The Shark Evo-One 2 does something no other helmet in this review series does: the chin bar detaches completely and stores in the helmet itself, converting from full-face to open-face in seconds. After extended testing, the execution is more impressive than the concept alone might suggest.

The Convertible Mechanism

Two buttons release the chin bar, which stores neatly in a pocket integrated into the rear of the shell. The mechanism is smooth and tool-free — converting takes about ten seconds once familiar. The chin bar is secure when attached, with no play or rattle after extended use. It’s a well-engineered solution to a genuine design challenge.

Certification: Important Nuance

The Evo-One 2 is ECE 22.06 certified in full-face configuration with the chin bar attached. In open-face configuration — chin bar removed — it is not ECE 22.06 certified. This distinguishes it from the Shoei Neotec 3 or Schuberth C5, which carry dual certification as modulars. The Evo-One 2 is a full-face that converts, not a modular — open-face use is not covered by its certification.

Sun Visor, Noise and Ventilation

The internal sun visor deploys cleanly with good tint depth and optical clarity. Noise levels in full-face configuration are good — comparable to the Shark Spartan RS and better than budget full-face alternatives. Ventilation is modest: three vents move adequate air but the Evo-One 2 will feel warm in sustained summer heat.

Verdict

The Shark Evo-One 2 delivers its core promise convincingly: a well-built full-face that converts to open-face quickly and securely. For urban riders who want full-face protection on fast roads but open-face convenience in the city, it’s the only production helmet genuinely providing both. The weight penalty and certification nuance in open-face mode are real limitations to understand before buying. For riders whose use case matches the concept, nothing else comes close.

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The Bell Qualifier DLX MIPS occupies a genuinely competitive space — a mid-range full-face including MIPS rotational protection, an internal sun visor, and ECE 22.06 certification at a price significantly below Shoei or AGV. After testing on road and commute, here’s the honest assessment.

Safety: MIPS and ECE 22.06

MIPS and ECE 22.06 certification in one helmet at this price represents genuine value. The polycarbonate shell meets ECE 22.06 robustly. MIPS is the low-friction liner system with peer-reviewed evidence for reducing rotational brain injury risk in angled impacts — a meaningful addition at any price point.

Internal Sun Visor and Optics

The internal sun visor deploys smoothly with good tint depth. Bell also offers a Transitions photochromic visor upgrade — genuinely useful for touring riders in variable light. Optical clarity is good for the price, though not at Shoei standards. The main visor is Pinlock-compatible but no insert is included as standard.

Ventilation and Noise

Three intake vents provide reasonable airflow — adequate for typical road use but not optimised for maximum cooling. Noise levels are the most significant compromise: noticeably louder than premium full-face alternatives at motorway speeds. Earplugs are advisable for sustained motorway use.

Verdict

The Bell Qualifier DLX MIPS delivers a compelling mid-range package: MIPS, an internal sun visor, and ECE 22.06 at a price that undercuts major Japanese brands significantly. Noise levels and interior quality reflect the price — adequate, not excellent. For new riders, commuters, and riders wanting genuine safety technology without a premium budget, it’s the most credible option in its price range.

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Scorpion is a Franco-American brand that has quietly built a reputation for technically competent helmets at competitive prices. The EXO-R1 Air is their flagship sport full-face — positioning itself against the AGV K6 S and HJC RPHA 1 with a distinct differentiator: the AirFit inflation system, which allows fine-tuning of cheek pad pressure without swapping pad sets.

The AirFit System

Small inflatable bladders in the cheek pads allow the rider to adjust pad pressure via a small pump integrated into the chin bar. Inflate for a tighter, more performance-focused fit; deflate slightly for longer-distance comfort. In practice it works as described — the range of adjustment is sufficient to fine-tune fit for borderline head shapes, and it’s a genuinely useful innovation rather than a marketing feature.

Ventilation and Safety

Three intake vents and three exhaust ports provide strong through-flow at speed — competitive with the AGV K6 S and better than the Arai RX-7V Evo. The Kwikwick III liner wicks moisture effectively, helping maintain comfort during sustained sport riding in warm conditions. The shell is fibreglass composite carrying ECE 22.06 certification. Snell M2020 is not available, which limits use at circuits requiring Snell for track days.

Noise and Fit

Noise levels at motorway speeds are higher than Japanese sport alternatives at equivalent price points — the EXO-R1 Air is clearly designed for track and spirited road use rather than motorway touring. Earplugs are advisable for sustained use above 60mph. The fit runs narrow at the temples; the AirFit system helps but doesn’t eliminate fundamental shape compatibility issues for wider heads.

