CHOOSING A HELMET INVOLVES CERTIFICATIONS, TAGS, SIZING, MOLDS, SHELLS, CONSTRUCTION, FABRIC, FEATURES, UPGRADES, THE FIT - A LOT
LET US HELP YOU CHOOSE CORRECTLY - THE FIRST TIME
FIRST PRIORITIZE
THE FIT (never compromise)
An ill-fitting, uncomfortable helmet is a distraction and likely, critically affect your focus. All driver distractions are safety hazards, and secondly affects performance.
THE CORRECT HELMET FOR YOUR EVENT, TRACK, RACING SERIES
Some helmets have been specifically designed to better suit a specific motorsport province (scroll down for these features,) and some helmets are not allowed.
In general, helmets rated as fire-retardant (Snell SA, FIA 8859, FIA 8860) can be worn at any auto sport event, but helmets certified for karting or motorcycles are restricted to their disciplines.
One caveat, open-faced helmets may, or may not be allowed even if they are rated fire-retardant. Check your groups rules before leaving for the track.
THE SPECS (what makes the helmet different)
The helmet’s unique features includes material, construction, airflow, aerodynamics, weight, communications, eye-ports, visors, certification (SFI, SNELL, FIA) and more.
BUDGET (of course important)
BUT this should not be your first priority - that can be a costly mistake. Think fit, comfort, and your priorities.
THE SAFETY STANDARDS
Auto sport helmets will OWN a FIA, SNELL or a SFI homologation. The same helmet can be both FIA & Snell rated.
In the US, SNELL is the ubiquitous standard and accepted by US sanctioning groups. However, when racing in an international series (such as IMSA), a FIA homologated helmet will be required - even in the US. Also, if participating in auto events outside the US, the organizers may not accept a SNELL helmet - so check before leaving. The SFI 31.1 helmet standard is not well known and may not be recognized even by US event organizers. Youth sized helmets are tested differently and sport different safety certifications.
FIA (Fédération Internationale de l'Automobile): Sets international safety standards for racing helmets, such as the FIA 8859-2015 standard.
The FIA presently has two homologations; 8859 (standard) & 8860 (increased protection.) A FIA helmet will display the homologation along with the year that homologation was implemented. The FIA, unlike SNELL, does not automatically update every five years. They will update their testing criteria when they see cause, and then attach the changes to that standard. Manufacturers will be informed. For example, the FIA 8859-2015 homologation was implemented in 2015 BUT, NOW THIS HAS BEEN UPDATED TO THE NEW FIA 8859-2024
When the FIA recognizes the need for major changes to a homologation they will start from scratch, and then attach the year of the change to the appropriate 8859 or 8860 standard. The FIA 8860-2018 ABP (advanced ballistic protection) is now the latest and most stringent FIA helmet homologation.
SNELL
Snell Foundation: A non-profit organization that issues safety standards for helmets. The Snell SA (Special Application) standard is specifically for auto racing.
Snell updates its testing requirements every five years. SA2020 is the current standard. SA2025 helmets will be available October 1, 2025. Most US sanctioning bodies accept helmets from the current standard (i.e. SA2020) and then one prior generation (i.e. SA2015) - but not all - so check. Autocross and some track-day groups may permit two generations old - this is usually clearly specified in their rule book.
FAQ - Why every five years?
Snell Foundation - ‘Snell certified helmets provide the best head protection current technology and materials can offer.’ The foundation wants their standards to remain adhered to highest levels of protection & safety that is currently available. From experience, they know how much can change in 5 years. They also, like most safety sanctioning bodies, have to make their judgement based on the worst case scenarios; that the helmet has been worn frequently, not protected, not maintained. In addition helmets do degrade. The exterior from UV rays. The rubber, the various foams and the lining degrades from both human and chemical sources.
Tech inspectors should not be put in the uncomfortable situation on deciding whether your helmet is safe or not. Let them inspect for the obvious defects.
SFI SFI Foundation: Sets safety standards for motorsports equipment in the United States, including the SFI 31.1 rating for helmets.
Helmets that are certified by the manufacturer to an SFI Quality Assurance Specification have passed a set of strict testing procedures that were developed by a committee of experts in the helmet industry. There are two types of SFI specifications that pertain to helmets: flame resistant (FR) and non-flame resistant (non-FR.) The FR specification is designated SFI Spec 31.1. SFI 24.1 is a regulation for youth helmets
The non-FR helmet spec is 41.1, Motorsports Helmets. Each Spec (31.1 and 41.1) includes both open-face helmets and full-face helmets.
