Protecting your brain—on the road or on the trail—has never felt, fit, or looked so good.
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The first step in buying a helmet is determining how you will use it. If you like rowdy trails and big air, consider either a trail or enduro model, which will have greater protection for the back of your head than a road-style helmet, which tends to prioritize ventilation and weight over the added side and back protection.
Downhill helmets have chin bars—some of which are removable—for even more protection. Road and cross-country (XC) mountain bike helmets are light and extremely well-ventilated but may lack the added protection of trail helmets. They typically do not have a visor or are designed to accommodate goggles.
Some helmets are designed with commuters in mind. They tend to be a little tougher, to stand up to the rough and tumble abuse that typifies urban use, and often have features like light clips, or even built-in lighting. They usually have slightly less ventilation than road helmets and, of course, a more casual aesthetic.
See our top picks below, then scroll down for more in-depth reviews of these helmets and other great options, as well as helpful buying tips and advice.
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Road and XC are the lightest and most-ventilated helmets out there, and in some cases not only vent well but actually enhance cooling over wearing no helmet at all by directing airflow through the helmet and over your head. Other helmets that prioritize impact protection, like downhill and some mountain bike helmets, often have fewer vents (more holes = less protection against rocks and sticks). Don’t be fooled by the “more vents are better” mantra. You can’t judge a helmet’s cooling ability simply by how many vents it has. The Giro Synthe, for example, has only 19 vents but is widely regarded as a well-ventilated helmet, while the Kask Valegro has a whopping 37 vents. The size and design of the vents is often more important than the quantity.
“A helmet will protect you only if it fits correctly,” says John Thompson, Scott’s helmet product manager. Sizes vary by brand, and most companies offer a fit guide to help you determine which size is best for your head. Measure the circumference of your head to determine the best size; if you fall between sizes, go by comfort.
(Multi-Directional Impact Protection System) comes in several versions. The most common uses a liner inside the helmet that allows your head and helmet to move relative to each other in the event of a crash. Upon impact, the helmet can move a little without pulling on your head, which is claimed to reduce brain trauma. MIPS Spherical, shown here in the Giro Aether helmet, is another variant, as are the MIPS SL pads in the Specialized Prevail II helmet.
A small electronic sensor will automatically signal your phone to send out a call for help—along with your GPS coordinates—to selected contacts if you crash and can’t do so on your own.
Miniature tubes are thermo-welded together to create what looks like drinking straws if you were to look straight down on them. Smith claims that by including Aerocore, the EPS foam used throughout the rest of the helmet is able to absorb more energy upon impact.
Wavecel is a 15mm-thick grid of layered polyester that can crumple, flex, and glide on impact, reducing forces.
All helmets sold in the U.S. must meet a Consumer Product Safety Commission (CPSC) standard. However, the standard is old (adopted in 1998), and does not, for example, contain any language about mitigating rotational forces on the brain, nor does it lay down any standards for a full-face helmet’s chin bar. Given all we’ve learned about brain injuries in the past 20+ years, the CPSC test is in desperate need of an update.
There are voluntary and third-party tests outside of the CPSC test. Of them, we like Virginia Tech’s STAR tests which were developed with a more modern understanding of head injuries than the CPSC’s test.
VT’s protocols evaluate a helmet’s ability to mitigate linear acceleration and rotational velocity, then assigns a ranking of zero to five stars. A helmet gets more stars if the testing indicates it does a better job of reducing injury. Virginia Tech only recommends helmets that receive four or five stars.
Outside of CPSC and VT’s STAR, most reputable helmet makers have their own in-house test protocols. The specifics of those tests and the results are often proprietary and not shared with the public.
However, no controlled test can replicate every possible real-world crash. But wearing a helmet is always better than not wearing a helmet, and our understanding of what makes an effective helmet, and the associated testing, improves every day. And that means helmets are always becoming better and safer.
Most of the helmets shown here are “half-lids.” These helmets cover the top of the head with coverage ending around the eyebrows and top of the ears, though some—particularly mountain bike helmets—offer extended coverage at the back of the rider’s head.
Another style of helmet is the full face. As the name suggests, this style of helmet covers the majority of a rider’s head and face. In addition to the chin bar that juts out in front of the rider’s jaw, a full face covers a rider’s ears, and the back of their head, with the large opening in front providing room for goggles.
As you can guess, full face helmets protect more of the rider—particularly the mouth and jaw—but are heavier and less ventilated than a half lid. Full face helmets are primarily used by mountain bikers—especially downhill and enduro racers—but all riders can benefit from the extra protection they provide.
Full face helmets generally fall into two categories.
