motorcycle helmet

How to Buy a Motorcycle Helmet
There is much to know before you select the only piece of apparel that is likely to save your life. Arm yourself before shopping

For a new rider, buying a helmet may be more daunting than choosing a bike. Unless he or she has studied the subject, asked a lot of people for information, and done some window shopping, the matter may be an afterthought at the end of a bike sale or something that you have to rush to get done before riding the used bike you are buying. As a result, you may simply buy a helmet that looks like you want it to or one that the dealer suggests. Doing so can make your riding experience substantially less enjoyable than if you get a helmet that works properly on your head.

Even an experienced rider who is just replacing an old helmet may find the process intimidating and difficult. Dealers may not carry the make, model or size you are interested in. You may not even be sure what size to ask for. Friends may offer advice about fit or comfort that isn't true in you case because your head is different. There is a maze of certifications and features that you aren't sure about. You might have specific graphic requirements in mind. And you don't know which ones offer the best protection.

Why Bother?
The April 2003 issue of Motorcycle Cruiser included a comparison of modular (or flip-up) helmets, including this Arrow. Photo by Jim Brown.

Let's stop and discuss the claims that you are more likely to get in an accident if you are wearing a helmet. All studies of the matter from U.S. and other places in the world, indicate that riders who wear helmets crash less frequently and suffer fewer injuries and deaths if they do crash. They are less likely to suffer long-term or permanent disablement caused by head or neck injuries. A helmet that meets the D.O.T. standard offers significant protection if you crash. By cutting down ambient wind noise, helmets can actually help you hear other sounds better. By reducing fatigue from the wind, they keep you more alert. By protecting your eyes from the wind, they allow you to see better. A full-face helmet can keep you from being distracted when a large insect hits your face. And if you bright a bright-colored visible one, you will be more conspicuous in traffic, making it easier for other motorists to see and avoid you.

To aid in your quest for the best helmet for you, we have compiled the following guide, organized into ten steps, starting with the most important steps first and moving on to lesser considerations.

If you are looking for a modular or flip-face helmet, see the comparison of seven of them in the Accessories and Gear section of MotorcycleCruiser.com.

1. DOT Certification
Helmets are tested in facilities such as the Head Protection Research Labratory shown here. Drop tests with an instrumented head form measure a helmet's ability to absorb energy in a crash. Photo by Art Friedman.

A helmet is of no use if it doesn't provide protection, and that D.O.T. (U.S. Department of Transportation) sticker on the back is your assurance that when the day comes, the helmet will perform. The D.O.T. standard (officially designated Federal Motor Vehicle Safety Standard no. 218) requires, among other things, that a helmet soak up a significant amount of impact energy, prevent most penetration, and have a fastening system that will withstand significant force.

The D.O.T. standard works like this. If the manufacturer certifies that its helmet passes the D.O.T standard, it can make and sell that helmet with a D.O.T. sticker. The division of the Department responsible for such things periodically buys helmets and send them to independent labs for testing to confirm that they actually do meet the standard. The D.O.T. posts the results on its website in a pass/fail form. A helmet that fails can fail for performance (it allowed too much energy through in the impact testing or the chin strap failed), which the buyer should be concerned with or for labeling (which isn't likely to matter to the buyer). The results may be found at the NHTSA site.
Though this Harley helmet looks like a novelty helmet, it is actually built to DOT standards and will provide significant protection in the area that it covers. With any shorty helmet, it is essential that you perform the roll-off test discussed here.

You can make a case that it's worth getting a helmet that meets some of the other standards, notably those of the Snell Foundation. For one thing, when a manufacturer has gone the distance to meet both D.O.T. and Snell, it has usually made the effort to provide other features and benefits. However, the difference between the protection offered by a "novelty" helmet that does not meet any standards and a basic D.O.T. helmet is huge--the difference between life and death or the difference between animal and vegetable--while the difference between a D.O.T. helmet and a Snell helmet (which also meets D.O.T. requirements) is comparativey minor.

However, an increasing number of helmet experts say that you are best off with a helmet that meets D.O.T. only, that is, a helmet that doesn't meet any other standards. For a complete discussion of this issue, see thisMotorcyclist Online article discussing head protection and standards by our sister magazine.

The Snell Memorial Foundation has useful information for helmet buyers on its website.

There are many differences between phony helmets and real D.O.T.-blessed types, but one of the most important is the use of an expanded polystyrene (EPS) foam liner (which resembles Styrofoam) inside a real helmet. It is the EPS that actually absorbs the energy of an impact. In doing so, it gets crushed, and unlike the foam-rubber comfort liner, it is non-resilient. Once crushed, it has lost its energy-absorbing capability, which is why a helmet should be replaced once you taken a hit in it. Look for the EPS liner if you have any doubts about the helmet being a genuine D.O.T.-compliant model.

2. Retention
An essential test before buying or using a helmet, is the roll-off test. With the strap securely fastened, grab the rear lip of the helmet and try to roll it forward off your head. Don't stop just becuase it hurts a bit. If it comes off, you need a different helmet. Photo by Art Friedman

A helmet is also no good if it doesn't stay on when you get off unexpectedly. You should check if the helmet you are trying on will stay on your head using a simple test. Fasten the strap snugly (you should feel some force on your chin). Then grab the rear of the helmet and try to lift it up and roll it forward off your head. Even when it hurts, you should not be able to get the helmet off. This is more likely to be an issue on half helmets or open-face helmets, but we have seen some full-coverage chinbar-style helmets that failed this roll-off test on some riders. Motorcycle Cruiser's own Andy Cherney has a head shape that many helmets can roll off of, so he needs to be certain that the helmet will stay on his head by using this test whenever he gets new one. On most helmets, the strap will fasten by passing through two D-rings. Though there have been a number of quick-fasten buckles and other ideas introduced over the years, we think this remains the most effective, convenient and comfortable fastening system.

The Feds are looking at revising the standards to include standards for roll-off prevention, but the only standard that matters will continue to be whether you can pull a fastened helmet off your own head.

3. Fit
A full-face or open-face helmet should grip the cheeks slightly as well as the rest of the head. This one looks a little large. Photo by Art Friedman.

Part of retention is fit. Most helmets come with advice for fit and sizing. Most dealer accessory-sales personnel also have some training in fitting a helmet. Basically, the helmet should fit snugly so that it is stable when you shake your head side-to-side, front-to-back or up and down. A full-face helmet should grip your cheeks and jaw as well as the top and sides of your head. A helmet that is too loose may come off in a crash, and one that is too tight will be uncomfortable (see the next section for more detail). If it only contacts the top of your head, that will soon become uncomfortable. Proper fit means that it is snug enough that your skin moves with it when you try to move the helmet on your head.

The fact that you wear a Medium in one brand and model does not mean that another model will fit you best in the same size. Though my preferred helmet is size L, I need an XL in another model from the same maker and occasionally find a Medium that fits comfortably too.

4. Comfort
Arai's Renegade is a favorite of some of Motorcycle Cruiser's staff members for its comfort.

A helmet ranks with a motorcycle's saddle among the factors that can make a long ride enjoyable or turn it into agony. If you take the time and effort to find the most comfortable helmet for your hear, it will be paind back manifold by making long rides more enjoyable and comfortable (even more conmfortable than riding with no helmet at all). Comfort can be tricky to determine, but might make the difference between loving and hating your helmet, so we will spend some space to discuss it. The buyer should take time to assure that his new helmet is comfortable.