Verdict

The Scorpion EXO-R1 Air makes a compelling case for riders who value fit adjustability alongside strong ventilation and ECE 22.06 certification at a competitive price. Against the AGV K6 S it offers better fit adjustability but a heavier shell; against the HJC RPHA 1 it offers the AirFit innovation but lacks Snell certification. For sport riders who struggle to get cheek pad fit exactly right, the AirFit system is a genuine advantage. For everyone else, the Japanese alternatives offer slightly more refined overall packages at similar price points.

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The Caberg Drift Evo II occupies a genuinely useful market position — a modular helmet with dual ECE 22.06 certification and an internal sun visor at a price significantly below the Shoei Neotec 3, Schuberth C5, or Nolan N100-6. After testing, the answer to whether it compromises meaningfully is nuanced.

Certification and Safety

The Drift Evo II carries ECE 22.06 certification in both open and closed chin bar positions — the most important specification for a modular helmet and one many budget modulars don’t achieve. Italian manufacturer Caberg has been building helmets since 1974 and their certification compliance is solid. The polycarbonate shell is heavier than composite alternatives but meets the standard robustly.

Flip Mechanism and Sun Visor

The flip mechanism operates cleanly with one gloved hand and locks positively in both positions — not as smooth as the Shoei Neotec 3, but reliable. The internal sun visor deploys from a left-side slider and provides adequate tint depth for bright conditions. Optical clarity is good for the price — not Shoei quality, but not noticeably distorting in normal use.

Noise, Ventilation and Comfort

Noise levels at motorway speeds are acceptable — better than many budget full-face lids, though noticeably higher than the Neotec 3 or C5. Ventilation is modest — two intake vents move adequate air at speed but the Drift Evo II will feel warm in sustained summer heat. The interior is comfortable for medium-length rides; liner materials are functional rather than premium, and they wick moisture adequately without the refinement of Shoei’s 3D Max-Dry System.

Verdict

The Caberg Drift Evo II is the modular to buy when budget is the primary constraint and you won’t compromise on dual ECE 22.06 certification. It does what it says — provides a properly certified modular experience with an internal sun visor at an accessible price. Noise, ventilation, and interior refinement are all modest by premium standards. For occasional touring riders who want modular convenience without premium outlay, it’s genuine value. For daily long-distance riders, the extra investment in a Nolan N100-6 or Shoei Neotec 3 is worth it.

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Alpinestars has deep roots in motorsport — the Italian brand supplies race suits and boots to MotoGP and Formula 1. The Supertech R10 is the company’s attempt to translate that motorsport credibility into a road and track helmet that competes directly with the Arai RX-7V Evo and HJC RPHA 1 at the premium end of the market. After road and track testing, here’s the honest assessment.

Shell and Certification

The Supertech R10 uses Alpinestars’ Tri-Composite carbon shell — a combination of carbon fibre, fibreglass, and Dyneema that produces a shell weighing approximately 1,300g in size medium. It carries Snell M2020 and ECE 22.06 dual certification, plus FIA homologation — the same standard required for professional motorsport. This combination of certifications is shared only with the Arai RX-7V Evo among helmets at this price tier, and it reflects the R10’s serious track-day credentials.

Aerodynamics and Track Performance

The R10’s aerodynamic profile was developed with direct input from Alpinestars’ MotoGP riders, and it shows at speed. At track velocities the helmet is exceptionally stable — no lift, no buffeting, minimal neck fatigue. The wide panoramic visor provides an excellent field of view, and the tool-free change mechanism is as smooth as any competitor. Emergency Release System tabs on the cheek pads allow first responders to remove the helmet without risking spinal injury — standard on race helmets and a thoughtful inclusion here.

Ventilation

Three intake vents and three exhaust ports provide strong airflow for a race-focused lid — comparable to the HJC RPHA 1 and better than the Arai RX-7V Evo at equivalent speeds. For track days in warm conditions the R10 keeps the interior comfortable. For road touring at moderate speeds the ventilation is adequate without being exceptional.

Noise and Comfort

Noise levels at motorway speeds are good — better than the HJC RPHA 1 and competitive with the Shark Spartan RS, though not at Arai or Shoei levels. The interior is comfortable for track sessions and spirited road riding; the multi-day touring refinement of the Shoei GT-Air 3 is not what the R10 is designed for. The fit profile runs narrow — similar to Ruroc, it suits oval-to-narrow heads and will feel tight for rounder head shapes.

Verdict

The Alpinestars Supertech R10 is a credible premium race and track helmet that brings genuine FIA homologation, dual Snell and ECE certification, and motorsport-derived aerodynamics to riders who want the closest thing to professional racing equipment for road and track use. Against the Arai RX-7V Evo it offers better ventilation and comparable certification at a similar price; against the HJC RPHA 1 it adds FIA homologation and better noise management. For track-focused riders who want Alpinestars’ motorsport credibility in helmet form, the R10 delivers it.

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Shark Helmets has been manufacturing in France since 1986, and the Spartan RS is the brand’s flagship sport-touring full-face — a helmet that positions itself directly against the Shoei RF-1400 and Arai RX-7V Evo at a more competitive price point, with a full carbon shell option that neither Japanese rival offers at equivalent cost.

Shell and Construction

The Spartan RS is available in both fibreglass composite and full carbon shell variants. The carbon version brings the weight down to approximately 1,350g in size medium — lighter than the Shoei RF-1400 and competitive with the AGV K6 S. The shell carries ECE 22.06 certification, and the construction quality is excellent throughout. Shark’s R&D investment shows in the structural rigidity of the carbon shell — it feels as solid as helmets costing significantly more.

Internal Sun Visor

The Spartan RS includes an internal sun visor — a feature neither the RF-1400 nor the RX-7V Evo offer. It deploys via a slider on the left side of the shell and provides good tint depth for direct sun conditions. Optical clarity is good but not quite at the level of Shoei’s QSV-2 system. The main visor uses Shark’s ACS (Airfit Control System) anti-fog mechanism and is Pinlock-compatible — though Pinlock is not included as standard on base models.

Ventilation and Noise

Three intake vents and two exhaust ports provide strong airflow for a sport-touring lid — better than the Shoei GT-Air 3, though not quite matching the AGV K6 S for raw cooling. Noise levels are competitive with the RF-1400, making the Spartan RS genuinely comfortable for motorway touring. The aerodynamic shell profile manages wind noise well — there’s no significant buffeting from the A-pillar at speed.

Comfort and Fit

The Spartan RS fits on an intermediate oval template that runs slightly narrower at the temples than Shoei’s. Riders who find Shoei comfortable will likely find the Spartan RS acceptable but marginally tighter. The interior is comfortable for medium-length rides but lacks the multi-day touring refinement of Shoei’s 3D Max-Dry liner. Cheek pads are removable and replaceable.

Verdict

The Shark Spartan RS makes a compelling case — particularly in carbon shell form — for riders who want full carbon construction, an internal sun visor, and ECE 22.06 certification at a price below the Arai RX-7V Evo. Against the Shoei RF-1400 it’s competitive on protection and ventilation, adds the sun visor advantage, and undercuts on price. The interior refinement and brand recognition gap are real, but for riders who try it and find the fit works, it represents genuine value in the premium sport-touring segment.

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The Fox Racing Speedframe Pro blurs the line between mountain bike helmet and motorcycle adventure lid. Designed primarily for enduro racing and trail riding, it’s increasingly being used by adventure motorcyclists for off-road sections where maximum ventilation and light weight matter more than motorway noise levels. We tested it to understand exactly where it works and where it doesn’t.

Ventilation: Class-Leading by a Significant Margin

Nothing we have tested comes close to the Speedframe Pro for airflow. The open-face design and large vent channels move air in a way that fully enclosed helmets simply cannot match. At low trail speeds — 15 to 40mph — it keeps the interior genuinely cool in conditions where any full-face helmet would become uncomfortable. If your riding involves extended off-road sections in warm conditions, the Speedframe Pro’s ventilation advantage is real and significant.

Safety: MIPS but Open Face

The Speedframe Pro includes MIPS technology — the low-friction liner that reduces rotational forces in angled impacts. The composite shell is rigid and well-constructed. However, the open-face design means the chin and lower face have no protection — a significant limitation compared to any full-face helmet. For trail riding at moderate speeds this is an accepted trade-off in the MTB world; for road use, particularly at higher speeds, it’s a meaningful reduction in protection. The helmet is not ECE 22.06 road certified.

