Comparison ACERBIS Profile 4 vs Fox V1

The type of visor used on a helmet. A visor in this case means glass that covers the face of a motorcyclist from wind, dust, raindrops, etc., and often also from the bright sun. Note that there is a specific category of visors — sun visors; they are not taken into account in this case, for more details on such devices, see "Functions / Capabilities". Traditional visors can be as follows:

— Transparent. Classic transparent glass that does not change the visible image. In bright sunlight, such visors are less comfortable than tinted visors, but this drawback can be compensated for by using additional sun visors (see below). At the same time, transparent glasses do not impair visibility at dusk and are generally more versatile, and therefore are used in most helmets, where visors are generally provided.

— Toned. Visors with tinting. Usually, we are talking about a certain degree of dimming — from light "smoky" to almost black or mirror (glasses tinted in yellow or orange have their own specifics, so they are indicated separately — see below). Tinted visor improves visibility in bright sunlight; in addition, it is often made polarized, which also reduces the amount of visible reflections (from water, from shiny metal surfaces, etc.). On the other hand, through such glass it is worse to see in the evening and at night than through transparent glass — up to the complete impossibility...of using a helmet with a closed "visor" normally. So tinted visors are recommended to be used exclusively for daytime driving.

— Tinted/transparent. This option is indicated for models available in different configurations — both with tinted and with a transparent visor. This allows you to choose the option of your choice, depending on personal preferences and the expected characteristics of the ride. And some models can be equipped with glasses of both types, which makes the helmet universal right out of the box.

— Yellow. Visor tinted yellow or orange. These lenses are sort of the opposite of tinted visors: the yellow tint enhances image brightness and contrast, improving visibility in low light, from cloudy weather to driving in the evening and at night. But in daylight, even not very bright, the yellow colour can cause discomfort (although it all depends on the user's preferences). In general, this is a rather specific category, it is rarely installed in standard helmets: it is believed that the need for yellow glass rarely arises, and if it does arise, such a visor can be purchased separately without any problems.

— Is absent. Visors, by definition, do not have cross-country helmets designed for use with glasses; in addition, glass is missing in some open models (see "Type"), in which such equipment does not fit due to construction or design reasons. But in other types of helmets, this option is practically not found: if this model allows the installation of a visor, it is almost certainly equipped with at least the simplest transparent glass.

— Quick release visor. The ability to quickly remove the helmet visor, in most cases without the use of special tools. Such an opportunity can be useful, for example, for cleaning from pollution, replacing transparent glass with tinted glass, or vice versa.

— Anti-fog coating. The presence on the helmet visor of a special coating that prevents fogging from the breath of a motorcyclist. This feature will be useful especially in cold weather (glasses practically do not sweat at high air temperatures). It is especially important for closed helmets (integral and enduro, see "Type"), but can also be found in open ones. Note that such a coating is not a 100% guarantee against fogging, but the likelihood of this phenomenon is greatly reduced.

— Sun visor. A sunscreen in the form of additional tinted glasses that can be lowered and raised as needed, usually by means of a small lever or button on the side of the helmet. Do not confuse this device with tinted glass (see "Visor" above): a sun visor is provided as an addition to the main visor and covers only the eyes. By lowering and raising such glasses, you can “turn on” and “turn off” additional dimming. At the same time, the main visor is most often made transparent, thanks to which the helmet can be comfortably used at night — just lift the built-in glasses and look through the transparent glass....However, the sun visor can also be combined with tinted glass; this option will be appreciated by people with sensitive eyes that do not tolerate sunlight well and require enhanced darkening. The disadvantage of this feature is a noticeable increase in the cost of the helmet.

— UV protection. Availability of UV protection in the glass and/or helmet sun visor (see above). Intense ultraviolet light is harmful to the eyes, it leads to their rapid fatigue, deterioration of vision, and sometimes even eye diseases. Moreover, such radiation can be quite intense not only in sunny, but even in cloudy weather; in addition, the amount of ultraviolet increases in mountainous areas as altitude increases. However with short-term exposure, the described effects are hardly noticeable, but even for trips over short distances, UV protection will be useful. And if you are going to travel "far and long" — this feature is highly desirable. Note that if necessary, UV protection can be provided using separate glasses (motorcycle or conventional), but not all helmets allow the use of such glasses.

— Built-in ventilation. The ventilation system usually has the form of holes in the shell — the air flow entering them "blows" the inside of the helmet. This not only provides comfort (especially in hot weather), but also reduces the amount of moisture accumulating inside: the rider's head sweats less than in a fully closed helmet, and the sweat that is released quickly evaporates and is blown into the ventilation. At the same time, many models provide the ability to completely or partially block the ventilation — for example, in cold or rainy weather.

— Breath cutter. Most often found in helmets of a closed design (integrals, modulars, enduro — see "Type"). In such models, it is a kind of visor that covers the nose and mouth of the motorcyclist — so that the exhaled air is discharged into the lower part of the helmet and the visor does not fog up. Also, sometimes cut-offs are called additional masks that are equipped with open helmets, but this is not entirely true — such masks have a slightly different purpose, they are mainly designed to protect the mouth and nose from dust, small litter, insects, etc.

Safety certification or certifications to which the helmet conforms. To date, the following types of certificates are found in motorcycle helmets:

—ECE 22.05. The European certification system, which provides for very strict requirements for safety testing among national and international standards (except that in the ACU the requirements can be even tougher). According to ECE 22.05, each batch of helmets must be tested before being sent for sale (for this, several test items are selected), and the testing itself is quite strict and takes into account the fact that motorcyclists' heads can have different sizes and weights. Helmets certified according to this standard are used even in professional motorsport (although, of course, products of different levels and purposes can pass certification).

— Snell. Also known as SMF. Standard developed and used in the USA; appeared in the mid-1950s, and has been regularly improved and refined since then. Snell's requirements are more relaxed than ECE 22.05, but tougher than DOT: products must undergo constant quality control, and the test takes into account the possible difference in head size (although it does not take into account the difference in weight).

— DOT. The standard was developed by the US Department of Transportation back in 1972 and has remained virtually unchanged since then. It provides for very mild conditions...for both the testing itself and the control of the results. So, the check is carried out only for the standard size and weight of the head, the manufacturer himself does this and he also determines whether his products comply with DOT requirements, and control by the Ministry of Transport is limited to periodic selective testing. However, even with this in mind, having a DOT is much preferable to no certification at all.

— ACU. A standard developed and maintained by the British Motorcycle Union (Auto-Cycle Union), a public organization representing the interests of the motorcycle community. Provides two main marking options — ACU Gold and ACU Silver; however, the second option is extremely rare for a number of reasons, and it is usually the top, “gold” marking that is used. In order to be ACU Gold certified, a helmet must not only meet certain generally accepted standards (described above by Snell 2005 or ECE 22.05, British BSI Type A, etc.), but also be tested according to ACU rules, which require additional checks. As a result, the ACU Gold marking corresponds to a very high level of safety. Note that some time ago this system was at the centre of a scandal: there were rumors that “ACU Gold” stickers are sold freely and can be found even on low-quality helmets that have not passed (and are not able to pass) an official test. However, the ACU organization has taken steps to correct the situation, and conscientious sellers do not go for such a deception. However, if you have any doubts, you can check from official sources (for example, the ACU website on the Internet) whether the selected helmet meets the safety level claimed for it.

The country of origin is usually considered as the country of origin of the brand — the "homeland" of the company that sells helmets. At the same time, the actual place of release may not coincide with the claimed country of origin, but this is not critical — the quality of the product is determined more by the reputation of the brand (and the thoroughness of quality control) than by the country of actual production.