It’s no secret that full-face helmets provide better crash and weather protection than open-face helmets. However, it’s inconvenient to peel your helmet off every time you stop for a drink or need to talk to your riding partner. A modular helmet lets riders have the best of both worlds.

The chinbar on modular helmets provides most of the safety of a full-face helmet but also allows riders to flip up the chinbar when stopped for a quick chat or a smoke – wait, does anyone do that anymore? Modular helmets also allow for other conveniences like a drop-down sunshield and a Bluetooth communications system (usually optional).

To be sold in the U.S., helmets must meet safety standards set by the Department of Transportation. All the helmets on this list meet those requirements, indicated by the DOT sticker on the back, and some even meet the requirements of stricter ECE standards.

If you’re considering a modular helmet, this list was curated for you. Each helmet has different features, styles, prices, and weights, so we’ve boiled all of that down for a quick comparison to help you find the helmet that best suits your needs. More color options and details are available on the manufacturers’ websites, but this list should give you an idea of the options available to you. Ride safe, and ride on!

See all of Rider‘s helmet reviews here.

AGV SportModular Modular Helmet

The AGV SportModular combines the convenience of a flip-up helmet with the lightness and strength of a carbon-fiber shell, offering the same impact absorption as AGV’s top-of-the-line racing helmets. The interior has a multi-density EPS liner and a removable, washable, moisture-wicking, antibacterial comfort liner with a reversible crown pad (one side breathes and the other insulates). The faceshield is Pinlock-equipped, scratch resistant, and locking, and a drop-down sunshield is also included. Available in sizes XS-3XL starting at $859.95. Weight: 3.2 lb (size M).

Fly Racing Odyssey Adventure Modular Helmet

The Fly Racing Odyssey Adventure can be used for both ADV riding and street riding, with a flip-up chinbar and a removable peak visor. It features a polycarbonate outer shell and a dual-density EPS liner. The moisture-wicking Quick-Dry liner is removable and washable. The faceshield has a hard coating to resist scratches and a fog-resistant interior coating. A drop-down sunshield is also included. Vents in the chinbar and crown, along with an exhaust vent in the rear spoiler, provide comfortable airflow. Available in sizes XS-2XL starting at $279.95. Weight: 4.3 lb (size M).

GMAX MD-01 Modular Helmet

The GMAX MD-01 was made for cross-country adventures, featuring eleven vents and a CoolMax liner to keep riders comfortable even on the hottest days. The exterior is a poly alloy shell, while the SpaSoft interior works to wick moisture away. A multifunction integrated LED rear light ensures you’ll be seen by traffic. Also included are a drop-down sunshield with an anti-fog coating, a breath deflector, a chin curtain, and speaker pockets. This helmet is DOT and ECE approved. Available in sizes XS-3XL starting at $219.95. Weight: 4.1 lb (size L). 

HJC i100 Modular Helmet

HJC’s i100 is different than other modular helmets in that it features a full-rotation chinbar for both open- and full-face riding modes, and it’s P/J homologated for both. An integrated sunvisor is cable-operated from the left side of the shell, which is composed of HJC’s Advanced Polycarbonate material. The i100 is engineered with optimal balance and weight distribution for all-day riding comfort and connects with the SMART HJC Bluetooth systems (10B and 20B). Available in sizes XS-2XL starting at $319.99. Weight: 4.1 lb (size M).

HJC RPHA 91 Modular Helmet

The top-of-the-line HJC RPHA 91 features a Premium Integrated Matrix EVO shell to enhance shock resistance, a distortion-free faceshield with increased peripheral view, and a drop-down sunshield. The chinbar has a hidden closure point for smooth contact and less pressure in the cheek area, and the 3D-engineered interior reduces wind noise. The RPHA 91 is compatible with the second-gen Smart HJC Bluetooth system and other comms systems. Available in sizes XS-2XL starting at $549.99. Weight: 3.8 lb (size M).

Schuberth C5 Modular Helmet

Schuberth’s C5 is a clean-sheet design that’s a leap forward in comfort, fit, and function. The shell is made of DFP fiberglass reinforced with a basalt layer for strength, and the EPS liner provides improved shock absorption. It meets the latest ECE 22.06 helmet safety standard and is homologated for use in both the open and closed positions. It has a washable comfort interior, a washable chin filter, customizable internal padding, a drop-down sunshield, and pre-installed hardware for the SC2 comms system. Available in sizes XS-3XL starting at $749. Weight: 3.6 lb (size M).

Scorpion EXO-AT950 Modular Helmet

Functioning as both a full-face ADV helmet and a touring helmet, the Scorpion EXO-AT950 features a polycarbonate outer shell, a dual-density EPS layer, and a removable peak visor. The oversized eye port provides better peripheral and downward visibility. A drop-down sunshield is included, and the removable and washable KwikWick II liner helps keep the rider comfortable. Removing the no-fog Everclear faceshield allows goggles to be worn for off-road use. Available in sizes XS-3XL starting at $274.95. Weight: 3.9 lb (size M).

Scorpion EXO-GT930 Transformer Modular Helmet

The Scorpion EXO-GT930 Transformer can be used as either a modular or an open-face helmet. The chinbar and faceshield are removable, the included peak visor can be added in open-face mode, and the drop-down sunshield can be used in either mode. The shell is polycarbonate, and the multidensity EPS liner absorbs impact energy. On the inside, the KwikWick liner is removable and washable. This helmet integrates with the Exo-Com comms system and is compatible with other comms systems. Available in sizes XS-3XL starting at $249.95. Weight: 3.8 lb (size L).

Sedici Sistema II Modular Helmet

The Sedici Sistema II features an outer shell made of fiberglass and aramid fiber, and the dual-density EPS liner is channeled for efficient airflow. The sunshield is easily deployed with a glove-friendly slider, and it has a moisture-wicking, removable, and washable interior with antimicrobial treatment. Fit is customizable with small panels of padding at the forehead and temples. Ventilation is provided by a forehead intake vent, a chin vent, and three rear exhaust vents. Available in sizes XS-3XL starting at $259.99. Weight: 3.7 lb (size L).

SMK Gullwing Modular Helmet

SMK’s Gullwing features P/J homologation that allows it to be used in both open and closed positions. The Energy Impact Resistant Thermoplastic shell has an abrasion-resistant finish, the interior comfort liner is anti-static and moisture-wicking, fit is intermediate oval, and there are crown, chin, and rear vents. The faceshield is double-glass, extra-wide, and ready for the included Pinlock 70 anti-fog lens. It also features a retractable sunshield, wind stops, a breath deflector, and a quick-release strap. Available in sizes S-4XL starting at $155.99. Weight: 3.8 lb (size L).

We’ve all seen the commercials where the Most Interesting Man in the World says, “I don’t always drink beer, but when I do, I prefer Dos Equis.” Likewise, Arai doesn’t often release a new helmet, but when it does, it gets it right. More than 70 years of experience went into the development of the new Arai Contour-X. 

As we’ve written about in previous reviews and in our “The Why Behind Arai Helmets” feature, Arai maintains a steadfast commitment to building helmet shells with a smooth, strong, round shape. As repeated experience among MotoGP, World Superbike, and other racers has shown, Arai helmets are designed to “glance off” objects, allowing them to maintain sheer integrity, resist deformation, and spread impact energy over the widest possible area. Every exterior feature of an Arai helmet is designed to break away so that the helmet itself will not catch on anything during an impact or slide. 

The Contour-X offers excellent protection, comfort, ventilation, and aerodynamics. It features a new Peripherally Belted Complex Laminate Construction (PB-cLc2) shell that’s thinner and lighter thanks to a new fiber material and resin, yet it is just as strong as other Arai shells. The medium-size Contour-X tested here, even with the optional Pro Shade visor and Pinlock anti-fog insert installed, weighs just 3 lb, 9 oz – the same weight as the top-of-the-line Corsair-X. 

Related: Arai Corsair-X Helmet | Gear Review

Like the Regent-X, the Contour-X’s shell flares out 5mm around the opening to make the helmet easier to slide on and off. The bottom of the shell also features Arai’s Hyper Ridge, which improves strength and shock absorption and was reshaped for flatter sides to facilitate easy mounting of a comms system. 

Related: Arai Regent-X Helmet | Gear Review

Arai helmets have always been a pleasure to wear, and the Contour-X goes even further with a new odor-resistant, brushed-nylon interior that’s removable and washable and features adjustable Facial Contour System (FCS-2) cheek pads that can be released to ease removal during an emergency. Inside, there are speaker pockets and a new neck-roll wire pocket for a comms system. Through short rides, long rides, and repeated donning and doffing, the Contour-X required no break-in and was comfortable at all times. 

Ventilation is fantastic. The new system includes a total of seven intakes, all of which can be closed as needed: a 3D Arai logo vent in the forehead, two F1-derived tear-drop intakes on the crown, two brow vents in the faceshield, and a chin vent. There are also six exhausts: one in the spoiler, two on the sides near the back, and three in the neckroll area. Arai says the Contour-X offers better ventilation than the Corsair-X at street speeds, and I concur. 

See all of Rider‘s motorcycle helmet reviews here.

The round shape of Arai helmets helps them slip through the air smoothly, and the new XGR exhaust/spoiler pulls hot air out of the helmet while also enhancing stability and reducing buffeting at speed. I wore the Contour-X on a variety of bikes with and without windscreens, and it remained steady and comfortable. 

The Arai Contour-X is a fantastic lid in every respect. It’s available in sizes XS-2XL, and pricing starts at $739.95 for five different solid colors (Blue Frost, Black Frost, Diamond Black, Diamond White, and Light Grey) and $889.95 for two graphic options (Snake Red and Face Fluorescent Yellow).

The Schuberth C5 modular helmet is a clean-sheet design that shares no parts with the company’s C4/Pro. Informed by a spatial study, the new architecture has an intermediate-oval head shape that’s less round than the C4/Pro with more interior space. The chinstrap was moved forward, and the new chinbar locking mechanism doesn’t use pins, which avoids the helmet getting tighter when the chinbar is closed.

Having worn several generations of Schuberth’s modular helmets, the changes were immediately noticeable. Sliding the helmet on and off my head is easier, and comfort while riding is greatly improved. Airflow through the helmet has been increased with larger vents and better interior channeling.

Read more of Rider‘s helmet reviews here

The C5 was designed to meet Europe’s new ECE 22.06 helmet safety standard, which sets higher benchmarks for impact protection and requires a larger eyeport for better visibility. The C5 meets the P/J homologation standard. “P” stands for “protective” and refers to full-face helmets; “J” stands for “jet” and refers to open-face helmets. P/J-homologated helmets can be used in both the open and closed positions, and the C5 has a tab to lock the chinbar in the open position.

The shell is made using Schuberth’s proprietary Direct Fiber Processing. Glass fibers are blown into a mold with a precise amount of resin and compressed in a high-pressure vacuum, creating an exceptionally strong shell. The C5 is not dual homologated to meet ECE and DOT standards. A DOT-specific version of the C5 has a shell reinforced with a basalt layer for added strength.

Inside the shell is a dual-density EPS liner and a new comfort liner with customizable pads. There are optional “sport” and “comfort” cheek pads and replaceable rear pads that can make the interior more round or more oval. The faceshield includes a Pinlock anti-fog insert, and a new patented memory function keeps the faceshield open at a desired level after opening and closing the chinbar.

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The C5 is prewired for the optional SC2 Bluetooth 5.0 communicator ($349), which is made by Sena and based on the 50S with voice activation and mesh networking. HD speakers and an antenna are built into the helmet. A remote-control unit clicks into the left side of the helmet, and the SC2 main unit with rechargeable battery plugs into the back of the helmet.

Our C5 in size medium with the SC2 installed weighs 4 lb, 2 ounces. Fit, finish, comfort, ventilation, and functionality are excellent. It’s available in sizes XS-3XL in solid colors for $749 and graphics for $849.

For more information, visit Schuberth.com.

The HJC RPHA 1N is the same full-face helmet used by top-tier racers in the MotoGP and WorldSBK series. I’m not a racer, and even trackdays are few and far between for me. But one of my top priorities for a helmet is protection in the event of a crash, and the RPHA 1N has achieved FIM homologation for safety. The helmet also meets or exceeds DOT and ECE 22.06 standards for energy attenuation, penetration resistance, and chinstrap structural integrity. That gives me peace of mind.

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HJC’s PIM+ shell is made from a blend of materials that includes carbon and carbon-glass hybrid fabric, resulting in a strong, lightweight lid. My medium RPHA 1N weighs just 3 lbs, 5.3 oz. The shell shape was developed using wind-tunnel testing to make it as aerodynamic as possible, and the back of the helmet has a large spoiler that smooths airflow and pulls hot air out of a large rear exhaust vent.