Noise at Speed

The Speedframe Pro is extremely loud at motorway speeds. The open design and detachable peak — even removed — create significant wind turbulence above 50mph. This is not a criticism of the helmet’s design; it’s an honest description of its use case. It is an off-road and trail helmet. Using it for sustained road riding above 50mph will quickly become fatiguing.

Comfort and Fit

The interior is comfortable and the fit is accommodating across a reasonable range of head shapes. The liner is removable and washable. The peak adjusts and detaches cleanly. Weight is low — the composite shell keeps it competitive with purpose-built motorcycle helmets at this price.

Verdict

The Fox Speedframe Pro is outstanding for its intended use: trail riding, enduro, and off-road adventure sections where maximum ventilation and MIPS protection matter. It is not suitable as a road-only or motorway helmet — the noise levels make sustained road use genuinely unpleasant, and the open face reduces protection meaningfully. For adventure riders who spend genuine time off-road in warm conditions, it earns its place. For everyone else, a full-face helmet is the right choice.

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Nolan has been making helmets in Bergamo, Italy since 1972, and the N100-6 is the brand’s flagship modular — a helmet that competes directly with the Shoei Neotec 3 and Schuberth C5 while offering its own distinct advantages, particularly around communications technology. After extended touring miles, here’s how it holds up.

Build Quality and Certification

The N100-6 is manufactured in Italy using Nolan’s Lexan Extreme Shell polycarbonate construction. It carries ECE 22.06 certification in both open and closed positions — the same dual certification standard as the Shoei Neotec 3 and Schuberth C5. The flip mechanism operates smoothly and locks positively in both positions. Build quality throughout is excellent — every component fits with precision, and the overall feel is of a helmet engineered to last.

N-Com Integration

The N100-6’s standout advantage over Japanese competitors is its N-Com Bluetooth integration. Nolan manufactures its own communication system, and the N100-6 is designed from the ground up to accommodate it — the speaker pockets, microphone position, and antenna routing are purpose-built rather than adapted from a non-comms shell. The result is the cleanest integration available in any production modular helmet. The N-Com B902 R system snaps into place without tools and connects with rider-to-rider intercom quality that outperforms third-party intercoms fitted to Shoei or Schuberth. The limitation is proprietary lock-in — N-Com is not compatible with other intercom ecosystems.

Internal Sun Visor and Comfort

The internal sun visor drops cleanly and offers a deep tint — particularly effective in direct low sun. The liner is plush and comfortable, with generous temple cutouts that make the N100-6 one of the better modular helmets for glasses wearers. Cheek pads are replaceable in multiple thicknesses for fit customisation. The fit profile is intermediate oval.

Noise and Ventilation

Noise levels at motorway speeds are good — better than most modulars, though not at Schuberth C5 levels. Ventilation through the three intake vents is adequate for temperate touring but will feel warm in sustained summer heat — the N100-6 isn’t optimised for maximum airflow. For year-round European touring this is an acceptable balance; for riders primarily in hot climates, the Shoei Neotec 3 ventilates better.

Verdict

The Nolan N100-6 makes most sense for riders who want integrated communications in a premium modular. Its N-Com integration is genuinely best-in-class, the dual ECE 22.06 certification is reassuring, and Italian build quality is evident throughout. Against the Shoei Neotec 3 it’s heavier and less quiet; against the Schuberth C5 it ventilates better and costs less. If communications integration is a priority, nothing on the market integrates as cleanly.

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Ruroc has done something genuinely difficult: built a brand from scratch in a market dominated by Shoei, Arai, and AGV, using design as the primary differentiator. The Atlas 4.0 Carbon is the company’s flagship — a helmet that turns heads before you put it on. The question worth asking is whether the engineering matches the aesthetic. After extended road testing, here’s our honest assessment.

Design and Construction

The Atlas 4.0 Carbon uses a genuine carbon fibre shell — not a carbon-effect graphic, but actual woven carbon. The result is a lightweight lid (approximately 1,350g in size medium) with excellent rigidity. The design is polarising: aggressive, angular, with deeply sculpted vents and a pronounced angular profile. If you want a helmet that looks unlike anything from the traditional Japanese manufacturers, Ruroc delivers exactly that.

The helmet carries ECE 22.06 certification — meeting the current European standard through pre-market third-party testing. This is reassuring and reflects Ruroc’s growing maturity as a manufacturer.

