I think most scooterists have the collecting bug. Those with deep pockets and plenty of space amass fantastic collections of machines, whilst those on more modest budgets dig out patches and memorabilia. Personally, I’ve never thought that money spent on a helmet is wasted. By that I don’t mean because it might just save my life in an accident, I mean the actual joy of buying one. This guilty pleasure doesn’t just extend to new helmets, but classic lids from days gone by. Over the years I’ve amassed a small collection that represents the most important helmets in motorcycling history and between them they tell not just the story of protective headgear, but of two-wheeled vehicles in general.
1900-1920: Early days
The first quarter of the 20th century saw a revolution in transportation. What we’d now call ‘new technology’ in the fields of aviation, motoring and motorcycling were shaping the modern world. As these forms of transport developed, people needed clothing to protect them from the elements. At first, everyday items such as caps were used, but as demand grew specialist companies were formed to provide bespoke items.
The helmets produced at this time were offered as providing little more than basic weather protection and were used by pilots, drivers and motorcyclists alike.
This example is a classic design for the period and is quite simple in its construction, weighing in at . Manufactured from a light caramel coloured leather, it features an enclosed crown and covers the ears and side of the face, ending in a chin strap which fastens under the wearer's chin. There is a small peak across the forehead which can be folded down and ear flaps are located to each side. These are fastened with brass press studs which feature the maker's name of 'Newey Brothers’. This branding was used between 1900, when the company was founded, until the 1920s and enables us to date the helmet with some accuracy.
1930s, Part 1. The death of an icon brings change
The Kardashians may not be pleased to learn this, but the cult of celebrity existed long before reality TV. Between WW1 and WW2, military heroes were afforded the same status as socialites are today. Amongst the most famous of these was these was Thomas Edward Lawrence, better know to history as ‘Lawrence of Arabia’.
He was a keen motorcyclist, and on 13 May 1935 he was riding his Brough Superior a short distance from Bovingdon army camp to his cottage at Clouds Hill in Dorset. As he entered a dip in the road he encountered to boys on bicycles that had previously been hidden from his view. On swerving to miss them he lost control and was thrown over the Brough’s handlebars, causing him catastrophic brain injuries.
The country’s best medical experts were dispatched to save this national treasure but despite their efforts Lawrence died six days later on 19 May. One of those involved with Lawrences care was a renowned neurosurgeon, Hugh Cairns. He became convinced that Lawrence could have survived had he been wearing a crash helmet at the time of his accident.
There is a strong case to argue that it was Lawrence’s untimely death, and Cairns’ subsequent research, that laid the foundations for the development of crash helmets as we know them today.
1930s, Part 2. Early sports helmets
It would be wrong to leave the 1930s by giving the impression that this was decade when ignorance reigned. From their earliest days, motorcycles had been raced and as is still the case, motorsport was fertile ground of experimentation. One man who understood the importance of streamlining was pioneering racer, Eric Fernihough.
Born in Cheshire, Fernihough would enjoy a spectacular racing career and in 1937 would set a ‘flying mile’ solo motorcycle speed record of 169.79mph and a sidecar record of 137.11 mph. Sadly, he would be killed in a 1938 record attempt, but his streamline helmet is preserved at the Sammy Miller Motorcycle Museum in the New Forest. Although it may look slightly comical, the design employs exactly the same aerodynamic principles as the modern ‘hump’ race suits in use today; although i wouldn't want to glance over my shoulder whilst wearing it at speed!
1941: It’s health and safety gone mad!!!
If asked to name the first organisation to mandate the use of crash helmets amongst all its motorcyclists, few riders would come up with the correct answer of the British Army. Yet, it was in November 1941 that just such an order was given.
The army had experimented with cork helmets in the late 1930s, but eventually settled on a design that offered protection both in the event of an accident and in combat.
The same basic metal shell, but with different linings, was used for both motorcycle and parachutists helmets and produced in huge numbers. In fact mint, New Old Stock (NOS) examples could be bought in surplus stores in the 1980s. Unfortunately for militaria collectors the same shell was also used for the much rarer, and therefore more desirable paratrooper helmet. Over the past decades many dispatch rider’s helmets have been ‘restyled’ for film, TV and reenactment use to represent those of the airborne forces. ironically, it’s now getting much harder to find a good, unmolested example of the iconic despatch rider’s helmet at a reasonable price.
The one depicted here was produced in 1945 by BMB, is in unworn condition and weighs 1,214gm. Note the felt padding, web supports and that some degree of size adjustment could be made by using the lace-up neck guard.
1940-1950: What a corker!
Realising the importance of wearing a crash helmet coincided with the growth of motorcycling (and the arrival of scooters!), both as a leisure activity and mode of transport. This era marked the apex of motorcycle sales and the helmet forever associated with that period is the pudding bowl, 'Corker' helmet.
As the name implies these helmets typically had a cork shell, with some form of web liner. Weather proofing being achieved by some form of treated fabric or leather outer. Although a major step forward from what had gone before the use of cork had mixed blessings. On one hand it was extremely light and was capable of absorbing the impact of a direct blow. Unfortunately, most injuries sustained in a motorcycle crash occur when sliding and cork is a friction material. When combined with leather, a corker would ‘grab’ the road surface as a rider slid along, effectively shaking the brain. As typical road speeds increased, and casualty figures increased to incredible levels (in 1951, there were a total of 4,706 fatal road casualties in the UK) there was an obvious need to find a more suitable material.
