PRESS RELEASE: Independent testing shows unsafe helmets available in countries fail to protect riders

 

PRESS RELEASE: Independent testing shows unsafe helmets available in countries fail to protect riders 27 August 2025 People are doing the right thing by wearing helmets, but if that helmet is unsafe, they are let down when they need it most. Motorcycle helmet test results released today by the Global Alliance of NGOs for Road Safety (the Alliance) revealed that none of the helmets tested would provide adequate protection to riders in a crash, reinforcing urgent calls to eliminate unsafe helmets from markets. The helmets were bought from local shops or given by riders to NGO members of the Alliance in Benin, Cote d’Ivoire, Ethiopia, Ghana, Greece, India, Kenya, Mexico, Nigeria, and Vietnam. They are typical of helmets commonly worn in those countries. 11 helmets from these 10 countries were taken to an accredited laboratory for testing, with funding from FIA Foundation and technical expertise from Galeatus, LLC. The test results will support global and national NGO advocacy calling on governments, private sector, and other stakeholders to ensure that every helmet is a safe one. Nine of the helmets tested originated from countries that have a specified helmet standard. For helmets to be certified, they must pass all the tests required by the relevant standard. The helmets were evaluated in the laboratory against three core tests that are common to many helmet standards, including UN Regulation No.22 (ECE 22.06). They are indicative of whether the helmets will protect riders in a crash. See a description of the tests below. None of the 11 passed all three basic tests, and only one passed one of the tests, demonstrating that these helmets should not be used. "These helmet tests show the reality of the helmets that people rely on every day, on their way to school, to work, to markets. It is unacceptable that people doing the right thing by wearing a helmet are not being protected,” said Lotte Brondum, Executive Director at the Alliance. "With our NGOs, we will use the results and the white paper as a powerful call for change: to eliminate nonstandard helmets and to advocate for laws, enforcement, and affordable, certified helmets that save lives.” Agnieszka Krasnolucka, Programmes Director at the FIA Foundation said, “We know that substandard helmets pose a serious risk to riders by giving them a false sense of safety. Continued testing and national and global advocacy can curb this trend. The FIA Foundation is pleased to support these efforts, but as the motorcycle fleet grows, the need to replace counterfeit with certified helmets is a growing emergency.” The helmets were exhibited at the 4th Global Ministerial Conference on Road Safety (Ministerial Conference) in Marrakech before being sent to the laboratory, providing an opportunity for policymakers to see and feel nonstandard helmets commonly available in their countries.  These findings reinforce the messages in the Alliance’s white paper Making Safe Helmets a Reality for All, released at the Ministerial Conference, that unsafe helmets are found even in countries with helmet standards, and that although people rely on certification labels and brands when choosing a helmet, not all helmets have them, and not all brands and labels are trustworthy. The white paper calls on governments, manufacturers, and global stakeholders to strengthen helmet regulation, eliminate nonstandard helmets from the market, and ensure that safe helmets are accessible and affordable to all. NGOs can use the test results and white paper to expose unsafe helmets and to support governments in implementing helmet standards. They can work with manufacturers, retailers, and motorcycle transport businesses to demonstrate accountability by ceasing production, trade sales, and the use of helmets that do not meet safety standards. More information about full test results, our white paper, and stories from riders. Note to editors Of the series of tests available, three basic tests required by many safety standards, such as the UN Regulation No.22 (ECE 22.06), were applied: Helmet stability (rolloff) test In this test, a hook and strap are attached to the back of the helmet, which is placed on a model headform, designed to be a similar size, shape, and weight as a human head (test headform). A weight is released from a fixed height, creating a sudden jerking force that tries to pull the helmet off the headform. Measurements are then taken to see how much the helmet moves. This test checks whether the helmet would stay on if a rider’s head suddenly whipped forward and then fell to the ground—a typical movement when a rider crashes into a vehicle or a fixed object, such as a barrier or tree. Retention system strength test This tests whether the strap and buckle on the helmet (retention system) remain intact and keep the helmet on the rider’s head when subjected to typical crash forces. The helmet is attached to a test headform, and the buckle is fastened beneath the chin. A weight is then dropped from a fixed height, and the strength and elongation (how much it stretches) of the retention system are measured. If the retention system breaks or the straps stretch too much, it is likely that the helmet would come off in the event of a crash.   Impact attenuation test The helmet is secured to a test headform and dropped from a specific height onto a flat surface. It simulates the impact that a motorcycle rider might sustain when thrown off their bike into the air and then falling to the ground, a typical situation in a crash. A three-dimensional accelerometer inside the test headform measures how much of the force of the crash is absorbed by the helmet—thus preventing those forces being applied to the skull and brain. A safe helmet, with a strong outer shell and a good energy-absorbing layer (the padded layer inside the helmet), would distribute the force of the crash and absorb the impact in the helmet, so that it didn’t reach the rider’s head inside the helmet. An unsafe helmet would not be able to absorb all the energy of the crash, and, therefore, the forces would transmit directly to the rider’s head, causing serious injury.

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