Posted on 19.03.2021 by admin

Helmet special from MOTORRAD Tests and knowledge: everything to do with motorcycle helmets
This is how MOTORRAD tests
BMW Sport
HJC R-PHA 10
Lazer Fiber D1 MK-II
Schuberth S1 Pro
Scorpion EXO-1000 Sublime
Shark RSI Carbon
Shoei XR-1100
Suomy Vandal
Uvex Uvision
X-Lite X-802
The shock absorption test
Conclusion
Markus Biebricher
Thorsten Dentges
Klaus Herder
Jorg Lohse
Interview with the accident researcher
Interview with the TuV man
The non-participants
Helmet tests worldwide

Herder

14th pictures

Herder

1/14
Jorg Lohse trying in vain to mount a wind deflector on the X-lite. Can you test harder? no!

Herder

2/14
The Schuberth S1 Pro (like all others) no longer looks good after the chin stroke.

Herder

3/14
But before the helmets are processed by professionals, they first have to show what they can do in terms of fit and function.

Herder

4/14
No more fun. Now MOTORRAD really hits the plaster or the helmet.

Herder

5/14
Colleague Markus Biebricher is struggling with the hidden lock of the Schuberth.

Herder

6/14
TuV employee Sven Schneider lets it crash: the helmet equipped with a test head rushes down from a good three meters.

Herder

7/14
After the impact, the Shark helmet suffered significant external injuries. But everything remained intact under the bowl.

Herder

8/14
Just brand new and in its original packaging, now ready for the bin: the test field after the chin part tests.

Herder

9/14
And behavior in practice also plays a decisive role.

Herder

10/14
Because this is the only way to get a sample of the dampening EPS inner shell (“Styrofoam”).

Herder

11/14
Particularly noticeable: Assistant tester Thorsten Dentges has to recognize that the Scorpion is only suitable for glasses to a limited extent.

Herder

12/14
This time, TuV employee Sven Schneider prepares the helmet for the side kick.

Herder

13/14
Peter Schaudt from TuV Rheinland with Sigma post and test helmet.

Herder

14/14
Sometimes a helmet has to go under the knife.

clothing

Helmets

Motorcycle helmets: test, purchase advice, ECE standard, communication

Helmet special from MOTORRAD
Tests and knowledge: everything to do with motorcycle helmets

Helmet compulsory: Applies to motorcyclists in Germany since 1976. It is regulated by § 21a StVO. Since 1980 there has been a fee-based warning in the event of a violation. But which motorcycle helmet suits whom, what is the market currently offering and what should you pay attention to when buying? In the big helmet special from MOTORRAD: the most important tests of the last issues and everything you need to know about motorcycle helmets.

Klaus Herder, Jorg Lohse

11/24/2010

Throwing cotton balls is over. It’s time to step up the pace of helmet testing. MOTORRAD took the first step towards a new test standard in the upper-class helmet. Ten candidates took part: full-face helmets from 300 to 500 euros in the MOTORRAD test.

Buy complete article

Helmet special from MOTORRAD
Tests and knowledge: everything to do with motorcycle helmets

14 pages) as PDF

€ 2.00

Buy now

Germans themselves – and German motorcyclists too – like standards. Fixed rules of the game have something reassuring, something that you can rely on. If something is standardized, it has to be good. For example motorcycle helmets. Since the beginning of 2002, the fifth amendment to ECE regulation 22, i.e. ECE-R 22.05, has determined how motorcycle helmets should look (see page 117). Although there is no obligation to wear an ECE-approved helmet, a corresponding regulation of Paragraph 21a of the Road Traffic Regulations (StVO), which regulates the basic obligation to wear a helmet, has been suspended since January 1st, 1993. But the StVO writes one “suitable hard hat” before – and in practice and in case of doubt, this is a helmet that has been tested in accordance with ECE-R 22.05. Helmet manufacturers who value an official test label are no longer allowed to offer anything else in this country.

But as is often the case with standards: They are a compromise, the lowest common denominator and a minimum standard, but not necessarily a quality feature. To put it bluntly: making a bobble hat ECE-compatible should not pose insurmountable obstacles for those familiar with the subject. At least the last China cracker, which is sold at the discounter for 29.95 euros, is now wearing an ECE sticker. Whether it pulls like pike soup in it, whether the fit is even rudimentary and whether the visor not only has a standard surface, but is actually good in practice and remains permanently fog-free, is a completely different matter.

Herder

But before the helmets are processed by professionals, they first have to show what they can do in terms of fit and function.

So that we don’t get ourselves wrong: A binding helmet standard, no matter how impractical in some areas, is still better than no standard at all. In the early phase of ECE-R 22.05, it certainly made sense to keep a watchful eye on the helmet manufacturers and to regularly check whether the standard was actually met in practice as part of MOTORRAD helmet tests. Outliers were always to be complained about at the time, but in the meantime, in addition to the aforementioned lack of practicality in some areas, there are two other reasons for saying goodbye to the eternal ECE cross-checking as a motorcycle magazine: First, the helmet market has developed a system of mutual control in which it is carefully monitored becomes what the competition does in terms of compliance with standards. TuV Rheinland, for example, regularly receives test orders in which a helmet manufacturer has the products of the competition tested. Second, helmets, especially those in the lower price segment, are designed to meet the standard. The exact shock absorption test points and the exact ECE test procedure are well known to every helmet developer. So it is easy to reinforce exactly these points in accordance with the standards. The manufacturer is not interested in whether completely different, namely significantly worse, values would have been achieved on the left or right of it.