A heavy-duty full face—typically used for downhill racing—has the most coverage of any type of bicycle helmet. They also have fewer vents, thicker foam, and a larger visor. Inside, a heavy-duty full-face helmet usually has thick pads that squeeze a rider’s cheeks which helps keep the helmet in place and prevents it from wobbling. Heavy-duty full-face helmets typically do not have any sort of dial-adjustable fit system, but instead rely on padding thickness to adjust fit. At the high end, these helmets often use a carbon fiber shell to shave weight. Specialized’s $500 Dissident 2 is a perfect example of a modern downhill race helmet.
Because they have the most coverage and the thickest foam, a heavy-duty full face should offer the most protection and energy attenuation of any bicycle helmet. But, as it is in every case, it comes down to the individual helmet and the specific impact.
A different take on the full face—and one that’s seeing increased popularity—is the lightweight full face as exemplified by the Fox Proframe RS ($360). The promise of this style is the increased coverage and protection of a full face, but in a much lighter and better ventilated (uphill friendly) format.
In contrast to the almost completely solid shell of a heavy-duty full face, a lightweight full face has numerous and large vents in the shell. A lightweight full face’s interior is like a half lid with less padding and lighter and thinner straps than a heavy-duty full face, and a dial-adjustable fit system.
Most full-face helmets are one piece, but a few helmets that have a removable chin bar allowing the rider to have extra protection when they need it, with the option to ride in a lighter and better ventilated helmet when the extra protection is less critical. Examples include the Giro Switchblade, MET Parachute MCR, and Bell Super.
So, does crashing in a full-face helmet guarantee a better outcome than crashing in a half lid? That’s very hard to say. As a bicycle helmet, the only mandatory (minimum) standard a full-face helmet needs to pass to sell in the USA is the same as a half lid (CPSC 1203). That means that even though a full face offers more coverage than a half lid, that increased coverage is not subjected to any mandatory minimums testing.
However, there is a voluntary standard (ASTM F1952) that subjects helmets to more severe impacts, tests more of the helmets surface area (lower test lines), and has minimum chin-bar impact requirements. That’s why we typically recommend only buying full face helmets that meet this voluntary standard.
Only the Netherlands has an e-bike-specific helmet standard (which was adopted there in 2017). NTA 8776 is a standard designed around protecting against higher impact speeds and covers a slightly larger part of the head.
In the U.S., there are currently no helmet requirements specific to e-bike use. But several manufacturers sell commuter helmets built to the NTA 8776 standard. Two of our favorites are the Specialized Mode and Smith Dispatch.
Every helmet on this list has been thoroughly evaluated and vetted by our team of test editors. We research the market, survey user reviews, speak with product managers and engineers, and use our own experience riding in these helmets—and even crashing in some of them—to determine the best options. Our team of experienced testers spent many hours and miles wearing these helmets on the road, on the trail, on commutes, and at the bike park. We evaluated them on performance, value, fit, comfort, ventilation, aerodynamics, adjustability, and aesthetics to come up with the models that best serve every budget and every kind of rider.
Specialized claims the new Prevail is the most ventilated helmet they have ever made, and it’s easy to see why. Looking at the helmet from the front, Specialized has eliminated many of the traditional “foam bridges” that typically create all of the little vents on a helmet, replacing them with its new Air Cage design. It makes for five massive vents and provides a nearly helmet-free feeling on your head.
This pint-size helmet is as exciting for small kids who are ready to ride as it is for parents with big dreams of family cycling adventures. Whether on the cusp of pushing a balance bike or still a willing passenger in a trailer, any kid whose noggin is between 45 and 53cm will be safer in the Scamp. Built with in-mold construction and a polycarbonate shell over an EPS foam liner, the helmet is well-ventilated and compact while still offering plenty of protection. A Roc Loc Jr. adjustment dial lets you fine-tune fit, and the buckle on the chin strap is pinch-free. It’s also light enough that it didn’t throw our 14-month-old tester off balance while trying to walk.
If you prefer the look of a skate helmet but are looking for something a bit more refined, the Mode is a great option. It’s priced well, looks right, and has some thoughtful details. The hard plastic outer shell and urethane edge bumper protect the foam against everyday knocks, so you don’t need to handle this helmet as delicately as a lightweight model. The MIPS liner is nicely integrated and should help with some impacts, and the padding is comfortable. Ventilation is better than most helmets like this as there is channeling inside the helmet. Still, the vents are small, so don't expect road helmet levels of ventilation. Additionally, the Mode passes the Dutch e-bike helmet standard for added peace of mind.
The Aries is Giro’s best-ventilated and most protective road helmet to date. The new model replaces the Aether and takes the position as the brand’s premier road helmet. What’s new is that five years of experience with Spherical and Aura, along with the constant march of technology, allowed Giro to build a helmet that, on paper, exceeds the Aether in almost every way. It's also currently the best helmet that Virginia Tech has tested and rated.
