Shoei X-Fifteen Helmet Review

[Hugh Janus]

The Shoei X-Fifteen is a head-turner in Proxy TC-11 graphic ($999.99). New shell shape is intended to offer an aerodynamic advantage, but the updates don’t stop there. Notice the large eyeport and updated ventilation system. (Jeff Allen/)

If you want to know the direction that racing helmets are headed, consider that nearly every description of the Shoei X-Fifteen starts with a discussion on aerodynamics.

That’s to be expected, perhaps, given the top speed potential of modern MotoGP bikes and the increased attention manufacturers are placing on air management. If teams are going to invest so heavily in a bike’s aero package, then so too should the gear manufacturers that support the guys racing those bikes. And that’s exactly who the X-Fifteen was developed for: the MotoGP elite. Namely, one Marc Márquez.

Benefits trickle down, of course, which in this case means that amateur racers and street riders alike have access to advancements being made at the highest levels of the sport. And in the case of the new X-Fifteen, Shoei has definitely taken a few steps forward.

One of the first things you notice about the Shoei X-Fifteen is the superb build quality. Everything from the paint to trim material is high-quality. (Jeff Allen/)

About the Helmet

The X-Fifteen follows in the footsteps of Shoei’s beloved X-Fourteen, which was unveiled in 2015 and already placed significant importance on aerodynamics, ventilation, and comfort. Making recognizable strides in either area would not be easy, but an in-house wind tunnel facility and good working relationship with riders like Marc Márquez helps. Shoei says it tested more than 150 profile shapes while working on the X-Fifteen.

The final design has more pronounced edges on the top left and right sides but is more concave, Shoei noting that the bottom third of the helmet has been “strategically narrowed.” A new rear stabilizer and updated rear flap design work in conjunction with the new shape, enabling the air to flow more smoothly around the helmet for increased stability and reduced force on the rider’s neck. The numbers seem to support that claim, Shoei adding that drag has been reduced by 6.1 percent, and lift by 1.6 percent.

The bottom third of the helmet (from the chin bar to the rear spoiler) is narrower, plus there’s a new design for the rear stabilizer and rear flaps. The result is a 1.6 percent reduction in lift and 6.1 percent reduction in drag, according to Shoei. Small numbers in the grand scheme of things, but what we can say is that the helmet is very aerodynamic. (Shoei/)

Getting air to flow through the helmet is nearly as important as getting air to flow around the helmet, and once again Shoei has taken steps to ensure there are improvements over the X-Fourteen, which had six air intakes and six exhaust outlets. The newly designed system takes a slightly different approach, with seven air intakes and six exhausts, plus 4mm deeper air channels in the EPS liner and more vent holes in the cheek pad ventilation system (23 vent holes on each side). The goal here is to increase cool-air volume, but also to make sure that hot air is being pulled out of the helmet as quickly and efficiently as possible. This is especially true when in a tucked position, which is what Shoei developed the X-Fifteen for. This is a racing helmet first.

Detailed look at the X-Fifteen’s all-new ventilation system. Air channels in the EPS liner have gone from 6mm to 10mm in depth. Notice the relatively small lip on the front vent door. All vent doors would be easier to operate if they were a little larger. But that’s a sacrifice Shoei makes in the name of smooth airflow. (Shoei/)

Speaking of pads, Shoei has increased the surface area of the cheek pads by 16.5 percent, “for a more secure and comfortable fit, especially at high speeds,” it says. The rest of the pad setup is essentially as it was before, the X-Fifteen featuring a fully removable, washable, adjustable, and replaceable 3D Max-Dry Custom Interior System II that’s intended to absorb and dissipate sweat quicker than traditional nylon.

There’s some adjustment too, as the X-Fifteen continues to feature Shoei’s patented angle adjustment system that enables you to change the helmet position up to four degrees. This is important for riders using the helmet on the track and street; rotating the helmet rearward increases the field of view when in a tucked position at the track, while pivoting it forward works best when riding in an upright position on the street.

