PIKIO LABS’ brand new Si helmet created quite a splash when it launched earlier this year, as a candidate for the "World’s Safest Cycling Helmet" mantle, per Virginia Tech’s independent helmet testing lab. The Si’s STAR value score of 4.61 bettered that of helmets from other manufacturers by over 2 points, a significant margin for the rating system, which typically awards scores in the 7-10 point range.

At the time of the initial product launch, the Si’s Virginia Tech STAR value had not yet been released, but upon publication, the helmet appeared at the very top of the lab’s safety ratings. The institute’s testing protocol involves a series of stringent impact tests, utilising "a drop tower designed to match helmet-to-ground characteristics in cycling." The lab "measure[s] linear acceleration and rotational velocity for each impact, which are correlated to concussion risk." These tests are very highly regarded in the industry.

For better or worse, our testing did not feature any hands-on impact testing, so we will defer to Virginia Tech’s expertise vis-à-vis crash safety.

We were able to evaluate the helmet in a variety of other ways, however. How any given helmet looks, fits, weighs, and performs in a wind tunnel is important to consider, but it's important to remember that how well it performs in the event of a crash should remain a major, if not the major feature of a bicycle helmet. In this regard, the Si appears head and shoulders above the competition.

Design and construction

The secret behind the Si’s outstanding STAR score is a technology that PIKIO calls OBLIK (pronounced ‘oblique’), which the company describes as a "modular impact management architecture" that uses "micro cavities and deflection sensitive nodes" to absorb and redirect energy from a crash. This design is intended to reduce linear and rotational forces on the head, which should translate into lower potential for injury.

That’s a lot of technical jargon, but then the design of the Si is quite unusual. The interior of the helmet has independently moving pieces, which are attached but uncoupled from the rigid external carapace. Most standard bicycle helmet designs use a hard plastic outer shell combined with an internal layer of crushable foam, forming a single unit which performs well in the event of a linear impact. Many modern helmets also employ MIPS (Multi-Directional Impact Protection System), or something similar, with an internal layer that rotates to protect against shear forces, lessening the amount of energy transferred through the helmet.

PIKIO’s system accomplishes these aims with a different approach, by creating separation between the helmet layers. In addition, each individual module (the internal helmet ribs) is able to move independently, thus allowing the helmet to dissipate force, better dispersing the energy from different types of impact. This method clearly performs very well for VT’s testing protocol, hence the excellent safety score.

The Si has 17 large ventilation channels, dual density foam, and a built-in eyewear dock. It fits heads from 51-61 cm, divided into three sizes (small, medium, and large) and is available in the following colours: Titanium Gray, White Pearl, Black Onyx, and Graphite Black.

My test helmet, a size small, weighed 254 grams, which is competitive among comparable helmets.

The Ride

The first thing I noticed when I tried on the Si was how comfortable it was. Because of the complex, layered design of the OBLIK system, each internal rib can move on its own, which allows it to contour to the shape of a person’s head. The design may have been formulated in the name of increased safety, but a welcome bonus is significantly increased comfort.

Head shapes vary a great deal, so it may not be the case for everyone, but I found the helmet to be exceptionally comfortable. The flexible interior eliminated any hotspots, and the interior of the helmet felt like it was moulded to my head.

Riding in the helmet was incident-free (no crash testing here!) and even after longer days, it remained comfortable. The eyewear holder, which consists of two rubber crows' feet on the front vents, worked as advertised, and nearly everything else performed as it should.

The multi-layered design does impact how the retention system works—the straps are attached to the outer shell as opposed to being located inside the helmet. As a result, they do not sit flush with your head, and I found that they got in the way of my sunglasses' arms. This could be refined further.

I was curious about the Si’s aerodynamic performance, as PIKIO makes the claim that the helmet "maintains aerodynamic performance comparable to leading premium road helmets." When I asked company founder Daniel Abram about this, he said that the company tested the helmet at the University of British Columbia Aerolab, using "Wind Averaged Drag (WAD), which is designed to reflect real-world riding conditions across a range of wind angles."

The Si was compared against models like the POC Cytal and Specialized Prevail 3, and, according to testing, performed comparably with "only minor differences that are not meaningful in typical riding conditions."

The testing was conducted by aerodynamicist Dr. Len Brownlie, who has worked with cycling helmet and wheel companies previously, such as Giro and Hed.

The wind tunnel testing "included multiple yaw angles (0°, 10°, 15°) and speeds ranging from 32 to 48 km/h using a cycling-position headform setup." Abram noted that during testing, it was observed that "airflow through the PIKIO vents increased at yaw angles, suggesting improved ventilation under crosswind conditions, which are common in real-world riding."

I’m somewhat surprised that the Si tested so well against more aero-focused helmets, and would love to see some independent testing confirm these results, but it’s good to remember that sometimes looking fast and actually being fast are not the same.

Aesthetically speaking, I was less enamoured with the Si. The shape is a bit bulky, somewhat round and shallow (akin to POC’s Omne series), especially compared to other modern helmets, most of which are designed primarily with aerodynamics in mind and are far narrower. For all of the tech packed into the helmet, the exterior is rather bland.

One other qualm I have is the limited colours that PIKIO has on offer. All are along the same lines: black, white and… grey. Crash performance is one important aspect of safety, but so is visibility, and this helmet is not very visible. Where are the bright colours? It would be great to see some more vibrancy in the colour palette, as well as some reflective elements added.

Specifications

• Price: $379 US
• Colours: Titanium Gray, White Pearl, Black Onyx, Graphite Black
• Weight: 254 grams, size Small (Medium: 279 grams, claimed)
• Website: pikiolabs.com
• Sizes: S, M, L

Value and Conclusion

It’s been said that you can’t put a price on safety. It would be highly unusual for someone to crash, hit their head and say, “I wish I hadn’t been wearing a helmet.” I’ve certainly heard the opposite said many times, and every time I’ve hit my head in a bicycle crash I’ve been nothing but thankful that the outcome wasn’t worse. Some may baulk at a nearly $400 price tag for a bicycle helmet, but you know what else is costly? Head injuries.

There are certainly many other helmets on the market with similar MSRPs, and none of them can compete with the Si’s safety rating, based on how it performed at Virginia Tech’s Helmet Lab. In terms of value, the Si is priced comparably to other top-end helmets on the market. PIKIO also offers a discounted replacement helmet in the event of a crash within the first year, as well as free returns, with some conditions.

Helmets may not be the most exciting product out there, but I’m glad to see there is some innovation still to be made in the name of safety. It will be interesting to see if PIKIO licenses out the OBLIQ technology to other companies or if it retains the technology for its own products. At the moment, there is nothing else out there quite like it, but I expect to see some more competition in the future, and that’s a good thing for all of us.

You could say that Sweet Protection is the new kid on the block. Despite the Norwegian brand being around for the last 25 years, it didn’t actually have an offering of the best road bike helmets. Instead, Sweet Protection first launched in the worlds of skateboarding, snowboarding and freestyle kayaking.

But when the Norwegian powerhouse, Uno-X Mobility, started winning stages at the Tour de France, it was only a matter of time before Sweet Protection made its way into cycling. In addition to road racing, you may also recognise Sweet Protection helmets from gravel racing, light on the heads of PAS Normal professionals.

It’s clear that Sweet Protection sees the Falconer Aero 2Vi Mips Helmet measuring up to the rigours of professional bike racing. But is it also an ideal helmet for an everyday bike rider? Let’s find out.

Construction

The Falconer Aero 2Vi Mips is Sweet Protection's top-of-the-line road and gravel helmet, and it's built around a key feature for racing and all-weather conditions: detachable magnetic Aerocovers.

These are two large covers that attach magnetically to the primary vents of the helmet, improving aerodynamics and blocking out wind and cold. You can even remove them while riding, simply by popping them off and tucking them into your jersey pocket. This could come in real handy during those long races where you line up in the cold before the day has warmed up.

Made of multi-density EPS foam with four impact shields, a variable elasticity shell and MIPS Air integration, there’s no doubt that the helmet’s construction is top-notch. We can talk all we want about aerodynamics, fit and ventilation, but in a helmet, there is one factor more important than all the others combined: safety.

The Falconer Aero 2Vi comes with a MIPS liner that helped it earn a coveted 5-star Virginia Tech safety rating — one of the most respected independent helmet safety evaluations in the world. It also meets EU, US and UK standards. The helmet comes with MIPS Air that is built directly into the padding, rather than the old and bulky yellow MIPS liner that used to snag on your hair. The helmet’s pads also have low-friction nodes that allow them to slide and absorb rotational energy in the event of a crash, and there is nothing better than a helmet with the highest possible safety rating.

One of the helmet’s standout ventilation features is what Sweet Protection calls STACC: Superficial Temporal Artery Cooling Channel. The idea is to funnel air specifically across the temporal arteries at the sides of your head, one of our most heat-sensitive areas. But the real question is: does it work?

Yes, the STACC system provided ample cooling during each of my efforts in training and racing. During harder efforts—the kind where you're grinding up a climb and wind speed drops—the ventilation held up better than expected from a helmet with this aero profile. The only trade-off was that, at lower speeds, ventilation is noticeably reduced compared to a fully open road helmet, which is exactly what you’d expect with any aero design.

Other spec highlights: a 360 Occigrip fit system with on-the-fly height adjustment, integrated eyewear grippers, and a wider rear opening for ponytails. One of the most underrated features of any helmet is the buckle – a bad one can ruin your day by pinching your neck or finger. The Falconer Aero 2Vi comes with an excellent Fidlock magnetic buckle that works better than any buckle I’ve ever tested. Even when my gloved fingers were stiff after a muddy gravel race, I was able to easily work the buckle with one hand.

Details

• Price: $300 / £269
• Weight: 300g (M/L)
• Sizes: S/M, M/L, L/XL
• We tested the limited-release Silver Smoke colourway
• Use case: Road and Gravel

The Ride

The first thing that I notice in any helmet is the fit. I have quite a large head with a unique shape that slightly protrudes at the back of my skull. I’ve tried hundreds of helmets over the years, and far too many of them cause pain at the rear strap or around my forehead.

The Falconer Aero 2Vi, however, fits perfectly. As Goldilocks would say, it wasn’t too big or too small; it was just right. Riding around Wisconsin in winter and spring, I tested the helmet in temperatures between -4°C (25°F) and 30°C (86°F). I’m not sure how the helmet performs in arctic temperatures, but I’m sure the Norwegians at Sweet Protection and Uno- Mobility could provide some data on that.

I loved the removable Aerocovers, especially in variable temperatures and weather conditions. Sometimes it was cold and raining, others it was hot and sunny. Rather than choosing between an aero or vented helmet, I had both in the Falconer Aero 2Vi. There was also enough room under the helmet for a cycling cap, when needed.

In addition to the aero benefits, the Aerocovers also blocked road grit and rain, which is great for roadies, but even better for gravel riders. However, one of the few downsides of the helmet is that once mud got into the vent gap, it was not the easiest helmet to clean out. That's a minor inconvenience to most cyclists, but something to consider if you ride in the mud regularly.

The fit held up well in a variety of conditions, and the helmet stayed in place while I was riding down bumpy gravel roads. The helmet sat close to the head with a low profile, and while I’m not a fashion expert, I tested the limited-release Silver Smoke colourway and I felt like the helmet is a genuinely good-looking piece of kit

Without an at-home wind tunnel, it's hard to make definitive claims on that front, but the helmet felt fast. With the Aerocovers on, there was noticeably less wind noise, especially when riding in an aero position. The helmet is designed to perform across a range of head and yaw angles, which is ideal for real-world riding conditions and more casual cyclists who change positions often.

If you care about stashing sunglasses mid-ride, as many of us do, the Falconer Aero 2Vi is one of the best helmets for this. The integrated eyewear grippers are positioned low on the front of the helmet, and your glasses fit right in and stay there. I’ve lost, broken, and scratched many sunglasses while testing this with other helmets, and the Falconer Aero 2Vi was one of the best performers in terms of eyewear security.

Value & Conclusion

You get what you pay for, and with the $300 / £269 Falconer Aero 2Vi Mips Helmet, you are getting a high-quality product with top safety ratings and a load of brilliant features. This price point isn’t for everyone, but it fits the serious and performance-focused mindset of most cyclists.

The standard Falconer 2Vi comes in at $250, but you'll miss out on the magnetic Aerocovers and get a slightly different foam structure. For comparison, the MET Manta Mips runs around $230, the Trek Ballista around $200, and you can get the Van Rysel RCR-F aero helmet for under $100 if you just want something functional. All of those helmets have won races and received solid ratings in their own right. But if you're looking at brands like Specialized and Giro, the Eclipse Pro aero road helmet will set you back $349.95. and the Evade also runs $299.99.

So is the Falconer Aero 2Vi worth the money? Honestly, it depends on what you're after. If you want a seriously fast helmet that fits a variety of terrain and weather conditions, this could be the helmet for you. It’s quite the investment, but it also covers multiple bases. Instead of having two road helmets (one aero and one vented), you could have both in the Falconer Aero 2Vi.

The magnetic Aerocovers are a fantastic and rare feature, and when it comes to the safety rating, there is nothing better than a five out of five Virginia Tech score. In fact, there are fewer than 20 road helmets in the world with a 5-star Virginia Tech score, and that is certainly worth something.

If you are only looking for the best aero performance per dollar, there are faster options at a lower price point. But if you want a well-fitting, do-it-all helmet that you can see being worn at the Tour de France, the Falconer Aero 2Vi is a fantastic option.

The RCR-F might just be the least expensive helmet in the pro peloton. The aero road helmet adorns the heads of the Decathlon CMA CGM team, and significantly undercuts the price of the lids used by most other teams. The semi-aero design offers a potentially sensible compromise between speed, comfort and ventilation, meaning that it can also be used for general road riding as well as high-speed racing.

It’s in the same vein as Rudy Project’s Nytron, Specialized’s Propero and the Abus Gamechanger, as well as a host of others from most of the major manufacturers. Typically, these offer a few watts in terms of drag reduction at the expense of cooling, weight and, arguably, aesthetics

However, as with aero/semi-aero road bikes, the disadvantages are rapidly being eroded to the point where more of us might reasonably benefit from an easier passage through the air.

Construction

As the aero helmet in Van Rysel’s range, the RCR-F MIPS Helmet has a slightly elongated profile and fewer vents than a ‘standard’ helmet, but nothing too outlandish and looks very normal. There are five vents at the front, one large one just behind the crown of the helmet and three ports at the back. The two outermost holes are meant as sunglasses holders, although they will also let air in as well.

The cradle can be adjusted using the dial at the rear, and as the attachment points are well forward of the temple, so tightening it up helps it grip the whole head. There is some vertical adjustment at the back too, so the cradle sits securely around the occipital area.

There are two interesting elements to the straps (believe it or not!). Firstly, the junction under the ears uses a 2-piece plastic yoke to hold and separate the straps neatly, and secondly, the under-chin buckle is non-standard. I’m a bit embarrassed to admit how long it took me to work out how to undo the Fidlock clip, but once you know, it is incredibly easy to do and undo. Magnets guide the two pieces accurately together, so it is simple, even one-handed - ideal for triathletes looking to save another second or two off their transition.

In addition to the basic safety requirements, the RCR-F also includes MIPS – Multi-directional Impact System. This is designed to help reduce stress on the neck, head and brain in the event of an oblique or glancing-type blow by allowing the helmet to twist around the cradle rather than transmitting the twisting force to the wearer. The system used by Van Rysel is MIPS Air Node, a lighter, better-ventilated version of MIPS.

The silver Van Rysel branding on the helmet is just made from silver stickers, so whilst smart enough when new, they might look quite tatty quite soon. On the other hand, removing them completely for a stealthier look would be very easy, or you could switch them around; 'Van Rysel' is also an anagram of 'Sly Raven', for example...

Available to buy in Ultra White /Smoked Black, White/Pink, Smoked Black and Green/Black (team colours). Sizing is S (52-55cm), M (55-59cm), L (59-62cm).

The ride

Testing helmets is always a bit of a conundrum - the one thing that a helmet must do above all else is the exact feature that I do not want to find out about: its ability to protect my head! As dedicated to my job as I am, I definitely draw the line at riding headfirst into traffic or lobbing myself at walls or trees, so we will all just have to take the word of the EN1078 certifiers for that one. Sorry.

I’m also in no position to test the helmet’s aero credentials, and neither does Van Rysel make any definite claims, but as the Decathlon CMA CGM team is using the RCR-F, it is safe to assume it isn’t too draggy or detrimental to their efforts. Van Rysel does say the helmet has been tested by Swiss Side, the aero specialists, but doesn’t provide any figures [edit 27/04/26 - VR says that the RCR-F saves 3.4 watts compared to the RCR-R helmet at 45 km/h].

What I can tell you is that the RCR-F got off to a great start as the claimed weight of the product exactly matched the number on my scales - 300g. A first for me for sure. 300g is reasonable for a medium-sized helmet - no better, no worse. There are lighter helmets, but at the price and including MIPS, it's fine.

It was also simple to adjust with the rear dial and felt very secure on my head, with no unwanted pressure. My head, I’ve come to realise, is rather round (if viewed from above), rather than oval-shaped, and some helmets do press on my temples. The RCR-F is not one of those and felt good on as well as looking OK too - not too bulbous or mushroom-shaped.

Spring weather in the UK isn’t too severe a test of a helmet’s cooling capacity, but luckily, I had a trip to Gran Canaria booked, where temperatures would hopefully be a little more challenging for the RCR-F.

Coastal highs of 28°C were no problems in terms of sweatiness, with the large front vents hoovering up sufficient air to prevent any issues, and even when slogging slowly up one of GC’s numerous climbs, I didn’t get any sweat running down into my eyes. In part, this will have been due to the ventilation, but also helped by the continuous brow pad, which soaked up any liquid before it could run into my eyes.

On fast descents, especially through the cool air at the top of Gran Canaria’s volcano, I could even feel the air being directed through the helmet, so as long as you ride everywhere at 50kph+ the RCR-F will definitely keep you feeling fresh…

Back home, in cooler conditions but on higher tempo rides, I still didn’t suffer from feeling overheated, sweaty or otherwise impeded by the helmet’s design. In fact, probably the only negative I can think of, which is true of all aeroesque helmets, is that scratching your head mid-ride becomes harder as there are fewer holes!

Van Rysel says that the sunglasses port has been designed to work with their VR Road 900 glasses, but they also worked brilliantly with my Oakley Turbines and Radars; in fact, I’d say that they were the most secure-feeling glasses’ storage I’ve used.

Value and conclusion

This is a weird one. As usual, Van Rysel offers a good product at a great price; there are not many aero helmets that I can think of for this kind of money, so the value is pretty good in isolation and when compared to other brands’ aero helmets. But their own RCR MIPS helmet is £50 cheaper at just £80, and it has more ventilation and less weight, assuming that you can bear to use a standard fastext buckle for the chin strap and forgo the aero tag. James Shrubshall certainly found precious little to complain about.

Arguably, the RCR is more relevant to the majority of riders than the £130 RCR-F, and I can’t see where that extra money goes with the more expensive helmet to be honest. Without meaningful drag comparison figures, it's hard to know how much emphasis to place on the RCR-F’s likely speed advantage [3.4 watts at 45kph, edit 27/04/26].

Ultimately, the RCR-F is a very reasonably priced, good-looking and comfortable helmet that should confer some aerodynamic gains. I’d happily wear it for general road riding duties, but I think that the much cheaper RCR probably might offer even better value for most of us.

Newlane sits in an interesting corner of the cycling world where urban utility meets gadget. This is Brompton’s natural habitat, and Newlanes are aimed at the same market.

Newlane isn’t a heritage helmet maker so comes at this project with a fresh approach, leaning into the needs of commuters who have to carry or stash everything they need.

This foldable helmet is aims to solve the everyday inconvenience of carrying a helmet when not riding, or storing it in a locker at work. It’s trying to make the helmet less of a burden when it’s not on your head.

Newlane helmet: Construction and features

At first glance Newlane’s helmet looks pretty normal. And while it’s not as elegant in looks as the best road helmets we regularly review, it's not as pricey either. And there aren’t many clues that it can be folded down.

The mechanism is given away by a chunky looking clasp at the back. Release the clasp and the top half of the helmet lifts away. You then twist it around a rubber, rotating pivot at the front. The inverted top then fits neatly inside the lower section held in in place by the clasp and leaving the concave section of the inside of the helmet, facing upwards.

With the domed top of the helmet now stashed inside, the helmet has a lower profile, a little more than half the original depth. This makes it a little easier to store in a bag, be that a backpack, or something more formal.

Once you’ve figured it out, it’s a doddle to use. Importantly, none of it feels fragile or likely to wear out in a hurry, and is very clever to be able to do this without compromising protection.

The helmet retails for £89.99 with an optional crash replacement warranty for £39 a.

Newlane helmet: Fit and use

The helmet fits securely, with the usual circular dial at the back to tighten the cradle retention system and straps that join under the ears then fasten under the chin. But it does lack some of the luxury of road helmets from more established brands. You will notice that straight away if you’re used to good quality cycle helmets.

It also weighs 470g. A top end road helmet weighs around 270g, while a TT helmet weights up to 370g. You'll know it’s there but it's not uncomfortably heavy, while the retention cradle has noticeable edges that I could feel on the side of my head. It’s not overwhelming, it’s just not high-end. Ventilation is adequate for light commuting duties, but on a hot summer's day, it could get a little sweaty.

There is a MIPS version available (£129.99), although you don't need it as movement between the cradle and the shell is significant, verging on wobbly. This isn’t good, sadly. But in use, it’s not too disconcerting and you do get used to it.

What's impressive is that once you're off and riding in it you don’t know it’s a folding helmet. There are no loose sections or parts that rattle as your head moves around. Of course I didn’t test its robustness in a crash, but it feels substantial and meets the required safety standards.

The question is, is the space saving worth the investment? When folded it's almost half the depth. We measured from the highest point of the arch over the ear, to a spirit level sitting on highest point of the helmet. This came out at 132mm. We then measured the depth from the same point when folded, and measured it at 69mm. A saving of 63mm. The deepest part of the helmet, at the back, is 82cm when folded.

That's not a huge space saving, but there's the added convenience of it being a flat shape when folded. If you’re a tidy packer slotting this in against a laptop flat edges could make all the difference. However, if you’re a backpack kind of person, and just throw your gear in, or are used to just strapping your helmet to the outside of your bag, you’re at little to no advantage.

Value

At £90, you’re paying a premium for it's folding capability, and whether that represents great value will depend entirely on how you use it.

If your riding involves regular transitions from bike to train, from office to café, and you use a bag with a slim profile, then the idea has clear appeal. However, the gains aren’t as dramatic as you might hope. It doesn’t collapse into something radically smaller and if you use a bigger ruck sack for commuting and and would shove the helmet in a bag with clothes, a standard helmet would do the job, and for less money.

This is the question mark on this particular design. It’s clever for sure. It undoubtedly reduces inconvenience, but can’t entirely remove it. For gadget fans, that incremental difference will be enough. It’s got a certain cool about it if you’re that way inclined. But for some, it’s going to feel like a clever idea that can't quite justify its cost.

Verdict

The Newlane Foldable Bike Helmet is a thoughtful piece of design that lands somewhere between innovation and practicality. It works, it’s easy to use and genuinely improves portability, but only to a point.

If your routine involves traipsing from train to station and into an office it offers a tangible if only modest benefit.

For more traditional cyclists, however, the appeal is less compelling. In most bags a standard helmet can be packed just as effectively, making use of the interior space in the helmet. Then add in the relatively humble fit and finish and it becomes harder to justify.

Ultimately this is a good product and definitely isn't a gimmick, but it’s not going to transform helmet storage in every case.

Team Total Energies might best be described as ‘breakaway merchants’, such is their journeyman style standing in the WorldTour, but that doesn’t mean they don’t get access to some very decent kit, via some presumably quite lucrative sponsorship deals.

One such kit provider is helmet experts HJC. And you might be forgiven for assuming it’s also a bit of an underdog.

That might well be true in cycling, but if you’re a motorcycle enthusiast, you’ll recognise those three initials alongside Shoei, or Arai—brands which have been associated with the top-flight of motorcycle racing since the invention of the internal combustion engine. They’re helmet sponsor for Monster Energy Yamaha, and you’ll see HJC logos all over any superbike or MotoGP paddock. When it comes to pedal power, HJC is not nearly so visible, and that could be a real blindspot if you’re after a really good alternative to the higher profile brands.

HJC know what they’re doing in protective headwear. We last tested the Furion some seven years ago, and both this helmet and helmet technology have come on in leaps and bounds since then, when it compared very favourably to some of the highest profile brands in the market at that time.

That's unsurprising, since they have actually been making motorcycle helmets for over 80 years and whereas brands who don’t have such a lustrous heritage in protective headgear might buy-in helmet ingredients like Mips, HJC just borrow theirs from the motorcycling division and sprinkle them liberally into their cycling designs. They even have their own wind tunnel where the Furion 3 is developed.

Design details

The HJC Furion 3 is apparently, therefore, what happens when a motorcycle brand brings all that safety and performance expertise to bear in a cycling context. The result is, in its words a “semi aero, highly ventilated, racers’ helmet,” which it says, “is aimed at those riders looking for the ultimate in speed.”

It sits at the top of the range, way above HJC's more entry level helmets such as the Antara, which we tested a while back and gave a not far from top mark of four stars to, and rated it for it's excellent value at just £75. This one is an altogether more premium affair at £209. But that puts it at the more accessible end of WorldTour helmet tech. It's more conventional less-aero intentioned road-racing helmet is the similarly specced Ibex, which also tested well last time we got our hands on one, and was singled out for an editors choice award.

But despite Furion 3's unashamedly techy intentions, it is mercifully conventional in its design, with a lovely matte blue finish and discreet white logos. It looks very smart indeed. At the rear of the helmet, above the exposed head cradle, the rear vents are finished in a matte burgundy red, which give a nod to an afterburner on a jet fighter, but not so much in its darker hue that it feels silly.

Inside the helmet, the proprietary tech promised with multiple individual brand marks and icons in the press release is discreetly placed. In fact, on first glance, the interior appears minimal.

There’s no red and yellow Mips cradle, which is common in so many helmets these days, and you’re hard pressed to spot the padding, but that’s a deliberate approach which it calls ‘Coolpath’. This, it says, removes the padding that blocks airflow or causes turbulence inside the helmet.

The Mips type system is there, or at least HJC’s own version, which it calls ‘SLID’ (Sliding Layer Impact Distribution). It’s similar in appearance to systems like Kineticore in Laser’s helmets, in that there’s a cage structure in the crown of the helmet. This one is joined to the EPS liner at four corners, with two four or five cm gel pads. These, it says, not only work to reduce rotational impacts but also reduce impact energy. The system was first developed for their motorcycle helmets, and HJC claims with some confidence that it is the ‘Apex of cycling helmet safety.’

We cannot confirm or challenge that assertion, except to say that we have criticised brands like HJC in the past for not adding in the familiar 'branded' helmet ingredients that drive enhanced safety in helmets, but in this latest version here, like Laser and other brands have done, they've sought their own solutions to the same problems. This particular HJC system comes across from its motorcycle division.

Third party testing of these systems, would give consumers more confidence of course. HJC helmets are not sold in the USA, so it doesn't have the now very common and reassuring Virginia Tech rating, sadly.

The pads, whilst discreet and few, include what HJC calls X-Static technology, which is essentially a way of embedding the antibacterial properties of silver into the thread used to make the pads. Handy for keeping nasty smells at bay, and presumably, overall more hygienic than conventional pads.

The helmet takes the form of the common semi-aero design, with limited ventilation, and channels to direct air over the surface, with a focus on maximum aerodynamics. That said, it’s certainly not an unventilated affair, with ten discreet vents and channels designed to accelerate air over the surface of the helmet as it detaches at the rear.

There’s a fitting system inside which it calls ‘Selfit-pro’, with five individual points of attachment to choose from for fore and aft positioning of the adjustable cradle. Once set, the internal adjustment is actuated with a large, round, easy-to-locate and move dial which pulls in the frame and cradles the head snugly. It’s similar to everyone else’s alternative system, and will be familiar.

Whilst the focus is on lightweight and aero performance, the helmet has an overall feel of class, and all of the materials involved help that sense of quality along nicely.

The safety aspects of the helmet, aside from the clever ingredients, comes down to how the EPS and shell is made. In this respect, there’s an internal and rigid structure inside the EPS to add strength, and the shell is bonded to the EPS liner in the mould, which adds a degree of strength to the system as a whole.

Setup

Getting the product out of the box for the first time, it’s striking how well they’ve nailed the overall feel. The tactile finish and matte tones add to an initial sense that the people who made it know exactly what they’re doing.

