Multi helmets in the test

Table of contents

Multi helmets in the test
Jahn

Multi helmets in the test

Multi helmets in the test

Multi helmets in the test

Multi helmets in the test

25th pictures

Multi helmets in the test
mps photo studio

1/25
Multi helmets in the MOTORRAD product test.

Multi helmets in the test
mps photo studio

2/25
Looks bad, but the Givi’s chin section, which was broken after the shock absorption test, achieved decent values.

Multi helmets in the test
mps photo studio

3/25
Harmonizes only with a few heads – significant weaknesses in fit.

Multi helmets in the test
mps photo studio

4/25
Givi HPS X.01
Conclusion
In terms of aerodynamics, the Givi does not show any nakedness even on the highway, workmanship and equipment are okay too.

What cannot be said about wearing comfort – hardly available.
MOTORRAD verdict: satisfactory.

Multi helmets in the test
mps photo studio

5/25
With Caberg: breakthrough due to the little cushioning material, and very close to the chin – critical.

Multi helmets in the test
mps photo studio

6/25
Pulled very far forward in the cheek area, like a jet a very quiet helmet.

Multi helmets in the test
mps photo studio

7/25
Caberg Hyper X
Conclusion
The Hyper X industriously scores third place, but just barely missed the grade “good” due to weaknesses in the chin section. Versatile, suitable for touring, decent quality.
MOTORRAD verdict: satisfactory.

Multi helmets in the test
mps photo studio

8/25
Multi helmets sell as true all-rounders – too big a promise?

Multi helmets in the test
mps photo studio

9/25
Scorpion Exo-300 Air
Conclusion
Overweight and relatively noisy, he was also the only multi-helmet that did not pass the stripping test. A shame, because solid workmanship and a good selection of colors and decors are what turn you on.
MOTORRAD verdict: satisfactory.

Multi helmets in the test
mps photo studio

10/25
Weighs a whopping 1.5 kilos without the chin section – too much for a modern jet helmet.

Multi helmets in the test
mps photo studio

11/25
X-Lite X-402 GT
Conclusion
In the driving tests, the quiet and crisp, but expensive X-lite was completely convincing. The modest result in the shock absorption test cost valuable points.
MOTORRAD verdict: good.

Multi helmets in the test
mps photo studio

12/25
400 euros plus – also a proud price for the good dual function jet / integral.

Multi helmets in the test
mps photo studio

13/25
A little helps a lot: a small piece of fabric called a wind deflector. The X-lite drives almost as quietly as a full face helmet.

Multi helmets in the test
mps photo studio

14/25
The helmets on the TuV test stand: TuV testers Jerome Lenben (left) and Peter Schaudt take a critical look at the helmets.

Multi helmets in the test
mps photo studio

15/25
The very thin plastic noses of the chin part fastener on the probiker will probably not survive long with frequent use.

Multi helmets in the test
mps photo studio

16/25
A decent jet helmet, but clearly in need of improvement as a full-face helmet.

Multi helmets in the test
mps photo studio

17/25
Nexo Multi Jet
Conclusion
Misleading: The Multi Jet is not a real multi-helmet, it lacks certification. At least safer than a “naked” jet, but the cheaply made helmet is not good for longer tours.
MOTORRAD judgment: sufficient.

Multi helmets in the test
mps photo studio

18/25
Tends to play in the league of cheaper jet helmets – technically overwhelmed as a multi.

Multi helmets in the test
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19/25
Nolan N44 – test winner
Conclusion
For the Champions League, he would have to slim down a little and should like to be a little quieter. Otherwise a very good helmet: well thought out, safe, variable – a great alternative to flip-up helmets.
MOTORRAD verdict: good.

Multi helmets in the test
mps photo studio

20/25
Special format: traveling as a jet with what is probably the longest visor in the world.

Multi helmets in the test
mps photo studio

21/25
Well done: very functional visor mechanism at Nolan, which saves annoying fiddling when transforming.

Multi helmets in the test
mps photo studio

22/25
Probiker Multi-Jet
Conclusion
At this price you can’t complain, especially since security is not neglected. Buying tip? Oh well. Definitely as a jet helmet with extra protection, but too loud and drafty as a full-face helmet.
MOTORRAD verdict: satisfactory.

Multi helmets in the test
mps photo studio

23/25
Is everything correctly declared according to the rules of the game? When in doubt, the meticulous referees can use the test rules.

Multi helmets in the test
mps photo studio

24/25
Uuund … bang! From a height of three meters, the clamped helmet slams onto the test body in the drop test stand.

