First Look - Kali Protectives' Shiva
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Kali Protectives showed Pinkbike early prototypes of its 2014 Shiva DH lid at the last Taipei bicycle show in raw carbon. Kali founder and designer Brad Waldron told PB's Mike Kazimer there that Kali was pushing for DOT certification - a difficult test which requires in part, that the helmet survives being bashed with a series of blunt and pointed projectiles from various angles, with a measured amount of force. DOT certification is not a requirement for DH bicycle helmets, but because the speed and intensity of downhill riders approaches that of their moto counterparts, Waldron committed Kali's design team to produce a lighter, well ventilated full-face, with a slim profile, that could pass the same level of testing that their motorcycle helmets are required to meet. The Shiva, which is scheduled to arrive this summer, successfully achieved all four goals - and it looks pretty sharp, with integrated graphics that are a refreshing leap from tattoo culture to simpler, bolder racing lines. MSRP is set at $499 USD, and Waldron states that the DOT-certified Shiva will weigh under 1000 grams when Kali releases it for sale.
Kali's DOT-certified Shiva is dramaticallysmaller than their DOT-certified Motocross helmet.
Details:
• Purpose: DH racing, gravity sports.
• Certification: ATSM and DOT (EU certification is pending).
• Construction: Carbon fiber shell, in-molded Composite Fusion-3 dual-density liner, washable liner and cheek pads.
• Ventilation: 20 vents, 8 exhaust and 12 intake ports.
• Visor: adjustable, with replaceable breakaway insert
• Accessories: larger cheek pads, spare visor, PVO camera/light mount kit (fits insert in visor), carry bag.
• Sizes: X-small, small, medium, large and X-large
• Weight: Stated: 999 grams for production (actual weight for trial-production model: 1040 grams)
• MSRP: $499 USD
• Available: Summer 2014
• Contact: Kali Protectives
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 Shiva helmets have a stiff carbon chin protector with an I-beam profile for strength. The nose-piece is taller and beefier than the one on Kali's 2013 Avatar 2 full-face. A decal on the rear of the Shiva proclaims its DOT certs. |
The Shiva's wide cutout provides unobstructedperipheral vision and fits oversize, ski-type goggles.The
rear of the helmet features a number of L-shaped and
oval exhaust vents that are smaller than those on Kali's
Avatar full-face helmet.
Shiva Construction
The new Shiva is a completely different helmet than Kali's current premier DH model, the Avatar Carbon 2. The shell is more rounded at the back, with a pair of ridges running parallel on the top, where the Avatar-2 has a single fin and is more pointed in the rear. That said, the length and width of the two helmets are nearly identical. The venting strategy is also changed, presumably to shift the rear vents to stronger positions in order to pass DOT protocols. A rubber strip under the brow of the new helmet has air intakes that use the high pressure zone created by the goggles and visor to direct cooling air into channels under the internal padding. A number of L-shaped and ovalized slots in the rear of the shell act as exhaust vents. The Shiva's chin protector is much more substantial than the Avatar as well, with a pronounced I-beam profile to add strength with a minimal increase in weight, and the front-piece is taller and wider too. Peripheral vision tests validate that the only impediment to the rider's complete range of vision will be due to goggle selection and on that subject, the new Kali will accept oversized, ski-style goggles. The visor is new also, with a wider shape and more rounded bill. Kali's thumb-screw visor adjustment is integrated into a break-away insert that can be switched out with a camera mount kit that is included with the helmet, along with a spare insert and an extra visor.
Inside, Kali uses molded cheek pieces made from slow-memory foam so they will conform to individual facial profiles and feel snug without undue pressure. The beautifully crafted, washable liner snap-fits into the shell and has generous cavities for the ears - a nice touch which ensures that those who wear glasses under goggles will not have the earpieces forced against their temples. The padded retention system is the simple D-ring standard. Kali is working on adapting the Eject insert for the new Shiva, an update which is scheduled for all future helmets, although our first-production model was not equipped with it. For those unfamiliar with the Eject helmet removal system, it is a pneumatic bladder inserted into the helmet that is inflated in an emergency situation to extract the rider's head from the helmet while minimizing trauma to the neck, head or spine.
