In some parts of the world, motorcycles are patron saints of living on the edge, while other areas hold the reputation of being occupied by commuters riding motorcycles to work. One undisputed common denominator for riders from all walks of life is safety first, and luxury second.
Of which, helmets are the most credible part, ready to provide both.
The following write-up is a comprehensive guide on various motorcycle helmets to make sure both the experienced and want-to-be riders don’t have to deconstruct the mechanism or tricky terms alone, especially with Bluetooth helmets.
Fitting bluetooth helmet for the proper purpose
Their market is a cesspool of opportunity purchases. In the end, hopefully, interested riders will know where to put their foot first. There are five different types of motorcycle helmets, individually carrying diverse designs, features, and pragmatic applications.
Full Face Helmets are accessible in every corner of the world, mandated by law because they are the safest; these helmets provide full coverage. Its namesake, these helmets engulf the rider’s face 360°, from back to the sides and the front. The protection extends down to the neck.
For those who decide to cover long stretches of road in a crouched position, these helmets have a cross-over ventilation system, with two micro holes in front and two in the back (as exhaust). Not all full-face helmets have this technology, but traditional ones are still a commendable choice.
The upholstered chin strap is another reason these helmets are a pit stop solution. For the chin delegates, nearly half of the impact is linear accidents. Their straps are broad to distribute weight and avoid strangulation if they slither to the neck.
But enough with the ominous safety warnings. Helmet customization can be fun too. With the latest speakers and Bluetooth, and glare-repellant visors to shield from direct sun rays, or double visors are all an upgrade away.
Modular helmets are famous for their variety. These helmets have a movable chin bar and flip-up visors.
A movable chin bar has its pros and cons. The riders need not worry about ventilation since under the chin area is exposed.
However, the reasonable leverage of the chin strap is no longer a part of the helmet design, perforating the shock directly to the chin in case of an injury. A feature of a double D-ring was introduced to alleviate this particular concern. The practical limitations put an end to the experiment.
Since modular helmets become aesthetically pleasing with each new design, as if the riders have stepped out of a comically virtual world, their visors come with special tint effects, from a sepia tone to a remarkable blue impact to protect the eyes from concentrated sunlight. Their ergonomic lever system has taken over the hinges required for visor movement. And despite their trendy looks, they are safely approved by relevant authorities (government).
Who better understands the haggling anxiety of traffic than riders? Unfortunately, not all modular helmets are equipped with a terminally better range of acoustics or side-vision. In this regard, they function like full-face helmets. This implies riders might feel trapped inside a cushioned box despite the flip-up visor.
Half Face Helmets from back in the days, where riders wore leather-clad beanies or caps because the leather was the surmountable option. The lack of safety was never compensated for a long time until the new Half-face helmets, the refurbished version, mainly of two types.
The first type of helmet encloses the back, the sides, and the forehead, marshaling a visor of the rider’s choice. One is spoilt for superficial choices only because their basic engineering stays the same.
Barring these, half-face helmets have knock-out peripheral vision as the helmet’s edge stays behind the eye line. The airy aspect is a no-brainer. It usually gathers underneath, finding its way to the nape of the neck, so riders don’t sweat bullets.
The other type of Half Face Helmet is called a brain bucket. Literally. With a hard shell and double foam, it only covers the lid or top of the head, like a hat. A precarious spoof in first design, it has redeemed itself these days. Modern re-enactors come saddled with removable, washable line foam.
The bucket helmet’s only redeeming quality is the experience it has to offer. Riders feel the wind on their face and hair and are roped in with an unobstructed view of their surroundings. As for visors, they can be replaced with sunglasses.
Suffice it to say; bucket helmets work fine in low traffic and short-distance commutes.
Open Face Helmets are also called three-fourth helmets because of their design. Eponymous to their name, they leave the face open and cover the rear and top parts of the head.
They have no chin bar, which is why riders take extra precautions. Their helmets fit snugly, sit squarely on the head, and cut no corners with loose straps.
The myth about their weight triggers beginners to purchase the helmet for all the wrong reasons. They are lighter than their counterparts, but their volume is felt when riders cut through the air at high speed. The air pushes the helmet back, and the only rope is the rider’s head and neck. So, don’t let looks deceive.
How Bluetooth functions with a Motorcycle Helmet
Riders using mobiles while driving are four times more likely to meet with an accident, claims a WHO report from 2019. Sobering facts like these shift tides in favor of technology, especially one that’s been around for decades and is convenient. Distracted drivers are accidents waiting to happen. Which is why almost all helmets mentioned above, full-face, modular, or open-face, either have an integrated Bluetooth or can accommodate one, except bucket helmet.