Multi helmets in the test
mps photo studio

25/25
During the stripping test, the helmet should not fall off the test head and should not twist more than 30 degrees.

clothing

Helmets

Multi helmets in the test

7 multi helmets tested
Freedom of choice via jet or integral

Ride closed and safe on tour, but when the weather is nice you can float around freely and airy in holiday mode. Multi helmets sell as true all-rounders – too big a promise?

Thorsten Dentges

06/20/2013

There were only seven left … It’s strange, this loss. In the run-up to this helmet test, there was great confidence that a lavishly equipped test field would be put together, especially since MOTORRAD had not yet dealt with this helmet category in the form of a product test. But already a first problem with the invitation: What is the title of the helmet category? Modular helmets? Then flip-up helmets would also be meant. Hybrid or system helmets? Mmh. The term “multi-helmet” seemed better, because the helmets want to be particularly versatile, and they like to be sold in the catalog as “all-in-one” or “quick-change artists”.

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Multi helmets in the test

7 multi helmets tested
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It also seemed that the market was brisk. The Italian manufacturer Nolan presented its new Nolan N44 to the press at the beginning of the year in Almeria / Spain (MOTORRAD reported in issue 5/2013) – as the modern successor to the N71 and N43E Air models. Further multi-helmets can be found at the in-house sister brands X-lite and Grex. Also in Bergamo neighboring competitors Airoh and Caberg praise various all-rounders. If you take a look at the large German chain stores, you will find corresponding house-brand products at least at Polo and Louis. All in all, there are at least 15 models from established helmet manufacturers that can be assigned to the multi-helmets segment. There’s music in there. But then: refusal.

Multi helmets in the test

Helmets


12 flip-up helmets tested


Models between 139 and 649 euros


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Airoh apologizes…

A double homologation was mentioned in the invitation to the test. You can recognize this directly on the helmet (certification information is usually sewn onto the chinstrap): The abbreviation “P / J” stands for Integral / Jet. Airoh apologizes that the production of the two multi-helmets J-105 and J-106 will be phased out at the end of the season, but that they will come with “new, fresh models”. When? The vague answer: “soon”. The world’s largest helmet manufacturer HJC does not want to launch its helmet with P / J homologation, says: “The advantages of multifunctionality go hand in hand with design-related solutions that cannot be found on a full-face helmet in this form. Since the physical requirements of an ECE test were ratified at a time when the helmet type did not even exist, we do not consider the statements of a test based on it to be meaningful. “

The Roleff company advertises the Stuttgart Hybrid model in its online shop: “All-rounder, usable as a full-face helmet or jet helmet”. When asked whether the helmet actually has a double homologation, customer service says succinctly: “I don’t know”. Roleff rejected the invitation to the test without giving a reason, which does not exactly indicate great confidence in your own product.

Buy helmets at markt.motorradonline.de

Buy jet helmets on markt.motorradonline.de

PDF: Helmets in the visor (MOTORRAD 12/1973)

Motorcycle helmets get one on the twelve


Multi helmets in the test


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The helmets on the TuV test stand: TuV testers Jerome Lenben (left) and Peter Schaudt take a critical look at the helmets.

Apparently, Polo had neglected the invitation and sent the Nexo Multi Jet model into the race, which according to the homologation is a pure open face helmet. He still has a chin part – tricky, because according to the test regulations, this helmet should be marked as “non protective” with a clearly visible notice. It is undisputed that jet helmets do not offer the safety of full-face helmets, which provide better protection against serious facial injuries in the event of a fall. Full-face helmets are therefore on the test bench with one blow – to put it casually – fully maltreated to the twelve. Jet helmets, on the other hand, only get sideways on the Omme. Both types have to pass a peel test, because a flown helmet does not help either as a jet or as an integral. But back to the chin protection: The top deceleration values ​​for full-face helmets are currently around 60 g. Delay values ​​from 150 g are considered highly critical – all multinationals in the test are significantly higher.

But it’s also about not dragging face first across the asphalt – it doesn’t take much imagination to imagine the bad consequences. In the reality of an accident, complicated injuries occur even at slow speeds, which a sensible chin part can avert. But what is a sensible chin part? At least one tested part gives certainty that the chin guard may not increase the risk of injury. With the wrongly labeled Nexo, the shock absorption values ​​were not significantly worse than the level of some P / J helmets that were properly certified according to the ECE standard. From a safety point of view, you would have to leave the removable chin part on permanently. The question arises: when to drive without it? Flip-up helmet wearers also face the same problem. If you are on the road with the flap open, the protection against accidents is considerably reduced, and probably no pilot folds down the chin part during the fall. Seen in this way, flip-up helmets and multi-helmets have no right to exist. Especially not for jet helmets.