It becomes completely absurd when, according to the standard, tests are carried out at minus 20 degrees, for example. It may well be that in this area very special requirements are placed on the materials – but which motorcyclist is out and about in such temperatures. The consequence: the helmet becomes “on norm”, namely to minus 20 degrees, and not “on practice” constructed.

Another example: The beneficial invention of the anti-fog visor, mostly offered under the brand name Pinlock, can certainly lead to conflicts with the ECE standard. Namely, when the matter is no longer completely in accordance with the standard in terms of its visual correctness. Rhetorical question: What is more important – a clear view at all times or a fogged visor that is absolutely standard with regard to an angle of refraction? You come from stick to stick when you deal with the topic of ECE-R 22.05 and its practical relevance. But it is also a fact that the norm cannot be avoided.

Herder

Just brand new and in its original packaging, now ready for the bin: the test field after the chin part tests.

But you can get over it! Namely when, like MOTORRAD, you are not bound by any legislative and / or industrial constraints and you can freely define your requirements.

This is exactly what this helmet test is about. With regard to shock absorption tests that are as practical as possible, you don’t have to reinvent the wheel; you actually just have to team up with people who professionally deal with destroyed helmets: a renowned accident researcher and an expert whose day-to-day business is the (ECE) test new helmet models. This is exactly what MOTORRAD did and ran open doors to Florian Schueler, Head of Technological Biomechanics and Accident Research at the Institute for Forensic Medicine and Traffic Medicine at the University of Heidelberg, and Peter Schaudt from TuV Rheinland. Both gentlemen consider progress in standardization work to be urgently required so that the findings from accident research as well as biomechanics and the possible state of the art can flow into helmet development. However, nothing is to be expected from the legislature in the foreseeable future, so MOTORRAD and the experts will develop their own test standard step by step, which requires the ECE-R 22-05 as a basis, but whose laboratory tests are well above it.

The upper-class helmets hit it first. And fully to the side, because the side impact is one of the core tests that belong in the said helmet standard. While in the ECE test six precisely defined (and therefore targeted “conforming to standards” Strengthenable) test points hit a standardized anvil and at least two of these test points do not play a major role in real accident events, the entire side of the helmet slammed onto a Sigma post in the MOTORRAD helmet test. Sigma post? This is not a nice standard test body, but exactly the nasty part that is preferably on the side of the road and holds a guardrail. In other words, the component that the motorcyclist comes across first when sliding head first towards the hospital. MOTORRAD simulated this impact at the speed of 7.5 m / s, which is also specified in the ECE standard, which corresponds to 27 km / h. A value that sounds pretty low at first, but which is quite typical for the classic country road relegation with a subsequent, speed-reducing slide phase.

Herder

And behavior in practice also plays a decisive role.

Even at the impact of this supposedly low speed, forces occur which are still within the limits of the maximum values specified in ECE-R 22.05, but which, according to doctors and accident researchers, are significantly too high and cause very severe traumatic brain injuries be able. To put it very clearly: If you are looking for direct contact with the Sigma post at 50 or 60 km / h, you no longer have to worry about the protective effect of your helmet. No more.

MOTORRAD also varied the impact speed during the shock absorption test. And at 5.5 m / s, so just under 20 km / h. A slower speed than tightening the test program – that may sound paradoxical at first, but there are good reasons for this. The aforementioned 20 km / h are a typical speed for supposedly harmless slip-ups. Don’t forget: This does not mean the speed of the motorcycle at the time of the accident, but the speed at which the helmet actually hits or hits something. Anyone who has ever made contact with the asphalt at this or perhaps even slower speed will be able to confirm that it can happen that there is almost no scratch on the helmet, but it still causes a powerful headache.

TuV man Peter Schaudt, who has already carried out corresponding shock absorption tests at relatively low speeds in the past, also came to surprising test results: The acceleration and HIC values were sometimes higher than those of higher speeds! The reason for this ludicrous circumstance: some helmets “work” in the low speed range simply not yet. They pass the blow to the skull practically unfiltered and only become active when the higher speed specified by the standard has been reached – another reason why it makes perfect sense to test beyond ECE-R 22.05. The test field that took part in this helmet test did not have to cope with any failure in this regard, because all candidates also delivered significantly lower acceleration and HIC values at lower speeds.

Herder

Here, TuV employee Sven Schneider prepares the helmet for the side kick.

That fits very well with the overall impression of this test, which is also very demanding in terms of practical testing. Anyone who, as a customer, while leafing through the relevant catalogs, might still be wondering why one should spend well over 300 euros on a helmet, when there are also ECE-compliant hats for well under 100 euros, will no longer ask this question at the latest when he the possibility of comparison beyond the 200 km / h or even only with hours of rain. Not to mention the fit, because in addition to the aerodynamic and processing qualities, it is especially this wonderful favorite sneaker feeling when you slip on and wear that makes the difference. Supposed little things such as a standard Pinlock visor or the only true double-D lock are not available from the cheap stores either.

