They’re very practical as you can show your face without taking your helmet off, or you can open the front to let in a little bit more air, although with some helmets, it’s not legal to ride with the chin bar up.

Riders wearing glasses are probably the ones who love flips the most, as you can put a flip front helmet on and take it off again without taking your specs off.

You don’t have to break the bank to get a great flip, and the five helmets in this review are all available for under $200 as we write this post. 

We’ve chosen them mostly based on the scores in reviews by customers, but with one wild card helmet that I’ve thrown in, as I think it’s well worthy of a place in any top five.

If we’ve done a more in-depth review of any of the helmets mentioned today, you’ll see links directly to the review.

Best Budget Flip Up Helmets

HJC i90

The HJC i-90 helmet is right at the top of our price threshold, but thankfully, it has the quality to back it up.

Shell Construction

The shell is made from polycarbonate, and the lifting mechanism firmly seats the chin bar on top of the lid.

It’s dual-hormonated, so you can legally ride with the chin bar up, and there’s no lever to fix it in place as there’s enough resistance anyway.

Ventilation

There’s a good level of venting. It comes with a Pinlock 70 anti-mist insert in the box and a sun visor with a good amount of depth to it.

Interior Lining

The comfort lining, which is all removable, has a comfy quality fabric covering it over the top as well.

Intercom

It’s prepared for HJC’s smart intercoms, but it’s also easy to fit a universal comp system, and if you prefer that way, that’s easy to do with this lid.

Safety Ratings

It’s certified to the ECE 2205 standard for the road and achieved three stars out of five in the UK government’s Sharp impact testing scheme.

It is also DOT, and ECE approved for the US market (3XL-5XL DOT only).

Of the 61 reviews I have seen for the i-90, 49 owners gave it five stars. The most common criticism is over noise, with nine people mentioning that, but six people say it’s quiet.

It shows that you never know how much noise you’ll get from any lid until you get out and ride it on your bike.

One thing that’s only fair to point out with this helmet is that to stay under the $200 threshold for this post, you’ll need to buy an i-90 in a plain color, as the graphics bust the $200 budget.

LS2 Strobe

The LS2 Strobe is one of the cheapest flip fronts, but that doesn’t come through if you read the feedback from customers who’ve left a review.

On the whole, there’s positive feedback for this lid. Of the 53 reviews we have seen, 33 are five-star, and another 19 are given four stars.

Weight

People like the comfort and the weight. The size medium weighs in at 639 grams/ 1.4 lbs, which is pretty respectable for a flip-front.

Sizing

There is a swell of opinion that people should order a size bigger than they would normally, but there are also people who say they did that and then it backfired on them, and they ended up having to swap back to their normal size. 

So if I’m trying this one, I’d say the Strobe is quite a compact helmet. The medium size fits me around the head, but it doesn’t come down far enough for my liking and doesn’t leave much room around my face.

I would say this is one we are better off trying on before you buy it. 

This lid isn’t dual homologated, so it can only legally be worn with the chin bar down, and it doesn’t have a Pinlock insert, but an insert will fit. There’s also a sun visor.

Intercom 

There’s room for intercom speakers. The neck roll is integrated into the helmet shell, so we recommend not using a communication device that uses a clamp mount.

Safety Ratings

It’s been approved to 2205 for the road and achieved three stars in the UK government’s Sharp impact tests.

Caberg Duke II

Caberg has been making budget flip up helmets for at least 21 years, and this Duke 2 is their current headliner.

Of the 637 reviews we have seen, which is way more than any other lid, 478 reviewers have given this helmet five stars.

Safety Ratings

The Duke 2 also has a 5-star rating from the UK government’s Sharp impact testing program.

Personally, I think that plays a big part in this helmet’s popularity. It’s a helmet that costs less than $200 in its most basic colors, and it has that five-star stamp that gives people confidence that they’re getting good protection.

Having spent a bit of time wearing one of these lids, I find it to be a no-frills helmet, but if you bring it back to basics, everything is there.

It’s dual homologated for use with the chinbar up or down. 

Pinlock Anti-Mist

It comes with the Pinlock insert in the box, a sun visor, and an intercom that is easy to fit.

If you want a fuss-free flip-front and are on a budget, this is the one hundreds of riders go for every year.

MDS MD200

MDS helmets are a sub-division of AGV, so you get the technology from older AGV models at a lower price. 

The MD200 has been around for almost ten years and comes with a plastic shell.

The lifting mechanism is neat for the chin bar, and the lining is comfy. The sun visor also operates on a wheel on the left of the lid, which is simple to use. 

It’s not dual-homologated, so riding with the gym bar closed is legal.

After 62 customer reviews, it has an average rating of 4.6, with 39 of those reviewers giving it five stars. Unfortunately, this helmet has fallen a bit by the wayside recently. 

Almost all those reviews were written when this helmet cost less than $120. Now it sits at around $150. 

That puts it in competition with the Cabo Jute 2, and most people prefer that helmet when it comes to the choice. The Cabo also has a pin lock insert, which this lid doesn’t.

Safety Rating

The MDS has a four-star rating in the Sharp impact tests, and it’s still a decent option, especially if you find that Caberg doesn’t suit you.

Grex G9.2

This is the wild card helmet I told you about at the beginning of this post. I’ll bet that most riders will see the GRex logo on this helmet and say something like, “Grex, who are they?” 

But if I did that with a Nolan logo, then people would recognize that. So, in essence, Grex is Nolan as part of the same group.

When an entry-level Nolan helmet gets replaced in the range, that lid gets a mild spec tweak and is re-released as a Grex.

So this G 9.2 is, to all intents and purposes, a Nolan N92 with a downgraded liner and a simple one-pull strap fastening buckle rather than the twin pull system that came on that Nolan.

There’s also no chin curtain on this helmet, but the G9.2 is a pretty damn credible helmet for UNDER $200.

It’s got the same Lexan shell as used on all Nolan helmets. The chin bar is an extra layer of safety over other flips as you need to pinch the two buttons together to open it.

It’s dual-hormonated so you can use it with the chinbar up or down and a sun visor.

Pinlock Anti-Mist

There’s no Pinlock as standard, so adding one of those costs around $50, which takes you to our $200 threshold.

Interior Lining

The liner isn’t as plush as the old Nolan, but it still stands compared to other helmets in this review.

These helmets don’t suit everyone, but if it works for you, I would say this helmet gives you good value for money.

So those are our top five best-value flip-front helmets. Again, I think the HJC and the Grex quality stand out in this grouping, but those two helmets are at the top end of the price scale. So, I guess you might expect that to be the case. 

If what you want is a known quantity that’s trusted by thousands of riders, then it’s the Caberg Duke 2 that stands out.

It does miss some luxuries, and it’s not as plush as the HJC or the Grex, but it covers all the basics. It also has that five-star sharp impact rating, which is a definite plus point.

As always, I suggest trying as many helmets as possible before making a final decision. It doesn’t matter much what I or anyone else thinks is a good helmet if it doesn’t suit your head.

To keep things fair, I should also point out that the list of helmets we’ve used for this guide is restricted to those whose list price is currently $200 or less.

That means there might be helmets on clearance deals when you’re reading this post, meaning you’ve got quite a few more helmets to choose from.

Where To Buy

Model	Revzilla	Sports Bike Shop
HJC i90	From $191	From £175
LS2 Strobe	From $131	From £89
Caberg Duke II	Not Available	From £118
MDS MD200	Not Available	From £129
Grex G9.2	Not Available	From £112

The post 5 Best Flip-Up Helmets Under $200 With One That Stands Out first appeared on Motorcycle Gear 101.

This helmet has got about every feature you need in a motorcycle helmet. The build quality is amazing at a price that seems half what it should be.

You’ll notice the quality as soon as you pull it out of the box, and there are plenty of features. 