My initial concerns about the lack of padding quickly fell away as the helmet settled on to my head. There’s no sense of sharp edges, or cheap materials as it finds its fit. Adjustment is fuss free, and I was struck by how comfortable it is straight out of the box.

HJC’s system cradles my skull a little higher up than some, which is good for me. That’s very subjective, however, and here and on the forehead, it seems very ergonomic and very well considered, giving a real sense of security in the fit, without any of the pressure points or edges that can become a nuisance over time.

Crucially, the helmet features dedicated ports for stowing sunglasses in the front vents – table stakes these days genuinely – and they hold my various pairs securely without rattling, even over rougher roads. I tested it with 100% and POC models and a couple of casual pairs for good measure. The majority located easily when wearing the lid, locked in nicely, and sit nicely off the helmet.

Pre-ride, first impressions are exceptional. The plain looks, and lack of visible ‘ingredients’ or worries about tech not ‘falling out’ of the box initially, quickly give way to quiet confidence in the overall quality. Like any good helmet, once it’s on, you don’t think about it again. Except when admiring it, when stopped.

It does come in some absolutely lovely and seemingly unlimited colourways. I loved the red and blue version I had, but there’s a lovely Rosewood version or a dark grey and gold, and even a neon orange option if you’re moving on from a POC, but need the visibility. There’s white, silver, and black also.

It comes in S (51-56cm), M (55-59cm) and L (58-63cm). I have a big head and fit a large in most helmets, and sizing seemed similar, with no surprises. The helmet weighs a claimed 245g which is very competitive, and lighter than helmets more expensive than this one.

Performance and accuracy

Out on the road, you quickly forget it is there. There’s no wind noise, no buffeting, and the venturi system works beautifully to contribute to a breezy feeling which at no point made the helmet feel in any way uncomfortable.

Out of the saddle efforts couldn’t overheat my head, and despite the relatively cold weather I was testing it in, I tend to run hot in everything and the HJC Furion 3 gave me no sense of claustrophobia, or that it might retain too much heat. In fact, you could be forgiven for thinking it was a normal vented helmet, one perhaps with far less aero pretension.

I do sweat pretty profusely in almost any riding conditions and, even when pretty damp, the limited pads never felt overwhelmed or sodden, which suggested they were wicking well and doing their job. No helmet can work hard enough to keep your head fully dry in the summer, but back to back with lesser items, this HJC is noticeably higher spec in the fabric choices, and the premium materials do work harder. I can’t judge if they’re better or worse than a comparable spec helmet in that department, but they’re comfortable and competent for the price point and beyond.

Despite having a wind tunnel at their disposal, which they say they’ve used in the development of the helmet, there was little comparative data provided. There was a graph, on which it appears faster than three other helmets on test. I don’t know why brands still insist on showing us graphs with anonymised data on them, with no sense of the speed tested at, or anything else. It makes it feel somewhat meaningless, and let’s be honest, it is.

In that sense, my experience on the road can’t enlighten us further. I can’t tell you how fast it is, anymore than I can tell you how safe it is – I didn’t headbutt any cars – but it certainly seemed to be well considered in both departments. The aero in the helmet is very quiet, despite the aforementioned breeze from the venturi effect vent designs being noticeable.

The shell is made in a mould with the liner and internal frame, which gives some structural advantages and is a technology shared with the very best road cycling helmets – it's clear it's a very high quality item, even when set against spendier equipment.

Value

HJC is an underdog in terms of brand visibility alongside Met, Giro and Kask, but from the time I’ve spent – really enjoying – using this helmet, the product is right up there, and comes with the credibility of a brand that may not be so visible in cycling just now, but that makes some of the best motorcycle helmets in the market. As a cyclist and ardent biker too, that does count for something in my book.

Under £200 for a wind tunnel tested, WorldTour level equipment, aero-intentioned helmet is extremely good value indeed. Compared to very high end kit such as the Met Trenta it is considerably cheaper by around £100, but POC, Kask, and many others are more expensive also.

The elephant in the room, when comparing ‘WorldTour’ level helmets is and remains the incredibly well-specced Van Rysel RCR-F Mips, which despite HJC’s apparent value alongside more prominent brands, cannot compete with the VR helmet on price. It remains an unbeatable £90 cheaper than the Furion 3.

If you can afford the jump up and want to prioritise style and finish, the Furion 3 doesn't lack anything that the more expensive competitors. Comes with that biker brand heritage baked in, and it stacks up as really good value alongside the really expensive gear.

I first spotted what appeared to be a new Met Trenta on the head of Tadej Pogacar at this year’s Tour de France. I could tell that the front section and venting shapes had undergone an overhaul, which at the time, I thought was pretty mild. Turns out, Met carried out an entirely new design while retaining the design DNA of the outgoing Met Trenta 3K Carbon - and I like that. There are some bold safety and ventilation cues that I will address in detail later, having tested this helmet thoroughly during the Gravel Burn stage race in South Africa.

Met is considered among the safest and best road bike helmets on the market. In fact, Virginia Tech has rated many of the brand's helmets with five stars, the maximum a helmet can receive for impact protection. I’ve also personally - read accidentally - crash-tested a Met Rivale Mips helmet in 2020 in a mountain bike race when a competitor collided with me on a narrow bridge and sent me over the bars, resulting in me breaking my fall with my head. After contacting Met post-crash, they asked for the helmet back to study it. They shared the findings with me, stating it did exactly what it was designed to do: absorb the impact while the Mips system worked properly to prevent the effect of the rotational component of the impact forces.

After the detailed crash report feedback from Met, I’ve always trusted Met’s safety claims and use many of the Italian brand’s helmets during my road and time-trial seasons each year. The Trenta 3K Carbon has become one of my personal favourites as it’s always balanced ventilation with safety and a reasonable weight - the new model has improved the recipe and the result is one of the best road bike helmets on the market.

Technical details

While the outgoing model and the new Trenta 3K Carbon look pretty similar, there are a host of improvements that Met claims centre on the idea of form following function. The new Trenta utilises 20 vents, one more than the outgoing model. These vents, coupled with what it calls the new Airframe (a carbon wing structure that removes EPS from the internal frame and features open-air channels), have resulted in a 16% improvement in airflow.

This has resulted in a continuous internal air channel from front to back, with two pronounced exhaust ports located in the upper rear section. Not only is the Airframe functional, but it's also aesthetic, adding contrast to the outer shell, which can be optioned in four colours.

The new Trenta 3K Carbon is available in three sizes (small, medium, and large) and weighs a claimed 260g for a medium, about 45g more than the previous model. On our scales, the medium Trenta 3K weighed 261g, not too far from the quoted number. In terms of fit, it employs the company's Safe-T Orbital system with vertical and occipital adjustment.

According to Met, the new Trenta is not discipline-specific and can be used for road racing, cross-country mountain biking and gravel cycling.

Performance

The fit is excellent and somewhat adjustable thanks to the Safe-T Orbital system, which offers vertical and occipital adjustments. You don't feel any spot pressure around the head, and the system distributes pressure evenly. I tested the new Trenta 3K carbon at Gravel Burn in South Africa - a seven-day stage race over some of the country’s best gravel roads and mountain passes. Being spring, the weather delivered a mix of temperatures ranging from rain, cold, wind, hail, and extreme temperatures - the ideal setting then to test the Trenta’s new claims and performance fully.

The most significant change over its predecessor is improved ventilation: it is 16% cooler thanks to the commodious 20 vents and the 3K Airframe, which has eliminated the need for an EPS internal frame. This was evident on the warmer days: airflow is brilliant, and it can be felt throughout the helmet as air moves from the front to the rear.

The design, while retaining much of the original’s design recipe, looks a little more bulbous when fitted - it's slightly taller and broader. This is not necessarily a bad thing, but one of the attributes I liked about the outgoing model was the svelte silhouette. Regardless of how it looks or feels, Met says aerodynamics remain unchained compared to its predecessor, something that is difficult to quantify without the use of a wind tunnel, but during testing, I didn't notice any wind noise.

As I mentioned earlier, Met is one of the safest helmet brands around, and its products are rigorously tested to the point that I trust the products with my life. Rather than resting on its laurels, Met wanted to ensure it improved the helmet's structure in the redesign, citing that independent safety scores are up 40% over the previous model. This means the new Met Trenta is now among the highest-scoring helmets ever tested by Virginia Tech.

In addition to fit, ventilation, aerodynamics, and safety, the new Met Trenta 3K carbon plays nicely with most sunglasses brands. I tested it together with several brands, including Oakley, POC, Scicon, and Koo, and there was no interference with the helmet flanks or the section behind the ears. Sometimes sunglasses arms are incompatible with certain helmet brands - particularly when it comes to behind-the-ear - but there are no negatives to report here. While I’m not one for storing my glasses on top of the helmet, the Trenta's integrated vents can be used to store sunglasses when not in use.

While downsides are few, I do think a magnetic Fidlock buckle, as included on the Met Manta Mips aero helmet, would do wonders to lift the package. That said, there's nothing wrong with the traditional plastic clasp on the Trenta, so I haven't listed it as a con.

Value

The new Met Trenta 3K Carbon is an expensive helmet, no question. And while some might squawk at the pricing and opt for something more affordable, if there's one thing I've learned as a cyclist, you can't put a price on your life or mental well-being, and I'd rather spend a little more on a high-quality helmet than a new set of wheels or power meter pedals.

Still, the £350 / US$450 / €400 sticker price is hard to ignore and also represents a significant hike over its predecessor. But if we examine the changes and the considerable hike in safety standards, a fact proved by Virginia Tech's independent helmet testing, I'd say the new Trenta signifies more of an investment than an unnecessary purchase.

If you are set on a Met helmet and like the Trenta platform's design, the original Met Trenta is still available for purchase on the company's website, priced at a more palatable £225 / $299 / €260. It benefits from a Mips slip-lane liner and five colour options.

Another alternative is the Specialized S-Works Prevail 3. It's available in 10 different colour options, three sizes, and has 25 ventilation ports, five more than the Met Trenta 3K Carbon. It's lighter, too, at 238g in a medium. It also has a five-star rating from Virginia Tech and costs significantly less at £250 / $300 / €290. One of the only issues is the brand clash it poses for riders who don't own a Specialized bike.

The POC Ventral Air Mips is another excellent option. It's available in 11 colours and comes in both a regular (three sizes) and wide fit (two sizes). While it is a notably well-ventilated lid, it makes do with 18 ports - fewer than both the Trenta 3K Carbon and S-Works Prevail 3. It weighs 260g (medium) and has yet to be tested by Virginia Tech, granted it does come fitted with a Mips Integra rotational impact protection system. The kicker here? The £240 / $270 / €260

While there are some pretty impressive options in the best road bike helmet space, based on past experiences and knowledge of Met's exceptional after-sales support, coupled with the incredible performance and comfort it afforded me during Gravel Burn, the new Trenta 3K Carbon gets my vote of confidence.

Tech spec

• Sizes: S, M, L (medium, tested)
• Weight: 260g (medium, tested)
• Vents: 20
• Retention: Safe-T Orbital system
• Mips: Yes, Air Node
• Colours: White, Hyper Teal, Opal Grey, Black

Italian brand Fizik is well known for its excellent saddles and shoes, but has recently ventured into the competitive world of the best road bike helmets too.

The range is a simple one, with the Kunee time trial/triathlon helmet, the peaked Kassis for mountain biking and two versions of the road-or-gravel Kudo. The Kudo Aero features a smooth outer shell to reduce drag, whereas the standard Kudo fits similarly but majors on ventilation.

Construction

Starting at the back, a major point of differentiation between the Kudo and other helmets is that it has a built-in light with 24 LEDs. This slim, horizontal bar can be clipped on and off for recharging purposes (via an integrated USB-C connection) and is remarkably bright, with solid and flashing modes. Fizik rates the light at 35 lumens, which is bloomin’ bright for a rear light. Run times are 180 minutes flashing or 90 minutes solid. Should you not wish to carry the small but undeniable weight penalty of the light, there is a reflective strip that can be clipped in place instead or a simple blanking stud.

As with most good helmets now, the Kudo offers Mips (Multi-Directional Impact Protection System), which allows the outer helmet to move independently of the internal cradle, thus protecting the head, neck and brain from rotation, glancing-type blows. Fizik uses the latest MIPS Air Node version, which is designed for ventilated, low-profile helmets.

The internal padding feels very high quality and consists of padded sections as part of a full cradle rather than separate pieces. The Kudo also offers plenty of adjustment internally; the rear cradle can be moved up and down to securely cup the occiput whilst a dial snugs the helmet around the head.

Fizik has also added the option to move certain attachment points, which it says helps alter the helmet so that it can fit both round-shaped heads and more oval ones. Extra plastic rivets are supplied with the helmet to aid this, and it is easy to do.

In total, there are 15 vents in a fairly standard configuration, with a horizontal brow vent, some longitudinal vents and ‘exhaust’ ports at the back. Two of the side vents are also designed to work as a sunglasses holder.

The straps are more involved than those on many helmets, with the under-chin strap running up to a plastic joint that holds the round-ear straps. This design means that there is plenty of room around your ears, and the position of the plastic pieces can be adjusted fore and aft, but not up and down. The straps feature a reflective material on the outside.

Construction is fully covered EPS foam, and the ‘white’ test helmet colourway is actually a white lower section with a very light, slightly metallic silver upper. I like that there are some instructions and size details printed on the outer of the helmet - it is small and subtle but adds to the modern, premium feel.

Safety-wise, the Kudo is certified to EU and CPSC standards, and all of Fizik’s helmets have been subject to Virginia Tech's independent testing and received a 4-star rating.

All these features and quality feel don’t help when it comes to weight; Fizik claims a weight of 288g for a size medium Kudo, which is not bad but is certainly not class-leading; I weighed mine at 285g. There is a nice, padded bag included with the helmet.

The ride

During testing, I was on a lovely week-long trip across Slovenia, through Austria and into Italy, with lots (and lots) of climbing and generally very warm weather, so fit and ventilation were paramount.

Ventilation was great with no overheating despite many hours in the saddle at over 30°C / 86°F, and the continuous brow pad made a decent fist of preventing sweat from running down my face into my eyes. Evenafter more than 1,000km of riding that included the Zoncolan, Monte Crostis and the cobbled Vršič Pass, the Kudo still looks brand new, and the pads haven’t deteriorated into a bio-hazard yet either.

My experience of the helmet’s fit is a bit more nuanced; my head is quite round - relatively wide side to side, and fairly short back to front. I often find that helmets are not quite wide enough and that they put a bit of pressure on my temples despite being ostensibly the right size. At 56cm in circumference, my head should be at the lower end of the Fizik’s size medium, rated as it is for between 56cm and 59cm; however, the Kudo was only just comfortable for me at the temples, whilst having plenty of space front and rear. It was fine, and didn’t cause any issues, but I doubt that I’ll be wearing it come winter, as there simply won’t be room for an under-helmet hat.

Clearly, this is a purely personal issue, but it does serve to illustrate that, just like with cycling shoes, there is no substitute for trying before you buy.

I really liked the strap arrangement - they fitted well straight out of the box and felt more premium than the simple Y-shape design used by most helmets. I did move the rear cradle down one notch to better hold the helmet in place at the back, as on my first ride I felt that it was a little lower at the front than I would have liked. This feeling was probably not helped by the fact that the front of the helmet is a good 2cm deep, which meant that it was more prominent in my upper vision than I’m used to, especially when crouched down in an aero position.

Fizik don’t really make any aero claims about the Kudo, and even if they did, I wouldn’t be able to verify or disprove them, and anyway, they offer the imaginatively named Kudo Aero helmet for riders prioritising speed over ventilation.

Given that I was testing the helmet during the summer, I didn’t use the light all that much, save for a few short, dusky trips back from the pub, but it was a nice fit-and-forget option, which meant I didn’t have to remember to add a light to my bike. Just don’t fit-and-forget to keep the battery topped up. It was easy to locate and operate the on switch whilst wearing the helmet, and, as mentioned above, the light cannot be faulted for its brightness. Putting the light on and off the helmet (as you have to for charging) did feel a bit agricultural, requiring brute force each time. Hopefully, Fizik have done their homework and the push-fit mounting mechanism won’t wear out over time.

Aesthetically, the Kudo is rather smart with the matte white/light silver creating a minimalist look that I grew to like a lot. It isn’t too bulbous on the head, but neither is it the lowest profile design, but that may well be the price to pay for the safety tech like Mips.

Value and conclusion

£270 / $290 feels like both a lot of cash and not much money at the same time. The Fizik Kudo offers potentially life-saving protection with great ventilation and good comfort (head shape allowing). It also looks and feels more expensive and better made than a lot of the alternatives, but there certainly are options that also offer Mips, ventilation and comfort at a lower price.

What the Kudo has going for it on top of its premium air, is the rear light and customisable fit. Whether these features and the Fizik branding/quality are worth the money is a personal judgement call.

My 85% rating reflects the fact that £270 / $290 is a lot of money for a helmet, and the fit was not quite perfect on my head shape. Otherwise, there is a lot to like about the helmet, and it is a great first effort by Fizik.

Young children might not ride particularly fast, and many won’t ride in traffic, but you’ll still want to protect their heads. A helmet is, therefore, going to be an essential item for most kids, and there’s a whole raft of things to take into consideration when looking for the best kids' bike helmets.

First and foremost, they’ve got to want to wear it, and at first that means liking the look of it. If they don’t want to wear it, good luck getting them out on their bike. Luckily, my young tester was happy with the space version of the Lazer Nutz KinetiCore, which is dark blue with rockets, planets and star motifs splattered around it.

It also comes in white with butterflies, dark green with light green blobs dotted around, pink with red hearts, dark green with fire-breathing dragons, plain bright yellow, and purple with unicorns. After all, there has to be unicorns.

The Nutz helmet is a standard build using Expanded Polystyrene (EPS) foam with a glued-on plastic shell to allow for the funky designs and give the polystyrene a little protection from minor scrapes and scratches. It is not a safety feature. Like all helmets we test, it conforms to EU standards for personal protective equipment; that’s EN1078:2012+A1: 2012.

It has nylon straps coming down either side of the ears and joining underneath where they fix together with a side pinch buckle which has been positioned below the ear, so the buckle sits on the side of the jaw, rather than directly underneath the chin.

The adjustable retention system (technically known as an occipital stabilizer) tightens with the dial at the back, pulling the fitting in by around 2.5cm (front to back) and gives a good, snug fit.

There are ten vents around the helmet with the front two featuring netting to stop insects flying in. The two side front vents aren’t actually vents as they’re filled in, they’re just there for the aesthetics. The sticker on the 360 dial is reflective, but it’s so small that I wouldn’t give it a second thought.

We tested a size small, which should fit heads that measure between 50 - 56cm around the crown of the head (the testers head measured 52cm). As a guide we measured the internal dimensions, finding it to be 16.7cm at its widest point side to side, and 20.2cm front to back. The two foam pads are positioned to sit against the rider's forehead and over the top of their head. Both are 4mm thick

On sale for £39.99, it's no surprise the Nutz doesn't come with MIPS as that would more than double the price, but Lazer have developed their own safety design called the Kineticore. This is what the odd shapes in the EPS are on the inside of the helmet. They’re designed to crumple on impact and help dissipate forces.

While Virginia Tech don’t rate kids helmets, Lazer’s adult helmets with Kineticore tech don’t perform as well as their helmets with MIPS in. Lazer’s top VT-rated helmet is the G1 MIPs (number 25 overall), while their top-ranked helmet with their Kineticore EPS (the Z1) is ranked 42nd overall.

Several Kineticore (adult) helmets only score three out of five stars on the VT rating, including the Tonic, Cerro, Tempo and Codax. This doesn’t make them unsafe, but it does suggest this tech doesn’t add much protection when compared to a standard helmet without dimples or shapes in the EPS.

This is all according to Virginia Tech, whose 24 impact tests measure linear acceleration and rotational velocity - both of which are linked to concussion risk - and are becoming more widely adopted in the industry.

The straps fit snuggly to the side of the face and the retention system with 360 tightening enhances the fit. The dial is easy to use to gradually tighten and loosen the helmet, even when wearing gloves

The retention system also has 2 cm of adjustment on either side of the head,. You can also adjust the rear up and down, by about one centimetre. Enough retention to keep it firmly on our tester's head when she tipped her head down to the ground and wiggled it around.

The helmet fitted well, and there were no complaints over discomfort, although we did find the helmet slipped back, exposing the forehead. There’s a chance that this is in part down to long hair (in a ponytail), which doesn’t provide the best grip. My daughter knows the 2-4-2 helmet fitting rule (see box), and so could easily adjust it when hitching a ride in the cargo bike, but when riding herself we’d have to stop and do it.

We could have cranked the dial up a little tighter, but I didn’t want to make it uncomfortable. The ability to feed my daughter's ponytail between the helmet body and retention system would keep it in place better, but there’s not enough room to do so. I suspect few helmets are designed with ponytails in mind - when they absolutely should be.

One final point to mention is Lazer have a crash replacement program, giving you 50% off a new helmet if a crash damages your helmet in the first three years.

It has always baffled me that many of us are willing to spend hundreds of dollars or pounds protecting our own heads, but rarely put much thought into purchasing one of the best kids' bike helmets, myself included. My son's first two helmets were both purchased because they happened to coincide with a significant discount. Although I did put some thought into his current Specialised Camber MIPS, it's certainly not perfect.

Having what is effectively an extra-small adult helmet has raised unexpected complications; for example, he can’t do the chin fastening himself or adjust the band dial. While the helmet fits him well, Specialized don’t appear to scale the peak, which means it sticks out considerably, making it look like a hand-me-down.

This is where Woom comes in with its Ready helmet. Woom has developed a reputation for taking good bike design from the adult cycling world and adapting it for kids, making its products simpler and more user-friendly for small hands and limbs. But can this approach work with a helmet?

Construction

The Woom Ready is no different to the best bike helmets in that it uses an expanding polystyrene in-mold shell; this is where the plastic cover and polystyrene are placed in the mold together to create one fused component, allowing for more complex designs and shapes that improve helmet safety.

The Ready conforms to the EN 1807:2012 and A1:2012 helmet safety standards for the European Union and the UK. However, that is really where the similarities stop. Everything about the rest of the Ready is designed with kids in mind.

The overall shape of the helmet is much rounder, with a lot of overhang, which, including my son, makes a lot of kids look like Toad from Mario Kart; however, combined with the much lower coverage at the rear of the helmet, similar to that of a ski or snowboard lid, it offers much greater protection. The large rear dial wheel and magnetic chin strap fasteners provide kids with the independence to fit and adjust their own helmets. It also features softer, plush padding, which, when paired with interesting rope-like ear loops that hold the straps away from the child's face, all add to Woom’s claim of offering ‘instant comfort’.

Fit and Ride

I eventually settled on a size Small for my son, after first ordering the Medium. While the Medium did fit, Woom offers a little crossover between the two sizes. At precisely 53cm, my son's head is exactly the measurement of said crossover. However, while there is crossover, the shell on the medium is enormous, which is where the Mario Kart reference first came to mind. My advice here is to size down until the smaller size is too small to avoid the same issue.

Once we had the right fit, the thing that amazed me the most was how quickly my son got used to the magnetic chin fastener. After showing him a few times and practising with the helmet off, he nailed it. The issue with the traditional male and female clips isn't so much the technique that causes problems for kids; it's the pressure required to bypass the hook. With the Woom, he can even do it one-handed, or with gloves on. This gives him back a little bit of independence and ultimately frees me up to get us ready to leave the house, something I am sure all parents can appreciate; anything that makes that process more peaceful and easier, gets a big tick.

As with all the reviews we do here at Cycling Weekly for kids, it's a balance between deciphering what we observe and what our children can articulate. With the Woom, it struck me quite quickly that there wasn’t all that much to observe. Once he had the helmet on, there was no fiddling, adjusting, pushing back, or playing with the dial, which I translated as it being comfortable and unobtrusive. In conversations with my son, he claims it's comfortable and he likes it; in fact, he even mentioned the padding is much softer than his Specialized helmet.

I can only identify one minor issue in use: the small peak that Woom has molded into the front of the helmet. This section is unprotected by the plastic cover, making it vulnerable to damage from regular use. In fact, I dented it slightly where it was under my cargo net in the basket of the Benno RemiDeimi XL electric cargo bike I am currently testing. It seems like an oversight, not to have covered it in plastic, and it is definitely the only area Woom should look to improve, but it really only affects the aesthetics.

Value and conclusions

In conclusion, I can confidently say that the Woom Ready is an intuitive, child-friendly helmet that provides good comfort. While fortunately we haven’t needed to test its safety, it certainly offers better coverage than many of its competitors, especially at the rear. And here is the but…

It's £55/$89.90. Which, undeniably, makes it one of the more expensive kids' helmets. For example, had I purchased his Camber helmet at full price, this would have been £55/$75. However, the Camber lacks the thoughtful design and child-friendliness of the Ready. It's these two factors that make it a better value than any adult helmet. If they made one that fit my globe of a head, I'd quite like one for riding around town in.

We have the Thousand Jr. Kids Helmet to test next, which features some kid-friendly features like the magnetic chin strap fastening that the Ready has. It's £5/$7 cheaper, so keep an eye out for that review.

It seems to me that the best road bike helmets are, in some ways, similar to road bikes: some are light, some are aero, and others claim to be light and aero at the same time. Rudy Project’s Nytron is in the latter camp, offering drag reduction and low weight/ventilation all in the same helmet.

For the aerodynamics, Rudy Project worked with Swiss Side, the experts in wind-cheating wheels, clothing and components, bringing some serious credentials into the mix. Furthermore, the Nytron has been used by Team Bahrain Victorious, adding in their real-world experience at the highest level of pro-racing.

Construction

As with most bike helmets, the Nytron is essentially a polycarbonate shell bonded to a foam liner. The shell extends all the way down to the bottom of the helmet and even wraps around the lip and extends up the inside by a few millimetres, providing good protection for the foam against accidental knocks.

Six large front vents, two side vents, two top vents and five exhaust ports make up the ventilation, and although that sounds like a lot, a significant amount of surface area is still solid and unvented.

Internally, there is a slim cradle which runs from temple to temple via the rear adjustment mechanism with light grey padding, again fairly minimalist. Adjustment is done using the ratchet dial at the back, and the position of the occipital cradle can be moved up and down simply by pulling the attachment through its slot. The silver coloured plastic at the back of the cradle looks cheap to me - I would have much preferred this to be grey or black.

The sunglasses holder seemed secure enough that I was happy to ride with my glasses tucked away.

Grandly titled ‘directional power flow channels’ or ‘grooves’ to you and me, funnel air from the front vents to the rear. The exact configuration of vents and channels has been designed to cause a Venturi Effect, reducing turbulence and drag as well as providing a cooling airflow. The outermost front vents and corresponding internal channel also serve to keep sunglasses secure if stowed on the helmet.

It was nice to see pale grey, rather than black, straps, laid out in the industry standard Y-shaped configuration. A couple of neat touches were the extra little tab on each yoke to help retain the straps and the rubber loop to hold the tails of the straps. A basic Fastext style buckle clips the straps together, although it would be more cohesive if this buckle were also grey rather than black.

One element that is noticeable by its absence is Mips (Multi-Directional Impact Protection System), the feature which is included in many helmets these days and helps reduce rotational forces on the head, neck and brain in the event of an accident. However, the Nytron is EN 1078 certified and passes WG11 rotational impact tests, although this is not part of safety testing regulations.

There are only two sizes of Nytron available, Small-Medium (55-58cm) and Large-XL (59-61cm), but seven colours: Matte Black, Matte White, Shiny Blue Metal/Matte Black, Pink Flouro/Matte Black, Shiny Red Comet, Lilac/Blue Avio Metal Shiny and Champagne/Blue Avio Metal Matte.

Weight is given as 270g; my S/M helmet came in at 276g, which seems about par for the course, weight-wise these days.

The ride

As with many things cycling-related, the highest compliment that can be paid to a product is that I didn’t notice that I was using it.

As the evidence mounts that aero trumps weight almost every time in performance terms, I was very interested to try an aero helmet after a long line of light, very well-ventilated lids. I was a bit concerned that I didn’t ride fast enough to ‘activate’ the ventilation on this kind of helmet, and that on long, slow climbs I would overheat uncomfortably. Both worries were unfounded.

Recent weather in the UK has been unseasonably warm, with the mercury venturing north of 30°C, even in Yorkshire, yet I never once felt that the Nytron was stifling. It was also used on some big alpine climbs in Europe with even warmer temperatures, and again, no dramas. I was switching between the Fizik Kudo and the Nytron, and I honestly don’t think that I could have told you the difference in terms of temperature comfort.