Multi helmets in the test

Helmets


12 helmets tested


Mid-range full-face helmets from 150 euros


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Multi helmets in the test

Helmets


Product test: racing helmets


Motorcycle helmets for sports riders in the test


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Multi helmets in the test

Helmets


Product test flip-up helmets


Motorcycle helmets that can be opened up in comparison


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Multi helmets in the test

Helmets


Motorcycle open face helmets in the test


The feeling of freedom on the motorcycle – despite the loss of safety


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For whom are multi helmets suitable??


Multi helmets in the test


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Is everything correctly declared according to the rules of the game? When in doubt, the meticulous referees can use the test rules.

Nevertheless, almost all manufacturers offer open face helmets. So does Shoei, one of the largest Japanese helmet manufacturers. Although Shoei is fundamentally very open to innovation, the brand is noticeably reluctant to develop multi-helmets: “Functionality in particular has seemed questionable to us in one or the other case of the helmets we reviewed.” If you look at some of the representatives the class more closely, one could agree with this assessment. Multi helmets are offered that are actually hardly more than technically outdated open face helmets that have been upgraded relatively cheaply with chin parts – click and done. Viewed critically: more marketing than innovation. Fortunately, there are laudable exceptions in the test: Givi has been developing new models for years, the Nolangroup has diligently worked out the good results through its own laboratory tests and targeted product development, Caberg doesn’t have to hide either.

But who are the transformable helmets best suited for? Definitely for travelers to southern Europe. There in summer with over 30 degrees in the bustling city, it is not only a relief to drive as airy as possible, but physical overheating even poses a risk to active safety. The helmet also fits well in or in the (scooter) helmet compartment with the chin part clicked off the luggage. Multis are also interesting for cruiser tourists who go to the meeting in a weatherproof manner, but want to glide across the boulevard in a jet in proper style. There are many reasons to choose a multi-helmet, it’s just a shame that the current selection of recommended models is so small. That can change, it would be desirable. Because having the freedom to choose whether to use a jet or an integral while on tour is extremely attractive – either way.

Caberg Hyper X


Multi helmets in the test


mps photo studio

Caberg Hyper X

Caberg Hyper X

providers: Germot, phone 0 61 03/45 91 00, www.germot.de;
price: from 179.90 euros (decor 239.90 euros);
Sizes: XS to XL;
Weight: 1450 ± 50 g / 1540 g (manufacturer information / weighed in size M);
To dye: Matt black, black, white, two decor variants;
Helmet shell: Thermoplastic;
Closure: Ratchet;
Country of Manufacture: Italy;
ECE approval mark: E 3 (Italy);
Replacement visors: clear, tinted sun visor;
Furnishing: integrated sun visor, removable interior, bluetooth preparation

plus
Even at 180 km / h and looking over the shoulder it is good in the airstream, overall aerodynamics are decent; also suitable for touring as a jet thanks to the deep-drawn visor (good weather protection), pleasantly quiet when driving on country roads; finely graduated, seven-fold visor notch; The chin section is comparatively easy to connect and disconnect; as a full-face helmet advantageously large field of vision; good peel test result

minus
Ventilation on forehead and top of the head hardly noticeable; Depending on the driver, the sun visor hits the nose, the control element on the back of the helmet is a bit awkward to reach; Distance from chin part to chin borderline close, in shock absorption test breakdown on the chin part; Visor mechanism hooked and fiddly; Plastic appearance very creaky

Conclusion
The Hyper X industriously scores third place, but just barely missed the grade “good” due to weaknesses in the chin section. Versatile, suitable for touring, decent quality.

MOTORRAD verdict: satisfactory

Givi HPS X.01


Multi helmets in the test


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Givi HPS X.01.