The shape is very modern, with nice molded character lines and curves. Everything is made in Nolan’s factory in Italy.

Nolan N87 Review

Shell Construction

The N87 shell is made from polycarbonate. Nolan used Lexan, which is a high-quality version of polycarbonate. 

That’s something Nolan has been doing since they were founded way back in 1972.

Weight

The size medium N87 weighs 1,560 grams on our scales. That’s not the lightest in the sports touring category, but it is pretty good for a plastic shell helmet, which is usually heavier than a fiber shell. 

And we’ve also weighed some fiber shell helmets similar to this.

Ventilation

The N87’s venting system is reasonable. It’s usually the case that plastic shell lids fall in this area against fiber shells, but it has a chin and top vents on this helmet.

The sliding chin vent below the visor is pretty good and brings through a decent scoop of air. It is also really easy to use. It’s quite nice and chunky. On the top, there are twin slide events. 

This is the second N87 I’ve worn, and the airflow isn’t amazing, but it’s okay. Air comes in through the two holes at the top of the shell.

And then, there are channels in the impact liner allow air to circulate from front to back. It then comes out through the permanently open exhaust fence at the back.

Visor

The visor on this helmet is a classy piece of kit. The lifting mechanism has a pivoting design, so it rotates backward when it’s either fully raised or fully dropped. 

As you lift or lower it, the visor mechanism moves forward before rocking into a more secure resting place on its last notch. 

It’s simple to remove and replace. It took me 20 seconds, and without doing loads of practice runs, it’s intuitive and easy. 

It’s also fitted with a Pinlock Max Vision insert and is fitted on the visor when you buy the lid, so there’s no need to fuss about it. Instead, you can get on and ride.

Sun Visor

The sun visor is a cut above the norm. It has stages for opening and closing, so you can leave it partially down.

And there are steps on the lever, so you know that it’s going in graduated amounts rather than just up or down. 

It’s also anti-mist, putting many more expensive helmets to shame.

Interior

The lining is a comfortable Nolan lining that slips easily in or out; it’s antibacterial.

So that means it will be less smelly for day-to-day riding, which is important on a lid like this and aimed at daily riders. 

It’s also what Nolan called “eyewear ready.” To make it eyewear ready, take the foam out of the cheek pads.

There’s a top section that you can take out to give room for the arms on your spectacles.

Intercom

Behind those cheek pads, there are recesses for intercom speakers. The N87 is prepared for Nolan’s end-com setup. 

It integrates neatly by removing and refitting the trim around the base to accept the control unit and the battery. You can pick up one of those for circa $250.

Another optional upgrade for this helmet is Nolan’s emergency stop system ESS. 

It screws onto the back of the helmet and uses an accelerometer to detect that you are breaking heavily. It then lights up to give you an additional breaking light to draw attention to the traffic behind you. 

It costs about $100. The problem is that you can’t have that and the en-com system fitted at the same time. You’ve got to choose between a communication system and that breaking light.

Safety Straps

The strap for this helmet is micrometric. It’s a two-stage operation. To open, you lift the red tab, and then the gray section comes up to release the two sliders.

Safety Ratings

This helmet’s approval is ECE 2205 for the road, and it’s also ACU gold so that you can use it for track days and racing. It is also DOT-approved for the American market.

Shell Sizes

It comes in a wide range of sizes, from double XL up to triple XL. In addition, two shell sizes cover that range.

Everything up to a medium-sized helmet goes on the smaller shell, and then large and above use that bigger shell.

Nolan Helmet Sizing Chart

Nolan also has an addition to this helmet, an N87 Plus. It has a slightly superior lining, which is also adjustable and lets you alter the angle at which the helmet sits on your head. It also has emergency cheek pads.

If you like the color schemes and an adjustable liner angle is important, then it’s worth upgrading to the Plus. But on the whole, I would say this helmet is just as good.

The customer reviews for the N87 are reasonable, with 73% being five stars. That’s not an amazing performance.

And I would say this helmet is more popular with professional reviewers than with customers.

Noise Levels

I would say a lot of that comes down to noise. When you’re reading through those reviews, you can tell there are people who feel this is a little bit on the noisy side.

In my experience, I’ve used N87 for about two and a half thousand to three thousand miles, and I found that it is a little bit noisier than average. I always wear earplugs, and I found that it’s acceptable.

But if noise is an absolute priority for you and you’re looking for a quiet helmet, then I would suggest either getting a really impressive pair of earplugs or possibly looking elsewhere because I don’t think this has been optimized to make it a quiet helmet.

In Conclusion

This Nolan N87 motorcycle helmet is DOT approved and comfortably fits both small and large heads. 

It also features a ventilation system with air booster technology, a pinlock face shield and lens, and a micro lock double lever retention system.

It also has washable cheek pads, a ventilated inner sun shield with UV400 protection, a ventilation system with air booster technology, and is ready for the N-com Bluetooth system.

Where To Buy

Model	Revzilla	Sports Bike Shop
Nolan N87	From $259	From £142

The post Nolan N87 Review: There Is A Reason It Has Won Awards first appeared on Motorcycle Gear 101.

The compound on the outer edge of the tire (front and rear) is softer than the middle. This means it will wear faster on the side you go faster on, especially if you live in the UK, as they ride on the right-hand side of the road and have more right-hand corners. 

Today we’re going to approach this from a different angle. First, we will look at how you ride and what conditions you ride because this affects tires and tire wear.

We’ll start by looking briefly at tires, then riding styles and other factors that may influence tire wear. Then we’ll look at why the wear is more prevalent on one side or the other in different countries.

Remember, this is a layman’s view of motorcycle tires; we don’t go into great detail, and much of the information has been simplified.

I’ve been riding for about 40 years and earned my living on motorcycles. I spent two years as a dispatch rider in New York, riding in all weather.

In those days, we had bias ply, or cross ply tires, with, how can I put it politely, not very good grip. 

I normally ride every day, and I ride about 16,000 miles, or about 25,000 kilometers, a year in virtually all weather.

I’ve analyzed what the tire professionals have said and written, then, most importantly, tested their advice, suggestions, and recommendations on my bikes in real-world situations.

So I know what works and, more importantly, what doesn’t work for me.

Before we get into the details, I need to stress that you make any changes from the manufacturer’s recommended settings totally and solely at your own risk. 

Always ride safely and within the laws of your land. Right, that’s over with, so let’s get into the information.

As with everything, you need a known starting point, which you can easily return if necessary. 

So let’s look at the starting point first, then we’ll go into your riding requirements and tire wear patterns.

The starting point is always the information provided by the motorcycle manufacturer, as stated in the manual. 

This is because they have spent a lot of time, effort, and research on finding the best balance for the average rider.

Note, the average rider also because it’s an easy reference to find; it’s in the owner’s manual. 

Most of us are average or below-average riders regardless of how we see ourselves, so why have the bike manufacturers settled on these pressures and suspension settings?

As stated above, it’s for balance in association with the tire companies. They looked at three main areas for the average rider, not the street rider, and struck a balance between them. 

These are grip, comfort, and longevity. If you look at the swing arm and the owner’s handbook, you’ll find the tire pressure information. Suspension information is in the owner’s handbook.

For most bikes with 17-inch rims, the manufacturer’s recommended cold tire pressures are 36 psi front and 42 psi rear. 

Are these the best pressures for you? Maybe, maybe not. We’ll look at this a little later. 

“Cold tire pressure” is when the carcass of a tire is at the same or similar temperature as the surrounding air in the shade, and the air inside the tires is at the same or similar temperature as the air outside.

Okay, it’s nearly impossible to measure the temperature inside the tires unless you have an internal thermometer, so go by the temperature of the tire carcass. 

As to the tires themselves, motorcycle tires are available for many different types of use and motorcycles.

Including sports, sports touring, touring cruisers, scooters, on-off-road dual sports, enduro motocross racing, etc.