I should probably caveat this with the fact that I don’t tend to run particularly hot, but an hour plus of climbing in full summer sun is still a pretty stern test for any helmet. I also don’t tend to sweat too much, either, but any I did produce was happily absorbed by the brow pads rather than running down my face, or maybe the ventilation was doing a fantastic job of keeping me cool. The pads are quite thin, though, so I don’t imagine that their moisture capacity would be too great, and their smart, pale grey colour already looks a bit grubby after just 1,000km or so.

My head shape is quite round, which is to say wide at the temples but not particularly deep front to back, and the S/M Nytron felt like a good fit. Unlike the Fizik Kudo, there was ample room for a thin beanie or cap in cooler conditions, and there was no pressure at the temples. The rear cradle could have come a notch or two lower at the rear, but the helmet always felt secure and held in place - I didn’t feel the need to occasionally push the brow of it back up my forehead (as I did with the Kudo). Of course, these are fit compatibility issues and don’t necessarily make one helmet better or worse than another, and merely serve to emphasise the need to find the correct fit as well as the right features.

I cannot comment on the helmet’s aero credentials compared with other options, I don’t have a spare wind tunnel kicking around, and my legs are definitely not finely enough calibrated to tell the difference between one helmet and another in terms of drag. However, I do know that Swiss Side have an enviable reputation where aerodynamics are concerned, whether with their own products or with other brands', thanks to the ex-F1 engineers on the payroll.

The Nytron is not an out-and-out aero helmet; it is an everyday, every ride helmet which combines ventilation good enough for almost any conditions and a speed advantage too.

Value and conclusion

After a few reviews where the product's high price overshadowed the experience, I am pleased to say that this is not the case with the Rudy Project Nytron. At £190, it is not bargain basement, but neither is it in any way expensive. The combination of proven comfort and ventilation, along with claimed aero benefits, is quite a compelling one, and much like bikes such as the lightweight aero S-Works Tarmac SL8, they offer a cake-and-eat-it situation

The Nytron is cheaper than the Abus Gamechanger and the S-Works Evade, for example, both of which offer the same mix of attributes, and for me at least, it proved extremely comfortable. However, both the aforementioned helmets include Mips, whereas the Nytron does not, and above all else, a helmet is worn for safety, so it loses a point there.

Aside from that, the Rudy Project Nytron is a sound option - comfort, speed and a reasonable price.

Ekoï 's R Aero helmet has received plenty of attention of late, being worn in Grand Tours and other high profile races by the Arkéa–B&B Hotels, Lotto–Dstny, Cofidis, and Israel–Premier Tech team. Let's see how it performs under the Cycling Weekly spotlight.

Construction

The Ekoï R Aero helmet is made in a pretty standard format, using EPS foam internally with a polycarbonate shell on the outer. This is very much the standard that the best road bike helmets adhere to. Other structural features are occipital adjustments at the rear, a Boa dial for retention, adjustable dividers and straps, and Fidlock magnetic buckle.

Ekoï states that the helmet passes CE 1078 + CPSC 1203 + rotational impact test according to future EN 1078 standards, although no VHT rating at present. Speaking with Ekoï, it explained that it did this via working on “EPS type, dimension and density, by creating a reinforced geometry that could withstand impacts and collapse where and when necessary.”

Where things get interesting is with regards to the development of the helmet. The brief was to make the fastest and most balanced race helmet available. Ekoï didn’t set out to make the fastest helmet in one position, but rather something aerodynamically efficient. This means that it is fast over a range of positions, as well as having greater thermal regulation.

To do this, Ekoï claims it took many competitor helmets, scanned them to create 3D models, and tested using a mix of CFD (computational fluid dynamics) and wind tunnel testing. It says, testing was conducted at 20, 45, 50, and 65kph and 0, 5, 10, and 20˚ YAW angles. Positions tested were sprint and effort (breakaway style) on a road bike and TT bike. Findings showed the R Aero was within a watt of the fastest competitors at 0˚ YAW but faster at higher angles. It did, they say, while also being 10% more efficient at heat transfer and 3% better than best aero/vented helmets.

If the claims are true, its likely due to the tear drop shape profile with one large vent at the centre in high pressure zones and an internal channel for this air to flow through to create a Venturi effect at the rear.

There are an additional two side vents for increased airflow and cooling. These vents can also be used for storing glasses. Interesting Ekoï developed this helmet alongside the S-Aero glasses, designed to save an additional handful of watts, while reducing wind noise around the ears and fitting in with the shape of the helmet perfectly.

Colour options vary significantly as you can get custom decal stickers including name stickers. At present there is White, Matte Black, and Matte Silver with different colour inserts available. Custom version allows for custom graphics, flags, and names with more options coming down the line.

Sizes are S, M, L and XL, with weight for a size medium being 280g.

The ride

Judging the aerodynamics of a helmet without wind tunnel testing is nearly impossible through perception, and requires some precise sensors and consistent weather conditions. It is however noticeable that compared to a non-aero vented helmet I usually use, my average road speeds across different routes are consistently higher with the R Aero.

Putting my hand behind the helmet I could feel accelerated airflow out the rear vent versus the surrounding air, indicating that a Venturi tunnel effect is in fact working.

There is an argument that the likes of the Kask Nirvana and Giro Aerohead could be faster options, but there are racing rule mandates incoming that may affect the use of TT helmets in road races and prevent ear coverings, or semi-coverings in the case of Kask. Ekoï specifically wanted to make this helmet future proofed to these possible incoming rule changes and that has to be taken into account when comparing against those models.

The other main point of this helmet was to provide decent thermal management. Compared to the previous Ekoï Aerodinamica the helmet is far better vented at a broader range of speeds. It doesn’t have the best airflow at lower speeds, likely due to fewer vents and also not the deepest internal channelling. Here is where a helmet like the POC Procen Air is a surprisingly good performer as the large channels allow a lot of airflow even with more hair on your head. Hairless mannequins – common in helmet design tests – are not representative of people with hair on their heads, which tends to disrupt internal airflow.

As for ventilation, the R Aero performs well beyond 35kph, with higher speeds resulting in higher airflow and better cooling. However at lower speeds it cools pretty well, compared to similar aero helmet competitors. Fully vented helmets are better, of course, but fully aero helmets have often felt warmer. While I haven't had the warmest conditions to test the helmet in, I have found it has been effective on hilly terrain where my own effort and intensity is high, but airflow is low, such as on steep climbs.

In terms of practical features, the new Boa dial at the rear is a very welcome improvement over the old Atop dial. The straps however are far too long, with no way to store any extra; I was forced to cut them and singe the ends. The straps also rub on the back of my ear, and I wasn’t really able to adjust this even with the strap dividers being adjustable. This may just be a personal geometry issue though. The side vents do work well to retain glasses if you need to do so, this ruins aero efficiency of course, but is practical for café stops.

I can’t comment on crash protection. However the R Aero does pass the necessary tests to be sold and used. It lacks specific anti-rotational impact protection systems such as Mips and KinetiCore, but it has passed specific rotational impact testing protocols. There is no Virginia Helmet Safety rating though.

Value & conclusion

There’s no getting around the £315 (€289 / $335) price tag for this helmet. While the POC Procen Air (£370) and the Kask Nirvana (£320) are similar in price, most other aero helmets do not breach the £300 barrier.

The Van Rysel RCR-F aero helmet is available for £99.99. That’s an outlier in terms of price, but there's also the MET Manta Mips for £229.99 and the Trek Ballista is £200. Even Specialized comes in cheaper with the S-Works Evade 3 costing £250. All of these helmets have been used to win multiple races at the highest level, as well as performing well in independent aero testing.

With wind tunnel testing it’s difficult to get genuinely comprehensive results over a range of head positions, different riders, different speeds, and YAW angles. That is where Ekoï has, in theory, done a good job of testing the helmet to a degree that may be more representative. But this comes at a cost, as does sponsoring several WorldTour teams to gather even more testing and subjective data. It's these development costs that help to increase the unit price.

Based on this, there may be a reasonable chance that the Ekoï R Aero is a genuinely good aero performer at a range of speeds and wind angles, making it more likely to be real-world fast for more people. But this is subjective.

Ventilation is decent, broadly on par with competitors, but the Giro Eclipse for example feels a touch cooler to me, but not by a lot. For a dedicated aero helmet, this is a well-ventilated option, and hopefully a fast one.

The R Aero is, in summary, an interesting helmet. Ekoï has been open about the testing procedures as well as the results and reasoning behind the designs, and in my own testing out on the road, it does appear that this helmet is fast across a range of conditions, while managing to have a solid level of ventilation for a helmet with so few vents.

It does lack some refinement to the fit thanks to those pesky long straps, but the rear Boa dial offers superb retention and adjustment, while I also like the Fidlock buckle.

Customisation of the colour inserts and name badge are also nice features with more in the pipeline, but I struggle to justify a price tag that exceeds some far better value options. For out and out performance in both aerodynamics and ventilation, this is an impressive helmet, and I can conclude that those development costs appear to have been well spent.

I've noticed two things when it comes to the cycling industry. Top of every brand's bike design tick list sits aero, but when it comes to apparel, weight inevitably takes the number one spot.

But should low mass trump safety when it comes to the best road bike helmets?

It's a decision that POC has decided is best left to the cyclist by producing three versions of the same helmet. The POC Cytal, Cytal Carbon and POC Cytal Light.

Construction

Taking its inspiration from the POC Cytal and Cytal Carbon, the Lite version used a low-density EPS (expanded polystyrene) liner, with a scaled-back shell to assist with mass reduction.

Comparing it side by side with the standard Cytal and you can see that there are not only more air vents, but that they have also been redesigned to filter the air flow over the top of the rider's head.

This is teamed with the same 'integrated wing' that the other Cytal versions have, helping to direct airflow through and around the lid, adding to the overall ventilation. Still, this time it loses any hard shell protection on the rear sides and back.

There's a noticeable additional row of air entry ports when compared to the other two Cytals, with the 23 vents (17 entry and six exit) creating a pie-lattice-like look to the design.

It's not just the shell and ventilation posts that differ across Cytal helmets. The strap and adjusters on the Lite have been slimmed down, so while there's still the rear dial retention system and under-chin clip, although this time the straps come to a V shape under the ear, as opposed to the U-shaped strap dividers that the others in the range use.

But the most striking difference in the range by far is the loss of protection. The Lite version only gets a single-density EPS, compared to dual density and loses the MIPs Air Node feature which the other two Cytals have.

All of these features (or lack of) shifts a lot of mass, with a medium weighing a claimed 195g compared to 270g of the regular Cytal ersion.

POC assures me that the helmet still meets rigorous safety testing, specifically meeting EN and US CPSC standards, but will the ride and loss of safety features be worth the 75g saving?

The Ride

There is no denying that the POC Cytal Lite is lightweight. The Smith Optics Trace MIPS has become my go-to helmet for the past couple of years, mostly due to its enhanced safety features. At 294g for a size small, compared to 182g for a size small Cytal Lite, the difference is evident in hand and on head.

The other noticeable thing when wearing the Cytal is the fit—it is very, very small. Sized for heads 50-56cm on paper, I only just managed to get it to fit. I even remeasured the circumference of my head, thinking it might have grown with age, but it remains 55cm.

Besides, the Smith one fits like a treat, and it's roughly the same size label. There’s no way I'll be able to add a skull hat or headband when the temperatures cool. This is where vanity over true comfort kicks in. What I do really like is how the Cytal Lite looks.

As someone with a small head, I'm often 'overhelmeted,' but the low profile of the POC was a pleasant alternative to every other lid I tested over the years (notably the Smith and a Rudy Project Rebel). Fit aside, when on, the helmet delivers in terms of ventilation and breathability. As I've mentioned in previous reviews, until we have a purpose-built lab to verify performance claims, we'll have to rely on the brand's word.

Value and conclusion

The POC Cytal Lite is probably one of the best-looking helmets I've seen in a long time. The problem is that it might not stay looking good for long. The lack of a hard shell over the rear third of the helmet leaves it vulnerable to dents and dings in the EPS, which will age it prematurely.

The lightness and low-profile design are very appealing, but a combination of an extremely tight fit, lack of safety features, and a price tag of £320/$400 makes it a no-go for me, especially considering that I could get a regular Cytal with MIPS and other safety features for £30/$50 less.

Specifications

• Construction: EPS foam, CE EN 1078 certification
• Sizes:  S (50/56cm), M (54/59cm), L (56/61cm)
• Colours: White, Black

A semi-aero helmet that incorporates Mips Air, the Met Trenta 3k Carbon Mips is the brand’s most advanced road offering to date and its palmares is impressive. In fact, Tadej Pogačar has been wearing this same helmet since his signing with UAE Team Emirates in 2019. It’s highly ventilated and, although not a dedicated aero helmet, it still incorporates aero-optimised features.

The aesthetics are clean and classic and, in my opinion, it’s one of the nicest looking helmets out there. This is in no small part due to the smart colours available and the raw carbon fibre that can be seen running through the external shell. Nothing much has changed in the looks department since its release in 2017, with it retaining its refreshingly classic aesthetic.

It looks good and feels great to wear, like all the best road bike helmets, but there’s a price to pay for the style and comfort — this helmet is definitely a bit of an investment.

Construction

As you would expect, protection is top notch. The helmet received a 5 star safety rating from Virginia Tech and uses the Mips Air system – the lightest and most advanced rotational impact system from the third-party company. Unlike other Mips, the protection is built into the padding so there’s no need for an additional layer. This keeps bulk down, weight low, and doesn’t negatively impact other features such as ventilation and fit. By integrating the low friction polycarbonate layer into the helmet pads and adding unique couplings which enable movement in all directions, the Mips Air system is individual to each helmet model and size, so fit, performance and protection are equal across the board.

The Trenta 3k was the first helmet in the WorldTour to use carbon fibre and this is still a fairly unique aspect. According to Met this allows a 20% reduction in EPS foam and means a smaller proportion of the shell is made up of in-mould polycarbonate, without compromising strength or energy absorption. The clearly visible 3K weave not only improves safety and reduces weight and bulk, but also gives the helmet an edge in terms of looks.

It’s very well ventilated, with 19 vents in total. This includes a NACA (or scoop) vent on top that’s meant to create a Venturi effect. In Layman’s terms, the positioning of this vent causes hot air to be sucked out of the exhaust ports at the rear of the helmet, reducing turbulence and keeping your head cool. Met states that the internal channelling means only 30% of your head is in contact with the helmet, also to aid airflow.

The Manta is billed as Met's fully aero helmet and the Trenta as its climbing helmet, which also claims aerodynamic benefits. Well, it certainly looks very aero, with an elongated profile and Kamm tail, and has been wind tunnel developed and tested, but the associated claims are hard to prove or quantify.

There’s a lot of adjustment possible in the Trenta 3k, so it should fit a range of head shapes within the circumferences quoted for each size. The 360° Safe-T Orbital Fit System can be adjusted up and down, and horizontally in and out, and a rubberised dial allows micro adjustment to secure the helmet.

The ride

Aesthetics are subjective but they’re also important, particularly when it comes to road cycling helmets. In reality, if a helmet doesn’t look good, it’s likely to put many people off, regardless of any technology claims. I really like the look of this helmet, and have actually been pining after one for quite some time.

The helmet I reviewed was Motion Blur (which is my personal favourite), but there’s not a bad colour in the range, and the helmet has a slick yet not-over-engineered-looking design, with the clearly visible carbon weave adding a nice finishing touch.

I’m normally a size small, and the Met Trenta in this size fit me perfectly in every way. It immediately sat central and straight, and felt very light, with a narrow profile that prevents the mushroomy look.

Adjustment is super easy using the rubberised rear dial, which I imagine works well even in the rain or with sweaty hands, although I’m yet to test this out as once it was in place the dial kept it tight. As it’s tightened, the helmet feels secure, and the padding is comfortable with even pressure distribution.

Vertical and horizontal adjustment in the cradle is possible, although a little awkward, and although I didn't have to make any real adjustment here, it will ensure a good fit across a range of head sizes and shapes. The Air Lite straps are light and flexible, which is particularly useful for someone like me who doesn’t like the pressure of a solid strap under the chin. Splitters make these straps easy to dial in for comfort.

The helmet is sold as ponytail compatible although I tend to just wear a low plait. I did check if it worked though — and it did — and if you’ve adjusted the cradle downwards and therefore lowered the dial, it would be even easier to use.

The dedicated sunglasses port gets a massive thumbs up from me; I don’t think I’ve ever had a helmet advertising this feature that actually does a solid job of holding the glasses stable. The vents into which the sunglasses’ arms go even have little grippers for making sure they stay in place, which additionally help you find the correct vents when you want to take your glasses off mid ride. It’s nice not to have to keep checking my sunglasses aren’t hanging halfway out on rough roads, ready to fall and get scratched or worse.

In the few months that I’ve had this helmet, I've managed to test it in a good range of conditions. I’ve used it on an outdoor velodrome, around the roads of Kent during spring, and up some mountains in France on blisteringly hot and slightly cooler days. It was also my choice for a hilly summer road race. The advertised ventilation is excellent; you can really feel the air flowing over your head and keeping you cool. The internal channel system that pulls air inwards, upwards and out through the top is clearly doing its job, and the low weight (coming in at 220 grams for a size small, the same as the claimed weight) makes you really forget you’re wearing it. I can’t personally say whether the helmet does reduce drag, but it definitely looks fast.

I had a couple of very small gripes with the Trenta that prevent it from being perfect. Firstly, when removing it, it often caught on my hair. I’m not sure if this is the Mips Air, the cradle, or a combination of the two, but it just means being a bit more careful when taking the helmet off, and it won't affect everyone. Definitely not a deal breaker. Secondly, although the helmet sat perfectly, when in combination with my Oakley Jawbreakers there was sometimes a bit of a gap, which I'm not a fan of. However, a little extra adjustment meant I could get rid of this gap and I didn't have the same issue with my 100% sunglasses.

Value and conclusions

This helmet gets almost everything right, and my few small issues are fairly subjective. It has a low profile, is comfortable and airy, and offers maximum protection with its five star safety rating.

It’s impossible to say whether the Met Trenta 3k is actually fast, but the drag-reducing features do lean towards some watt savings. It’s also so light and airy, you'll stay cool while you’re putting in efforts up a hot climb, likely allowing you to go faster.

However, the price of this helmet (£300/$399/€330) may make you think twice before committing, and there are other, cheaper options available. The standard Met Trenta still has Mips (albeit a different version) and comes in at £225/$299/€260. So if the carbon weave and exceptionally low weight are not your priorities, this makes a good alternative.

Specialized’s S-Works Prevail is a highly ventilated helmet with a similar spec. It weighs a bit more (30 grams more in a size small) but is slightly cheaper at £250.

Kask’s Protone Icon is similarly priced to the Prevail (£245.00) but its weight sits more in line with the Trenta 3k. It’s another well-ventilated lid, but with a different safety system that’s not quite as well regarded as Mips. Of course, it still meets all the safety standards as you would expect.

Specs

• Sizes: S M L
• Weight: 220 for size S
• Mips: Yes. Mips Air
• Colours: Motion Blur, Blue Iridescent, Red Iridescent, White Silver Metallic, Matt Black, Vanilla Ice Gold

The aesthetics and construction of the new POC Cytal remain similar to the Cytal Carbon I tested last year, but this time around, they’ve stripped out the black stuff and dropped the price, which could really put it in contention to be one of the best road bike helmets.

The main body of the helmet is made of EPS (expanded polystyrene), with greater density in the upper portion and lower density in the lower to optimise crash protection and weight. A polycarbonate (PC) shell on top boosts protection further by aiding structural integrity.

There is still a ‘wing’ to direct airflow over the wearer’s head, but rather than carbon, this is now a mix of EPS and PC shell like the rest of the helmet. Its shape remains largely similar, with differences due to the changes in structural integrity linked to the properties of carbon vs foam and plastic. The goal of directing airflow to improve ventilation and aero performance via a Venturi tunnel effect remains.

The Cytal’s internals have also changed with a MIPS Air Node now included, helping the helmet to a 5-star safety score and third overall on the industry leading Virginia Tech helmet safety ranking. This MIPS lining is a low-friction addition underneath the padding that allows for ‘gliding’ in the event of a crash and greater dissipation of lateral forces that have been found to be linked to concussion.

The vents look almost identical to the Cytal Carbon, but there are subtle changes. Entry ports to the vents do not feature such an outward-facing angular design. It’s softer and halfway between the Cytal Carbon and the Ventral Air. The vents are still wide compared to some others on the market, and of course run front to rear, with side vents to boost airflow.

The Cytal’s main feature is still the wing, shaped like a plane wing to create a low-pressure area under the wing and therefore speed airflow through the helmet. Padding is also largely unchanged, but a full brow pad is now the only option, rather than the two contact points on the brow of the Cytal Carbon.

High friction foam pads in the outer vents remain to hold your glasses should you want to take them off and stow them safely.

Fitting is also done via a similar means to the Cytal Carbon, with adjustable strap dividers, a no-flap chinstrap, and 360˚ fit adjustment with the same grippy dial. The retention system is subtly different, now using a plastic structure rather than high-strength fibres. Occipital adjustments are still possible as well.

The largest aesthetic change is the colours. Previously the Cytal Carbon came in black only. Nine colours of Cytal are available from more standard black or white options, to day glow orange and a matte red. Sizes are still small, medium, and large. Claimed weight is up to 270g, while price is down to £290.

Riding in the POC Cytal helmet

I really liked the Cytal Carbon helmet, and many of the features I liked remain with the new Cytal. It is incredibly comfortable with or without headwear underneath, as there is a good adjustability at the cradle and with the straps. I especially like the no-flap strap feature, as it enhances aero performance and also makes the helmet a neater overall package in my opinion. I would like it if the straps came in white for the sake of salt stains in the heat, but equally lighter materials can become grubby over time.

Where this helmet excels is the volume of air that passes through the helmet. Those large frontal vents and tall channels mean a huge amount of air passes over your head. At speeds of 25kph and up this makes the cooling superb, and one of the best that I’ve used. The placement of the rubber grips on the outer front vents also works superbly as a glasses storage port without getting in the way of airflow. I also still appreciate the open front brow to allow better cooling to that area, as that can get stuffy on some helmets.

However, where the new Cytal still falls behind is when climbing at lower speeds, where airflow is less prevalent but effort level increases. I found the airflow dropped significantly. Helmets like the Specialized Prevail 3, have an open top which allows excess heat to radiate out of the helmet. With a wing covering this area, the Cytal does not perform quite as well for low speed, high intensity riding. This is also an issue on gravel where average speeds are lower, and is the one flaw of this otherwise superb helmet.

It is worth remembering that this is a semi-aero helmet, or a semi-vented. I think it targets ventilation more than aero, but it is still designed to flourish at higher speeds. It’s also not much heavier than the Carbon version, but still weighs in the region of 100g heavier than the POC Ventral Lite.

This is perhaps why the likes of Richard Carapaz still use the outgoing model, especially on mountain stages where speed drops and effort increases, and weight savings become the be all and end all of most rider’s minds. In terms of aero performance itself, it’s hard to quantify, and qualitative data is not the most accurate.

The data behind the design principle of using the wind to increase airflow speed through the helmet via a century tunnel effect, eject it out the rear at a higher speed, and use those low pressure areas to speed up airflow around the outside of the helmet, are sound principles. However, without tunnel data it’s difficult to say. POC themselves state that this is more aero than the Ventral, but slower than the Procen Air which uses a similar principle but with smoother surfaces and fewer vents.

Another area where this helmet is better than the carbon version, is the colour. Black absorbs heat, so in direct sunlight it gets hotter. When doing long rides in high heat and sun, that will result in reduced cooling. On this striking white foam one, I found there was far less heat build-up in the sun. I used it for a hot, mountainous triathlon in the south of France, that involved lots of high intensity effort, and slow airflow climbing. The Cytal performed brilliantly and cooling was far better than the black Carbon version has been.

Another benefit to this colour option is safety. Having this, and a high-vis orange version make the helmet and its wearer more visible in most riding conditions. Add to that the highest VTH rating of any road helmet, and the Cytal is a helmet that gives you confidence that in the event of a crash, you are wearing the best option to protect your head. At the end of the day, safety is the most important aspect of a bike helmet, and the Cytal excels here.

POC Cytal helmet - Value

The previous Cytal Carbon was an eye watering £370, making it one of the most expensive bike helmets available outside of dedicated time trial helmets. The price of the new Cytal has dropped to £290. With a similar weight, same performance, and more colour options, this makes the Cytal a no-brainer over the Cytal Carbon, unless you desperately want carbon in your bike helmet.

However, compared to some other great performing ventilated helmets, it is still on the more expensive side of things. The aforementioned Specialized S-Works Prevail 3 for example is £250 and a great helmet, better even for lower speed harder riding, while the Giro Aries is £289.99-£300 and has the best sweat management I’ve experienced in a helmet. Even the Ventral Lite is cheaper at £250 and a fair bit lighter, but forgoes many of the additional safety features.

One factor that can’t be ignored is it’s status as the safest road helmet on the market if going on the VTH rating. Add to that great cooling, subjectively great styling, and a helmet that is comfortable, practical, and functional, and that £290 is mostly justifiable in my mind. It’s not cheap, but it offers a helmet that is truly fantastic.

POC have taken a great helmet in the Cytal Carbon, and somehow made it even better while wiping £80 off the price. It’s still not cheap, but every great performance aspect remains, while almost every single flaw has been addressed, making this a brilliantly well rounded helmet. It’s not the best for high effort levels at lower speeds, but everywhere else it performs fantastically, while being one of the safest road helmets available.

The Met Estro Mips has had a stylish makeover for the gravel crowd. Nothing major, this helmet refresh is the equivalent of striding out with some new powder-soft matt lippy while clutching a fresh designer handbag.

The current version of the Estro, the Estro Mips, has been around since November 2021. It admirably fulfils its remit as a mid-priced, lightweight, well-ventilated helmet that’s versatile enough to wear many hats, so to speak.

Met has quietly marketed it as a multi-purpose road, cross and gravel helmet since launch, but it’s always enjoyed more of a roadie vibe, in part due to the predominance of bright colours and slick, shiny finishes.

Now, Met has included it in its Wander gravel capsule collection, which also includes the higher-end Trenta Wander and entry-level Allroad Wander helmets. “Wandering isn't just about physical movement; it's a state of mind, a celebration of the spirit of exploration that resides within us all,” suggests Met seductively. Hmm.

So, what sets these helmets apart from their non-wander counterparts? As already alluded, nothing more than a lick of matt paint in earthy hues and a free feed bag. Yet, if that’s what it takes to get the gravel riders to consider the Estro, I’m all for this cosmetic refresh. Arguably, the Estro has always been a better choice for gravel than tarmac, but up until now, it has been nobbled by its roadie looks.

Construction

The Estro Wander is blessed with a good number of features that make it an attractive lid for gravel grinders. First off, the overall shape is more reminiscent of a mountain bike helmet, especially around the rear. Here, the helmet body extends further down towards the nape of the neck, cradling and protecting the back of the skull. Around the front, the pterion - the thinnest and weakest part of the skull just behind the temples - is similarly well protected.

Ventilation is taken care of by 26 vents, of which 17 are inlets and nine are exhaust ports clustered at the rear of the helmet. This is one airy lid, a feature that lends itself to slow-moving gravel rides more than fast-paced road rides.

Like the vast majority of helmets on the market, the main body is constructed from expanded polystyrene (EPS) foam, topped with a thin polycarbonate shell that protects from general wear and UV damage. Met boasts that this shell covers the entire helmet, which is disingenuous because the inverted Y-shaped EPS structure that surrounds the exhaust ports is completely exposed.

Met has equipped the Estro Wanderer with Mips (Multi-directional Impact Protection), albeit the less premium, less integrated MIPS-C2 version, characterised by the thin bright yellow liner.

Retention is courtesy of Met’s well-regarded Safe-T Upsilon system, essentially a 360° belt that tightens via a rotary dial on the external face of the rear cradle. The cradle can also be adjusted for height on a notched slider by yanking it up or down.

The soft webbing chin straps are adjustable at the sliders just below the earlobes, another helpful feature rarely found on many helmets that cost twice as much.

The ride

For better or worse, aesthetics influence helmet purchase decisions enormously. Are we likely to buy a safe, comfy helmet that doesn’t look the part? Probably not. In this respect, the Estro Wander scores highly, provided you like orangey red. It’s a damn handsome helmet that’s benefitted from a new finish, but it is only available in the one fired earth colourway. That’s Cinnamon, according to Met, but it looks more like terracotta to me. The light blue chin straps look fantastic against the terracotta shell – an inspired colour pairing that summons memories of the dry earth and clear skies of past summers.

My head circumference measures 59cm, which usually places me bang between M and L sizes, both of which are often a poor compromise. However, the Safe-T Upsilon retention system does a great job with my size large sample helmet, providing me with a comfortable and secure fit. The padding around the adjustment band is fairly minimal but adequate – a 240mm strip around the forehead area plus some silicone buffers on the cradle. Additionally, the crown is cushioned by four slender padded strips attached to the Mips liner with hook and loop.