Lazer’s Coyote is a $110 helmet that looks, fits, and feels like it is much more expensive. In fact, having ridden in both I think it’s superior to Lazer’s $220 Jackal KinetiCore. At 340 grams (my scale, size medium), the Coyote is quite light for a modern mountain bike helmet. One reason: No MIPS. Instead of MIPS, the Coyote uses Lazer’s KinetiCore which consist of “controlled crumple zones” built into the EPS foam to mitigate rotational impacts. An additional benefit is the raised foam blocks that make up the crumple zones create lots of internal channeling, perhaps a reason why this helmet feels so cool and airy.
The Echelon II is the latest incarnation of the tried-and-true Echelon, which has been a staple of the Specialized helmet line for years. Although it’s labeled as a road helmet—in Specialized-speak that means there is no visor—it’s perfectly suited to trail riding as well. Like its more expensive sibling (the Prevail II) the Echelon II features the Hairport fit system. It comes in a unisex model so ponytails and bronytails will fit comfortably in the updated retention system. The Tri-Fix web splitters aren’t adjustable, but the straps stay well away from the ears, and reflective details are found in the webbing and in stickers on the helmet’s surface.
The Schwinn Intercept is a $25 helmet that ranked four stars in Virginia Tech’s STAR testing. That’s a higher ranking than several helmets VT tested that cost hundreds more. Though it is an inexpensive helmet, it still features a dial-adjustable fit system and a removable visor. The Intercept is a one-size-fits-most helmet with a claimed weight of about 350 grams—surprisingly light for such an inexpensive helmet. Note that the Intercept has fewer and smaller vents than higher-end helmets, which suggests less ventilation.
Inspired by vintage motorcycle helmets, the trendy, comfortable Thousand Heritage was a favorite when it launched and we're glad to see it get an update. It still has a faux leather strap, but now features larger vents on the top and in the back to keep you cool. The logo in the rear pops off to reveal a small channel through which you can run your lock to secure the helmet. Super handy if you don't want to carry it around with you once you're at your destination. An adjustable dial allows you to adjust the fit, and we had no trouble doing up the magnetic buckle with just one hand.
Bell introduces this entry-level mountain bike helmet at a lower price than its previous comparable models. Meant to be as beginner and budget-friendly as possible, the Spark is made with a single layer of EPS foam and uses a MIPS system. It comes in two universal sizes—adult and youth/women’s (same size range but different colors). The visor is fixed in a functional, low position to minimize adjustment distractions. Built to be simple and affordable but long-lasting, the helmet has edges that aren’t coated with the hard outer shell that covers the rest of it. But the contact points where it touches the ground (also where the chin strap attaches) are reinforced with rubber bumpers to protect the exposed EPS foam from cracking or wearing down.
Sweet’s Bushwhacker 2Vi, and its road analogue, the Falconer 2Vi, are fabulously comfortable helmets. The fit is very precise, all the materials that touch the rider are luxe, and they offer great ventilation and competitive weights in an attractive-looking helmet. We’re also giving props to the Bushwhacker for its visor: it’s long and wide enough to shield the eyes from the sun. That’s significant because there are a surprising number of bike helmets with visors that are little more than cosmetic. The Bushwhacker’s comfort is backed up with an impressive-sounding suite of protection features: a two-layer MIPS system claimed to be more effective than a single-layer liner, three foam densities to attenuate a wider range of impact forces and a variable thickness elastic shell that acts as “the first line of defense.” These protection features seem to work as Sweet has four helmets in the top ten (more than any other brand) of Virginia Tech’s helmet ratings—The Bushwhacker is number eight, while the Falconer is number two.
Aerodynamic helmets divide cyclists with their looks. But while they continue to cause division for the looks, the comfort, weight, and ventilation of the best aero road helmets have come a long way in recent years. A prime example is Trek’s latest Ballista. Yeah, it kinda looks like a horseshoe crab. But several Bicycling editors have tried this version, and all give it very high marks for comfort. It’s also quite light. On my scale, a size medium came in at 276 grams. That’s lighter than the Specialized S-Works Evade 3 (318 grams, medium) and even more “normal” looking helmets like the Giro Aires (284g grams, medium). Ventilation is quite good too, with a noticeable rush of air streaming through the helmet. Other standout features: it’s very quiet (an indication of how well it cuts through the air), and the folding fit system makes storing and packing the Ballista for travel easier.
The Fox Dropframe Pro may be an open-face helmet, but it offers nearly full-face coverage. Coverage starts at the eyebrows and ends about an inch below the edge of the occipital bone. There’s also generous coverage around the temples, and the helmet’s portholes protect riders’ ears—without obstructing hearing—and part of the jaw. The Dropframe Pro also has a MIPS liner and a dual-density foam liner. There’s a lot of helmet here, which shows up on the scale. This helmet weighs 524 grams (large, our scale), whereas a typical trail helmet is usually around 340 to 380 grams. This is a warmer helmet: There’s no internal channeling, there’s lots of padding touching the rider's head, and airflow is just okay. However, the openings around the ears provide more cooling than helmets that cover the ears, so it is a touch stuffy. It’s a little heavy and a little warm, but it is comfortable, and the extra protection is welcome. So far it is the best-scoring bicycle helmet in Virginia Tech’s impact testing.