The updated cheek pad ventilation system has 23 vent holes on each side. Notice the speaker pocket, a clear indication that Shoei is still thinking about the street rider. (Shoei/)

Further emphasizing the importance it places on vision, especially in a tucked position, Shoei has updated the eyeport trajectory to increase the upper field of view by 5mm. Also worth mentioning is that Shoei updated the base plate system for smoother shield openings and closings. A two-stage shield locking system is used, plus Shoei designed a new shield trigger lock mechanism to prevent the shield from popping off in a crash. These are things you learn by working with racers and analyzing crash data.

None of this is to take away from the helmet’s core responsibility, which is to protect the rider’s head during impact. For this, Shoei continues to rely on a multi-ply Matrix AIM+ shell with interwoven layers of fiberglass and lightweight, high-performance fibers. Beneath that you’ll find Shoei’s proven, multi-density EPS liner with the aforementioned channels for airflow. Four shell sizes are used, with helmet size options ranging from XS to XXL.

Side-by-side comparison of the X-Fourteen (left) and X-Fifteen (right). Notice the changes to the ventilation system and shield lock. Further back, you can see how different the rear flap design is, for smoother air flow. (Shoei/)

Riding Impressions

The first thing you notice when you pick up an X-Fifteen is the build quality, and while that won’t come as a surprise to anyone who’s worn a Shoei before, it bears repeating; the company’s attention to detail and use of quality materials is something every rider will appreciate. The helmet is well-built, but not heavy (our size medium weighs 3.6 pounds). Everything from the chin strap to the snap buttons that hold the liner is well finished, and nothing appears cheap. It’s hard to argue with the colors and look of the Proxy TC-11 colorway we tested too. This is an absolutely stunning helmet!

Naked bikes put a helmet’s aerodynamic properties to the test. We were happy with stability and experienced very little buffeting at highway speeds. (Jeff Allen/)

Looks aren’t everything, we know, which is why our attention turns immediately to aerodynamics and the helmet’s ability to cut through the air as efficiently as possible. This seems like a prerequisite in the modern era, but not every helmet is built the same, and the X-Fifteen outshines much of the competition with a sense of stability that’s beneficial regardless of whether you’re at the track or on the street. There’s little to no buffeting, and very little drag when leaning off the bike and looking through a corner. And while this might offer some sort of time advantage in racing, the real benefit to us is the reduced strain that it places on your neck. We’ve done multiple 300-plus mile days in the X-Fifteen—on naked bikes—and there wasn’t an immediate need to get out of the helmet at the end of the ride. The same was true after a full day of track riding.

The only other helmet that we’ve tested in recent months that offers a similar level of aerodynamic performance is the Alpinestars Supertech R10.

Shoei’s Shield Vortex Generators keep air from building up around the ear, for reduced wind noise. Notice the new shield trigger lock (red mechanism), and pin for the DKS-304 Pinlock Evo lens system. That pin is now located outside of the eyeport, for an unobstructed (and wider) lateral field of vision. (Shoei/)

The X-Fifteen also stands out in its ability to block wind noise and remain relatively quiet at track or highway speeds. Credit the quality build that includes things like a window beading around the shield, as well as the aerodynamic shell that keeps the air from getting too dirty as it moves around the helmet. The vortex generators on the shield also play a role, as they keep turbulent air from building up around your ears. Again, all this helps at the track, but is equally as beneficial during longer street rides, as it helps keep mind and body a little more sharp. It’s these small details that separate a good helmet from the ones that are genuinely worth the cost of admission. Or at least warrants the higher price of entry.

The ventilation system does an admirable job of keeping the inside of the helmet cool, but you never feel air rushing over your head in a way that suggests, “Oh yeah, that’s working.” And while we didn’t feel overheated, even during our track test in 100-plus degree weather, we’d be lying if we said we noticed air flowing in through the cheek pad ventilation system. Mind you, Shoei admits that this system was designed to work best in a tucked position, so it’s a bit much to expect exceptional airflow in more casual riding. That’s not what the helmet was designed for.