Key to the Shiva's low weight and super-slim profile is Kali's third-generation Composite Fusion-3 EPS liner. The dual-density liner is molded with a layer of tri-sided pyramids that reportedly interact with the second EPS layer to dissipate impact energy laterally, throughout the liner. Kali has been experimenting with various shapes and arrangements of its Composite Fusion liner, and they discovered that the tri-sided spikes were notably more effective. Using the CF-3 EPS liner, in addition to molding the liner directly into the carbon fiber shell, increased the helmet's impact survivability to the extent that Kali was able to reduce the thickness of the combined liner and shell by over 30 percent, when compared its conventional DOT certified full-face helmets. The new Shiva measures only 9.1 inches wide in the medium/large size (231mm). A smaller, lighter helmet not only looks better, but it stores less inertia, so it puts less stress on the neck when the rider is pounding over rough ground - or when surviving a high-speed yard sale.
On the subject of weight, our large-sized test-production helmet weighed 1040 grams - 41 grams over Kali's 999-gram target for its Summer 2014 release date. While 1040 grams is light for a DOT certified full-face helmet. The Shiva's predecessor, the non-DOT certified Avatar Carbon 2, weighs a scant 840 grams in the medium shell size, which indicates that Kali should have no problem making good on its promise.
The new Shiva is a completely different helmet than Kali's current premier DH model, the Avatar Carbon 2. The shell is more rounded at the back, with a pair of ridges running parallel on the top, where the Avatar-2 has a single fin and is more pointed in the rear. That said, the length and width of the two helmets are nearly identical. The venting strategy is also changed, presumably to shift the rear vents to stronger positions in order to pass DOT protocols. A rubber strip under the brow of the new helmet has air intakes that use the high pressure zone created by the goggles and visor to direct cooling air into channels under the internal padding. A number of L-shaped and ovalized slots in the rear of the shell act as exhaust vents. The Shiva's chin protector is much more substantial than the Avatar as well, with a pronounced I-beam profile to add strength with a minimal increase in weight, and the front-piece is taller and wider too. Peripheral vision tests validate that the only impediment to the rider's complete range of vision will be due to goggle selection and on that subject, the new Kali will accept oversized, ski-style goggles. The visor is new also, with a wider shape and more rounded bill. Kali's thumb-screw visor adjustment is integrated into a break-away insert that can be switched out with a camera mount kit that is included with the helmet, along with a spare insert and an extra visor.
Inside, Kali uses molded cheek pieces made from slow-memory foam so they will conform to individual facial profiles and feel snug without undue pressure. The beautifully crafted, washable liner snap-fits into the shell and has generous cavities for the ears - a nice touch which ensures that those who wear glasses under goggles will not have the earpieces forced against their temples. The padded retention system is the simple D-ring standard. Kali is working on adapting the Eject insert for the new Shiva, an update which is scheduled for all future helmets, although our first-production model was not equipped with it. For those unfamiliar with the Eject helmet removal system, it is a pneumatic bladder inserted into the helmet that is inflated in an emergency situation to extract the rider's head from the helmet while minimizing trauma to the neck, head or spine.
Key to the Shiva's low weight and super-slim profile is Kali's third-generation Composite Fusion-3 EPS liner. The dual-density liner is molded with a layer of tri-sided pyramids that reportedly interact with the second EPS layer to dissipate impact energy laterally, throughout the liner. Kali has been experimenting with various shapes and arrangements of its Composite Fusion liner, and they discovered that the tri-sided spikes were notably more effective. Using the CF-3 EPS liner, in addition to molding the liner directly into the carbon fiber shell, increased the helmet's impact survivability to the extent that Kali was able to reduce the thickness of the combined liner and shell by over 30 percent, when compared its conventional DOT certified full-face helmets. The new Shiva measures only 9.1 inches wide in the medium/large size (231mm). A smaller, lighter helmet not only looks better, but it stores less inertia, so it puts less stress on the neck when the rider is pounding over rough ground - or when surviving a high-speed yard sale.
On the subject of weight, our large-sized test-production helmet weighed 1040 grams - 41 grams over Kali's 999-gram target for its Summer 2014 release date. While 1040 grams is light for a DOT certified full-face helmet. The Shiva's predecessor, the non-DOT certified Avatar Carbon 2, weighs a scant 840 grams in the medium shell size, which indicates that Kali should have no problem making good on its promise.