Inside is a Silvercool comfort liner that is anti-bacterial, moisture-wicking, removeable, and washable. It also has side channels to accommodate eyeglasses and sunglasses. For me, the fit is perfectly snug with no hot spots, and the thick neckroll does a good job of managing wind noise without making it difficult to pull the helmet on and off.

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Since the RPHA 1N is designed to keep racers comfortable on hot, demanding racetracks, it has more ventilation than most full-face helmets. There are five vents along the forehead and two vents on the chinbar, all of which can be closed to keep out rain or cold air. There are two exhaust vents on the sides of the chinbar and two more on the back of the helmet. With all the vents open, the 1N moves a significant amount of air through its interior channels. The only downside is added wind noise, but that can be mitigated with earplugs.

For added security, the faceshield has a double locking system, and it is attached using metal screws with hinged D-ring heads that either lay flat during riding or fold out to remove the screws without tools. The shield filters out 99% of UV radiation, has an anti-scratch coating, includes a Pinlock anti-fog insert, and has outer posts for tear-offs. In emergency situations, the cheek pads can be pulled out so the helmet can be easily removed.

If you’re a motorcyclist who doesn’t compromise on safety and comfort, the HJC RPHA 1N is an impressive, top-of-the-line helmet worth considering. It’s available in sizes 2XS-2XL in solid colors for $699.99-$709.99 or graphics starting at $799.99, and it’s covered by a 5-year warranty.

For more information, visit HJCHelmets.us.

Anyone who follows Rider knows that we’re big fans of the flip-up convenience of modular helmets. We’re also fans of ADV helmets, which combine the sun-blocking peak and pointy chinbar of a dirtbike helmet with the faceshield and other features of a street helmet. The Odyssey Adventure Modular Helmet from Fly Racing offers the best of both worlds, with a flip-up chinbar and a 2-in-1 design with ADV (peak visor) and street (no peak) modes.

Read Rider‘s other Fly Racing apparel reviews

The Odyssey has a polycarbonate outer shell with a slippery shape sculpted in a wind tunnel. Inside the shell and reinforcing the chinbar is dual-density EPS for impact absorption, and there are recessed speaker pockets for installing a comms system. Between the EPS and the rider’s noggin is a removable, washable, moisture-wicking Quick-Dry comfort liner that’s perforated to aid ventilation. There’s also a removable chin curtain and a dual D-ring chin strap.

The clear faceshield has an exterior hard coating to resist scratches and an interior coating that resists fogging. A tinted drop-down sunshield blocks 100% of harmful UVA/B radiation. Fly Racing’s True Functional Ventilation system combines intake vents in the chinbar and the top of the helmet with a negative-pressure rear spoiler that has a built-in exhaust vent.

Versatility is the name of the game with this helmet. It is comfortable, reasonably quiet, and well-ventilated, and it works well on hot days, cold days, pavement, and dirt. The chinbar release, sunshield lever, vents, and faceshield are easy to operate with gloved hands, and the faceshield has large detents for three open positions.

There are two drawbacks, however. The first is weight. My medium Odyssey with the ADV peak installed weighs 4 lb, 5 oz, making it one of the heaviest modular helmets we’ve tested. The second is sensitivity to dry, dusty conditions. After riding in someone’s dust cloud for a while, the chinbar release became finicky. This is a problem that plagues moving parts like zippers and hinges on all sorts of riding gear, not just the Odyssey. A quick rinse at the end of the day cleared things right up.

The Odyssey Adventure Modular Helmet is a good value at $279.95 for solid colors (gray, white, and black) or $289.95 for the Summit graphic (black/gray/white, navy/gray/white, and tan/black/gray). It’s available in sizes XS-2XL and comes with a soft fleece helmet bag, a color-matched peak visor (for ADV mode), and color-matched visor block-off plates (for street mode). Mirror-tinted and Pinlock-ready faceshields are also available.

I don’t know anybody who loves wearing a helmet, but most of us who do wear them appreciate their – shall we say – utility. And a motorcycle helmet is a lot more comfortable than the helmets the U.S. Army issues, though the purpose is the same – to save your life.

