Alpinestars Supertech R10 Helmet Review

Admin · June 23, 2023

The Supertech R10 Launch Edition is easy on the eyes. Production is limited to just 200 helmets, but look for more S-R10 options down the road. (Alpinestars/)

You’re not wrong referring to Alpinestars as an apparel company, but you’re technically not right either.

A better way to view Alpinestars is as a brand with multiple companies under its umbrella—companies that specialize in distinct fields, like leather suits, airbags, footwear, urban apparel, mountain biking, helmets, and more. If you’re familiar with the pitfalls that come with being a “jack-of-all-trades, master of none,” then you’ll understand why this approach is key to Alpinestars’ success. To group everything together and spread development resources thin would be to limit the potential of a product like the all-new Supertech R10.

The handiwork of Alpinestars’ growing helmet “arm” that’s been building motocross helmets since 2018, the S-R10 is Alpinestars’ first full-face roadracing helmet and—importantly—the final piece in its head-to-toe package for street riders. It’s the result of more than 10 years of study, development, and testing, and as with every Alpinestars product, its purpose is to offer as much protection as modern materials allow.

The Supertech R10 is more than 10 years in the making. (Alpinestars/)

There’s more to a helmet than its protective qualities of course, which is why Alpinestars divided the helmet’s development into areas outside of just protection; namely, aerodynamics, vision, ventilation, fit, and weight.

The result is a helmet that’s not just “good for a first try,” but one that moves the goal post for full-face helmets. To understand how far that goal post has been pushed, we headed to Italy to talk to the team and test the first product in the Supertech R10 lineup: the S-R10 Launch Edition. Two hundred of these helmets will be made, with more colors and versions available down the road.

The R10’s shape is the result of countless hours spent in a full-scale wind tunnel. Notice the bottom edge of the chin bar, which has been sculpted to reduce the chance of collarbone injury. A softer EPP (Expanded Polypropylene) liner extends beyond the shell and is covered by a rubber compound. (Alpinestars/)

Protection

The S-R10′s external and internal design are as you’d expect from a top-tier full-face helmet. A 3K high-density carbon outer layer is used for energy dissipation. 3K indicates that 3,000 filaments are used per roving—a piece of carbon fiber yarn with many individual filaments. The next layer is a unidirectional carbon composite layer that’s intended to prevent compression and limit impact energy transmitted to the rider’s head. Below that are aramid fibers and fiberglass to protect from penetration. All of this is then bonded together via an epoxy resin.

“There are a lot of crashes in MotoGP where crazy things can happen,” Alpinestars communication director Heath Cofran says as he explains the shell construction. “By putting different layers exactly where they need to be, it’s the ultimate in safety and answers the ‘what if?’ ‘What if a rider gets hit by the bike?’ We’ve seen a lot of riders pushing the limit in sprint races, so we need to make the helmet as safe as possible. But it also has to be lightweight.”

Inside you’ll find eight pieces of EPS material in six different densities, as well as a low-friction coating that mitigates rotational impact forces.

A 3K high-density carbon outer layer is the star of the show, but beneath that you’ll find a unidirectional carbon composite layer and a layer of aramid fiber and fiberglass. There are four shell sizes across the lineup. (Alpinestars/)

The result is a helmet that’s homologated to ECE 22.06, DOT, and FIM standards. And yet there’s more to the story, as Alpinestars claims the impact performance is 37 percent below the standard 22.06 ECE requirements for linear impacts and 65 percent below the standard requirements for oblique impacts.

Four shells are used across the platform; XS and S sizes share the same shell, as do XL and XXL.

We were lucky to not test the structural integrity of the S-R10. What we can say is that the helmet is indeed very lightweight. Our size medium weighs in at just 3.4 pounds and fits exceptionally well right out of the box. Compared to competitive products from Shoei and Arai, the helmet is more snug around the cheek area, but has a little more room in the crown. We’ve in the past struggled with headaches from extended periods of time in a helmet with a tight crown, and were happy to not have the S-R10 pinching the top of our dome. This is a helmet that fits well without being too restrictive.