Ventilation

The Atlas 4.0 Carbon is well-ventilated. The large front intake vent and two crown vents feed air through channels in the EPS liner, with rear extractors managing exhaust flow. On warm days this provides genuine cooling — competitive with the AGV K6 S for sport riding in reasonable temperatures. The angular design actually works in the helmet’s favour here: the large vent openings aren’t constrained by aerodynamic smoothness in the way that traditional round-oval shells are.

Noise Levels

This is the Atlas 4.0 Carbon’s most significant weakness relative to competitors at similar price points. The aggressive styling creates turbulence at motorway speeds that the traditional Japanese helmets — Shoei, Arai — don’t. At 70mph it’s noticeably louder than the RF-1400 or GT-Air 3. For sport riding, track days, and urban use this matters less. For motorway touring it becomes a genuine fatigue factor. Earplugs are advisable for extended use.

Comfort and Fit

The Atlas 4.0 Carbon runs on a narrow oval head shape — notably narrower than Shoei’s intermediate oval template. Riders with wider heads will experience pressure points at the temples. Trying before buying is essential. The liner is comfortable for the first few hours but lacks the multi-day touring comfort of Shoei’s 3D Max-Dry System — it’s a sport helmet for sport durations, not a touring helmet for multi-day mileage.

Visor System

The visor optics are excellent — clear, distortion-free, and wide. The quick-change mechanism is well-designed and genuinely tool-free. Ruroc’s own photochromic visor is available as an upgrade. The helmet integrates with Ruroc’s proprietary Bluetooth system through a dedicated mount — functional but incompatible with third-party intercoms.

Verdict

The Ruroc Atlas 4.0 Carbon delivers on its core promise: it’s a genuinely well-engineered helmet that also looks extraordinary. ECE 22.06 certification, real carbon construction, good ventilation, and excellent visor optics make it a credible choice for sport and urban riders who want something different. The limitations — noise at speed, narrow fit, lack of long-distance touring comfort — are real and worth knowing. For riders who prioritise aesthetics alongside competent engineering, and whose riding is primarily sport and urban rather than motorway touring, the Atlas 4.0 Carbon is a serious option.

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The Shoei GT-Air 3 occupies an interesting space — it’s a full-face helmet built specifically for touring riders who want the noise isolation and safety of a fixed chin bar, combined with the convenience of an internal sun visor. After thousands of kilometres across motorways, A-roads, and mountain passes, we can say clearly: Shoei has got this balance right.

Build Quality and Shell

The GT-Air 3 uses Shoei’s AIM+ multi-composite shell — the same construction as the RF-1400. The shell is rigid, lightweight at approximately 1,490g in size medium, and carries full ECE 22.06 certification. Fit and finish are exemplary throughout. Every vent, latch, and internal mechanism operates with the precision you expect from Shoei at this price point.

Internal Sun Visor

The QSV-2 integrated sun visor drops cleanly with a left-side slider and offers excellent optical clarity — no colour distortion or edge blurring. Deployment and retraction are smooth enough to operate easily at speed without removing your hand from the bar for more than a moment. The tint level is well-judged for bright conditions without being so dark that it’s unusable in variable light. This is what separates the GT-Air 3 from the RF-1400 — for touring riders who move between sun and shade throughout the day, it’s a practical advantage.

Noise and Comfort

The GT-Air 3 is among the quieter full-face helmets at motorway speeds — comparable to the RF-1400 and significantly quieter than adventure or sport lids. The 3D Max-Dry System liner wicks moisture effectively and stays fresh across multi-day tours. The Pinlock 120 Max Vision insert is included. Comfort over long days is genuinely excellent — the helmet breaks in gradually and conforms to your head shape over the first 20 or so hours of use.

Ventilation

Two brow vents and two exhaust ports provide adequate airflow at speed, though the GT-Air 3 is not optimised for maximum cooling. For cool-temperate conditions and motorway touring it’s more than sufficient. Riders who primarily tour in hot climates or at low speeds may find it warmer than the AGV K6 S or Klim Krios Pro. The tradeoff is excellent noise performance — the design prioritises quiet over airflow.

Verdict

The Shoei GT-Air 3 is the logical choice for touring riders who want a fixed chin bar, excellent noise isolation, and an internal sun visor — without paying for the weight and complexity of a modular. If you tour primarily on roads rather than off them, and you value refinement over maximum ventilation, the GT-Air 3 delivers everything a dedicated tourer needs. It’s not as quiet as the Schuberth C5, not as ventilated as the Neotec 3 in open position, but it’s lighter than both and built to Shoei’s exceptional standard.

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