There are five basic types of motorcycle helmets: full-face, off-road, modular, three-quarter open-face, and half helmets, also called shorties. In 1956, I bought my first bike, and my mother bought me a shorty helmet – that was all there was. Then around 1959 Bell introduced the 500TX, which may have been the first three-quarter open-face. I immediately sprung for one and wore open-faces for the next 20 years or so. Until I got a job in the industry and was told photos would be done with a full-face. I am mildly claustrophobic, but I adjusted to the enclosed feeling, more or less. Then modulars came along, and I’ve been a fan of those for many years, being able to lift up the chinbar when idling through town or going slow on a wooded lane.

Scorpion’s EXO-GT930 is called the Transformer because it serves both as a modular, with the chinbar and visor opening up, and as an open-face. You can easily detach the chinbar and faceshield and put on the peak visor. I like using the open-face configuration while riding along paved roads on a warm day through the little-trafficked countryside with vineyards and cattle.

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Modular crash-hats tend to be heavier than full-face ones because of the hinges and locking systems. Scorpion uses three different shells for the seven sizes, from XS to 3XL, and I figure my XL uses the largest. The modular configuration weighs 4.1 pounds; the open-face with peak visor weighs 3.4 pounds. The outer shell is polycarbonate, and the life-saving crushable middle portion is multi-density expanded polystyrene (or EPS), which absorbs impacts should you have the misfortune to use the helmet for its intended purpose. Inside is a removeable, washable KwikWick comfort liner, and the helmet stays put with a traditional double D-ring chinstrap.

The mechanism for flipping up the chinbar works just fine, and when opened it can be locked in place. Removing the chinbar and attached anti-fog faceshield is merely a matter of holding down the spring-loaded levers just below the pivot point, one at a time, and then pulling the chinbar forward. Easily done after a little practice, as is installing the peak visor. A drop-down tinted sun shield can be used in either configuration.

Ventilation, comfort, and build quality are good. Solid colors retail for $249.95-$254.95, and the Modulus graphic (shown) in three colorways retails for $269.95. A matte black version with an EXO-Com Bluetooth communication system retails for $424.95.

For more information, visit scorpionusa.com.

According to Schuberth, its R2 Carbon helmet is the first full-face carbon helmet with an integrated communication system. Thanks to a pre-installed, invisible speaker, microphone, and antenna, this helmet comes factory-ready for easy installation of a branded Schuberth comm setup created in partnership with Sena.   

The R2 Carbon is exceptionally light. Schuberth uses two shell sizes for the R2 line, which spans from sizes S to 2XL. With the SC1 intercom and battery installed, my XL R2 Carbon weighs 3 pounds, 2.1 ounces, about half a pound lighter than my Arai Corsair-X without a comm system – a significant weight reduction well appreciated during a long day’s ride.

Once you understand the insertion procedure for the separate battery and comm module, it’s easy to slide them into their little pockets on the bottom rim of the helmet. It took a little fiddling to get two SC1 sets – one for me and another for my wife, Katie – working and linked. Once the SC1s are paired, small and easy-to-reach rubber-sealed buttons on the comm module adjust volume levels. Simple and effective. We tried the helmet/comms setup with and without earplugs, and we both preferred plugs. The SC1 offers plenty of volume without distortion, and wind noise becomes less tiring with this method.

The R2 exudes quality and it’s well sealed to prevent wind noise from interfering with comms. So much so that behind a well-faired bike like our Honda Gold Wing, I was wishing for a couple more helmet vents beyond the two-position forehead vent and small chin vent. As a passenger, Katie felt airflow through the R2 was fine, comparable to other helmets. On non-faired bikes the R2 works better for me, so just be aware of the limited ventilation if you’re doing a lot of warm-weather riding on touring rigs.

The R2 Carbon has a fast-drying, antibacterial, removable, and washable comfort liner, as well as emergency-release cheekpads. The faceshield is easy to remove and reinstall, and an anti-fog insert comes standard. A tried-and-true double D-ring secures the chinstrap.

Overall, Katie and I are happy with the fit and comfort of the helmets, and we appreciated the ease of use of the communicators. We opted for the Stroke Gold graphic (shown), but the R2 Carbon also comes in Stroke Red, Bold Chrome, Cubature White, and Cubature Yellow. The R2 Carbon retails for $649, and the SC1 is $229.

