 research indicates that the frequency of accidents where helmets were penetrated is extremely small.

However, SNELL and DOT still need a penetration test. Thus helmet producers must design their products to pass the test.

Why SHARP Is Also Mired in a Bit of Controversy

The energy of the hit is absorbed by more than simply the shock-absorbing EPS liner in a crash helmet, protecting your head and brain. The helmet’s outer shell is essential as well. The helmet shell flexes as it absorbs energy from the impact.

That absorbs a portion of the energy, reducing the work required of the polystyrene liner. Therefore, if you create a crash helmet with an extremely rigid, robust shell, the liner will have to absorb most of the energy, and the helmet shell will only offer minimal shock absorption.

As a result, probably, Arai, LS2, Schuberth, and others who produce more rigid, less flexible helmet shells (intended to pass a penetration test) find that they perform worse when a company like SHARP evaluates the amount of energy that is transferred to the head during an impact.

There you have it, then. There will always be opponents and proponents (and fence-sitters) for any standard testing scheme, but the SHARP test appears to be one of the best efforts toward a severe and thorough practical motorcycle helmet safety test, given the range of technologies, the number of manufacturers, and the variety of weird crash tests.

When purchasing a new helmet, it at least provides a chance to compare and contrast the impact resistance of various helmet brands and some abrasion resistance, and, given what came before, it is a bloody good effort.

What I Like About the SHARP Rating System

• Higher and lower velocity impact testing compared to other standards
• Comprehensive number of impact tests to pass
• Multiple impact points on each helmet
• Helmet autopsies provide further insights and potential weak points for manufacturers to correct.
• The 5-star rating scheme is more insightful than simple pass/fail criteria.

What I Don’t Like About SHARP Rating System

• The star rating system has been criticized
• Standard was developed for European road conditions
• Flat anvils generate lower GS than DOT and SNELL hemispherical anvils.

FIM Racing Homologation Program (FRHPhe-01) – The Standard and Rating for MotoGP and World Superbike. Perhaps the Sanity We Need and Not Certification Wars!

Despite SNELL’s stricter standards, the certification is just optional and is not as thorough as its European counterpart. By merging the standards for the DOT and SNELL certifications and adding a few more of its own, ECE goes one step further (with the projected upgrading to an R 22.06 level this year). It is, therefore, regarded as the strictest standard of the group, but there are still holes that need to be filled.

Imagine that the NHTSA only evaluated cars for head-on collisions, disregarding rollovers, 75-degree impacts, and T-bone collisions. How trustworthy are the safety ratings in reality, especially for the lesser-discussed motorcycle category?

The International Motorcycling Federation (FIM) intervened in 2019 to address these disparities and decided to establish its FRHPhe-01 certification to guarantee that all its racers received the same level of protection, regardless of who the gear sponsors are. As a result, the teams under the federation’s management were compelled to give their racers FIM-certified helmets.

These helmets are now being sold on the civilian market after emerging from the paddocks. If you have $1,000–$2,000 to spare, you and I can now get our hands on one of the few helmets with the posh FIM holographic tag.

What Sets FIM Apart from ECE, SNELL, and SHARP?

It’s all about a comprehensive test! The FIM standard differs from ECE, SNELL, and SHARP in two key ways;

• Speed: The first and most evident distinction between the FIM’s tests and those of the other organizations is speed. The FIM-certified helmets have undergone greater speed impact testing since the goal is to guarantee that racers have the best possible head protection. Even though most of us won’t ever be able to travel at speeds as high as those of MotoGP racers, it’s not always bad for a helmet to outperform itself.
• Oblique Collisions Impact Testing: More significantly, the FIM examines how the shell and foam function in oblique collisions, where the impact force is unevenly distributed, in addition to testing the performance of the helmets in linear impacts. In particular, it features a new oblique (45°) impact test and tests carried out faster with more impact locations and increased impact-absorption capacity. The impact zones have been modified to reflect the coefficient of friction of the asphalt surface, and the head forms now feature a silicone covering that simulates the thickness of human skin. Because not all collisions are created equal, and not all head hits occur at the same angle, the FIM tests are superior in this regard.

It’s interesting to note that to receive FIM homologation, and helmets must already be ECE, SNELL, or JIS certified—yet another indication that DOT is insufficient. Additionally, only full-face, non-modular motorcycle helmets with a D-ring closing system are approved by the federation.

Even a more demanding phase of certification, FRHPhe-02, has been released back in November of 2022 by FIM to cover other motorcycle riding disciplines, such as off-roading, where the sort of impact changes dramatically once again.

But FIM does not plan to put emphasis on the new standard before 2025 as it is planned to come into effect in 2026. It is still unknown if the new FRHPhe-02 helmet phase 2 will eventually be widened to cover open-face and modular helmets, among other styles.

Looking Ahead Beyond the Steep Price Point

The motorcycle helmet industry’s most stringent accreditation at the moment is the FIM certification. Even though the helmets that currently fulfill such standards are expensive and not accessible to everyone, I can still think of two benefits.

It enables riders to choose a helmet type with knowledge, knowing that better protection is available even if they don’t have the funds for a Shoei X-15 or an AGV Pista GP RR. In order to achieve the new criteria and eventually provide cheaper but safer helmets, it might also motivate makers of headgear to enhance their procedures and materials.

Other Noteworthy World Motorcycle Helmet Standards

• British Standard Institute (BSI) Tests: The BSI 6658-85 is an independent, albeit less well-known, but nonetheless crucial British certification. The SNELL Foundation and ECE standards are comparable to the BSI standards. The SNELL Foundation and the BSI both utilize some of the same measures as the minimum requirements for a helmet to pass.
• Australian Standards: AS 1698-1988 and AS/NZS 1698:2006 are the two main Australian standards. According to the standard, only the attachments advised by the helmet manufacturer should be made to helmets that comply with the Australian Standard. (Side note: If your helmet has a label sewn inside it, you can now remove the outer Australian Standards sticker from it.)
• ACU GOLD Standard: The Auto-Cycle Union (ACU) establishes a more stringent standard for motorcycle racing than the minimally required ECE 22.06 specification. Only helmets with an ACU Gold sticker are permitted to be used during competition or track days in the U.K., including any speed events, staged entirely or partially on bound metal surfaces, such as sprints, drag racing, hill climbs, and road racing. For their frequent on-road use, many motorcyclists in the U.K. opt for helmets with an ACU Gold sticker.
• TUV SUD PSB Standard: In Singapore, all motorcycle helmets must meet the TUV SUD PSB safety certification. When imported, helmets must pass batch testing before being given the “PSB TEST SS 9:1992” safety label. The blue sticker on the back of your helmet should be visible.
• S.G. or JIS T 8133:2000 Standards: Anyone who wants to ride a motorcycle in Japan must comply with the Road Traffic Law and wear a helmet with the “P.S. (C),” “S” or “JIS” logo. Depending on when the new helmet was made, helmets with the JIS mark automatically include one of the two marks.
• CSA CAN3-D230-M85: Yes, all ridders in Canada are required to always wear helmets according to a national standard. However, the CSA standard recognizes DOT helmets as compliant because it is essentially just a replica of the U.S. DOT standard. Although I’ve been told that not all enforcers are aware of this, I am aware that Ontario has also accepted ECE as a complaint since 2012. Some jurisdictions, including Quebec and B.C. for sure, may also impose DOT requirements. However, it’s been 37 years since the CSA standard CAN3-D230-M85 was modified! Since the 1970s, when I last remember seeing a CSA sticker, it was a joke. Not that anyone cares or that it matters!
• Others: Thailand’s TIS, Brazil’s NBR 7471, Taiwan’s CNS, Korea’s KS G 7001, and Singapore’s SIRIM (Malaysia).

I’m fully in favor of solitary, trustworthy, consistent criteria for helmet certification. We shouldn’t have to hear horror stories about certified helmets providing insufficient protection since we can trust the stickers that are stuck on the back of our helmets.

Ranking of Motorcycle Helmet Standards and Ratings: SNELL, ECE, SHARP, FIM, DOT

Now, what makes one certification better than the next? Is it the more stringent testing or perhaps we should scour the web for forged user reviews, NO! While the patrons of each standard chest thump, there is no reason we can poke at each standard and rank them according to common usage, the reputation, and how rigorous the testing is.

Easy, FIM builds on ECE, and it’s almost exclusively for professional racing… Helmets considered for FRHP are already ECE, JIS T8133 or SNELL certified, so FIM must be superior to all of the above, right? By stringent testing, of thousands of applicants only about 30 have passed. But the catch-22 is that FIM is almost exclusively for racing events and is hard to recommend to everyday riders like you and I, so, let’s put a pin on that one.

With FIM on the curb, now for my first place, I considered between ECE and  SNELL (not restricted to specific countries). ECE is obviously more commonly used in over 50 countries, but SNELL is even harder to pass and has been around for longer—yes, that one year counts!

SNELL is first followed by ECE. That leaves me with SHARP and DOT which, incidentally, are government-sanctioned helmet testing and certification schemes in the UK and U.S. respectively. Put simply, DOT just doesn’t cut it. It includes almost every helmet, so I put it last.

1. SNELL

Without fear or favor, I say the SNELL standard is (and has been for 66 years as of 2023) the most rigorous testing and certification program a helmet can undergo. Having written the rulebook on helmet safety and testing, the U.S. based non-profit organization has garnered the trust of riders of all disciplines.

Across the pond, ECE, SHARP, and FIM may have the legal upper hand, but consumers still consider lids with the rare “M” sticker superior. The two standards M2020D and M2020R is a case in point as SNELL sought to harmonize their standards with those of the European connoisseurs.

The global leader obtains random samples of helmets off the consumer shelves for independent testing, making it difficult for makers to circumvent the rigorous process. I can only imagine how anxious product managers are when awaiting results seeing as they are completely excluded from the assessment  process.

The SNELL sticker remains a hallmark of high quality and often pricey motorsport helmets in both car and bike worlds. And I hope they can resolve their differences and finally work together with ECE, SHARP, and FIM to give us even safer lids—especially now that FIM just announced its second phase of testing ( FRHPhe-02).

2. ECE

At 65 years of age in 2023, ECE Regulation No. 22 is now in its sixth revision (ECE 22.06). It is my first runner-up but might as well be the top-ranking certification if you were to consider the over 50 countries (mostly in Europe) that have it as a bedrock of their helmet laws.

It covers a variety of safety factors like impact resistance, retention system, penetration resistance and simulates real crashes with 33 helmets to destroy. The tumble is not guided unlike for DOT and is more realistic, especially considering the more survivable 250 Gs of force allowed.

I think the new ECE 22.06 is the certification we have all been waiting for as it seems to encompass SNELL and DOT requirements as well and improve on them with multi-directional testing. Arai’s Quantic helmet might have been first to cross the line, but eventually, so did the Shark Spartan RS, only slightly dented my wallet.

If you fancy a modular, then the Schuberth C5 adds to the now growing array of qualified helmets for the coming riding seasons.

3. SHARP

SHARP is an aptly named helmet testing scheme mandated by the UK government in 2007 (can’t believe it’s been 16 years already as of 2023) and is legally recognized almost nowhere else. It seeks to improve on the ECE 22.05 standard, which had been in place for the better part of two decades, ending last year (2022).

Take for instance the HJC RPHA-90S, which meets the ECE 22.05 criterion and upon further grueling passed the SHARP test back in July last year—it instantly became one of the most expensive lids on the HJC lineup.

What’s not to like about SHARP’s report card system that lets me know that the pricey Shoei NXR2, the new kid on the block, scored 5/5 stars while old timers like the LS2 FF322 only managed only two in spite of its EE 22.05 approval? Still, making the list is no mean feat!

4. FIM

FIM is simply the best in the racing world. And no, it is not that commonly used because it is relatively new and expensive for manufacturers to meet. It is developed for creme de la creme professional riders. And boy, doesn’t racing gear run the gamut from affordable to break-the-bank!

The International Motorcycling Federation won’t let you race on any of their circuits without that blue hologram but neither will the police give you a free pass for having the best, it is still not a substitute for, say, DOT.

Oh, and if how long it has been around matters to you, then FIM would rank last as it’s only 6 years old in 2023. In my opinion, FIM is safest considering that they only consider helmets that have already passed ECE, SNELL, or JIS T8133 (Japanese safety standards) certifications. Also, strictly full face helmets with double D-ring closure can be FIM homologated.

However, these prized top hats are hard to find, and when you do, be prepared to part with somewhere north of $1,000 for one. Think of the $850 Bell Pro Star Carbon or the $1,750 AGV Pista GP RR. Professional racing is no child’s play, eh?

5. DOT

Nearly half a century ago, Federal Regulation No. 218, alias DOT helmet standard, was put in place to regulate all helmets made in and destined for the U.S. market. It is the least stringent of the top 5 best known helmet standards. I reckon the Russian GOST, the Aussie AS/NZS 1698:2006 or the Japanese JIST 8133 are more rigorous than the acclaimed DOT.

It accommodates all manner of lids, including the “brain pans” as certain cliques of cruiser motorcycle riders like to call them. I think it is best to get a lid that has both DOT and SNELL certifications considering that DOT relies on a code of honor where manufacturers are supposed to test in-house and self-certify.

And that’s pretty much it! But which helmets meet some or all of these standards?

7 Safest Motorcycle Helmet Brands Today

Motorcycle helmet testing standards have been growing apart, becoming virtually impossible for manufacturers to do well in both hemispheres, where certifying bodies seem to be on opposing teams. I have also seen corporate greed reach across the aisle to slap meaningless stickers on lids we don, and government bureaucracy inhibit advancement in safety standards. And so the question remains–which motorcycle helmet brand makes the safest helmets today?

My analysis should provide a fairly accurate picture of how safe some of the major helmet brands will be in an accident compared to one another, as well as which motorcycle helmets are crème de la crème with the highest safety ratings and having passed a majority of the certification tests.

1. AGV

Italian helmet manufacturer AGV has been producing high-quality helmets since 1947, and despite being a member of the Dainese group, their protective characteristics continue to stand out, setting the bar for performance and safety when it comes to safeguarding riders. AGV is committed to providing the highest level of riding performance on all roads and trails, including MotoGP, Motocross, and everything in between.

Six AGV helmet models have been evaluated since 2016, and three have received a maximum of five stars (Corsa R, Pista GP-R, and Veloce S), proving that you can trust an AGV.

AGV is DOT-certified (U.S.), has an ECE 22.05 safety grade (Europe), and is SHARP-rated (U.K.). Some models are certified to the FIM MotoGP race safety standard. But how come AGV helmets aren’t SNELL-approved, though? Are they less effective? Or what distinguishes SNELL and SHARP ratings?

While every certification standard aims to provide the optimum protection for the wearer, they all come close to achieving this goal in slightly different ways. While SHARP concentrates more on the dispersion of energy and the continuous protection of a motorcycle helmet shell across several impacts, SNELL tends to focus more on a helmet’s anti-puncture qualities and ultimate protection in a single collision.

Additionally, SNELL and SHARP test collisions at perpendicular angles, whereas SHARP tests impact at oblique angles. Both are top-notch safety standards, yet they are incompatible with one another. A helmet frequently fails one or two of the tests required by one standard in order to pass those required by another and vice versa.

The safety philosophy of AGV is more in line with SHARP, and its helmets are certified in the U.K. AGV helmets are manufactured with DOT ratings for American riders because SHARP is not a standard in the United States.