Riders are better off with integrated, in-built Bluetooth in Full-face and Modular helmets because they acquire their share of space; a third-party BT would end up heating and cramping the space. The proper Bluetooth considers all fallacies beforehand, like insulation, overheating batteries, and interrupted connections, and takes care of them.
Bluetooth 5.0 and upgraded versions sanction two-way and four-way communications, linking at least a dozen riders. Low-profile BT gives speakers more space, so they work smoothly under turbulence which riders often don’t realize at first but are grateful for when the wind starts whooshing past their ears like it has places to be.
Try picking Bluetooth with A2DP settings. An audio Distribution profile is a profile interface that dictates the audio streaming from one device to another, including but not limited to picking calls, navigation, and assisting in hearing, should the rider require.
Some helmets step up a notch, with panels attached on their sides to let the rider control the functions of helmets via a smartphone. It takes mere activation of BT to filter noise, amplify conversation sound, and reduce echo.
Visible convenience is perhaps the only hallmark of development. Since Bluetooth can connect multiple devices simultaneously, helmets have an intercom feature where riders can talk to each other in certain vicinities with radio wave frequencies.
Another bull’s eye is how some helmets have successfully become eco-friendly. They harness solar and wind energy to charge batteries for Bluetooth, and are high-maintenance. The technical market term for it is a transducer’s helmet.
An excellent BlueTooth connectivity range is between 500 feet and a mile. Assuming the rider has a good quality motorcycle helmet, it can be waterproof with a few simple modifications. Finally, a reliable headset in severe weather conditions would be the cherry on top. Since, Bluetooth is incomplete without headsets. A good pair of them works for the long haul.
Additionally, a more holistic approach is underway. Soon enough, enabled Bluetooth will connect to the first receiving smartphone in its proximity, then to API (Application Programming Interface- which is the internet interface) instantly during accidents.
This way, accidents in deserted places or highways won’t fly under the radar and receive time-sensitive help. Envisioning the trifecta between knowledge of using a gadget, protection and accessibility, is just the approach helmets need.
An overview of Helmet’s design layout
Comfort and safety are two sides of the same coin. Why compromise on either factor when there’s a glut of patents to choose from? Size of helmets are codependent on their shapes. And shapes dictate the arc of visors, the weight distribution, and the volume of gadgets any helmet carries without jeopardizing safety factors.
All helmets come in three shapes- intermediary oval, long oval, and round shape. The round shape is the least desirable. It juts out the lower part, no matter how well it suits the outline of the rider’s face. The outer shell bows out when latching the helmet to the front.
Helmets weigh anywhere between three to seven pounds. The ones on the lighter end of the spectrum cause less fatigue to the neck and spinal curvature, unleash efficiently, and maximize comfort. While the heavier ones don’t guarantee more protection.
Anti-fog visors are necessary for a safe journey. The projections also provide insulation. For inside-outside temperatures moderation, they are modified with nanotech to absorb moisture when needed instead of manual drying which results in blurry scratches.
Aerodynamics is the fundamental cornerstone of what shapes a helmet. The science of aerodynamics helps to cut through the wind without messing up the friction or the drag force. Any additional aspect that compromises aerodynamics must be done and dusted with.
The trivial physics of Helmet Making
Motorcycle riders have an astute sense of balance and direction. And if they don’t, they develop one. Because a tiny fender-bender of a car at the wrong place, at the wrong time can be disastrous.
The question is, what makes it so?
It is agreed upon that helmet manufacturers never guarantee a hundred percent safety. Their limitations are but laws of physics. Here is why.
Say a sporadic accident takes place. A blunt trauma at the back of the head. There is no visible damage but the brain stirs inside the skull. The brain moves forward, and slight nerve swelling compresses one end.
The force of trauma might have immobilized the skull, but the brain keeps moving, due to inertia, until it bangs against the inside of the head. The brain tries to squeeze through organs it isn’t supposed to touch, making it a case of closed brain injury. What appeared to be offhand damage takes a turn for the worst.
Helmets are curated based on different rides. Suppose the inner foam lining is in perfect proportion to the shell but too thin for the impact caused by the accident. Then instead of decelerating the force, it’d crack or crumble or close inward, letting the weight of the outer shell sit on the skull. In short, the best anyone can hope for from a perfect helmet is to sustain the impact speed it was designed for.
Usually, post-collision, other body parts, like shoulders, and elbows, break the fall before it reaches the head with full force. The head then lulls or rolls before thudding on the asphalt. That’s why almost all injuries are angled or rotational.
This simple fact must override any vanity leading up to the helmet choice. A perfect helmet would put niggling scares to rest. Riders must pick a helmet that puts them first, like a perfect guardian to match the roughshod charisma of a bike.