For more information: See your dealer or visit schuberth.com

HJC Helmets and Red Bull have been working on launching the first-ever Red Bull licensed motorcycle helmet. Until now, any helmet sporting a Red Bull graphic has been exclusively available to sponsored riders, but HJC and Red Bull have partnered up to design a very special helmet, the RPHA 1 Red Bull Austin GP helmet.

For years, Circuit of the Americas has hosted a paramount MotoGP race for Red Bull, and the RPHA 1 Red Bull Austin GP helmet will pay tribute to this event with a graphic that celebrates the Grand Prix of the Americas. The sleek design accentuates the aerodynamic lines of the RPHA 1, HJC’s premium race helmet, while featuring the unmistakable Red Bull logo and COTA colors. The RPHA 1 has also been reserved for professional racers, but HJC will finally release their highly anticipated race helmet to the public in December 2021.

The RPHA 1N Red Bull Austin GP helmet was officially launched on October 3rd at the Red Bull Grand Prix of the Americas in Austin, Texas. October 3rd also marked the 50th anniversary for HJC Helmets.

HJC Helmets has released several successful licensed helmets in the past, but the RPHA 1N Red Bull Austin GP helmet is one of a kind. The largest helmet maker in the world has teamed up with one of the most popular brands in motorsport.

The relationship began with HJC supporting the Red Bull MotoGP Rookies Cup and becoming the official helmet partner for the series. From there, the relationship evolved and the next step of the partnership sees the release of an exclusive helmet collection that will be available to all motorcycle riders, something that has not been done before with any other brand.

MSRP for the RPHA 1N Red Bull Austin GP helmet is $949.99. For more information, visit hjchelmets.com.

In 1914, a doctor practicing near the Brooklands racetrack in England first correlated the relationship between motorcycle accidents and serious head injuries. Dr. Eric Gardner went on to invent the first purpose-built motorcycle helmet. It wasn’t until two decades later, when a head injury resulting from a motorcycle accident took the life of Thomas Lawrence, better known as Lawrence of Arabia, that the first serious studies were conducted into the efficacy of motorcycle helmets in reducing the severity of head injuries. Hugh Cairns, Lawrence’s attending doctor and a leading neurosurgeon, used his findings and influence to ensure that helmets would become obligatory equipment for British Army Signal Corps riders going forward.

Early helmets were mostly constructed from cork, leather, and sometimes wood, and remained so until post-war developments in synthetic materials lead innovators such as Hirotake Arai to develop an entirely new design. Arai, a keen motorcyclist, had retooled his family hat business to produce safety helmets for construction workers. Applying the same manufacturing techniques, he began making and selling the first Japanese motorcycle helmets in 1952. They were made from a fiberglass resin outer shell lined initially with cork, and later, expanded polystyrene (EPS).

Seven decades on, motorcycle helmets, along with a multitude of international standards, have evolved exponentially, as has our understanding of science. Nonetheless, the infinite number of variables existing in a real-world crash ensure that even the most sophisticated models used to gauge a helmet’s ability to absorb an impact will remain controversial. While tests aimed at appraising shell penetration, peripheral vision, and the strength of chin straps lend themselves more readily to laboratory observation, governing bodies are forced to compromise in the face of producing practical, repeatable tests that accurately simulate impact absorption.

An effective helmet design aims to minimize the energy reaching the wearer in a crash, and since much of the testing involves dropping helmets from a given height onto an anvil, passing the resulting standards can be as simple as thickening the EPS layer in all the right places. Arai argues that the resulting helmet would no longer possess the overall strength and durability afforded by a sphere and ignores the role a helmet plays in redirecting and absorbing energy. In the same way a stone can be made to skim across a pond, a round, smooth helmet will glance off a surface, redirecting energy away from the wearer.

Arai’s design philosophy first accepts that practical limitations on a helmet’s size and weight restrict the volume of protective EPS foam it can contain. Inevitably, helmets can’t prevent all head injuries. But, with the understanding that safeguarding a rider’s head goes far beyond meeting the demands of governing bodies, Arai applies the “glancing off” philosophy to design helmets that reduce the effect of impacts on riders’ heads. Given that most impacts are likely to occur at an oblique angle because motorcyclists are moving at speed, Arai’s design aims to maximize the ability of a helmet to redirect energy by glancing off an object. The design is a function of shape, shell strength, and deformation characteristics that absorb energy along with EPS.