CHOOSING A HELMET INVOLVES CERTIFICATIONS, TAGS, SIZING, MOLDS, SHELLS, CONSTRUCTION, FABRIC, FEATURES, UPGRADES, THE FIT - A LOT
LET US HELP YOU CHOOSE CORRECTLY - THE FIRST TIME
FIRST PRIORITIZE
THE FIT (never compromise)
An ill-fitting, uncomfortable helmet is a distraction and likely, critically affect your focus. All driver distractions are safety hazards, and secondly affects performance.
THE CORRECT HELMET FOR YOUR EVENT
Some helmets have been specifically designed to better suit a specific motorsport province (scroll down for these features,) and some helmets are not allowed.
In general, helmets rated as fire-retardant (Snell SA, FIA 8859, FIA 8860) can be worn at any auto sport event, but helmets certified for karting or motorcycles are restricted to their disciplines.
One caveat, open-faced helmets may, or may not be allowed even if they are rated fire-retardant. Check your groups rules before leaving for the track.
THE SPECS (what makes the helmet different)
The helmet’s unique features includes material, construction, airflow, aerodynamics, weight, communications, eye-ports, visors, certification (SFI, SNELL, FIA) and more.
BUDGET (of course important)
BUT this should not be your first priority - that can be a costly mistake. Think fit, comfort, and your priorities.
THE SAFETY STANDARDS
Auto sport helmets will OWN a FIA, SNELL or a SFI homologation. The same helmet can be both FIA & Snell rated.
In the US, SNELL is the ubiquitous standard and accepted by US sanctioning groups. However, when racing in an international series (such as IMSA), a FIA homologated helmet will be required - even in the US. Also, if participating in auto events outside the US, the organizers may not accept a SNELL helmet - so check before leaving. The SFI 31.1 helmet standard is not well known and may not be recognized even by US event organizers. Youth sized helmets are tested differently and sport different safety certifications.
FIA
The FIA presently has two homologations; 8859 (standard) & 8860 (increased protection.) A FIA helmet will display the homologation along with the year that homologation was implemented. The FIA, unlike SNELL, does not automatically update every five years. They will update their testing criteria when they see cause, and then attach the changes to that standard. Manufacturers will be informed. For example, the FIA 8859-2015 homologation was implemented in 2015 and the last revision was 4.10.2019. When the FIA recognizes the need for major changes to a homologation they will start from scratch, and then attach the year of the change to the appropriate 8859 or 8860 standard. The FIA 8860-2018 ABP (advanced ballistic protection) is now the latest and most stringent FIA helmet homologation.
SNELL
Snell updates its testing requirements every five years. SA2020 is the current standard. SA2025 helmets will be available October 1, 2025. Most US sanctioning bodies accept helmets from the current standard (i.e. SA2020) and then one prior generation (i.e. SA2015) - but not all - so check. Autocross and some track-day groups may permit two generations old - this is usually clearly specified in their rule book.
FAQ - Why every five years?
Snell Foundation - ‘Snell certified helmets provide the best head protection current technology and materials can offer.’ The foundation wants their standards to remain adhered to highest levels of protection & safety that is currently available. From experience, they know how much can change in 5 years. They also, like most safety sanctioning bodies, have to make their judgement based on the worst case scenarios; that the helmet has been worn frequently, not protected, not maintained. In addition helmets do degrade. The exterior from UV rays. The rubber, the various foams and the lining degrades from both human and chemical sources.
Tech inspectors should not be put in the uncomfortable situation on deciding whether your helmet is safe or not. Let them search for obvious defects.
SFI
Helmets that are certified by the manufacturer to an SFI Quality Assurance Specification have passed a set of strict testing procedures that were developed by a committee of experts in the helmet industry. There are two types of SFI specifications that pertain to helmets: flame resistant (FR) and non-flame resistant (non-FR.) The FR specification is designated SFI Spec 31.1. SFI 24.1 is a regulation for youth helmets
The non-FR helmet spec is 41.1, Motorsports Helmets. Each Spec (31.1 and 41.1) includes both open-face helmets and full-face helmets.
FEATURES for your consideration
A wider and taller eye-port. Track day participants rarely have their cars ‘race configured.’ Consequently, they need more track vision, and feel safer with more vision. In addition, racing helmets can feel very claustrophobic, especially for novices.