Which brings us to the middle of the practical part and thus the area of active safety, which traditionally plays a very important role in the MOTORCYCLE helmet test. There were plenty of tried and tested test points for this area, but the driving tests, for example, did not remain completely untouched. In times of ever higher performance and ever better chassis, the test program had to be tightened. To gondola undisguised at 150 km / h or to let it be fully clad somewhere around 200 km / h just didn’t fit anymore. And since this is after all about helmets, those with the default “sporty / touring full-face helmet” had been selected, the MOTORRAD editors really let it fly. The majority of the test participants survived these exercises with flying colors. Four with each “Good” and “very good” rated helmets show how high the level in the second highest helmet league is now.

In terms of active safety, the test points should now be fixed for a long time; with regard to passive safety, this test is an important first step. It will not stay that way, because the accident researcher, the expert and the MOTORRAD editors still have big plans together and will expand and tighten the test program in the laboratory from test to test. It’s not about wiping out the helmet manufacturers or the fathers of the ECE standard. As practitioners, we just want helmet development to keep pace with technical progress and scientific knowledge in the interests of all of us. And that’s exactly why it’s no longer nice when it comes to helmet tests!

This is how MOTORRAD tests

Herder

Peter Schaudt from TuV Rheinland with Sigma post and test helmet.

A helmet test like this has a lead time of almost six months. In the spring of 2010, the MOTORRAD editors at the University of Heidelberg held preliminary talks with the accident researcher and expert Florian Schueler, who specializes in motorcycle issues, and the officially recognized expert Peter Schaudt, who as an employee of TuV Rheinland has carried out the MOTORRAD Supervised helmet tests. During these discussions, the new, more practical approach to the helmet test was discussed and the possible test procedure discussed. Accident researcher and TuV man from then on devoted themselves to the organization of the shock absorption tests; the editors took care of the compilation of the test field, wrote to 17 providers, waited three weeks for the test samples to arrive (not exclusively, there was plenty of other work). Every newcomer was weighed, his technical data recorded, (spare part) prices determined, countries of manufacture researched and visors diligently removed and reassembled.

The actual helmet test was then carried out at three crime scenes: The dry test, i.e. the detailed try-on of three test samples in sizes M, L and XL, among others. The four advisory editors carried out the assessment of fit and user-friendliness in the hallowed halls of the Stuttgart editorial team. The impressions of this first assessment are reflected very strongly in the “hit lists of the editors” and served as the basis for more precise tests on the occasion of the driving tests.

For this, two editors with two long-term test machines ended up on the largely unlimited speed and not exactly overcrowded A 81 motorway between Heilbronn and Wurzburg and the surrounding country roads. With the fully wired Aprilia RSV4 R – as far as possible and legal – full throttle was also driven, i.e. well over 250 km / h. On the naked Kawasaki Z 1000, the testers at Tacho 220 let it be good. The vast majority of the test kilometers were covered at 160 to 200 km / h. After each test drive, the driving impressions were recorded immediately. On the one hand, so that no aspect could be lost. On the other hand, to give the badly battered neck muscles the chance to recover.

After the driving tests were completed, two more size M helmets were brought to TuV Rheinland in Cologne and, after a night of acclimatization, landed on the drop test bench there. In the presence of a MOTORRAD editor, Peter Schaudt and his colleague Sven Schneider carried out the shock absorption tests. After a final evaluation and maneuver criticism in Stuttgart at home, this test actually only had to be written.

BMW Sport

mps photo studio

BMW Sport

providers: BMW, Tel. 0180/5001972, www.bmw-motorrad.de
price: 425 to 445 euros (decor 490 euros)
Sizes: 52/53 to 62/63
Weight: 1450 ± 50/1424 grams (manufacturer information / XL weighed)
To dye: Black; Matt gray; Metallic-white; three decors (blue / silver, orange, black / white)
Helmet shell: GRP
Closure: Ratchet
Country of Manufacture: Germany; ECE test mark: E 13 (Luxembourg)
Replacement visors: clear / tinted 55/75 euros
Furnishing: Wind deflector on the chin (enclosed), visor with “anti-fog inner pane” (like Pinlock), removable cheek pads and lining, helmet pouch

plus:
Very easy to put on and take off; snug fit, good fit, comfortable lining; low noise level; large and handy ventilation slides; effective head ventilation; large field of view; good suitability for glasses; excellent shock absorption values

minus:
Slight aerodynamic weaknesses from 170 km / h, from 200 km / h strong pull upwards and backwards; Ratchet lock unusual in its class; Visor operation somewhat cumbersome, visor twists easily; Visor locking slide difficult to grip (otherwise easy to change visor); Chin ventilation ineffective; Installation of the wind deflector a bit fiddly, the part comes off easily when put on and taken off

Conclusion:
By far the best shock absorption values, the low noise level and the great fit make the BMW helmet extremely attractive. Anyone who is often very, very fast on the road and / or tends to be perfectionist when it comes to operating questions should only buy after a detailed test drive.