The S-R10 uses eight pieces of EPS in six different densities, for an ideal balance of protection and weight. Cutouts are incorporated for speakers. (Alpinestars/)

Aerodynamics

While protection is Alpinestars’ main focus, it admits that aerodynamics play an equally important role in modern helmet design. Proper air management contributes to less strain on a rider’s neck and enables them to feel better, longer. Developing the helmet in a full-scale wind tunnel helped, and in just one look at the S-R10 you’ll notice how dedicated Alpinestars was to making this helmet as aerodynamic as possible. But the catch here is that the helmet wasn’t just designed to work in a full tuck.

“Anything can be aerodynamic in a tuck position, but when you’re off the bike, looking through a turn, the wind is coming from different angles,” Cofran says. “What we learned is by controlling the aerodynamics of the helmet off the bike, there’s less stress on the rider’s neck and more control. The helmet is not pulling.”

Alpinestars’ solution was to not only develop a compact, aggressively shaped shell but to include winglets into the design and to offer two spoilers: a standard and longer race version, both of which can be removed via a patented release system (the winglets are attached via an adhesive, but all appendages are designed to pop off in the event of a crash). More advancements come in the form of “turbulators” on the visor, which calm the air flowing around the visor and are intended to eliminate the whistling noise that you might otherwise experience as dirty air moves around the visor and past your ear.

Airflow is everything in the world of MotoGP, which is one of the proving grounds where Alpinestars developed the S-R10. Jack Miller and Jorge Martin have so far been impressed with the helmet in race situations. (Alpinestars/)

The result is as advertised, or at least we should say that this helmet remains undoubtedly stable at speed. And when we say speed, we mean it; the track we tested the S-R10 on had everything from a 140-plus mph front straight to 115-plus mph corners, and there was minimal drag regardless of head position. Even when sitting up to brake and exposing yourself to gusts of wind, there’s little to no wobble. It’s truly impressive how well this helmet cuts through the air.

The benefits aren’t limited to track riding, as proven by our multiple hourlong stints commuting to and from the Mugello Circuit on Italy’s A1 highway in mixed, windy conditions. Supreme stability and limited drag make the helmet feel even lighter than it is, which equates to superb long-range comfort.

All available visors for the S-R10 have turbulators. This design helps control the air moving around the top part of the visor and limits any “whistling” that might happen around the rider’s ear. (Alpinestars/)

In some ways, you might compare the helmet’s technology to the electronic rider aids on a modern motorcycle; just as traction control systems step in when traction starts to go away, so do the S-R10′s winglets when a gust of wind hits. You’ll feel the helmet flutter briefly before quickly steadying out, as if the winglets suddenly get everything under control. It’s a unique feeling that you don’t get on many other helmets, if any.

Ventilation

The S-R10′s ventilation system consists of a slider-controlled top vent with three large openings and a perforated channel that’s revealed as that same slider is pushed rearward. The neat thing about this setup is that the slider can be moved to a half position, allowing less air to flow through each of the aforementioned openings. Perhaps more interesting is that, with the vents open and helmet flipped over, you can see directly through the shell of the helmet—an indication of just how large these vent holes are.

There are two separately operated intake vents just below the visor that can be placed in a closed, half-opened, or fully opened position, as well as a centrally located chin bar vent that can be accessed by removing a rubber cover.

The S-R10 has a total of 11 ventilation ports: seven intakes and four exhausts. Extractor vents on the chin bar pull humid air from the helmet and are instrumental in visibility regardless of weather conditions. (Alpinestars/)

With intake vents open, you’ll notice an incredible amount of air flowing to the top of your head and great circulation through the front of the helmet. The benefits are biggest at the track and in a tuck position, but even on the street you’ll feel air rushing over the crown of your head, more so than we can remember on any similarly spec’d full-face helmet. The benefits extend beyond comfort, as this airflow keeps sweat from building up in the pads and keeps the linings from feeling wet to the touch after a long session in hot temps.

If there are any concerns with the setup, it’s that you’ll find it nearly impossible to take the chin bar vents from fully closed to half open while riding; best to just go from fully closed to fully open, then move the vents back up to the half position. Another frustration is with having to keep track of the rubber chin bar vent cover when it’s removed. This is especially challenging if you decide you want that vent open halfway through a street ride. Where to put the cover now?

