CHOOSING A HELMET INVOLVES CERTIFICATIONS, TAGS, SIZING, MOLDS, SHELLS, CONSTRUCTION, FABRIC, FEATURES, UPGRADES, THE FIT - A LOT

LET US HELP YOU CHOOSE CORRECTLY - THE FIRST TIME

PRIORITIZE

THE FIT - never compromise.

An ill-fitting, uncomfortable helmet is a distraction and likely, critically affect your focus. All driver distractions are safety hazards, and secondly affects performance.

THE CORRECT HELMET FOR YOUR EVENT

Autocross, HPDE, Time Trials, W2W racing, go-karting, open-cockpits, rally, dirt oval tracks, drag racing…? The same helmet cannot necessarily be worn to all auto sport events. Some helmets have been specifically designed to better suit a purpose and some helmets are not allowed.

THE SPECS - the features that make the helmet different

The helmet’s unique features includes material, construction, airflow, weight, communications, eye-ports, visors, accessories, certification (SFI, SNELL, FIA) and more.

BUDGET - of course important

but this should not be your first priority - and never compromise on the fit, it can be a costly and a dangerous mistake.

THE CERTIFICATION - Auto sport helmets will have been tested to comply with the FIA, SNELL or SFI homologations.

In the US, SNELL is the ubiquitous standard accepted by our sanctioning groups. However, when racing in an international series (such as IMSA), a FIA homologated helmet will be required - even in the US. Also, if participating in auto events outside the US, the organizers may not accept a SNELL helmet - so check before leaving. The SFI 31.1 helmet standard is not well known and may not be recognized by US event organizers. Both the FIA & SFI have separate standards for youth helmets.

FIA

The FIA has two standards; 8859 (standard) & 8860 (increased protection.) The standard will display followed by the year the homologation was implemented. The FIA, unlike SNELL, does not automatically update its standards every five years. They change the testing criteria when they see cause. However, for minor additions or changes the FIA can update the current standard. For example, the FIA 8859-2015 homologation was implemented in 20215 and last updated 4.10.2019.

The FIA 8860-2018 ABP (advanced ballistic protection) is now the latest and most stringent FIA helmet homologation.

SNELL

Snell updates its testing requirements every five years. SA2020 is the current standard. SA2025 helmets will be available October 1, 2025. Most US sanctioning bodies accept helmets from the current standard (i.e. SA2020) and then one prior generation (i.e. SA2015) - but not all - so check. Autocross and some track-day groups may permit two generations old - this is usually clearly specified in their rule book.

SFI

Helmets that are certified by the manufacturer to an SFI Quality Assurance Specification have passed a set of strict testing procedures that were developed by a committee of experts in the helmet industry. There are two types of SFI specifications that pertain to helmets: flame resistant (FR) and non-flame resistant (non-FR.) The FR specification is designated SFI Spec 31.1, Flame Resistant Motorsports Helmets. The non-FR helmet spec is 41.1, Motorsports Helmets. Each Spec (31.1 and 41.1) includes both open-face helmets and full-face helmets.

SFI 24.1 spec is for youth sized helmets.

https://sfifoundation.com/article-3/

FEATURES to consider when choosing your helmet

A wider and taller eye-port. Track day participants rarely have their cars ‘race configured.’ Consequently, they need more track vision, and feel safer with more vision. In addition, racing helmets can feel very claustrophobic, especially for novices.

The weight. There is a significant difference between the weight of a ‘budget’ helmet compared to its more expensive competitors.

The helmet’s weight is not that significant for HPDE students whose sessions on the tract last 20-30 minutes. For advanced drivers, and racers, especially endurance racers, weight becomes a major factor in their helmet choice.

The major brands use advanced technology, and a variety of expensive ‘exotic’ materials to reduce the weight of their helmets, including Kevlar and carbon fiber - hence the increased cost.

Note, composite helmets and especially carbon fiber are not only lighter but much stronger and better ‘absorbed’ impacts. This increased strength allows the manufacturer to use less dense (and lighter) interior energy-absorbing foam, adding to driver comfort. An often forgotten fact - carbon fiber helmets are less prone to damage such as scratches and chips.

UNDERSTAND THE BENEFITS OF CARBON FIBER - click

Soft and thick interior fit-pad foam inserts. The quality, feel and softness of the ‘fit-pad’ foam is a major distinction between budget and more expensive helmets. It is one reason why the STILO ST5 GT helmet is so popular.

Carved interior channels and features to contain and smoothly hide any hydration, electronics and communications systems.

Eye glass retention. Most helmets now have a channel in the interior foam to securely contain them. There is really now no reason to limit your helmet choice because you want to wear sun or prescription eye glasses.

Removable, exchangeable and washable interior foam fit-pads. Usually this is limited to the cheek pads.

Exterior ventilation slots and holes - usually the more-the-better unless it is an open cockpit car.

Accessories such as air intakes and aero attachments. Some models have these built or screwed into the helmet’s shell. However, it is now more common for these to be attached separately using a strong, but removable, adhesive. This is also cost-effective. Previously helmets had to be replaced if air intakes were damaged.

Visors (shields) are specific to the brand and often to the model. The helmets come with clear visors but can be exchanged for a variety of finishes and tints. Research the options before purchasing.

The best visors have a double screen. They are stronger, but their main benefit is their anti-fogging capabilities. BELL Racing includes their DASF shield (double screen anti-fog) on an ever increasing number of their helmets

CHOOSE A PRO LEVEL HELMET for…

A STRONGER OUTER SHELL Carbon Fiber or a composite material that includes Kevlar and/or carbon fiber.
Carbon fiber is the preferred choice. It is both strong and light. It also reacts differently with upon impact. The shell can flex to dissipate the load, so less likely to crack or split, which could expose the interior foam to damage. The top racing helmets will be using high tensile carbon—even lighter and stronger.

INCREASED ENERGY ABSORBING FOAM

This will be state-of-the art, crush-resistant foam. Manufacturers, such as Arai, use multiple density foam which has been fused together. Each section designed to accept a different load force and place appropriately.

HELMET REMOVAL SYSTEM Required by  professional series such as IndyCar, IMSA, - recommended  for all.

ADDITIONAL AERO DYNAMIC FEATURES For increased performance, reduced interior noise and enhanced energy management capacities. This includes duck bills, rear spoilers, chin bars, top gurneys—either included in the design of the shell or applied to the helmet via a strong adhesive (so they can be safely and easily replaced.)

AN EFFECTIVE  VENTILATION  INTAKE SYSTEM The ventilation systems will vary with the type of racing. For example, open cockpit drivers will not want large front ventilation grills or side insert pods, which disrupts airflow. The cars cooling forced air systems will be pumped through the available top or side scoops.

PRECISE FIT & COMFORT Obtained through more accurate and precise sizing. The helmets size is offered in increments of centimeters (and less.) ,

A sophisticated interior foam, fit-pad which includes the neck and the eye-port surround.

Moisture-wicking interior, fire-retardant fabric.

EYEPORT & VISORS. A  narrow eye-port. Racers will (should) have their car configured so that they do not need to move their heads significantly for track awareness. They also need focus not distractions.

A larger range of visor (shields) tints. A variety of tints accommodates varying weather, and light conditions. Tints add clarity, and, of course, is an asset to any helmet design.

Visors are now separately tested and have their own engraved FIA or SNELL tags. Open cockpit drivers also use  visor “tear-offs” to refresh their vision.

INTERIOR INTERGRATED CHANNELS  & CUT-OUTS For the seamless installation of electronics, earpieces, microphones and drink tubes. Most major brands now include these features with the helmet.

THE ‘SUPER HELMET’  HOMOLOGATION. FIA 8860-2018 ABP ABF—(Advance Ballistic Protection) literally ‘bullets’ are  fired at the helmet and visor. The homologation increases the energy absorption levels, with new low lateral impact specifications. The helmet must feature a reinforced area above the visor making the visor opening 10mm narrower than non-ABF models.  The STILO ST5 FN 8860-2018 ABP was the first to meet this standard. Prices start around $5,000. Note, professional drivers in the top racing racing series, will own helmets that have been custom built for them, yet built to the 8860 standard.

The top helmet brands, including Arai, Bell, Schubert and Stilo manufacture helmets that meet both FIA and SNELL standards and will display both tags inside the helmet.

The key points to a good fit are….

a) Avoid pressure points - those on the skull’s temple, forehead and sometimes the top of the head. This is where the head comes in contact with the ‘crush-zone’ foam. If you are feeling pressure at these points, go up a size of try another model, since the problem will only persist and probably get worse.

b) Observe your cheeks. A good fit has your cheeks semi-squashed but not so you are biting the inside of your cheeks. The inner layer of foam (fit-pads) of a helmet is always covered in a fire-retardant fabric . These fit-foam pads are not an integral to the helmet’s safety impact features. They exist to create a good and comfortable fit by filling the gaps between your head and the more dense ‘crush-zone’ foam. Tightness here is OK - this foam will soften with repeated use.

c) Your head should not be moving independently to your helmet. You do not need to shake your head repeatedly or violently when trying on a helmet. Use a quick movement side-to-side and up-and-down - replicating how your head would move inside the car. If your head and helmet are not moving together - the helmet is too large.

d) First make sure you have the helmet positioned correctly. If you can see the shadow of the foam above the eye port by just lifting your eyes - you have the correct position. Always check this before going on the track.

e) Varying chin profiles Long, large and low are harder to accommodate. We prefer to see that ALL your head is protected by the helmet. Avoid brands with smaller shells. The more aerodynamic shells with duckbills work better.

f) Remember the helmet increases your height. Fitting you and your helmet in your car without touching the head liner (or worse) can be an issue. It is a frequent problem for our customers who are tall with older model sports cars, severe sloping roofs and/or compact cockpits. The larger round shaped shells such as offered by BELL can be a problem. However, we have successfully switched to BELL’s K1 PRO.

CHECK THE MANUFACTURERS SIZING CHART

A size Large in one brand will not necessarily equate to a size large in another brand

Take note, whether the manufacturer offers more than one shell size, and which sizes are used for that shell. In our experience manufacturers that offer multiple shell sizes will fit better, and more accurately. Manufacturers with one shell size will alter the depth of the interior foam and padding to facilitate the size changes.