Some people claim that there is no such thing as a comfortable helmet. We once experimented with such a rider and were able to make a believer out of him by providing a large (40 models) selection of helmets that he could choose from and letting him try as many as he liked. Although the ones he was initially drawn to confirmed his belief, soon he found some that were comfortable. He begrudgingly admitted that a top-shelf chinbar-type helmet, which not surprisingly was an Arai, was quite comfortable. We sent him out to ride for a couple of weeks with it, and though he initially thought it felt claustrophobic, he soon became a believer. He purchased one (with a color scheme that suited his tastes) soon after and has ridden with the same brand and style since.
This Lazer Century modular helmet displays some of the items involved in making a helmet comfortable. The soft-foam comfort liner and the way in colds your head and easrs is vital. Venting plays a part, and features like the chin dam, intended to reduce wind noise, can also help. Photo by Jim Brown.

This rider's experiences confirmed several things. First, it shows again that virtually anybody can find a truly comfortable helmet if he or she takes the time to try more than one or two on, but that it often won't be a cheap one. It confirmed that full-face helmets are usually the most comfortable, although some riders may find better comfort in open-face helmets. (We don't know of anybody who has approached the situation with a completely open mind and the opportunity to try a lot of helmets and then said that a shorty (or half helmet is more comfortable on a long ride.) It reinforced that many riders, even experienced ones, simply have never had a chance to try enough helmets to discover one that fits. It may take trips to several dealers to find the size, make and model that works for your head. It also confirmed that the well-known brands are ones most likely to be the most comfortable.

From my experience conducting helmet comparisons at sister magazine Motorcyclist, the full-face helmet brand that best suits the most people is Arai. The company makes several models with different shapes that fit different heads. It also offers interchangeable cheek pads in many models to accommodate different cheek shapes. Almost as popular is Shoei (which tends to fit me personally better than Arai or other brands). Other brands that fit most comfortably for some of our riders are AGV, Nolan, FM, HJC, and Bieffe. However, the helmet market is not stagnant. Models are constantly being revised and upgraded. A new version of a helmet that didn't fit comfortably before may change to work perfectly it is updated form. It may also go the other way. For example, I liked the Shoei RF-200 quite well, but the RF-700 was a slight step back in comfort. The next generation, the RF-900, fits better than either of the others. Other makers, some that were once regarded as just budget helmet makers, have made strides and are building very good helmets at the tops of their lines now. The market shifts and the brands that were most comfortable last time you shopped might not be the best any more, while the brands that were not worthy of consideration five years ago have sometimes made great strides.
There are an increasing number of unique and thoughtful details being included in helmets recently. This Schuberth Concept, foe example, includes a small compartment with first-aid and helmet-removal instructions (which could be important on a modular helmet with its huinged and latched face section. Photo by Jim Brown.

General factors that seem to make a comfortable helmet are plenty of comfort padding (the soft foam-rubber padding that touches your head), a good seal around the ear (but not on the ear itself), a neck roll that nestles against the back of your head and neck and an absence of protruding components (most often caused by shield mechanisms or strap attachments) inside.

A helmet that fits well might be tight as you pull it on because the foam components that seal out the wind noise should be smaller than the inside of the helmet. If a helmet pulls on too easily without resistance of such padding, it will probably be noisy and may not fit snugly enough to stay put. Slightly snug is better than too loose, since the interior will tend to settle and compress a bit, molding to your head. If it moves around when you nod your head vigorously, it's probably too loose.

When trying on a helmet, don't just pull it on and take it right back off. Pull it on and position it properly (which normally means so that you can use the top of the face or eye opening as a small sun visor). The helmet should stay in position even without the strap secured. Fasten the strap and leave the helmet on your head for a while. Fifteen or 20 minutes is a good test. Let it settle in. There should be no pressure points. These usually seem to occur around the crown or in the forehead. The helmet should provide even pressure all the way around with no hard points. Your ears shouldn't be pressed, but if your ears are sealed in a bit and sounds around you diminish, that is fine. This will help block wind noise, which will protect your hearing and actually help you to pick out other more important noises.

One of the advantages of developing a relationship with a motorcycle dealer is that he may let you ride with a helmet that you are considering buying. If you have this opportunity, take it. Alternately ask if you can bring the helmet back, say within 30 minutes or an hour for a refund. (Better do it on a day when you skipped the cologne.) A test ride can reveal many things about wind noise, pressure at speeds, how engine noise comes into the helmet, etc. Some helmets may be noisier behind your windshield or have some other issue that only arises when they are on you while you are on your bike. The Arai Renegade, one of the most popular helmets among Motorcycle Cruiser staffers, fit me very well when I tried it on, and looked like it had a shot at becoming my favorite helmet. But when I rode with it, there was some air movement and wind noise that bothered me slightly. Other staffers don't have this issue, so it is just my particular head, but the ride would have provided a critical bit of information if I'd been planning to buy.
That DOT sticker is pretty solid assurance that the helmet will provide good protection when you need it. Snell certiifcation involves an added layer of testing and quality. Photo by Art Friedman.

Should weight be an issue? A heavy helmet does not seem to have any safety drawbacks (and it may have an advantage if the weight is in extra energy-absorbing EPS padding). Perhaps because I have been wearing helmets since they all were heavy, I have never noticed weight. Even the porky Simpson helmets we tried a few years ago didn't seem weighty to me (but perhaps it was all the other distractions they created). I have noticed that heavy helmets tend to be steadier on bikes where the windshield causes buffeting. For those who want a light helmet, there are some surprisingly light helmets out there, even with full coverage, but I think weight is probably less important than other factors and can actually be an asset.

You may hear someone say that heavy helmets (or even all helmets) are likely to cause neck injuries. This is not true. In fact, just the opposite is true. Helmeted riders suffer fewer neck injuries.

Before settling on one helmet, try on a lot of different brands and models. If one brand seems to be comfortable, try other models from that range for similar shapes with slightly different interiors.

5. Coverage
Full-coverage helmets, such as this Arai, offer maximum protection and other advantages, such as integrated eye protection.

This is definitely a case of more being better. A full-coverage open-face helmet offers better coverage than a shorty (or half helmet) and a full-face helmet (i.e., one with a chinbar) provides more protection than an open-face style.

A recent study (January 2003 issue of "Annals of Emergency Medicine") found that motorcyclists with facial injuries are 3.5 times more likely to have a brain injury and those with facial fractures are 6.5 times more likely to have such injuries than those without facial damage. The study, conducted at the UCLA School of Public Health in Los Angeles, California with Dr. Jess Kraus as lead author looked at 5790 motorcyclists injured in crashes and reported that one in four had facial injuries with 411 sustaining facial fractures. It makes a strong case for getting the most possible coverage from your helmet.

Look for a helmet that provides not only more shell coverage but also more coverage from the EPS liner (the hard Styrofoam-type foam) inside, since it's the EPS that actually absorbs the energy of an impact. Some helmets just cover the minimum mandated area with EPS. Others line the entire shell with it. The EPS should extend to the chinbar if the helmet has one.

Somewhere between the full-coverage helmets and the open-face helmets are those with flip-up facial sections, called "modular," "system" and flip-face helmets, which offer advantages of both kinds. We tested seven modular helmets for the April 2003 issue of Motorcycle Cruiser.

Does facial coverage make any difference? Consider going jaw-first into the back of a car, and remember where your jawbone will end up if it gets pushed up into your head.

6. Faceshield
Open-face helmets, such as this KBC, offer good protection but don't cover the face, which leaves the rider less clautrophobic but more exposed. It includes a vent.

If you are buying a helmet with a faceshield, the shield probably has certification info molded into it, as all quality shields that we have seen do. The relevant standards are VESC-8 and ANSI Z-87. Snell-certified helmets also have meet the Sneff Foundation's faceshield standards. The shield should seal all the way around the edges of the helmet opening and be easy to operate and stay in position when raised. While you are trying the helmet on, close the shield and look for signs of optical distortion (such as straight lines that get curvy). If you note distortion anywhere near your normal line of sight, you should probably select a different helmet. Distortion is rare these days but can be quite annoying and tiring on long rides. Unfortunately, quality faceshields have gotten quite expensive, but the good news is that they resist scratching and are much more durable, so that the cost stretched over several years is about the same or perhaps even lower. In any event, the shield should resist scratching. Most offer UV protection. The best shield mechanism designs have provisions to crack the shield open to prevent fogging and to change without tools. I can quickly change shields on my favored Shoei RF900 without taking the helmet off my head. A simple screw pivot, once the standard, is now pretty outdated and inconvenient and is likely to break or back out.