MOTORRAD verdict: very good

HJC R-PHA 10

mps photo studio

HJC R-PHA 10

providers: HJC, Tel. 02131/523560, www.hjc-germany.de
price: 349.99 euros (decor / replica 379.99 / 429.99 euros)
Sizes: XS to XXL
Weight: 1250/1348 grams (manufacturer information / XL weighed)
To dye: Black metallic; Matt black; three decors; Ben Spies replica
Helmet shell: Fiberglass / aramid composite
Closure: Double-D
Country of Manufacture: Korea; ECE test mark: E 1 (Germany)
Replacement visors: clear / tinted / mirrored 39.95 / 39.95 / 49.95 euros
Furnishing: Breathing air deflector, wind deflector on the chin (mounted), visor with Pinlock inner visor, removable cheek pads and lining, helmet bag; Additionally: tinted visor, visor care products, replacement screws

plus:
Comfortable putting on; excellent fit, fits like “cast on”, comfortable lining; low noise level; perfect visor operation, very easy visor change; stable up to over 250 km / h (only very minimal reactions when looking sideways); absolutely draft-free interior; effective head ventilation; good suitability for glasses; light weight; good shock absorption values for side impact; Furnishing; very good workmanship, five year guarantee

minus:
Relatively close exit; Chinstrap padding a little too short; Chin ventilation ineffective; slightly penetrating odor when new

Conclusion:
Excellent fit, stable fit even at very high speeds, perfect visor operation, good equipment and solid performance in the shock absorption test – this is what a test winner looks like. And the fact that it is available at a very fair price makes the lightweight Korean even more personable.

MOTORRAD verdict: very good

MOTORCYCLE test winner

Lazer Fiber D1 MK-II

mps photo studio

Lazer Fiber D1 MK-II

providers: Trophy Germany, Tel. 0212/2338849, www.lazerhelmets.com
price: 339 euros
Sizes: XS / S / MS / ML / L / XL
Weight: 1500 ± 50/1572 grams (manufacturer information / XL weighed)
To dye: Red White; Black / orange; Black yellow; White black; White blue
Helmet shell: Fiberglass
Closure: Double-D
Country of Manufacture: China; ECE test mark: E 11 (Great Britain)
Replacement visors: clear / tinted / mirrored 39/49/59 euros
Furnishing: Breathing air deflector, wind deflector on the chin (mounted), visor with Pinlock inner visor, removable cheek pads and lining, helmet pouch

plus:
Firm seat, comfortable lining; very easy visor change; front ventilation lever very easy to use; effective chin ventilation; good suitability for glasses; Chinstrap padding sufficiently long; satisfactory shock absorption values for side impact; decent build quality

minus:
Narrow entry, very narrow exit – the ears suffer a bit; aerodynamic weaknesses, wanders from 150 km / h, nose then rests against the air deflector, from 200 km / h extremely restless; very high noise level already from the highway speed; Visor ventilation position much too far; Head ventilation ineffective, rear ventilation slider difficult to grasp; permanent slight pull on the eyes

Conclusion:
When things get a little faster, he reveals Lazer its serious aerodynamic weaknesses and turns out to be an airy crash cap. It’s a shame, because the relatively cheap helmet is actually a very valuable part. The round shape is only suitable to a limited extent for long noses.

MOTORRAD verdict: Sufficient

Schuberth S1 Pro

mps photo studio

Schuberth S1 Pro

providers: Schuberth, Tel. 0391/81060, www.schuberth.com
price: 499.99 euros (metallic / decor 519.99 / 579.99 euros)
Sizes: XS to XXL
Weight: 1580/1590 grams (manufacturer information / XL weighed)
To dye: Black; Matt black; White; Silver metallic; seven decors
Helmet shell: Fiberglass
Closure: Mortise lock
Country of Manufacture: Germany; ECE test mark: E 13 (Luxembourg)
Replacement visors: clear / tinted 55.00 / 59.90 euros
Furnishing: Wind deflector on the chin (mounted), visor with Pinlock inner visor, sun visor, anti-noise pad (enclosed), removable cheek pads and lining, helmet pouch, reflective elements

plus:
Firm fit, good fit, comfortable lining; very low noise level; good visor operation, very easy visor change, very large field of view; perfect sun visor; largely stable up to over 250 km / h (only minimal, not disturbing unrest); large ventilation slider; effective ventilation; very good suitability for glasses; very good shock absorption values; good workmanship (exception: adhesive pads)

minus:
Inappropriately placed, because it is concealed, the fastening makes it difficult to thread the chinstrap; it is somewhat more difficult to stop (the closure may rub against the head); Adhesive pads for attaching the headband with Velcro can be easily removed from the inner shell

Conclusion:
The Schuberth virtues also benefit the S1 Pro: the helmet lies well in the wind and its wearer is noticeably quiet and well ventilated. The shock absorption values are convincing. The closure is a minor annoyance, but Schuberth fans will probably get used to it.

MOTORRAD verdict: very good

Scorpion EXO-1000 Sublime

mps photo studio

Scorpion EXO-1000 Sublime

providers: Louis, Tel. 040/73419360, www.louis.de
price: 339.95 euros (chrome 359.95 euros)
Sizes: XS to XXL
Weight: 1700 ± 50/1706 gram (manufacturer information / XL weighed)
To dye: Black / matte black; Black / gold decor; Matt black / chrome
Helmet shell: Fiberglass / kevlar
Closure: Double-D
Country of Manufacture: China; ECE test mark: E 9 (Spain)
Replacement visors: clear / tinted / mirrored 49.95 / 49.95 / 64.95 euros
Furnishing: Breathing air deflector, wind deflector on the chin (mounted), anti-fog visor, sun visor, inflatable cheek pads, removable cheek pads and lining, helmet pouch

plus:
Largely draft-free interior; sits stable, even when looking sideways, only minimal movement at top speed (over 250 km / h); Impact absorption values for side impact remain within limits

minus:
Very narrow entry, making putting on and taking off uncomfortable; unsatisfactory fit (presses on forehead and temples); scratchy, synthetic-looking lining; very high noise level already from the highway speed; fiddly visor change, mechanism does not look very solid; only suitable to a limited extent for those who wear glasses; Ventilation ineffective; The cheek pads inflate function rather superfluous; Rickety sun visor with a tiny lever; smells a bit penetrating when new; very heavy weight