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| The insert at the rear of the Shiva's visor is the breakaway mount. A camera mounting kit is included that snaps into the visor. Vents under the rim of the helmet face direct cooling air, pressurized by the goggles and visor into channels inside the helmet. |
First Impressions
 | Many gravity riders prefer the extra protection of a DOT-certified Motocross helmet and, up to now, had to trade the extra measure of security for added bulk and weight. Kali's Shiva provides moto-level protection in a well-ventilated, lightweight and compact package that is truly a downhill helmet. On the bike, the Shiva stays cool, but it doesn't feel quite as well vented as the Avatar-2, which ranks at the top of the list for comfort. Kali says they will offer three shell sizes, each with liners in two thicknesses. The large-sized shell with Kali's size-medium padding fit my head snugly and I usually wear a medium or a small/medium in popular helmet sizes. Inside, the liner presses evenly around the skull and the fit is snug enough to keep the Shiva from moving independently from the head without putting undue pressure on it. DH riders who go big will surely like the new Shiva. Compared to a moto helmet, it feels like there is almost nothing on your head. The question that begs to be answered now is: when the DOT-approved Shiva arrives this Summer, will gravity riders be tempted to use it when they take their Motos out? I probably would. - RC |
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Be good if you have some references and details about that
There is no reason they can't have crash test dummy heads in these helmets and provide the consumer much more information which would also drive better development. Right now a pass or fail test tells you very little.
Having test results like the IIHS does for cars would help us know just how much better one helmet is over another.
It would also make it hard to charge $400 plus for a helmet that doesn't perform any better than a $150 one.
one very happy Kali customer right here. every one of my riding friends who've been introduced to Kali products by myself are also very happy with fit, price, durability etc
great work Brad and the guys. best wishes for the long term, you are a real credit to the MTB world
Shiva is NOT the cannabis god....
Who is Shiva?
Shiva is the third god in the Hindu triumvirate. The triumvirate consists of three gods who are responsible for the creation, upkeep and destruction of the world. The other two gods are Brahma and Vishnu.
Brahma is the creator of the universe while Vishnu is the preserver of it. Shiva's role is to destroy the universe in order to re-create it.
... and to cite the reference:
(www.bbc.co.uk/religion/religions/hinduism/deities/shiva.shtml)
Kali (which I always assumed was named after the vernacular for the state in which it is headquartered) has used the spelling of its name (shared with the goddess) and made the marketing decision to name helmets after Hindu dieties and concepts. Don't know why someone wouldn't wear one though Rob. Why not?
It should be noted that I emailed Kali about it, and they responded with "the product and quality of our helmets has since improved". If I'm able to find a helmet of different brand that fits as well, I won't be buying another Kali.
Apologies for the negative comment, but when posting a product review, PB can expect personal product reviews in the comments.
the world doesn't care
Kali riders are very happy, with high satisfaction levels, customer loyalty, and repeat purchase
the world doesn't care
Kali riders are very happy with high satisfaction levels, customer loyalty, and repeat purchase
I know some folks over at Kali and the dude that runs it is a freakin genius. The construction process they use blows my mind. The helmets are insanely light and strong as hell. I'm trying to get my hands on a snow helmet for next season as they've recently started releasing them.
TLD... I think the assumption here is that your helmets would not pass DOT. Maybe it would be worth going through the process?
I've seen helmets of all kinds crack, explode, wear through... etc. Any safety digits you can get next to your helmets make people feel better and quite frankly... justify that $500. Not to many people are looking to spend $500 on a helmet.
Now if Kali has designed a helmet that is "cushy" at slow, medium, and DOT impact speeds, then we have the best of both worlds, which nobody else seems to have produced.
Here's the long and short of it Thrasher2...
The impact risk riding DH is every bit as high as riding a streetbike. And part of the DOT approval process is testing for the rate/g's of deceleration on impact.
A motorcycle going 25mph around town is no more deadly than a bike going 25mph. Your comment is essentially rubbish. I'll go in to physics if that will help as well as personal experience if need be.
onemanarmy PLUS (30 mins ago)
WTF are you talking about?
Seriously... did you take physics? Have you ridden a bicycle before... or a motorcycle for that matter?
Allowable peak acceleration is part of the DOT/Snell approval process. In the case of their testing it's DECELERATION that they are testing.
A "cushy" helmet... wtf? Buy one of those air bag scarfs.
And FYI... DH speeds often exceed those reached on motorcycles driving around town. Trees and Rock can do just as much damage as poles and sidewalks. If you're not hitting "DOT impact speeds" then you don't need a full face DH helmet. You need training wheels.
What percentage of motorcycle deaths and injuries do you think happen at speeds of say... over 60mph?