Arai collects crashed helmets for analysis and data collection, and uses the information to continually refine their helmet design.

Arai has developed and refined its approach through decades of evaluation and experimentation. Its helmets are round and smooth, and any protruding vents or airfoils are designed to detach on impact. The shell itself must be strong and flexible, but it must not deform too quickly or it will dig in rather than glance off. Arai uses multiple laminated layers combining glass and composite fiber to produce a very strong but lightweight material, and areas of potential weakness at the helmet’s edge and eyeport are reinforced with an additional belt of “super fiber.” Arai says its shells can withstand much higher abrasion than what is mandated by standards tests, and in doing so, can retain its energy absorption properties for a second or third impact.

While glancing off can redirect energy from the impact, a high-velocity crash may also require a helmet to absorb and distribute impact energy. Arai’s proprietary one-piece, multi-density EPS liner is made up of different sections of varying densities corresponding to the adjacent shell surface. This helps maintain the helmet’s spherical form and enhances its ability to glance off. In the case of a crash involving a slide along the ground and into an object, such as a curb or barrier, Arai’s helmets are designed to deflect the initial impacts with the ground with minimal shell deformation, saving its absorption properties for the rapid deceleration caused by impacting the object.

Many other helmet manufacturers and philosophies exist, and riders must make their own conclusions in the knowledge that certification requirements mandated by bodies such as the DOT and ECE only guarantee a minimum standard. Every Arai helmet is still made and inspected by hand at the family-owned factory in Japan; the only automated process is the laser cutting of the eyeports. Over its history Arai has built an enviable reputation for quality and attention to detail. As the saying goes, it is expensive for a reason.

For more information on Arai helmets, visit araiamericas.com.

We can’t get enough of modular helmets here at Rider. The protection of a full-face helmet combined with the convenience of a flip-up chinbar is really hard to beat. Add in the premium features of a helmet like HJC’s RPHA 90S, and you cover all the bases: safety, comfort, aerodynamics, ventilation, versatility, and ease of use.

Based in Korea, HJC is the world’s largest helmet manufacturer. RPHA, which stands for Revolutionary Performance Helmet Advanced and is pronounced “arfa,” is HJC’s premium line of full-face and modular helmets. The 90S shell is made of HJC’s proprietary, lightweight Premium Integrated Matrix (P.I.M.) Plus that blends carbon and carbon-glass into a hybrid fabric. My medium-sized 90S weighs 3 pounds, 11 ounces, which is comparable to other premium modular helmets we’ve tested.

The interior is 3D-engineered to reduce noise, and combined with the aerodynamic shell, neck roll, and chin curtain, the helmet does a good job of dulling wind noise. The 90S has a plush, removable comfort liner, recessed ear pockets, and channels to accommodate glasses. The anti-scratch faceshield is Pinlock-ready (an anti-fog insert comes in the box), and a sliding lever on the lower left edge of the helmet deploys or retracts the drop-down sunshield. Vents on the chinbar, crown, and rear of the helmet are easy to open or close with gloved hands. Airflow through the helmet is decent but could be better (though that would increase wind noise; I wear earplugs most of the time, so it’s a trade-off I’d be happy to make). Sold separately are Sena-made Smart HJC 20B and 10B Bluetooth communication systems that integrate into a port inside the rear of the helmet.

I’ve been wearing the RPHA 90S for about a month on bikes ranging from a Triumph Speed Triple naked sportbike to the Honda Gold Wing. There is no EPS padding built into the chinbar, but it does latch closed with metal pins and locks securely. The chinbar’s release tab and the center locking mechanism for the faceshield are both easy to find and use on the fly, though with the faceshield cracked open the mechanism ends up in my line of sight. Otherwise, vision is very good through the large eyeport. I appreciate the plush liner for the chinstrap, which secures with a traditional D-ring. The 90S was comfortable, quiet, and user-friendly during 12-hour days in the saddle with highs in the triple digits. Can’t ask for much more than that.

The HJC RPHA 90S is available in sizes XS-2XL. Pricing ranges from $459.99-$469.99 for solids to $499.99 for graphics (shown).

For more information: See your dealer or visit hjchelmets.us