A secure fit is, of course, critical for safety, but it’s also irritating to have to endure a helmet that loosely crashes about your ears the moment you transition from smooth tarmac to gravel trails. The Estro performed well in this regard; it feels exceptionally planted without any pressure hot spots emerging, even during longer rides. The cradle is slightly fiddly to adjust for height, but dialling in the volume is straightforward, even if feedback from the adjustment wheel is a little vague.

The Mips-C2 liner is notorious for catching hair and reducing airflow, but it has been well implemented here because I did not experience either issue. However, I do have short hair, so riders with long locks may fare differently.

The chin straps are easy to tension for length, and the sliders below the ears instantly cure ‘flappy strappy’ syndrome. I wish more helmets were this adjustable. The webbing isn’t lined with velvety microfibre or anything similar, but it’s already beautifully soft against the skin straight out of the box.

Ventilation is simply superb. Before I switched to a Lazer Z1 as my primary lid, I rocked a Kask Valegro, two of the most ventilated helmets on the market with premium prices to match. Honestly, the Estro feels just as airy in the current 25°C / 77°F spring sunshine, and I have high hopes for this helmet when the mid-summer heat kicks in.

At 310g for a size large, this helmet isn’t as light as the more upmarket Lazer Z1 (265g) in the same size, but that can be explained by the additional coverage that the Estro provides. Indeed, I found it reassuring to have my head enveloped in more EPS foam during my gravel rides, but I can only assume it’s safer. Met doesn’t provide stats to back this up, and helmet safety is complex.

So, it’s weightier than a dedicated lightweight road helmet, but that doesn’t make it heavy. I loathe the top-heavy pendulum effect you feel with properly weighty helmets, but trust me, that sensation doesn’t rear its ugly head here.

One of my pet hates is riding with the front of my helmet constantly drumming against the top bar of my riding glasses. It’s like water torture without the damp patch, and it’s one of the reasons I switched away from the Kask Valegro, a reliable culprit. The prospect of this was a pre-ride concern with the low-riding Estro, but I need not have worried. Although the Estro does sit comparatively low around its entire circumference, it doesn’t interfere with my line of sight or my oversized Rudy Project Kelion riding glasses. Riding glasses can be docked in the lower front vents when not perched on your nose.

Let’s not forget the free bag. Most helmets are bundled with a soft storage pouch, but Met has upped the ante by including a matching, Cinnamon-coloured, silky musette printed with attractive Wander graphics. It’s just a bit of fun; a well-made, pleasantly designed treat that can be used as a storage bag or a luxurious feed bag. The strap is broad and comfortable, if a little short.

Value and conclusions

On the face of it, the Estro Wander is little more than a marketing exercise for Met, yet there is substance here. With its generous coverage, excellent ventilation and comfortable (for me, at least) fit, the Estro is a great gravel helmet priced reasonably at £124.99. Of course, nothing is stopping you, other than aesthetics, from wearing it for your road rides, too. Frankly, who’s going to notice and who cares?

The Specialised Loma is a similarly specced multi-surface helmet that comes in a little cheaper at £90/$119.99. It features MIPS and has been awarded a 5-star safety rating by Virginia Tech. The Loma is available in four matt colours too, including Deep Orange, which is similar to Met’s Cinnamon.

Giro’s Syntax Mips helmet also offers deeper coverage that makes it suitable for both tarmac and trails. Colour choice is fairly limited to variations of black and white, and it’s a similar price to the Estro Wander at £129.99/$129.95.

So, it’s quite possible to pick up fairly similar helmets at relatively similar price points. As always, the deciding factor in any helmet purchase should be fit. OK, and colour too…

Specs

• Sizes: S M L
• Weight: 310 for size L
• Mips: Yes. MIPS-C2
• Colours: Cinnamon
• Optional extra: Rear light

The current trend for aero-shelled helmets has been a struggle for me. I have a rather small head, and I'm not that fussed about outright speed these days. Even when wearing the best of the contemporary helmets, I fear being mistaken for a Belisha beacon, and worry constantly about someone wanting me to assist them in crossing the road.

So when the Rudy Project Rebel road bike helmet arrived, I was immediately intrigued. It had vents—and lots of them—and it was also compact. Could this become my new riding buddy?

Construction

While Rudy Project may boast that the Rebel's core design is the Carbon Kevlar panels, ESP (Expanded Polystyrene) foam is at the heart of the helmet's construction. This isn't to say it's bad; ESP is doing the important work of protecting our heads in most helmets, because it excels at absorbing single, high-energy impacts by crushing and dissipating the force—perfect for a bike helmet.

Carbon Kevlar comes into play here, in the form of panels that enable the Rebel to be lightweight and highly ventilated, whilst also ensuring a high degree of structural reinforcement.

According to NIH, Carbon Kevlar "combines the properties of the two types of fibres, offering high levels of strength and stiffness, as well as high impact strength." This is an excellent combination in the manufacture of helmet shells.

Comparing vent numbers against the Smith Optics Trace MIPS, which racks up and impressive 18 vents, and the Rapha + POC Ventral Lite helmets, with 20 vents, the Rudy Project Rebel scores even higher, with 22 vents and six internal airflow channels.

However, when it comes to weight, the Rebel is by far the heaviest of the three, at 266g for a size small/medium. This is less than 30g lighter than the Smith Optics Trace MIPS, at 294g, but nearly 100g more than the Rapha + POC Ventral Lite, at 170g.

The Smith, has the MIPS safety system, a feature that always adds weight to a helmet, while the Rebel does not. So to find this is heavier, is a surprise.

Instead of MIPS, which is designed to protect the brain from rotational forces, Rudy Project has chosen an alternative construction method, which, according to the brand, means the Rebel meets regular helmet safety requirements with CE EN 1078 certification, and does also pass the RP Rotational Impact Test. Rudy Project claims that this advanced test protocol uses the BrIC index, which in this helmet, minimises the risk of brain injuries from rotational impacts sufficiently.

Rudy Project also says that in this design, they've combined their Fid Lock magnetic closure with what they refer to as their RSRMicro11 retention system, making sure the helmet stays put, safe and secure where it should be in case of an accident.

Elsewhere, the brand has also aimed to enhance rider comfort. The helmet strap includes an Ergo Divider under-ear adjustment system to ensure a stable fit and reduce strap flap at high speeds. Front eyewear docking ports are also included for ease of glasses storage.

The Ride

In terms of fit and overall performance, this is a great helmet; the weight whilst not as low as alternatives doesn't matter much as it is hardly noticeable, and I'm sure I will appreciate the ample and welcome ventilation in warmer UK temperatures. Likewise, whilst the supplied insect net isn't really needed this early in the season, and I might prefer to remove it so I can scratch my head a little more easily at this time of year, I would imagine I'll be very grateful for it during peak bug season!

Here at Cycling Weekly, we don't have a wind tunnel and no way of performing destructive testing, short of falling off, which is a length I'm not prepared to go to for the lovely readers of CW, so we'll need to take Rudy Projects' claims on both at face value, though it's noted that the tests they have performed have been independently verified.

Despite crossing two sizes, this helmet didn't feel excessively large on my head. It's easy to wear a skull hat underneath for cooler weather, and I find the rear retention system easy to tighten or loosen on the move.

However, the big issue with the fit is the straps, which make me feel somewhat self-conscious when wearing the Rebel. While I can ensure a close and secure fit under my chin, I can't shorten the side straps, and the Ergo Divider under-ear adjustment system sits on my jaw.

And, I'm not the only one who will suffer from this issue. For robustness, I asked my other half, who has a larger and longer head to try on the helmet. Still, the Ergo Divider sits too low. Having checked and re-checked, the straps appear to have only one point of adjustment to shorten the straps. The forward and aft options that are there on the Ergo Divider also don't let me take up any of the excess slack in the strap.

I was concerned enough that I referred the issue to the Rudy Project team. I explained the issue I'd encountered, and asked whether or not the issue could impact the helmet's safety or performance. I'm yet to hear back, but as soon as I do, I'll update this review.

I also found the Fid Lock closure system difficult to use. After weeks with the helmet, I still can't connect the strap under my chin without my ten-year-old's help. The thought of removing the helmet during a café stop or after a ride triggers mild claustrophobia. I recognise that there's probably impressive engineering involved in this helmet, but if it means I can't be confident fitting the helmet on my own, then I question its benefits. The commonly used clip systems used in most other helmet designs work better. So I'm baffled as to how or why they've gone their own way, if it doesn't improve things.

Value and conclusion

In a helmet market full of aero hard shells, it's great to see Rudy Project bring an alternative to market. Weight-wise compared to its peers it could be lighter, but it's barely noticeable on your head, it has ample ventilation and still provides a comfortable ride.

I appreciate the brand's attempt to go its own way, designing some – on paper –pretty neat homegrown features, but I'm not entirely clear on what these contribute. The limited strap length adjustability is a real chore, especially when the price point places the Rebel in direct competition with very accomplished set ups like the Smith Optics Trace MIPS and Rapha + POC Ventral Lite. The former offers the gold standard of helmet safety features, while the latter is lighter.

There's still a lot going for Rebel, and there's no strong reason not to buy it, especially if like me you prefer this style of helmet, but in my view it doesn't stand out sufficiently to make real waves, especially at the £270 / $TBC price point

Specs

• Safety Features: CE EN 1078 certification and a pass in the RP Rotational Impact Test.
• Sizes: S/M, L
• Colours: Black, White, Red
• Weights: 250g for S/M

The Mavic Syncros SL MIPS is quite an unusual proposition when compared with the best road helmets currently on the market. With its increased coverage and removable peak, it is also suitable for gravel and even light XC MTB use. A multi-use helmet sounds like a great idea, but does it live up to expectations in the real world?

The construction

The Syncros SL features a polycarbonate shell, an EPS foam construction, and an integrated MIPS liner (Multi-directional Impact Protection System). Plenty of other brands license this technology, which promises more protection should the worst happen. It lowers the effect of rotational forces on the brain in the event of a crash and only adds 25-45 grams of weight. However, the extra webbed structure can hinder airflow in some designs. My test lid came in at 283 grams, which, although average for a road helmet, is pretty light for an off-road version with more head coverage and a peak.

The padding uses 37.5 technology, with natural active particles to help regulate temperature. It feels slightly firmer than many other brands I've used and is somewhat thinner. The front ports are covered with insect mesh, which I found handy for keeping the bugs out towards the end of summer. However, those in warmer climates may find that combined with the MIPS insert, airflow is limited more than they would like.

Mavic’s Autofit chin straps are also worth mentioning. They are much thinner than a standard flat strap around the ears and easily adjustable. I think they look great, too, and for those lucky enough to spend lots of time riding in the sunshine, they should minimize facial tan lines.

Mavic uses its Ergo Hold SL retention system on this lid, which combines a small rear dial with an adjustable height cradle so you can fine-tune where it sits on the back of your head. It's a very svelte set-up with skinny straps and connecting pieces. There is also an XRD foam layer around the front of the helmet between the MIPS system and the outer shell, which is said to mould to your head. It is soft and flexible, though as it's super thin, I'm not sure how much of a difference it makes.

The ride

My first impressions were good. It is well made and feels light in the hand, and despite its skinny straps and lightweight retention system, it's solid, too. It ships with the peak in place, though it's easy to remove, and neat colour-matched tabs are supplied to cover the mounting holes. The peak is much smaller than you'd find a full-on MTB helmet, so it doesn't work quite as well in terms of shielding your eyes, but it does make a difference, and I think it looks good too.

Adjusting the straps and retention system was straightforward and intuitive. The dial on the rear is small but works well, and the cradle is easy to tweak, even in full-finger gloves. However, despite being easy to set up, I struggled to find a fit I was pleased with.

Helmet sizing is a personal preference based on the shape of your head, so it's hard to criticize Mavic as the rest of the helmet is very well put together, and you may find it works for you. It sat slightly higher on my head than I would have liked, leaving a larger-than-ideal gap between my ears and the helmet's base.

It fitted reasonably well circumference-wise without any tight spots, though this might not be the lid for you if you have a square head shape. Since my head measures 57cm, I went for Medium, which is designed for heads 54-59 cm, based on Mavic's guidelines.

It's well-vented, with all 26 ports doing a good job keeping my head cool at slower gravel climbing speeds and faster road rides. I suspect the insect mesh slowed airflow a bit, but it wasn't enough to bother me. Luckily, I didn't have to test its full crash protection capabilities. However, it's held up well and still looks excellent with no apparent signs of wear or damage, and having the extra protection of the MIPS liner is a definite bonus.

Value and Conclusion

At £150 / $150, the Syncros SL MIPS sits in the mid-to-high-end category for helmets, but its peak and clear crossover intentions make it unique in a crowded marketplace. Plenty of lids billed for the road at that price point are perfectly fine for gravel, but very few share genuine off-road features. Kask used to offer its venerable Mojito with a peak, but they no longer list them and Cannondale's Junction features a similar small peak but isn't nearly as well-ventilated as Mavic’s offering.

As a road helmet, it's perfectly acceptable, but its real strength is its ability to cross over into different disciplines. The addition of a peak won't make much difference to road-biased riders but gravel riders, and those with an MTB background will appreciate the extra protection and the trail aesthetic. Currently, there aren't many helmets available covering multiple disciplines this well, which, provided the shape works for you, makes this an interesting choice.

If the moniker 'Van Rysel RCR' is ringing bells for you, there's a good reason for that. The French brand's WorldTour bicycle of the same name came close to breaking the internet – or at least the part of it where the bike fans camp out – when it was released last summer.

Ridden by the Decathlon-Ag2r La Mondiale team and billed as the 'affordable' WorldTour bike, it was Cycling Weekly's most clicked-on bike of the year, without a doubt. Now the French sporting retail giant has brought the name across to its best budget bike helmet contender.

In case you hadn't worked it out (I hadn't), the RCR stands for 'Racer', and it stands to reason that the Lille-based company – in-house biking brand of French sports hypermarket Decathlon – would create a whole line of products around it.

The brand was launched by Decathlon in 2019, and it feels like it has taken a significant step upwards on the global stage this year with the launch of a number of bikes and products, including the helmet we have here, the Van Rysel RCR MIPS.

This model sits on the second rung among the five road helmets listed on the Decathlon site, with the top one – read most expensive – being its sibling, the RCR-F Aero, which features a similar shape but smaller vents. Conversely, the five large frontal vents on the RCR MIPS on test are among the first obvious features you see.

Construction

The RCR MIPS is every inch a modern road cycling helmet, although there's nothing outlandish about it. It features a rounded profile and five fairly cavernous vents up front. The crown of the helmet is unvented – making the velcro-on helmet mount for my light redundant – and a number of rearward 'exhaust ports', as the marketing bumpf might (but doesn't) call them.

The innards look comfortably familiar, with a nicely padded cradle and small twist-dial to cinch it up at the back. The strappage is soft, with a standard chin clip. Crucially these innards also feature MIPS – Multi-directional Impact System.
Using a low friction layer mounted inside the lid, this allows it to move up to 15mm to reduce rotation forces on the head in a crash.

It does add to the price – the non-MIPS version of this helmet can be had for £59.99.

Our test item came in 'indigo blue / smoked black' colourway. It's the same colour as my car, but I like it rather less on the helmet as I have very few bits of kit that match it. Luckily, it's also available in ultra white, which looks rather cool to my eye.

Claimed weight is 200-250g depending on size.

The ride

This helmet was immediately comfortable. In fact I could say confidently that I've never worn a more comfortable one. This is partly because it seems to be the perfect fit for my head. There's usually a little subjectivity in helmet comfort, even when on paper they're the right size. Van Rysel, it appears, has created the perfect item for a Shrubsall bonce.

But I won't put it all down to luck. The inside is full of unobtrusive yet apparently extremely effective cushioning points – small parallelograms of comfort that cosset the head.

As the helmet gets used and they eventually wear and compact, it will no doubt begin to feel less luxurious, but that is the same of any lid.

In addition, the straps feel softer to the touch than those of many helmets I've used. I also found them easy to adjust while keeping the tension equally distributed among the four attachment points at the helmet – not always as straightforward as it ought to be.

Given that it was tested over winter, assessing the ventilation was more complex than it might have been. I was mostly wearing a skull cap for a start, and the hot summer temperatures in which they will likely come in the most handy were distinctly lacking.

One thing I will say – these big vents are going to make hard-to-miss targets for the airborne fauna of Surrey when things do heat up.

Adjustment via the dial at the back is straightforward, though the small dial would feel easier to access if it sat further away from the main body of the helmet. I wouldn't view this as a deal breaker though – it didn't really occur to me when out and about.

Value

At £79.99 / $90, the Van Rysel RCR MIPS is a mid-priced helmet which works out at the kind of attractive value we've come to expect from the company that gave us a £9,000 / $11,000 WorldTour team bike and has wowed previously with its ultra-budget B'Twin Triban models.

One of the issues with helmets is that you can buy one for the price of a round of drinks that will do 80% of what the most expensive models will. However, for a helmet that is this comfortable and features MIPS to boot, I have no issue paying the extra premium.

Given light weight is a key feature of the most expensive helmets, the RCR holds up extremely well. The Met Trenta 3K, for example, retails at £300 ($368) and uses carbon to reduce weight. It weighs a very similar claimed 210g in size small.

How we score products

5 - Superb, best in its class and we couldn’t fault it
4 - Solid product, could be improved
3 - Fine, but there are better alternatives
2 - Functions, but disappointing
1 - Extremely poor, barely worked

The Kask Protone Icon is the latest iteration of an iconic shaped helmet, combining the same sleek aesthetics, solid safety features, and impressive ventilation, making it a contender among the best road bike helmets .

Whether you’re tackling winding descents in the Dolomites or enduring the unpredictable British weather, this helmet aims to keep you cool, comfortable, and secure. But in a market full of top-tier helmets, does the Protone Icon still manage to stand out?

Kask Protone Icon: construction

The Kask Protone Icon still remains recognizable, featuring the same shape we have been used to seeing since the Team Sky glory days. Kask markets the Protone Icon as providing a good balance of aerodynamics, safety, and comfort. Redesigned from the original Protone, the Icon now features a more robust internal frame designed to prevent the helmet from breaking into multiple pieces upon impact. Kask’s WG11 rotational impact testing underpins its safety credentials, a standard that aims to protect riders from multi-directional impacts, though among other independent testers such as the Virginia Tech program and Hiper rating system , results are a little lackluster. The Hiper rating system in particular is built off of the latest information and technology, so certainly something to bare in mind.

Kask has also added a reflective insert on the rear for enhanced visibility during night rides, a small but thoughtful addition that will benefit everyone.

The Protone Icon comes equipped with the Octofit+ adjustment system, which performs as expected - both secure and comfortable. The system’s vertical stabilizer on the nape of the neck helps to anchor the helmet comfortably, particularly for riders with narrower heads like mine. I found the large rubberized dial easy to use even while wearing gloves, and it ensures that the helmet sits snugly without shifting around mid-ride.

The helmet's 20 ventilation holes and Coolmax® padding ensure that airflow is optimized, even in hot conditions according to Kask - and I couldn't speak to the contrary. The Coolmax lining is removable, and washable, which helps to keep skin clear after extended use. I appreciated the faux leather chin strap too. It's durable and soft, adding a slightly more premium feel to the lid. At 232 grams, the helmet is lightweight enough to go unnoticed on the head, and its design remains aesthetically pleasing without sacrificing performance.

Kask Protone Icon: the ride

After weeks of testing the Kask Protone Icon, it has proven to be a versatile companion across different terrains and weather conditions. My first ride with it took place in the very mixed conditions of the Dolomites. I was treated to both strong sunlight and bucketing rainfall, in which time I found the helmet to vent well, yet not be too freezing for cooler temperatures. The large ventilation ports allowed for excellent airflow, even with my rather large at the time curly hair doing its best to block up the vents.

Predictably, the UK’s threw at me more wind, rain, and cold mornings in my general direction, and here, performance was about the same. One tiny gripe on this particular colour is that the satin finish is slightly harder to clean after a mucky ride - but with plenty of options to choose from, this is totally avoidable.

Despite concerns about potential sweat buildup, I didn’t find it caused excessive water to drip down my face, even during wetter rides. The padding absorbed moisture effectively without becoming saturated, and the chin strap stayed comfortable throughout.

Fit-wise, the Protone Icon’s Octofit+ system worked particularly well for my narrow head shape, and the retention system at the back provided a secure fit. It hugged the back of my head without feeling tight, thanks to the neck stabilizer feature, which gave me an added sense of security, particularly on rougher terrain. The helmet feels as though it’s cradling your head, rather than merely sitting on top of it, which makes a big difference during long days in the saddle.

Aesthetically, the Protone Icon is a winner. It maintains a clean, classic look while boasting modern features. And for riders like myself with thick, curly hair, the pads provided comfort without itching or causing any irritation. It’s the kind of helmet that feels as good as it looks - a true balance of form and function.

Kask Protone Icon: value and conclusion

Priced at £245 / $300, the Kask Protone Icon sits firmly in the upper echelons of helmets on the market. For its price, you get a well-rounded helmet that excels in comfort, fit, and ventilation, making it suitable for a wide range of cycling disciplines. The WG11 technology might not be universally recognized as the safest on the market, but there is a lot to be said for a well-fitting helmet when it comes to safety too.

The main Achilles for the Protone Icon is the competition. At this price point, you can really be picky with what you spend your money on, with the likes of the S-works Prevail 3 MIPS from Specialized coming in at a comparable £250 / $300. It's a fair price for a quality product, but it struggles ever so slightly to stand out for the crowd, instead blending in as a helmet that quietly does everything pretty well.

The Cytal is POC’s latest top-of-the-range ventilated road helmet, sitting above the Ventral Air. It is made pretty much using a standard helmet industry technique, namely an external polycarbonate shell bonded to an EPS foam inner, but with the addition of a massive carbon wing. The EPS foam also has varying densities that POC says have been optimised to give extra protection in the zones that require it most. Gone is MIPS, SPIN or any anti-rotational impact protection, but the Cytal still scores 5/5 in the Virginia Tech Helmet (VTH) safety rating. Weight for a size medium is claimed to be 250g, while in reality the medium on test was 265g. 

Adjustment for the helmet comes via a temple-to-temple cradle. The two attachment points at the temple are adjustable to tailor the fit slightly, while the rear of the cradle is height adjustable. A rear dial provides micro-adjustments for tightening or loosening, while a traditional 15mm adjustable webbing strap keeps the helmet nice and secure. Any excess strap under the chin folds over itself, with a rubber tab to keep it from flapping, while an additional sleeve keeps it neat and tidy. Nice touches.

The carbon wing is the Cytal’s big show-stopper. This has been inserted through the EPS across the top of the helmet, and varies in shape to assist in directing airflow. POC says that this improves aerodynamic performance, ventilation, and safety via optimised impact force distribution. It also claims that this has also allowed it to keep the front of the helmet far more open without compromising its structural integrity. 

Air is directed through the helmet, rather than around it, apparently reducing drag and saving some watts over the Ventral Air. Inside there is limited padding at the brow, temples, and top. The reduced contact points at the front are designed to aid airflow, with different padding configurations available to keep the brow open or covered.

Riding out with the Cytal

The first thing I noticed when putting the POC Cytal on for the first time was how comfortable it was. There were no pressure points or areas where the helmet felt tight on my head. The adjustment of the straps and the cradle was easy, and once adjusted stayed in place securely. I didn’t have any issues with the frames of my glasses rubbing or knocking on the helmet at all. 

In terms of how it looks on the head, it has the typical wide frontal that POC helmets have been known for since the introduction of the Octal road helmet. However it all looks in proportion. 

The brow does extend out a little bit more than most road helmets, to push it away from the brow to provide more airflow, but this is only really noticeable from the side. However, it did extend into my view slightly when riding, but not enough to detract or affect vision in any meaningful way. 

Out on the road, the huge front vents do a very good job of allowing a large amount of air to rush over the head. The helmet has very deep internal channels, so airflow can pass cleanly over the head, and out through the rear exhausts. When travelling at any speed from around 15kph and up, the airflow was more than adequate in 20˚C. In 28-30˚C the cooling effect was still very effective. I only got a bit warm at high effort level at low speed such as steep climbs, but I don’t think any helmet could combat that.

Compared to other ventilation-focussed helmets, this is certainly one of the best when travelling at speed, but at slower speeds, plenty of others are just as good if not slightly better. The front vents also work well for storing glasses, as most arm shapes will be accommodated by the huge openings. The grippers are not the most secure, and I relied primarily on the wraparound of the glasses’ arms to keep them in the docks.

Another thing I liked a lot was the fit at the front of the helmet. Beyond the two EPS extensions that serve as contact points, the rest is open and allows a good level of airflow to the brow and the forehead. At 20˚C this meant that there wasn’t padding to get saturated by sweat, and although some did drip down, it tended to go around my brow rather than into my glasses. In warmer temperatures when there’s more sweat, I preferred the option of the supplied brow padding. The open front means the pad gets a good level of airflow so it dries out quite quickly as long as you have periods of travelling at speed with a reduced work rate. 

When it comes to the carbon wing, it’s hard to quantify all of the performance gains POC promises it makes. I can see how structurally it allows for a more open construction, similar to the Specialized S-Works Prevail 3, and airflow is certainly brilliant. From a safety perspective, I can also see how it would act similarly, as well as helping to keep the helmet in one piece. Although it lacks any specific rotational impact protection, the VTH Safety standard does test for rotational impacts, so a 5/5 rating should mean it performs well in that scenario.

In terms of aero performance, it is impossible to guess. Inwash and outwash approaches to managing airflow can both improve aerodynamic performance but will vary in effectiveness from rider to rider and position to position. The airflow is certainly fairly clean through the helmet and out the exhaust, likely reducing frontal pressure, while the side vents are designed to take in some of the outwash airflow and target it out the rear.

POC uses the same Venturi Tunnel features here that it uses in its Procen TT helmet and Procen Air aero road helmet. Both of these score strongly in independent aero tests while featuring good levels of ventilation. Given the helmet is ventilation-focused, I imagine it will be slower than a lot of aero helmets, but as fast or faster than most vented helmets. I feel confident in saying this with my experience working as an aerodynamicist for my company doing aero testing at the Silverstone wind tunnel. It is also worth noting that at speeds of 25-35kph, and slower when climbing, watt savings between helmets are small. Comfort, safety, and ventilation are my go-tos for a helmet if I’m not racing, then aero gets added after safety if I am.

There are a couple faults with this helmet. Firstly, the price is £360. That is the joint most expensive helmet I have ever tested, and the other is another POC helmet. The Cytal features great performance, safety, and ventilation, but at £360 it is around £100 more than similarly performing competitors.

There are also some scuff marks already visible from either my glasses or the clip on the underside of the polycarbonate shell. They are not big, and don’t do anything other than damage aesthetics, but they are quite visible on the matt black shell. Finally, although there is a white option on the POC website, it seems impossible to order at present, leaving just black as an option. For a hot weather helmet, black isn’t the best single colour option given it absorbs heat.

Value

The performance of the POC Cytal is undisputed, it is a really great helmet to use. But at £360 it is incredibly expensive and one of the most expensive commercially available road helmets on the market. Yes, it uses carbon in its construction and has had aero testing development as well as CFD to assess cooling effect. But the Specialized S-Works Prevail 3, Limar Air Pro, and MET Trenta 3K all feature carbon fibre in their shells and boast similar ventilation and aerodynamic claims. Yes, they range from £215-£290, at least £70 cheaper. 

Additionally when it comes to ventilation I would say that the Prevail 3 is better for slow speed high temperature riding as the open top allows great heat dissipation. Meanwhile, the Giro Aries performs at a similar level and subjectively looks better while being cheaper and achieving a higher safety rating score. 

Conclusion

The POC Cytal offers superb ventilation, great comfort, independently verified safety, and promised aero savings. It is a subjectively divisive helmet when it comes to aesthetics, but the performance is unquestionably great. However, at £360 it is supremely expensive and does not offer great value even with its high levels of performance. Also, the black colourway is not ideal for hot sunny conditions and temperature regulation. 

There are specific items of kit that seem to stick with certain professional riders. Geraint Thomas in Oakley sunnies, for instance, or Nairo Quintana in a Catlike Mixino. These pieces of equipment are emblematic of different eras in cycling, and they endure even when sponsorships change or riders retire. 

The Giro Aeon was the helmet of choice for the Garmin-Cervelo pro team of the early 2010s (currently known as EF Education-EasyPost), and the shape of that helmet will remain forever linked to Thor Hushovd riding in the rainbow stripes of world champion. 