Today’s tires for most sports and touring motorcycles are dual-compound radial tires. 

There are other types of tires, but dual-compound radial tires are the most common for these types of bikes.

So what is a dual compound radial tire? A radial tire, more properly a radial-ply tire, is a designer tire where the cord flies inside the tire and is arranged at 90 degrees to the direction of travel, or radially.

Radial tires were invented in the early 1900s but never used, as far as I know, until Michelin designed and developed the first commercially available radial tire for cars in 1946.

Motorcyclists had to wait until 1983 before Pirelli introduced the MP7 radials for the Honda VF-1000R. 

Note: Today’s tires are usually made of synthetic rubber and polymer natural rubber, so what are the benefits of radial tires? Well, they run cooler and maintain excellent flexibility.

This allows the engineers to significantly increase grip and tread life under a broader range of conditions than the older bias ply cross-ply tires.

Dual compound tires have been available for motorcycles since about 2005. 

Dual compound means that the center of the tire is made of a different, usually harder compound than the outside of the tire. 

This has several advantages. The two most important things for ordinary riders are that the tire lasts longer and has more grip when leaning over, i.e., cornering.

Let’s look at who is the average rider. 

• The average rider is of average weight, weighing approximately 75 kilos, or 165 pounds.
• The average rider is of average ability. The average rider does an average amount of riding each year, three thousand to six thousand miles.
• They ride in average weather conditions such as temperature, precipitation, etc. 
• They ride on average road surfaces, sometimes very average road surfaces. They ride a balance of twisty and straight roads. 
• They ride a balance of city and out-of-town roads. They ride at an average speed for the conditions.
• Their motorcycle is set up with the average suspension settings suggested by the manufacturer. 
• The tire pressures are usually set to the recommended, so that is an average rider. 

If any of the above does not apply, you must adjust the manufacturer’s recommended pressures and suspension settings, either up or down.

The sixty-four thousand dollar question is: what adjustments do I need to make? Only you can answer that, as it depends on too many factors. You will need trial and error to see what suits you best.

Always make small incremental changes and test thoroughly. For example, you might increase the front tire pressure by one psi and test thoroughly.

Is it better or worse? Is the grip better or worse? You get the idea.

I always use an accurate tire pressure gauge and have an easy-to-use tire pump. In addition, I use a rechargeable tire pump, which has an accurate gauge. 

It is easy to use and allows you to quickly and easily check and adjust the air pressure in your tires.

Remember never to make too many changes at once, as this can make it harder to pinpoint which change was for the better.

Okay, let’s focus on the other criteria affecting your setup. 

There are three sections to this:

• What type of riding do you do?
• Do you take trips on the highway? 
• Do you ride to meetups?
• Do you ride to work?
• Do you like riding the twisties and the canyon carvings, or do you prefer track days?

How do you ride? Is it a gentle highway cruising at 60 to 70 miles an hour under 110 kph, or a high-speed highway riding above 80 miles an hour?

Do you ride just normal roads, nothing aggressive? Just general daily riding, normal commuting, canyoning, twisty roads. 

In what conditions do you ride? For example, do you ride in a cold or temperate climate, i.e., not too hot or too cold? Do you ride in all conditions? 

Do you only ride in the dry? Do you ride in blistering hot temperatures, like in the desert near the equator or in arid conditions?

Each of these will require different pressure and setup for your motorcycle. If riding in all conditions, etc., you should be close to the manufacturer’s settings. 

The majority of items are higher. Increase the psi by one psi at a time, and then check thoroughly. Most items lower the psi by one psi at a time until you find the right settings for you. 

The rear tire requires less adjustment, except for very aggressive riding than the front. 

Always check your pressure with cold tires. That’s very important as tire pressure can rise between three and seven psi when the tires are hot. 

Remember that the pressures will also change slightly with the seasons and external temperatures. 

Where I live, we can see a 15-degree Celsius (27 degrees Fahrenheit) difference between morning and afternoon temperatures.

Check pressures regularly, weekly is good, and every time you ride is better. Using the pump I mentioned before makes it very easy.

There are a lot of variables here, so you will need to use trial and error to find the best pressures for you.

Now to the crux of the matter. Why do my tires in the Americas, most of Europe, etc., were more on the left and tires in the UK, Asia, Australia, etc., more on the right? 

If you said they drive on different sides of the road, you’d be right, but why is this not as urban myths have it, to do with the crown or the camber of the road?

This is because usually, the crown or the camber isn’t pronounced enough to have any effect, or if it did, it would be very slight indeed. 

The real reason is to do with the corners themselves if you drive on the right (in the USA, most of Europe, etc., left-hand corners are much more open, and you can see further around the corner.

You can position the bike differently, and you have more space to use the width of the road if necessary safely, so you tend to take those corners faster. 

On the other hand, right-hand corners are tighter, and you can’t see as far around the corner. So you tend to take those corners more slowly. In the UK, Asia, etc., they drive on the left, so it’s the opposite.

Right-hand corners are more open, and left-hand corners are more closed, so why does taking corners faster matter? 

Well, the faster you go, the more heat you generate in the tire. The faster you go, the more grip is used, and the more of the tire you are wearing away. 

So when you combine the two, heat and grip, the tire wear is greater in a corner.

There are a lot of myths floating around, so always seek reputable advice about tires and suspension. 

Talk to tire technicians at the track, and get information from tire representatives or the tire company’s websites. 

Be very wary of anything anyone suggests, including them, until you can verify the information independently one way or another.

I’ve seen, watched, and heard some bad information and advice from so-called experts. Some of it was convergent on criminally dangerous. So never go on trust alone. 

Remember, this is a general layman’s guide, and you make any changes from the manufacturer’s recommended settings totally and solely at your own risk.

Previous Article: Best Motorcycle Tires

Next Article: Why Motorcycle Tires so Expensive

The post 2 Reasons Why A Motorcycle’s Rear Tire Wear on One Side? first appeared on Motorcycle Gear 101.

It’s a substantial, robust jacket which is as you should expect when it’s made from these materials, and costs a penny under £1100 as we write this review.

The main bulk of the outer is regular polyamide that I’d estimate to be a 500 denier with reinforcements in the key areas.

The elbows and forearms get extra slide resistance coverage from the armor core. That’s a Cordura material reinforced with extra aramid fiber thread to make it even stronger. Over the top is super fabric, which is a tough material.

If you could have a suit made all from super fabric, then you’d have the best slide protection around. You wouldn’t be able to move, so that’s why it’s just used as reinforcement.

You also get the super fabric on the shoulders and the edges of some of the vents and pockets. But, again, that’s about helping those bits survive the handling as you open and close them, not because those areas are vulnerable in a crash.

That outer is laminated with Gortex’s three-layer waterproof and breathable membrane. It’s the most weather-resistant Gortex material around for motorcyclists, and it’s also the most breathable.

Having that membrane laminated to the outer means It works with the outer shell to repel water at the earliest opportunity rather than waiting to soak past the outer material.

So if you plan to ride in the worst weather, Gortex 3-layer laminate like this is the best option.

It repels water better, soaks it up less, and dries out more quickly afterward. As a Tourer or commuter in bad weather, it’s always a huge relief to come back and find a dry kit to put on.

A laminating membrane also allows more direct venting because opening the zip separates the waterproof material and creates a proper airflow channel.

There are a couple of layers of material behind this jacket’s vents, but nothing will block out much air.

This jacket has a good selection of event locations. You get two short ones in the middle of the front and then the large panels on the front that have magnetic clips to keep them either open or shut.

And then there’s also a zip on the side to keep it firmly shut. Finally, there are long underarm vents like you find on outdoor clothing and then vents across and down each side of the back.

Two-way zips at the cuff mean you can have them fastened up at the bottom and then open up to get a vent to let some air in. You can also have a great whacking vent open down the middle of the jacket if it’s warm.