Conclusion:
The judgment essentially relates to the shock absorption function – the Scorpion fulfills its protective function. In terms of user-friendliness, fit and wearing comfort, the helmet weakens in every nook and cranny, and the chic shape is only very conducive to this.

MOTORRAD verdict: Sufficient

Shark RSI Carbon

mps photo studio

Shark RSI Carbon

providers: Shark, Tel. 04108/458000, www.shark-helme.com
price: 429.95 euros
Sizes: XS to XXL
Weight: 1400/1404 grams (manufacturer information / XL weighed)
To dye: Black; White; Red; orange
Helmet shell: Carbon / aramid
Closure: Mortise lock
Country of Manufacture: Thailand; ECE test mark: E 11 (Great Britain)
Replacement visors: clear / tinted / mirrored 41.60 / 59.10 / 69.80 euros
Furnishing: Breathing air deflector, wind deflector on the chin (mounted), anti-fog visor with Pinlock inner visor, removable cheek pads and lining, helmet pouch; Reflective foils (enclosed)

plus:
Relatively comfortable putting on and taking off; tight fit, very light wearing comfort; Visor operation and ventilation position very practical, extremely easy visor change; absolutely stable seat at top speed (over 250 km / h) and when looking sideways; Interior largely draft-free; very good workmanship; five year guarantee

minus:
High level of noise from country road speed; Only minimal ventilation on the head, ineffective on the chin; Chin strap padding a bit too short; only suitable to a limited extent for those who wear glasses; smells
somewhat penetrating after glue or chemicals when new; Shock absorption values are still in the green, but not really convincing

Conclusion:
The Thai Frenchman is a typical representative of the fits-as-a-sneaker group. The helmet is uncompromising: all that count is a snug fit, a top visor and absolute driving stability. Noise level? After all, what are earplugs for? Even more is possible with shock absorption.

MOTORRAD verdict: good

Shoei XR-1100

mps photo studio

Shoei XR-1100

providers: Shoei, Tel. 0211/1754360, www.shoei-europe.com
price: 399 euros (metallic or matt 429 euros, decor 499 euros)
Sizes: XXS to XXXL
Weight: 1500/1512 gram (manufacturer information / XL weighed)
To dye: Black; Matt black; Matt gray; White, silver, gray, red metallic; 17 decors
Helmet shell: AIM (fiberglass / multifiber composite)
Closure: Double-D
Country of Manufacture: Japan; ECE test mark: E 6 (Belgium)
Replacement visors: clear / tinted / mirrored 59/59/99 euros
Furnishing: Wind deflector on the chin (enclosed), visor with Pinlock inner visor, removable cheek pads and lining, helmet pouch

Plus:
Comfortable putting on and taking off; very firm seat, very comfortable lining; relatively low noise level (but louder than BMW, HJC and Schuberth); very good visor operation; extremely easy visor change; absolutely stable seat at top speed and when looking sideways; large ventilation slides, effective head ventilation; good suitability for glasses; Satisfactory shock absorption values for side impact, very good processing quality

Minus:
Without a wind deflector from 200 km / h strong drafts on the eyes; Chin ventilation ineffective; somewhat economical equipment; Big surcharge for decor variants

Conclusion:
With many Shoei models you had to use the typical one “Shoei head” to feel completely comfortable with it. The XR-1100 could now also make people happy who do not have the said head. There is the for its very valuable and absolutely practical design “Buying tip”.

MOTORRAD verdict: very good

MOTORCYCLE buyer’s tip

Suomy Vandal

mps photo studio

Suomy Vandal

providers: Helmets, Leather & More, Tel. 07175/309316, www.suomy.com
price: 349 euros (decor / replica 449 euros)
Sizes: XS to XXL
Weight: 1350 ± 50/1472 grams (manufacturer information / XL weighed)
To dye: Black; Matt black; White; Silver; Red; Matt anthracite; 20 decor and replica designs
Helmet shell: Aramid / carbon / fiberglass
Closure: Double-D
Country of Manufacture: Italy; ECE test mark: E 3 (Italy)
Replacement visors: clear / tinted / mirrored 54/54/68 euros
Furnishing: Breathing air deflector, anti-fog visor, removable cheek pads and lining, helmet pouch

plus:
Comfortable putting on and taking off; good to very good fit, chin but possibly very close to the chin part; comfortable lining; satisfactory noise level; absolutely stable seat at top speed (over 250 km / h) and when looking sideways; Interior completely draft-free even without a wind deflector; satisfactory suitability for glasses; good shock absorption values for side impact; decent build quality (exception: visor mechanism)

minus:
Visor only has three positions, ventilation position much too far; Changing the visor is theoretically quite easy, but the mechanics are stiff and there is a risk of incorrect operation and loss of parts; Ventilation lever tiny, ventilation ineffective; Chin strap padding much too short; somewhat economical equipment; Big surcharges for decor and replica variants

Conclusion:
A few little things disturb, but the bottom line is that the Italian is a purchase option, especially for very fast drivers. The placement in the solid midfield deserves the Suomy especially due to very good aerodynamics, a proper fit and good shock absorption values.