An extra faceshield (a tinted one to complement the standard clear) is a nice feature. You might want to buy one if it is not included. And ask about availability of shields.

7. Convenience features
Shoei's quick-change facesgield mechanism allows quick, simple changes. The unique Troy Lee-designed paint scheme adds significantly to the cost. Photo by Jim Brown.

An extra shield and a quick-change faceshield mechanism are the best convenience features. A storage bag is useful and some can even help you carry a spare helmet on your bike, though you can purchase bags for this purpose from other sources too.

Some helmets have features to help you fasten the strap or to secure the strap's end when it is fastened to prevent the strap from flapping, which can be quite uncomfortable. If your state requires a reflective patch on the helmet, that should be included with the helmet. A variety of other features, such as a breath guard , may make your helmet more convenient. And, as is the case for large-nosed wearers who buy helmets with these breath deflectors, the features should be easy to eliminate if they prove inconvenient. Padding that can be removed and washed is a nice feature, particularly if you live in a humid climate.

One not-too-obvious feature we have learned to appreciate is Nolan's scratch-resistant finish. We have seen Nolans dropped from 15 feet onto pavement without a scratch on the shell, and one we lab-tested for our flip-face comparison had only a tiny scratch after multiple impact-test drops. The other helmets in the comparison (See Motorcyle Cruiser, April 2003) showed the results, but not the Nolan. Other helmets with similar polycarbonate shells may be equally scratch-resistant.

8. Comfort features
Vents come in an array of locations and configurations. Top vents tend to cool your scalp, while chinbar vents clear the faceshield and cool your face. Photo by Art Friedman.

Venting is the primary issue here. Other riders might put it a bit higher on the list, but I can't feel much difference between vented and unvented helmets. In most cases I can't even tell if the vents are open. The primary advantage I see from vented helmets is that the shields are less likely to fog. However, for those that can tell the difference, this can be an important consideration in hot weather.

Vents may have some drawbacks. For one thing, protruding scoops are particularly susceptible to damage if the helmet is dropped or scraped against something while you are carrying it. Because they intercept the wind flow, they may also create some wind noise. Some helmets with top vent scoops stick up just far enough to engage the turbulent air flowing over the top of a cruiser's windshield. With one helmet with no scoop, I didn't notice this turbulence, but it became an issue when I wore a similar helmet with a scoop.

Other comfort features you might encounter are padded straps and different, interchangeable padding shapes to fit your head shape.

9. Appearance
The author's orange Shoei RF900 is hard to overlook during the day, which he appreciates in traffic. Henny Ray Abrahms photo.

There is a mind-boggling variety of graphics available on top-shelf helmets these days, but you will pay a premium for them, and the more complex they are, the more they tend to cost. If a dealer shows you a helmet you like with complicated graphics and quotes a horrifying price, ask what it would cost in a single color. The difference is usually significant.

Before you settle on basic black, however, consider a brighter color. The Shoei RF1000 that I currently wear 97.9 percent of the time is painted a solid bright orange. When I first started wearing this color scheme, I was amazed at how aware other drivers suddenly became of my presence. Over the years I had tried spotlights, headlight modulators, and bright suits and jackets. Nothing ever had the effect that my orange orb created. If orange is a little too, er, individual, for you, other solid bright colors would probably have similar effects. Florescent colors would be good, but solid yellow, red or white will also stand out more than black or another dark color during daytime. I am also convinced that a solid color is more visible than any pattern or graphic. While a checkerboard scheme might make a large surface more eye-catching, I think a helmet is too small for these sorts of treatments to increase conspicuity.

If you want to match your bike's paint, you have several options. In some cases the manufacturer of your motorcycle will offer a helmet line color-matched to your model. Browse its website or accessory catalog to see what's available. These are often only available for a year or two after the paint scheme is introduced. Some helmet manufacturers also consciously make colors to match popular models each year. If you plan to have to the helmet custom painted, a solid color, preferably basic white, is probably the best choice.

10. Cost

Chances are that the helmet that fits your head the best, has the most useful features, and feels the best on your head costs substantially more than the cheapest models you tried. If the cheapest helmet you saw fits as well as or better than the pricey model and has a D.O.T. sticker, then go ahead and buy it without qualms. The protection will be comparable.

However, if you are shocked by the expense of the helmet that works the best, there are a couple of things that might get the price down. First, heed the note above about the price of graphics. Second, there may be a similar model in the same line with fewer bells and whistles. A model with less elaborate venting may cost substantially less, for example.

Yes, you can order it by mail, but if a dealer spent time and made an effort to fit you and find you a helmet, then you have an unspoken contract to buy it from him if he has or can get what you want. The dealership paid for the cost of stocking the helmet and helping you find what you wanted. If the cost is simply out of reach, ask if the price has any room for negotiation. Don't think that your dealer doesn't notice if you come in to try on helmets then show up a week later with a new helmet of the same type that you bought elsewhere. This might be the number-one complaint I hear from dealers about customers. I suspect that customers who pull this deal pay for it somewhere else later.

Finding the right helmet may be more time-consuming than buying a bike, but it can be just as rewarding.

Interested in becoming an authorized Helmets Inc. dealers? You've come to the right place. We only sell our high quality DOT, Snell and novelty motorcycle helmets through dealers. And we supply over 800 bike shops with our Rodia and Caliber helmet lines.

As a dealer you'll enjoy prompt shipping, generous terms, great margins, simple exchange program, hottest selling designs, excellent customer service and many more benefits. For more information about becoming a dealer, contact us

Spring is just around the corner, so get your orders in today, to ensure you have all the inventory you need for the first day of the season! Call today to place your order.

http://helmetsinc.com/

Modular Flip-up Motorcycle Helmet

NEW!  Vega Summit II Review

The complex global economy of our 21st Century has proven to be tough on manufacturers but beneficial to consumers.  Fortunately, motorcyclists have benefited from the intense competition for market share, and the days of poor quality are virtually over. 

Anyone who's roughly 40 years old or more knows that the expectation of good quality is a relatively recent phenomenon.  When I was young, products made in Japan were considered to be a joke.  In the '50's, Japan was still in the early stages of rebuilding from the devastation wrought by World War II. 

Much of the light industry that was developing in Japan centered around products that could be designed and manufactured quickly, cheaply and easily.  I distinctly remember the cheap tin toys that flooded the market; toys with such poor quality that "Made in Japan" entered the vernacular as short for "cheap junk".

Well, times have sure changed.  Products from Japan are now known for exquisite design and ultra-high quality, thanks partly to Dr. Deming and largely to the drive, ambition and motivation of the Japanese people.  Those born in the late 1960's and beyond probably have no idea that history has changed so dramatically. 

But we owe a tremendous debt to Japanese manufacturers, for they raised the bar so high that everyone else had to catch up or go broke.  Manufacturers around the world are still trying to play catch-up to this day.

The competitive pressures that resulted from the Japanese manufacturing revolution are largely responsible for the huge increases in the quality of just about every consumer product available today. 

The ability to achieve high quality levels was at one time a distinctive manufacturing advantage, but today near-perfect levels of quality are a given.  An OEM will no longer spend the time and resources to develop a suppliers' quality and capabilities; they'll just look elsewhere for someone who can meet their needs. 