Givi HPS X.01

providers: Givi Germany, phone 09 11/95 51 00, www.givi.de;
price: 199 euros;
Sizes: XS to XL;
Weight: 1490 ± 50 g / 1590 g (manufacturer information / weighed in size M);
To dye: Black, white, three decor variants;
Helmet shell: Thermoplastic;
Closure: Ratchet;
Country of Manufacture: Italy;
ECE approval mark: E 3 (Italy);
Replacement visors: clear, tinted sun visor, Pinlock inner lens;
Furnishing: integrated sun visor, removable interior, wind deflector, replaceable chin section (more ventilated), covers for chin section

plus
Good, targeted ventilation; Changeable chin part for summer and winter seasons with different ventilation; Workmanship and quality on a good level; as a full-face helmet, very quiet on country roads and at recommended motorway speeds, large field of vision; Chin strap well positioned; Sun visor a bit dark but very efficient

minus
Significant weakness in fit, pressure on the forehead and back of the head, some testers did not succeed in putting on with the chin part mounted, entry too narrow; Chin part closure cumbersome, only to operate with the helmet off and fiddly; Sun visor operation very difficult; quadruple visor notch too undefined

Conclusion
In terms of aerodynamics, the Givi does not show any nakedness even on the autobahn, workmanship and equipment are also okay. What cannot be said about wearing comfort – hardly available.

MOTORRAD verdict: satisfactory

Nolan N44 – test winner


Multi helmets in the test


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Nolan N44 – test winner.

Nolan N44

providers: Nolangroup Germany, phone 0 71 59/9 31 60, www.nolangroup.de;
price: 289.95 euros (decor and signal colors 319.95 euros);
Sizes: XXS to 3XL;
Weight: 1550 ± 50 g / 1630 g (manufacturer information / weighed in size M);
To dye: Gray, matt gray, matt black, black, silver, wine red, white, signal yellow and orange, three decor variants;
Helmet shell: Thermoplastic;
Closure: Ratchet;
Country of Manufacture: Italy;
ECE approval mark: E 3 (Italy);
Replacement visors: clear, tinted sun visor;
Furnishing: integrated sun visor, removable parasol, covers for visor mechanism, removable interior fittings, wind deflector, bluetooth preparation

plus
Class visor mechanics; Chin part can be comfortably put on and taken off; comfortable fit, skin-friendly, airy lining; best shock absorption values ​​in the test, good protection against stripping; Effective wind deflector, good acoustics and aerodynamics up to 130 km / h; impressive full-face helmet driving experience due to the huge field of vision; functional, optimally tinted sun visor; great variety of sizes

minus
As a jet, extremely deep-drawn visor with only four positions, half open (positions two and three), it vibrates while driving and obstructs the view; Chin strap presses; high weight

Conclusion
For the Champions League, he would have to slim down a little and should like to be a little quieter. Otherwise a very good helmet: well thought out, safe, variable – a great alternative to flip-up helmets.

MOTORRAD verdict: good

Nexo Multi Jet


Multi helmets in the test


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Nexo Multi Jet.

Nexo Multi Jet

providers: Polo, phone 0 21 65/8 44 02 00, www.polo-motorrad.de;
price: 99.95 euros;
Sizes: XS to XL;
Weight: 1300 ± 50 g / 1440 g (manufacturer information / weighed in size M);
colour: Black;
Helmet shell: Thermoplastic;
Closure: Ratchet;
Country of Manufacture: China;
ECE approval mark: E 9 (Spain);
Replacement visors: clear, tinted sun visor;
Furnishing: integrated sun visor, removable interior

plus
The fit is okay, the feel of the lining is silky and pleasant; lightest helmet in the test field (with chin protection and visor); Chin strap well positioned; Chin part assembly easy

minus
Extremely loud, whistling noises from 60 km / h, annoying at country road speed, almost unbearable on the motorway; Inadequate aerodynamics, from 150 km / h the view is blurred by tremors and vibrations; no controlled ventilation, airstream flows in from everywhere, much too airy, head cools down quickly at outside temperatures below 15 degrees; Visor fogged up quickly and extensively, visor mechanics made cheap; Sun visor too close to the nose (depending on the driver) and for glasses wearers with a marginal distance; Chin part distance to chin much too small; Moderate shock absorption values, little safety when the chin hits; Processing moderate

Conclusion
Misleading: The Multi Jet is not a real multi-helmet, it lacks certification. At least safer than a “naked” jet, but the cheaply made helmet is not good for longer tours.

MOTORRAD judgment: sufficient

Probiker Multi-Jet


Multi helmets in the test


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Probiker Multi-Jet.