Behind the main fastener, there’s a mesh panel. So you zip that together, undo the main jacket, and the jacket is still done up, but you can get airflow coming through.

While we’re on that main fastener, it’s a chunky zip up the front with the storm flap velcroed over the top to stop rain from getting into the teeth.

It’s a two-way zip, so things get snug around the bottom. Pull up the bottom of that zip to make a little more expansion ring.

The colors are a relatively basic Velcro fastener with a hook and a loop to hold it back across the throat.

For full-on wet riding, there’s also an extra storm collar that attaches with a zip, Velcro, and a magnet to stop rain from getting inside the jacket at the top.

Now the cuffs on this jacket they’re ideal for bad weather. They open up wide enough to get a winter glove inside, which isn’t always the case with leather jackets, and they also have a short Gortex inner cuff.

This goes inside your riding glove, and then this jacket outer goes over the top of the glove.

So, water can’t get inside the glove from the top, and any water that saturates the glove can’t soak up and get the clothes on the inside of your jacket wet.

It is more time-consuming to get kitted up. So when you’ve got this system, but believe me, it’s the best way of staying dry.

This jacket has loads of fit adjusters to help get it tailored to suit you. You get them above and below the elbows. There’s also a belt around the middle, zipped pleats and Velcro tabs at the waist, and an elasticated drawstring around the waist to help you get a more airtight seal.

There are waterproof pockets on each side near the waist, and they’ve got a zip-up pocket behind them that you can tuck your hands into.

The 5th pocket on the outside is the lower back pocket which you get on most jackets of this style.

Interior

Let’s cover the pockets while we’re on that subject, and there is plenty to go out with this jacket.

There’s a Napoleon pocket just behind the main zip. Next, there’s a neoprene pocket with a cable outlet and two smaller pockets roundabout where your ribs would be.

There are also two pockets for chest armor, which, if you wanted, you could use as storage pockets if you don’t want to upgrade to Stick armor in them.

The thermal liner is the most obvious thing missing from this jacket. Unfortunately, it’s becoming common in top-end Gortex jackets like this to leave out the liner and let you layer up with whatever suits you best.

Richa has a quilted inner jacket designed to pair up with this jacket. It’s called the Houdini, and it costs an extra £150 if you want to go down that route.

Standard armor is out the shoulders, elbows, and back. Shoulders and elbows are D3O inserts that meet the higher level 2 within the CE standard for impact protection. The back insert is a full back protector that meets the higher level two of CE.

As I said earlier, there’s room for Richa’s chest armor, and that’s £35 for the two inserts, which both meet the basic level one of CE.

The label on the inside of this jacket also shows the overall CE safety rating, which is the middle of three protection levels, and that’s AA.

A kidney belt incorporated two pulls the jacket tight around your middle. That belt is easily removed if you don’t like that idea, and not everyone will.

There are two connexion zips for trousers. There’s a short and a long one, and there are matching our Marda Pro GTX trousers to go with the jacket, which has a laminated membrane level 2 hip and knee armor and an overall CE rating of AA like the jacket.

They cost £700.59 a pair as we write this review which, on top of this jacket, makes a combination of £1860

The quality matches up to that price tag. So when you go for a Gortex laminate jacket like this, you know the standard will be very high.

This is the cheapest way to get a jacket if you want a three-layer Gortex laminate.

If you want the optional warmth liner, then adding one of those takes the total price up to £1250.

For that money, you can buy a Rukka Nivala 2 jacket, which has a similar downline already included, and also comes with the chest protector as standard.

That will be a very attractive rival proposition for many riders, especially those who want the extra warmth.

Whichever way you choose to go, my experience is riding kit made from Gort three-layer laminate gives the best protection against the worst weather, and this is a very good option if that’s your main focus, especially if you don’t need or want the warmth liner for proper winter rides.

That tells you everything you wanted to know about the Reisha Armada Pro GTX jacket, and if you want to check out the latest price, click here to visit Sports Bike Shop.

The post Richa Armada GTX Pro Review: One Jacket To Rule Them All? first appeared on Motorcycle Gear 101.

It’s a plastic-shelled Sports touring and commuter helmet with an internal sun visor that passes the new ECE 2206 safety tests. 

As of writing this review, it costs £119.99 if you’re happy with the plain colour or up to £149.99 if you want a graphic paint Scheme.

Adding together those last two bits of info means this is currently the cheapest full-face helmet you can buy that meets the new safety standard.

So let’s run through what it does and what it doesn’t have.

Scorpion EXO 491 Review

Shell Construction and Weight

The shell on this helmet is plastic, and the size medium helmet weighs 1658 grams, which is what I expected to see from a lid like this. So it’s not particularly light, but it’s not particularly heavy either.

Ventilation

The ventilation at the chin comes through the top of the chin bar when you slide the shutter down.

Image

On top of the helmet, there are three sliders. The central one covers two Inlet holes, and then the two rocking switches on either side also control airflow through an Inlet each.

That means four Inlet holes that allow air down into the lid, which can then move through deep channels in the EPS protective liner and escape through three Outlet holes near the spoiler on the back of the lid.

Visor

The visor on the EXO 491 is used on a variety of scorpions already, so it’s tried and tested and works in a pretty neat way.

From fully open, it’s got four intermediate steps, and then the fifth step shuts it bringing the base plate back towards the lid for a good strong seal.

The lever on the left side lets you lock the visor down to stop the wind from getting underneath or leave the visor open slightly.

If you leave it with that open, it gives you a slight opening to let some air in and clear Mist off the inner surface of the visor.

Pinlock Anti Fogging

That function may be useful as the visor’s pin lock is ready but needs to be supplied with the insert. Unfortunately, that costs £29.99 extra as we write this review.

If you run this helmet without the pin lock, the ability to get some air inside is likely crucial, so if you want that pin lock insert, that will bring the base price for a plain color of this helmet up to £149.98.

Sun Visor

There’s a sun visor backing up the main one, and it lowers and lifts on a rotating lever by your left ear.

There’s an anti-fog coating on that sun visor as well as there is with most scorpions, and I found that to be effective when I wore this lid.

Interior

The lining is fully removable, and it’s pretty standard for a helmet of this price. It uses Scorpion’s quick Wick liner, so it’s treated to be antibacterial, hypoallergenic, and also to Wick moisture away from your skin. It’s easy to remove and replace it as well.

No foam at the top of each cheek pad leaves room for spectacle arms to go in without a crush.

Intercom

There are recesses inside the helmet for intercom speakers. They’re big enough for 40-millimeter cardo speakers, which are the most problematic ones when it comes to fitting them in recesses so that most speakers will go inside those recesses with no drama.

I fitted a cardo packed up bold to this helmet as a trial fit, and everything went okay, but it was quite a challenge to tuck away the excess cables as this helmet is pretty compact.

I did a trial fit as well with the center 20s, and that was a bit easier as there’s not so much cabling to accommodate, but either way, I think finding somewhere to tuck away those cables will be the main challenge when putting an intercom on this helmet.

Fastening Strap

The fastening strap is the last bit with the interior, but it’s important all the same. Like most helmets in this price category, it does up with a micrometric buckle.

Sizing

The Scorpion EXO 491 Full-Face Helmet comes in sizes from double extra small to double extra large, covering a range from 51 centimeters to 64 centimeters.

There are three shell sizes, which is always a benefit. The smaller shell covers lid sizes up to and including small. 

The middle one is for helmet sizes medium and large, and then the biggest shell covers helmets from XL and above.

Safety Ratings

In terms of approvals, as I said earlier, this meets the latest ECE 2206 safety approval for use on the road. That’s a stiffer series of tests than the outgoing 2205 standard.

It subjects a helmet to more impact tests at a wider range of speeds, and a greater proportion of the helmet is potentially subject to testing.