My Analysis of the Top AGV Helmets Meeting Motorcycle Helmet Standards

AGV Helmets	Motorcycle Helmet Standards
	DOT	ECE 22.05	ECE 22.06	SNELL	FIM	SHARP
AGV Tourmodular				X	X
AGV Pista GP R			X	X
AGV K6			X	X	X
AGV Corsa R			X	X	X
AGV Veloce S			X	X	X

2. Shoei

In 2023, there will be little to pick between Shoei and AGV. Regarding the SHARP ratings of ECE motorcycle helmets, AGV beats Shoei, but Shoei ranks a little higher since eight of their helmets have SNELL certification (remember, AGV doesn’t do SNELL). At the top of the market, Shoei is renowned for making more costly, well-built helmets. Their stellar rating reflects in their somewhat steep price points.

The X-Fourteen and RF-SR, two of the Shoei’s best-selling helmets, both received the highest ratings of the 14 ECE Shoei helmets ever tested, which resulted in an average rating of 4.14/5. Additionally, a couple of their helmets, such as the Shoei RF-1400, have received the SNELL certification, making their ECE and DOT helmets well-proven protective lids. The DOT and ECE requirements are satisfied by every Shoei helmet manufactured for the American and European markets.

The ECE 22.06/FIM-certified X-SPR Pro track helmet from Shoei, worn by athletes like Marc Marquez in 2022, has been unveiled and will be sold shortly. The helmets undergo a rigorous testing process as part of its MotoGP race team service to elite riders like Marc Marquez, Bradley Smith, and Malcolm Stewart, producing finely calibrated works of art.

My Analysis of the Top Shoei Helmets Meeting Motorcycle Helmet Standards

Shoei Helmets	Motorcycle Helmet Standards
	DOT	ECE 22.05	ECE 22.06	SNELL	FIM	SHARP
Shoei NXR 2				X	X
Shoei X-SPR Pro				X
Shoei RF-1400					X	X
Shoei X-Fourteen			X			X
Shoei RF-SR			X			X

3. Arai

The outstanding average score for Arai has increased drastically in recent years. The Signet-X and Corsair-X, two SNELL-approved helmets, tested and passed the M2020D, significantly boosting their safety index. In actuality, Arai receives more SNELL approval for their helmets than anybody else (most recently including the Classic V and XD4).

This means that you can depend more on Arai’s most recent line of helmets to perform today.

My Analysis of the Top Arai Helmets Meeting Motorcycle Helmet Standards

Arai Helmets	Motorcycle Helmet Standards
	DOT	ECE 22.05	ECE 22.06	SNELL	FIM	SHARP
Arai Quantic					X
Arai Signet-X			X		X
Arai RX-7V			X
Arai Corsair-X			X		X
Arai XD4			X		X	X

4. Shark

In the past few years, SHARP has evaluated more than 20 helmets from the reputable French manufacturer Shark Helmets, with an average rating of 4/5 stars. This is not surprising given that every Shark helmet evaluated by SHARP since 2016 had a 4 out of 5-star rating, which is a fantastic performance. Additionally, the chin bars on their modular helmets, including the Evo-One 2, received a 100% rating, which is highly uncommon.

All in all, the French helmet experts did a fantastic job.

My Analysis of the Top Shark Helmets Meeting Motorcycle Helmet Standards

Shark Helmets	Motorcycle Helmet Standards
	DOT	ECE 22.05	ECE 22.06	SNELL	FIM	SHARP
Shark Spartan RS				X	X
Shark Race R Pro Carbon			X	X
Shark RSR2			X	X	X
Shark Evo-One 2			X	X	X
Shark Ridill			X	X	X

5. HJC

Because HJC focuses on affordable helmets, you won’t have to blow out your credit card to have excellent protection. Their reputation stems in part from time-tested favorites, like the HJC FG-ST, which has received five stars, and in part from the fact that their more recent RPHA-1 helmet also received three stars plus SNELL and ECE 22.06 certifications.

Their ten most recent helmets evaluated had an average rating of 3.8/5 SHARP stars, which is extremely respectable. It’s also important to note that HJC has a number of helmets that are SNELL certified, back when the M2015 certification was in place before the 2020 standard was introduced. SNELL helmets with high protection include the HJC i10, and the FIM homologated RPHA-1.

My Analysis of the Top HJC Helmets Meeting Motorcycle Helmet Standards

HJC Helmets	Motorcycle Helmet Standards
	DOT	ECE 22.05	ECE 22.06	SNELL	FIM	SHARP
HJC RPHA-1
HJC i10			X		X	X
HJC CS-12			X	X	X
HJC FG ST			X	X	X
HJC HQ1			X	X	X

6. Scorpion

Over the years, SHARP has evaluated 19 helmets for Scorpion EXO, with their most recent 9 receiving a decent average rating of 3.2 out of 5 stars. It’s always encouraging to note that some of their helmets, like the Scorpion R420, have received SNELL certification. Despite their poor scores, keep in mind that they are affordable compared to high-end lids like Shoei.

My Analysis of the Top Scorpion Helmets Meeting Motorcycle Helmet Standards

Scorpion Helmets	Motorcycle Helmet Standards
	DOT	ECE 22.05	ECE 22.06	SNELL	FIM	SHARP
Scorpion EXO 1000			X	X	X
Scorpion EXO-230				X	X	X
Scorpion EXO-491				X	X	X
Scorpion EXO-R1			X	X		X
Scorpion EXO-R420			X		X	X

7. Schuberth

Users have nothing but positive things to say about the Schuberth motorcycle helmets. The great majority of the German-brand helmets are typically modular helmets constructed of premium materials that offer excellent acoustic insulation and, most importantly, are quite comfortable.

The Schuberth E1 could be your best option if you’re looking for something more adventurous. The C3 might be an alternative if your budget is a little limited. Do you desire one of the top modular helmets on the market? The Schuberth C4 Pro Carbon follows.

My Analysis of the Top Schuberth Helmets and there Motorcycle Helmet Safety Ratings

Schuberth Helmets	Motorcycle Helmet Standards
	DOT	ECE 22.05	ECE 22.06	SNELL	FIM	SHARP
Schuberth C5				X	X	X
Schuberth C4 Pro Carbon			X	X	X
Schuberth E1 Cut			X	X	X
Schuberth M1 Pro			X	X	X	X
Schuberth C3 Pro			X	X	X

A collision, a tumble, or five years should serve as a reminder to change your helmet. Five, why? After that, the glue that keeps it together and aids in properly dissipating impact force degrade. You should never purchase a worn helmet for the same reason. Visit a store if you can to try on several brands. Some have a better fit for various head shapes than others.

A helmet should fit snugly and comfortably. Make sure the helmet is worn level on your head; avoid having it pulled too low over your forehead or tipped back on the top of your head. The helmet should not shift from front to back or side to side once it is on your head.

The Takeaway: Which Is the Best Motorcycle Helmet Rating, and Whose Standard Is Number One?

Traditionally, technical factors, like the force of the impact, location of the impact, dwell times, and the number of impacts, have been the focus when people compare motorcycle helmet standards. All the standardizing organizations, DOT, ECE, SHARP, SNELL, and FIM, base their evaluations on different theories.

These differences in evaluation theories drive the heated debates about which motorcycle helmet standard is better than the other.

I have been in the motorcycle helmet industry for many years, working for different manufacturers. Leveraging my experience, I believe that the numbers from the various motorcycle helmet standardizing organizations are not the critical factor riders should focus on.

Even Scientists and Technicians Can’t Agree on The Numbers : Why There Are So Many Safety Standards and Ratings.

Notwithstanding whose numbers you believe are correct. The certification by the SNELL Memorial Foundation stands out since they purchase helmets from the open market and evaluate them independently. There is no helmet manufacturer involvement anywhere in the SNELL assessment process, unlike other helmet-standardizing organizations.

DOT certification’s shortcoming is that manufacturers assess their own helmets and claim they meet the set standards without any oversight. Allowing manufacturers to evaluate their own helmets can result in the production of less-than-objective data due to bias.

Most motorcyclists aren’t aware that the Department of Transportation doesn’t directly certify or approve helmets to the DOT FMVSS 218 standard. The government allows helmet manufacturers to self-certify their helmets to this standard.

It’s an open secret that many manufacturers don’t stick to the rulebook when self-certifying their helmets. So, while some might argue the DOT FMVSS 218 standard is the most authentic in the world, it’s impossible to overlook this Achilles heel.

ECE certification is the most modern motorcycle helmet standard. It enjoys global recognition, with at least 50 countries, most in Europe, accepting it. The standard is continuously revised and is currently on its 6th iteration (ECE 22.06). The deadline for helmet manufacturers to fully embrace ECE 22.06 is early 2024.

In contrast to ECE and DOT regulations, FIM regulations are markedly tighter. FIM will not evaluate a helmet that only has a DOT certification. A helmet must also undergo SNELL, ECE, or Japanese JIS certification before FIM considers evaluating it. This is why FIM-certified motorcycle helmets cost considerably more than an average rider would be willing to pay for a helmet.

Both America and Europe/Oceania Continents Share SNELL, FRHP, ECE 22.05, and ECE 22.06, While North America Also Adds the DOT Certification

Through my experience working with helmet manufacturers like AGV, Vemar, Suomy, KBC, and others, I know that, except for SNELL, any helmet certifications originating from Europe have some level of manufacturer involvement.

If motorcyclists pick any helmet from a reputable manufacturer bearing any of the named safety certifications, they can at least expect above-average protection from head injuries. Ensure the helmet fits your head snugly, and always close the retention straps securely for maximum protection.

Doing this will keep you safer while riding than attempting to dissect the technical details of the various motorcycle helmet standards.

Motorcycle Helmet Testing, Ratings & Certifications FAQs

Here are some quick answers as you ponder over which helmet standard addresses your riding demands better for you.

Is ECE the Same As DOT?

No! Acceptance by the U.N. Economic Commission for Europe is indicated by an ECE sticker. ECE is the prerequisite for all of Europe, much as DOT is for all of America. It is also the most widely used standard in the world; it serves as a reference in more than 50 countries.

DOT vs. ECE: Which Standard Is Better?

ECE is typically regarded as the safer standard above DOT. The ECE examines 50 helmets, reducing the likelihood that a subpar helmet will pass. Additionally, in contrast to the DOT standard, manufacturers cannot self-certify.

ECE vs. SNELL vs. DOT: Which Rating Is Better?

SNELL certification entails more thorough and extensive testing, which would suggest that it is the better motorcycle helmet standard. The ECE testing is more stringent than DOT testing, as are the general criteria. The specifications of the SNELL Memorial Foundation cover resistance to multiple impacts in the same location in addition to the DOT standard’s tests for general helmet robustness and other helmet performance areas.

Which Certification Is Best for Motorcycle Helmets?

SNELL certification is considered the best helmet standard because helmets have to undergo more exhaustive testing before earning its sticker. The SNELL Memorial Foundation buys helmets from the open market, the same as every rider, for independent testing. Conversely, DOT allows manufacturers to test their own helmets and self-certify based on the honor system.

ECE certification is the most modern and widely accepted motorcycle helmet standard benchmarked by SHARP and FIM, whose criteria are markedly tighter, but FRHP-approved helmets are scarce and expensive for a common rider while SHARP is government-sanctioned in the UK.

Are Different Motorcycle Helmets Standards Better for Different Situations?

In comparison to DOT or ECE regulations for street motorcycle use, FIM regulations are substantially tighter. Stricter requirements are not necessarily preferable because riders cannot be expected to wear helmets that are ridiculously large, cumbersome, or expensive. An FIM-certified helmet would cost money that the average rider would not be prepared to spend.

One could contend that the typical American DOT requirements are too lax and ought to be tightened. Some industry insiders believe that DOT requirements are too lenient because the FIM will not assess a helmet that has only passed the DOT evaluation. A helmet must get through Japanese JIS, SNELL, or ECE certification before the FIM considers assessing it.

Manufacturers can test their own helmets and claim they fit the requirement, which is a serious defect in the DOT certification. SNELL Foundation tests, which are never conducted by manufacturers, are an exception to this rule. Allowing manufacturers to test their own helmets runs the danger of producing less-than-objective data.

On another level, it’s debatable if DOT regulations are too lax. A subpar helmet will fail a DOT test if a manufacturer evaluates its products honestly.

The information for this article was gathered from a variety of reputable sources, including authoritative government agencies, educational institutions, corporate entities, and non-profit organizations:

• National Highway Traffic Safety Administration
• SNELL Memorial Foundation
• Motorcycle Safety Foundation
• SHARP
• GOV.UK
• United Nations Economic Commission for Europe
• FIM Racing Homologation Programme
• AGVSPORT

M/A

What is MIPS Helmet Technology?

MIPS means Multi-directional Impact Protection System. MIP helmets have slip-plane technology that helps reduce the rotational forces that result from various impacts. Scientists and brain surgeons developed MIPS technology to mitigate the effects of rotational forces on your brain.
The angle of impact on the head determines the injuries that will occur to your brain. Moreover, the MIP technology has a friction layer between the helmet liner and the EPS foam. It also allows a sliding motion of ten to fifteen millimeters in all directions. The primary purpose of the friction layer is to minimize the transfer of rotational forces to your brain.
Straight-on and linear impacts lead to bleeding and skull fractures. MIPS studies show that rotational impacts lead to traumatic brain injuries and concussions. Moreover, MIPS technology is used in making construction, motorbike, equestrian, and cycling helmets.

How Does MIPS Work?

The MIPS helmet uses a moving layer that protects your brain from rotational impacts. At the helmet’s core, the MIPS technology imitates your head’s protective structure. Furthermore, there is a cerebrospinal fluid between your brain and skull. It allows your brain to move or slide in your head.
The movement or sliding of the brain protects it from rotational impacts caused by oblique forces. Moreover, unlike other helmets, MIPS helmets protect your brain from linear and rotational forces.
When you fall from a bike and your head has a MIPS helmet, there is a slim chance that you will be exposed to linear forces and rotational forces. It is because the MIPS technology counteracts the rotational impacts.
When you fall, there is a horizontal speed forward movement and impact on the ground. During impact, there will be a tangential force that will make your head and helmet rotate. By doing this, the MIPS technology mimics having a fall on the ice. Instead of your head grabbing the ground and rotating, you will slide and continue moving in the previous direction.
By having a sliding layer inside the helmet, the brain and the head have a good chance of remaining in a linear direction when the impact happens. As compared to exposing your head to rotational forces.
The time frame in which the helmet can help prevent injury to the brain is slim. The duration of impact usually is five to ten milliseconds. During this short period, the acceleration of your head and force are relatively high. It is more like having more than ten people stand in your head. The MIPS technology allows the movement of your head despite the great amount of stress and pressure applied.

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Is It Really Worth It?

Yes, the MIPS helmets are worth every penny. These helmets are designed to reduce linear and rotational forces’ effects on your head to protect your brain from damage. The MIPS helmets help to prevent the effect of rotational impact by 10%
Therefore, you can be confident enough that when purchasing this helmet, you will have reduced the risk of brain injury and concussions. The other helmets out there offer protection to your head but only against linear forces.
The helmets that have MIPS technology are the best. You can be sure that in case of an injury to your head with this helmet, you stand a high chance of zero brain injuries. Furthermore, the MIPS helmets have successfully reduced brain trauma risk by 45%.

Why Are MIPS Helmets Better?

The MIPS helmets are better because they have excellent strain reduction, unlike the regular helmets that do not have MIPS technology. The MIPS technology uses dummy heads to measure the strain from an impact. The dummy heads have the same kinematics as the human head and are fitted with accelerometers.