Probiker Multi-Jet

providers: Louis, phone 0 40/73 41 93 60, www.louis.de;
price: from 99.95 euros (decor 109.95 euros);
Sizes: XS to XL;
Weight: 1580 ± 50 g / 1530 g (manufacturer information / in size L -weighed);
To dye: Matt black, a decor variant (black / anthracite);
Helmet shell: Thermoplastic;
Closure: Ratchet;
Country of Manufacture: Taiwan;
ECE approval mark: E 13 (Luxembourg);
Replacement visors: clear, tinted sun visor;
Furnishing: integrated sun visor, removable interior, pinlock preparation

plus
Chin strap fits comfortably and does not squeeze, ratchet fastener very user-friendly; Fit okay; Chin part mechanism simple and functional; Shock absorption values ​​on a decent level, stripping test passed well

minus
Too airy for longer country roads at temperatures below 20 degrees, risk of cooling, no targeted ventilation; quite loud, unsuitable for higher speeds (over 130 km / h), rather moderate noise insulation; Aerodynamics modest as a full-face helmet, hardly any difference to Visor-Jet; Processing and equipment at a low level commensurate with the price segment; Sun visor rickety and inferior with less than convincing mechanics

Conclusion
At this price you can’t complain, especially since security is not neglected. Buying tip? Oh well. Definitely as a jet helmet with extra protection, but too loud and drafty as a full-face helmet.

MOTORRAD verdict: satisfactory

Scorpion Exo-300 Air


Multi helmets in the test


mps photo studio

Scorpion Exo-300 Air.

Scorpion Exo-300 Air

providers: Scorpion Sports, phone 08 00/1 83 08 99, www.scorpionsports.eu;
price: from 229.90 euros (decor 249.90 euros);
Sizes: XS to XL; Weight: 1500 ± 50 g / 1620 g (manufacturer information / weighed in size M);
To dye: Gray, matt black, silver, black, signal yellow, signal red, white, nine decor variants;
Helmet shell: Thermoplastic;
Closure: Ratchet;
Country of Manufacture: Korea;
ECE approval mark: E 11 (Great Britain);
Replacement visors: clear, dark tinted, silver reflective, golden reflective, dark tinted and yellow tinted sun visor;
Furnishing: integrated sun visor, removable interior, wind deflector, inflatable cheek pads

plus
Comfortable fit, chinstrap with a comfortable fit; easy visor change, sun visor operation comfortable even while driving; Ventilation buttons easy to reach

minus
Visor ventilation (painted plastic part) when the visor is open is always extremely annoying in the field of vision; from 80 km / h it pulls with full-face helmet function, as a jet with selective drafts (poor touring suitability); already relatively noisy at country road speed; Sun visor with an irritating gray tint; Chin rest mechanism defective after a short period of use; high weight; poor stripping value

Conclusion
Overweight and relatively noisy, he was also the only multi-helmet that did not pass the stripping test. A shame, because solid workmanship and a good selection of colors and decors are what turn you on.

MOTORRAD verdict: satisfactory

X-Lite X-402 GT


Multi helmets in the test


mps photo studio

X-Lite X-402 GT.

X-Lite X-402 GT

providers: Nolangroup Germany, phone 0 71 59/9 31 60, www.nolangroup.de;
price: 419.50 euros (decor from 469.50 euros);
Sizes: XS to XXL;
Weight: 1580 ± 50 g / 1630 g (manufacturer information / weighed in size M);
To dye: Matt black, black, silver, white, three decor variants;
Helmet shell: Thermoset;
Closure: Double-D;
Country of Manufacture: Italy;
ECE approval mark: E 3 (Italy);
Replacement visors: clear, tinted sun visor;
Furnishing: Integrated sun visor, removable interior, wind deflector, Pinlock inner lens, Bluetooth preparation

plus
Even at a motorway speed of up to 180 km / h, acoustics and aerodynamics are superior, on the same level as full-face touring helmets; – best fit in the test field, fully suitable for glasses, high wearing comfort, well balanced; sixfold visor notch well defined; Chin part can be (dis) assembled easily; Firmly lockable double-D fastener and comfortably padded chin strap

minus
In the stripping and shock absorption test only mediocre, in the case of the chin section a comparatively high value; Visor and pinlock lower edge in field of view when the visor is half open; in “jet mode”, the visor tear-off edge generates annoying wind noise; high weight

Conclusion
In the driving tests, the quiet and crisp, but expensive X-lite was completely convincing. The modest result in the shock absorption test cost valuable points.

MOTORRAD verdict: good

The final score


Multi helmets in the test


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The final evaluation: * 100 to 85 points = very good; 84 to 70 points = good; 69 to 55 points = satisfactory; 54 to 40 points = sufficient; 39 to 0 points = unsatisfactory.