I feel the better helmets that pass the old 2205 standard would still pass the new standard if they were put forward for it, but you can be more confident in the protective qualities of a helmet like this that meets the 2206 standard.

It also has an Acu gold sticker, so you’ll be happy to see it if you want to use it on track.

It still needs to be rated by the UK government’s sharp impact testing program as we wrote this review, and on current form, it’s going to be at least a year before we see a Sharp rating for this helmet.

Wearing this helmet on the road for a short time makes it a good addition to the Scorpion range. However, if you Splash out for the pin lock insert, this becomes a decent helmet that does a good all-around job.

It would be ideal for year-round commuting for not a huge amount of money.

In Conclusion

The Scorpion Exo-491 motorcycle helmet offers a lightweight, modular design that is easy to customize.

With a removable and washable interior and cheek pads, the Exo-491 is also easy to clean. The internal drop-down sun visor protects from low sun and is ideal for riding in low-light conditions.

The Exo-491’s Micrometric Quick Release Chin Strap Retention system is convenient and comfortable, allowing you to adjust the strap length for your perfect fit. 

Its pinlock-ready visor is scratch resistant and offers an efficient ventilation system.

That tells you everything you wanted to know about the Scorpion EXO 491 helmet, and if you want to purchase it, click here to check out the latest prices.

The post Scorpion EXO 491: The Cheapest Full-Face Helmet Today? first appeared on Motorcycle Gear 101.

The TCX RT-Race race boots have been around for quite a while, and I’ve found they simultaneously deliver comfort and protection at the same time.

TCX RT-Race Review

Exterior

The upper on these boots is made from a tough microfiber material reinforced with plastic cups for the toes and the heels, and then there’s a plastic wrap around the shin guard.

There’s a plastic overlaid gear shift protector that takes the sting out of any stiff gear changes, and then there’s a suede-like material on the inner surface that gives a better grip against the inner surface of your

The toe sliders are plastic, but they seem pretty durable, and the mounting screw is around the front of the boot where it sits in a recess, so you shouldn’t have any trouble removing a worn slider.

But the real standout protection on these boots comes from the ankle bracing. This rigid structure encases the ankle and only allows it to flex on its natural path.

So when you want to change gears or walk, you get that motion, but if you have an accident, it won’t allow your ankle to flex laterally, which helps you avoid ankle injuries. 

It can pivot at both the calf and the heel for good flexibility, and it’s surprisingly comfortable.

Sometimes braces feel very restrictive when walking around, but this one doesn’t. It also doesn’t cause any rubbing issues against my ankle, which other boots have.

These boots can open up pretty wide thanks to the zip opening. I wore the same size that I normally would.

It was a bit of a tight squeeze to get my feet in there, but the boots were very comfortable once they were in.

To fasten them up, there are three stages. First, the speed lace system pulls the inner section of the boot tight and holds it around your ankle. 

Then you do the zip back up, and finally, there’s the toothed clasp around the top. 

These aren’t the speediest boots to put on, but I’ve spent a lot of time in a couple of different pairs, and now it takes me about 30 seconds to put on both boots.

Interior

There’s a mesh lining to help with heat management, and it’s got a soft insole that can be removed and replaced. 

You can also see the CE label that shows that these boots pass the most recent tests at the higher level for resistance to abrasion and cuts, and then they make the lower level one for transverse rigidity.

Now I find that quite surprising as the soles on these boots feel stiff, and they give good feedback on the pegs, so the performance in that test doesn’t cause me any particular concern.

This is the second pair of RT racing boots I’ve bought, and overall I’ve done over a thousand miles on both road and track. 

These feel reassuringly solid on both road and track and give me the feedback I need to move around on the bike, which is especially important on track. 

I wore them both over a leather race suit and under some denim jeans, and they were comfortable either way.

Sometimes the top edge of a race boot is uncomfortable when worn against the skin, but that wasn’t the case with these.

They are relatively bulky around the top of the calf, so fitting them under denim was tricky, but I managed it. 

The soles are stiff, which is how I like my boots to be, but the insoles have a good level of squish, so they’re comfortable to wear off the bike.

Ventilation

They’re not particularly well ventilated. Though I have to say, there are some small mesh panels on the shin, and they can get pretty warm on the inside. 

I wore these on track when it was low to mid-20 degrees, and my feet were pretty warm afterward, although I have to say I didn’t notice that while I was riding.

So if you’re looking to ride in red-hot temperatures all the time, I’d say a pair of TXC RT Race Pro Air Boots with perforated uppers might be a better bet.

Review Ratings

Regarding customer feedback. Twenty-six customers have left reviews of these boots, and 23 of those people gave the boots a full five stars.

The issue that crops up regularly is that some say the size comes up small.

I wore the same size as I do in virtually all other shoes and boots, but they are snug-fitting, so people who prefer a looser fit or want to leave some room for thick socks will probably want to go up a size.

The other thing that comes through from those reviews is the squeaking noise. The plastic on the Achilles section of these boots makes a noise as it moves within its housing.

But that’s just par for the course on a boot like this. So if you can get your hands on a pot of silicon oil, it’s the stuff that comes with Shoei and Arai lids. A smear on the bracing will lubricate that and alleviate the squeak.

In Conclusion

Race your times in the TCX RT-Race Boots, an innovative pair of racing boots designed for professional and amateur road racing.

They provide a comfortable and secure fit with an over-injected front and side panel, allowing easy step-in and a precise fit around the foot/leg.

The TCX RT-Race Boots have been designed to be lightweight, durable, and comfortable, with a soft microfiber upper, padded rear flex area, soft microfiber gaiter, air-tech breathable lining, and double-density foam.

They also have ergonomic features, like the replaceable abrasion-resistant polyurethane toe slider, replaceable magnesium, and polyurethane heel sliders, replaceable anatomic insole, reinforced midsole with differentiated thickness, and lightweight, mono-compound rubber sole.

Where To Buy

Model	Revzilla	Sports Bike Shop
TCX RT-Race Boots	From $329	From £237

The post TCX RT-Race Boots Review: Do They Stand Up To Expectations? first appeared on Motorcycle Gear 101.

The base SX100 is a decent helmet. I wore it for a few hundred miles to review it, and the add-ons for the SX100R certainly haven’t made it any worse.

Nexx SX.100R Review

Shell Construction

It has a plastic shell, weighing in on our scales at 1660 grams for the size medium version. That’s a bit weighty for a sports helmet, but the plastic shell means it will be heavier than lids with a composite fiber shell.

But those composite fiber shell helmets almost always cost considerably more money than this helmet.

Venting

The venting on the SX100R comes from a sliding chin intake, and then there’s a switched intake on top of the shell.

The top vent reveals an inlet that brings air down into the lid through channels in the impact liner, and then it can travel through holes at the base of the aero spoiler.

This spoiler is the main visual difference between the SX100R and the SX100, the helmet on which this is based. The other differences are in the lining, which I’ll get to in a minute.

Visor

The SX100R’s visor is quick-release, and it’s dead easy to fit. I took the visor of this helmet off and put it back on again in less than 20 seconds.

That was with only one practice run to work out how to do it, so I’m sure if you owned one of these helmets, you’d be able to change this in no time.

Pinlock Anti-Fogging

The visor has a pinlock 70 insert to protect it against the mist, and it’s a Max Vision version. So, it won’t do anything to impede your vision like some of the smaller pin locks you get on many cheap helmets.

Sun Visor

It’s supported by an internal sun visor that operates on a switch on the top left of the shell. Sadly, that internal sun visor isn’t protected against the mist.

There’s no anti-fog coating, so on those cold sunny mornings, you’re unlikely to be able to see just how clear your lovely Pinlock-protected outer visor is.

Interior

As I said earlier, this is one of the key differences between the SX100 and this SX100R. 