For its price, the Tactic is a great trail helmet that’s competitive with the best in the category. This well-made helmet has an integrated MIPS liner and slightly extended coverage at the temples and down the back of the head. The weight (380g, medium, our scale) is a touch heavy, but competitive. It’s quite comfortable too: The pads are plush and don’t irritate bare skin, the chin strap is supple, and the dial-fit system (horizontally and vertically adjustable) wraps the head without pressure points. High-speed ventilation and low-speed breathability are both very good. The visor looks huge, but it doesn’t project into the field of vision much—a potential downside for riding when the sun is low. The Roam is very goggle friendly, with integrated guides and room to dock the goggles under the visor. If you prefer glasses, the forward vents offer a place to stash them. With comfort, performance, and quality, the Tactic is one of our favorite trail helmets.
The POC Omne Air Spin looks like it should be a lot more expensive than it is. In the not-so-distant past, cheaper helmets looked, well, cheap. Straps were tougher to adjust, retention systems were subpar, and there was noticeably less ventilation. In short, they were clunky. The Omne, on the other hand, is far from clunky. It boasts extensive ventilation, a polycarbonate shell bonded to an optimized-density EPS foam liner, and POC's SPIN technology that reduces rotational forces from angled impacts (similar to MIPS). Add in the 360-degree size adjustment retention system and this helmet looks, feels, and performs just like many helmets double the price. The ventilation is more than adequate to keep you from overheating, and despite the extra coverage in the back, it doesn’t feel excessive for road riding. Additionally, gravel and cross country racers who don’t like the full coverage of traditional trail helmets might enjoy this helmet.
The Helios is the latest in Giro’s line of Spherical helmets. Debuting with the Aether, Giro’s Spherical helmets feature a slip plane claimed to reduce rotational forces on the brain in some impacts. Though it employs the same design, the Helios does not use the Aura polyamide reinforcing ring used by the Aether and Manifest. Without Aura, the Helios’s vents can’t be as large as the helmets with the reinforcement, which knocks ventilation down a peg. It's by no means hot or stuffy—it has internal channeling, and air moves through it well—but, compared to the Aether, ventilation felt only average. Aimed at the gravel/all-road crowd, the Helios is a rounder, smoother-looking helmet: One that doesn’t shout, “I RACE!” Coverage also drops slightly lower in the rear, so the Helios covers more of the skull and provides additional protection if the rider falls backward.
The Smith Network has many of the features of the company's pricier models along with some truly novel ones. It retains the panels of a honeycomb-like material called Koroyd that is said to increase airflow and, along with the EPS foam, absorb more energy upon impact. Plus the Network has great eyewear integration and an optional fabric visor that adds the convenience of a cycling cap without the added bulk.
At 415 grams, the Ultra is no flyweight helmet, but it offers a ton of functionality that other helmets at the $100 price do not. The Ultra has all of the functionality of Lumos’ original offering, while also incorporating Mips technology and conveniently charging with a USB-C cable. The downsides of the Lumos are the lack of e-bike certification, one size fits most sizing, and that it’s a bit of a tight head-fit if you wear a ponytail. But if the sizing works for you the added visibility on congested roads or when riding at night is incredibly appealing. A full charge can get you through about 10 hours of riding before needing to be topped off.
After rejecting several heavier models from competitors, my toddler loves the lightweight, ventilated fit—and let’s be honest, bright purple color—of the Woom Kids helmet. Woom makes bikes and gear specifically for kids’ proportions instead of just scaling down adult designs, and this helmet is the perfect example—it’s got extended coverage and protection where kids need it most, like at the back of the head and forehead, which includes a flexible, attached visor. The outer shell is made of lightweight in-mold polycarbonate with an EPS foam inner shell. The magnetic closure system, situated on the side instead of directly under the chin, is one of the easiest I’ve used and is buffered by soft padding to prevent pinching. The helmet comes in three sizes, with enough interchangeable padding to help you dial in a cozy fit.
A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling, Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race.
Test Editor Dan Chabanov got his start in cycling as a New York City bike messenger but quickly found his way into road and cyclocross racing, competing in professional cyclocross races from 2009 to 2019 and winning a Master’s National Championship title in 2018. Prior to joining Bicycling in 2021, Dan worked as part of the race organization for the Red Hook Crit, as a coach with EnduranceWERX, as well as a freelance writer and photographer.
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