The still very manageable league of multi helmets is noticeably heterogeneous. Especially when it comes to prices. If you are only looking for a jet helmet with optional chin protection, you can probably get by with the 100-euro low-cost homes. For a really safe and versatile full-value multi as a good alternative to the flip-up helmet, you have to invest significantly more money. For a modern representative like the Nolan N44, the issue is worthwhile – this is currently the benchmark.

TuV test bench


Multi helmets in the test


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The shock absorption: * Surcharge on the Sigma post, the MOTORRAD-HIC-1000 value is calculated from the mean of both surcharges; ** Surcharge on the edge anvil, does not count towards the scoring, as some of the forces are transferred to the chinstrap.

It’s like a guillotine when the helmet comes down. Or from Hau-den-Lukas, just the other way around. The drop test stand is the core of the helmet test laboratory at TuV Rheinland (www.tuv.com). Among other things, prototypes from helmet manufacturers for subsequent series production are homologated there in accordance with the current binding ECE test standard R 22.05. After an impact from the height of a jumping tower, the helmet is ready for the garbage can – after all, enormously strong forces act when the headgear hits the steel anvil.

A deceleration value of 275 g is permitted; the so-called Head Injury Criterion (HIC value) is calculated from the g-value and other parameters such as the duration of the force. This provides information about possible traumatic brain injuries, even if the laboratory statements are to be interpreted somewhat abstractly. After all, every motorcycle crash is different and every rider is biomechanically different. For all helmets that are tested according to the ECE standard, an HIC limit value of 2400 applies, but forces occur that no one would probably survive.


Multi helmets in the test


mps photo studio

Uuund … bang! From a height of three meters, the clamped helmet slams onto the test body in the drop test stand.

Accordingly, it in no way means that a helmet with the ECE certification mark is always and everywhere safe. The test program developed three years ago by TuV helmet expert Peter Schaudt, biomechanic and accident researcher Florian Schueler and the helmet testers from MOTORRAD is intended to provide better insights into head protection. The helmet is subject to the stripping test, which is also mandatory for the ECE test, and also falls from a height of three meters onto an anvil, but not onto the edge test anvil provided for the usual ECE test, but onto a sigma post that carries guardrails in normal life. It is precisely on such posts that the worst consequences of accidents arise on the highway outside, reports analyst Florian Schueler from his research practice.

In addition – unlike the ECE test – the helmets are not preconditioned at minus 20 degrees, but at room temperature. They hit accordingly in a softer material condition. The impact on the left and right sides of the helmet also occurs at two speeds (7.5 and 5.5 m / s) to check how the cushioning material behaves in each case. In reality, drivers don’t always hit an obstacle at the same speed – so the effect can be very different. The MOTORRAD HIC value results from the averaged values. If this is 1000 or less, the team of experts assumes that the helmet offers significantly better protection against accidents than a product that has only been tested according to the ECE standard. Notes: The multi helmets were tested as jets in the slip test. And after the shock absorption test, the chin parts or their locking mechanism were checked to see whether they could still be opened after the impact (important for first aiders in the event of an accident). Fortunately: everything paletti.

This is how MOTORRAD tests


Multi helmets in the test


mps photo studio

Uuund … bang! From a height of three meters, the clamped helmet slams onto the test body in the drop test stand.

The most important criterion for helmets: safety, of course. As far as passive safety is concerned, the test laboratory, in this case that of TuV Rheinland (see page 76), is the right address. What if active safety should be checked? Best to go on tour. MOTORRAD took the seven test candidates to the south of France in order to chase them extensively on Provencal country roads and expressways. Do point pressure points disturb while driving, is it uncomfortable somewhere, is the field of vision restricted? All driving tests were carried out on a defined test lap – part of which served as a test for the full-face helmet properties.

The other part of the test drives led through towns and over winding mountain passes, among other things, through towns and over winding mountain passes, in a lot of sunshine and spring-like outside temperatures of around 16 degrees Celsius after disconnecting the chin part in “jet helmet mode” in order to be able to determine differences in acoustic and aerodynamic behavior. Weaknesses and strengths in terms of comfort and weather protection also quickly emerged in touring. Back on the German autobahn, the testers tested the helmets’ high-speed behavior on naked bikes at speeds of up to 180 km / h. At the same time a good way to check the effectiveness of the helmet ventilation and its operation. In the editorial office, several colleagues with different head sizes checked and shaped the fit. During this dry test, it was also possible to take a look at the workmanship and equipment.

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