But, again, it’s a two-tone racing liner; you get the white contrast material throughout, and it’s also better to manage moisture for riders working a bit harder.

On a sports bike and getting a sweat on, it’s also good to see this helmet comes with a chin curtain as standard.

My main criticism of the SX100 base helmet when I reviewed it back in 2018 was that I experienced quite a lot of air flowing past the chin bar while riding a naked bike.

Back then, the chin curtain was an optional extra, but for the small cost, it would have been worth it. 

Instead, I found that dust would get into my eyes without the curtain, making them water. 

Thankfully, with the upgraded version, a chin curtain comes as standard.

Intercom

Behind the cheek pads, as part of the liner, there are also recesses for speakers. 

To insert the speakers, remove the foam inserts that come as standard. Removing the foam insets leaves plenty of room to ride with speakers fitted.

If you don’t want to ride with them, leave them in, which will help reduce any road noise.

This helmet is prepared for Nex’s X-com Bluetooth system. There’s a cover on the side of the shell where the control unit can clip, and then there’s a cavity at the back between the impact liner and the shell where you can stow a battery.

Using the standard Nex intercom will be the best route for this lid, as the rim around the shell around the base is quite thick, making it difficult to clamp a universal intercom on.

If you want to go for a universal intercom, I think it would be best to use the self-adhesive pad to attach the unit to the shell.

Fastening Strap

The strap fastener on the SX100R is the same as the normal helmet. However, it is based on a micrometric buckle fastener. 

It’s quick, it’s simple, but it might disappoint some people who want the D-rings that are usually associated with a sporty helmet.

Safety Ratings

This helmet is ECE 2205 approved for the road, but it’s not ACU gold, so track days and racing with this helmet are out of the question with this helmet.

It is too new for the Sharp impact testing scheme in the UK, but the SX 100, pretty much the same helmet, scored three stars when it was tested.

The SX100 has been popular with customers who praise its value, but noise levels seem to be an issue for some.

I would say this isn’t the quietest of helmets in my experience, and a decent pair of earplugs is recommended for use with this helmet. 

The main competition for this helmet comes from Nolan’s N87, and I’d say that the Nolan is a bit better than the SX100R. 

However, Nolan won’t appreciate me saying that if you prefer the sportier look of this helmet or the N87 doesn’t suit your head shape, then this SX100R is a decent alternative to that helmet.

In Conclusion

The Nexx SX.100R is the first motorcycle helmet to feature ATR/PC lightweight thermoplastic shell construction. 

The ATR/PC material is manufactured from a high-density polymer composite designed to increase the strength of the shell.

This material also reduces weight and is highly resistant to damage from impacts. In addition, the Nexx SX.100R helmet features a unique X-SWIFT quick release system, allowing the user to remove the visor in seconds.

The visor is easily secured to the helmet with a micro-metric quick-release buckle and is removable and washable.

The interior lining of the helmet features an anti-allergenic and anti-sweat fabric to keep the rider cool and comfortable.

The chin windstopper insert is removable, and the chin strap is adjustable. The Nexx SX.100R also features a removable, washable interior pad for added comfort.

The Nexx SX.100R is the first helmet to feature the X-MART dry anti-sweat and anti-allergenic fabric inner lining.

This innovative lining features a unique X-MART design to keep the rider dry and comfortable. 

In addition, the Nexx SX.100R helmet features two air intakes and one exhaust vent, keeping the rider cool and comfortable.

The Nexx SX.100R has a dynamic air system to keep riders comfortable and cool. This system features twin front intake vents and a rear exhaust vent.

The visor is also equipped with a visor ventilation system which keeps the rider cool and comfortable. In addition, the Nexx SX.100R features a removable and washable breath guard.

Where To Buy

Model	Revzilla	Sports Bike Shop
Nexx SX.100R	From $229	From £138

The post Nexx SX100R Review: Best Budget Sports Helmet Under $350? first appeared on Motorcycle Gear 101.

The purpose of this article is not to tell you which one to use. Instead, I’m simply going to lay out the positives and negatives of each kind and let you make your own decision.

As we go through the comparison, I want you to keep an overarching question in mind: what is more important to you: safety and protection, or comfort and exposure? 

Hopefully, this comparison will be helpful for beginners or anyone looking to see which one might be better for them.

Full-Face Helmets

Unlike an open-face helmet, a full-face helmet is a single-shell construction that includes a chin bar and a sealable visor to cover your entire face.

Modular Helmets

And in the other corner, we have modular helmets. These cover your entire face as well, but modular helmets allow you to lift the front of the helmet open so you can eat your quarter-pounder on the go without taking your helmet off.

So we will examine these two options in various scenarios and discuss the pros and cons they bring to the table.

To do this, I’m going to take the most common questions we receive from customers and fellow riders like yourself, who come from various riding disciplines, climates, budgets; you name it. 

Ultimately, we’ll better understand which option is right for your particular needs. So let’s get the ball rolling here with our first question.

Are Modular Helmets Louder Than Full-Faced?

First and foremost, noise is very subjective, meaning the idea of what’s loud will change from one rider to the next. 

In addition, the rate of speed, the rider height, the materials being worn, the windscreen, etc., will affect how much wind noise is created. 

That said, modular helmets tend to be a bit louder than most full-face helmets.

Unlike a full-face helmet, constructed from a solid shell, modular helmets have a hinge system to lift the chin bar.

The split design creates additional space between the chin bar and the shell.

A chin bar is prone to catching the wind as it moves over the helmet, contributing to higher noise levels. 

Modular helmets are a bit larger than full-face lids because they need extra spacing for clearance to lift that big old chin bar up. 

In addition, a larger shell will displace airflow, contributing to a louder helmet.

To combat this, the more premium modular helmet manufacturers usually add a lot of padding around the neck roll and cheek pads to help combat ambient noise, which will also help with stability. 

There are quieter premium modular helmets on the market, but if you’re looking to prioritize a quiet helmet in your search, a full-face option is a way to go.

Is A Modular Helmet As Safe As A Full-Face?

First of all, yes, modular helmets are safe. All modular helmets will have to pass basic DOT safety standards for use in America, and a lot of options will carry the more advanced European ECE safety rating.

But are they safer than full-face helmets? Technically, no. A modular helmet has a separate chin bar that attaches to the main shell via two hinges and two locking pins. 

To make a long story short, this rotating chin bar creates a weak point in the overall shell design, and there’s an increased risk of the hinge system opening during the strong impact of a crash.

This isn’t much of a concern compared to the full-face lid’s unified design.

Because of this, modular helmets haven’t been able to meet Snell’s increasing safety requirements for years. However, most full-face helmets without internal sun visors easily achieve that certification.

While modular helmets will provide the same level of protection in some crashes, they won’t necessarily provide the maximum level of safety in all crashes.

There’s a reason the fastest guys in the world are wearing a full-face helmet on the MotoGP grid.

If safety is your number one priority, a full-face helmet will be the ticket.

Are Modular Helmets Heavier Than Full-face helmets?

The weight of a helmet is something all riders should take into consideration. A heavy helmet can cause premature fatigue, especially for those logging some serious miles in the saddle. 

On average, modulars are generally heavier than full-face helmets because they use a series of hinges, buttons, and locking pins, all the things we discussed earlier.

A modular’s overall shell size is typically larger than a full-face helmet to accommodate that extra hardware. Of course, larger means more material, which, in turn, typically means more weight.

It’s always important to specifically compare weights when choosing between two helmets if this is a consideration important to you. 

But, in general, a similarly priced full-face helmet will weigh less than its modular counterpart. 

So, if you know you’re logging some serious miles on the highway, a well-balanced, lightweight full-face might be the better option.

Do Modular Helmets Offer a Better Field Of Vision Than a Full-Face?

I think it’s important to note that while riders enjoy utilizing a modular helmet for its convenience, especially at rest stops, most modular helmets are not designed to be ridden with the chin bar in the open position. 