The Weight. There is a significant difference between the weight of a ‘budget’ helmet compared to its more expensive competitors. Weight is not that significant for HPDE students whose sessions on the tract last 20-30 minutes with breaks in between. For advanced drivers and racers, especially endurance racers, weight becomes a major factor in their helmet choice.
The major brands use advanced technology and a variety of expensive ‘exotic’ materials to reduce the weight of their helmets, including Kevlar and carbon fiber - hence the increased cost.
Note, composite helmets and especially carbon fiber are not only lighter but much stronger. This increased strength allows the manufacturer to use less dense interior energy absorbing foam which reduces weight and adds to driver comfort. An often forgotten fact, carbon fiber helmets are less prone to damage such as scratches and chips.
UNDERSTAND THE BENEFITS OF CARBON FIBER
Soft and thick interior fit-pad foam inserts. The quality, feel and softness of the ‘fit-pad’ foam is a major distinction between budget and more expensive helmets. It is one reason why the STILO GT5 helmet range is so pop
Carved interior channels and features to contain and smoothly hide any hydration, electronics and communications systems.
Eye glass retention. Most helmets now have a channel in the interior foam to securely contain them. There is really now no reason to limit your helmet choice because you want to wear sun or prescription eye glasses.
Removable, exchangeable and washable interior foam fit-pads.
Exterior ventilation slots and holes - usually the more-the-better unless it is an open cockpit car.
Accessories such as air intakes and aero attachments. Some models have these built or screwed into the helmet’s shell. However, it is now more common for these to be attached separately using a strong, but removable, adhesive. This is also cost-effective. Previously helmets had to be replaced if air intakes were damaged.
Visors (shields) are specific to the brand and the model. The helmets come with clear visors but can be exchanged for a variety of finishes and tints. Prices range from $49 to $189. The best visors are those offering a double screen. They are stronger but their main benefit is their anti-fogging capabilities. BELL includes this DASF shield (double screen anti-fog) on their HP& & RS7 series helmets
FEATURES
A wider and taller eye-port. Track day participants rarely have their cars ‘race configured.’ Consequently, they need more track vision, and feel safer with more vision. In addition, racing helmets can feel very claustrophobic, especially for novices.
Less Weight. There is a significant difference between the weight of a ‘budget’ helmet compared to its more expensive competitors. Weight is not that significant for HPDE students whose sessions on the tract last 20-30 minutes with breaks in between. For advanced drivers and racers, especially endurance racers, weight becomes a major factor in their helmet choice.
The major brands use advanced technology and a variety of expensive ‘exotic’ materials to reduce the weight of their helmets, including Kevlar and carbon fiber - hence the increased cost.
Note, composite helmets and especially carbon fiber are not only lighter but much stronger. This increased strength allows the manufacturer to use less dense interior energy absorbing foam which reduces weight and adds to driver comfort. An often forgotten fact, carbon fiber helmets are less prone to damage such as scratches and chips.
UNDERSTAND THE BENEFITS OF CARBON FIBER
Soft and thick interior fit-pad foam inserts. The quality, feel and softness of the ‘fit-pad’ foam is a major distinction between budget and more expensive helmets. It is one reason why the STILO GT5 helmet range is so popular.
Carved interior channels and features to contain and smoothly hide any hydration, electronics and communications systems.
Eye glass retention. Most helmets now have a channel in the interior foam to securely contain them. There is really now no reason to limit your helmet choice because you want to wear sun or prescription eye glasses.
Removable, exchangeable and washable interior foam fit-pads.
Exterior ventilation slots and holes - usually the more-the-better unless it is an open cockpit car.
Accessories such as air intakes and aero attachments. Some models have these built or screwed into the helmet’s shell. However, it is now more common for these to be attached separately using a strong, but removable, adhesive. This is also cost-effective. Previously helmets had to be replaced if air intakes were damaged.
Visors (shields) are specific to the brand and the model. The helmets come with clear visors but can be exchanged for a variety of finishes and tints. Prices range from $49 to $189. The best visors are those offering a double screen. They are stronger but their main benefit is their anti-fogging capabilities. BELL includes this DASF shield (double screen anti-fog) on their HP& & RS7 series helmets
A STRONG OUTER SHELL Carbon Fiber or a composite material that includes Kevlar and/or carbon fiber.
Carbon fiber is the preferred choice. It is both strong and light. It also reacts differently with upon impact. The shell can flex to dissipate the load, so less likely to crack or split, which could expose the interior foam to damage. The top racing helmets will be using high tensile carbon—even lighter and stronger.