MIPS Helmet Versus Normal Helmet

The MIPS helmet outshines the normal helmet in every aspect. The MIPS helmet uses MIPS technology, making it an improved version of the normal helmet. The difference between these two helmets includes:

• The MIPS helmet is expensive compared to the normal helmet.
• The MIPS helmet offers protection against linear and rotational forces, whereas the normal helmet offers protection against linear forces.
• The MIPS helmet is heavy compared to the normal helmet, which is a bit light.
• The MIPS helmet has better insulation, allowing it to retain more heat than the normal helmet.

What Is a Rotational Impact?

It is an injury that results from a rapid change of the head rotational velocity. This rapid change is caused by an indirect hit to your shoulder or a direct hit to your skull or helmet. Moreover, linear acceleration injuries are caused by forces that stretch the brain in the skull, while rotational acceleration injuries are caused by forces that shear and twist the brain.

What Are Three Types of Brain Injuries?

1. Traumatic Brain Injuries:

These injuries are caused by forces that affect the functions of the brain. These injuries are associated with physical assaults, falls, and sports-related and vehicle accidents. Traumatic brain injuries include concussion, edema, hematoma, skull fracture, and diffuse axonal injury.
2. Non-Traumatic Acquired Brain Injuries:

These injuries are caused by internal agents such as toxin exposure, having a tumor, and loss of oxygen. Examples of non-traumatic acquired brain injuries include stroke, hemorrhage, and anoxic/hypoxic brain injury.
3. Rotational Injuries
These are injuries that result from the tearing and shearing of the brain tissue. Rotational injuries include diffuse axonal injury, angular acceleration injury, and rotational brain injury.

What Are the Types of Traumatic Brain Injuries?

1. Primary Injury:

These are injuries sustained during a traumatic event. They include intracranial hematoma, diffuse axonal injury, contusions, and skull fractures.
2. Secondary Injury:
These are changes that manifest after days or hours after the primary injury. It involves stages or steps of blood vessels, tissue, and chemical or cellular changes that lead to the destruction of your brain tissues. Secondary brain injury includes ischemia, hypoxia, hydrocephalus, and cerebral edema.

What Is the Most Common Type of Primary Traumatic Brain Injury?

A brain concussion is the most common primary traumatic brain injury. Studies have found it as the most commonly reported primary injury in emergency hospital visits.

Conclusion: Motorcycle Helmet MIPS Technology

In conclusion, a MIPS helmet reduces the risk of brain injury. The helmet is well designed and includes all aspects of safety and comfort. Moreover, brain injuries can be a health menace and your brain might stop functioning. Therefore, it is important to be careful and keep in mind that the body cannot function without the brain. The safety of your head is paramount.

M/HW

The Influence of Direct Consumer Helmets: Marketing & Innovation

Question 1:

• Global

The global market size for motorcycle helmets grew from $3.2 billion in 2018 to $3.3 billion in the year 2020, amid the COVID-19 crisis, and is projected to reach $4.9 billion by 2027, growing at a CAGR (Compound Annual Growth Rate) of 5.7% over the 7-year forecast period.

• Country

The U.S. market size is estimated at more than $898.8 million. China is expected to reach a projected market size of $1 billion by 2027, trailing a CAGR of 8.8%. Other honorable mentions are Canada and Japan, each expected to grow at 5.1% and 3.1% respectively over the same forecast period. Within Europe, Germany is forecast to grow at about 3.6% CAGR.

• Region

Regionally, North America is the largest market worldwide because of the continuous rise in motorcycle sales. The U.S. represents the major motorcycle helmet market in North America and accounts for 27.08% share of the global market. Such statistics make the country a highly lucrative market for motorcycle helmets. But the Asia-Pacific region is poised to be the fastest-growing market during the forecast period. Analysts estimate between 10 and 20 million motorcycle helmet sales in 2021.

• Market Segment

The global full-face segment is estimated to record a 4.9% CAGR and reach $2.1 billion by the end of the forecast period. While Canada, the USA, China, Japan, and Europe will drive the estimated 3.6% CAGR for the open-face segment. These regional markets accounted for a $171.7-million combined market size in 2020 and are projected to reach $220.6 million by the end of the forecast period. China will remain among the fastest growing in this group of regional markets.

Led by nations like South Korea, India, and Australia, the Asia-Pacific open-face helmet market is projected to reach $658.5 million by 2027, while Latin America will grow at 5.4% CAGR between 2020 and 2027.

Essentially, the growth in market value and production units is attributed to the increased cases of road and track accidents, necessitating more stringent safety adoption measures. Other factors that help to throttle the growth include the rising awareness of enhanced comfort, the introduction of multifunctional smart helmets, ongoing racing events, the heightened popularity of owning a sports bike and bespoke modifications in the aftermarket among the millennials, and the rising number of clubs and communities of bikers acting as a platform.

Question 2

The major players are Arai Helmet Ltd, AGV (Subsidiary of Dainese), HJC Helmets, Bell Helmets, Schuberth GmbH, and Shoei Co. Ltd. Other noteworthy mentions include Chih Tong Helmet Co. Ltd, Lazer SA, NZI Technical Protection SL (NZI Helmets), Nolangroup SpA, and Vega Helmet Corporation.

Many key suppliers capitalize on the U.S. growing motorcycle market to increase their profitability. Over the last few years, U.S. companies and those across the globe have actively engaged in continuous research and development to design advanced helmets that meet market requirements and specifications.

For instance:

• KLIM, a Rigby-based firm, in March 2020 invented the F3 Carbon motorcycle helmets weighing 2.34 lb. for riders who are interested in lighter helmets.
• What’s more, in September 2020, Zeus Helmet, a Taiwan-based company, specializes in the manufacture of Carbon Fiber Helmets ZX-1800B (full-face helmet) and ZS-608 (open-face), which have full and open space features.
• In 2019, Arai Helmet, a Japanese firm, started to produce fiberglass-reinforced helmets with less weight convenient for modern users. The company also renewed its partnership with American Flat Track.

Other firms, including HJC Europe, Shoei Co Ltd, and Dainese SPA, are also key players serving the U.S. growing market for motorcycle helmets. They all have unique helmets, designed to serve a particular market segment.

Question 3

In 2020, approximately 80% of motorcycle helmet manufacturers had capitalized on technological integration in their final products. Today, the technological adoption rate has significantly risen following the COVID-19 impact and the need to embrace safety measures.

As a result, manufacturers are now designing smart helmets fitted with thermostats that measure people’s temperatures from a significant distance. The technology uses thermal scanning to measure a client’s temperature within a few seconds and predict their COVID-19 status. Likewise, companies now fit smart helmets with cameras, mounted tools, and sensors that help people capture data, make informed decisions, and signal caution in case of an accident. The helmets have mapping devices, GPS cameras, navigation tools, and heart rate monitors that send instant alerts to friends and families during critical and emergent situations.

Such a high technological adoption rate has been exacerbated by stringent policies dictating safety measures to reduce road accidents caused by motorcycles. The adoption of smart helmets is projected to reduce road accident mortality rates by 40% and fatal injuries by 70%.

Question 4

Growth in the motorcycle helmet industry has resulted in technological integration at the end user profiles. The premium motorcycle helmet market value, which was estimated at $701.46 million in 2020, is projected to reach $1.1 billion by 2027, growing at 6.81% CAGR during the forecast period (2021 – 2027). The market is segmented by end-user, distribution channel, geography, and material type.

• Material Type: The market is segmented into carbon fiber, plastics, and carbon fiber.
• Distribution Channel: The market is segmented into online and offline (helmet manufacturing showroom, motorcycle showroom, and aftermarket.)
• End-User: The market is segmented into racers and commuters.

In essence, premium helmets incorporate smart digital technologies, including thermostats to measure temperatures and global positioning systems for easy navigation and communication while taking rides. These helmets are also made of superior materials such as thermosets resin plastics, synthetic fiber, fiberglass, and carbon fibers to enhance security and provide extreme tensile strength. They are lightweight and compact in size, with a streamlined design that makes them more convenient and comfortable for riders.

Manufacturers equip premium helmets with washable and removable interior padding that removes sweat quicker than other regular helmets. What’s more, premium helmets are better than other products in the place as they come with Bluetooth connectivity, allowing people to communicate while riding.

Such outstanding features make premium helmets highly recommendable compared to traditional alternatives.

Question 5

Innovation is a critical component highly valued in the U.S. helmet industry. Key players are now integrating additional features to increase riders’ safety and reduce road accidents rising by the day. Manufacturers are now adding ventilation systems in helmets to provide a cool atmosphere to riders on a hot day. These helmets use solar panels or batteries to power fans used to reduce heat inside helmets on a warm day. As the helmet’s warmness creates an uncomfortable atmosphere, manufacturers are innovating techniques that give fundamental solutions to such challenges.

Likewise, manufacturers are designing rear-view helmets that help riders to assess their surroundings before changing lanes. Traditional helmets block riders’ line of view forcing them to look over their shoulders or take their eyes off the road when making a turn or changing lanes. The rear-view helmets ensure riders get a complete view of what is surrounding them while remaining upfront. They are equipped with cameras that display surroundings in real-time in front of the helmet. As a result, the technology reduces the chances of causing accidents when riders change lanes.

Furthermore, manufacturers have noted riders’ visibility to be an essential aspect in reducing accidents especially in inclement weather and during the night. As a result, they have equipped helmets with LED lights that act as turn signals, brake lights, and improve the visibility of riders to see and be seen. Such innovative features work to reduce the increased number of road accidents caused by riders in the country. Lastly, the latest innovation is heads-up displays in motorcycle helmets that allow riders to see traveling speed, and GPS data, and receive or make a call through a smartphone. These developments exhibit the extent of technological integration and innovation in motorcycle helmets to enhance convenience in riding.

Question 6

Currently, manufacturers are focusing on better digital innovations in motorcycle helmets. Applications including app-powered audios, augmented realities, emergency response, and camera safety have been at the forefront of numerous motorcycle helmet development brands. App-powered audio capitalizes on applications including Bluetooth that enables riders to make calls, receive calls, and navigate instructions from other riders without getting their hands on the handlebars. These features are also capable of reducing fatigue-induced engine noise that is highly audible when riding. Such inventions ensure the rider’s total concentration while on the road.

Furthermore, manufacturers project the installation of augmented reality (AR) in motorcycle helmets in the foreseeable future. This feature will help riders to read speedometers and GPS maps without lifting their eyes off the handlebars, thereby reducing distracted driving. In the meantime, manufacturers assign AR prototypes on standard helmets through a handle-bar controlled unit, add-on, and display on the helmet’s chin bar.

Question 7

There is no specific cost added for innovations as numerous manufacturers prioritize offering solutions to problems caused by traditional helmets. Each company, including Fox, AGV, Arai, and Caberg, has its unique budgetary costs for designing helmets as per their innovative prospects. Other manufacturers add costs to reduce risks associated with brain injuries while others prioritize rider convenience and comfort. Based on such perspectives, the cost added for inventions varies across numerous manufacturers.

The market is more performance-driven than cost driven. Each key player is working to equip their helmet brands with the latest technology convenient for their brand and users. The result ensures that brands stay ahead of the competition by offering products that specifically meet consumer needs and expectations. The ability to serve particular market segments precisely increases a brand’s performance.

Question 8

Yes. There are numerous past innovations and needs leaving unsatisfied amongst numerous motorcycle helmets in the U.S. Specifically, the novelty helmet has not yet improved nor followed the DOT (Department of Transportation) stipulation regarding safety standards in motorcycle ridings. As a result, novelty helmets remain highly inefficient and very scary.  They only provide protection to limited accident scenarios, especially where accidents are caused by linear accelerations.

Thus, the novelty helmet only protects riders against straight-on impacts. The result is due to little development in testing parameters ever since 1974 when DOT established the first rules for helmet regulations in America. Hence, the helmet industry should improve its practices to test helmets more on angular accelerations, and other road prevention efficiency tests. The result should be the basis for further improvement in the future.

Question 9

Flame retardants and thermal management are crucial factors in the motorcycle helmet industry. Many times, motorcycles engage in accidents and are at a high risk of overheating and subsequently burning. Flame retardants come in handy as they equip helmets with combustible materials that prevent fire from starting and slowly spreading in case of an accident or outbreak.

These flame retardants also create lead time for escape. Alternatively, thermal management ensures that helmets maintain a conducive and cool environment inside helmets. Most times, riders suffer from excessive heat caused by the sun’s radiation on a hot and sunny day. As a result, equipping helmets with thermal regulation tools help riders enjoy the convenient atmosphere artificially created by helmets on a sunny day.

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M/A

States That Require Motorcycle Helmets

Most states have laws mandating both the rider and their passenger to wear helmets. In several places, including Arizona, Alaska, Hawaii, Colorado, New Mexico, Indiana, and Utah drivers and passengers who are under the age of 18 are required to wear helmets.

Other states have laws requiring motorcycle helmet use for drivers of all ages. For instance, drivers and passengers must always wear safety helmets in the states of California, Maryland, Nevada, Oregon, New York, Washington, and Oregon regardless of their age.

States Without Motorcycle Helmet Laws For Motorcycles

Only a small number of states, regardless of the rider’s age, do not have any requirements for helmet laws. These unusual states include New Hampshire, Illinois, and Iowa.

To make it simple for you to organize your next ride, we’ve highlighted the most crucial details to be aware of for each state below:

• Helmet Law For Motorcycles In Washington, D.C.

All motorcycle drivers and passengers are required by D.C. law to wear helmets that have been approved by the department’s director. The helmet must, at the very least, adhere to Standard Z90-.1-1966 from the American National Standards Institute (ANSI), which indicates defensive headgear for vehicle clients. Get comfortable with the American National Standards Institute (ANSI). As indicated by D.C. regulation, cruiser protective caps should likewise incorporate extremely durable, weatherproof reflectors that cover an area of no less than four crawls on each side. Moreover, required is a neck or chin strap on the helmet. The regulation also stipulates that helmets must allow for 120 degrees of unrestricted peripheral vision on either side. Additionally, helmets must allow for unhindered hearing.

• Alabama Motorcycle Helmet Laws

Anybody working or riding a motorbike in Alabama is legally necessary to wear defensive headgear made explicitly for cruiser administrators and travelers. The protective cap should consent to the law’s necessity for a hearty, effect, and entrance safe outside shell made of nonculturable material. Furthermore, the cap needs to have a safely secured shock-retaining support for the head that is made to hold the cap and keep the head and external shell separated. All segments of the cap’s cushioning where the head is close or may meet the external shell should be influenced safe, retentive, and of a huge thickness. The cap should be developed of durable materials that won’t change observably after some time.

• Alaska Motorcycle Helmet Laws

While riding a bike, all riders, including those younger than 18, should wear a head protector.

No of their age, riders with student licenses are expected to wear caps.

The Public Safety Commissioner of Alaska made and manages the rule. It is ideal to confirm with the Commissioner prior to riding as a driver or traveler on a bike in Alaska on the grounds that these prerequisites and guidelines are liable to change.

• Arizona’s Law On Motorcycle Helmets

Just cruiser drivers and riders younger than 18 are expected to wear head protectors in Arizona.

Moreover, except if the bicycle has a defensive windshield, all riders, and administrators, paying little mind to mature, should wear wellbeing glasses, goggles, or an unmistakable face safeguard.