There are a few outliers, like the Shark Evo line series, which has a chin bar that rotates up and towards the back of the helmet, which is a bit unique compared to a standard modular helmet.

At any rate, with the chin bar closed and secured while riding, the field of vision will be similar between the two varying types of helmets.

I know some advocates for three-quarter and half helmets critique the field of vision on full-face and modular helmets. 

However, I can assure you that regardless of which one you’re using, you will have a full range of vision while safely riding down the road.

That’s why they have become a familiar favorite for touring riders and commuters alike.

In Conclusion

So what have we learned? First, if lower noise levels and improving safety in all riding conditions are a priority for you, full-face helmets will have the upper hand.

When it comes to something that offers the convenience of a three-quarter helmet at a rest stop while improving protection while riding, modular helmets are a great option for riders to look towards.

Hopefully, this article has given you a better idea of what makes the most sense when choosing your helmet.

The post Full-Face vs. Modular Motorcycle Helmets: Which Came Out Top first appeared on Motorcycle Gear 101.

LS2 Vector Review

Shell Construction

The shell is made from LS22’s HPFC, a high-performance fiber composite. And looking in more detail at the description of HPFC and also from weighing this helmet, we can safely simplify that and say this shell is made from fiberglass.

Weight

This Vector 2, in a medium size, weighs 1635 grams. That’s about right for a helmet with a fiberglass shell, as to get much lighter, the shell needs to have layers of different fibers to bring the weight down.

Ventilation

One of the benefits of a fiber shell like this is generally the ability to have more vents than you’ll find on motorcycle helmets with plastic show shelves, and this helmet lives up to that.

There are two vents on the chin bar. The bottom one uncovers a series of holes at the base of the chin bar to let airflow directly through, and then the top vent is designed to allow air to flow up through the top of the chin bar to the inner surface of the visor.

But poking around with the torch suggests it’s not easy for that air to get through to the chin bar and onto the visor.

On the road, I didn’t find either vent to make a noticeable difference to the air coming through the inside lid.

The top two vents operate on the two switches located on the top of the helmet, allowing air down to the interior, where channels in the EPS impact liner allow air to flow to the two exhaust vents at the rear of the helmet.

Like the chin bar, I couldn’t tell if these were open, so they’re more about long-term cooling rather than giving you an immediate chili blast of air.

Visor

The visor is one of the features that LS2 makes the most noise about with this helmet. It mounts with a quick-release system. It takes a bit of getting used to, but it’s okay once you’ve practiced it a few times.

The base plates can also move forward and back slightly, and there’s a small switch to lock them forward, shown on LS2’s promo video for this helmet.

There’s nothing in the owner’s manual to say that those switches are there, why they’re there, or how to use them.

If you buy one of these full face helmets, don’t go anywhere near that switch. Just leave it in exactly the mode it comes in, and everything will be absolutely fine. Using that switch can only mess it up, in my experience.

The visor has four steps between fully up and fully down. In step four, you can leave it open for a bit of airflow, and then on the fifth step, it locks closed.

To release it, you need to press the button under the visor to release the lock, which will lift the visor.

Pinlock Anti Fogging

The visor is protected by a Pinlock insert included in the Box. It’s a Max Vision insert, so that it won’t interfere with your vision. In addition, it’s a pin lock 120, the most protective grade available.

It is more complicated in the way it mounts than other visors, but in use, I found it quite good to ride with. The peripheral vision is very good, and an advisor locking button is found on many helmets now, so it’s quite easy to adapt to.

There’s also a sun visor that opens and closes on a switch on the left rim. The coverage from the sun visor is pretty reasonable, but it’s not coated to protect against fog, so you’ll need to open the main visor to let some air in and clear that sun visor if it does mist up.

Interior 

The interior is one of the stronger points of this helmet. It’s soft, it’s supportive, it fits securely into the lid, and it’s also got a neat trick of extending around its base. As a result, this one enveloped my head more than most other helmets do.

Noise Levels

I don’t normally cover noise in these reviews, but the closer fit around the lid’s base gave this a good seal around my neck and made this helmet quieter than most.

Intercom

Behind the cheek pads, there are recesses for intercom speakers. They’re big enough for 40-millimeter Cardo speakers so that most intercom speakers will fit in those recesses.

As for fitting the intercom, there are a couple of issues to get around. Firstly there’s a plastic trim around the base of the lid. But, unfortunately, it’s quite broad, making it difficult or even impossible to fit a clamp. 

And then, there is some sculpting on the shell. This means it’s a smaller surface to stick an intercom to with a self-adhesive Mount, which is really what you’d need to do.

Something like an Interphone Yukon 3 would be a good intercom as that’s quite a small unit, or you could go official and get LS2’s Lincoln ride, pal. That’s designed to work with this, but customer reviews on that unit are mixed as many people find the buttons that operate up very fiddly.

Fastening Strap

The fastening strap is a micrometric buckle with a slider made from metal and has a good-quality feel. 

The LS2 has a smart tab fastening buckle. If you pull it, it just opens the Buckle, and if you let it go again, it re-secures on the Buckle with a magnet to stop that bit from flapping around. That makes it easier to use the fastening Buckle while still wearing your gloves.

Sizing

LS2 has gone to town on shells, with six different shells. In addition, vector 2 comes in sizes from double extra small to triple extra large. That covers head circumferences up to 66 centimeters.  

The smallest covers helmet sizes double XS and XS, and the biggest covers double XL and triple XL.

The other four sizes, small, medium large, and XL, all get their own shell, which is very unusual and positive.

LS2 says this helmet is designed to work with riders with a long oval head shape. That’s people whose head is longer from front to back than from side to side.

My head is what’s known as a round shape. It’s as broad as it is long, and I found this helmet was very comfortable for a whole day of riding, despite my head being the opposite of the shape that LS2 says this has been designed for. So I don’t assume it’s only for people with long oval heads.

Safety Approvals

For Road use, this helmet’s approved for the new ECE 2206 standard, which is more demanding than the standard it’s replacing.

That’s not necessarily a guarantee that it’s a better helmet than one that meets the outgoing 2205 standard, but it does give added confidence that this will be one of the more protective helmets on the market.

If it’s racetrack use you’re after, then you’ll be very pleased to see this has the ACU gold sticker on the back of the helmet.

In the time I’ve spent wearing this lid, it is a decent helmet with good spec for a very good value price.

The venting isn’t particularly dramatic, and that visor mounting mechanism is over-complicated. However, I like everything else about it. That’s especially the case as it provides such good value for money.

This helmet costs circa £180 as we write this review in plain colors, and it’s a penny under £200 with graphics. At the same time, we’re talking about the graphic color scheme LS2 called white, blue, and pink.

Now believe what you see, not what you read. I can assure you the graphic helmet is white, blue, and red.

In Conclusion

Designed and manufactured by LS2, the new LS2 Vector II is the latest model of the highly acclaimed LS2 helmet line. 

It features the most technologically advanced fiberglass composite construction and is the first motorcycle helmet in the world to use a micrometric steel buckle closure. 

It also has the industry’s highest level of safety features, including an emergency release system, a drop-down sun visor, and a multi-density EPS shell. 

With a Pinlock Max Vision visor and quick-release visor system, this helmet is the perfect match for the rider who wants to stay cool and comfortable on the road. 

The breath deflector, laser cut removable, washable, and a hypoallergenic liner makes this a desirable helmet.

The post LS2 Vector Review: Best Sports Touring Helmet Under £200? first appeared on Motorcycle Gear 101.

Of course, the launch of any new Arai is a newsworthy event, especially when it’s a helmet aimed at the sport and touring market.

The most exciting thing about this motorcycle helmet is that it meets the new 2206 standard. A new safety standard for motorcycle helmets is the first helmet in the world to do so. So this new standard is a pretty big deal. 

