Safety is everything

Testing is at the heart of all we do

Before you pull your helmet out of it’s box, before you try it on, before you trust it with your life, your helmet has undergone extensive safety testing above and beyond the DOT & ECE 22.05 standards.

What is Sharp?

SHARP is the Safety Helmet Assessment and Rating Programme, a scheme to help motorcyclists make an informed choice when buying a helmet. SHARP was launched by the UK Department of Transport (DfT) in 2007 to provide customers with clear, impartial and objective information about the relative safety of motorcycle helmets available to riders in the UK.

Why is a Sharp rating a big deal and what does 4* mean?

The SHARP programme is based upon the findings of the European Research activity “COST 327” (the most comprehensive study of motorcycle crashes ever conducted in Europe).
A total of 32 tests are carried out across a range of sizes on kerb, flat and abrasive anvils. Three impact speeds are used 6m/s, 7.5m.s and 8.5 m/s. The high speed SHARP impact tests are carried out at higher speeds than current regulations including UN ECE Regulation 22.06, SNELL M2020 and FIM FRHPhe-01.
In order to calculate the safety rating, the test results are weighted according to best motorcycle accident data available. This weights the likelihood of impacts occurring to different regions of the helmets, of impacts occurring at different speeds, and of impacts with different surfaces, based upon the accident studies carried out as part of the COST 327 study.
Calculation of the safety rating is complex so to enable the identification of those helmets likely to offer the highest level of protection, the ratings are expressed as a simple star rating with 5-stars being the highest and 1-star the lowest.

Where do we rank in the market?

Only 13% of helmets tested have achieved a score of five stars.

Why Atlas 2.0 and not 3.0?

The SHARP testing process was delayed due to the pandemic. Helmets have to be independently purchased by SHARP and tested prior to the release of the safety rating. The process for Atlas 2.0 began in early 2020 but wasn’t completed until recently due to the pandemic. Atlas 3.0 has had provisional tests carried out but is still waiting on final verification.

Meer informatie

Industrial Standard Magnesium Weighted Head Forms

All of our motorcycle helmets are tested and approved to both UN ECE Regulation 22.05 and DOT FMVSS No.218. All of our ECE and DOT approvals are tested and approved using third party test-houses. We most regularly test with VIAS Lab in Belgium and the ACT Lab in California – but we have run tests at Newton Lab Milan, Omega Lab Milan, BSI, INSPEC, SATRA and even Imperial College London. We also have in-house testing facilities which allow us to perform full homologation tests as well as our own additional in-house tests.

Hot, cold, moisture, water immersion and ambient conditioning

Impact speed – m/s
DOT

6m/s

Impact speed
ECE

7.5m/s

Impact speed
ECE / FIM / SNELL

8.2m/s

Impact speed
RR Internal Test

9m/s

Impact speed
  • DOT

    6m/s

    Impact speed
  • ECE

    7.5m/s

    Impact speed
  • ECE / FIM / SNELL

    8.2m/s

    Impact speed
  • RR Internal Test

    9m/s

    Impact speed

Tested for Oblique impacts

This is a new test introduced for Regulation 22.06 to assess the performance of the helmet when impacted against an oblique anvil. It is now widely regarded that rotational acceleration forces experienced from glancing blows are a significant contributor to serious brain injury. A helmeted headform is dropped at 8m/s using the same method as the linear drop test onto a 45° oblique anvil. Sandpaper is securely fixed to the top surface of the anvil. Impacts are performed on two different helmets on five impact positions. The performance of the helmet is assessed using PRA (Peak of the resultant rotational acceleration) and BrIC (Brain Injury Criterion). PRA is a measurement of rotational acceleration, the lower the value the better the performance. BrIC is calculated using angular rates of acceleration at a specified point of the impact, like HIC this is a calculation to predict the likelihood of a head injury from the impact. The lower the score the better the performance of the helmet in protecting the rider against injuries from glancing blows.
PRA Limit
10400 rad/s2
Ruroc Average *
3116 rad/s2
BrIC Limit
0.78
Ruroc Average *
0.32
  • B-point

    Forehead
  • X-point

    Side of head
  • P-point

    Top of head
  • R-point

    Rear of head

Tested for years in a single day

We designed and built the world's first visor mechanism life cycle test machine. This device was engineered by the Ruroc team to ensure the visor will last a lifetime!

Tested for penetration

The penetration test is required for DOT testing. This assesses the ability of the shell to resist penetration from sharp projections and projectiles as well assessing the stiffness of the shell. A failure occurs if the striker makes contact with the headform. As ATLAS has a lightweight Carbon Fibre shell we use aramid fibres in the shell lay-up to reinforce the shell and prevent penetration.

Tested for roll-off

Also known as the Retention (detaching) tests. These tests assess the positional stability of the helmet during an accident. The forward roll-off is required for both UN ECE Regulation 22.05 and 22.06. The steel wire is secured to the rear of the helmet and a 3kg holder, a 10kg weight is dropped from a height of 0.5m within the holder. The helmet must not rotate forward more than 30°. The reverse roll off is a new test introduced for 22.06. The helmet must not rotate rearwards more than 30° when a weight of 3kg, which is secured to the front of the helmet, is released.

Retention testing

Retention system load tests are required for both DOT and UN ECE to assess the overall strength of the retention system. Both regulations require a load to be applied to the retention system assembly while the helmet is positioned on an appropriate headform. A 10kg weight is dropped from 750mm to produce a shock load for UN ECE. The dynamic displacement of the straps should not exceed 35mm, after two minutes, the residual displacement should not exceed 25mm. A different approach is used for DOT, a load of 136kg is held on the straps. After 2 minutes the displacement of the straps should not exceed 25mm.
*Ruroc averages calculated across all impact points.
*All UN ECE 22.05 averages calculated from official cert tests at VIAS lab, Belgium and are taken from all tests conducted throughout 2020 and 2021.
*All DOT averages calculated from official safety compliance tests at ACT lab, California and are taken from all tests conducted throughout 2020 and 2021.
*Oblique impact averages calculated from development tests at Newton lab from tests conducted in 2021.

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