Another issue is that the vent levers are just barely big enough to comfortably operate with a gloved hand, and don’t move very smoothly. It would be nice for everything vent-related to be just a bit bigger. That includes the top intake port and door levers.

Shoei’s 3D Max-Dry Custom Interior System II is fully removable, washable, and adjustable, but most importantly, feels very soft and comfortable against your face. Cheek pad surface area is 16.5 percent larger, for “a more secure and comfortable fit,” Shoei says. Adjusting the angle of the helmet is accomplished by repositioning the white snaps on the cheek pad and at the back of the liner. (Shoei/)

Casual street riders should also remember that the shield system was purposely designed to not pop open the instant the helmet comes in contact with a curb, rocks, or other sharp objects in the event of a crash. This adds to the overall safety, but can be frustrating for the street rider who wants to open the shield at every stoplight; it takes time to get used to the center locking mechanism, and you’ll never be fully comfortable with the movement when gloves are on. It would be nice if the center lock mechanism had a more mechanical action to it, rather than such a short, soft travel.

While we never got fully comfortable with the locking system, we thoroughly appreciate the overall functionality of the shield system. As with every other piece of the helmet, it’s built with quality components and feels almost unbreakable. Shield movement is precise, and the shield never binds while going up or down. This is exactly what you’d expect from a top-tier lid, but not something that every top-tier lid offers.

The X-Fifteen uses a two-stage shield locking system. Notice the center locking mechanism and racing shield lock, which the rider must slide into place. Multistep locks are becoming more common in race helmets as manufacturers try to keep shields from popping up in the event of a crash. And while that’s a pain for street riders who are constantly opening and closing the shield at every stop, the benefits are obvious for track riders. (Shoei/)

The same can be said for the fit; this is everything you’d expect from Shoei. The cheek pads are soft against your skin, and the larger surface area creates a sizable contact point against your cheek. That adds to the sense of security and stability. The helmet fits more snugly than Arai’s Corsair-X, but less so than the Alpinestars Supertech R10. Of course, if the fit doesn’t feel perfect (every head is different), it’s easy enough to adjust the fit using Shoei’s 3D center pad components.

Field of vision is excellent, and while we miss having the eyeport cutouts that Alpinestars uses to increase the field of view in a turn, the X-Fifteen seems to offer better field of view in a full tuck position.

The X-Fifteen in its natural habitat—at the racetrack. A lot of work goes into not only ensuring the helmet is aerodynamic in a tuck position, but also when you’re off the bike and looking through a corner. We were very happy with how little drag there is, as that keeps your neck from becoming stiff after a full day of riding. You’ll never have that, “Get this helmet off me!” feeling when wearing an X-Fifteen. (Jeff Allen/)

Final Thoughts

While we love motorcycle racing for the entertainment it offers, products like the X-Fifteen are a reminder that racing is equally as important for the technological advancements that it harvests. Having a full-size wind tunnel is great, and yes, that’s clearly helped Shoei over the years. But there’s nothing quite like having your product being put to the test, week in and week out, by some of the fastest racers on the planet.

Racing is also proof that even the smallest changes can make a big difference, and that little gains compound. That’s a perfect way to look at the X-Fifteen; everything we loved about the X-Fourteen has been carried over, but in tweaking the formula here or there, Shoei has taken the next step in helmet development and pushed the product forward.

Mind you, this is a racing helmet, and the people who glean the most from those advancements will be racers looking for every edge they can find at the track. Street riders will be happy with the X-Fifteen though. That’s just the way trickle-down performance works.

Shoei has increased the upper field of view by 5mm (orange outline represents the X-Fifteen, blue the X-Fourteen). We were extremely happy with visibility in a full tuck position at the track. (Shoei/)

Pricing*

Solids: $899.99

Matte Solid: $919.99

Graphics: $999.99

Replicas: $1,049.99

(*MSRP subject to change/US pricing only)

Source

[Slowlycatchymonkey]

14 hours ago, Hugh Janus said:

The Shoei X-Fifteen is a head-turner in Proxy TC-11 graphic ($999.99). New shell shape is intended to offer an aerodynamic advantage, but the updates don’t stop there. Notice the large eyeport and updated ventilation system. (Jeff Allen/)

If you want to know the direction that racing helmets are headed, consider that nearly every description of the Shoei X-Fifteen starts with a discussion on aerodynamics.