One of Giro’s new helmets, the Cielo, takes its inspiration from the Aeon. For those of you who may not recall, the Aeon dates back to the late Armstrong era, characterised by scandal, glamour, and the very early beginnings of modern, data-driven cycling. 

While this may not seem all that long ago, helmet technology has progressed considerably since then. The advent of rotational impact technologies, such as MIPS, have made helmets safer (though heavier) and aerodynamics have increasingly become important in helmet design. The Cielo may take its design cues from back then, but it is a thoroughly modern helmet in other ways.

Construction

 The Cielo Mips slots into Giro’s road lineup as a mid-tier option. It doesn’t have the ball-and-socket-esque Spherical Tech included in Giro’s high-end helmets and is therefore less expensive. Giro bills it as an “enthusiast-level” helmet, and this is apt. 

The Cielo has 22 vents and internal ventilation channelling and features a Mips Evolve Core liner. It uses a Roc Loc 5 Air retention system and padding contains silver particles to prevent odour. Like all helmets sold in North America, it complies with the US CPSC Safety Standard. It has yet to be tested by Virginia Tech’s independent testing lab, but other Giro helmets have historically done well under these protocols.

My test sample came in the Matte Light Mineral colour, and weighs, per my scale, 295 grams in size small. In the photos on Giro’s website, the Light Mineral appears to be off white, but it’s actually a light greenish-greyish. The shape is quite compact with a short overall length, but somewhat wide front profile—very much akin to the Aeon from all those years ago.

The Ride

First and foremost, fit is the most important part of a helmet. Giro helmets tend to fit an oval head shape best, and I’ve found that different models fit slightly differently. This is not a critique of Giro either—it’s the same with just about every helmet maker.

The padding is very comfortable across the forehead and the dial at the back is nicely sized and easy to use. I found that the straps sit very close to the head, which is helpful for both comfort and aerodynamics. It’s worth noting that Giro makes no specific claims regarding aerodynamics with this helmet, but then it’s not intended as a top-end race helmet either.

MIPS systems continue to improve: the first iterations were problematic for anyone with long hair, but they seem to have eliminated some of the catchy bits that caused the most issues. It still may snag in spots, however, so would certainly be worth trying on before buying.

I tested the Cielo in a range of weather conditions, from quite hot (for Seattle, that is) to pouring rain and was comfortable throughout. And there’s room for a casquette underneath if need be to stretch the temperature range somewhat. The Cielo had no interference with the few different models of sunglasses I tested. There are padded rubber spots in the front to create a sort of glasses garage when not being worn on the face.

The only significant shortcoming I encountered is on the scale—at 295 grams the Cielo is no lightweight. This is in contrast to the Aeon, which may be over a decade old but weighed significantly less. Most of this weight gain can be ascribed to the MIPS system that is now standard on most helmets. The internal harness, which allows the helmet to pivot around the head in the event of a crash, adds grams but increases safety outcomes. It’s a very reasonable trade. The Cielo can’t match top end helmets, but then it isn’t trying to.

Value and Verdict

At $199 / £165.00, the Cielo is considerably less expensive than Giro’s top-end Aries Spherical model, as worn by the Jumbo-Lease a Bike team. The question is whether or not it performs in line with its price. There are many good helmets on the market in the sub-$200 range, from the likes of Specialized, Bontrager, POC, Bell and more and they all pass the same safety tests. Usually, you pay more for less, in terms of weight, and the Cielo is comparable with others here. 

At the end of the day, fit is paramount—a helmet can test well in a lab, but if it doesn’t fit your head well it won’t do its job properly. The Cielo does everything it ought to, while paying (subtle) homage to an iconic helmet of the past, and does so for a reasonable price.

Trying to be stand out in a crowded space is a tough gig. Your USP (unique selling point) needs to be instantly capturing otherwise you risk losing your audience pretty rapidly.  

But as neither impressively aero, ultra lightweight or capable of performing a neat party trick, the Smith Optics Trace MIPS helmet has managed to do just that, gaining the brand's 'best seller' title and is seen by many riders as one of the best bike helmets on the market right now. 

So how has a distinctly average package of a bike helmet managed it? 

Smith Optics Trace MIPS helmet: Construction

As a generalist helmet, the Smith Optics Trace MIPS helmet has been designed to plug a large hole, from road to gravel, climbing to lead outs and has borrowed several features from other specific helmets in order to meet these varied demands. 

To start with, the bold helmet comes with 18 vents. This is just two less than the lightweight Rapha + POC Ventral Lite helmet, which was designed specifically for keeping riders cool on hilly rides. 

However, in a one-upmanship - actually, make that two-upmanship - the Smith Optics Trace MIPS helmet includes two rotational impact safety design features. No prizes for guessing that MIPS comes as standard, however 10 points to whomever guessed that KOROYD was also on board.

Its green honeycomb structure has featured on Smith helmets for a while now, such as the Smith Ignite helmet, and claims to significantly dissipate more kinetic energy than a standard EPS foam helmet in the event of impact. It's not wildly dissimilar to Bontrager's WaveCel (without the overconfident claims), and is, according to the KOROYD brand, lightweight and breathable.      

KOROYD explains that it works by creating an energy absorbing crumple zone, which not only allows for up to 78% of the material thickness to be compressed under direct and angled impact, which aims to minimize energy transfer to your head. The brand also claims that KOROYD also has much less rebound elasticity when compared to a regular EPS helmet.

While KOROYD may have lightweight properties, the addition of two safety features (MIPS and KOROYD) does plump up the weight to 294g (for a size small). This is over a 100g more than the aforementioned Rapha + POC Ventral Lite helmet.    

While safety features may trump lightweight for many riders, shoehorning safety features in with aerodynamics is a much easier task when weight loss isn't a top priority.  

Based on profile alone, the Smith Optics Trace MIPS helmet mirrors many aero helmets in that it's quite round and bulbus, rather than the sleek and angular form that many lightweight lids take. However, seeing as there is a total lack of aerodynamic data to back up the marketed 'race day lead-out' capabilities, there's no vouching for its aerodynamics, something to consider if that was a non-negotiable on your helmet wish list. 

It seems like the Smith Optics Trace MIPS helmet therefore is looking for the top spot as the best all-rounder helmet with ventilation and top safety features; and therefore looks the Specialized S-Works Prevail 3 square in the eyes. 

In terms of other features, the Smith Optics Trace MIPS helmet comes with a VaporFit dial adjustment system, very similar to BOA. This extends a significant proportion of the helmet's circumference meaning that, once tightened, it should feel snug all round and not just reduce the space at the rear (which from experience can often equate to the feeling of just having my forehead squashed into the front of a helmet).

Inside is an antimicrobial lining for sweat-activated odor control and outside integrated features allow for riders to ride with Smith eyewear seamlessly.   

Other good-to-knows are that there's up to ten colorway options and three sizes to choose from.   

Smith Optic Trace MIPS helmet: The ride

The Smith Optics Trace MIPS helmet is very comfortable as soon as it's on. While it might be heavier than lightweight options, it's not a noticeable weight when riding. The adjustment system gave a secure, but not overly compressing fit, allowing me to forget the helmet as soon as I was riding. 

Thanks to a crazy early September heatwave I was able to get some really hot rides in and, even when tacking some challenging hills in 30°C/ 86°F degree heat, I never felt that I was over-heating once. So top marks there. 

With much of the ventilation channels covered by the KOROYD honeycomb, the chances for bug interaction are reduced to just two central ports, for which I, personally, am thankful for.     

So, the Smith Optics Trace MIPS helmet is a great fit, has awesome safety features, feels barely there when riding and is super breathable. But I'm still struggling to make it my go to lid. 

Despite being an early adopter of helmets for someone of my generation (no, we didn't wear them as kids and yes, I do remember when they became compulsory at the Tour de France), I've always been pretty helmet-conscious.

My problem is that I have an almost perfectly round small head, and most helmets look huge on me. 

There was a helmet design sweet spot about 10 years ago, when technology allowed EPS foam helmets to become more slimlined, but since the advent of better safety testing and 'fashion' for aero, most helmets look like I'm about to astride a four legged - not a two wheeled - steed. 

Annoyingly for me, the Smith Optics Trace MIPS helmet is firmly in former camp, I was hoping I had got away with it, as it is way more compact than something like the Bell Z20 Aero MIPS helmet, but when my nine year old asked if I was going horse riding I knew it was not as dainty as I had hoped. 

Smith Optics Trace MIPS helmet: value and conclusion

As the proverbial Jack-of-all, at face value it can be hard to see how the Smith Optics Trace MIPS helmet stands out amidst its peers. 

But drilling down and it's clear that its strengths lie beneath the surface and it's hard to see how the the helmet can be beaten on safety features. 

There's also an element of 'less is more'. The lack of performance data or obvious match in helmet categorization means more opportunities for wearing the Optics Trace MIPS across cycling disciplines.    

The $250.00 / £200.00 price point seems to sit just right against other helmets featuring MIPS, and this has the added bonus of KOROYD, which based on the manufacturer's claims will provide even more head protection than MIPS alone does, giving it a two for the price of one feeling. Either way it seems fairly priced and a viable option for anyone searching for an all-rounder at this price point.  

Smith Optics Trace MIPS helmet: Specs

• Safety Features: MIPS, KOROYD & EPS foam
• Sizes: Small, Medium, Large
• Colors: Ten 
• Weight: 294g (for a size small)

The new Abus Gamechanger 2.0 aero helmet has already been ridden to four Tour de France stage wins in its opening stage-race - which is no mean feat for sure. But the eagle-eyed amongst you will have no doubt noticed that - even in the Rainbow bands - Mathieu van der Poel himself is still yet to adopt Abus' new lid. A curious situation. 

Although I haven't racked up any Tour stages wins, I have been able to spend plenty of time riding in the new helmet - including the UK's early summer heat wave (though that feels like a distant memory now!). From this, I've got a good handle on the changes Abus has made - and I can understand why the World Champion is sticking to the previous Gamechanger model.

Abus Gamechanger 2.0: Construction

When the Abus Gamechanger 2.0 was initially released just before the Tour de France, the German brand said it had four specific areas of improvement it wanted to target, namely aerodynamics, ventilation, safety, and comfort.

Though that does sound like the full complement of helmet marketing top trumps, I think it is fair to say Abus has succeeded across all of those metrics, allbeit with varying degrees of success, which I'll come on to.

But first, let's take a look at what's changed in the Gamechanger 2.0. Regarding the aerodynamics, Abus has given the Gamechanger 2.0 a slight remodelling which has result in the helmet sporting a wider Kamm-tail shape. 

Abus claims this has resulted in a '11% longer virtual aero profile', essentially meaning that Abus has engineered the turbulent airflow behind the helmet to act like a longer tail as seen on TT helmets, older ones in particular.

The new helmet has also been optimized specifically for race conditions. Abus says that the helmet performs best between 46 and 52kph. As well as that, the angle of the helmet has been tilted 8 degrees, which means the helmet is fasted when riding in a tucked-up, aerodynamic position.

Abus doesn't actually put a specific number on the aero efficiency of the new helmet - but does say it is faster. Aero claims such as these are notoriously tricky for us here at Cycling Weekly to verify, but the fact that it has been optimized for race conditions is certainly makes sense as a direction to go in, given the helmet's target market. 

What is much more tangible, however, is the emphasis on ventilation. A second, larger vent has been added to the front of the helmet: 'Airboost' - which Abus says allows up to 32% more airflow over the forehead. Looking inside the helmet reveals other air channels, with their purpose being to keep air moving quickly at higher speeds.

The vents also have a secondary purpose, too, as sunglasses can be stored in the helmet at the front or at the rear - although in the real world, these vents proved somewhat tricky to utilize.

Safety and comfort are the two most important factors of any helmet (in that order), and that latter was something which the previous model did fall a little short on compared to the competition.

Abus has responded with a revision to the retention system on the new Gamechanger 2.0, now sporting with 12mm straps - which do serve to improve the comfort. The Fidlock buckle is neat, too, and brings a more premium feel compared to something like the Specialized S-Works Evade III's standard buckle.

MIPS Air Node is also available for the new Gamechanger 2.0, which is well worth while from a safety standpoint, as well as being super low profile. The pads are really high quality, which makes the system as a whole barely noticeable.

Abus Gamechanger 2.0: the ride

The start of my time testing for the new Gamechanger 2.0 fell right in the middle of a 30°C / 86°F heatwave - an ideal time to scrutinize those ventilation claims. Generally speaking, the Gamechanger 2.0 performed impressively in those conditions for an aero helmet. 

The added vent at the front was certainly welcome, and I could feel a noticeable amount of airflow over my forehead. Nice, too, was the low profile vent on the top of the helmet. Similar to what you might find on the top of a formula one car, this top vent did a good job of getting some air to the top of my head.

I did, however, notice that between the front vent and top vent, my hair was enough to block up the air channels, which meant airflow all the way around my head was prevented - this wouldn't likely be a problem for those without longer curly hair, mind!

This did lead to what is still a noticeable disparity between the Gamechanger 2.0+ and more heavily vented helmets on the market such as the S-Works Prevail 3 or a Giro Aether. But of the aero helmets I've tested, the Abus is definitely one of the better performing in the hot weather.

The new Gamechanger did also sit daintily upon my head. At 265 grams for a size medium, it is fairly light for an aero helmet and sits inline with something like the S-Works Evade 3. The new, wider straps were also noticeably more comfortable than the previous generation helmet.

The quality of the foam pads and the overall finish of the helmet was excellent, too - all things which we expect at pricepoint nearing £300 (USD to be confirmed), but qualities that can go under the radar nonetheless.

One of my gripes with the vents, though, was the sunglass struggle. Abus does claim you can stow a pair of sunnies front or rear, however, I found my Oakley Flight Jackets struggling to sit out of the way at the front.

Whether this was only an issue with my shades, I am not sure, but I found that they sat just too low, which lead to impaired vision. Great when the sun was low, as they acted like a visor, but unfortunately it lead me to stowing my glasses at the rear, which isn't my preference. Maybe this is one of the reasons the new World Champion hasn't yet changed over to the new lid.

The other reason which I think may also be contributing to MvdP's reluctance to give up his orginal Gamchanger and move to the 2.0 is simply the fit of the new model itself. 

The Gamechanger 2.0 is far taller than the previous iteration and sits much further down my brow. I found this led to me wanting to push the helmet up and back out of the way, but I couldn't. This isn't a design fault per se, more a disagreement between Abus and my particular head shape - but it's certainly noteworthy that the helmet sits significantly lower than the previous generation.

Abus Gamechanger 2.0: Value and conclusion

When it comes to value, the Abus Gamechanger puts itself in an unforgiving position. At £239.99 (or £279.99 for a MIPS equipped helmet), it certainly sits at the upper end of the helmet market. But is it worth it? For some people, I think it will be, but there are two real sticking points for this lid.

Firstly, the fit just won't be for everyone and that really is essential. How a helmet fits your head is strongly linked to its performance, so making sure there are no pressure points or tight spots is really important. 

And, secondly, if you decide you want the helmet that Mathieu van der Poel is wearing, then you can save about £100, with plenty of deals around on the outgoing Gamechanger, which is still a great lid (though it doesn't come with MIPS). 

The Trek Ballista MIPS is a helmet that you've likely already noticed on the heads of the WorldTour Trek Segafredo teams. It’s very striking in terms of looks, which makes it even harder to miss.

Undoubtedly it’s Trek’s solution for high performance as well as optimum safety thanks to the MIPS (Multi-directional Impact Protection System) Air system. Meaning your head stays better protected in the event of a directional impact - something that more and more of the best bike helmets for road cyclists are offering.

So it looks great, it stands out and it’s designed with enhanced protection in mind. But how does it actually perform?

Trek Ballista MIPS: construction

When I first opened the box I was surprised to see wires instead of the common plastic wrap around cage style tightening system. At first I was unsure if this would feel very stable given it’s literally just a thin wire attached to the inside and fed around the fastening BOA dial, commonly see on many of the best cycling shoes, at the back.

Within the helmet there is padding which is very soft but not too thick, which is definitely a positive for riding in hotter weather. Internally there is also the MIPS Air system which according to MIPS “is a super light and slim system that has been disguised as padding and is not noticeable until it is needed.” 

Externally the helmet is really eye-catching thanks to its matte black frontage and glossy black aero tail, which is nicely finished off with BALLISTA written in gold. It all makes for a seriously classy looking helmet.

Trek Ballista MIPS: the ride

I clocked up a lot of training kms in this helmet and from the off I was really surprised to feel how stable and secure the tightening system felt on my head despite it consisting of a single wire. I also found the padding and shape of the helmet very comfortable with a lot of adjustment in the helmet straps, which were also soft and didn’t cause any irritation under my chin or on my neck. 

But what surprised me the most was just how well ventilated this helmet was given it only really has two main vents (plus two little ones as the side on the front to pop your glasses into). On hotter days, which went up to 72 degree F, or 22 degrees C, I didn’t feel as though I’d overheated at all.

Even during high intensity efforts out on the road in these warmer climates, I felt the ventilation system worked impressively well. Therefore I definitely wouldn’t be afraid to use this one when the temperatures start to rise. It actually felt better ventilation wise than a lot of non-aero helmets I’ve used that offer plenty of ventilation cut outs. On rainy rides however the lack of vents kept my head nice and dry. In short, the best of both worlds.

During testing I also found this helmet long hair friendly. Tying my hair up (which is pretty long and thick) in different hair styles wasn’t an issue at all. It’s very ponytail and bun compatible which is always important.

Trek Ballista MIPS: value and conclusion

Overall I was super impressed with this helmet and the feel and performance was definitely that of a high-end aero lid. None of the materials feel cheap and the helmet is very comfortable. All of this for $299.99 / £229.99 seems reasonable, although definitely on the pricier side of things.

But when compared to the cost of other aero road helmets on the market at present, such as the Kask Utopia Y, which comes in at $300.00 / £245.00 RRP, and the popular Specialized S-Works Prevail 3 at $300.00 / £275.00: it’s definitely within the range you’d expect from a performance road helmet. 

Not only that but given it features MIPS Air system, I’d personally feel happy to pay a little extra for improved protection. Luckily I didn’t try out the claims during my testing but any system that offers more protection for your brain is important to consider. 

However, one aspect I did find a little fiddly was the adjustment at the back for the height of the BOA fastening system. It wasn’t a massive issue but to change the height taking it out and pushing it back in is a little more long winded in comparison to other systems on rival helmets brands, such as Kask which just consists of pushing up on the fastening system.

But all in all, it’s a great helmet best suited to those wanting performance and aerodynamics. 

Most global sports have defined constants: a field, pitch, or court is a standard size wherever you go. Things are even more homogenous for sports played indoors, where the weather is less of a factor. Cycling isn’t like that. Topography and climate play outsized roles in where and how people ride bicycles; this is one of the things that makes the sport interesting and dynamic.

While the bikes may largely be the same around the world (with the possible exception of fat bikes) the other equipment needed is very different. Clothing and gear that works in the heat of Australia isn’t going to cut it in the winter in northern Sweden, for example. Hence the need for gear that caters to temperature extremes. POC’s Ventral Tempus MIPS is one such piece: a helmet made for wet and cold winter conditions, where being visible is absolutely critical in the low light of high latitudes. We take a look at how it stacks up against the best cycling helmets...

POC Ventral Tempus MIPS - the construction

The POC Ventral Tempus MIPS takes the same platform as the race-tested Ventral Air helmet and adds in a fully covered shell to make a lightweight helmet with solid weather protection. In addition, POC has added reflective striping visible from 360 degrees and designed colors that are visible in low light conditions. The shell prevents wind and rain/snow from reaching your head, which helps a great deal in staying warm on cold days. Though speed is not the primary aim, there is some aerodynamic benefit as well.

The Tempus portion of the name refers to the latin term for time, seasons, and weather, a nod to the winter-specific application here.

The helmet features Mips’ latest iteration, called Integra, which works a bit like POC’s previous rotational safety technology termed ‘Spin.’ The new Mips setup allows the head to rotate independently of the helmet but does away with the hair-net-style plastic harness harness layer that was present in previous Mips helmets which could easily get caught in long hair or create uncomfortable hotspots. 

This new system is vastly improved from a comfort standpoint, and reduces bulk as well as weight. I don’t know how it stacks up, safety-wise, with the previous version, and hopefully won’t have a chance to test it first hand.

The helmet is also specifically designed to work with POC’s range of sunglasses - including the Propel - for maximum integration, though it works fine with other sunglasses as well.

POC Ventral Tempus MIPS - the ride

On the road the Ventral Tempus MIPS is comfortable and unobtrusive, as the best bike helmets should be. It’s also noticeably more compact in shape than the old Octal, and even the Omne Air model. The updated Mips protection is just much more comfortable than the old version. The outer shell does a good job keeping wind and rain out, but without causing overheating. I’ll need to wait a couple of months to test it out and see how it fares when worn in warmer temperatures.

As for its aerodynamic capabilities, it does have a sort of dimpled aspect which I would guess performs better at high speeds than a standard vented helmet. However, unlike the best aero helmets, reducing drag isn't the primary objective here. The external shell also adds structural stability which could be advantageous in the event of a crash. Supposedly the angle of the trailing edge “reduces turbulence,” though I couldn’t discern anything unusual going on. 

POC has done a fair amount of research into the safety of being visible on the road, which was the impetus behind the AVIP line. AVIP stands for Attention, Visibility, Interaction and Protection and these design tenets inform several aspects of POC’s product line through color (bright orange), finishes and reflectivity for optimal visibility on the road. This is even more critical for a specialized winter helmet like this one, where low-light conditions are the norm. My test helmet is certainly very bright, and I hope this helps me stay safer around oft-distracted motorists on the roads.

Helmets, like shoes, are very fit dependent and there’s really no way to find what works best for you without trying out several different options. I usually get on quite well with POC helmets, and found that this one works well for me. I did notice some pressure from the foam structure on the back quadrants of my head, but it wasn’t uncomfortable. 

Value and conclusions

In terms of safety, all helmets need to meet the same safety regulations in the US, so they should theoretically all be equally as safe. There’s a bit more nuance to it though. 

Virginia Tech, a state university, has started doing independent helmet testing for a number of different sports, which has been hugely helpful to consumers looking to differentiate between different models on the market. They use a rating system to ascertain relative safety based on impact testing including both linear acceleration and rotational velocity. It does take them a little time to keep up with all of the helmets on the market, however, so not all new models have been tested yet. Previous POC models have received 4 and 5 star ratings.

As for weight and aerodynamics, more expensive helmets are usually lighter and more aerodynamic, so it’s a case of paying more for less, but less should mean more speed. Ergo, more expensive should mean faster!

There aren’t very many other winter-specific helmets available, which makes this one somewhat unique. At $280 / £240, there are going to be lots of lighter and speedier helmets out there, but maybe none with the same combination of weather protection and visibility, which is the raison d’etre for the POC Ventral Tempus MIPS. If those are your primary needs, then this helmet is a great option.

Specs

• Price: $280
• Colors: Cerussite Kashima Metallic, Fluorescent Orange AVIP
• Sizes: Small (50-56cm), Medium (54-59cm, Large (56-61cm)
• Weight: 312 grams, size small
• Website: pocsports.com

The Manta has long been one of the most recognisable aero helmets in the pro peloton. It was debuted by Mark Cadendish in 2015 and has now undergone redesigns to make it both faster and safer.

Does it drop weight? No. In fact the opposite is true: this new lid is slightly heavier due to the inclusion of MIPS safety tech, which is designed to provide protection against rotational impacts. Added safety is a big plus, and not many grams have been added in the grand scheme of things.

Helmet on, we put the MET Manta MIPS to the test to see how it compares to the best cycling helmets we’ve reviewed and highly rated. 

MET Manta MIPS: construction

The MET Manta MIPS builds upon the brand’s already successful aero Manta design. MET claims it has improved the aerodynamic performance of the previous Manta thanks to the lower and tube-shaped profile at the rear.

The Manta MIPS has been designed using wind tunnel testing using speeds of 33, 50 and 88kph to simulate group riding speed, race pace efforts, and full on sprints. MET used both a 77 and 65 degree head angle to see the results for those in a regular riding position as well as a more head down tuck when sprinting. 

The brand’s testing concluded that the Manta MIPS was 4 watts faster in the regular riding position and 3 watts faster in the sprint position compared to the old Manta. However it’s not specified what speed this saving was at and the Manta MIPS is also claimed to be 4 watts faster than leading competitors, again unspecified.

One of the key design features behind these watt savings is the use of an NACA Venturi tunnel and diffuser system, whereby air is channelled over the top of the helmet and out of an exhaust array to accelerate the air and give it a linear flow. This also promises to remove warm air from inside the helmet to aid cooling.

Although MET states that there are 15 vents in the helmet, 8 of those can be found in the diffuser complex at the back. Venting looks fairly minimal at the front but this is a common trend in aero helmets now. When riding at speed, the system does work well at dissipating heat.

The MIPS system used is the most up to date C2 lining which offers improved impact protection compared to previous iterations. 

MET’s Safe-T orbital retention system is used to keep the helmet securely on the rider's head. Before putting the helmet on, you can make several adjustments. There’s the choice of four positions for vertical adjustments, as well as the choice of two positions for occipital (side to side) adjustment. For the chin strap, a magnetic buckle is used.

MET Manta MIPS: the ride

When I first put on the MET Manta MIPS, I found it was a bit tight and there was a pressure point at the back of the helmet. Fortunately, after adjusting the occipital pads, both the pressure and sizing of the helmet on my head seemed to be remedied. 

Buckle adjustment was easy and another nice feature was that the sunglasses I use fitted nicely in the vents (they normally don’t due to a very curved arm design). The MET Manta MIPS sat quite small on my head - which personally I’m a fan of - and likely contributes to its aero qualities, especially when riding with a head up position. It looks a lot smaller on my head than pretty much any other helmet I’ve used or tried on. It also doesn’t feel at all heavy on the head, as the MET Manta MIPS is still fairly lightweight compared to most helmets I’ve used. 

Out on the road, the helmet was very comfortable even with the minimal padding inside. Airflow seemed good, but it was hard to tell exactly as the weather was only around 10 degrees. The front of my head did feel a little warmer than other aero helmets with front vents that I’ve used, such as the Lazer Vento KinetiCore. 

That said, my overall head temperature was genrally fine - probably in part due to the large exhaust at the back. At the end of the day, the most important region to keep cool is towards the rear of the head, where the hypothalamus is, as that helps regulate body temperature. 

Another nice feature was that sweat didn’t drop down into my glasses. This is often a problem I experience, even in lower temperatures and especially when overdressing, which I did several times over the testing period. 

Crash protection is supplied by MIPS C2 liner. It doesn’t have the same crash protection ratings as the Lazer Vento or the brand new Giro Aries though (top scorers on the Virginia tech helmet safety rating). Another small downside is the fact that the hardshell doesn’t extend all the way over the EPS foam inner, meaning that it may be prone to denting over the long term.

MET Manta MIPS: value and conclusion

At $260/ £220 and 249g, the MET Manta MIPS is very good value for an aero helmet. Other aero helmets include the Lazer Vento KinetiCore ($299.99 / £259.99), Specialized Evade 3 ($300.00 / £275.00) and Giro Eclipse ($250.00 / £240.00). While the HJC Ibex and Abus GameChanger are a bit cheaper, they lack any rotational impact protection system. The MET Manta MIPS also comes in at a bit lighter than the competitor helmets, at 249g, 1g less than advertised. The combination of proven safety tech, low weight, perceivable aero performance, and lower than average price for an aero road helmet, makes this helmet exceptionally good value!

Specialized’s Tone helmet appears to be pitched directly at individuals who want to eschew more conventional-looking cycling helmets, whilst offering superb protection and rider comfort at an astonishingly good price (less than $60/£65).

We put it to the test in a range of conditions to determine how it stacks up against the best commuter helmets we've previously reviewed.

Specialized Tone MIPS: construction

Specialized has taken a minimalist approach to the Tone. The outer shell is comprised of two parts with just two vents; one at the crown of the head and one at the rear. Inside there are three pads, one for the brow and forehead areas and two strips to cushion the top of your head. These sit on the vibrantly-coloured MIPS liner.

Despite the almost solid appearance of the exterior, Specialized’s website claims that internal channelling keeps air moving through the helmets as you ‘briskly ride along’.

Contrasting, adjustable Tri-Fix webbing splitters (chin straps) deliver easy adjustments to find the most accurate fit, as does the Headset SX fit system (rubberised dial) at the rear of the helmet. Another plus for rider security and safety is the Tone being supplied ANGi ready. When paired with the Specialized Ride App (for iOS or Android devices).

ANGi is a crash sensor that can determine whether you’re in need of help. In such a situation it can send an alert to selected contacts, along with your last known GPS coordinates and a message that you’re in need of help.