• Motorbike Helmet Law In Arkansas

 By law, anyone riding a motorcycle under the age of 21 must wear a helmet. When utilized by municipal police departments, three-wheel bikes with cabs and windshields and horsepower ratings under twenty (20 hp) are exempt from the helmet requirement. However, regardless of age, all must wear safety goggles, face shields, or protective glasses.

• California Motorcycle Helmet Law

Anybody working an engine vehicle or riding a motorbike in California is expected to wear a well-being head protector that follows government and state security guidelines. It should fit cozily without an excessive amount of parallel or vertical development and be affixed with the cap lashes.

The main exception to this guideline is the point at which an individual is driving or riding in a completely encased, three-wheeled auto that is seven feet in length, four feet wide, or more noteworthy, and weighs no less than 900 pounds without travelers.

It is critical to check with the Commissioner of Motor Vehicles or a comparable division prior to riding a cruiser on Californian streets on the grounds that these guidelines are likely to change.

• Colorado Motorcycle Helmet Law

Grown-up cruiser riders and travelers are not expected to wear caps in Colorado. The United States Department of Transportation (DOT) has set rules for cruiser protective caps, and they should be worn by all drivers and travelers who are younger than 18. The protective caps should be made to restrict injury from head contact and should have a coating, cushioning, and a jawline tie. Any second the cruiser is moving; the chip lash should be on.

Grown-up drivers and travelers should wear goggles or glasses with security glass or plastic focal points. If the driver or traveler is wearing a cap with wellbeing glass or plastic eye security, these eye insurance gadgets are excessive.

Adopting guidelines and requirements for the creation of sunglasses and eyewear is the responsibility of the Colorado Department of Revenue.

• Law On Motorcycle Helmets In Connecticut

In Connecticut, it is illegal for anybody under the age of 18 to drive or ride a motorcycle without a helmet. Getting a ticket for not wearing a helmet carries a $90 punishment. Adoption of helmet laws is the responsibility of the Commissioner of Motor Vehicles. Cruiser drivers and travelers ought to check with the Commissioner prior to riding on Connecticut streets because these principles are dependent on future developments.

• Delaware’s Motorcycle Helmet Law

Delaware’s motorcycle helmet law mandates that all riders under the age of 19 wear authorized eye protection and a safety helmet. Any cyclist who is older than 19 years old must always wear eye protection and a helmet.

• Motorcycle Helmet Law In Florida

The helmet law in Florida is a little complicated. In general, helmet use is mandated for all motorcycle drivers and riders. However, operators and riders over the age of 21 are exempt from the helmet rule if they are insured by an insurance plan that pays at least $10,000 in medical benefits for injuries sustained in a motorcycle crash.

Most states have laws mandating both the rider and their passenger to wear helmets. In several places, including Alaska, Arizona, Colorado, Hawaii, Indiana, New Mexico, Utah, and Maine, drivers, and passengers who are under the age of 18 are required to wear helmets.

• Motorcycle Helmet Law In Georgia

All cruiser drivers and riders are legally necessary to wear protective caps. On the off chance that there is no windshield on the bike, eye insurance is likewise fundamental. The prerequisites for caps and eye insurance are set by the Commissioner of Motor Vehicle Safety. Prior to riding a cruiser in Georgia, you ought to check with the Commissioner because these guidelines are dependent on future developments.

• Hawaii’s Law On Motorcycle Helmets

In Hawaii, except if they are wearing a well-being head protector that is immovably associated with a jawline lash, nobody younger than 18 is permitted to work a cruiser or ride as a traveler. Beyond 18 years old, riders are not expected to wear a cap, however, they are expected to wear security glasses, goggles, or a face safeguard on the off chance that the cruiser doesn’t have a windshield.

Before hitting the road, check with the Director to make sure you’re in compliance with Hawaii law.

• Motorcycle Helmet Law In Idaho

Anybody younger than 18 who works a motorbike or rides one should wear a head protector that meets or surpasses the rules set by the Director of Motor Vehicles for caps. While riding or working a motorbike on the confidential property or while involving it as an instrument for cultivation, the cap regulation doesn’t have any significant bearing. Prior to riding a motorbike in Idaho, it is ideal to check with the Director to ensure your cap consents to these prerequisites.

• Motorcycle Helmet Law In Illinois

Helmet use is not mandated by Illinois law for riders or passengers. However, the legislation does mandate that both drivers and passengers wear eye protection, such as glasses, goggles, or a clear shield. The term “glasses” as used in Illinois law refers to common eyewear worn in front of the eye, such as eyeglasses or sunglasses constructed of shatter-resistant material. A piece of eye protection that doesn’t restrict peripheral vision is referred to as “goggles.” The front and sides of the goggles must be protected, and they may or may not completely seal against the face.

• Indiana’s Law On Motorcycle Helmets

Only motorcycle riders and drivers under the age of 18 are required by Indiana law to wear a helmet and safety goggles, glasses, or face shields.

• Motorcycle Helmet Law In Iowa

There is no helmet requirement in Iowa. In 1976, the Iowa legislature removed the need for wearing a helmet. As of 2013, legislation to reinstitute Iowa’s required helmet law is being suggested.

• Kansas’s Law On Motorcycle Helmets

Anyone under the age of 18 who rides a motorcycle is required to wear a helmet. After turning 18, bikers are no longer required to wear helmets because the state eliminated its mandatory helmet regulation in 1976.

• Motorcycle Helmet Law In Kentucky

According to Kentucky law, anyone under the age of 21 who drives, rides, or is in a sidecar that is attached must wear a helmet.

Helmets are also required for drivers who have motorcycle instruction permits or licenses that have been in effect for less than a year. Passengers are not permitted in vehicles driven by people with permits.

No matter their age, all motorcycle drivers must use certified eye protection, according to the cabinet of the Secretary of Transportation.

• Louisiana’s Law On Motorcycle Helmets

Anyone operating or riding a motorbike in Louisiana is expected to constantly wear a head protector with a jaw tie secured on while the bike is moving. While such individuals are partaking in a procession or other public show, police specialists of a town, town, city, or ward might give a grant excluding individuals from associations supporting, leading, or taking part in marches or other public displays from the head protector necessity. An individual working or riding in an auto-cycle is excluded from the protective cap necessity on the off chance that the vehicle is fitted with a rooftop that follows or surpasses wellbeing cap guidelines.

• Motorcycle Helmet Law In Maine

All sidecar and motorcycle passengers younger than 18 are expected by Maine regulation to wear head protectors. Protective caps are likewise expected for cruiser drivers who got their licenses in the span of time of finishing their driver’s assessment and for those with student’s grants.

According to Maine law, a passenger must also wear a helmet when the operator is obligated to do so. Protective headgear must adhere to the Federal Motor Vehicle Safety Standard or the American National Standards Institute’s basic requirements.

• Maryland’s Law On Motorcycle Helmets

In Maryland, a helmet is a requirement for both riders and drivers. In addition, unless the motorcycle has a windscreen, all riders must wear eye protection.

The Maryland Administrator of Transportation, who approves wellbeing gear and takes on/upholds rules and details for endorsement of security gear, has set guidelines for head protectors and eye assurance that should be fulfilled. A rundown of all defensive hardware that has been approved by name and type is unveiled by the Administrator.

• Massachusetts’s Helmet-Requirement Law

According to Massachusetts law, all motorcyclists must wear helmets that meet the minimum requirements established by the Registrar of Motor Vehicles. Anyone riding in a sidecar must comply with the mandatory helmet law as well. If the motorcycle lacks a windshield or screen, the rider must also wear eyeglasses, goggles, or a protective face shield.

• Motorcycle Helmet Law In Michigan

Riders in Michigan are expected to wear caps until they turn 21. Riders beyond 21 years old are excluded from wearing head protectors on the off chance that they meet the accompanying measures: A.) They have held a cruiser underwriting on their administrator’s permit for no less than two years, B.) They have set up security for the first-party health advantages payable in case of a mishap (for a bike administrator without a rider, $20,000 or more; for a bike administrator with a rider, $5,000 or more). The administrator is possibly expected to assume the rider has the security of $20,000 or more.

• Minnesota’s Helmet Law For Motorcycles

All bike drivers and riders younger than 18 are expected by Minnesota regulation to wear caps. Furthermore, paying little mind to maturity, anybody working a bike while holding a student’s permit is expected to wear a head protector.

Both carrying passengers and using the interstate at night are prohibited for drivers with learner’s permits.

In accordance with Minnesota law, eye protection is a must for all motorcycle drivers, regardless of age. The Minnesota Commissioner of Public Safety has set criteria for all helmets and eye protective equipment.

• Law On Motorcycle Helmets In Mississippi

According to Mississippi law, all bike drivers and riders should wear caps that have passed the American Association of Motor Vehicle Administrators’ review and endorsement.

Figure out additional about the principles set by the American Association of Motor Vehicle Administrators.

• Motorcycle Helmet Law In Missouri

For drivers and passengers who are 26 years of age or older and have health insurance, wearing a helmet is optional.

Regardless of age, everyone operating a motorcycle with a learner’s license must wear a helmet.

• Nebraska’s Motorcycle Helmet

the law stipulates that whenever a motorbike is moving, both the rider and any passengers must always wear a helmet with a chin strap fastened. Nebraska law stipulates that the helmet must include a chin strap as well as liner and padding that satisfies or exceeds federal standards.

• Motorcycle Helmet Law In New Jersey

All cruiser drivers and travelers in New Jersey are expected to wear an appropriately estimated, safely fitted protective cap that is supported by the state’s overseer of engine vehicles. Both sides of the helmet must be “reflectorized,” and it must include a neck or chin strap. All motorcycle operators must also wear protective eyewear.

• Motorcycle Helmet Law In New Mexico

The Director of Transportation of New Mexico has established criteria for helmets that must be worn by those who are subject to the legislation. Before hitting the road in New Mexico, you should check with the Director because these requirements are subject to modification.

• New York’s Helmet Law For Motorcycles

All motorcycle drivers and riders must adhere to New York law and wear approved helmets.

Police departments in cities, municipalities, and villages have the authority to issue licenses that exclude participants from wearing helmets during parades or other public displays. All cruiser drivers should likewise wear eye security or a face safeguard that has been supported by the magistrate of the branch of engine vehicles in New York. The Commissioner might embrace and amend rules overseeing the assortments of adequate goggles and face safeguards and their prerequisites. Counsel the Department of Motor Vehicles to affirm that your eye security follows the Commissioner’s necessities.

• Law On Motorcycle Helmets In North Carolina

All cruiser drivers and travelers in North Carolina are expected to wear protective caps that have been approved by the US Department of Transportation (DOT), with the jawline lashes secured. Prior to riding a bike in North Carolina, check sure the Commissioner has approved your protective cap.

• Motorcycle Helmet Law In Ohio

All motorcycle riders under the age of 18 and those with a “novice license” are required to wear helmets in Ohio. Motorcycle drivers in Ohio who are 18 years of age or older and who have never held a motorcycle license issued by Ohio, another state, or a jurisdiction recognized by Ohio law are issued “novice licenses”. Additionally, regardless of age, riders with “novice” licenses are required to wear helmets, as are any motorcycle passengers under the age of 18. All drivers and passengers must always wear safety goggles or other protective equipment.

• Motorcycle Helmet Law In Oklahoma

According to Oklahoma law, only riders and passengers who are under the age of 18 are required to wear caps. The headgear should have cushioning, covering, and jawline lashes, and it can’t discourage the driver’s vision.

In any case, except if the bicycle has a windshield of sufficient quality, size, and thickness to safeguard the administrator from unfamiliar things, administrators, everything being equal, should wear goggles or a face safeguard of material and plan that shields the driver from unfamiliar items.

The Commissioner of the Department of Public Safety manages the helmet regulations in Oklahoma. Before riding a motorbike in Oklahoma, whether as a driver or passenger, it is essential to verify with the Commissioner because rules are subject to change.

• Law On Motorcycle Helmets In Pennsylvania

In 2003, Pennsylvania’s helmet-requirement statute was abolished. Helmets are not needed for motorcyclists who are 21 years old or more established, who have held a bike permit for no less than two years, or who have completed a cruiser rider security course approved by the Department of Motor Vehicles or the Motorcycle Safety Foundation. On the off chance that the rider of the cruiser isn’t lawfully constrained to wear a cap, travelers who are 21 years old or more seasoned are permitted to ride without head protectors. Protective caps are obligatory for cruiser riders with student’s grants.

• Law On Motorcycle Helmets In South Carolina

All bike drivers and travelers younger than 21 in South Carolina are expected to wear a protective cap that has been approved by the Department of Highways and Public Transportation. The two sides of the head protector should be “reflectorized,” and it should incorporate a neck or jaw tie.

The Department is engaged to lay out and keep a rundown of endorsed protective caps as well as to propose and revise rules overseeing head protector types and particulars. Prior to riding a bike in South Carolina, it is prudent to affirm the latest guidelines with the Department on the off chance that you are dependent upon the cap regulation.

• South Dakota’s Helmet-Requirement Law

All motorcycle drivers and passengers under the age of 18 are required by South Dakota law to wear a federally compliant helmet. Additionally, unless their motorcycle has a windshield with enough height, drivers of motorcycles are required by law to wear eye protection. Additionally, according to South Dakota law, passengers in an enclosed cab are not required to wear a helmet or eye protection.

A passenger under the age of 18 cannot be operated on a motorcycle unless they are secured in a helmet.

• Texas’s Helmet-Requirement Law

In general, Texas regulation orders that all drivers and travelers wear protective caps that comply with the state’s Department of Public Safety’s wellbeing guidelines. The exemptions for this standard are anybody beyond 21 a year old who effectively completed an endorsed cruiser administrator preparing and wellbeing course or the people who have health care coverage that covers something like $10,000 in clinical costs for mishaps while working a bike. An individual working or riding a motorbike may not be halted or kept by a harmony official for the sole reason of affirming whether the individual has effectively finished the bike administrator preparation and security course or is safeguarded by medical coverage.

• Motorcycle Helmet Law In Virginia

All bike drivers and travelers in Virginia are expected to wear protective caps that stick to or surpass the well-being principles set by the Federal Department of Transportation, the Snell Memorial Foundation, or both. Except if the cruiser has wellbeing glass or a windshield that has been endorsed by the Superintendent of the Department of Motor Vehicles or that satisfies or surpasses the guidelines and particulars of Snell, ANSI, or the government Department of Transportation, Virginia likewise commands that all bike administrators wear a face safeguard, security glasses, or goggles.

• Washington’s Helmet Law For Motorcycles

Every motorcycle driver and passenger in Washington is required by law to wear a helmet that complies with the standards set by the Washington State Patrol. Either a neck or chin strap is required on the helmet, and both must be tightened firmly when the motorbike is moving. This law is exempt if the vehicle is a vintage motorbike or automobile with a motorcycle license, or if it has seat belts and roll bars that have been approved by the state patrol.

Except if the motorbike has a windshield, all administrators should wear eye security, like glasses, goggles, or a face safeguard, that consents to State Patrol guidelines. The State Patrol has the power and ability to lay out principles and cycles for following regulations and administering the utilization of head protectors, glasses, goggles, and face safeguards. It is essential to check with the State Patrol prior to riding a bike in Washington because these guidelines are dependent upon future developments.

Related: European Motorcycle Helmet Standards: A Detailed Guide

M/Z

Helmets for motorcyclists save lives. The U.S. Department of Transportation (DOT) has mandated the Federal Motor Vehicle Safety Standard (FMVSS) 218 for all motorcycle helmets marketed in the nation to safeguard motorcycle riders’ lives. This standard establishes the minimum performance requirements that helmets must achieve to safeguard the head and brain in the case of a collision.