That’s to be expected, perhaps, given the top speed potential of modern MotoGP bikes and the increased attention manufacturers are placing on air management. If teams are going to invest so heavily in a bike’s aero package, then so too should the gear manufacturers that support the guys racing those bikes. And that’s exactly who the X-Fifteen was developed for: the MotoGP elite. Namely, one Marc Márquez.

Benefits trickle down, of course, which in this case means that amateur racers and street riders alike have access to advancements being made at the highest levels of the sport. And in the case of the new X-Fifteen, Shoei has definitely taken a few steps forward.

One of the first things you notice about the Shoei X-Fifteen is the superb build quality. Everything from the paint to trim material is high-quality. (Jeff Allen/)

About the Helmet

The X-Fifteen follows in the footsteps of Shoei’s beloved X-Fourteen, which was unveiled in 2015 and already placed significant importance on aerodynamics, ventilation, and comfort. Making recognizable strides in either area would not be easy, but an in-house wind tunnel facility and good working relationship with riders like Marc Márquez helps. Shoei says it tested more than 150 profile shapes while working on the X-Fifteen.

The final design has more pronounced edges on the top left and right sides but is more concave, Shoei noting that the bottom third of the helmet has been “strategically narrowed.” A new rear stabilizer and updated rear flap design work in conjunction with the new shape, enabling the air to flow more smoothly around the helmet for increased stability and reduced force on the rider’s neck. The numbers seem to support that claim, Shoei adding that drag has been reduced by 6.1 percent, and lift by 1.6 percent.

The bottom third of the helmet (from the chin bar to the rear spoiler) is narrower, plus there’s a new design for the rear stabilizer and rear flaps. The result is a 1.6 percent reduction in lift and 6.1 percent reduction in drag, according to Shoei. Small numbers in the grand scheme of things, but what we can say is that the helmet is very aerodynamic. (Shoei/)

Getting air to flow through the helmet is nearly as important as getting air to flow around the helmet, and once again Shoei has taken steps to ensure there are improvements over the X-Fourteen, which had six air intakes and six exhaust outlets. The newly designed system takes a slightly different approach, with seven air intakes and six exhausts, plus 4mm deeper air channels in the EPS liner and more vent holes in the cheek pad ventilation system (23 vent holes on each side). The goal here is to increase cool-air volume, but also to make sure that hot air is being pulled out of the helmet as quickly and efficiently as possible. This is especially true when in a tucked position, which is what Shoei developed the X-Fifteen for. This is a racing helmet first.

Detailed look at the X-Fifteen’s all-new ventilation system. Air channels in the EPS liner have gone from 6mm to 10mm in depth. Notice the relatively small lip on the front vent door. All vent doors would be easier to operate if they were a little larger. But that’s a sacrifice Shoei makes in the name of smooth airflow. (Shoei/)

Speaking of pads, Shoei has increased the surface area of the cheek pads by 16.5 percent, “for a more secure and comfortable fit, especially at high speeds,” it says. The rest of the pad setup is essentially as it was before, the X-Fifteen featuring a fully removable, washable, adjustable, and replaceable 3D Max-Dry Custom Interior System II that’s intended to absorb and dissipate sweat quicker than traditional nylon.

There’s some adjustment too, as the X-Fifteen continues to feature Shoei’s patented angle adjustment system that enables you to change the helmet position up to four degrees. This is important for riders using the helmet on the track and street; rotating the helmet rearward increases the field of view when in a tucked position at the track, while pivoting it forward works best when riding in an upright position on the street.