MOTORRAD verdict: good

Uvex Uvision

mps photo studio

Uvex Uvision

providers: Uvex, Tel. 0911/97740, www.uvex-sports.de
price: 369.95 euros (decor 399.95 euros)
Sizes: XS to XXL
Weight: 1300 ± 50/1394 grams (manufacturer information / XL weighed)
To dye: Matt black; White; White / red / black; two decors
Helmet shell: Carbon / Kevlar / GRP
Closure: Double-D
Country of Manufacture: China; ECE test mark: E 1 (Germany)
Replacement visors: clear / tinted / mirrored 69.95 / 69.95 / 89.95 euros
Furnishing: Wind deflector on the chin (mounted), slightly tinted anti-fog visor, removable cheek pads and lining, helmet pouch

plus:
Relatively easy to put on; snug fit, good fit, comfortable lining; large field of view; very easy visor change; aerodynamically satisfactory (starts to hike a bit from 160 km / h, then permanently very slight restlessness, to which one can get used to); handy ventilation slides, effective head ventilation, largely draft-free interior; good suitability for glasses; very good shock absorption values for side impact; good build quality

Minus:
Tears something in the ears when weaning it off; high noise level from 80 km / h; Ventilation slider too easy to move, may open by itself at very high speeds; Chin ventilation ineffective

Conclusion:
On the scales it is more of a lightweight, but looks quite lush and voluminous in real life. Surprisingly, despite the lush upholstery, a surprising amount of noise reaches the ears. As a gift, fit and shock absorption values are convincing. The aerodynamic weaknesses are only minimal.

MOTORRAD verdict: good

X-Lite X-802

mps photo studio

X-Lite X-802

providers: Nolangroup, Tel. 07159/93160, www.nolangroup.de
price: 419.50 euros (decor / replica 479.50 / 549.50 euros)
Sizes: XS to XXL
Weight: 1420/1426 grams (manufacturer information / XL weighed)
To dye: Black; Matt black; White; eight decor and seven replica versions
Helmet shell: Fiberglass
Closure: Double-D
Country of Manufacture: Italy; ECE test mark: E 3 (Italy)
Replacement visors: clear / tinted / mirrored 46.95 / 46.95 / 62.95 euros
Furnishing: Breathing air deflector, wind deflector on the chin (enclosed), visor with Pinlock inner visor, removable cheek pads and lining, helmet pouch; Polishing cloth; Seal care products

Plus:
Very easy to put on and take off; good fit, very comfortable lining; practical visor operation (ventilation position or locking via an extra button), very easy visor change; very effective head ventilation, interior absolutely draft-free even without a wind deflector; very good suitability for glasses; very good shock absorption values; good build quality; five year guarantee

minus:
Rather small field of view; Helmet moves backwards from 180 km / h, somewhat sensitive to cross winds when looking sideways; Chin ventilation ineffective; Chin strap padding too short; very fiddly wind deflector assembly; pretty proud replica surcharge

Conclusion:
In terms of shock absorption and fit / wearing behavior, Nolan’s premium brand is objectively strong and also landed at the top of the subjective hit list with two out of four editors. If you are often very fast on the road (undisguised), you should give a detailed test drive before buying.

MOTORRAD verdict: good

The shock absorption test

Drawing: archive

Full face helmet impact absorption test table

For 20 brand new helmets in size M, two per helmet model, the last travel destination of her young life was Cologne. There they landed on the TuV Rheinland drop test bench. It looks similar to a “Hau den Lukas”, but works in the opposite direction. Before each helmet was lifted to a height of around three meters and then dashed downwards and hit a permanently mounted Sigma post (guardrail holder) at 7.5 m / s, the test sample was equipped with a test head. The head is equipped with sensors that determine how severe the deceleration is on impact. The technicians speak of acceleration, the unit is called g. According to ECE-R 22.05, the maximum acceleration value must not be higher than 275 g. Accident researchers and medical professionals largely agree that this value is far too high (see also the interview opposite).

The g-value is forwarded from the test head to a computer, which calculates the so-called HIC value from this and with the aid of other parameters (duration of force action). HIC stands for “Head Injury Criterion”, a measure of the expected traumatic brain injuries. A maximum HIC value of 2400 is permissible according to the ECE helmet standard, but here too, a value that is no more than half as high has established itself in biomechanics as the limit to severe traumatic brain injury. MOTORRAD took the impact speed from the ECE test, the left side also hit the Sigma post at 5.5 m / s (drop height around 1.6 meters) – the reasons can be found in the scrolling text. Apart from this additional test, the said Sigma post and the test area selected from the test points deviating from the ECE standard made the difference and made significantly higher demands on the structure of the helmets. Nevertheless, all helmets managed to at least stay within the maximum values specified by ECE-R 22.05. But if you take a closer look at the values, you will discover that z. For example, the BMW helmet scrapes close to the maximum values desired by accident researchers and doctors even in the 7.5 m / s test and thus delivers excellent shock absorption values, but the Shark almost exhausts the more generous ECE limit.