US Motorcycle Helmet Standard: Department of Transportation (Federal Motor Vehicle Safety Standard-218 FMVSS-218)

The legal federal standard for motorcycle helmets used on public highways and other property in the United States is set by the U.S. Department of Transportation. Remember, Helmets are not “approved” by the DOT. Manufacturers of helmets are required by the DOT to get certification that each model sold in the US complies with the DOT standard. The federal standard FMVSS 218 is the current DOT rating.

The FMVSS-218 certification, “DOT certification” is the LEGAL MINIMUM STANDARD that helmets must pass in the United States.

For helmets intended for on-road usage, the National Highway Safety Administration (NHTSA) has enforcement power over the DOT certification requirement, while wearing a certified helmet for off-road activities or competition is definitely a good idea. Before a helmet manufacturer can claim DOT certification, they must test and self-certify the models they want to sell in accordance with DOT regulations. Then they must permanently attach the “DOT” emblem, which denotes conformity with FMVSS 218, to their products.

For motorcycle helmets to be sold legally in the US, they must receive at least one safety certification. Importers must get DOT or Snell clearance before importing motorcycle helmets.

The sale of helmets in the US that fails DOT tests is technically illegal. Some manufacturers, however, circumvent this by marketing novelty helmets rather than genuine motorcycle helmets, which are sold as the former. Companies can get away with selling helmets that do not adhere to DOT regulations since the restrictions are so lax.

The DOT standard, which is a mandated requirement, is the most crucial level for helmets to achieve in the United States notwithstanding the regulations’ shortcomings. In the USA, DOT criteria are met by most actual motorcycle helmets. Though less strict than some other testing, the Department of Transportation examinations nevertheless eliminates substandard helmets.

The regular Department of Transportation test is not significantly different from other tests. A helmet must be durable enough to withstand impacts and projectiles, as well as dampness, wetness, heat, and cold. Standards can be more stringent, and testers might subject helmets to additional tests that are optional for DOT certification.

If a manufacturer wants to get DOT certification, the helmet needs to pass through the following four tests:

A helmet must pass each of four tests to receive DOT certification. The impact test, the penetration test, the retention strap test, and the peripheral vision test are all requirements for a helmet. The standards are a little more moderate than for certain other motorcycle helmet certificates, even though these tests are difficult to pass.

The helmet is hit against an anvil during the impact test to see how severe of a crash it can withstand. It uses both a flat and a rounded anvil.

In ideal circumstances, the helmet’s capacity to withstand hits and absorb shock is insufficient. The helmet must function in humid conditions, hot or cold temperatures, and when it is wet. To ensure that the helmet will function in all circumstances, safety testing models these unfavorable scenarios.

The penetration test demands precision. In a typical test, a helmet must be able to survive the impact of a six-pound pointed item falling into it from a height of 10 feet, 10 inches. Even when it is hot, chilly, or wet, the helmet must still pass the penetration test.

The strap test is further tested with weights. The helmet fails the retention strap test if the strap does not break but stretches beyond what is permitted. The strap can only lengthen to a certain degree when it is pulled on.

DOT Label After Certification

A sticker with the letters “DOT” on the outside back of the helmet is required for helmets that comply with FMVSS 218. The DOT sticker certifies that the helmet complies with or exceeds FMVSS 218. It is crucial to note that some sellers of novelty helmets provide riders with DOT stickers separately to put on helmets that do not comply. The DOT sticker is not legitimate in this situation and does not represent compliance.

The certification sticker must remain to be attached to the helmet even if conformity with the standard has been confirmed. Near the bottom border of the rear portion of the helmet, there must be a “CERTIFIED” label.

The motorcycle helmets must also have a label on them that says the following:

• Name of the manufacturer
• Distinct size
• Month and year that the product was manufactured

A second sticker from the Snell Memorial Foundation can be found on some DOT helmets. If a helmet has a Snell Memorial sticker, it has undergone additional testing and complies with the higher Snell Foundation criteria. The US DOT and European (ECE R22-05) criteria are often met by helmets that pass Snell’s M2010 specifications.

How To Identify A Helmet That Is DOT Certified?

Here is a detail on what to check for DOT certification of a Helmet.

1. A Thich Inner Layer

Helmets that meet the minimum Federal safety standard typically include an inner liner made of hard polystyrene foam that is about an inch thick. Although the inner liner is occasionally invisible. Unsafe helmets typically just have thin foam padding or are made entirely of bare plastic.

2. Helmet Weight

Unsafe helmets can be as light as one pound, depending on their design. Helmets that comply with FMVSS 218 typically weigh three pounds. Learn about the weight of helmets that meet Federal safety requirements. These helmets give off a heavier feeling.

3. Chin Strap and Rivets Are Strong

The chinstraps on helmets that adhere to the DOT safety standard are robust and riveted firmly.

4. Helmet Style and Design

Nothing may protrude farther than two-tenths of an inch from the surface of a helmet in accordance with DOT safety regulations. For instance, while visor fasteners are permitted, a helmet is considered dangerous if it has a spike or other protruding ornamentation. A hazardous helmet may be identified by a design, such as the German Army style or the skullcap style. Helmets that don’t satisfy the DOT standard are visibly thinner and smaller in diameter. Some helmets made for the German Army, though, might comply with federal regulations.

The DOT test is most likely not the final word in determining if your helmet is a good one. But neither is it intended to be; rather, it’s a measure to guarantee that crash helmet sold in the US as rider protection provide a minimal level of protection.

Snell Standard

In the US, the Snell standard is not mandated by legislation, with some racial bodies being an exception. Though it is a harsher standard for motorcycle helmets used in racing activities like drag racing and karting, it has been widely accepted to assess the safety standards of a motorcycle helmet.

The Snell M2015 standard is used for street-legal motorcycle helmets whereas the SA 2015 Snell standard is used for race-legal motorcycle helmets. Depending on the kind of helmet, importers must adhere to appropriate requirements and evaluate conformance prior to import.

The Snell Memorial Foundation has created more stringent specifications and testing methods for motorcycle helmets with racing events like drag racing, motocross, and karting in mind.

However, purchasing a helmet with Snell certification is entirely optional. The DOT criteria still apply; the Snell standards do not.

When evaluating the purchase of a helmet, many motorcycle riders in North America believe that Snell certification offers superior advantages. This is because SNELL rules permit a rider’s head to be subjected to higher g pressures than the DOT requirement.

The chin bar of full-face helmets is tested according to the Snell and ECE 22.05 standards, but not the DOT standard.

ANSI Label or Snell

Along with the DOT sticker, labels inside the helmet indicating compliance with private, nonprofit standards set by Snell or the American National Standards Institute (ANSI) are reliable signs that the helmet satisfies federal safety regulations. We have yet to come across a novelty helmet that contains both a fake DOT sticker and a fake Snell or ANSI label.

Snell Memorial Foundation

The organization is named after William “Pete” Snell, a race car driver who passed away in 1956 as a result of severe brain injuries sustained in a racing accident. His friends and acquaintances founded the charitable Snell Memorial Foundation in 1957. (SMF). The foundation’s objectives were to support the creation of safety helmets and to research and comprehend the processes of head injuries in motorsports.

Today, the SMF certifies several types of helmets for use in specified activities by testing them. It now provides guidelines for protective headwear used in competitive skiing, snowboarding, karting, motorcycling, non-motorized sports, and equestrian and harness racing. The Foundation is curious about pretty much any type of headgear used to reduce accident impact injuries. Snell Process for Approval Manufacturers of helmets submits their goods for certification. The manufacturer has the right to use the Snell brand and emblem in advertising and on product packaging. For use on their approved items, the firm also buys certification decals.

The manufacturer must uphold their high standards for all their certified manufacturing in accordance with the terms of their contract with the SMF. An experiment using a random sample is used to verify. As part of this initiative, For the purpose of maintaining the high quality of the product, the SMF buys and inspects helmets. To assess the quality of the helmets provided directly to customers, the SMF goes to great lengths to ensure that these random sample helmets are drawn from the same supply as those sold in stores. Modern testing facilities are kept up by the SMF in the US and England.

Summary of the Snell Standard: Revised every five years. presently accepted 2000. extensive investigation and testing. verification by means of repeated random testing.

What Are Helmets With Snell Approval?

Each governing body has its own certification and acknowledges the Snell certification as one of the top racing helmets available today. You must wear a helmet with a Snell rating of SA2010 or newer if you go to an SCDA event. Clients frequently enquire as to why ratings and certification procedures differ.

Snell Helmet Testing

• Impact Test

In this experiment, a helmet is mounted on a steelhead form and carefully dropped upon a variety of steel test anvils that reflect different effect surfaces (such as Flat, Hemisphere, Kurbstone, Rollbar, Facet, or a Horseshoe type). The apex forms have an accelerometer connected to measure the peak acceleration, or G force, which is represented by the letter “G” in gravity devices. The impact of electricity (drop peak and mass), or how hard the helmets are struck, varies for each location. However, if the peak acceleration applied to the head shape exceeds a specific level in any acceptable test, the helmet is invalidated (among 260 and 300 Gs, relying on the same old and check type).

• Test for Positional Stability With Roll-Off

A head shape is mounted on a stand and is inclined 135 degrees toward the ground. A “best fit” is achieved by placing the helmet on the head form and adjusting the straps and buckles. A wire rope is carried forward and fastened to the back edge of the helmet such that its free end crosses the helmet and descends to the ground. A 4 kg weight rests on the mechanical stop that the rope’s free end has on it. A specified height is reached before the weight is hoisted and lowered upon the stop. The helmet experiences a rotational load as a result of the shock. The helmet can be moved, but it can’t fall off.

• Test of Dynamic Retention

The helmet is put over a head form, and the chin strap is attached over something that roughly resembles the shape of the jaw. A 23 kg weight is applied to the jaw piece for roughly one minute. The retention mechanism is put to the test by abruptly applying a 38 kg mass while concurrently withdrawing a 23 kg weight. If the retention system’s greatest instantaneous deflection (stretch) reaches 30 mm or if it is unable to handle the mechanical loads, the retention system fails. Although the drop heights for the 38 kg typefaces vary according on the standard.

• Test For Chin Bar Rigidity

The chin bar of the helmet is facing upward, and it is fastened to a sturdy foundation. Through a controlled fall, a 5 kg weight is lowered to impact the chin bar’s middle. The chin bar’s maximum downward deflection must not go beyond the specified distance.

• Test Of Shell Penetration

Helmets used in motorcycle, kart, special applications, skiing, and equestrian competitions must pass the shell penetration test. Attached to a sturdy base is the helmet. A 3 kg striker with a sharp point is thrown upon the helmet in a controlled fall from a predetermined height. The striker in the test must not break through the helmet or even make brief contact with the head form.

How Can You Determine a Helmet’s Certification?

You can gauge the density of the helmet by looking inside it. When using a helmet with DOT certification, an inner liner that is roughly 1′′ thick is required. You may gauge how thick the liner is by circling the interior of the helmet with your palm. Helmets are the most crucial piece of safety gear; thus, drivers and riders should wear them. A Snell certification that is accepted by several important organizations serves as the basis for helmet testing. Attendees of SCDA events must wear a helmet with a Snell rating of SA2010 or less.

Motorcycle Helmet Laws By State In The US

Did you know that different states have varying regulations regarding whether you must wear a helmet when riding a bike? Make sure you are aware of the motorcycle helmet legislation in each state you ride through, whether you are moving to a new state or preparing for a cross-country journey.

States That Require Motorcycle Helmets

Most states have laws mandating both the rider and their passenger to wear helmets. In several places, including Arizona, Alaska, Hawaii, Colorado, New Mexico, Indiana, and Utah drivers and passengers who are under the age of 18 are required to wear helmets.

Other states have laws requiring motorcycle helmet use for drivers of all ages. For instance, drivers and passengers must always wear safety helmets in the states of California, Maryland, Nevada, Oregon, New York, Washington, and Oregon regardless of their age.

States Without Helmet Laws For Motorcycles

Only a small number of states, regardless of the rider’s age, do not have any requirements for helmet laws. These unusual states include New Hampshire, Illinois, and Iowa.

To make it simple for you to organize your next ride, we’ve highlighted the most crucial details to be aware of for each state below.

• Helmet law for motorcycles in Washington, D.C.

All motorcycle drivers and passengers are required by D.C. law to wear helmets that have been approved by the department’s director. The helmet must, at the very least, adhere to Standard Z90-.1-1966 from the American National Standards Institute (ANSI), which indicates defensive headgear for vehicle clients. Get comfortable with the American National Standards Institute (ANSI). As indicated by D.C. regulation, cruiser protective caps should likewise incorporate extremely durable, weatherproof reflectors that cover an area of no less than four crawls on each side. Moreover required is a neck or chin strap on the helmet. The regulation also stipulates that helmets must allow for 120 degrees of unrestricted peripheral vision on either side. Additionally, helmets must allow for unhindered hearing.

• Alabama Motorcycle Helmet Laws

Anybody working or riding a motorbike in Alabama is legally necessary to wear defensive headgear made explicitly for cruiser administrators and travelers. The protective cap should consent to the law’s necessity for a hearty, effect, and entrance safe outside shell made of nonculturable material. Furthermore, the cap needs to have a safely secured shock-retaining support for the head that is made to hold the cap and keep the head and external shell separated. All segments of the cap’s cushioning where the head is close or may come into contact with the external shell should be influenced safe, retentive, and of a huge thickness. The cap should be developed of durable materials that won’t change observably after some time.

• Alaska Motorcycle Helmet Laws

While riding a bike, all riders, including those younger than 18, should wear a head protector.

No of their age, riders with student’s licenses are expected to wear caps.

The Public Safety Commissioner of Alaska made and manages the rule. It is ideal to confirm with the Commissioner prior to riding as a driver or traveler on a bike in Alaska on the grounds that these prerequisites and guidelines are liable to change.

• Arizona’s Law On Motorcycle Helmets

Just cruiser drivers and riders younger than 18 are expected to wear head protectors in Arizona.

Moreover, except if the bicycle has a defensive windshield, all riders, and administrators, paying little mind to mature, should wear wellbeing glasses, goggles, or an unmistakable face safeguard.

• Motorbike Helmet Law In Arkansas

 By law, anyone riding a motorcycle under the age of 21 must wear a helmet. When utilized by municipal police departments, three-wheel bikes with cabs and windshields and horsepower ratings under twenty (20 hp) are exempt from the helmet requirement. However, regardless of age, all must wear safety goggles, face shields, or protective glasses.

• California Motorcycle Helmet Law

Anybody working an engine vehicle or riding a motorbike in California is expected to wear a well-being head protector that follows government and state security guidelines. It should fit cozily without an excessive amount of parallel or vertical development and be affixed with the cap lashes.

The main exception to this guideline is the point at which an individual is driving or riding in a completely encased, three-wheeled auto that is seven feet in length, four feet wide, or more noteworthy, and weighs no less than 900 pounds without travelers.

It is critical to check with the Commissioner of Motor Vehicles or a comparable division prior to riding a cruiser on Californian streets on the grounds that these guidelines are likely to change.

• Colorado Motorcycle Helmet Law

Grown-up cruiser riders and travelers are not expected to wear caps in Colorado. The United States Department of Transportation (DOT) has set rules for cruiser protective caps, and they should be worn by all drivers and travelers who are younger than 18. The protective caps should be made to restrict injury from head contact and should have a coating, cushioning, and a jawline tie. Any second the cruiser is moving; the chip lash should be on.