A slider opens and closes the large, multiport top vent. Glancing through the helmet when the vent is open gives you an idea of just how large the ports are. (Alpinestars/)

Any (limited) frustration with the intake system is made up by the two brilliantly designed extractor vents on the chin bar that pull humid air from the helmet. Even purposely blowing hot air toward the closed visor was not enough to induce fogging. This is the absolute best performing helmet we’ve ridden with in terms of air circulation around your face, and the benefit is incredible visibility regardless of weather conditions. Alpinestars credits extensive testing in Thailand, and backs up that claim with rider feedback from the rain-soaked 2023 Argentine Grand Prix, where Astars riders realized that they were some of the only guys on track to not struggle with visibility issues.

Vision

Two important things to consider are that the S-R10 has 220 degrees of lateral vision and 57 degrees of vertical vision. Our favorite feature, though, is the lowered side line on each side of the eyeport, which maximizes your view when looking through a corner. It’s a small thing, but it’s important to remember that, when racing, you need to capitalize on every little edge you can find. There are some benefits to the lowered side line when riding on the street, too, as the larger opening prevents any obstruction from the chin bar when scanning the lanes next to you.

Alpinestars points out that by lowering the side line it’s also been able to save a little weight; the only thing that weighs less than a carbon fiber shell is no shell at all.

The combination of enhanced aerodynamics and large eyeport with reduced side line help the rider when off the bike and looking through a corner. Even in this fully exposed position and cornering at high speeds, there’s very little drag. (Alpinestars/)

Fit

You can customize the R10′s fit using Alpinestars’ patented A-Head fitment system, which consists of a microadjustable pad connected to the helmet’s EPS liner. Rearranging the four pins that hold this system in place changes the height and angle that the helmet sits on your head, and adjustments can be made in less than a minute.

While this theoretically benefits riders who need to fine-tune how the helmet sits on their head (raising the helmet slightly could alleviate pressure around the crown of your head), the biggest benefit is being able to change the angle of the helmet for track or street riding. When riding on the street and in an upright riding position, you’ll want the helmet rocked forward, while when riding on the track and in a tucked position, you’ll benefit from having the helmet tilted back.

Alpinestars’ patented A-Head fitment system is carried over from its motocross helmets and enables riders to customize the fit. Moving the microadjustable pad takes less than a minute, and the difference is noticeable. (Alpinestars/)

Moving the pad is easy enough to do and you do notice a difference in the way that the helmet sits on your head (you can feel the pads’ contact points change on your cheek), but we’d argue that the adjustment range could be even wider, for even better visibility in an extreme tuck.

Show us the benefits of something, and we’ll ask for even more of it…

Other Features

While aerodynamics, ventilation, and fit are the star of the show, the S-R10 comes standard with a number of convenience and safety features.

Collarbone design: The base of the chin bar is sculpted in a way that’s meant to reduce the chance of a collarbone injury in the event of a crash. Rather than running the carbon shell flat across the bottom of the helmet, Alpinestars uses a softer EPP (Expanded Polypropylene) liner covered by a flexible rubber compound.
Removable lining: All linings are removable and washable, and feature fabrics with antimicrobial treatments.
Metal hardware: The R10 uses metal locking mechanisms for the visor and a metal lock on the chin area to keep the shield from popping up in the event of a crash.
Speaker cutouts: There are cutouts on each side of the helmet for speakers.

Alpinestars has developed two separate aerodynamic spoilers—a standard (right), and longer race version (left). Spoilers are attached via a patented release system. (Alpinestars/)

Conclusion

The R10 is proof that Alpinestars didn’t rush the final piece of its head-to-toe package for street riders, and that its Helmet Product Development Department was serious about designing the most capable full-face helmet possible.

The only real concerns we have with the S-R10 surround the removable rubber cover for the chin bar vent, and visor system that can be difficult for new owners to wrap their head around, and yet both of those will probably start to make sense the more time someone spends in the helmet.

The bigger frustration is that the S-R10 is currently only available in the Launch Edition version, that the Launch Edition is only available in limited numbers, and that pricing for the S-R10 is yet to be announced. Once more colors are announced and availability is higher, riders in the market for a new lid should definitely give the S-R10 a look.

Metal hardware is used to attach and lock the visor, for durability and to ensure that the visor doesn’t pop up in the event of a crash. Most of our frustrations with the helmet center on getting comfortable with this visor setup, which takes a little time to get used to. Notice the rubber cover for the chin bar vent. (Alpinestars/)