The updated cheek pad ventilation system has 23 vent holes on each side. Notice the speaker pocket, a clear indication that Shoei is still thinking about the street rider. (Shoei/)

Further emphasizing the importance it places on vision, especially in a tucked position, Shoei has updated the eyeport trajectory to increase the upper field of view by 5mm. Also worth mentioning is that Shoei updated the base plate system for smoother shield openings and closings. A two-stage shield locking system is used, plus Shoei designed a new shield trigger lock mechanism to prevent the shield from popping off in a crash. These are things you learn by working with racers and analyzing crash data.

None of this is to take away from the helmet’s core responsibility, which is to protect the rider’s head during impact. For this, Shoei continues to rely on a multi-ply Matrix AIM+ shell with interwoven layers of fiberglass and lightweight, high-performance fibers. Beneath that you’ll find Shoei’s proven, multi-density EPS liner with the aforementioned channels for airflow. Four shell sizes are used, with helmet size options ranging from XS to XXL.

Side-by-side comparison of the X-Fourteen (left) and X-Fifteen (right). Notice the changes to the ventilation system and shield lock. Further back, you can see how different the rear flap design is, for smoother air flow. (Shoei/)

Riding Impressions

The first thing you notice when you pick up an X-Fifteen is the build quality, and while that won’t come as a surprise to anyone who’s worn a Shoei before, it bears repeating; the company’s attention to detail and use of quality materials is something every rider will appreciate. The helmet is well-built, but not heavy (our size medium weighs 3.6 pounds). Everything from the chin strap to the snap buttons that hold the liner is well finished, and nothing appears cheap. It’s hard to argue with the colors and look of the Proxy TC-11 colorway we tested too. This is an absolutely stunning helmet!

Naked bikes put a helmet’s aerodynamic properties to the test. We were happy with stability and experienced very little buffeting at highway speeds. (Jeff Allen/)

Looks aren’t everything, we know, which is why our attention turns immediately to aerodynamics and the helmet’s ability to cut through the air as efficiently as possible. This seems like a prerequisite in the modern era, but not every helmet is built the same, and the X-Fifteen outshines much of the competition with a sense of stability that’s beneficial regardless of whether you’re at the track or on the street. There’s little to no buffeting, and very little drag when leaning off the bike and looking through a corner. And while this might offer some sort of time advantage in racing, the real benefit to us is the reduced strain that it places on your neck. We’ve done multiple 300-plus mile days in the X-Fifteen—on naked bikes—and there wasn’t an immediate need to get out of the helmet at the end of the ride. The same was true after a full day of track riding.

The only other helmet that we’ve tested in recent months that offers a similar level of aerodynamic performance is the Alpinestars Supertech R10.

Shoei’s Shield Vortex Generators keep air from building up around the ear, for reduced wind noise. Notice the new shield trigger lock (red mechanism), and pin for the DKS-304 Pinlock Evo lens system. That pin is now located outside of the eyeport, for an unobstructed (and wider) lateral field of vision. (Shoei/)

The X-Fifteen also stands out in its ability to block wind noise and remain relatively quiet at track or highway speeds. Credit the quality build that includes things like a window beading around the shield, as well as the aerodynamic shell that keeps the air from getting too dirty as it moves around the helmet. The vortex generators on the shield also play a role, as they keep turbulent air from building up around your ears. Again, all this helps at the track, but is equally as beneficial during longer street rides, as it helps keep mind and body a little more sharp. It’s these small details that separate a good helmet from the ones that are genuinely worth the cost of admission. Or at least warrants the higher price of entry.

The ventilation system does an admirable job of keeping the inside of the helmet cool, but you never feel air rushing over your head in a way that suggests, “Oh yeah, that’s working.” And while we didn’t feel overheated, even during our track test in 100-plus degree weather, we’d be lying if we said we noticed air flowing in through the cheek pad ventilation system. Mind you, Shoei admits that this system was designed to work best in a tucked position, so it’s a bit much to expect exceptional airflow in more casual riding. That’s not what the helmet was designed for.

Another issue is that the vent levers are just barely big enough to comfortably operate with a gloved hand, and don’t move very smoothly. It would be nice for everything vent-related to be just a bit bigger. That includes the top intake port and door levers.