Grown-up drivers and travelers should wear goggles or glasses with security glass or plastic focal points. If the driver or traveler is wearing a cap with wellbeing glass or plastic eye security, these eye insurance gadgets are excessive.

Adopting guidelines and requirements for the creation of sunglasses and eyewear is the responsibility of the Colorado Department of Revenue.

• Law On Motorcycle Helmets In Connecticut

In Connecticut, it is illegal for anybody under the age of 18 to drive or ride a motorcycle without a helmet. Getting a ticket for not wearing a helmet carries a $90 punishment. Adoption of helmet laws is the responsibility of the Commissioner of Motor Vehicles. Cruiser drivers and travelers ought to check with the Commissioner prior to riding on Connecticut streets because these principles are dependent on future developments.

• Delaware’s Motorcycle Helmet Law

Delaware’s motorcycle helmet law mandates that all riders under the age of 19 wear authorized eye protection and a safety helmet. Any cyclist who is older than 19 years old must always wear eye protection and a helmet.

• Motorcycle Helmet Law in Florida

The helmet law in Florida is a little complicated. In general, helmet use is mandated for all motorcycle drivers and riders. However, operators and riders over the age of 21 are exempt from the helmet rule if they are insured by an insurance plan that pays at least $10,000 in medical benefits for injuries sustained in a motorcycle crash.

Most states have laws mandating both the rider and their passenger to wear helmets. In several places, including Alaska, Arizona, Colorado, Hawaii, Indiana, New Mexico, Utah, and Maine, drivers, and passengers who are under the age of 18 are required to wear helmets.

• Motorcycle Helmet Law in Georgia

All cruiser drivers and riders are legally necessary to wear protective caps. On the off chance that there is no windshield on the bike, eye insurance is likewise fundamental. The prerequisites for caps and eye insurance are set by the Commissioner of Motor Vehicle Safety. Prior to riding a cruiser in Georgia, you ought to check with the Commissioner because these guidelines are dependent on future developments.

• Hawaii’s Law on Motorcycle Helmets

In Hawaii, except if they are wearing a well-being head protector that is immovably associated with a jawline lash, nobody younger than 18 is permitted to work a cruiser or ride as a traveler. Beyond 18 years old, riders are not expected to wear a cap, however, they are expected to wear security glasses, goggles, or a face safeguard on the off chance that the cruiser doesn’t have a windshield.

Before hitting the road, check with the Director to make sure you’re in compliance with Hawaii law.

• Motorcycle Helmet Law in Idaho

Anybody younger than 18 who works a motorbike or rides one should wear a head protector that meets or surpasses the rules set by the Director of Motor Vehicles for caps. While riding or working a motorbike on the confidential property or while involving it as an instrument for cultivation, the cap regulation doesn’t have any significant bearing. Prior to riding a motorbike in Idaho, it is ideal to check with the Director to ensure your cap consents to these prerequisites.

• Motorcycle Helmet Law in Illinois

Helmet use is not mandated by Illinois law for riders or passengers. However, the legislation does mandate that both drivers and passengers wear eye protection, such as glasses, goggles, or a clear shield. The term “glasses” as used in Illinois law refers to common eyewear worn in front of the eye, such as eyeglasses or sunglasses constructed of shatter-resistant material. A piece of eye protection that doesn’t restrict peripheral vision is referred to as “goggles.” The front and sides of the goggles must be protected, and they may or may not completely seal against the face.

• Indiana’s Law on Motorcycle Helmets

Only motorcycle riders and drivers under the age of 18 are required by Indiana law to wear a helmet and safety goggles, glasses, or face shields.

• Motorcycle Helmet Law in Iowa

There is no helmet requirement in Iowa. In 1976, the Iowa legislature removed the need for wearing a helmet. As of 2013, legislation to reinstitute Iowa’s required helmet law is being suggested.

• Kansas’s Law on Motorcycle Helmets

Anyone under the age of 18 who rides a motorcycle is required to wear a helmet. After turning 18, bikers are no longer required to wear helmets because the state eliminated its mandatory helmet regulation in 1976.

• Motorcycle Helmet Law in Kentucky

According to Kentucky law, anyone under the age of 21 who drives, rides, or is in a sidecar that is attached must wear a helmet.

Helmets are also required for drivers who have motorcycle instruction permits or licenses that have been in effect for less than a year. Passengers are not permitted in vehicles driven by people with permits.

No matter their age, all motorcycle drivers must use certified eye protection, according to the cabinet of the Secretary of Transportation.

• Louisiana’s Law on Motorcycle Helmets

Anyone operating or riding a motorbike in Louisiana is expected to constantly wear a head protector with a jaw tie secured on while the bike is moving. While such individuals are partaking in a procession or other public show, police specialists of a town, town, city, or ward might give a grant excluding individuals from associations supporting, leading, or taking part in marches or other public displays from the head protector necessity. An individual working or riding in an auto-cycle is excluded from the protective cap necessity on the off chance that the vehicle is fitted with a rooftop that follows or surpasses wellbeing cap guidelines.

• Motorcycle Helmet Law in Maine

All sidecar and motorcycle passengers younger than 18 are expected by Maine regulation to wear head protectors. Protective caps are likewise expected for cruiser drivers who got their licenses in the span of time of finishing their driver’s assessment and for those with student grants.

According to Maine law, a passenger must also wear a helmet when the operator is obligated to do so. Protective headgear must adhere to the Federal Motor Vehicle Safety Standard or the American National Standards Institute’s basic requirements.

• Maryland’s Law on Motorcycle Helmets

In Maryland, a helmet is a requirement for both riders and drivers. In addition, unless the motorcycle has a windscreen, all riders must wear eye protection.

The Maryland Administrator of Transportation, who approves wellbeing gear and takes on/upholds rules and details for endorsement of security gear, has set guidelines for head protectors and eye assurance that should be fulfilled. A rundown of all defensive hardware that has been approved by name and type is unveiled by the Administrator.

• Massachusetts’s Helmet Requirement Law

According to Massachusetts law, all motorcyclists must wear helmets that meet the minimum requirements established by the Registrar of Motor Vehicles. Anyone riding in a sidecar must comply with the mandatory helmet law as well. If the motorcycle lacks a windshield or screen, the rider must also wear eyeglasses, goggles, or a protective face shield.

• Motorcycle Helmet Law in Michigan

Riders in Michigan are expected to wear caps until they turn 21. Riders beyond 21 years old are excluded from wearing head protectors on the off chance that they meet the accompanying measures: A.) They have held a cruiser underwriting on their administrator’s permit for no less than two years, B.) They have set up security for the first-party health advantages payable in case of a mishap (for a bike administrator without a rider, $20,000 or more; for a bike administrator with a rider, $5,000 or more). The administrator is possibly expected to assume the rider has the security of $20,000 or more.

• Minnesota’s Helmet Law for Motorcycles

All bike drivers and riders younger than 18 are expected by Minnesota regulation to wear caps. Furthermore, paying little mind to maturity, anybody working a bike while holding a student’s permit is expected to wear a head protector.

Both carrying passengers and using the interstate at night are prohibited for drivers with learner’s permits.

In accordance with Minnesota law, eye protection is a must for all motorcycle drivers, regardless of age. The Minnesota Commissioner of Public Safety has set criteria for all helmets and eye protective equipment.

• Law on Motorcycle Helmets in Mississippi

According to Mississippi law, all bike drivers and riders should wear caps that have passed the American Association of Motor Vehicle Administrators’ review and endorsement.

Figure out additional about the principles set by the American Association of Motor Vehicle Administrators.

• Motorcycle Helmet Law in Missouri

For drivers and passengers who are 26 years of age or older and have health insurance, wearing a helmet is optional.

Regardless of age, everyone operating a motorcycle with a learner’s license must wear a helmet.

• Nebraska’s Motorcycle Helmet

the law stipulates that whenever a motorbike is moving, both the rider and any passengers must always wear a helmet with a chin strap fastened. Nebraska law stipulates that the helmet must include a chin strap as well as liner and padding that satisfies or exceeds federal standards.

• Motorcycle Helmet Law in New Jersey

All cruiser drivers and travelers in New Jersey are expected to wear an appropriately estimated, safely fitted protective cap that is supported by the state’s overseer of engine vehicles. Both sides of the helmet must be “reflectorized,” and it must include a neck or chin strap. All motorcycle operators must also wear protective eyewear.

• Motorcycle Helmet Law in New Mexico

The Director of Transportation of New Mexico has established criteria for helmets that must be worn by those who are subject to the legislation. Before hitting the road in New Mexico, you should check with the Director because these requirements are subject to modification.

• New York’s Helmet Law For Motorcycles

All motorcycle drivers and riders must adhere to New York law and wear approved helmets.

Police departments in cities, municipalities, and villages have the authority to issue licenses that exclude participants from wearing helmets during parades or other public displays. All cruiser drivers should likewise wear eye security or a face safeguard that has been supported by the magistrate of the branch of engine vehicles in New York. The Commissioner might embrace and amend rules overseeing the assortments of adequate goggles and face safeguards and their prerequisites. Counsel the Department of Motor Vehicles to affirm that your eye security follows the Commissioner’s necessities.

• Law on Motorcycle Helmets in North Carolina

All cruiser drivers and travelers in North Carolina are expected to wear protective caps that have been approved by the US Department of Transportation (DOT), with the jawline lashes secured. Prior to riding a bike in North Carolina, check sure the Commissioner has approved your protective cap.

• Motorcycle Helmet Law in Ohio

All motorcycle riders under the age of 18 and those with a “novice license” are required to wear helmets in Ohio. Motorcycle drivers in Ohio who are 18 years of age or older and who have never held a motorcycle license issued by Ohio, another state, or a jurisdiction recognized by Ohio law are issued “novice licenses”. Additionally, regardless of age, riders with “novice” licenses are required to wear helmets, as are any motorcycle passengers under the age of 18. All drivers and passengers must always wear safety goggles or other protective equipment.

• Motorcycle Helmet Law in Oklahoma

According to Oklahoma law, only riders and passengers who are under the age of 18 are required to wear caps. The headgear should have cushioning, covering, and jawline lashes, and it can’t discourage the driver’s vision.

In any case, except if the bicycle has a windshield of sufficient quality, size, and thickness to safeguard the administrator from unfamiliar things, administrators, everything being equal, should wear goggles or a face safeguard of material and plan that shields the driver from unfamiliar items.

The Commissioner of the Department of Public Safety manages the helmet regulations in Oklahoma. Before riding a motorbike in Oklahoma, whether as a driver or passenger, it is essential to verify with the Commissioner because rules are subject to change.

• Law on Motorcycle Helmets in Pennsylvania

In 2003, Pennsylvania’s helmet-requirement statute was abolished. Helmets are not needed for motorcyclists who are 21 years old or more established, who have held a bike permit for no less than two years, or who have completed a cruiser rider security course approved by the Department of Motor Vehicles or the Motorcycle Safety Foundation. On the off chance that the rider of the cruiser isn’t lawfully constrained to wear a cap, travelers who are 21 years old or more seasoned are permitted to ride without head protectors. Protective caps are obligatory for cruiser riders with student grants.

• Law on Motorcycle Helmets in South Carolina

All bike drivers and travelers younger than 21 in South Carolina are expected to wear a protective cap that has been approved by the Department of Highways and Public Transportation. The two sides of the head protector should be “reflectorized,” and it should incorporate a neck or jaw tie.

The Department is engaged to lay out and keep a rundown of endorsed protective caps as well as to propose and revise rules overseeing head protector types and particulars. Prior to riding a bike in South Carolina, it is prudent to affirm the latest guidelines with the Department on the off chance that you are dependent upon the cap regulation.

• South Dakota’s Helmet Requirement Law

All motorcycle drivers and passengers under the age of 18 are required by South Dakota law to wear a federally compliant helmet. Additionally, unless their motorcycle has a windshield with enough height, drivers of motorcycles are required by law to wear eye protection. Additionally, according to South Dakota law, passengers in an enclosed cab are not required to wear a helmet or eye protection.

A passenger under the age of 18 cannot be operated on a motorcycle unless they are secured in a helmet.

• Texas’s Helmet Requirement Law

In general, Texas regulation orders that all drivers and travelers wear protective caps that comply with the state’s Department of Public Safety’s wellbeing guidelines. The exemptions for this standard are anybody beyond 21 years old who effectively completed an endorsed cruiser administrator preparing and wellbeing course or the people who have health care coverage that covers something like $10,000 in clinical costs for mishaps while working a bike. An individual working or riding a motorbike may not be halted or kept by a harmony official for the sole reason for affirming whether the individual has effectively finished the bike administrator preparation and security course or is safeguarded by medical coverage.

• Motorcycle Helmet Law in Virginia

All bike drivers and travelers in Virginia are expected to wear protective caps that stick to or surpass the well-being principles set by the Federal Department of Transportation, the Snell Memorial Foundation, or both. Except if the cruiser has wellbeing glass or a windshield that has been endorsed by the Superintendent of the Department of Motor Vehicles or that satisfies or surpasses the guidelines and particulars of Snell, ANSI, or the government Department of Transportation, Virginia likewise commands that all bike administrators wear a face safeguard, security glasses, or goggles.

• Washington’s Helmet Law For Motorcycles

Every motorcycle driver and passenger in Washington is required by law to wear a helmet that complies with the standards set by the Washington State Patrol. Either a neck or chin strap is required on the helmet, and both must be tightened firmly when the motorbike is moving. This law is exempt if the vehicle is a vintage motorbike or automobile with a motorcycle license, or if it has seat belts and roll bars that have been approved by the state patrol.

Except if the motorbike has a windshield, all administrators should wear eye security, like glasses, goggles, or a face safeguard, that consents to State Patrol guidelines. The State Patrol has the power and ability to lay out principles and cycles for following regulations and administering the utilization of head protectors, glasses, goggles, and face safeguards. It is essential to check with the State Patrol prior to riding a bike in Washington in light of the fact that these guidelines are dependent upon future developments.

M/Z

European Standards are a statement of specifications for goods, methods, or services that must be suitable for a certain use.

Each European Standard is identified by a unique reference code and begins with ‘EN’. EN stands for European Norms. European Standards (abbreviated as EN; from the German Europäische Norm, “European Norm”). The European Committee for Standardization (CEN), the European Committee for Electrotechnical Standardization (CENELEC), and the European Telecommunications Standards Institute have all ratified technical standards that are included in (ETSI). In a transparent, inclusive, and mutually agreeable process, all concerned stakeholders develop and produce ENs.

To show how the helmet worked to the journalists in the image, the helmet’s inventor rushed head-first at a wall.

The EN standard is unique to the EU (Europe); it consists of safety, health, and environmental requirements for EU member states.

Only goods that adhere to European criteria are permitted to be sold on the EU market. Each European standard is designated by a special reference number that begins with the letters “EN” and is recognized in a wide range of industries.

The Single European Market relies heavily on European Standards. They play a significant role in promoting trade and are well-known among manufacturers both inside and outside of the European Union. A standard is a model specification that is a technical answer that a market can trade-off. All EU members must convert European Standards into national regulations.

When using European Standards, this ensures that a company will have easier access to the markets of all these European nations. The EN trumps any national norm, thus member nations must likewise revoke any that clash.

EN Standards have a favorable effect on promoting rational production, environmental protection, competitiveness, and proper consumer protection in the internal market. They also make it easier for commodities to move freely in international trade. Currently, using EN-certified technical suggestions is optional and not required.