Distinctive advantages today are the ability to forge strategic alliances, network with competitors on concurrent design, provide just-in-time delivery and keep costs and prices low.  And forget about any altruism regarding domestic sourcing -- global manufacturers will contract with a supplier anywhere in the world, as long as the price is right and the specifications are met.

This Vega Summit XPV helmet is a perfect example of the type of benefits that motorcyclists have reaped from the last few decades of global competition.  To be perfectly frank, Vega helmets used to be known for one thing only -- low price.  Quality didn't really enter into the equation.  The Vega brand could be found on the shelves of motorcycle dealers who were only interested in equipping their customers with the most basic lids available at the lowest price in town. 

But that strategy just doesn't cut it any more.  Quality is like a rising tide that brings everything with it.  As consumers experience quality in one area, they expect it everywhere.  I don't know much about the anonymous Chinese company who manufacturers Vega helmets, but I have to give them credit for seeing the handwriting on the wall and rising to the occasion by vastly exceeding all of our expectations for this Summit XPV.

Our opinion is that as of this writing, the Vega Summit XPV is one of our favorite modular, or flip-up, helmets, regardless of price.  Other than its weight, which is fairly significant at 1749 grams (3 lbs. 13-3/4 oz.) measured on the webBikeWorld electronic scales, the helmet has a lot to offer.

First of all, as many of you have told us, flip-up helmets for some reason seem to run very short in their internal front-to-back dimensions.  This is a common complaint among flip-up helmet owners, and I'm not sure if there's something about the design compromises in a flip-up helmet that make this necessary, or if it's lack of attention to detail. 

A short front-to-back dimension can mean that the rider's chin, depending upon their head shape, can press up against the inside of the chin bar, which can get painful in no time at all.  The Summit XPV bucks the trend and seems to have about as much internal chin room as a full-face helmet.  This internal distance is hard to measure, but we estimate it at about 10-3/8" in our size XL Summit XPV versus, for example, about 9" in the (size Large) Jarow Mono X2.  This makes a huge difference in comfort and can be a make or break decision for some riders.

The Summit XPV's chin bar has another nice feature that's missing from many of its competitors -- the air vents allow air to pass directly through and on to the rider's face. 

Most flip-up helmets don't allow air to come directly through the chin bar, directing it instead on to the back of the visor, if at all.  Vega went one better and also designed a passageway for the incoming air to vent up on to the visor from in back of the small breath guard.

Unfortunately, the flip-up module uses small plastic latches rather than metal.  The latches seem balky, and the central release button under the chin bar doesn't operate very smoothly on our example.  We're hoping that after some break-in time this will improve.

The helmet has four horizontal slits up along the top of the visor opening, and these allow air to flow up over the rider's head and out the low pressure exhaust vents in the rear.  The rear vents can't be closed, but we've found that we don't take advantage of the ability to close rear vents on any other helmets we own anyway, so this really isn't a problem.

The front top vent is in the shape of a big stylized "Flying V", and is simple enough to open or close with the push of a hand.  No fumbling for little tiny levers or buttons, the Flying V "door" is big enough to find every time and it has a positive shut-off.

Note the attention to detail along the sides of the Summit XPV; Vega did a very nice job of blending the rotating side plates into the helmet, which helps keep the wind noise low.  The helmet has another great feature that helps keep the wind noise down -- a quick-release, flush fitting visor, which is rare indeed on flip-up helmets. 

Many flip-up helmets are noisy, and much of the noise is generated from the visor mounting systems that stick out into the air stream.  Vega's flush visor greatly reduces one of the primary sources of wind noise while also allowing the visor to be easily removed for cleaning or changing. 

Don't forget that we always wear earplugs when riding, and suggest that you do also.  Riding a motorcycle with (or without) a helmet is a noisy endeavor, with a high risk of hearing loss.  It's our opinion that there is no such thing as a quiet motorcycle helmet -- the scale runs from loud to louder. 

The release mechanism is easy to use.  Flip up the visor, push the lever (white arrow, photo left) and pop out the visor.  Most flip-up helmets use complex visor retention systems that sometimes even require special tools for visor removal.

Vega even installed some tight-fitting covers over the pivot screws that attach the flip-up front to the helmet, which help to keep a smooth look and is another way to help eliminate wind noise.  The visor also has 8 detents that are strong enough to hold it open and offer more adjustment options than many other motorcycle helmets.

I usually don't find much difference in helmet liners, regardless of the marketing hype that the manufacturers churn out.  A liner is pretty much a liner as far as I'm concerned, and as long as it cushions my head and offers some protection during a crash, I'm happy.  But the Summit XPV's liner is noticeably different; it's very soft and cushy, with a high-quality feel somewhat like a polar fleece pullover. 

The liner of the Summit XPV is removable (Note: we previously reported that the liner was non-removable, which was an error), which is a rare feature in a flip-up helmet, especially at this price.  We always wear helmet liners, which help to keep the insides of our helmets looking (and smelling!) brand new. 

I found the Summit XPV to be very comfortable, and it fits my round shaped head very nicely with no hot spots or pressure points.  The combination of the cushy lining and the smooth air flow made possible by the flush visor system means that it is one of the quieter flip-up helmets we've tried.

The chin strap uses the tried-and-true D-ring system, with padding that includes the same soft liner fabric.  The strap has a button retention system that holds the extra strap after it's cinched up.

Finally, the finish on this example is another pleasant surprise.  The deep "Black Cherry Red" metalflake paint has an excellent shine and finish with no orange peel and is nearly flawless, with the exception of a couple of minor spots just over the top of the visor opening where it looks like perhaps the base coat wasn't quite prepared correctly.  But this is barely noticeable and overall the helmet shows very high quality and attention to detail.

Conclusion
We really like the way the Summit XPV performs and we consider it to be one of the better flip-up helmets available, regardless of price.  It is on the heavy side, and the size XL feels slightly top heavy in use, but it's not objectionable.  It's relatively quiet; it has more internal room than many other flip-up motorcycle helmets; and it includes a comfortable and removable liner, decent air flow and nice-looking paint.  Factor in the flush-fitting, quick-change visor and a price of only $129.99 including shipping (U.S.A.), and this is a super bargain. 

UPDATE
 reviewer "B.C." has been using the Vega Summit XPV for a couple of months and he had this to say:  "I have a wide head that is oval shaped on top.  The Vega Summit feels like it sits high on my head, and the center of gravity feels higher than normal.  My chin has enough clearance behind the chin bar, but my chin also feels like it sticks out underneath the chin bar a little bit.  This also makes the helmet feel like it is sitting too high.  I feel like the opening for the visor is too high, like my eyesight gets blocked slightly by the small breath guard at the bottom of the visor. 

I have the same too-high feeling when wearing my HJC Sy-Max modular helmet, so I'm not sure if it's my head or this design.  One result of the helmet sitting high on my head is that the padding shape inside the helmet presses against my temples and it can get uncomfortable after a while at high speed.

The Summit also feels heavy to me, especially compared to other race helmets I normally wear.  However, I agree that for the money, this is probably one of the best modular bargains around and it seems well made, I haven't had any problems with the quality so far."

Owner Comments

From "A.N.":  "...I have to say I was a little nervous buying a helmet I hadn't even had a chance to try on.  When I first put it on, I was immediately struck that it was more round in the upper portion.  My head is a little more like a Shoei or Arai helmet.  The first couple of times I wore it, it was uncomfortable.....but I seem to have that feeling with most helmets....so I kept on riding with it.  I've now worn it at least 6 times and have come to appreciate the feel of the helmet. 

I absolutely loved my Schuberth when I first received it....but as time wore on I became more displeased with it.  It seems like the Vega is just the opposite.  It feels lighter then any of the flip ups I've owned...which includes Shoei Syncrotec, Nolan 100 and the Schuberth.  The noise level is still there....but unlike the others, it's not a roaring noise....it seems like it flows the air easier and as a result noise doesn't seem as annoying.