As a “bonus test”, the second test helmet had to be thrown in the mouth. Or better said: on the chin part. The ECE test works with 5.5 m / s and a maximum permissible 275 g. MOTORRAD increased to 7.5 m / s, but does not give a HIC value because that would not be entirely reliable. The reason: When you hit your chin, some of the forces introduced are passed on to the chinstrap, so a supposedly low HIC value alone says little. The stroke of the chin was not included in the evaluation, but serves as a basis for discussion and provides a foretaste of what will happen in the 2011 helmet test.

Conclusion

Drawing: archive

Table of the final scoring for the test of the full-face helmets.

Eight out of ten helmets achieve a good or even a very good result – the majority of the upper-class helmets are worth the money. Especially with the test points fit / wearing behavior and shock absorption, points were collected diligently. With the HJC, there is a clear test winner that is strong in all criteria. But even those who are looking for real specialists, for example in aerodynamics, will find what they are looking for (Shoei, Shark, Suomy). If you want it to be particularly quiet, am leads Schuberth no way around. Favorite shock absorption? BMW!

Markus Biebricher

Herder

Markus Biebricher (47)

1. BMW Sport
2. Shoei XR-1100
3. X-lite X-802
…
9. Suomy Vandal
10. Scorpion EXO-1000

Thorsten Dentges

Herder

Thorsten Dentges (38)

1. X-lite X-802
2. BMW Sport
3. Uvex Uvision
…
9. Lazer Fiber D1 MK-II
10. Scorpion EXO-1000

Klaus Herder

Herder

Klaus Herder (47)

1. Shoei XR-1100
2. HJC R-PHA 10
3. Suomy Vandal
…
9. Lazer Fiber D1 MK-II

10. Scorpion EXO-1000

Jorg Lohse

Herder

Jorg Lohse (40)

1. HJC R-PHA 10
2. Shoei XR-1100
3. Suomy Vandal
…
9. Lazer Fiber D1 MK-II
10. Scorpion EXO-1000

Interview with the accident researcher

Herder

Florian Schueler (63), accident researcher since 1978, on his Aprilia Moto 6.5.

The graduate engineer Florian Schueler works as an accident researcher and biomechanic with motorcycle accidents.

With regard to head injuries, can one speak of a “typical” motorcycle accident? What types of injuries occur??

After around 1530 motorcycle accidents that I have examined, I cannot speak of “typical” motorcycle accidents, but of “typical” causes. In urban areas, they lie in the high acceleration capacity of motorcycles and their improper use, often combined with right-of-way violations. Extra-local accidents often take place at high speed, possibly with external disturbances or excessive demands on the driver’s driving dynamics. If an accident then occurs, the further course of action and the occurrence of injuries depend on whether there is a fall area or a direct collision obstacle. Depending on the force acting on the helmeted head, the brain can be injured: light / severe concussion, damage to the brain matter, cerebral edema, bleeding under or on the meninges, severe or as insidious oozing bleeding. Fractures of the lower jaw can occur less frequently or, in the case of very high accident effects, skull fractures of the skull or base of the skull or so-called ring or hinge fractures of the base of the skull.

How practical is the currently valid test standard ECE-R 22.05 with regard to the actual accident occurrence?

In ECE-R 22.05, I do not see any formulations of requirements that are harmful or counterproductive with regard to the occurrence of accidents. At most superfluous. However, it seems to me that a quantum leap with regard to the design goal of “protecting the brain from injuries” is possible and overdue.

How do you assess the current limit values (275 g, HIC 2400)?

That is the crux of the matter: These values, referred to in the standard as “parameters of head injury”, do not represent value limits for trauma biomechanics. They are presumably “test values” based on the technological possibilities available at the time Can be reduced by half or more. As test values approximating the trauma-biomechanical value limits for head injuries, I consider 130 g and a HIC value of 1200 to be feasible and urgently necessary. From a biomechanical point of view, these values would be 80 g and HIC = 1000.

How does the currently valid helmet standard affect the safety-related development of helmets – is it still an orientation aid or now more of a stumbling block?

Neither a guide nor a stumbling block, but rather an ambitious design specification. It is not required that a helmet must not be better than what is required by the test values to be achieved.

What do you want from the legislature and the helmet manufacturers?

From the legislator: a Europe-wide obligation to wear on the basis of the ECE test, because the phrase “suitable protective helmet” overwhelms consumers and the police. From the helmet manufacturers: Build better helmets than currently required by ECE-R 22! However, such helmets could be a bit more expensive. In relation to avoidable brain injuries and a reduction in the number of motorcyclists killed, this should be manageable.

Interview with the TuV man

Herder

Peter Schaudt (46), with TuV since 1992, privately drives the Vespa PX 200 and BMW R 65.

The officially recognized expert Peter Schaudt has been testing helmets for industry – and for MOTORRAD – since 2000.

What does the typical test procedure according to ECE-R 22.05 look like, how long does it take and what costs a helmet manufacturer has to face?