Additionally essential to Europe’s market dominance and a foundational element of the Single Market are European standards. If Europe is to achieve the goals it has set for itself through the European Green Deal, Digital Strategy and New Industrial Strategy, they are essential.

The EN standard is accessible at all phases of development and application in practice, such as publicly available documents. These European Standards, in contrast to legislation, when addressing basic issues agreed upon by all parties, may arise without consultation and permission of all the related papers.

Standards are voluntarily agreed-upon recommendations that outline the technical requirements for certain products, processes, and services. You may be certain that your business and the items you produce comply with all relevant legal requirements by adhering to EU standards. Following standards may also boost consumer trust in your goods and services since they improve quality, safety, and dependability.

Principles of European Standard

Voluntary: If the EN standard is relevant or helpful to the product or service, it is entirely voluntary for that product or service to apply the standard.

Harmonized: The EN standard’s implementation must be in accordance with and harmonized with all European directives.

Mandatory: In some circumstances, compliance with EN standards stated in documents is required.

Who Makes EN Standard?

International Standardization Organizations (ISO, IEC, ITU), European Standardization Organizations (CEN, CENELEC, ETSI), National Standardization Organizations, Consortia, individuals, and small enterprises are all responsible for creating standards.

European Standardization Bodies

1. European Committee for Standardization, or CEN

The National Standardization Bodies of 33 European nations are united through CEN, the European Committee for Standardization. CEN works in a variety of industries, including chemistry, building, consumer products, energy, environment, food, healthcare, health and safety, heating, cooling, ventilation, and air conditioning, as well as the information society, materials, mechanical engineering, including machinery and pressure equipment, metrology, nanotechnology, security & defense, services, and transport.

2. European Committee for Electrotechnical Standardization (CENELEC)

The European Committee for Electrotechnical Standardization, or CENELEC, is in charge of establishing standards for the discipline of electrotechnical engineering.

3. European Telecommunications Standards Institute (ETSI)

The European Telecommunications Standards Institute (ETSI) creates information and communication technologies (ICT) standards that are applicable worldwide. These technologies include fixed, mobile, radio, convergence, broadcast, and internet technologies.

International Standard Bodies

• International Organization for Standardization

International multisectoral organization for standardization that operates in all sectors except for the electrotechnical and telecommunications sectors.

• IEC: International Electrotechnical Commission,

A global organization operating in the field of electrotechnology

• ITU: International Telecommunication Union,

A global organization working in the telecommunications industry

Where To Find European Standard?

The corresponding Catalogues of the European Standardization Bodies include a list of European Standards (CEN, CENELEC, and ETSI). On the relevant catalogs of the National Standardization Bodies, you may find the national adoptions of the European Standards.

One of three European standardization bodies, CEN creates standards for a wide range of goods, components, processes, and services. Chemicals, construction, consumer goods, defense and security, energy, food and feed, health and safety, healthcare, digital industry, machinery, or services are some of the industries covered by CEN. In Europe, CEN embraces ISO standards by using the prefix “EN ISO” (see also Vienna Agreement). European legislation and regulations frequently refer to CEN standards, as in the cases of CENELEC or ETSI European Standards.

Benefits of Standards

Standards provide several advantages for the European industrial sector. Standards aid manufacturers in cost reduction, foreseeing technological requirements and improving creative and productive efficiency. The European Commission acknowledges that standards have a positive impact on commerce, the development of a single market for goods and services, and innovation.

EN Standards: An Overview

Unless your product has been harmonized and compliance with EN standards is required by one or more CE directives, it is not legally required that you do so. In any event, importers are liable for any accidents brought on by dangerous items, and EN standards are an excellent guide for developing helmets. To verify that imports into the EU meet safety standards, EN standards specify typical helmet parameters, test methodologies, and processes. Importers can profit from the shared knowledge of safety helmets and their usage as production-facilitating equipment.

EN standards For Helmets

EN 397, which protects against falling objects,

EN 14052, which are high-performance industrial helmets,

and EN 50365, which are insulating helmets for use with low voltage installations.

Standards Testing For EN                                                                                           

Intertek, Bureau Veritas, and SGS are reputable test organizations that can assist in determining the appropriate EN standards for your helmet product, execute lab testing, and grant certification in accordance with those standards.

ECE 22.05 score

Economic Commission for Europe is referred to as ECE. They have developed various rules, like “guideline 22,” to establish a European standard for road safety. The minimal specifications for a motorcycle (or scooter) helmet are listed in this guideline. By doing this, they have established a sort of minimum standard for safety for helmets marketed throughout Europe. In 1982, the ECE 22.02 certification, the first ever for helmets, was released. The version of the rating is indicated by the attachment after “22.” We are currently using version 05.

ECE 22.05, is upheld by all member states of the European Union as well as other nations including New Zealand, Japan, and others. It outlines certain testing procedures, like as label specifications for motorcycle helmets and crash tests.

Helmets must additionally have a mark with the design. Where EX is the country code: “EX 05A/B-C”,

The regulation version is 05, and the most recent version is 22.05.

A stand for the helmet’s approval number B for the level of protection it provides

The helmet’s serial number is C.

One benefit is that before helmets are made available to the public, they must pass required batch testing under ECE 22.05. This means that the ECE 22.05 standard is satisfied because every production of helmets must pass required sample testing before they are shipped out of the factory.

Key Points of ECE-22.05 Standard

• ECE stands for the “Economic Commission for Europe,” which was established in 1958 in accordance with a United Nations resolution. Section 22.05 relates to the regulation where the testing criteria are laid out.
• The ECE standard shares many characteristics with the DOT standard, such as the need for peripheral vision in a 105° arc from the middle of the helmet.
• Like the DOT standard, impact absorption testing is done by dropping an object from a specified height onto a steel anvil that has a head form placed inside to measure the energy imparted. Peak-Acceleration energy at the head form is limited to 275 G to pass the test. In any areas where any surfaces or components protrude from the helmet’s shell, impact absorption and rotational forces are also put to the test.
• A free-fall drop test with a 10-kilogram (22.0 lb) weight from a height of.75 m (29.5 in.) tied to the chin strap is used to evaluate the retention mechanism. There can be no movement of the attachment point greater than 35mm (1.37 in).
• Another test evaluates the stiffness of the helmet’s shell by observing how the shell deforms while increasing loads of up to 630 Newtons are applied (141.6 lb.).
• ECE 22.05 also addresses the performance of a helmet’s visor, provided one is an important component of the helmet. In a different standard known as VESC 8, the DOT establishes requirements for visors and other eye-protective equipment (Vehicle Equipment Safety Commission). There is no penetration resistance test in the ECE standards.
• There are a few areas where the DOT and ECE standards disagree, for example, The helmet’s surface is tested for abrasion resistance, however, for this test, the performance criteria specify that the surface either breaks away or allow the test surface to pass through the helmet.
• The helmet’s capacity to transmit twisting force to the wearer’s head and neck is therefore diminished. Snaps, rivets, and other protrusions from the helmet cannot be larger than 2mm.
• Requirements for retroreflective materials are included in the ECE standard and may be applicable to member nations.
• The ECE system needed batch samples when the product started, submission of over to 50 sample helmets bills to a designated government laboratory using the ECE norms under the United Nations agreement, and verification of quality control during ongoing product, in discrepancy to the DOT system where the product isn’t subject to third- party testing before the trade.

List of EN Standards For Motorcycle

• Gloves with protection for professional motorcyclists, according to EN 13594:2002. Test procedures and requirements
• Protective gear for professional motorcycle riders, according to EN 13595-1:2002. jackets, pants, and one- or two-piece suits. basic prerequisites
• Protective gear for professional motorcycle riders, EN 13595-2:2002. jackets, pants, and one- or two-piece suits. The test procedure for assessing impact abrasion resistance
• Protective gear for professional motorcycle riders, according to EN 13595-3:2002. jackets, pants, and one- or two-piece suits. Method of testing to determine burst strength.
• Protective gear for professional motorcycle riders, according to EN 13595-4:2002. jackets, pants, and one- or two-piece suits. Test procedures for assessing impact cut resistance
• EN 13612: In-vitro Diagnostic Device Performance Evaluation
• Protective footwear for professional motorcycle riders, EN 13634:2002. Test procedures and requirements.

Codes of ECE 22.05 For Helmet Approval

The ECE standard uses the following codes that must specify the kind or arrangement of the helmet to which the approval is applicable:

“J” if the helmet lacks a lower face cover,

“P” if the lower-face cover is protective,

or “NP” if the lower face cover is not protective

stated as ECE 22.05NP, ECE 22.05J, and ECE 22.05P.

What Is Covered By The ECE 22.05 Approval?

This approval entails that the helmet is put through a series of tests to see if it provides enough protection to be allowed for usage on European roads. To gauge the degree of protection, for instance, crashes are simulated. Other considerations are the size of the field of vision when wearing the helmet or the chin strap (does it stay on your head after a fall?).

Lower Impact Energy/Velocity

The highest threshold for this standard is 275 Gs. ECE 22.05 tests on two anvils—flat and curbstone—at slower velocities than the Snell standard, although DOT and Snell required two hits on every particular spot on the helmet. As a result, impact testing is less rigorous than that of either the Snell M2015 or DOT standards. Also absent from ECE 22.05 is a shell penetration test.

Unquestionably, the ECE standard precisely specifies which parts of the helmet may be damaged during testing. Snell and DOT, in contrast, provide technicians the freedom to identify the helmet’s weakest points and expose those areas to impact. Some critics of the ECE method contend that by defining and limiting the areas of a helmet that may be subjected to impact testing, the standard may unintentionally lead to the production of helmets that easily pass the ECE test but only provide minimal protection.

Wide Range of Non-Impact Tests

In comparison to Snell M2015 or DOT, ECE 22.05 puts helmets through a larger battery of safety testing (going beyond impact and penetration tests). For instance, this standard evaluates how rough the helmet shell is. The rider’s head is likely to spin more while wearing a helmet shell that displays a high level of friction upon impact. As a result, there may be a greater chance of traumatic brain injuries and rotational accelerations. The purpose of the ECE’s abrasion test is to assist manufacturers in creating helmets that reduce the amount of twisting forces communicated to the head and neck. The ECE standard also specifies how to assess the stiffness of the helmet shell by monitoring how much it flexes in response to weights up to 630 Newtons. Like Snell, the ECE forbids manufacturers from certifying themselves as meeting its standards. Instead, the ECE mandates that every producer sends a batch of helmets to a recognized outside laboratory tasked with confirming that the submitted helmets meet the standards of the standard.

The ECE 22 helmet specifications are performance-driven rather than design-driven. By maintaining the degree of safety, they do not hinder adequate ventilation, making these helmets suited for tropical climates.

ECE 22.05 And Competition

Nearly all professional motorcycle racers contending in world championship road racing, motocross, and off-road events, including the high point sport of Moto GP, elect helmets certified to the ECE22.05 standard. These helmets are approved for competition events by the AMA, CCS, FIM, Formula- USA, and WERA.

The highest level of practical protection is provided by helmets that have earned DOT and ECE 22.05 certifications. They also have the added advantage of being lightweight for all-day comfort and rider performance.

ECE 22.05 TO ECE 22.06

The legal standard for helmets since 2000 has been ECE 22.05. The more contemporary ECE 22.06 standard will take the place of the older ECE 22.05 standard later this year.

Before we begin, it should be made clear that the ECE is unrelated to the European Union and won’t be harmed by the UK’s withdrawal. The true organization is the United Nations Economic Commission for Europe, whose members include the United States, Canada, Israel, Kazakhstan, and others. Let’s assume once more that you want your Arai to have the BSI Kitemark from the 1980s. There is no indication that the UK will depart from the ECE regulations anytime soon.

Thus, our helmets will soon start to bear the ECE22.06 nonsupervisory label. further rigorous impact testing, such as a new “rotational impact” test, and modifications to account for improvements in helmet technology during the previous 20 years.

Impact Test

The impact tests are being broadened in a variety of methods, including by dropping helmets on hard test surfaces and measuring the transmitted force inside a test “head” for a dummy. A slow-speed impact test will also be performed, and the maximum impact velocity will rise from 7.5 m/s to 8.2 m/s. This is important because “secondary impacts”—which might happen after a collision when a rider isn’t moving as swiftly but still hit their head on the pavement—can still happen. The research found that helmets that are effective in high-speed collisions are less safe in low-speed impacts because their structure is too inflexible to bend and sufficiently absorb impact energy. Finally, new locations—up to 18—on the exterior helmet shell will be utilized.

In an ECE 22.05 test, a helmet-mounted dummy head-form with force-measuring accelerometers is dropped at a predetermined speed onto an anvil, which is a flat, solid surface.

This portion of certification requires the helmet to successfully limit energy transmission to the wearer’s head as determined by the accelerometers in the head form.

The impact testing technique will be improved by ECE 22.06, which will test at various speeds, with varying angles of impact, and by examining the impacts on various parts of the helmet.

To test at collisions with both greater and lower speeds, the range of impact speeds will be expanded. It is believed that helmets made exclusively to survive high-speed hits may be excessively stiff for impacts at lower speeds, endangering the safety of the user.

Rational Test

The rotational impact test, a novel method of examining the lids, assesses how rotational or “twisting” pressures are transmitted to the brain. A “grazing” impact on a curb or car bonnet will be simulated by dropping the helmet onto an inclined anvil. The new test examines how each helmet design reduces the possibility that the brain may experience these kinds of abrupt, jerking twists in the event of a collision. Here, it will be helpful to have an exterior shell that is smooth with a lid with few protrusions that it can “grip” onto in an accident and an inside liner that has a mechanism to prevent any twisting action away from the skull.

• The last revisions to impact tests affect visors, which must now withstand projectiles of higher energy to prevent breaking from a harsher “stone-chip thrown up by a car on the highway” scenario.
• ECE 22 rules will also be updated to reflect current advancements in helmet design. Things like action cameras, smartphone speakers, clip-on Bluetooth adapters, and microphones weren’t available in 1999 when the 22.05 standards were being finalized. The ECE will conduct testing with these accessories installed to ensure that they have no impact on a lid’s functionality. This isn’t a complete solution yet because it only applies to “official” accessories that are provided by the manufacturer as authorized components. But it should mention whether there are any add-ons.

Angled Impact

It is crucial to shield the head and brain from all angles of contact, but it is also commonly acknowledged that angled hits can result in severe brain injury because of the twisting, which can happen even when there isn’t much impact velocity. In addition to direct hits, helmets will also be subjected to angled impact testing (on an anvil at a 45-degree angle) as part of the ECE 22.06 rotational acceleration testing.

Helmets are dropped from a predetermined height onto a variety of surfaces in accordance with ECE 22-05 and 22-06 to assess the helmet’s capacity to deflect impact energy.