Most short rides I won't use the ear plugs for and that's when I'm able to get the best analysis....in my book it's a great helmet.  On my K11RS, I've only had two other past helmets that handled wind turbulence as well as the Summit....and they are long gone.  So over all I'm very pleased with the helmet's performance!

One other note.....I usually order a EX-large....with the Vega I ordered a Large and while it is tight right now, I can feel it giving and forming to my head, it seems to form or give more then some of the other helmets I've owned in the past.  I hope that will prove to be a good sign with time. I will send another note if there is any change in the performance or quality of the helmet!

P.S. I also ordered a X-small for my girlfriend and it fit her like a glove...she is absolutely tickled to death with it!!!

From "A.T.":  "I just want to say that I love your site and use it frequently, it's nice to have a central database for moto goodies.

I want to tell you about my recent experience with a Vega helmet.

Last Saturday I took delivery of my new Vega SummitXPV helmet, I put my super cool Mirrored shield on and away I went.  The first thing I noticed was an incredible whistle over 40mph, I reached up and tipped the shield open to see if that cured the problem.  It did fix the problem but I noticed that the shield was so flimsy that it waved and flexed at just over 60 mph, I got to a stopping point and decided to give the helmet a good going over, as mentioned by another reader the release button was quite stubborn and took a good amount of force to get it to open.

The next and biggest thing I noticed was that the left side of the chin guard latch was defeated by gently tugging on the front of the helmet, that lead me to further inspection of the mechanism itself which revealed that the only ting holding that chin piece down were 2 small pieces of cheap plastic. needless to say I was disappointed, I returned the helmet to the dealer where they took it upon themselves to test the helmet out further.  They closed the helmet and gave it a solid tug which resulted in both of the latches failing, leaving the helmet with 2 broken latches. ( I got my money back before the testing took place)

On the up side I agree that the finish and interior were nice but it truly felt like a toy helmet.  After my last wreck (900 RR into a deer @ highway speed) I certainly take my head protection seriously, I was hoping for one of those deals that you run across every now and again where the quality far exceeds the price, unfortunately I don't feel this is the case."  Thanks for the feedback, A.T. Our helmet doesn't seem to have that problem, I wonder if perhaps there is some variability in the manufacturing tolerances?

From "O":  "Short version - best flip front for the money - a REAL bargain - I would've guessed it cost $275 - $300. One of two flip-fronts that fit those of us with a long face and a prominent chin. Highly recommended!!!
 

Long(er) version -
 

Keep in mind that I wear an white Arai Quantum in size small and have worn them for as long as they've been around. My comments are somewhat jaundiced by my Arai experience. I've hobby-raced flat-trackers, 250cc 2 stroke road racers and some desert sleds. Yes, I'm, ahem, mature and experienced - but NOT old!!!! Also, keep in mind that I've been searching for a flip-front that fits for a couple of years and I have done extensive product comparisons. Also, I street-ride a Beemer and you know how anal we are!!!
 

Finish - beautiful (Almost as good as my Arai - the white color on the Vega is whiter than my Arai and the clear coat is nearly as hard as my Quantum. This is a nice looking helmet. The Vega decals are under the clear coat which is a bummer for me as I always put checkered flags and other such doo-dads on my lids. The lining is almost as nice as my Arai and snaps in VERY tightly. So tight in fact that at first I thought the liner was not removable.
 

Function - vents and shield worked statically much better than I expected. The shield is VERY easy to change compared to my Arai and the firm detents would seem to allow riding with the vent open a bit. I imagine that the Vega might be quieter than my Quantum too (What isn't?) because the shield fits smoothly and snugly. I liked the eye port shape and size also. The D rings and strap are clearly copied from Arai - too close a copy actually. In fact they would not fit through an Echo quick release buckle just like my Arai doesn't. Unlike others who have reviewed the Vega, I found the flip-front easy enough to open with one hand, but it is tighter than any other flip-front I've tried. I personally believe that tightness is a good thing and it might keep the front closed in a crash. I've ground down a few helmets here and there over the years so this is a concern to me.
 

Fit - the chinbar clears my beard by about an inch. The Symax does this also, but all the other flip-fronts are pressed against my chin or will not close at all. The size small Vega was too large for me and it rotated on my head quite easily. I measured my skull - though I really didn't need to - and used the sizing chart provided to select my size. The Vega is a size to large for me as compared to my Arai. The Vega would seem to be sized like the HJC, in my opinion. On my head the Vega didn't feel as heavy as the listed weight made me expect and it is definitely lighter than any Schuberth I've tried.
 

I was disappointed that the Vega Modular didn't use two different shell sizes as the other helmets on their website seem to do. If the modular had a smaller shell available I could have found an acceptable fit, but with the HUGE shell - compared to my Arai - there would just be too much liner material for my peace of mind. I've no doubt that - like other Vega helmets - the Modular could meet Snell requirements.
 

Overall, I REALLY wanted to keep this helmet. It was that nice (better than anything else for twice the price and as good as helmets costing as much as $300.00). And it didn't strike my chin!!! It would have been my primary helmet for commuting to work as it would preclude me having to remove my lid for a face/badge check. If you have a more normally sized and shaped head than I do, the Vega is an EXCELLENT choice in a flip-front.
 

The service from MotorcycleHelmets.net was good. They replied to my emails quickly, but it took a while to contact them by phone. If anyone cares - I hate UPS and they managed (as usual) to deliver my helmet about a week after it should have been delivered and then left it outside during a brief break in the thunderstorm and didn't bother to knock or righ the bell! Fortunately, I was in the garage (Beemer appreciation time, don't ya' know!) and I heard them drive away.
 

Hey Vega, please make this in two shell sizes like your Nitro and Monterey lines and I'll order again!!!"

wBW Visitor "C.S." writes:  "I have now owned my Vega Summit XPV for a month and 900 miles of riding.  I purchased it from my local dealer and had the opportunity to try different sizes.  I have a long oval head and this helmet is very comfortable for all day wear, no pressure points.

The release latch was stiff at first but I found that by pushing on the release button slightly right of center, it releases with no problem.  Ventilation is very good and the defogging capability is excellent.  The ability to open the visor in various positions is a real plus.  The first notch offers excellent ventilation while cruising in the hot Florida sun.  The quick release visor system makes it easy to change visors from smoke to clear and and facilitates cleaning.

While it is heavier than my full face helmet, the convenience of the flip up is worth it.  Even though one is not supposed to do so, I ride with the face bar up in parking lots and heavy, slow city traffic for greatly increased visibility.

I would definitely recommend this helmet to others; but I would suggest that they try on various sizes to ensure the correct fit.  I normally wear a medium; but the medium in this helmet was too snug and had pressure points.  My wife, who usually wears a small, selected the medium and she says it is very comfortable for her. " Thanks for sending your comments, C.S.!

wBW Visitor "K.S." writes:  "I was rather disappointed with some aspects of the quality of my Summit XPV when it arrived, mostly because I had significant trouble getting the flip-up to open without excessive force.  The latch for the flip-up mechanism was difficult, and I had to press it very, very hard, while simultaneously pushing up much harder than is acceptable.  However, this shifted the helmet back uncomfortably, pulling hard on the chin strap and causing neck strain.  Now, I happen to have strong hands, and I can forsee that some people would be actually unable to open it at all.  Vega will have to improve this before I can recommend that anyone buy this helmet!

Between this and the fact that the shape of the helmet was totally wrong for my long oval head, I immediately decided to sell it.  On the positive side, though, I will say that it is a very attractively designed helmet, especially the classy "black cherry" color with black vents and trim; the paint is very nice, and the liner is well-made and plush.  But for flip-ups, there's no point in owning one if you can't open it smoothly, so I'll keep my Caberg Justissimo (Editor's note - the Justissimo is known as the Jarow Mono X2 in the U.S.A.) and Roof Boxer instead."