INCREASED ENERGY ABSORBING FOAM
This will be state-of-the art, crush-resistant foam. Manufacturers, such as Arai, use multiple density foam which has been fused together. Each section designed to accept a different load force and place appropriately.
HELMET REMOVAL SYSTEM Required by professional series such as IndyCar, IMSA, - recommended for all.
ADDITIONAL AERO DYNAMIC FEATURES For increased performance, reduced interior noise and enhanced energy management capacities. This includes duck bills, rear spoilers, chin bars, top gurneys—either included in the design of the shell or applied to the helmet via a strong adhesive (so they can be safely and easily replaced.)
AN EFFECTIVE VENTILATION INTAKE SYSTEM The ventilation systems will vary with the type of racing. For example, open cockpit drivers will not want large front ventilation grills or side insert pods, which disrupts airflow. The cars cooling forced air systems will be pumped through the available top or side scoops.
INTERIOR INTERGRATED CHANNELS & CUT-OUTS For the seamless installation of electronics, earpieces, microphones and drink tubes. Top Brands, such as STILO, offer to fit these features into the helmet at their facilities.
PRECISE FIT & COMFORT Obtained through an accurate, multiple size range, plus a sophisticated interior fit-pad which includes the neck and the eye-port surround.
EYEPORT & VISORS. A narrow eye-port. Racers will (should) have their car configured so that they do not need to move their heads significantly for track awareness. They also need focus not distractions. Visors are now separately tested and have their own engraved FIA or SNELL tags. Racers need a variety of visor tints which will include light, medium and dark shades for every tint, plus amber for night racing. Open cockpit drivers also use visor “tear-offs” to refresh their vision.
THE ‘SUPER HELMET’ HOMOLOGATION. FIA 8860-2018 ABP ABF—(Advance Ballistic Protection) literally ‘bullets’ are fired at the helmet and visor. The homologation increases the energy absorption levels, with new low lateral impact specifications. The helmet must feature a reinforced area (14) above the visor making the visor opening 10mm narrower than non-ABF models. The STILO ST5 FN 8860-2018 ABP was the first to meet this standard. Prices start around $5,000. Note, professional drivers in the top racing racing series, will own helmets that have been custom built for them, yet built to the 8860 standard.
The top helmet brands, including Arai, Bell, Schubert and Stilo manufacture helmets that meet both FIA and SNELL standards and will display the tags inside the helmet.
UPGRADE TO THE PRO LEVEL for…
UPGRADE TO THE PRO LEVEL for…
A STRONG OUTER SHELL Carbon Fiber or a composite material that includes Kevlar and/or carbon fiber.
Carbon fiber is the preferred choice.
It is both strong and light. It also reacts differently with upon impact. The shell can flex to dissipate the load, so less likely to crack or split, which could expose the interior foam to damage. The top racing helmets will be using high tensile carbon—even lighter and stronger.
INCREASED ENERGY ABSORBING FOAM
This will be state-of-the art, crush-resistant foam. Manufacturers, such as Arai, use multiple density foam which has been fused together. Each section designed to accept a different load force and place appropriately.
HELMET REMOVAL SYSTEM Required by professional series such as IndyCar, IMSA, - recommended for all.
ADDITIONAL AERO DYNAMIC FEATURES For increased performance, reduced interior noise and enhanced energy management capacities. This includes duck bills, rear spoilers, chin bars, top gurneys—either included in the design of the shell or applied to the helmet via a strong adhesive (so they can be safely and easily replaced.)
AN EFFECTIVE VENTILATION INTAKE SYSTEM The ventilation systems will vary with the type of racing. For example, open cockpit drivers will not want large front ventilation grills or side insert pods, which disrupts airflow. The cars cooling forced air systems will be pumped through the available top or side scoops.
INTERIOR INTERGRATED CHANNELS & CUT-OUTS For the seamless installation of electronics, earpieces, microphones and drink tubes. Top Brands, such as STILO, offer to fit these features into the helmet at their facilities.
PRECISE FIT & COMFORT Obtained through an accurate, multiple size range, plus a sophisticated interior fit-pad which includes the neck and the eye-port surround.
EYEPORT & VISORS. A narrow eye-port. Racers will (should) have their car configured so that they do not need to move their heads significantly for track awareness. They also need focus not distractions. Visors are now separately tested and have their own engraved FIA or SNELL tags. Racers need a variety of visor tints which will include light, medium and dark shades for every tint, plus amber for night racing. Open cockpit drivers also use visor “tear-offs” to refresh their vision.