Shoei’s 3D Max-Dry Custom Interior System II is fully removable, washable, and adjustable, but most importantly, feels very soft and comfortable against your face. Cheek pad surface area is 16.5 percent larger, for “a more secure and comfortable fit,” Shoei says. Adjusting the angle of the helmet is accomplished by repositioning the white snaps on the cheek pad and at the back of the liner. (Shoei/)

Casual street riders should also remember that the shield system was purposely designed to not pop open the instant the helmet comes in contact with a curb, rocks, or other sharp objects in the event of a crash. This adds to the overall safety, but can be frustrating for the street rider who wants to open the shield at every stoplight; it takes time to get used to the center locking mechanism, and you’ll never be fully comfortable with the movement when gloves are on. It would be nice if the center lock mechanism had a more mechanical action to it, rather than such a short, soft travel.

While we never got fully comfortable with the locking system, we thoroughly appreciate the overall functionality of the shield system. As with every other piece of the helmet, it’s built with quality components and feels almost unbreakable. Shield movement is precise, and the shield never binds while going up or down. This is exactly what you’d expect from a top-tier lid, but not something that every top-tier lid offers.

The X-Fifteen uses a two-stage shield locking system. Notice the center locking mechanism and racing shield lock, which the rider must slide into place. Multistep locks are becoming more common in race helmets as manufacturers try to keep shields from popping up in the event of a crash. And while that’s a pain for street riders who are constantly opening and closing the shield at every stop, the benefits are obvious for track riders. (Shoei/)

The same can be said for the fit; this is everything you’d expect from Shoei. The cheek pads are soft against your skin, and the larger surface area creates a sizable contact point against your cheek. That adds to the sense of security and stability. The helmet fits more snugly than Arai’s Corsair-X, but less so than the Alpinestars Supertech R10. Of course, if the fit doesn’t feel perfect (every head is different), it’s easy enough to adjust the fit using Shoei’s 3D center pad components.

Field of vision is excellent, and while we miss having the eyeport cutouts that Alpinestars uses to increase the field of view in a turn, the X-Fifteen seems to offer better field of view in a full tuck position.

The X-Fifteen in its natural habitat—at the racetrack. A lot of work goes into not only ensuring the helmet is aerodynamic in a tuck position, but also when you’re off the bike and looking through a corner. We were very happy with how little drag there is, as that keeps your neck from becoming stiff after a full day of riding. You’ll never have that, “Get this helmet off me!” feeling when wearing an X-Fifteen. (Jeff Allen/)

Final Thoughts

While we love motorcycle racing for the entertainment it offers, products like the X-Fifteen are a reminder that racing is equally as important for the technological advancements that it harvests. Having a full-size wind tunnel is great, and yes, that’s clearly helped Shoei over the years. But there’s nothing quite like having your product being put to the test, week in and week out, by some of the fastest racers on the planet.

Racing is also proof that even the smallest changes can make a big difference, and that little gains compound. That’s a perfect way to look at the X-Fifteen; everything we loved about the X-Fourteen has been carried over, but in tweaking the formula here or there, Shoei has taken the next step in helmet development and pushed the product forward.

Mind you, this is a racing helmet, and the people who glean the most from those advancements will be racers looking for every edge they can find at the track. Street riders will be happy with the X-Fifteen though. That’s just the way trickle-down performance works.

Shoei has increased the upper field of view by 5mm (orange outline represents the X-Fifteen, blue the X-Fourteen). We were extremely happy with visibility in a full tuck position at the track. (Shoei/)

Pricing*

Solids: $899.99

Matte Solid: $919.99

Graphics: $999.99

Replicas: $1,049.99

(*MSRP subject to change/US pricing only)

Source

Got as far as the first sentence saying $999 and stopped reading

[boboneleg]

Looks like the sort of helmet a Lego figure would wear .........

 

[Buckster]

Gay.

[Six30]

3 hours ago, Slowlycatchymonkey said:

Got as far as the first sentence saying $999 and stopped reading

same