Thanks for sending your comments, K.S.  We did note that the Summit XPV's flip-up is slightly difficult to raise at first, but ours has loosened up over time.  Considering that the Summit XPV retails for $129.99, compared to the Justissimo (aka Jarow Mono X2) at $299.99 and the Boxer at $397.00 plus shipping from the U.K., we consider the stiff operating flip-up of the Summit XPV to be a minor inconvenience. 

Seven Flip-Face Motorcycle Helmets Compared
These modular motorcycle helmets with flip-up face sections could be the best of both worlds for many motorcyclists. . . if you can accept the compromises. We assembled the Arrow Mono Convertible, HJC Symax, Lazer Century, Nolan N100, Schuberth Concept, Shoei Syncrotec, and Zeus ZS-508 and took them on the road and into the testing lab to see how they perform. From the April 2003 issue of Motorcycle Cruiser magazine

Somewhere between the open-face helmet and the full-face helmet is the modular motorcycle helmet -- also called a flip-up helmet, flip-face helmet, system helmet and other names. This style helmet permits the wearer to raise the facial section out of the way, allowing him to eat, drink, smoke or simply remove a barrier to conversation without going through the rigmarole of unfastening and removing his helmet and then replacing it and reattaching the strap. We know some eyeglass wearers who feel these motorcycle helmets are their only option for full facial coverage, although our experience indicates this isn't true. Modular motorcycle helmets are perceived as providing the benefits of an open-face helmet with the protection of a full-face helmet.

But do they? We rounded up seven modular motorcycle helmets to find out how well they fulfill this proposition. We found current models from Arrow, HJC, Lazer, Nolan, Schuberth, Shoei and Zeus.

We wanted to know how they feel on your head, how they work on your motorcycle at speed, and what sort of protection they offer. All our staffers road-tested them, and then we took them to the Head Protection Research Laboratory in Paramount, California, to see what would happen when we smashed them.

On Your Head
This is the Nolan that went through our complete battery of lab tests. While others showed the scars of their experiences there, the Nolan shell only had this small scratch. This shows how well its unique finish holds up if you drop or scuff the helmet, but it's also a reminder why a helmet should be inspected if you do fall in it. The liner no longer offers the protection it was born with.

Modular helmets fall between open-face and full-coverage motorcycle helmets in some areas and below them both in others. For example, you might expect that the additional complication of the mechanisms that permit the facial section to pivot up and latch in place would make them more expensive and heavier than full-face helmets. But while they are heavier than most full-coverage helmets, they mostly fall toward the low or middle end of full-face-helmet pricing. (At the top end, the Shoei Syncrotec carries a list price of $415, with the Zeus ZS-508 Liftech available for less than $90 at some outlets.)

Our wearers began the test by attempting to roll the helmets off their heads. They pulled hard up and forward on the back lower edge of the helmet with the face section latched closed. The results show why it's so important to perform this test on your own head. On one tester, all but the Schuberth failed. However, we should note that the medium Nolan, though technically his regular size, was actually too big for him, so that result is uncertain. At the other end of the spectrum, another rider could not get any of the seven to roll off his head, though he observed that with the face piece open, the Zeus probably could roll off after breaking his nose. That is one reason you aren't supposed to ride a motorcycle with the face sections of these helmets open. Other reasons for this prohibition include lack of protection, disastrous aerodynamics and the possibility that the extended section could create unwanted leverage in a crash.
Lazer's pinch-together latch control is easy to use one-handed but isn't likely to open in a crash.

The latching mechanisms vary in location and action. Although users preferred single-button systems for one-handed ease of operation, we were concerned that some of the one-button designs, notably the HJC's, could possibly be deployed in a crash. Our testing reinforced that concern. A related issue was whether a would-be rescuer who needed to remove the helmet would be able to recognize and operate the latches as easily as the helmet buckle, especially since many of these helmets are reluctant to come off with the face section closed and latched.

None of these seven motorcycle helmets was as quiet, in terms of ambient wind noise on the highway, as a good full-coverage helmet.
Ease of shield changes vary. The Shoei uses the same excellent system as its other helmets, which permits you to change shields immediately with no tools. We can even do it while wearing it.

Overall, they are slightly less comfortable than the full-face motorcycle helmets we normally use; of course this depends on your head. For example, one rider was uncomfortable in the Nolan after just a short ride, while others rated it among the most comfortable. We noted similar disparities in the Lazer's comfort and the Arrow's noise level. We will repeat the advice we have offered before: Always try a helmet on before buying it, and don't just slip it on and take it back off. Put it on, fasten it snugly and wear it for a while. Better still, go ride in it if you can.

After spending time riding in all of these, our testers' reactions ranged from enthusiastic ("I think they provide the best of both worlds. While I feel vulnerable in an open-face, the flip-face gives me the flexibility to breathe more freely at gas stops, drink a beverage or converse.") to indifferent ("I can't see trading the quietness of a full-face or the confidence in its integrity so I can momentarily feel as if I'm not wearing a helmet."). Our suggestion, as always, is to shop carefully. After your motorcycle itself, there is nothing that can contribute to or detract from the pleasure of a ride like the helmet you choose.
i>All seven helmets went to the Head Protection Research Laboratory to see how well they withstand impacts. We performed drop tests (on the rig seen here), roll-off tests, and chinbar-deflection tests.

Banging Heads

Our research into the protective qualities of modular helmets started at the Department of Transportation's website, where the results of testing for compliance with the DOT motorcycle helmet standard (officially known as Federal Motor Vehicle Safety Standard 218) are posted. This site has results going back to 1994, and it is an easy way for any helmet user to check how his helmet has performed in this solid evaluation of protection.

The DOT office concerned with FMVSS 218 buys motorcycle helmets and pays independent labs to examine them to see if they comply with such things as labeling requirements. The labs also test them to ensure they meet the DOT impact and other performance standards (such as chinstraps). The results are then listed on the site in the form of Pass or Fail and a notation as to whether it was for labeling (perhaps the required "DOT" sticker was placed too far up on the helmet) or performance. There are quite a few labeling failures, but they don't really concern us. Some failures are considered "inconsequential," but the DOT site does not tell if the failure was trivial or major or what caused it.
As the first victim is strapped to the torture device, the rest watch and helplessly await their own fates. (Note the reflective material on the Schuberth.)

We found test results for five of our modular helmets. There were no results for the Lazer Century, and just one Zeus was listed (as failing for labeling) with no indication as to the model. The 2002 results showed that the Arrow Mono Convertible, the Nolan N100e, the Shoei Syncrotec and the Schuberth Concept all passed. The HJC Symax failed for performance in 2001.

For our performance testing we started with a new and critical test, a roll-off simulation. This lab test uses a standard headform and a standard force (created by dropping a specified weight from a predetermined height) to try to roll the helmet off the head. Since we see riders riding with the front of these helmets open (against manufacturers' instructions), we also decided to perform this test with the face sections unlatched and open. All except the Symax passed with some movement in both configurations. However, the HJC's inside-the-chinbar faceplate latch contacted the headform's rigid neck, allowing the face piece to open, which permitted the helmet to rotate over and off the headform with some resistance. With the front open, it rolled right off.
Though there is no chinbar-performance standard that applies to these helmets, we used used this rig to test chinbar deflection in a crash.