Would it surprise you that the average speed in fatal motorcycle crashes is around 30mph?
Many motorcycle fatalities also involve a CAR/TRUCK as well. Not something you normally find on a downhill trail.
If so many downhill MTBers are regularly hitting motorcycle speeds, then why don't downhill MTBers get killed at the same rate as motorcyclists. The fatality rates should be more similar. How many crashes are there at Whistler on any given day during the summer, and what percentage are fatal? Compare that to the percentage of motorcycle crashes (real crashes, not low speed tip overs) that are fatal.
Your original points.
1. Are DOT helmets safer for MTB riding?
2. DOT helmets are designed for "motorcycle speeds" you later said in excess of 60mph.
3. You don't hit things like cars on a downhill trail.
4. In a slow speed crash DOT helmets are rougher on your head than a standard XC lid.
5. They should design a cushy helmet that works for all conditions.
2. Now they're not. As I said... most fatalities happen at lower speeds and as you said it's because more people ride at those speeds. That's all correct. But the helmets are designed with those speeds in mind. And it's not even really the speeds that are the deciding factor... it's the damage occurred when you hit something with a certain amount of g's. Fact is... you hit a stationary object at 100mph it doesn't matter what helmet you have on... you're dead. Now if you hit one at 30... or a car... the better the lid the higher your chance of survival.
3. You don't hit cars on trails. So. You hit rocks and trees. You ever hit your head on a tree? Or a car? I've hit both. The tree hurt a hell of a lot more. Part of the DOT testing process is crush rates and things like that in relational to common shapes found on the street... say a guardrail. You want to know what's shaped like a guardrail... a tree.
4. No they're not. Rate of deceleration is part of the DOT testing. If you're talking about a DOT approved motorcycle helmet... then yes you're probably right. Why... because they're heavier. More weight, more impact. This helmet is NOT heavier so that is taken out of the equation. So how is a DOT helmet more dangerous at slow speeds? It's got to pass the other tests as well. If it was me I'd put it through every damned test there is just to prove a point.
5. WTF does 'cushy' mean? I'd rather have a light helmet that keeps my brains in when I hit a rock and deflects enough pressure to slow the rate of my brain bouncing off my skull on impact.
There should probably be a new testing criteria for bike helmets. Two would be better, one for XC and one for DH.
You also seem to be offended or something by the word "cushy". Substitute the phrase, "cushions the blow appropriate for the magnitude of the impact". I was simply trying to convey that different helmets are designed for different impacts. The ideal helmet would vary the cushioning provided depending on the severity of the blow. Read the following Pinkbike article if you want more explanation.
www.pinkbike.com/news/DH-Helmets-vs-Motocross-Helmets-Which-Is-Safer.html
The entire article is questioning if motorcross lids are safer or more dangerous than a quality DH lid.
It's not questioning whether a DH lid that passes DOT is less or more safer than a DH lid that does not. For all we know many of the other DH lids WOULD pass DOT standards.
One major factor in the difference between a motorcycle helmet and a mountain bike helmet is weight. In something like the conditions of an MTB crash at normal speeds... say 20mph... I'd imagine that a DOT MTB helmet would be safer than a motorcycle DOT helmet partially because of the weight.
DOT tests are designed with motorcycle helmets in mind but I think that if an MTB helmet can pass the standard safety tests for their industry AND pass DOT it makes it a safer helmet for what it's meant to do.
Never seen an XC lid that looks like that. It's meant for DH.
I can see where the theory of 2 standards makes sense but in my opinion it should be one. You should have to pass the low speed tests and the high speed tests. Not the SNELL ratings... but the DOT ratings or something similar to it. I've hit over 50mph on my road bike. An XC helmet that's designed to work for low speed headers but sucks at the higher impact would not be better than one that works in both.
So I agree with what you're saying. But I don't agree with how you're saying it. I think that's the gist of it at this point. LOL!
Essentially I agree.... I think there should be a standard developed along the lines of DOT that require testing for higher impact but include the lower impact testing but for MTB/Road helmets as they typically weigh much much less than anything you'll find on a motor.
ECE
DOT
SNELL
Those are the 3 main tests for motorcycle helmets. ECE and DOT are similar in their tests and thought process. Snell in my opinion is still kind of old school and closed minded. But I can see the value in all 3.
I think something akin to the DOT/ECE testing needs to be developed for MTB helmets.