The shape of the Tone is more reminiscent of a skateboarding helmet, and has five subtle colourways to choose from. As the name suggests, each model comes in two different shades, from the Birch/Taupe combination of CW’s test helmet, to the attractive Deep Marine Metallic, which is contrasted by a black lower half.

Specialized Tone MIPS: the ride

Specialized has been making helmets since the 80’s and, just as its bike ranges expanded and became more diverse, incorporating better materials and technologies, so did the headwear. The American brand knows that today’s rider, whatever cycling they choose to do requires safer, lighter, better fitting and more functional head protection. Urban cyclists, want to keep cool and look it, while also not looking daft in front of non-riders.

The Tone is certainly understated, which will appeal to a large swathe of commuters who want a practical, versatile lid that matches their outfit for the workplace or spin out to meet friends.

Straight out of the box, the Tone was a doddle to fit. I just popped it on, adjusted the dial at the back and clicked the straps together. There was no need to fuss over how the straps fitted around my ears due to Specialized’s nifty Tri-Fix webbing design. It’s an innovation that means straps can’t pass over the ears.

During one ride, I’d popped into my local bike shop and the Tone drew a few comments, not least about the obvious lack of vents. I said that I was concerned how the helmet would feel in a city environment in the middle of August. As one of the staff wryly pointed out, humans lose most heat through the top of their head. 

However, this helmet is far more comfortable in warm weather than it might seem at first glance. The key to this is the way its aerodynamics are such that air is pulled in via a channel in the front of the helmet so that air passes over the wearer’s forehead.

Long-haired riders will find the gap between the base of the helmet and the adjustment dial a beneficial feature, as it is big enough to fit a ponytail through.

Specialized Tone MIPS: value and conclusion

With a super-competitive price of just $60/£65, it is hard to find fault with the Tone. Especially if you’re looking for something that doesn’t scream ‘Look at me, I’m a CYCLIST!’ In some ways, the appeal of the Tone is its lack of sexiness. It protects your head – thanks to its MIPS liner and reduced number of vents, which by return increase the area of solid protection for your head.

If you're looking for more ventilation and more bells and whistles - from integrated lights to an integrated fabric peak, the Bollé Halo React helmet could be more to your liking. It is much more expensive, though, coming in at $260/£220 

There are three sizes to choose from, S, M and L, so people with larger noggins may feel they’re needs aren’t catered for. The ease of use couldn’t be simpler and you’ll be hard-pressed not to find a colourway that generally suits your wardrobe palette.

But… I just couldn’t warm to the design of the Tone. From my initial reaction of ‘child’s potty’, I variously began to see myself as a budget Robocop, or one of the aliens from Mars Attacks! It may well be that face shape will help determine whether the Tone suits different individuals. As someone with a small head and slim features, the Tone looks rather bulbous and odd on me. Albeit, this was lessened by a pair of sunglasses. Maybe this is more of a helmet for the cool kids, rather than MAMIL me.

Taking its design cues from more conventional road helmets - featuring no less than twelve air vents - Bollé’ has given the Halo React MIPS a cool twist with the inclusion of a fabric peak, integrated front and rear LED lights and recycled materials throughout.

It's certainly fighting in the 'bells and whistles' category of the best commuter helmets - but how well does it stack up in this increasingly crowded market? We took it out in all weathers, day and night, to find out.

Bollé Halo React MIPS: construction

Bollé has put a clear commitment to sustainability into their impressive range of urban helmets, with the first clue being their use of ‘Eco’ in front of different versions of their React and Stance lids. The lining of the Halo React is made from 100% recycled material, as is the webbing of the straps.

Another key selling point of the Halo React is the incorporation of the MIPS safety system. This adds a low-friction layer between the padding and the cork/EPS foam protective layer, it allows a multi-directional movement of 10-15mm on certain angled impacts, intended to help reduce rotational force to the head.

Along with the two chin straps, which fasten with a magnetic clip, Bollé’s Click-To-Fit system is located at the back of the helmet, allowing the wearer to tighten or loosen the helmet by turning the rubberised wheel, about the size of a Boa dial.

Also located at the rear of the Halo React is a good-sized red rear light, which can be activated by simply pushing the rubber button in the centre. Pressing it a number of times allows you to select your preferred mode, from ‘solid’ to ‘flashing’ or ‘off’. Two rows of hidden LED white lights located on either side of the central vent at the front of the helmet add extra visibility.

Bollé Halo React MIPS: the ride

The initial feel of the helmet was that it was heavy (the Medium size supplied weighs in at 410g) but was well-constructed and felt ‘solid’. If you’ve ever pulled on an open-face motor bike or car racing helmet, there’s a certain similar weight and snugness that feels reassuring.

The chin strap closure is a little fiddley, as it uses a magnet to lock the two parts together and rather than conventional systems that click into one another, the ‘Fidlock’ slides together. Releasing it also proved quite challenging on several occasions, as the procedure is counter-intuitive if you’re familiar with conventional locking clips. In-ride, the straps remained secure, but the supplied chin strap was constricting if the helmet was fastened a touch too tight. However, the adjustment wheel at the back was easy to use, even while wearing thick gloves.

The internal padding is generous and does give the Halo React a cossetting feel. Sadly, the brow padding did create some pressure on the brow ridge. It wasn’t a huge issue but on a long commute or general ride, it did begin to feel like I was developing a slight headache. This left me wondering whether my normal size S would have been more comfortable. As it was, the Medium did fit but if you’re going to pay $260 / £220, I’d recommend you try before you buy.

The peak was super-handy during winter rides with the rain falling, as it kept the worst of the wet stuff out of my eyes. It also acts as a handy sun visor on more clement days. The peak is removable and Bollé provide a replacement pad which is a cinch to press onto the Velcro tabs to cushion your forehead from the quite sharp edge of the MIPS liner.

The large vents are very effective, and the helmet channels the airflow superbly from front to back. You can feel it exiting at the back of the lid, which will be delightful as the mercury rises, however in the teeth of winter, the size of the vents may be problematic. Unless, of course, your signature style for work is ‘wet, windswept and shivering rescue dog.’ If not, having a secondary layer to wear under the helmet should be considered.

Bollé Halo React MIPS: value and conclusion

The commuter/urban cycling market is burgeoning, with a variety of established brands competing alongside smaller manufacturers. Bollé alone has four different iterations of the React; ranging from the Halo with MIPS at $260/£220 through to the React Visor at $222/£180 and the Eco React (with or without MIPS) at $148/£120. 

The choice of what type of helmet you invest in will usually be based on aesthetics, individual needs, budget, trust in the brand and capabilities in an accident. In terms of price, the Halo React MIPS is at the upper end of the market and with their own website offering a similar product at a fraction of the price, it begs the obvious question: why spend more?

The answer might be the environmentally friendly qualities of the former, which are really quite outstanding. Add in the features such as the integrated lights and build-quality and you can see why Bollé has set the price and the standard so high.

The Kask Utopia Y is a substantive redesign of the highly acclaimed Utopia model, combining aerodynamics with aesthetically pleasing looks. 

There are no claims that it's faster than the outgoing model, though. What we do know is that it's claimed to pack in some useful user-friendly features, with revamped ventilation ranking highly amongst those. 

Looking every bit the part in the new Utopia Y, I put the helmet through its paces on my daily training to see what all the fuss is really about with this new performance orientated lid and what makes it one of the best aero helmets available.

Kask Utopia Y: construction

At the back of the helmet you will find a bigger dial with grippers to make tightening up the helmet much easier: at first I wasn’t convinced but it actually turned out to be a really great feature, especially for clumsy hands like mine.

Internally you will find generous padded inserts which are incredibly soft, helping to achieve very high levels of comfort. Not to mention, with my very sensitive skin, the helmet strap (which is made from synthetic leather around the chin) or padding neither irritated my skin nor caused a break-out - which is something I find often occurs from helmets. 

The Utopia Y has also passed  the Kask Rotational Impact Test, which is its own testing protocol to ensure that the helmet effectively protects the brain during rotational impacts. This is something I admittedly didn’t actually try out as luckily I stayed upright during testing.

Kask Utopia Y: the ride

I found that the Utopia Y fitted pretty well, especially regarding the straps which were really easy to adjust: not fiddly at all. However, I did feel that in size M the helmet felt somewhat roomy after fully tightening the ratchet at the back.

This was something which surprised me, given that my M size Kask Protone fits like a glove. Therefore I would definitely suggest trying on the helmet before splashing out, but other than that I didn’t have any issues and found it very comfortable and lightweight. 

If you didn’t already check yourself out in windows while riding past, you certainly will once you pop this lid on your head, wow. Undoubtedly this looks the part, it’s really a great design and feels both fast and lightweight.

I also enjoyed having fewer vents in torrential downpours as I found my hair stayed much drier and thus kept me a lot more comfortable than when I wear more vented helmets. Still, on warmer days when doing efforts, I didn’t overheat which I was pleasantly surprised about. 

Kask Utopia Y: value and conclusion

Overall, I really like this helmet. I felt that it performed well in a range of weather conditions and rides, making it a great all-round option for performance-focused road cyclists who are willing to fork out more for a high-end helmet.

I also think it looks really great. Something I feel other aero road helmets seem to struggle with: often looking a bit mushroom-like and bulky. But the Kask Utopia Y is genuinely a really good looking helmet, which is of course important for style conscious riders. 

But, as mentioned, it certainly isn’t the cheapest helmet on the market with an RRP of $300.00 / £245.00. But when compared to its competitors, namely the Lazer Vento KinetiCore which is $299.99 / £259.99 and the Specialized S-Works Prevail 3 at $300.00 / £275.00, I’d say it’s pretty fairly priced given the quality and performance. With the Lazer coming in at 291g for a size M and the Specialized being ​​280g in size M, the Utopia Y is also lighter than both at 260g, which is rather impressive for an aerodynamic road helmet. 

The MET Rivale MIPS is a mid-range, high-performance, do-it-all road helmet; it combines aerodynamic shaping with good ventilation, enhanced safety and a lightweight design. Is it really possible to be all things to all cyclists?

We strapped up our skulls and cruised out to see whether the Rivale lived up to its claims and how it compares to our best bike helmets for road cyclists.

MET Rivale MIPS: Construction

The Rivale MIPS consists of an EPS liner in a polycarbonate shell and the up-to-date MIPS C2 liner for additional protection from rotational forces. For a helmet with aero properties, the Rivale has a svelte look about it and doesn’t appear at all bulky on your head.

The overall shape and design of the Rivale aims to optimise ventilation whilst maintaining aerodynamics. The mainstay of this is the NACA vent (a low-drag air inlet which has a ramped and curved design) towards the rear of the helmet which channels the air over the top and back. In total there are 18 vents. Those at the front of the helmet are designed to maximise the ventilation to counter what is lost at the back due to the more aero design. Two of the front vents double up as sunglasses ports.

There are nine different colours available, all with a reflective MET logo for a bit of visibility. Our medium test helmet came in at 242g, which is a little less than the claimed 250g.

MET Rivale MIPS: The fit

The Rivale uses a “360 degree headbelt” for fitting, cinched up by a dial at the rear. This system is also height adjustable so you can ensure it fits snuggly round the base of your head. The straps are adjustable on each side as well as under the chin. They’re thinner than many helmets I’ve worn which gives them a nice soft feel.

The pads are comfortable and unobtrusive. As with many helmets they can be removed for washing.

Following the fitting guide we tested a medium helmet and found the fit and adjustability to be good, so much so that it seemed to nicely fit other heads that measure up as a small size. It’s worth checking the fitting guide even if you’ve worn a MET helmet before as the MIPS liners do take up space so tend to fit smaller than a non-MIPS equivalent.

MET Rivale MIPS: The ride

On your head the Rivale MIPS has a nice protective but also lightweight feel.
Ventilation was good and the more enclosed aero parts of the helmets didn’t make it noticeably hotter than other similarly priced helmets we’ve ridden. 

Since having it on test, the combination of the Rivale’s features, looks and comfort has made it our go-to helmet for road rides. It’s also been a really good commuter helmet, there’s plenty of clearance at the rear for a commuter backpack and the position of the vents means it can accommodate a centrally mounted bike light (or bike camera) if you need.

MET Rivale MIPS: Value and conclusion

At $185 / £150 the MET Rivale MIPS is really competitively priced compared to other similarly specced helmets we tested such as the Giro Helios Spherical ($290 / £240) and Specialized S-Works Prevail 3 ($300 / £275).

The MET Rivale MIPS does really seem to meet the lofty demands of the road rider who wants a bit of everything. Yes, there are helmets that are lighter, cooler, more aero or that offer more protection, but we’ve yet to come across one that does all of these things at this price point.

MET Rivale MIPS: specs

• Colours: Nine
• Sizes: S-L (52 - 61 cm head diameter)
• Weight: 240g (S), 250g (M), 270g (L) stated

Kask’s all-new Sintesi helmet ranks among the best road helmets we've tested. Its sleek, understated design blends in with multiple different riding genres, from fast road rides to more relaxed gravel explorations. 

This, coupled with solid build quality and WG11 safety group compliance makes the Sintesi pretty attractive, and even more so with its $120 / £90 price tag. 

Kask Sintesi: construction

Having built up a reputation for quality over the years, the bar for Kask's Sintesi helmet is set pretty high. Even so, when it comes to the build quality, those expectations have largely been met.

The seams between the inner EPS polystyrene inner construction and the outer polycarbonate shell are all very clean, making for a quality feel as well as polished aesthetic. 

Kask’s new 'ergo fit' retention system is nice and secure, too. The extensive vertical adjustability at the rear of the helmet allowed me to cradle my head from a nice and low position, making for a steadfast fit that felt very secure. That said, some additional padding here wouldn’t go a miss, but the plastic of the retention band is still softer and more rounded than you find on some other helmet models.

But, overall, the padding in place is pretty good. Kask boasts of its use of both antistatic and antibacterial materials in the Sintesi, which are both nice inclusions. Although only tested in sub 15°C / 60°F conditions, the vents did suck in a noticeable amount of airflow and was comfortable on faster paced rides.

Another nice touch is Kask’s somewhat signature synthetic leather chin strap - such a simple nicety which elevates the feel of the Sintesi, even if it is missing a magnetic clip found on other helmets, such as the Bontrager Solstice.

Regarding the Sintesi's safety ratings, Kask has developed its own testing protocol called the Kask Rotational Impact WG11 Test. This takes into account the helmets' performance against rotational impacts and is the standard that Kask measures itself against. 

The usual safety rating prodecures that all helmets must pass are also conducted, so the Sintesi has the usual CE EN 1078, CPSC 1203 and AS/NZS 2063 ratings as well.

The ride

The Kask Sintesi is available in a medium, (52-58cm) and Large (59-62cm) and boasts 11 different colours to choose from. Although there are only those two sizes, the rear adjustment mechanism offers a lot of adjustability both in the circumference and vertical placement of the retention strap. The latter in particular meant I was able to get the rear retention centimetre perfect on my head, providing a comfortable yet 'locked in' feeling. 

The only gripe I had was that on tightening the dial to reasonable tight degree, I would sometimes get irritation from the non padded plastic part of the retention system. That said, it's a pretty personal niggle, and only re-enforces the try-before-you-buy advice for helmets which we would always recommend. 

As for the shape, though, Kask has gone for a very safe straight-down-the-middle approach to the fit. Not super narrow and oval, but also not overly spherical in shape. This feels to me slightly wider than the equivalent S-Works Evade, but maybe a slightly narrower fit than some of Giro’s road going offerings.

All in all, though, the comfort and padding is pretty good, especially at this price point. And even on rougher terrain, I didn’t have any problems with the anchoring of the Sintesi. The feel is definitely helped out by a competitive weight of 230g (M), too - that’s not a lot of weight to be bobbing around on rougher roads and surfaces.

13 generously sized air inlets and exhausts did a pretty good job of keeping my head cool. Once again, though, one bone to pick here - no obvious spot for placing sunglasses in the vents. Not a deal breaker for everyone, but I love to have the option of a secure spot for the sunnies which isn't a rear pocket.

Value and conclusion

When you factor in the build quality, comfort and WG11 test protocol, $120 / £90 is great value for the Kask Sintesi. For example the Bontrager Stravos, a pretty similar helmet with Trek’s Wavecel safety technology comes in at $104.99 / £99.99, but weighs a full 100 grams more than the feather weight Sintesi. This, coupled with a versatile sleek design, puts the Kask Sintesi right up at the top of the shortlist for helmets in this price point.

The Lazer CityZen KinetiCore is the Belgian brand's latest commuter offering and is designed for city cyclists of all stripes.

Whereas the best road cycling helmets prize aerodynamics and the lightest of weights, the focus of the best commuter bike helmets is more on the practical usability aspects - such as comfort, visibility and any neat little extra touches, such as the Lazer CityZen KinetiCore's ability to be locked to your bike with a standard D-Lock. Here's how the new lid stacked up...

Lazer CityZen KinetiCore: Construction

We’ve covered this in our review of Lazer's Vento KinetiCore helmet, but let’s go into details on what KinetiCore is as a reminder. This is Lazer's in-house response to MIPS: an anti-rotational safety device aimed at reducing the chance of concussions in the event of a crash and reducing rotational force that goes through the head. Whereas MIPS is an additional layer of protection within the helmet, it is not a structural part. 

This is where KinetiCore shines, as the KinetiCore system is an integral part of the helmet design itself. Essentially, KinetiCore removes some of the EPS foam material (which is used in pretty much all bike helmets) and strategically places 'nodes' of EPS foam which act as crumple zones to distribute some of the energy/force in the event of a crash around the head rather than through it. 

Additional benefits of this include reduced plastics required in the building process, lighter weight, and improved airflow through the helmet - hence why the CityZen is able to have such few vents yet maintains decent airflow. The CityZen also has an additional outer KinetiCore layer for enhanced protection.

The outer hard shell is made up of the same material as police riot shields, so should be pretty impenetrable from objects - which to me does raise questions as to why there is a portion of it missing from either side. In the pictures I thought this was a vent, but there is foam and no channel through here. 

Lazer says both this and the front vent acts as an impact zone to deflect forces from both direct and rotational impacts. The shell does also seem to be able to come away slightly from the foam of the helmet, leaving gaps. The ABS shell also doesn’t extend all the way under the helmet, meaning that the foam is not protected and over time may get dented. 

The rear of the helmet has an attachment point for Lazer’s universal LED. It’s a nice optional extra, with both the helmet and the light still coming in together at a lower price than many competitors. I didn’t have a light to test the security of the fitting system during the test period, though.

Fit and adjustments are supplied via a fully adjustable chin strap which can be adjusted to suit where your ears are, while the rear has a more conventional 'TurnSys' (rather than Lazer's 'RollSys') adjustment. The helmet feels very secure on the head. There is also removable and wicking Polygiene padding to aid comfort.

The ride

Thanks to the highly adjustable straps, as well as the 'TurnSys' retention dial, the helmet was incredibly easy to adjust, and it fitted well. The padding is comfortable and the KinetiCore inner means that there are more venting channels within the helmet. The padding is also comfortable and easily removable for cleaning.

Out riding, the air intake through the front vent was pretty good, but with the back vents being quite small - and not many in number - the actual airflow through the helmet wasn't the best. The result is that cold air just pools around the top of the helmet, and the back and sides run a little hotter. There also isn’t anywhere to store sunglasses.

On the head, the helmet doesn’t feel heavy at all and is wonderfully comfortable. It does look a little wide and possibly mushroom-like, but at the end of the day if you’re wearing a helmet the main concern should really be safety. 

I am slightly cautious of the fact that the shell of the helmet I tested does appear to be able to come away slightly from the foam. I was also slightly surprised that given the double layer of KinetiCore and the outer shell that the helmet scored slightly lower than the Vento counterpart in the Virginia Tech Helmet Safety test, with the CityZen receiving a 4/5 and Vento 5/5.

Overall, I felt the helmet performed adequately for commuting in the colder weather at the moment. I do think there may be some limitations to ventilation when the weather gets warmer, though.

Value and conclusion

At $59.99 / £59.99, the Lazer CityZen KinetiCore is very good value when compared to other commuter bike helmets with rotational impact protection. The Kask Moebius comes in at $149.00 / £89.00 (without the integrated rear light, $160.00 / £119.00 with), while the Giro Caden Helmet II (MIPS) is $100.00 / £114.99. 

Although all these helmets come with rotational impact protection, the CityZen does really triple down on the crash protection, with dual layer KinetiCore tech as well as the flexible impact zones on the front and sides. However, even with that added protection, in Virginia Tech Helmet Safety testing it scored 4/5, whereas Lazer's very own road model, the Vento, achieved top marks, 5/5. The Vento is of course a much pricier lid, costing $299.99 / £259.99.

The Lazer CityZen with KinetiCore is a very good value helmet coming in at a price significantly below any competitors in the commuter helmet market with this level of safety protection - Lazer’s KinetiCore anti-rotation protection has scored highly in independent testing. 

The overall finish of the helmet is slightly lower quality than other commuting helmets I’ve tested, however those ones are more expensive. The performance is solid, possibly on par with some slightly more expensive helmets and this is a helmet I would happily commute in regularly.

The Kask Moebius Limelight is a tech heavy commuter helmet with integrated lights and a rain/sun peak - as well as boasting high safety credentials, including the WG11 standard which covers rotational impacts (similar to MIPS, which is used by other helmet brands).

This does make the Kask Moebius Limelight more expensive than many of the best commuter bike helmets, but compared to its similarly high-tech peers the price is is quite in line with the market. The question of value really pertains to whether you just need something simple and at as low a price as possible, or whether you're after more of a premium product.

We'll take you through what the Moebius Limelight has to offer, how it stacked up on test, and how it compares with the competition. 

Kask Moebius Limelight: construction

The Kask Moebius Limelight straight away looks really stylish. The scratch resistant matt hardshell outer extends all across the helmet and the undersides so that the foam that makes up the majority of the structure doesn’t get damaged from being placed on any surfaces. At the front there is one large vent with two exhaust ports at the rear. Internal channelling helps to funnel the air over and around your head to aid ventilation.

The chinstrap is made of a synthetic material with part synthetic leather to give a more premium look and feel. It’s fully adjustable around the ears and also in the length of the strap and clips comfortably in paces with ease.

Although not light at 483g for a size Large, it doesn’t feel overly heavy on the head, and the fit is brilliant with the 'Ergo' adjustment keeping it very secure on your head and very comfortable. WG11 is Kask's own proprietary test for rotational impact protection, with a minimum test speed of 6m/s as those were found to be the most realistic speeds at which crashes occur. 

The result is rotational protection that had previously been lacking from Kask helmets and brings them up to date with MIPS and Lazer’s Kineticore rotational protection systems. This WG11 testing protocol is based on research and testing into motorbike crashes and helmet protection studies and protocols in that field. Kask has then taken those protocols and adjusted them for cycling specific scenarios and ensured that all their helmets meet the standards to pass this WG11 test. It is based on the scientifically proven Brain Injury Criteria (BrIC) which must be lower than 0.68 to avoid brain injury. All Kask helmets pass with a score of 0.39 or lower.

The pads in the helmet are all removeable and washable, as well as being replaceable to keep the helmet from getting stinky over time. The peak is made of a soft material and designed to keep rain out of your face when commuting. The Limelight clip is simply attached to the back of the helmet.

The Limelight itself is a very simple but effective light. It is charged via USB C and has a maximum battery life of 11 hours. It has five modes: steady low, steady medium, steady high, flashing low, and flashing high, all of which have a good range of vision above 180 degrees.

The ride

Straight away the helmet fits very comfortably. The 'Ergo' fit adjustment was easy to use and left the helmet feeling very secure on my head without any pressure points. Strap adjustment was easy as well as fitting the peak and the limelight on the back.

I was initially wary of how secure the limelight would be, but as long as you ensure you’ve clipped it in properly (if you haven’t it will fall out the moment you let the light go), it won’t budge even when riding very potholed roads.

The weight of the helmet is fairly high when compared to other commuting helmets, but with a light, peak and rotational impact protection in size Large, it isn’t bad. Nor is the weight noticeable on your head once you are riding. I usually ride with a lightweight road helmet with lots of ventilation, and the weight difference between those and the Moebius wasn’t noticeable on winter rides. 

What was noticeable, however, was the ventilation - or lack of. With it being winter and less than 10 degrees Celsius, I wasn’t wanting a super well-vented helmet anyway, but the lack of airflow meant that the helmet wasn’t exactly cool even in these colder conditions. 

For comparison, the Giro Ethos has better ventilation, similar weight, and lights fitted - but it is significantly more expensive. Ventilation is often something that is forfeit when the price of a helmet comes down.

The Limelight itself performed well - with the fact it’s removeable making it far more easy to charge than integrated lights, which require the helmet to be perched next to the charge point. I also appreciate the use of USB-C with that becoming the European standard for charging and meaning I don’t have dozens of different cables lying about. 

Thanks to this and the anti-scratch hardshell which covers all the helmet, the longevity of this helmet is likely to be very good. I’m also a big fan of all the colour options available, which are both stylish and either subtle or bold in their colour. The lines down the side of the helmet also do just make it look more sleek. It’s probably the best looking commuter helmet I’ve seen so far.

Value and conclusion

At $160.00 / £119.00 this helmet isn’t a bad price, especially when compared to all the current racing helmets which can be easily double the price!. Compared to, say, the Giro Ethos MIPs (£239.99/$250) this Kask is significantly cheaper - although it lacks the front lights and the same levels of ventilation. However it is more comfortable for me, looks better, and has more colour options available with the same impact protection capabilities. 

That said, the Lazer CityZen is a similar option with comparable ventilation, some decent colour options, and comes in at £59.99/$59.99 with their universal LED which fits directly onto the back of the helmet for a further £29.99 (£89.98 total). I do find the Kask more comfortable, though, and that is an important consideration when selecting a helmet. A lot of that is down to personal preference and fit, so trying before you buy at a local bike shop is ideal. 

The Kask Moebius Limelight offers a very stylish and comfortable helmet to wear for your commutes, whilst also boasting up-to-date and scientifically proven rotational impact protection to reduce the likelihood of brain injuries in a crash. 

The helmet looks superb and the limelight is an effective method of improving visibility out on the road. However, the lack of vents does mean that airflow is not great even in cooler conditions, so in hotter weather the helmet may prove to be too warm. 

Value wise it is better than many options with integrated lights, but is beaten by a few more budget friendly options. But the sublime comfort is worth a lot and the hardshell with scratch resistance and full covering do make this helmet more likely to be in top condition for a longer period of time. 

The Ethos MIPS is Giro's commuter helmet which benefits from both front and rear LED lights as well as 'remote handlebar-activated turn signals' (more on that later!). MIPS safety technology has also been incoorporated into the design to provide protection against rotational forces in the unfortunate event of a crash. 

Is this all-in-one helmet the ideal solution for commuters and one of the best commuter bike helmets? If you want the ability to indicate clearly and safely, then perhaps this will be a gamechanger that's worth paying that bit extra for...

Giro Ethos MIPS: construction

The Giro Ethos MIPS helmet uses a combination of foam (for the internal structure) and a full external hard-shell covering in its construction. In addition to this, Giro has integrated a Multi-Directional Impact Protection System (MIPS), providing better protection against rotational and angular impacts. 

The TPU brim acts as a useful rain guard for your face, whilst the 'Roc Loc' retention system helps ensure that the helmet stays firmly in place on your head. The straps are easily adjustable around the ears and in their total length and features a magnetic locking system which is easy to use and secure.

At the back of the helmet is the control button for the lights and the charging port (which uses USB-C). The lights themselves include two white front-facing LED lights with 45 lumens of power and two rear LED red lights at 30 lumens. 

When indicating, the direction you are turning, one set will flash amber/orange, whilst the other side-lights will continue to shine white or red. 

The indication and flash rate of the helmet lights can be controlled by the handlebar mounted remote, which has a visual display that the indicator is on and can also be used to cancel the indication. 

Ventilation is supplied by 12 vents and internal channelling, whilst inside there is antibacterial quick dry padding to help keep your head comfortable. The weight of the helmet is claimed to be 455g but was measured at 470g on our scales.

The ride

The Giro Ethos MIPS was very easy and intuitive to use in regards to the lights. A long hold at the back to turn it on and a quick press to change the brightness of the flash or to change to the solid beam to different brightnesses. 

Connecting to the handlebar remote was also very easy for using the indicators. The fact that while indicating you get a visual cue on the remote is very useful, and the helmet also beeps to let you know that you are indicating. Strangely, you can turn the helmet off with the remote, but you can’t turn it back on. 

Adjusting the straps on the helmet was very easy. The fit can be tailored around the ears as well as the overall strap length, making the fit very individualised. One issue I did have with the size medium was that the helmet was a little tight around the sides of my head. This is something I’ve had before with Giro helmets and I think is just to do with the shape of my head, as normally a 55-59cm helmet fits me fine. The magnetic buckle was a little fiddly to get right the first time, but since then it has been easy to attach and detach. 