THE ‘SUPER HELMET’ HOMOLOGATION. FIA 8860-2018 ABP ABF—(Advance Ballistic Protection) literally ‘bullets’ are fired at the helmet and visor. The homologation increases the energy absorption levels, with new low lateral impact specifications. The helmet must feature a reinforced area (14) above the visor making the visor opening 10mm narrower than non-ABF models. The STILO ST5 FN 8860-2018 ABP was the first to meet this standard. Prices start around $5,000. Note, professional drivers in the top racing racing series, will own helmets that have been custom built for them, yet built to the 8860 standard.
The top helmet brands, including Arai, Bell, Schubert and Stilo manufacture helmets that meet both FIA and SNELL standards and will display the tags inside the helmet.
MEASURING YOUR HEAD
〰️
MEASURING YOUR HEAD 〰️
The key points to a good fit are….
a) Avoid pressure points - those on the skull’s temple, forehead and sometimes the top of the head. This is where the head comes in contact with the ‘crush-zone’ foam. If you are feeling pressure at these points, go up a size of try another model, since the problem will only persist and probably get worse.
b) Observe your cheeks. A good fit has your cheeks semi-squashed but not so you are biting the inside of your cheeks. The inner layer of foam (fit-pads) of a helmet is always covered in a fire-retardant fabric . These fit-foam pads are not an integral to the helmet’s safety impact features. They exist to create a good and comfortable fit by filling the gaps between your head and the more dense ‘crush-zone’ foam. Tightness here is OK - this foam will soften with repeated use.
c) Your head should not be moving independently to your helmet. You do not need to shake your head repeatedly or violently when trying on a helmet. Use a quick movement side-to-side and up-and-down - replicating how your head would move inside the car. If your head and helmet are not moving together - the helmet is too large.
d) First make sure you have the helmet positioned correctly. If you can see the shadow of the foam above the eye port by just lifting your eyes - you have the correct position. Always check this before going on the track.
e) Varying chin profiles Long, large and low are harder to accommodate. We prefer to see that ALL your head is protected by the helmet. Avoid brands with smaller shells. The more aerodynamic shells with duckbills work better.
f) Remember the helmet increases your height. Fitting you and your helmet in your car without touching the head liner (or worse) can be an issue. It is a frequent problem for our customers who are tall with older model sports cars, severe sloping roofs and/or compact cockpits. The larger round shaped shells such as offered by BELL can be a problem. However, we have successfully switched to BELL’s K1 PRO.
REMEMBER, ONE SIZE DOES NOT FIT ALL HEADS
& NEITHER DO THE MANUFACTURERS AGREE ON THEIR SIZING MEASUREMENTS
THE FIT
The key points to a good fit are….
a) Avoid pressure points - those on the skull’s temple, forehead and sometimes the top of the head. This is where the head comes in contact with the ‘crush-zone’ foam. If you are feeling pressure at these points, go up a size of try another model, since the problem will only persist and probably get worse.
b) Observe your cheeks. A good fit has your cheeks semi-squashed but not so you are biting the inside of your cheeks. The inner layer of foam (fit-pads) of a helmet is always covered in a fire-retardant fabric . These fit-foam pads are not an integral to the helmet’s safety impact features. They exist to create a good and comfortable fit by filling the gaps between your head and the more dense ‘crush-zone’ foam. Tightness here is OK - this foam will soften with repeated use.
c) Your head should not be moving independently to your helmet. You do not need to shake your head repeatedly or violently when trying on a helmet. Use a quick movement side-to-side and up-and-down - replicating how your head would move inside the car. If your head and helmet are not moving together - the helmet is too large.
d) First make sure you have the helmet positioned correctly. If you can see the shadow of the foam above the eye port by just lifting your eyes - you have the correct position. Always check this before going on the track.
e) Varying chin profiles Long, large and low are harder to accommodate. We prefer to see that ALL your head is protected by the helmet. Avoid brands with smaller shells. The more aerodynamic shells with duckbills work better.
f) Remember the helmet increases your height. Fitting you and your helmet in your car without touching the head liner (or worse) can be an issue. It is a frequent problem for our customers who are tall with older model sports cars, severe sloping roofs and/or compact cockpits. The larger round shaped shells such as offered by BELL can be a problem. However, we have successfully switched to BELL’s K1 PRO.
REMEMBER, ONE SIZE DOES NOT FIT ALL HEADS
& NEITHER DO THE MANUFACTURERS AGREE ON THEIR SIZING MEASUREMENTS
SA2020 & FIA
CARBON
OPEN-FACE
KARTING