In March 2021, the standard had been agreed upon, and within a couple of years, all helmets will have to meet that standard.

In this review, we will discuss the new 2206 safety regulation together with all the features you would expect from an Arai.

Outer Shell

The shell is constructed using Arai PBE CLC material, but instead with the new softer multi-density EPS liner. One thing that separates this liner from the others is that it’s a single formed piece, as opposed to a different piece for each different density. 

As far as I know, Arai is the only manufacturer to do this. Admittedly, it’s difficult and expensive, but it offers the performance levels the Japanese company demands.

The Quantic sits between the Profile V and the RX7V helmets in the range and is aimed predominantly at sports touring and long-distance riders. It’s built for comfort with excellent ventilation, so in reality, it will suit most riders.

Head Shape

The Araia Quantic is made for those people with round heads.

Ventilation

It has some excellent new features. The most obvious one is the new 3D Arai logo duct. This is the first time Arai has put any ventilation hole in the helmet’s brow. 

It is a critical impact area, and it’s because of the enhanced super fiber belted construction, that Arai is now happy to put ventilation holes in the brow.

Further ventilation is provided by the new teardrop ducts on the top and come straight from Arai’s formula one helmets. 

They have two open positions, and like the rest of the parts on the outside of the helmet, they are designed to break away in a crash to aid with glancing off.

There’s a new chin vent too, and I particularly like how this works over the hinged version found on the Profile V. Behind this vent is a replaceable filter to stop insects and debris from entering the helmet.

A new diffuser design also features to aid stability at high speed and help draw warm air out of the helmet. In addition, it’s switchable between closed, half-open, and fully open.

The shell itself has a five-millimeter wider and longer opening than before, similar to the Profile V, and it’s designed with flatter sides at the base, making fitting comms units much easier.

Arai even incorporated a little pocket in the neck roll so that you can tuck any excess cabling out of the way nice and safely. 

Visor

As far as the shell is concerned, the Quantic uses the VAS-V visor. This system is part of Arai’s safety considerations as it keeps the mounting mechanism small and low on the side of the helmet.

It’s a clever and neat system that makes visor changes quickly and easily. lift the visor, press the release tabs to pop the side covers off, close the visor until the brass buttons reach the red dot, and lift it away.

A dark tint visor is available. Because it’s the VAS-V visor, any of that range will fit on this helmet, including the pro shade.

Interior

The interior features the same materials as the Profile V and RX-7V. It is fully removable and therefore adjustable, with different thicknesses available to tailor the fit.

The facial contour system cheek pads are still the most comfortable I’ve ever tried in a helmet while offering excellent support. 

Again there is a tear-away five-millimeter layer inside, which can be removed, and a speaker pocket is incorporated for comms.

Safety Rating

The Quantic is not only Arai’s newest helmet but also the first helmet on the market that meets the new ECE 2206 standard. 

This is a big deal as the testing for the new standard is much more rigorous than the previous one.

The new ECE 2206 testing it’s a much more stringent test, and it’ll be interesting to see how other manufacturers cope with the changes as they bring their new helmets to this standard. 

The standard velocity drop test is still used and is unchanged. However, for 2206 there are now an additional 12 impact test points.

Added is a high and low-velocity impact test using five original impact points and a new oblique impact test on five new 12 impact points.

This test is designed to measure peak rotational acceleration, which has always been a key consideration for Arai, hence staying with a smooth round shell shape throughout their history.

Of course, Arai is always trying to build the safest helmet they can rather than build a helmet to get through a test. 

As a result, in-house testing has always gone beyond what is required for certification; as such, they test with a hemisphere anvil and a pretty nasty-looking penetration test.

I mentioned glancing off earlier and explained that in-depth in my Profile V review. But, while we’re here, I’ll touch on it again.

Very briefly, Arai recognizes that any helmet can only absorb so much energy. As a result, the forces encountered in real-life crashes are much higher than those simulated in ECE testing. 

So to mitigate these forces as much as possible, the helmets are built round and smooth to help them glance off objects and slide. 

This feature dissipates the impact force as much as possible. This is why their helmets have retained their distinctive shape and will continue to do so.

Noise Levels

The most asked question in any of my helmet reviews is how quiet this helmet is. As I always say, this is somewhat subjective. 

Of course, there are inherently noisy helmets on the marketplace, but largely for a decent helmet, the noise comes down to two things. The fit and the bike that you ride 

When I first went out in the Quantic, I was riding the Honda Africa Twin 1100, and my first thoughts were that it was noisier than I expected. 

I was a little disappointed, if I’m being honest. So I stood up to see what it was like without the screen and bodywork interference and found it much quieter.

I switched to my own KTM 790 adventure, a completely different experience. Smooth, quiet, and very comfortable, it was the same on a naked bike.

This was interesting as it proved that the combination of helmet and bike is important when discussing noise. 

I went out again on the Africa Twin, with the seat in its lowest setting, and the wind noise was significantly lower. That’s with just 20 millimeters difference in the seat height.

If I was pushed on the question asking, is this helmet quiet? I would say definitely yes. The insulation inside is very good, and it is a comfortable helmet.

In Conclusion

I have to say the Arai Quantic is good; in fact, very good. I’ve always struggled with Arai helmets a bit, as although I can get a good fit around my head, I felt they always sat too close to my chin. 

The Profile V with its widened opening was better, but this Quantic is much better. 

I’d go as far as to say it’s the best Arai I’ve worn. It’s a brand new helmet, so it’s reassuringly snug yet incredibly comfortable.

I may need to remove the five-millimeter peel-away pads in the cheeks, but I’m going to leave it a bit longer to see how it settles down.

All-around vision is excellent from the sizeable eye pool, whether you’re riding an upright bike or something more sporty. 

Apart from the helmet shape and comfort, the most striking element is just how much ventilation is available and how controllable it is.

The new chain vent is easy to use, although, on the bike, it’s easier to go from fully close to open fully. Finding that middle setting is tricky, but it is possible.

The new raised 3D duct vent makes a difference. When the tab is down, the vent is active, and you can feel a nice flow of air through the lining onto your forehead. Pull the tab up, and the vent is closed.

If you combine the chin 3d logo top and eyebrow vents, then the airflow is amazing. 

It has good concentrated airflow through the helmet with nothing blowing in your face or eyes. I think this helmet will be very good in hot weather.

There are also lots of exhaust vents other than under the diffuser. There are two vents on the shell, two on the side of the neck roll, and one large panel on the back.

The Quantic has proved to be very stable at high speeds, and I can see why this would be a genuinely good helmet for touring or for very long days in the saddle.

So the Quantic it’s very protective, it’s very comfortable, it’s quiet, it’s well ventilated, it’s quite light, and also it’s a good-looking helmet.

I always like to offer balance reviews, so there must be some negatives, right? 

Well, one aspect of Arai helmets is that they don’t and are unlikely to offer an internal drop-down visor.

As a company, they see that as a big safety compromise. So they have to make the shell larger to accommodate the mechanism with the same EPS thickness or make the EPS thinner to make space. Neither of these options sits well with Arai.

Some people will never buy an Arai because of this, and I understand that drop-down visors are very useful. But having said that, the pro shade system does the same function, and I think it works well.

The other drawback which isn’t a negative of such is the price. For example, the helmet in the graphic finish retails at £599 and the plain color at £499. 

Admittedly, that is a lot of money, but it does raise that age-old question. How much is your head worth?

There’s no doubt that this is a very safe premium helmet from Arai. So if you’ve got the budget for it and have never tried an Arai Quantic before, I would suggest you click the link below to get the very best price on the Arai Quantic, guaranteed.

Where To Buy

Model	Sports Bike Shop
Arai Quantic	From £499

The post Arai Quantic Review: Does It Live Up To The Hype? first appeared on Motorcycle Gear 101.