Riding in temperatures between 5 and 15 degrees, the ventilation in the helmet is more than enough, and a bit cold when at the lower end of the temperature range. For commuting, which is what this helmet is designed for, the ventilation is fine; for anything higher intensity it may be a little too warm. 

I found the lights to be really quite good. I wouldn't use them as my only lights when riding at night - 40 lumens doesn't illuminate much of the road - but in terms of boosting your visibility for other road users, they really do stand out. 

The turn signals are very clear and stand out well. For urban commuting with side roads and the need to move into the middle of the road to make turns, I think this is a gamechanger. The indicating lights ensure that any traffic around you is fully clear of your intentions and, thanks to the remote on the bars, you can indicate while keeping both hands on the bars and the brakes - making it safer than sticking your arm out. 

Value and conclusion

There are a few other options when it comes to helmets with inbuilt lights. The Kask Moebius Limelight ($160.00 / £119.00) is cheaper but only has a rear light. There is also the Lumos Ultra with MIPS ($189.95/ £150.00) which has front and rear lights but no indicator - although it is nearly 100g lighter. Then there's the Lazer CityZen KinetiCore, which can have a rear LED fitted and comes in at only $69.99 / £59.99, as well as boasting anti-concussion protection and weighing 420g. 

So, the Ethos is expensive, but it does offer something I haven’t seen on any other cycling helmets with the built-in indicators. It also has great up-to-date safety features. So, the value really comes down to whether you think you’d benefit from the indicators - or if you'd be better off with a regular set of lights.

The Giro Ethos offers something that no other helmet does: the ability to use indicators so that you can keep both hands on the bars and brakes, whilst still indicating your intentions on the road to other road users. In practice, it is very effective and in busier urban environments it really is brilliant. The main lights themselves don’t offer great road visibility, but they do help make you more visible on the road. 

The fit of the helmet feels a bit narrow personally on me, and weight is high but not noticeable once riding. The MIPS protection is a proven safety feature worth having, and the ventilation the helmet offers is perfectly adequate for commuting. 

The price is high, but if you want the ability to indicate clearly and safely, this may be a bit of a gamechanger for you.

Cannondale hasn’t been in the helmet game for long, but its modest range covers several disciplines - with many helmets boasting MIPS protection. I've been lucky enough to test the Junction, intended to appeal to anyone dabbling in both on and off-road riding and one of the best commuter bike helmets. 

Price-wise it's pitched as a budget option, I was keen to see how it compared to other similarly priced options among the best budget cycling helmets that are well suited to casual riders and commuters.

Cannondale Junction MIPS: Construction

The Junction’s short front end is offset with some stylish profiling and a removable peak; Cannondale has done a good job of avoiding a ‘casual commuter look’.  

23 vents of varying sizes, shapes and profiles are positioned to promote air intake. Interior channels, arguably above the Junction’s price point, encourage airflow along the length of the helmet to the rear ‘outlet ports’.

The MIPS insert has a reassuring amount of play; it should effectively dampen rotational forces in the case of an impact.

The helmet is finished off with a microshell, again, a tidy affair for the price point. The upper element has a classy matt appearance, the lower level is a gloss one.

The helmet is available in two sizes, S/M and L/XL, and comes in three different colours: black, grey and blue (the US market have two further options, ‘quicksand’ and ‘black cherry’).

Cannondale Junction Adult Helmet: the ride

Getting the helmet set up size-wise is worth the effort. There’s potentially three different height ‘settings’ thanks to a row of pop-out nipples incorporated into the basket. I say ‘potentially’ as Cannondale don’t mention (on their website) whether having just one of the nipples engaged is sufficient. At worst you have two height options.

A rear dial, sufficiently profiled to work effectively with gloved fingers, winds in the cradle's circumference. While I’ve found the S/M (claimed to fit a 54-58cm head) to be a perfect fit, some might struggle with just two size options though so trying before you buy might be advisable.

There’s loads of length to the straps and once adjusted you’ll likely want to cut off the excess. They are far from easy to feed through the v-shaped splitters but effort is rewarded with straps that can sit clear of your ears, plush to your face and don’t slip through the splitters. This secure hold is helped by the serrated rear side which creates plenty of friction. 

On the bike, the helmet feels comfy and stable. At 280g (S/M) it’s pretty light for a helmet (with MIPS) at this price point. That said, its target market might not all be concerned with saving grams anyway. 

The visor isn't as substantial as some, Cannondale even refer to it as a 'mini-visor'. It’s stable and good to have as an option; removal/reattachment is a breeze.

Ventilation is, in my opinion, average. MIPS inserts can often work against any interior airflow channels and the Junction is a classic case; I find I get a build-up of heat (which leads to condensation) at the rear end of the helmet if I'm really working up a sweat. For casual riding, this simply isn't an issue. Intense efforts are more problematic, you can see the after effects of an interval ride in the photo below. This will also depend on how well-endowed your head is already; I have a good layer insulating hair in situ which makes things even worse!

Cannondale junction Adult Helmet: value and conclusion

There is an increasing number of budget helmets available featuring MIPS; comparable options include Smith Optic’s Signal MIPS for $85.00 / £64.99 and the much pricier Met Vinci MIPS ($129.00 /£100.00. 

Cannondale's Junction surely launches them to the fore of the budget-helmet-with-MIPS category; being two-way adjustable, relatively lightweight and stylish, it boasts more than many.

Cannondale Junction Adult Helmet: specs

• Weight: 280g (S/M)
• MIPS
• Vents: 23
• Sizes: S/M, L/XL

Following on from the successful collaboration in the summer which saw the release of EF Education’s Tour de France and Tour de Femmes kits, Rapha and POC are back again with a two special edition helmets for road and gravel.

There are two POC models available, firstly the Omne Air with MIPS which comes in stone or navy colours with a ‘contour-line’ design and retails for $190 / £140. Alongside the Omne Air is the Ventral Lite, the, err, lightest of POC’s four Ventral helmets which we look at here.

Rapha + POC Ventral Lite: construction

First up, the Rapha part of the collaboration. For the limited edition release Rapha has returned to its classy style routes and has ditched the lurid hues of EF’s kit for the greyscale. There are white and black versions of the Ventral Air – although I’d personally describe the black it as "very dark grey-navy" – with a lined pattern on the shell which rather looks like small fan vents (I think I can see what they’ve done there). Design is completed with simple Rapha logos on the rear of each side and POC’s logo at the back.

For POC’s part, the Ventral Lite hasn’t changed in design since its release early in 2021. This is a helmet that’s designed to minimise weight and maximise ventilation with everything else scaled back to achieve the goal. The medium is a claimed 200g, the small I had to test weighed in at 170g which is a whopping 30% less than my Specialized S-Works Prevail. 

The retention system uses a circular nylon string which runs through the helmet’s cradle and band, and cinches up via a dial. I found this to be really effective and comfortable. Side and chin straps are kept minimal with just a single slide adjuster on the chin buckle.

Rapha + POC Ventral Lite: the ride

Out the box there's very little to do except wind in the retention dial, clip and cinch up the buckle and then marvel at how astonishingly light the helmet feels. It really has to be felt to be believed.  

For fit the Ventral light comes in three sizes and two fits (standard and wide) which is a huge positive, a helmet is useless if it doesn’t fit you properly.  There are useful sizing charts on Rapha’s website so you can check which will fit you best.

The 14 huge vents and six rear ports keep the air flowing through the helmet. Sadly there has been no testing on hot Alpine climbs to verify the effectiveness of these in proper conditions but I've certainly been able to feel plenty of the cool British wind blowing across my head.  

A helmet so pared back for weight-saving is always going to have its downsides. Personally I find the straps are a little wide above my ear and there’s no slide adjuster to change this angle. This lack of adjustability also means that you can’t re-position the chin clip if it doesn’t sit centrally; probably not a deal breaker, just something that feels a little odd. 

There’s no rotational protection such as MIPS on this particular version of the Ventral. It does, of course, meet relevant safety standards in the EU and US (different versions for each region). 

Rapha + POC Ventral Lite: value and conclusion

Pricing for the Rapha POC helmet is $325 / £230 which is exactly the same as the POC helmets without the Rapha design and branding. By my calculation that means you can grab some Rapha kit for absolutely no money at all which you may see as an total bargain. 

In comparison to other lightweight helmets, the Rapha + POC offering is a little more money but also a little less weight. The closest competitors we've tested are the Lazer Genesis ($250 / £210 for 205g helmet) and the Kask Protone for ($240 / £200 for 220g helmet). 

Overall this is an incredibly lightweight and airy helmet with added bonus points of Rapha design and branding. It's never going to suit the safety purists with its slimmed down design but if you are one for gram counting and style, you'll likely love it.  

Rapha + POC Ventral Lite: specs

• Sizes - small, medium and large in standard and wide fit
• Weight - 200g medium (claimed), 170g small (as tested)

I’d recommend people read Lazer’s ‘about section'' with their ode to Henri Van Lerberghe winning the 1919 Tour of Flanders, the same year Lazer was founded. It’s very entertaining. 

Lazer is a renowned and well-known Belgium helmet maker, gracing the heads of many world tour teams including Jumbo Visma and FDJ Suez Futuroscope as well as several National cycling teams, such as GB. They’ve been a common sight on the top of winning riders' heads in many of the biggest bike races. 

Lazer Vento KinetiCore: construction

Firstly, what is KinetiCore? This is Lazer's in-house response to MIPS, an anti-rotational safety device aimed at reducing the chance of concussions in the event of a crash and reducing rotational force that goes through the head. 

Whereas MIPS is an additional layer of protection within the helmet, it is not a structural part. This is where KinetiCore shines, as the system is an integral part of the helmet design itself. 

Essentially, as part of the EPS foam which makes up pretty much all bike helmets, KinetiCore removes some of the material to leave strategically placed nodes of EPS foam which act as crumple zones to distribute some of the energy/force in the event of a crash around the head rather than through it. 

Additional benefits of this include reducing the amount of plastic required in the building process, a lighter weight, and improved airflow through the helmet – hence why the Vento is able to be so low on vents yet maintain good airflow.

The helmet feels nice and looks well-constructed. The KinetiCore inner seems very solid, and it may sound odd, but I feel a bit more comfortable about the prospect of crashing in this helmet than with others I own.

The straps are very easily adjustable and they don't flap about. The roller retention system at the back is pretty good and an improvement on previous Lazer helmets, due to being larger, grippier and thereby allowing you to do smaller micro adjustments. That said, I do prefer a regular dial still. The lack of dial on the cage does make it ponytail-friendly though. 

Putting the helmet on is a little bit of a faff because you have to hold the retention cage in place, but once you have the helmet on, it feels secure on the head and has good coverage. The padding inside also feels comfortable and although there doesn’t appear to be that much of it, it’s more than adequate. 

The vents on the side are supposed to accommodate sunglasses and hold them, but in practice I found it difficult, even when trying many different models. The rubber grippers do mean the glasses stay in place when stationary, but with the holes being so small only a small portion of the arms of the glasses actually reaches into the helmet and it just doesn't feel so secure.

A big plus for this helmet us that it has been independently verified with a five star safety rating and, at the end of the day, the main purpose of a helmet is to protect our heads. 

Lazer Vento KinetiCore: the ride

Going out on the first ride the temperature was about 63°F / 17°C, so not exactly cold but also not really the scorching temperatures we’d want to properly test the ventilation in. 

The helmet performed well straight away and, via the two large vents at the front, I could feel cool air passing over my head. Another thing that I noticed was that when there was a crosswind, I could feel the back of my head getting cold. Potentially this could be due to what Lazer describes as the Venturi ventilation effect, meaning that the air is expelled out of the rear vent faster than it entered. 

It’s why the vents on the side of the helmet at the front are quite small but still serve a purpose in with increasing the speed of the air behind the helmet to increase the amount of airflow. It’s hard to say exactly how well this works, but I didn’t find the helmet got too hot on my initial ride, even with some fairly flat out efforts thrown in there to build up heat. 

When I did do some longer, slower climbs, ventilation was similar to other aero helmets I’ve tested – and to a few specifically well-vented ones as well. I also didn’t get any issues with sweat dripping down onto my sunglasses, which I find can be a problem with quite a lot of helmets. 

In terms of aerodynamic performance, the Vento was designed and tested at a 15° angle as that was deemed the angle that most of their pro riders had their heads during a sprint. It was a noticeable when putting my head a bit down and going on the attack I did feel like I was gliding along the road. 

It was also noticeable on my test loop that I went a bit faster than usual for the same power and heart rate – although this isn’t a particularly accurate measurement. Aerodynamics will also always be dependent on how the helmet interfaces with the rider and it's a lot more complex. But from personal experience of using plenty of aerodynamic and non-aerodynamic helmets, this did feel “fast”. 

Personal preference of course, but I think the helmet also looks really good and doesn’t look like a mushroom when it’s on your head, although based on current aerodynamic trends – perhaps a mushroom helmet will turn out to be the fastest helmet. 

The Lazer Vento KinetiCore also feels very comfortable in use and I never felt any pressure points on the sides of my head, which has been an issue with some helmets before.

Lazer Vento KinetiCore: value and conclusion

At $299.99 / £259.99  it is not a cheap helmet, but sits well in the price range for high performance helmets. At 291g for the medium, it is heavier than some of the competition, with the Evade 3 coming in at 260g (CE) and 290g (CPSC) and only slightly more at $300 / £275 . The Giro Eclipse which we recently reviewed is $290 / £239.99 and only 270g (M). So value-wise it sits in that ‘high performance helmet’ bracket. The 5-star independent safety rating is a big selling point to me, but overall I'd say you wouldn't be buying this based solely on the price.

If you want one of the best aero helmets then the Lazer Vento is a very fast choice with a good level of ventilation when at speed. Although we haven’t got independent testing, it does feel noticeably fast when out on the road and has achieved many wins at the highest levels in cycling. 

It’s very comfortable to wear and the retention system is a big improvement on previous Lazer designs. The glasses port is not particularly good as it is a bit too wide for most glasses. The helmet is also on the heavier end of the spectrum but not noticeably so for me personally. 

In terms of value this is an expensive helmet, but the most important part of the helmet in my mind is how much it protects the head, and the amount of crash protection and anti-concussion technology in this helmet makes it well worth it to me. 

At the Grand Départ of this year’s Tour, American bicycle brand Specialized launched the newest iterations of its three flagship helmets. The airy Prevail, the aero Evade road and the TT5 time trial lid all received makeovers with safety and airflow at the center of focus. 

We reviewed the breezy S-Works Prevail 3 road helmet here, but don't move away too fast.  Even if tucking low and getting aero, finishing sprints or chasing KOMs aren't your top priority, the Evade with its improved airflow and comfort deserves another look, not just as one of the best aero helmets, but a potential all-rounder and one of the best bike helmets for road cyclists. 

Specialized S-Works Evade 3: the Updates

The Evade has been a firm favorite of Cycling Weekly staff for a while now, and I personally have spent quite a few races wearing the OG Evade back in the day. This third generation S-Works Evade promises to be better ventilated and more comfortable than ever before while not losing its existing aero benefits.

In fact, Specialized states that the S-Works Evade 3 has 10% better airflow and ventilation compared to the last version while holding on to its rank as the ‘most aero road helmet’ in the peloton.

To generate a better airflow, Specialized engineers spent a lot of time behind computers playing with Computational Fluid Dynamics and subsequently, testing designs inside the windtunnel.

In the end, the ventilation benefits were gained from larger vents in the front and re-designing the helmet’s entire rear end, building a ‘diffuser’ to minimize drag while the diffuser’s four sizeable vents draw and release air through the helmet.

The previous iteration of the Evade was faulted for the lack of MIPS — a Multi-directional Impact Protection System has become a bit of a standard in the best cycling, snow sports and equestrian sports alike. It also got critiqued for its large, hardly adjustable straps and use if a magnetic closure. 

This third version has improved in all fronts: it’s for a standard buckle, adjustable straps with thinner 10mm webbing to minimise strap noise. and a proprietary MIPS safety feature called “Air Node.”  MIPS is a system designed to reduce the rotational forces transferred to the head in the event of a crash, and this usually takes the shape of visible —often yellow— thin plastic cradle inside the helmet. Yet in case of the Air Node, the system is integrated directly into the helmet padding to negate the addition of another layer and allow the air to flow freely.

Finally, the Evade III is also compatible with Specialized's ANGi Crash Sensor, which fits on the adjustable rear strap and will detect a crash and notify your emergency contact through an app.

Now it’s important to note that the Evade III is not necessarily faster than the previous edition, so it’s not an upgrade in that regard but with its increases in comfort, it’s meant to be the best —fastest— choice, more often. 

Specialized S-Works Evade 3: Fit and ride feel

We received the all white S-Work Evade 3 for testing but luckily there are a variety of colors available to match your kit or bike. 

The Evade 3 looks as sleek as ever but now with a shorter and rather square end. It may not look quite as aero as before, but the huge vents do suggest a cooler head.

I wore it through the unusually dry and often stifling summer and was impressed with the all-around comfort of the third gen Evade. 

I tested a size small and did find it to be a tad narrow on the sides, so I would suggest trying one on before purchasing or perhaps sizing up. 

The adjustable webbing and rear-end mechanism is certainly improved from previous versions for easier use and a better fit. I definitely prefer these thinner straps as well. 

At 290 grams for the Evade 3 is no featherweight. It’s a fair bit heavier than the Rudy Project Nytron at 250g, but not too far off from aero lids like the Giro Eclipse Spherical or the POC Ventral Spin, which weigh in at 277g and 280g respectively. 

With that said, I didn’t find those extra grams distracting from my ride by any means. In fact, when it comes to the new S-Works Prevail 3 or this S-Works Evade 3, despite their differences in intended use, I’d say that any average cyclist, who may not have a quiver of helmets to their disposal, would be very happy with either helmet. 

Specialized S-Works Evade 3: value and conclusion

Of course, as with anything in the top-end “S-Works” line, you’ll find the Evade III at the higher end of the price scale.

However,  if you’re looking for a MIPS-equipped helmet that has aero benefits while also being comfortable in a variety of weather conditions, the Evade III ticks all the boxes.

It’s certainly the best Evade yet, and impressive in its combining of aero benefits with all-day wear comfort. 

To showcase its latest advances in aerodynamics and venting, Specialized launched new iterations of its three flagship helmets at the Grand Départ of this year’s Tour. Despite Specialized’s “it takes a quiver to win” approach— suggesting one should own a quiver of helmets for optimal performance — everyday riders can rest easy knowing that the Prevail will serve most of your road or gravel riding needs. 

Specialized S-Works Prevail 3: the updates

Specialized always sets out to better its previous product lines. And while performance is still at the heart of everything Specialized does, for this third iteration of the Prevail helmet, the ‘better’ in its case means ‘airier’ and ‘safer’ rather than the ‘lighter’ or ‘faster’ comparatives so commonly thrown around in the cycling world. 

The Prevail was already Specialized’s most-vented helmet, and this third gen helmet appears to be pushing the limits of openness while still being considered a safety device. 

Built around a visible aramid and carbon cage called the “Air Cage”, the Prevail 3 has been stripped of the usual EPS foam bridges to improve ventilation by 24.5% over its predecessor. 

Upon impact, the cage works as a suspension bridge, designed to distribute localized forces throughout the helmet and meets the same safety standards as the EPS foam does. 

“The conventional approach to helmet design is that more foam (EPS) means better energy management. We re-wrote the book on cycling helmet design by innovating beyond foam,” Specialized states.

What’s more, the new Prevail features an all-new MIPS technology called AirNode. Nowadays, MIPS or Multi-directional Impact Protection System has become a bit of a standard in the best cycling, snow sports and equestrian sports alike. The system is designed to reduce the rotational forces transferred to the head in the event of a crash, and this usually takes the shape of visible —often yellow— thin plastic cradle inside the helmet. Yet in case of the Air Node, the system is integrated directly into the helmet padding to negate the addition of another layer and allow the air to flow freely.

Lastly, the Prevail 3 is also compatible with Specialized's ANGi Crash Sensor, which fits on the adjustable rear strap and will detect a crash and notify your emergency contact through an app.

All in all, the Prevail 3 package is not only Specialized’s most vented helmet it’s made yet, it’s also among the the highest-ranked road helmets by Virginia Tech, a leader in third-party helmet safety testing.

Specialized S-Works Prevail 3:: Fit and ride feel

The S-Works Prevail 3 is equipped with an adjustable Tri-Fix web system and an updated, thinner 10mm webbing that’s meant to minimize strap noise. There’s a small and lightweight micro-dial fit system with height adjustability at the rear of the cradle for easy on-the-go fit. 

Helmet fit is of course personal based on head shape and hairdo, but the Prevail in my experience has always been a comfortable helmet without any bothersome pressure points.

I tested a size small, my usual helmet size, and will note that the fit is a tad narrow on the sides. That’s not a problem for my head, but if you’ve got a rounder-shaped head, you may want to consider sizing up or trying on the helmet before buying. 

While the web system sits relatively shallow on the head, the foam and body of the helmet is surprisingly tall, measuring nearly 14 centimeters tall at its highest point. Paired with my particular head shape and perhaps larger forehead, the helmet looks rather tall, large and well, very present, especially in the stark white colorway reviewed here. A different colorway and a few graphics or lines may help with the aesthetics and the S-Works Prevail 3 does come in seven different colors. 

Any appearance concerns are quickly forgotten when riding, however, as is the helmet itself. Even in 32°C degree weather, the helmet’s airflow is unrivaled. No sweat in the eyes, no salt-stained helmet straps…the helmet simply seems to disappear in its unobtrusiveness —

which is exactly what I want out of a helmet: to keep me safe when I need it but stay out of the way at all other times so I can focus on the ride. 

The only downside of vent holes the size of these is that there’s little protection against bugs or  wind-tousled, awesomely bad helmet hair. 

At 280 grams, the Prevail 3 isn’t exactly a featherweight either like the new Kask Protone (230 grams) or Lazer Genesis (205 grams), however its breezy comfort easily makes up for those grams. 

Specialized S-Works Prevail 3: value and conclusion

As with most things Specialized, innovation and comfort comes at a cost. The $300.00 / £275.00 retail price places it among the most expensive, non-aero helmets on the market but its ventilation is unmatched. If you live in a hot climate and you can afford it, it’s definitely worth considering its ventilation, all-round comfort and safety rating. 

Bell has played a blinder with the XR Spherical, a helmet that combines great looks and practicality with the marque’s most advanced head protection technology. Combine that with an easily-adjusted cradle, one-handed magnetic buckle and a host of other user-friendly tweaks and you might just have the best helmet on the market for all-rounders who mix up road, gravel and trail riding. 

Bell XR Spherical MIPS helmet: construction

Superficially, this is yet another helmet with an expanded polystyrene body and a thin co-moulded outer shell  to ward off everyday bumps and scrapes. But there’s an awful lot more going on under that shell.

The main body is constructed in two pieces, an outer made of the aforementioned expanded polystyrene and an inner of expanded polypropylene. They can move independently; you can literally wiggle the inner shell around inside the outer. That’s the ‘Spherical powered by MIPS’ feature, the idea being that the outer shell can move to absorb a glancing impact.

This feature suggests a better level of protection than many helmets, though it’s noticeable how cautious Bell is about claiming that. Only three MIPS Spherical helmets have been tested by Virginia Tech’s STAR evaluation system, though they all scored five stars.

The inner shell extends a couple of centimetres more down the back of your head than a usual road helmet, for a bit more protection if you come off backwards. That’s a clue that the XR isn’t just for tarmac, but for various styles of dirt riding too. 

Proper gnarly types will probably want something burlier like Bell’s Super Air Spherical, but if your riding mix encompasses asphalt, dirt roads, and trails, the XR is the one helmet to rule them all. 

The XR Spherical has lots of clever design touches that help it achieve this. Fourteen large vents in the outer shell let plenty of air through, which is vital whether you’re speeding through the woods or grinding up a climb, and there are vents between the inner shell and cradle to pull more air over your head. 

The dial to snug down the Float Fit occipital cradle is coated with rubber to make it easy to grip, and at the front the padding extends under the brim to wick sweat away from your forehead.

Bell’s UK site talks about “weight reduction like never before” which is a bit silly. Our size L helmet weighs 317g; an M is claimed to be 285g. Those are good numbers for a helmet with off-road-style rear coverage, but there are lighter MIPS helmets, including the Aether and Helios from Bell’s sister brand Giro. 

To help give drivers an extra chance of spotting you, there’s a reflective decal on the back, and the feature set is rounded out by slots in the shell to stash your glasses in.

Bell XR Spherical MIPS helmet: the ride

The XR spherical needed very little adjustment to comfortably sit on my head and the Fidlock magnetic buckle is an absolute doddle to use one-handed, facilitating taking the XR off if you want to keep cool on a long, hot climb.

Tweaking the fit with the dial on the rear cradle is trivially easy, and you can adjust its position so that it securely grabs the back of your head. It almost feels like you don’t need to do up the chinstrap because it’s so stable.

Those big vents and internal channels route plenty of air over your head. The XR Spherical is comfortable on warm days, and I needed a hat to keep my head warm on cool days. The Float band and occipital cradle provides easy adjustment for the extra bulk of even a winter hat.

The Ionic+ padding is very comfortable against your skin, wicks away sweat really well and can be removed for washing. 

The XR Spherical should be durable too. Bell has taken care not to leave any exposed polystyrene or polypropylene foam in those areas where helmets typically get damaged by day to day use, such as round the bottom edge. That’s covered by the co-moulded shells so it won’t get tatty just from minor drops.

Features like MIPS Spherical and the magnetic buckle all add to the weight, but despite the XR being slightly heavy for a high-end helmet, you don’t notice it when it’s on your head. If you’re fanatical about shaving every gram you’re probably going to look elsewhere, but for normal people, the features, comfort and usability are worth a bit of extra mass.

Bell XR Spherical MIPS helmet: value and conclusion

The Bell XR Spherical MIPS helmet has lots of well-thought-out details in a helmet that’s very comfortable and easy to live with. Nevertheless, the whole unit feels robust, and should prove more durable than your typical super-light high-end hemet.

That helps justify the price, which at $225 / £210  is undeniably steep for a helmet that’s not aimed at performance-obsessed racing whippets. 

Overall, this is an excellent helmet that you can fairly reasonably expect to be still comfortable and effective long after you’ve forgotten how much it cost. 

Bell XR Spherical MIPS helmet: specs

• Construction: Fusion in-mould polycarbonate shell, Progressive Layering, Overbrow ventilation
• Features: No-Twist Tri-Glides; Sweat Guide; Eyewear Storage; Spherical Technology; MIPS; Fidlock Buckle; Progressive layering; Ionic+ padding; 
• Weight: 317g
• Colours: Black, Blue, Green, OG Camo, Pink, Grey — all have matte outer and contrasting, usually gloss inner shell
• Fit system: Float Fit
• Standards: US CPSC, CE EN 1078

The Align II is Specialized's most budget-friendly adult helmet, and in common with nearly all the others within its range it comes with MIPS as standard. We reckon it's one of the best commuter bike helmets. More about why MIPS matter shortly. 

It is available in three sizes, covering head circumferences from 52cm to 62cm, which should accommodate nearly everyone, and there are nine colours to match your kit, bike or even mood! I'm testing the satin white M/L (56-60cm) version.

This helmet is, in part, aimed at people new to cycling or occasional cyclists who wish to stay safe but maybe don't want to spend more money on a lighter or more vented lid. You may equally be a regular commuter who needs a helmet that can survive the rigours of daily usage and would mind less replacing it regularly when it gets worn out...

Construction

The Specialized Align II is well constructed with an impact-absorbing (blown polystyrene?) core covered by a durable plastic shell. Between the core and your head is a MIPS layer. The helmet has an adjustable cradle called 'Headset' which incorporates a click wheel to tighten the cradle around your head. The straps use a system called 'Trifix' and are adjustable under the chin only. The Trifix bar sits under the earlobe.

The helmet conforms to the CE testing standard EN1078:2012 + A1:2012 which among other things drops a weight with a certain force down onto the helmet (under laboratory conditions). This is great, but not all crashes occur as straight forwardly as this in the real world, and this is where MIPS is of additional benefit. 

Multi-Directional Impact Protection System (MIPS for short) was first developed in 1996 and has been increasingly used in helmet construction. MIPS was designed and developed to potentially add protection against rotational motion transmitted to the brain from angled impacts to the head. While no helmet can protect you from all events, this technology is undoubtedly safer again than not having it. Originally it tended to be the top-of-the-range products that featured MIPS but it has now trickled down to products such as the Align II.