The approval is divided into two parts: basic examination and qualification control. In the basic test, at least three to four helmets of each size offered are tested. In addition to shock absorption with different conditioning, also chin straps, helmet wiping behavior, outer edges, field of vision and visor. Depending on the size range, this costs around 3000 euros – without a visor! Visors can also be approved separately from the helmets. The basic test costs around 1000 euros and the qualification control around 2500 euros. During the helmet qualification control, 60 pieces are removed after production starts. A shock absorption test is carried out on 50 of them (one blow each), and a chinstrap test on ten helmets. These results are statistically evaluated to assess the quality of production. The qualification control costs around 2000 euros. We need a maximum of two weeks for the exams.

How many helmets land on the TuV Rheinland drop test stand in Cologne each year and what is the failure rate??

Around 3500 helmets and around 30 percent.

What are the typical weak points?

Basically, they don’t exist anymore, but the upper point of impact (P) causes the biggest problems, as customers don’t want to wear such “high” helmets and therefore the styrofoam shell in the upper area is not as high.

Is manipulated?

There are no longer any direct attempts at manipulation, but since the test points are precisely defined, helmets are sometimes designed precisely for these points. As soon as there is only a slight deviation from the specified impact points, the test results deteriorate.

Is compliance with the currently valid ECE standard still an issue that poses serious problems for manufacturers?

Manufacturers who are not new to the business or who do not build extremely (particularly light or small) usually do not have serious problems.

How do you assess the currently valid limit values (acceleration 275 g, HIC 2400)?

According to statements by researchers, these values are far too high.

The non-participants

mps photo studio

For Arai (in the picture the Quantum Oriental) the world of helmets only really starts above 500 euros.

Ten suppliers took part in this MOTORCYCLE helmet test, but 17 were invited. Manufacturers and importers had three weeks to consider whether to participate in the test. Here the non-participants come in alphabetical order with their reasons for rejection.

AGV: The Italians were the MOTORRAD helmet specification (“sporty / touring full-face helmet, not a racing helmet”) unfortunately not sporty enough: “…but we prefer to be represented in the unique race helmets.”

Arai: A very nice, very long email communication developed with the German importer of the Japanese, in which MOTORRAD tried to convince Arai that the Arai Chaser (from 449 euros) would fit well into the test field. Arai tried again to convince MOTORRAD that a suitable Arai model was only available for significantly more than 500 euros and was (completely wrongly!) Worried that the Chaser would not have been able to keep up in terms of equipment. So Arai is not there – and Shoei is probably happy about the purchase tip.

Caberg: The Italians insisted on having the test procedure disclosed in detail in advance and wanted to be there with a man of their own during the test. MOTORRAD could not and did not want to meet both of these wishes.

Givi: The most expensive model from the Italians costs 199 euros. Too bad, too cheap.

IXS: The Swiss would have had something suitable in their range with the HX 701 / HX 702, but they did “as the model is already a few years old, we do not want to take part in the test. The model is also being phased out.”

Marushin: The 999 RS startup was ready, but at 279 euros it was too cheap. The RS-2 would have fit, but according to Marushin it is a racing helmet – and now not included.

Vemar: After the last test debacle (MOTORRAD 6/2010), the Italians probably didn’t want to take part in a helmet test again and nicely canceled.

Helmet tests worldwide

Herder

Correct ECE label: “E1” stands for the approval country (Germany), “05” for the ECE-R 22.05, “P.” for the chin protection test.

When it comes to head and neck, motorcyclists in Germany are at great risk. Because in the Federal Republic of Germany there is no clear regulation of the requirements that a helmet that is put on for motorcycling must meet. It says succinctly in § 21a of the Road Traffic Regulations (StVO) that “a suitable protective helmet while driving” must be worn. What under “suitable” is to be understood, sometimes seems to be a matter of legal interpretation and does not deter even Superbike pilots from relying on a braincap. However, the economically calculating insurance companies, which insist on the ECE regulation R 22 in the event of damage, which is a benchmark for motorcycling in countries such as France or Italy, see it differently.

The ECE standard: The ECE R 22.05 is the minimum requirement that MOTORRAD believes that a protective helmet must meet. For this reason, only helmets that have been tested in accordance with ECE 22.05 are permitted for this test. But what is behind this abbreviation? Regulation 22 of the Economic Commission for Europe (ECE for short) defines what a motorcycle helmet has to do and according to which scheme it is to be checked. The fifth amendment to ECE 22 has been in force since 2002. Helmets that have passed the test procedure can be recognized by a label (see below) that must be sewn firmly to the helmet. The test setup is complex and includes, among other things, shock absorption values at individual points on the shell, a stripping test, resilience of the chinstrap and the size and transparency of the visor. In the impact tests according to ECE, the values for head deceleration and “Head Injury Criterion” (HIC) measured. From this it can be deduced which collision speeds between the head and the impacted object the helmet can withstand. Also in the test grid: the damping properties when the chin is raised and the measurement of the surface friction, which allows conclusions to be drawn about the rotational acceleration. However, the ECE is not to be regarded as a general quality feature. Even helmets that are sold at dumping prices at food discounters comply with ECE-R 22.05. And: test institutes such as TuV Rheinland repeatedly determine in internal series of measurements that helmets are specifically designed to meet the requirements of the ECE by reinforcing the relevant measuring points. However, the likelihood of actually hitting this reinforced point when falling is very unlikely.

Motorcycle helmets: test, purchase advice, ECE standard, communication

Table of contents

Motorcycle helmets: test, purchase advice, ECE standard, communication