To determine how strong the chinbars are, we also performed a chinbar-deflection test, similar to a Snell test for shell rigidity. We wondered whether the chinbars had the integrity to pass this test without being an integral part of the helmet shell. It turns out that they do. None approached the allowed 60mm deflection. The most deflection we measured was 47mm on the Arrow, with the Schuberth close behind at 43mm. The HJC, Lazer and Shoei deflected the least, all at 28mm. We also tested the chinbars for impact absorption by removing them from the helmets, placing them on the headform and subjecting them to a six-foot drop. There is no applicable U.S. standard for motorcycle helmets that any of them claim to meet here, but the Zeus transferred notably more energy, which isn't surprising because it has no padding in its chinbar. The headform felt 660gs, compared to 200 for the best-performing Shoei and 201 for the Lazer, both of which have substantial padding in the impact area. The second worst was the HJC (409gs), but it has an excuse because we impacted the exact center of the chinbars, where the HJC has its latching mechanism. Its chinbar has substantial padding on either side of the latch and would have almost certainly performed well if we had attacked it there.

Hit Me
Sensors inside the headform tell the computer how much energy was transferred to it, both in terms of force and duration. Early helmet tests were conducted by swinging a pendulum (at much lower force levels) against the heads of test subjects and asking, "How did that feel."

The most important impact test was the six-foot DOT drop onto a flat anvil, and we picked the area above the forehead for this test. Although disparaged by the anti-helmet faction because of its seemingly moderate 13-mph impact speed, the test is actually pretty demanding, representing a 90-percentile protection scenario in a crash. And that is just for the first impact. What makes the DOT motorcycle helmet standard so demanding is that it requires two hits in the same place. The shell and the liner must have enough shock-absorption capability left to handle a second 90-percentile whack in the same place, something that you can just about be certain will never happen to you. We were mostly interested in how these helmets absorbed the first hit, but we conducted the second drop just to see how they fared in the full DOT impact regimen.
Guided by the wires, the headform and helmet plummet onto the anvil below. To past the DOT standard, they have to do this twice and still provide good energy absorption. Your head won't survive the first trip unprotected.

The DOT standard specifies a maximum acceleration that the helmet can transfer, but it also has a dwell-time limit; it may not exceed 200g for more than 2.0 milliseconds. In that critical first hit to the front crown area, the Lazer and Shoei, at 142gs and 144gs, respectively, were the top performers, followed by the Arrow (158), Nolan (163), HJC (168), Zeus (183) and Schuberth (210gs and .8ms). When we dropped them again just as hard on the same place, the order changed in the middle of the pack as the Gs went up a bit and the dwell time became a factor: Lazer (166) and Shoei (178) remained on top, but HJC (196) moved into third, followed by Nolan (205gs and .8ms), Zeus (207gs, 1.1 ms), Arrow (209gs, 1.2 ms) and Schuberth, which at 237gs had a dwell time over 200gs of 2.1ms, one of those trivial DOT failures. We didn't regard this as too troublesome because it was the second hit. We also suspected that the Schuberth was handicapped by our choice of impact locations because its retractable sunscreen needed space precisely in that area. All of these impacts came in far below the DOT's 400g maximum limit.
The roll-off test was performed by strapping the helmet (with the face section locked closed) to the headform, then dropping the blue weight attached to the rear edge. This recreates the rolling-off forces that can occur. Some helmets had problems.

Next, we repeated the test, dropping each helmet twice on its left side. This time, the Shoei at 174gs was best, followed by the HJC (184gs) and Nolan (192gs). Dwell time became a factor for the Lazer (202gs, .4ms), Zeus (204gs, .3ms), Arrow (209gs, .8ms) and Schuberth (209gs, 1.1ms), but all passed the 2.0ms dwell-time requirement. The second drop on the left side had an interesting twist. The Shoei was still best at 177gs, but the Lazer (189gs) and Schuberth (197gs) moved up to second and third, probably because their partially crushed shells actually became better energy absorbers. The order for the rest was HJC (218gs, 1.7ms), Nolan (22gs, 1.6ms), Arrow (233gs, 1.5ms) and Zeus (234gs, 1.9ms).

None of these helmets claim to meet the Snell standard, but just to see how they would fare in terms of the basic Snell impact, we dropped each twice from the Snell-standard 10-foot height onto a flat anvil. Each drop was to a different spot on the helmet; one to the right side, one to the rear. Only the Zeus, at 316gs in its right-side drop, permitted more than the Snell-allowed 300gs through to the headform on one hit. The Shoei, Lazer and Nolan were the best in the heavy hits, while the Schuberth, HJC and Arrow turned in solid performances in the middle.

At the end of the day we had learned that all of these modular motorcycle helmets provide acceptable crash protection, as long as you make sure they will stay on your head by performing a roll-off test before you buy. For the motorcyclists who wants the best protection in this crowd, we suggest looking at the Nolan, Lazer or Shoei.

ARROW MONO CONVERTIBLE, $225

The pretty metallic blue of our Mono Convertible's polycarbonate shell consistently caught the eyes of people scanning our modular helmet collection and helped earn testers' top marks for appearance. The pivot hardware hides behind small faired-in covers, and the Italian stylists obviously took some time to fashion the two swooping top vents. However, the result requires that you adjust each vent separately instead of with a single control, and they have little discernible effect. The small chin vent does help defog on cold rides. A single chin button opens the plastic latch for the flip face, and it appears unlikely to open in a crash. Some testers complained that the latch movement was slightly stiff. The shield worked easily, even with heavy gloves, sealed well and may be removed with a coin. The eyeport provided a wider-than-average view. A unique option is a kit that lets you convert it to an open-face helmet.

In order to put the helmet on, you must first open the face, and we found the D-ring-buckled strap stiff, short and awkward to fasten. This was the most annoying of the minor cost-cutting shortcuts we noted. Most testers complained that it was noisy, perhaps because it runs slightly large, though one gave it his top marks (in this group) for quietness. The CoolMax liner has removable cheek pads and contributed to better-than-average comfort. The helmet rolled off a tester's head -- one usually has that problem -- but showed no inclination to depart the laboratory headform. It performed about average in our other lab testing and should provide both solid protection and eye-catching style for a street price of about $190. Our testers scored it as a B- average overall.

ARROW HELMETS
Giali USA (Protec Q Inc.)
5024F Departure Drive
Raleigh, NC 27616
(919) 877-8108

HJC SYMAX, $240

This Korean helmet maker has a well-established reputation for making solid helmets at attractive prices. The conservatively styled and well-finished Symax combines a fiberglass main shell with an ABS/polycarbonate face section. The face plate opens smoothly after you pull up on the single large latch button in the bottom of the chinbar, and it latches closed easily. Based on what we saw in the lab, we strongly advise any potential buyer to be certain that the Symax latch button does not open the facial section when the helmet rolls forward forcefully against the chin, neck or chest, as it might in a crash. The latch mechanism itself is plastic.

You can pull the helmet on or off without opening the face, and it fastens easily with a nicely D-ringed strap, which has an elastic band to prevent flapping. A removable breath deflector is standard. Two obvious but integrated top vents with exits are controlled by a single large slider and produced noticeable cooling, though the chin vent had little effect. Its top-rated interior padding is removable and washable and has a plush neck roll, contributing to high marks for comfort.

Some riders felt the helmet was noisy at highway speeds on a motorcycle, while others just said it was quietly windy -- which prevented fogging. The optically excellent face shield has a tool-less quick-detach system, seals well and operates easily. The eyeport restricts peripheral vision slightly more than the others, though top-to-bottom vision is good. One user rated the Symax as her favorite modular helmet overall to wear, and testers gave it an overall B grade. That score did not include lab testing, where it generally displayed solid protection except for rolling off the headform. Street prices start about $175.

HJC HELMETS
HJC America
16918 Edwards Avenue
Cerritos, CA 90703
(562) 407-2186
HJChelmets.com

LAZER CENTURY, $170

With less integrated styling than the other modulars and unimpressive detailing and features, the Lazer Century received indifferent marks for appearance. The protruding chinbar is visibly separate from the IMAC composite shell and pivots on big, obvious aluminum pivot screws. The back features a large, lenticular reflective panel inset into the shell. Two squeeze-together buttons operate the plastic latching mechanism for the flip-up section and ensure that it can't be deployed accidentally, but it must be opened to don the helmet. The retention strap closes with a quick-release buckle, which is nicely padded and comfortable.