The ride

I was testing the M/L (56-60cm) version which weighed 357g (Specialized states 370g) and it fitted my 59cm circumference head well. The click wheel pulled the cradle snugly around my head, with the front of the helmet sitting correctly across the middle of my forehead. There were a couple of fingertip widths between the top of my ear and the helmet (again correct fitting) , and the Trifix bar sat just below my earlobe without touching. The under-chin buckle is easily adjustable to the correct point and has an 'O' ring to keep the strap tidy.

There was no movement from the helmet when I wobbled and shook my head, and it felt stable. Importantly there were no tight or loose spots with the fit. Very comfortable! 

It felt very similar to my old Specialized Echelon II that I've been riding with over the last few years. Helmet fit has been an issue for me in the past and I've often struggled to get a good fit. I have tried a wide variety of makes over the years and was really pleased to find a brand that worked for me, and which continues to do so.

I found the Align II to be good on the road too. I ended up doing a comparison over two similar days (20 degrees, sunny and 50% humidity) using the Align first, followed by my Echelon. I was road riding at a fairly fast pace with a big hill to end the ride on. With the Align II I found that I arrived home with quite a hot face whereas wearing the Echelon it was noticeably less so. This can be explained by looking at the venting holes. The Echelon has nearly double the number that the Align II has. However, riding on another hot day, with a Camelbak MULE backpack on, and using my electric Swytch utility bike there were no issues. I was putting less effort into riding as I had the help from the electric assistance. Something to bear in mind.

Value and conclusion

At £45 to have a helmet with MIPS, that is comfortable, fits well and looks good is a real achievement. As we know, if something is uncomfortable or looks wrong we're less likely to wear it. 

I really like that you can buy a spare pad set for £10 and a visor for £15 should you wish to. There should be a size to fit nearly everybody and with a choice of nine colours there's no excuse not to match your own style.

If your budget is tight or you primarily ride for leisure then this helmet should be on your shortlist. However, if you want to ride more sportily then maybe consider moving up the range as you will get better cooling, lighter weight and slimmer styling but it will be at a higher cost. A great product that will suit and protect many people.

The original Giro Synthe launched in 2014 and was one of the most advanced pro-level helmets at the time. It was comfortable, well ventilated, aerodynamic, lightweight, slimline and strong with Giro’s Roll Cage reinforcement.

Giro calls it an ‘icon’ - justifiably. So how to improve on it?

Giro Synthe MIPS II: construction

The Giro Synthe MIPS II keeps the same classic 'hand of bananas' shape but is, according to Giro, updated to be lighter and more comfortable than ever before.

How has this been achieved? The Synthe II no longer has the polycarbonate mesh panel that filled one set of side vents, enabling improved airflow through its 10 vents. This also gives it a cleaner look but Giro doesn’t claim any aero improvements.

The Synthe MIPS II uses a newer integrated MIPS (multi-directional impact protection system) than the original so that the plastic slip plane is now combined with Giro’s Roc Loc 5 closure.

Giro doesn’t reveal how the weight has been lowered and by our measurements the original Synthe was actually lighter.

Either way, we’re only talking grams and it’s certainly not a big deal: Giro’s very latest pro-level helmet, the Eclipse Spherical, has a claimed weight of 275g, which is a gram heavier than our size M Synthe MIPS II (actual weight).

Something indisputably lower is the price. In 2017 when we included the original Synthe in our Editor’s Choice roundup of the year’s best kit it cost £249. The new version has an RRP of £179. 

The lower price reflects that the Synthe II doesn't use the more sophisticated Spherical MIPS of the Eclipse, Aether and Helios. Spherical MIPS dispenses with the slip liner since it consists of two shells that slip against each other, often compared to a ball and socket.

However, the Synthe II still compares very favourably to its more expensive siblings.

The ride

Thanks to the integrated Roc Loc 5 Air MIPS cradle, and probably due to the shape of the helmet itself too, comfort is very impressive. Helmet fit is a personal thing, but I’ve always got on well with Giro helmets. Some say Giro helmets suit rounder heads, but mine is more oval and since the days of the Pneumo 20 years ago I’ve found Giro road helmets to supply a glove-like fit.

If you've got on well with the fit of Giro helmets in the past, you'll get on well with the Synthe MIPS II.

The straps are easy to adjust for correct spacing around the ears. Giro's standard straps and plastic hardware are specced here.

A custom touch, however, is the additional of small rubber grippers at the entrance to the front/side vents which work as what some helmet manufacturers call an ‘eyewear dock’. These work really well and - as with Giro helmets of the past - the vents are exactly in the right place for sticking your sunnies in.

This helmet was only launched last November so I can’t verify Giro’s claims that it’s better vented than the original, but the 19 vents do let air rush in easily and I’d say there won’t be a problem with overheating in warm weather. Before he was famous Ollie Bridgewood tested the original Giro Synthe for CW in Majorca on the Sa Calobra climb in 25 degrees and reported that the only discomfort was in his legs.

The only thing I’m not quite convinced by is the shape of the Giro Synthe II MIPS. I don’t have the original one here to compare it to so I can’t say for sure that it is more flared than it used to be, but it now looks wide compared to other modern road helmets, certainly wider than equivalent sizes in the Giro Helios, HJC Furion and Abus Gamechanger - my three regular helmets. I prefer a lower-profile helmet as I have a longish head that can easily appear mushroom shaped with a helmet that’s too wide sitting atop it, so if you’re the same it’s worth trying one on first and looking in the mirror.

To be clear, this doesn't affect the excellent fit - it's just the shape of the shell.

Value and conclusion

As I've mentioned, this latest iteration of the Synthe uses what has become entry-level MIPS now that Spherical MIPS is here, and for that reason the price has dropped from £249 - the RRP of the original Synthe - to £179.

MIPS aside, Giro has tweaked the performance of the Synthe II so that now it's better ventilated, more comfortable with its (cheaper) integrated MIPS and its weight matches that of the flagship Giro aero helmet, the Eclipse.

The wider look might not suit those with narrower heads - though once again to be clear that's just the looks rather than the fit, which is superb.

The Giro Synthe II MIPS might now be the Ultegra of Giro road helmets, but as we all know, that's where you get the performance without the price tag.

HJC has been manufacturing helmets for almost 50 years and is sponsor to both AG2R Citroen and Israel Premier Tech World Tour teams.

The Valeco fits into the range as a more accessible all-rounder, being cheaper than the Ibex 2.0 and more ventilated than the Furion 2.0 – although still being lighter and more optimised than the cheaper Atara.

Construction: HJC Valeco helmet

Benefiting from 12 ventilation holes, the Valeco is yet another helmet taking advantage of the Venturi effect to combine cooling air flow with aerodynamic efficiency – the air passing through gets accelerated out the back of the helmet.

You can see the same principle at play when you cover the end of a hose with your thumb to make the water spray out more forcefully.

Inside, antibacterial X-Static pads are employed to keep everything fresh, while the ‘occipital cradle’ features the tightening and loosening from a single dial and the height adjustment we’d expect to see from a helmet of this price. 

The claimed weight for a size medium is 245 grams but ours came in at 253 grams, which is within the +/- 10 grams error range HJC gives itself. 

The ride

On the bike, the Valeco was light enough not to feel like an imposition and the straps provided ample adjustment for getting the fit spot on. Likewise, the retention system provided an ample range of adjustment.

However, that is with one caveat. Although I could easily get the retention band to sit low enough when puting the helmet on, I found the band would slide back up quite easily while riding, with it ultimately sitting higher on my head than I would like.

The helmet still felt secure, just not quite as comfortable. Something almost doubly frustrating because if the band had stayed in its set position then the fit would have been perfect. 

Having been riding with the helmet through the UK winter, the ventilation is an aspect I can’t comment on any further than that my head did get quite cold – I'll have to bring an update once the summer hits.

One final thing to note is that there isn’t a great sunglasses storing system. You can just about wedge them in the vents, but it’s not as seamless or quick to do as with other designs.

Value

At £125.00, the Valeco is significantly cheaper than many top performance helmets, while boasting some comparable features. The Giro Aether helmet costs £269.99 / $299.95, while the Specialized S-Works Evade II comes in at £249.99 / $274.99. The Bell Formula is cheaper at £74.99 / $94.95 and we found it to have an excellent fit, although it is a little heavier than the Valeco.

Verdict

The HJC Valeco is a good all-rounder, blending ventilation with aero optimisations, being quite comfy and reasonably lightweight. Compared to the sky-high prices of some other helmets, it's also relatively good value. However, there are some models offering a similar package for less. Also, the retention strap can slide from its set vertical position and there isn’t a great sunglasses storing solution. 

Seeing my daughter finding a love for bike riding is a parenting highlight. I've been keen not to push her into it and to let her naturally find her own path, but have been leading by example - riding bikes is just what we do as a family.

Which is why the Bern Nino 2.0 youth bike helmet was a winner in our house.

To start with we share the same ethos as the American brand around how to get your kids to wear a helmet and secondly, but more importantly for my daughter, there are a whopping seven colour ways to choose from.

Design

With two size options that range from 52-55.5cm to 55.5cm to 59cm, the age range wearing the Bern Nino 2.0 youth bike helmet could be pretty vast. So the 'youf' will be pleased to know there are subtle full block colours, including the understated matte black. With a nearly seven-year-old, however, the blue shark design won the day.

It's hard to see how a child wouldn't find their ideal helmet just out of this range alone, but check out our best kids bike helmets: a buyers guide to see all the top kids helmets on the market.

Construction

The helmet uses Bern's proprietary Zipmold construction. The brand say it's a lightweight, impact-absorbent foam which is liquid-injected into a PVC microshell. This has allowed even the inner to have a lower profile than most EPS helmets and a one-piece construction, which Bern says doesn't sacrifice safety and gives a high strength-to-weight ratio.

Weighing the Bern Nino 2.0 youth bike helmet that does seem to ring true, with the scales saying 310g for a size small. To put that in perspective, it's probably average for a weight compared to other kids helmets for a similar size, but in terms of profile it's way sleeker and lower.

From my experience, kids don't ride at a pace or duration when they're really small. Once they've discovered a love of riding solo, they do have more stamina. While an interesting-looking stone/stick/plant will provide lots of rest and cooling opportunities for the younger riders, as they get older they will find that solid urban-style helmets will warm up too swiftly, which is why we loved the ample 13 vents on the Bern Nino 2.0 youth bike helmet. It's still in keeping with the street wear design, but add a level of practicality to make keeping it on it hot weather more palatable.

If you're still working on getting the little legs in your life pedalling unaided, you might find our best kids' bikes: tips for choosing a children's bike page really helpful.

Inside the lid are removable padding and visor, which can be upgraded to an aftermarket winter set that covers ears too - a great option for many adults adjusting and readjusting hats under helmets not convinced that the child wearing it can actually see anything.

The one of the biggest talking points on the construction of any helmet is the retention system. There are multiple ways of securing a helmet to your head and ensuring the right fit, and the Bern Nino 2.0 youth bike helmet keeps it super simple with the use of a cranial cradle, adjusted in to fit by a simple elasticated band which Bern calls EZ-Fit system.

There are pros and cons of this hands-free fit approach which I explore more in the Ride section below, and the main thing is that the Bern Nino 2.0 youth bike helmet meets the safety standards of CPSC and EN1078 - which are both exceptionally rigorous test protocols.

At the back of the helmet is a Quickmount rear light-compatible mount for the aftermarket Quickmount Asteroid, a Bern-specific micro-USB rechargeable light.

The ride

Although it often feels like my daughter couldn't give two hoots about conforming and complying (mostly to any of her parents requests) the subtle social language of 'boys' or 'girls' still reaches her, and can influence decisions. So its a big thumbs up from us all that Bern doesn't segregate helmets by gender, meaning she was pleased as punch with a blue shark design, as were many fellow trail riders who commented how awesome it looks when flying past on a bike.

I'm assured by the rider that the helmet is "so comfortable" and again, from experience, I'm pretty confident that I would soon be told otherwise if it wasn't.

As the rider's mentor and caregiver in this review, I'm torn about the EZ-Fit on the Bern Nino 2.0 youth bike helmet. On one side I love it as it stops the multiple minor adjustments that my small rider requests to get the fit just so when using a dial system. Tiresome when you're both on bikes and need to constantly dismount (never try this on the move - that ol' experience thing kicking in again here).

On the downside, it doesn't hold the helmet quite as securely, so can have a tendency to slide forward. The upside is that if your rider can ride one handed, they can make the fit adjustment needed on the fly, but when paired with a pair of sunglasses it can require a semi-often push back.

I don't doubt the level of protection it would still provide even if it was further forward than ideal as there is plenty of depth at the rear of the lid, just something to be aware of.

I also expect that as my daughter's head only just tips into the size category at 52cm. As her head circumference grows, the fit will become more secure.

Value

At around the $49.99/£50 price point, we absolutely loved the Bern Nino 2.0 youth bike helmet. It ticks many boxes for both child and adult, and the EZ-Fit system does make it so much quicker leaving the house and getting riding.

There is a MIPs option for an additional $15/£15 which personally I would prefer my daughter to be in, but if that additional 30 per cent price tag means cost becomes prohibitive, I feel that the all-over protection design of the non-MIPS Bern Nino 2.0 youth bike helmet is a great option for any budding bike rider.

The Ventral SPIN is POC’s range-topping aerodynamic helmet and includes a host of innovative features as well as being respectably lightweight.

The Swedish company was founded over 15 years ago and has a reputation for manufacturing some of the best bike helmets, eyewear and apparel including cycling shorts for both snow sports and cycling.

POC Ventral SPIN helmet: construction

Many other manufacturers of aerodynamic helmets seek to cheat the wind by blocking up vents in order to create as smooth a surface as possible for the air to flow around. POC, however, takes a very different approach.

As a bit of background, the Venturi effect describes how a fluid’s velocity will increase if the flow is constricted. You can see this demonstrated when you hold your thumb over the end of a garden hose to make the water spray further.

Applying this principle to helmets, instead of forcing all of the air around the helmet and causing a huge wake, POC’s design takes advantage of the Venturi effect. Here, the air takes less of a deviation, passes straight through the helmet and is then expelled at a higher velocity out the back.

In the absence of controlled back-to-back testing of all the aero helmets out there, it’s not possible to comment on which design is really the most effective. However, a modified version of Pascal’s Wager would state that in the absence of concrete evidence, you’re probably best off going for an aero helmet design which happens to also be the best ventilated – of which this happens to be one.

Alongside this, POC has developed its own SPIN ('Shearing Pad INside') system which, similar to MIPS, helps to reduce the transmission of rotational forces in the event of a crash. The retention system has a robust feel to it and can have its vertical orientation adjusted up and down, although the mechanism for this is a little hidden under the padding.

Other features include a wider buckle where the helmet straps meet below the ears, which reduces the chance of issues of the straps cutting in. And finally, on the far left and right air intakes, there’s the addition of some grippy fabric to better hold onto your sunnies.

The ride

For me, the fit was absolutely spot on. There was no pinching or squeezing at the temples and the retention system kept the helmet securely in place – even clattering over rocky and rooty trails, it always felt very secure.

True to their promise, the helmet straps were nicely taken care of, passing around my ears and not cutting in. Regarding the aerodynamic qualities, I can’t say I’ve experienced a noticeable speed increase. But with so many uncontrolled variables when riding outdoors, that doesn’t necessarily mean there were no benefits imparted.

I can’t comment on how good the ventilation really is, having not yet ridden it in conditions over 20°C. But for what it’s worth, in all my rides throughout the early spring, I’ve not once felt like my head was overheating.

Although perhaps a little superficial, for me, one of the real highlights of this helmet are the sunglasses grippers. Although POC might emphasise that these are designed for use with POC sunglasses, I found they worked flawlessly with a whole range of different brands. It was possible to ride perfectly normally with them tucked in up there and never have to worry about them rattling around or falling out – it was great.

Value

At £270, the POC Ventral SPIN helmet is at the upper end of the price bracket, but not by such a long way, putting it among the best aero helmets available.

The direct competition comes from the Giro Aether MIPS, which costs a penny under £260. We loved this helmet, awarding it a full 10/10 and a place in our 2020 Editor’s Choice awards. It ticks the boxes of being lightweight, cooling, and including the MIPS technology. However, it doesn’t have quite as neat a sunglasses-retaining system.

A little cheaper, but still with a striking aerodynamic design, is the Smith Ignite helmet at £210 – which also earnt a place in our Editor’s Choice awards. The comfort, safety features and aesthetics were particular highlights, although we found the matte finish was easy to make grubby.

The Giro Helios Spherical is the US brand's second road helmet to use Spherical MIPS protection, the first being the £269.99 Aether which we awarded a perfect score and which made our Editor’s Choice line-up in 2020.

The Helios has a lower price and an expanded remit: whereas the Aether was designed and styled purely for the road, the Helios is for “road cyclists, gravel enthusiasts and adventure riders.”

>>> Best road cycling helmets: buyer's guide

I’m giving the Helios another perfect score because in practical terms it does everything the Aether can do and even improves on it in some areas; it has a broader appeal, and it’s priced lower than the Aether.

Giro Helios Spherical: construction

‘Spherical’ refers to Giro’s exclusive MIPS-powered technology that it developed with the Swedish company in its own lab. Spherical tech does away with the clear (or sometimes yellow) plastic MIPS liner of the original helmets that sat directly against the head and got a bit sweaty, sometimes also pulling your hair. With Spherical, the sliding MIPS layer is integrated into the helmet itself: it's basically an EPS shell within an EPS shell. In this case, one is black and the other is green, and they can move independently of each other with 10-15mm of travel thanks to a low-friction layer sandwiched between them and secured with elastomer anchors.

So far, all three helmets with this system (the Aether plus the Giro Tyrant and Giro Manifest mtb helmets) have received a five-star rating from independent safety testers Virginia Tech.

The idea of MIPS, whether Spherical or in its original format, is to add protection against rotational forces transferred to the brain in an angled impact.

The Helios is very slightly lighter than more expensive the Aether – 260g v 269g in medium – and according to Giro it also tested faster in the wind tunnel.

So why does it cost less? According to Giro, cooling is two per cent less efficient since the Aether has bigger (but fewer) channels – 11 compared to the Helios’s 15 – but for UK riding who’s going to notice that? And the Helios uses the Roc Loc 5 Air closure system rather than the Roc Loc 5+ Air and again, the difference is so minimal that you’ll probably struggle to tell the difference. I found the Helios fitted so well anyway that the closure system was a mere formality.

The ride

Spherical MIPS feels like a welcome return to wearing a normal helmet after the original plastic sheet-type MIPS system.

As for fit, it’s obviously best in non-pandemic times to try on helmets and find out which ones suit your head shape. I’ve read frequently that Giro helmets suit round heads better, but ever since my first Giro – the Pneumo of the early 2000s – I’ve found Giro helmets fit my more oval head very well and that includes the Helios. There are no pressure points front or rear and it doesn't move down the forehead in the cycling position when the neck is low but the head looks up. In fact it's the most 'invisible' feeling helmet I've worn for a good while – I couldn't ask for a more comfortable lid.

Overall it has a lower-volume look than the Aether – it’s close over the ears with no mushrooming, and sits directly on the top of the head.

Since it was only launched at the end of last year I haven’t been able to test it in higher temperatures, but I can confirm that airflow is good.

The one thing it does seem to lack is an eyewear dock feature – I couldn’t get my sunnies to stick in any of the holes satisfactorily – but I’m not going to deduct a point for that.

Value

The Helios priced lower than the Aether, but the Giro Synthe, which doesn’t use Spherical MIPS, is £209.99. The Met Trenta 3K is more expensive at £270, though the Trenta MIPS is priced at the same level; the Abus Airbreaker is also priced the same.

Any helmet over the £200 mark is firmly in the premium category, but here you’re paying for the Spherical MIPS tech, which is arguably the state of the art, in a supremely comfortable helmet that’s also lightweight, aerodynamic and good looking.

This is my new favourite helmet – and it's even in my club colours!

I’m a sweater. There’s no doubt about that. Even in winter with the slightest bit of effort, it can feel like I’ve just been caught in a shower. As a result I’ve never really got along with fully closed off aero helmets so having some decent ventilation is an absolute must.

I was intrigued to give the Kask Protone a go, particularly as it aims to bridge the gap between fully aerodynamic and fully ventilated helmets.

The Protone has a similar shape to the Kask Infinity - which is aimed at being more aero with its almost completely covered top – but features large vents at the front with a much more covered rear. The aim is to offer reduced drag over a standard ventilated helmet.

So far sounding so good. Aero and ventilated: what’s not to like?

First off, let’s talk about fit. I’d say this is certainly one of the best fitting helmets I’ve had. I really like the shape and size and it fitted snugly and looked the part too. No mushroom head here, and there’s enough adjustment in the dial at the rear to get comfort almost spot on. Likewise the addition of the leather strap was a nice touch to make things more comfortable around the chin too.

I found the rear plastic parts that fit against your head did occasionally dig in and feel a bit uncomfortable at first, but I was able to sort the adjustment to prevent this happening.

The Protone is also lightweight for a semi-aero lid, coming up at 220g for a size medium, beating a lot of its top end rivals like the Giro Synthe (at over 240g).

In terms of ventilation, the Kask Protone was very good, but perhaps not good enough for the hottest of days.

The Protone managed to avoid one of the worst helmet annoyances of all – funnelling sweat so it drips down on to your sunglasses - but on the warm days I definitely could have done with some extra ventilation, particularly at the rear.

Despite that, this is really a great all round helmet and a very decent option for those looking for aero benefits with a bit more ventilation. I liked the way it looked and particularly so in the deep red colour I had on test.

At an RRP of £200, the Protone represents a pretty hefty investment for a helmet, though you can get it for as low as £130 now if you shop around.

It’s a bit more than some competitors, but it’s hard to see you feeling disappointed once you’re out on the open road with it.

Lazer has a habit of providing additional features on its helmets - think the LifeBeam optical heart rate monitoring you can slot into some of its helmets to free you of a heart rate strap. That innovation shows in the Lazer Century helmet too.

Like the Lazer Bullet, the Century can swap between a more aero and a more vented format. Whereas the former has a sliding vent, the Lazer Century’s venting is swapped by means of a panel held on the helmet using magnets. All you need to do is to pull it off and flip it round and, hey presto, you’re maybe a bit more (or less) aero. Lazer says that opening the vents increases airflow by 11%, although it doesn’t tell us the drag reduction when they’re closed.

Since the helmet has the same shiny surface underneath the panel, you could also wear the Century without the panel and save a bit of weight. The magnets hold the panel in place firmly - being Belgian, Lazer says that it’s tested the design over the worst cobbles it could find to make sure it stayed put.

Another add-on, there’s a built-in rear light. That’s powered by a small power pack that sits inside the shell of the helmet towards the rear. The central spur of the rear vent is transparent, so that the red LED shines through it, while its curvature helps spread the light a little. There’s a continuous and a flashing mode.

The blinkie is rechargeable using a USB cable. It’s a bit awkward to get in and out of the helmet and pushing it into its slot is fiddly, as you need to pull up the back of the rear cradle and poke it out with a pen or similar.

Likewise, switching it on and off is awkward, as you need to pull up the cradle to do this too and locate the small switch on the inside of the helmet. I didn’t get to use the Lazer Century helmet in the rain, but I’m not sure whether the light unit would stand up to a proper deluge. Lazer doesn’t quote any water resistance ratings.

My test helmet came with MIPS. It’s nice to have for additional peace of mind, although there’s a non-MIPS version of the helmet available too if you prefer.

All the add-ons do up the weight of the Century MIPS though. In size large, its 342g weight puts it towards the heavier end of the spectrum. Lazer quotes 265g for a small size helmet and you get seven different colour options, although not all are available in the UK.

The weight was unobtrusive when worn and I found the Lazer Century MIPS comfortable in use. The fit feels secure and adjustment is easy using the large rear knob, while the wide straps sit close and comfortable against the side of the head. With the central panel open, there are 18 vents, providing plenty of airflow. 

The £150 price tag puts the Lazer Century MIPS in the mid-price helmet category. With its add-on features that feels like pretty good value.

Whilst there are other brands beginning to take a pretty sizable chunk of the pie, Oakely is still very much the market leader when it comes to cycling sunglasses. It's not a brand that I immediately associated with helmets. This is a shame, because Oakley does stock a sizeable range of rather nice helmets for cyclists.

The ARO3 is the entry-level road offering, though it still comes in at £149 so it's a considered purchase. One up is the ARO5, for £199 then the visor equipped aero lid, the ARO7 at a rather jaw-dropping £409.

The ARO3 does not boast any particular aero claims. Rather, it's designed to be a lightweight helmet with plenty of ventilation. This comes via 12 vents, with a total of five gaping holes at the front to let the cool air in. At the rear, two further ports sent hot air out - acting much like an exhaust. The other five vents are positioning along the top of the helmet.

Padding comes in the form of 'X-Static' fabric, this is designed to resist the growth of bacteria, thus eliminating the chance of odor build-up. I wore this helmet for several long days in the saddle, under some pretty beating sun during a recent UK heatwave, and with this tech alongside the many vents, my head stayed pleasantly cool.

Of course, being Oakley, eyewear has been considered - and there's a useful 'eyewear dock' system to ensure you can safely stow your glasses when they're not covering your eyes.

Oakley has incorporated a MIPS layer. Unlike systems such as the 'Float Fit' developed by Bell in the Zephyr, the MIPS layer has been slotted in as opposed to being embedded as part of the construction. This means it moves around freely, and I was aware of it when putting the helmet on. However, once riding I forgot all about it.

The retention system used for this helmet is a Boa 360 fit system. The dial pulls upon two TX1 laces, which sit flat against your head. Oakley says this system aids eyewear compatibility. The laces are flat and thin, a big plus as any bulk which can be reduced is a bonus. However, I found the dial itself a little chunky and clunky compared to the slimline options available on market leading helmets (most use systems designed by Roc Loc).

To add further insult, I found that though it was possible to feed a ponytail through the gap at the back, the space was narrower than those provided by brands who boast a dedicated hair port.

At 254g in a size small, this helmet is reasonable, but not as light as competitors - it's not as impressive as the 204g HJC Atara (£90) - but that was probably the lightest entry level lid we've ever tested. It's still heavier than the Endura Pro SL (£149.99), however, which we'd consider representative at this price point.

The fit however, was excellent. The size small (for 52-56cm) fitted my head perfectly, and it was extremely comfortable for me - leading to zero pressure points despite long days on the bike. I tend to get on well with helmets for quite "round" heads, Giro being a regular winner for me.

I also really like the look of this helmet, with its rounded top and classy rear exhaust ports, I enjoyed wearing it and will continue to do so as the summer rumbles on.

HJC is a brand with a well established reputation for creating motorcycle helmets. Having moved into the cycling market more recently it's got off to a good start with a range of models from this entry level Atara to the Adwatt time trial lid.

Coming in at £90, the Atara is pitched at the lower end of the market, but carries a streamlined aesthetic and quality finishing touches which means it looks much more premium.

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Coming from a Moto GP background, HJC has its own wind tunnel laboratory and can test aerodynamics as well as ventilation. The Atara is wind tunnel tested, though HJC doesn't provide data per helmet.

In-mould construction means that the EPS is bonded with the outer polycarbonate shell for further strength. However, there's no further in-built safety system designed to cater for rotational impact - for example a MIPS or WaveCel layer. Whilst a few years ago this was the status quo, MIPS has been widely adopted and independent tests have rated helmets with the tech more highly from a safety aspect.

The Atara features eight vents plus a rear exhaust system. The front vents hold a pair of cycling glasses with ease.

In terms of cooling, the brand has taken the 'Bernoulli’s principle' in fluid dynamics and applied it. For mere mortals this means that cool air enters the front and hot air exits at the rear, helping to keep the rider's head cool.

The same method is used by other manufacturers, and this lid kept our tester's head cool even in the hot summer temperatures of June.

The helmet straps are made from a soft fabric, which is much lighter and less coarse to the touch than those typically found on helmets at this price point. There is adjustment available to offer a good fit under the ears.

The Atara comes with a retention dial, this is a step down from the self-adjusting system on the top end helmets. This was easy to operate with one hand, and offered plenty of opportunity to adjust fit. Our tester found the helmet comfortable, with no pressure points or discomfort.

Weighing in at only 204g, this lid is the lightest we've tested at this price point - others have been in excess of 250g - though that's with the caveat that most recently reviewed have had a MIPS layer, adding to the weight very slightly.

HJC says that in order to determine the ideal helmet shape, it 3D laser scanned the heads of a large sample of people. The helmets are available in small (51 to 56cm) to large (58 to 63cm).

Unfortunately, despite a head circumference of 52cm, the size small helmet was too big for tech editor Michelle's head. This is the first time the smallest helmet from a brand has failed to fit. Instead, the size small was tested by a rider with a head circumference of 57cm - larger than the recommendation, but they were able to find a good fit - suggesting the size chart may need a reassessment.