• Therefore, there is a sizable set of extra tests for lids. When will these new, maybe safer helmets be available? By this summer (2020), the final regulations may be in place, and helmets might come soon after. However, it won’t be until at least 2021 before they are available. If you need a new helmet in the meantime, don’t worry—ECE 22.05-compliant helmets will continue to be recognized for use on public roads, just like the BSI-stamped helmets did when ECE 22.05 took over.
• Since internal sun visors and flip-front helmets are both far more widespread today than they were in 2000, the ECE regulations will also apply to these new advances. Sun-visors will now need to adhere to a specific darkness level, and The chin bars of flip-lids will be tested both open and closed (these can be a little darker than at the moment but must be used with a clear main visor).
• With the 22.05 permission, Dealers will have three years to sell off their helmet stocks, but once the 22.06 regime is in place, you can expect supplies to disappear quickly. It’s also crucial to remember that many pricey helmets now available comply with ECE 22.05 criteria. with ease, meaning they might possibly meet ECE 22.06 requirements as of right now.
• a belief that the energy absorption criterion imposed by ECE 22-05 was not high enough.
• Dropping the helmet upon an anvil or a kerbstone served as the standard method under ECE 22-05 for measuring energy absorption. An artificial head that is within the helmet is equipped with accelerometers that track energy absorption. The helmet is dropped at a speed of 7.5 meters per second from a height of 2.87 meters, resulting in an impact speed of around 17.5 mph. Although it may not seem like it, most accidents do not entail a direct collision with an object as rigid as an anvil. Frequently, a windscreen or car’s bodywork will absorb part of a glancing hit or come together.

The energy absorption level under ECE 22-06 stays the same, although, under the new test regime, helmets will be dropped at a faster but also slower pace.

The purpose of ECE 22.06 is to increase motorcycle helmet safety. The low and high-speed impact tests were created since secondary collisions are one of the main causes of injury. A lot of the more recent advancements, such as flip fronts, Bluetooth systems, and inbuilt sun visors, are not covered by the earlier laws and were presumably thought new inventions that needed to be reviewed.

“For end-users, that means that modern helmet designs should provide better protection than their predecessors. 

Difference Between ECE-22.05 And ECE-22.06

• Several endurance tests are part of the new ECE 22.06 homologation.
• The impact points are the main distinction between the two homologations. Six sites of impact were formed on the shell with homologation 22.05, however, there are 12 more places with homologation 22.06.
• An impact test was previously conducted with homologation 22.05 at a speed of 7.5 m/s from a height of 3 m.
• To mimic additional impact circumstances in various contexts, the revised homologation includes 3 impact tests at various speeds (i.e., heights):
• In addition to being struck at a speed of 8.2 m/s, the shell is also struck at a speed of 6 m/s from a height of 4 meters. Other differences include testing the screen for resistance to collisions and fog.
• The rotational impact test, however, represents still another significant distinction between the two homologations. The most difficult test yet is the simulation of an impact in a rotating fashion.
• The helmet will display the year it was made.
• Measurements and sizes will all be in centimeters.
• The use of anti-fog visors and sheets is required.
• The light transmission restriction for tinted visors is reduced from > 50% to > 35%. (The color of the Lexan smoke material must be modified).
• A high-speed test will be performed on the visors (60 m/s with a 6 mm sphere, ocular regions).
• The visors must pass optical tests and have a light transmission rate of at least 20% (now, we are between 14% and 18%; the color of the Lexan smoke substance will change).
• Only the cold is modified, going from -20°C to -10°C, and the solvent test is eliminated.
• P/J helmets: the tests need to be done both with and without the chin bar, or with it closed and open (red lock control button).
• Intercom systems and/or other devices in helmets: testing must be performed with the helmet both “prepared” and with the item fitted.
• Chin bar dynamic testing with traction toward the shell’s rear
• Test of helmet roll from front to rear is included.

If My Motorcycle Helmet Has A ECE 22.05, Should I Change It?

No.

As of June 3, 2022, motorcycle helmets produced and sold in the European Union are subject to the new ECE 22.06 rule. From that point forward, all tests must be conducted in accordance with the obligatory standard 22.06. By 2023, all helmets produced must comply with the new rules. Therefore, because the two standards will cohabit for a few more years if your helmet is homologated with ECE 22.05, there is no need to alter it.

Criticism of ECE Certification

With usage in close to 50 nations, the ECE certification is the most widely recognized standard globally. Even though it is regarded as one of the world’s strictest certifications, it nevertheless has its detractors. One of the defenses is that the most recent iteration of the ECE exam no longer includes a penetration test. The helmet’s ability to pierce a sharp item is measured by the penetration test (such as a motorcycle footstep or the spike from a fence).

The helmet is always tested for impact at the same location, which is another counterargument. To increase their chances of being approved, a helmet maker should strengthen the area that is evaluated.

In addition, the ideologies of the various helmet manufacturers vary. One manufacturer may be devoted to a shell that reshapes and splits impact energy. Another company would argue that a very robust outer shell is required and that a soft inner shell can act as a crump zone. There is no holy grail, but the ECE standard may be thought of as a minimal degree of safety that is assured.

M/Z

There are different factors to consider when looking for the best motorcycle helmet camera. It has to be durable since it’ll be exposed to the elements while riding, has excellent video quality, captures all the action, and has a camera that’s easy to mount on the helmet, among others.

We’ve put together a list of the best motorcycle helmet cameras based on these factors and more to help you find the perfect one for your needs.

Best Motorcycle Helmet Cameras for Riders

AGV Motorcycle Helmet

Every rider is different, and so are their needs for a motorcycle helmet camera. That’s why we’ve put together a list of the best helmet cameras in 2022 for every type of rider, from the casual to the hardcore. Whether you’re looking for a camera that’s easy to use or one that captures all the action, we’ve got you covered.

• The GoPro Hero7 Black

This is a camera for the casual rider. It is a great option for riders who want to document their rides without worrying about technicalities. It is also a good choice for those new to using helmet cameras.

• Crosstour CT 7000

It is one of the best action cameras on the market. The video quality is excellent, and the battery life is perfect. The camera is effortless to use, and it comes with many accessories such as a remote control, waterproof case, and helmet mount.

• Garmin VIRB Ultra 30

The Garmin VIRB Ultra 30 is another excellent action camera for motorcycle riders. It is elementary to use and has excellent video quality. It also has GPS, voice control, and Wi-Fi. The battery life is good, and it comes with many accessories.

• The Sony HDR-AS100V

This is a camera for the rider who wants great video quality. It captures 1080p video and has built-in stabilization to ensure that your videos are smooth and steady.

Features of a Helmet Camera

There are a few things to consider when looking for the best motorcycle helmet camera. Here are some of the most important factors;

• Durability

Since the camera will be exposed to the elements while riding, it must be durable. Look for a weatherproof camera that can withstand being dropped or bumped.

• Video quality

The video quality is crucial if you want to capture all the action. Look for a camera that captures 1080p video or higher. 1080p means that the video is captured at 1920×1080 resolution. Therefore, the higher the resolution, the better the video quality.

• Mounting

You’ll need to mount the camera on your helmet, so make sure that the camera you choose has a mount that is compatible with your helmet. Mounting the camera on your helmet will ensure you capture all the action while riding.

• Ease of use

You don’t want to be fiddling with your camera while riding, so make sure your chosen camera is easy to use. Look for a camera that has a one-touch operation or an easy-to-use interface.

• Battery life

Since you’ll be using the camera while riding, battery life is essential. Look for a camera that has a long battery life so that you can capture all the action without having to worry about the battery dying.

Different Motorcycle Helmet Camera Mounts

Mounts help keep the motorcycle helmet camera in place while driving. There are different mounts for motorcycle helmet cameras, depending on your specific needs and preferences. It’s advisable to choose the one that will work best for you.

• Suction cup mounts

They’re the most popular options because they’re easy to use and install. They’re mostly used with cameras that have a standard tripod thread. Examples include the GoPro and Contour cameras.

• Chin mounts cameras

These mounts attach the camera to your motorcycle helmet’s chin. They are best for action cameras with a wide field of view, such as the GoPro Hero and the Contour Roam. They provide a great view of the road ahead.

• Adhesive mounts

These mounts are very similar to suction cup mounts but use an adhesive instead of a suction cup to attach the camera to your helmet. The advantage of adhesive mounts is that they are much easier to remove than suction cup mounts. Examples are the RAM Mounts and the GlueDots mounts.

• Handlebar mounts

These mounts attach the camera to your motorcycle’s handlebars. They provide a great view of the road ahead but can be challenging to install. Examples are the RAM Mounts and the ProClip USA mounts.

• Fork mount cameras

These mounts attach the camera to your motorcycle’s front forks. They provide a great view of the road ahead but can be difficult to install.

‘Helmet-camera-mount’

Related: Top Safest Motorcycle Helmet Brands Today

Reasons to Install a Motorcycle Helmet Camera

There are many reasons you should wear/install a helmet camera on your motorcycle

• They can help you document your rides

In case of an accident, a helmet camera can provide evidence to support your version of events. In addition, if you capture something interesting or exciting while riding, you can share it with your friends and family.

• They can help you improve your riding

If you review the footage from your helmet camera, you can see where you can improve your riding. For example, if you keep veering off to the side, you can adjust your riding to avoid this.

• They can help you stay safe and avoid accidents

A helmet camera can help you stay safe by making you more aware of your surroundings. If you wear a helmet camera, you are less likely to be involved in an accident. This is because you are more aware of your surroundings and can take evasive action to avoid an accident.

• They can help you save money

A helmet camera can help prove that the other party was at fault if you are involved in an accident. This can help you save money on your insurance premiums.

Final Thoughts

A helmet camera can be an excellent asset for any motorcycle rider. Whether you want to document your rides, improve your riding, or stay safe on the road, it can help you achieve your goal. When choosing the best motorcycle helmet camera, consider the resolution, mounting, ease of use, and battery life. With so many different models on the market, you will surely find one that meets your needs.

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Top 10 Safest Motorcycle Helmet Brands Today

AGV

Italian helmet maker AGV has been making fine helmets since 1947 and, even though they’re now part of the Dainese Group, their protective qualities continue to shine through, providing a benchmark for safety and performance when it comes to protecting riders. From MotoGP to Motocross and every road or trail in between, AGV is dedicated to providing the pinnacle of riding performance. Of 6 AGV helmet models tested since 2016, three scored a maximum of 5 stars (Corsa R, Pista GP-R, and Veloce S), and the rest were four stars, showing you really can trust an AGV. AGV carries DOT certification (US), a European ECE 22.05 safety rating, as well a SHARP rating (UK).

But why aren’t AGV helmets SNELL certified? Are they not as good? Or what’s the difference between Snell and Sharp ratings? While all the different certification standards strive to offer the best benchmark for protecting their wearer, they achieve this result in slightly different ways. SNELL tends to concentrate more on the anti-puncture properties of a helmet and ultimate protection in a single crash, whereas SHARP focuses more on energy dispersion and the continued protection of a helmet shell through multiple impacts. The two also test impacts at different angles, SNELL focusing on perpendicular impacts, while SHARP on oblique. Though both are excellent brands of safety, they are also mutually exclusive. In order to successfully pass one angle of tests, a helmet will often fail one or two of a different standard’s tests and vice-versa. AGV aligns more with the SHARP approach to safety and their helmets carry this certification in the UK. Since SHARP is not a U.S. standard, AGV helmets are produced with DOT ratings for our market.

Shoei

There’s very little to choose between Shoei and AGV in 2022. In fact, AGV does edge Shoei when it comes to Sharp ratings of their ECE helmets, but Shoei ranks slightly higher because eight Shoei helmets are Snell certified (remember AGV doesn’t do Snell). Shoei is known for producing more expensive, well-built helmets at the top end of the market. All of which shows in their excellent ranking. Across all 14 ECE Shoei helmets tested ever, they’ve scored an average of 4.14/5, and of their most recently racing tested helmets, both the X-Fourteen and RF-SR scored maximums. They also have a few helmets Snell certified – including the X-Fourteen and RF-1400, so both their ECE and DOT helmets are proven protective lids. All Shoei helmets produced for the European and American markets meet the ECE and DOT regulations. From its MotoGP race team service to world-class racers like Marc Marquez, Bradley Smith, and Malcolm Stewart, Shoei helmets are put through the wringer, resulting in fine-tuned masterpieces.

Arai

Arai’s excellent average score has risen to 4/5 over recent years. Of 6 Snell helmets tested since 2016, their average score has been massively helped with both the Signet-X and Corsair-X, scoring a maximum of 5 stars for safety while all the others scored a fantastic 4 stars. In fact, nobody gets more of their helmets Snell-approved than Arai (most recently including the Classic V and XD4). All of which means – now more than ever – you can trust Arai’s latest generation of helmets to perform.

Shark

Quality French maker Shark Helmets has had 10 helmets tested by SHARP in the last few years with an average score of 4/5 stars. This is no surprise because whatever the style of helmet and whatever it’s been made of, every single helmet tested by Sharp since 2016 scored 4 stars, which is an awesome performance (plus the chin bars on both modulars (including the Evo-One 2) scored 100% – which is a real rarity). All in all an amazing job from the French helmet masters.

Nolan

It’s the daddy of the Nolan group brands. Every single one of the thirteen tested Nolan helmets have scored 4/5 stars in the SHARP safety test. Just Wow. What’s also notable is that each of their tested flip-up helmets scored 100% when it came to keeping their chin bar fully locked – which really isn’t easy to do. That’s a real testament to their design, manufacturing, and quality control excellence.

HJC

HJC specializes in lower-priced helmets, so you don’t have to max out your credit card for great protection. Their reputation is partly because of old favorites like the five-star rated HJC FG-ST and partly because their newer C70 polycarbonate lid hit a five-star rating too. Overall, their 10 most recently tested helmets have scored a very decent 3.8/5 SHARP stars. It’s also worth noting that HJC has several helmets Snell approved too – back in the old M2015 certification days before they brought in the 2020 standard. So, helmets like the i10, Motorsport H10 Carbon, and outgoing CL-17 are both great protecting Snell helmets.

Bell

Despite their three-star Bell Qualifier DLX MIPS having spoiled the party a bit, Bell is still doing great. Having said that, Bell has scored a massive 4.27/5 across all 15 tested ECE helmets over the years, which is one of the highest ratings of any helmet brand overall. And, of course, Bell does get a heap of their DOT helmets Snell certified – including the Stars, Moto-9, and SRTs – so, all of those are top-rated for protection. 

Nexx

Portuguese composite helmet specialists Nexx don’t get their helmets Snell certified, unfortunately, but they’ve had a few of their ECE helmets tested by SHARP with their most recent XG 100R scoring a very decent 4/5 stars. All their other helmets score 3/5.

Icon

Appealing to the dashing young rider with flash and force, Icon Motorsports and their insane marketing department have been turning heads for the part of the millennia. The company operates very simply, offering just 3 standard full-face helmet choices and one dirt-inspired full-face option. Though their helmets are DOT approved,  they aren’t Snell 2010 certified. Many U.S. race tracks require the certification to participate in a track-day event. As far as raw protection is concerned, my vote goes towards anything that is made with fiberglass or, better yet, carbon fiber.

Scorpion

Scorpion Exo has had 20 helmets tested by SHARP over the years, with their most recent 9 helmets scoring a respectable average of 3.2 out of 5 stars. A few of their helmets – including the R2000 and R420 – have been Snell certified too, which is always great to see. They might have low ratings, but don’t forget, that they got better performance than lots of big-name helmet makers managed.

Schuberth

It’s probably surprising that, given their reputation for build quality and price, Schuberth could only scrape onto our list in tenth place. But the tests speak for themselves: Of their seven helmets tested so far, they’ve scored an average of 3 of 5 stars with a couple of quality 4-star helmets being offset by a pair that scored just 2-star ratings. All recently tested ECE and DOT Schuberth helmets scored an average of 3 stars. Remember to replace your helmet after a crash, drop, or five years. Why five? After that time, the adhesive that holds it together and helps it correctly dissipate the force of an impact decays. For that same reason, you should never buy a used helmet. If you can visit a shop to try on different brands. Some fit different head shapes better than others.

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