The shield is easy to operate but seals somewhat ineffectively. The stick-on seals around the eyeport look cheap and may eventually peel off, and the eyeport itself is smaller than others. The only vent is in the chinbar, but it is an effective defogger. The lack of a top vent or perhaps the fact that the Century extends farther down than most others (and has a chin dam) may be why two testers rated it as the quietest helmet here. The chinbar is heavily padded and fits closer to the wearer's mouth than most others. Modest, removable padding and a less-than-plush material made some users uncomfortable with the interior. The somewhat flimsy faceshield requires a coin or screwdriver to replace. (Lazer conveniently sells shields and other parts through its website.)

Overall, it got mixed reviews from wearers, ranging from A- to D, but it excelled in the protection area, with consistently strong results in all our lab tests. With street prices starting at $150, it is a great protection buy in a motorcycle helmet.

LAZER HELMETS
AGV/Lazer USA
3201 E. Mulberry Street, Suite D
Fort Collins, CO 80524
(970) 221-2630
LazerHelmets.com

NOLAN N100E, $215-$265

This updated version of the popular Italian N100 retains the unremarkable styling but features a new, all-steel two-lever latching system at the sides of the chinbar. The system may be operated with both hands or just the left, but it does not appear vulnerable to accidental opening. The articulated face-section pivot system keeps the face section close to the front of the helmet, giving it a low profile when open. You won't need to lift the face section to put the helmet on or take it off, but the flimsy chin dam gets in the way.

Most testers were impressed by its appearance and smooth finish. The chin strap uses a ratcheting buckle, permitting quick fastening and adjustability but with a slight comfort penalty. The eyeport is large. The faceshield has no apparent positioning system but seems to stay put anyway. It can be changed without tools. Two intakes and an exhaust opening serve the useful top vent. The cat's eyes chinbar vents made effective shield defoggers.

Our Classic model ($245 retail, $190 street) and the multicolored Rapid have a removable and washable interior padding that snaps in place, making it easy to position properly, though it sometimes fell out as we slid the helmet off. Sizing tends to run large.

The Nolan is a classic example of why it's important to wear a helmet before you buy. Two of our editors found it very comfortable and continued to use the N100E after the test was done. However, one staffer was miserable in this helmet and gave it failing marks for comfort. Those who the helmet fit well gave it high marks, but the one low rating overall pulled the wearer's score down to a C+. The Nolan was one of the stronger protectors in our lab tests.

NOLAN HELMETS
Cima International
399 Wall Street, Unit L
IL 60139 Glendale Heights
(630) 690-3162
Nolan.it

SCHUBERTH CONCEPT, $399

Although somewhat big, heavy and bulky, the German-made Concept (from the firm that introduced the first modular motorcycle helmet under the BMW brand in 1978) provides a few unique features, including a small compartment on the right side for first-aid information and a retractable tinted shield that eliminates the need for sunglasses. The carbon-fiber shell features a spoiler on the back to reduce lift along with a barely effective top vent with an exit. The single large rocking chinbar vent was more useful, but not for defogging the faceshield.

The Schuberth has a "cracked open" or "city" setting that permits the shield to be opened just enough to provide some extra airflow. The depth required to accommodate the retracting tinted shield means that the helmet extends out at the top of the eyeport, which is wide and fairly tall. The face section has all-steel latches and opens with a single button on the left of the chinbar; it must be opened to don or doff the helmet. It may be quickly changed without tools, once you learn the trick.

The comfort padding is also removable and washable. A slightly awkward push-button buckle fastens the strap, which is plushly padded. It runs small, so plan on one size larger than you usually wear. Everyone was comfortable in the Schuberth even though it was somewhat noisy (projections like that first-aid-info pocket create wind noise), and it received a B- average wearer's score. Its performance in impact testing was unremarkable. Street prices run around $360.

SCHUBERTH HELMETS
Intersport Fashions West, Inc.
15602 Mosher Avenue
Tustin, CA 92780
(714) 258-2120
(888) 311-5399
Schuberth-USA.com

SHOEI SYNCROTEC, $415

Shoei's modular entry offers the firm's excellent quick-change shield system (just deploy a lever on each side and pop the shield off) with a cam lever to unseal the shield for a bit more airflow. The face section's steel latching mechanism opens with a single control located on the outside center of the chinbar. It was slightly clumsy to operate with heavy gloves but seems unlikely to open unintentionally. It takes a bit of pressure to lift it to full open, but it closes and latches very smoothly. You can remove the helmet with the face section latched, but it is less awkward and painful just to open it. The face section is prominent, has large, unsightly pivot screws and is not integrated into the fiberglass shell, although the finish quality is excellent. A smallish brow vent offers little airflow and is slightly awkward to deploy because of its small control nubbin. The same sort of puny control operates the chinbar vent, which, with a large intake and elaborate four-point exhausts, is useful and effectively defogs the shield. There is also a small breath deflector. The eyeport is large, and the faceshield's optics, operation and seal are excellent.

The helmet fastens easily with D-rings, and a somewhat awkward clip on the strap's end can be used to prevent the strap from flapping. The interior is as nice as any here. Noise levels and fit comfort were above average for most riders, and one commented about its weight. It got a B average rating. With heavy force, the Syncrotec rolled off the head of our roll-off-prone rider, but it didn't roll off the standard headform in lab testing. It stood out in our protection-performance testing, with solid impact scores all around. Street prices run under $370.

SHOEI HELMETS
Shoei Helmet Corp.
3002 Dow, Suite 128
Tustin, CA 92780
(714) 730-0941
Shoei-Helmets.com

ZEUS ZS-508, $95-$103

Made in Taiwan, the Zeus ZS-508, with street prices under $90, is a reasonable no-frills choice for riders looking for flip-face function at an accessible price. The finish of the ABS shell had notable rough spots around the small, cheap, loose vents on the top and chin, and it had obvious chinstrap rivets. The vents were only minimally effective and virtually unusable with heavy gloves. However, it got compliments for its integrated appearance, with the face section fitting flush with the shell. The retaining strap fastens with D-rings and has a simple elastic band to prevent strap flapping. With no padding, it dug into riders' chins more than other retaining straps did. The face-section latch, operated by a single button inside the chinbar, was not very smooth and required two hands to close. However the helmet could be put on or removed with the face section latched.

The face section stuck out more than most when open. The faceshield operated easily, sealed well and stayed put. You need to remove two screws to change it. With no chin dam and a modest neck roll, riders found it noisier than average for these helmets, but the comfort rated a surprising B- average. Although the interior was a bit sparse and padding was skimpy, the fit was average-to-good for our testers. The availability of an XXXL will be a plus for large noggins. It gets a low protective score because it could be rolled off the heads of two testers and came close on the third if opened. It also performed poorly on our chinbar-impact test, transferring a lot of energy, significantly more than any of the others because it has virtually no padding in the chinbar. Testers gave it an overall score of C-.

ZEUS HELMETS
Tri-R Distributing
8910 W. 192nd Street, Suite G
Mokena, IL 60448
(708) 478-2329
(800) 747-6457
Another helmet starts the trip, which ends with a crashing impact.

OTHER RESOURCES

HEAD PROTECTION RESEARCH LABORATORY
6409 Alondra Boulevard
Paramount, CA 90723
(562) 529-3295
HPRL.org

SNELL MEMORIAL FOUNDATION
3628 Madison Avenue, Suite 11
North Highlands, CA 95660
(916) 331-5073, (888) SNELL99
SMF.org

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