Although the most famous of all cork helmets was produced by Everoak, the example in my collection is by the French manufacturer Bayard who produced helmets in this design throughout the 1940s and 50s. The fact that it’s covered in ‘Rexine’, an imitation leather cloth, suggests that it’s a budget example from the immediate post-war period. It is an incredibly light helmet, weighing only 341gm.
1954: The arrival of modern materials
Although glass blowers have experimented with fibres of glass since ancient times, what we know today as fibreglass was patented in 1938. When combined with resin, fibreglass is easily moulded, lightweight and strong. These properties saw it used widely in aircraft components such as radomes during World War Two, but it was the Italian company AGV, who first used it in a motorcycle helmet. Although the first examples followed the traditional ‘pudding bowl’ design, the use of fibreglass was a revolution in motorcycle safety. Never a company to rest on its laurels, AGV further developed the concept and in 1956 followed up with the first ‘open face’ or ‘Jet’ style helmet.
This is an early AGV fibreglass helmet, without peak and still retains a cork and web liner. Unfortunately the ability of fibreglass to slide along a road surface is somewhat compromised by the decorative rubber trim around the brim. In common with its cork predecessors, at 472gm, this is another very lightweight helmet.
1966: The full face era.
From the earliest days of the helmet’s development the needs of both motorists and motorcyclists have run side by side. The American motorsport legend Dan Gurney had become increasing concerned about injuries cased by debris hitting drivers who were competing at hight speed and collaborated with the Bell Corporation to develop a helmet that would minimise this effect. Although it was relatively straightforward to create a helmet that would enclose the user’s face, then, as now, there would always be a trade off between structural integrity and visibility.
The Bell ‘Star’ helmet was launched in 1966 (some sources say 1968) and was the first full face helmet designed for motorsports. These first generation helmets are characterised by a very narrow eye aperture and are highly prised by collectors.
For motorcyclists, the amount of visibility available from this first generation of helmets was inadequate and this led to the Bell Star 2. Although the helmet in my collection is very similar to the Star 2, it carries no maker’s mark. A consensus of opinion is that it’s probably an early ‘tribute’ to the Bell helmet produced by Shoei.
This helmet is interesting for several reasons, firstly it was worn by Tom Armstrong in the 1971 TT and secondly, thanks to a serious ‘off’ at Oliver’s Mount, the multi-layered construction of a modern helmet shell is clearly visible.
It’s fair to say that as a rider, racer, musician and competitor in Robot Wars, Tom has lived a very full life. His adventures could fill a book, but one anecdote stands out for me. When I purchased the helmet from Tom, I found a pound note tucked inside the helmet lining. As Tom explained: “…the island course was 37.5 miles a lap and with 6 laps to do, I used to keep some money on me to buy a drink if I broke down.”
If you’ve a few minutes to spare, Tom’s website is well worth a quick visit, and you’ll see lots of pictures of this very helmet in action.
1986: Piaggio’s special edition ‘T5’ helmet
When, in 1986, Piaggio launched a high-performance 125cc scooter; the Vespa T5 it embarked on a massive publicity campaign. For several years the company had been associated with Formula One racing through its ‘Pole Position’ sponsorship. In this arrangement the driver who took Pole Position at each race received a Vespa scooter. Although the PX had been gifted in this way for several seasons, the T5’s arrival saw this association being maximised, emphasising its sporting capabilities.
When Piaggio’s marketing team decided to produce a special edition helmet celebrating the T5's launch it was logical that they would approach another iconic Italian company, AGV, to produce it. The result was a beautifully crafted run of the existing KR-2001 helmet. This example is New Old Stock, complete with labels and was originally intended for the American market, as evidenced by the ‘Snell’ accreditation. At 1,464gm, manufactured from fibreglass and with a plush velour lining this must have been a very comfortable helmet to use. For Piaggio, it set a standard for what was to come…
Current day: The Piaggio ‘Jet’ helmet
Following on from collaborations with AGV, in the mid 2000s Piaggio launched its own range of helmets, quickly settling on the iconic ‘Jet’ open faced design. Available in a range of ‘stock’ colours, the helmets are perhaps best known for their special editions. These range from very limited editions celebrating Vespa World Days that can only be purchased at the event, to Anniversary commemorations and schemes that coordinate perfectly with Vespa scooters.
The specification of these Jet helmets varies with time and model but the most recent addition to the range celebrates the ‘Officina 8’ GTV 310 and Primavera 125 models.
Manufactured in ABS material with satin metal look edge, the helmet features a transparent main visor with scratch treatment and internal sun visor, together with a micrometric retention system on the chinstrap that includes an antitheft ring. The new ventilation system helps to dissipate heat quickly, accelerate wicking of sweat, thereby keeping the internal fabric cool and comfortable over a long period. The cheek pads and Inner lining are also removable for ease of cleaning. The helmet is, of course fully compliant with safety legislation being homologated to ECE standard 22.06.
At around 1,200gm (depending on size) this helmet marks all that’s good in modern helmet design, being a comfortable, stylish and safe addition to your riding wardrobe.
Technology's certainly come a long way from the lather helmets seen in the 1920’s!
Whether you choose the Officina 8 edition or one of the other special schemes we supply, a Vespa Jet helmet is the perfect complement to a Vespa of any era. For more information, or to ask if a colour or size not listed on our website is available, please contact our sales team on:
