How- To Presented By Bike. Bandit. com - Install Goggle Tear- Offs. There are a lot of people out there that don’t understand the way tear- offs work, so this week Matthes teaches us how to properly install them on our goggles.
Installing Helmet Tear-offs For Pista Helmet
Indianapolis 5. 00 driver helmets are complex pieces of equipment. Inside a Gasoline Alley garage prior to the 9.
Indianapolis 5. 00, a small group of technicians prepare equipment just as important to Verizon Indy. Car Series drivers' performance as wings, suspension and tires. Take a casual glance as any race unfolds and driver helmets might appear as simple protective gear, save for the ever more elaborate designs adorned by modern- day Monets. But while Formula One world champion Sebastian Vettel drew attention in Sunday's Monaco Grand Prix with his “Game of Thrones”- style lid, helmet preparation consists of a lot more than complex liveries. Bell Racing USA, for example, supplies helmets to 1. Indy 5. 00. It keeps detailed notes on helmet fit and driver preferences, with at least two representatives on- site at Indy throughout the month of May. Its crew arrived at Indianapolis Motor Speedway at the beginning of the month, prior to the inaugural Grand Prix of Indianapolis road- course race, and remains in Gasoline Alley until the checkered flag falls on the “Greatest Spectacle in Racing.”Its most time- consuming job, says company president Kyle Kietzman, is building the helmets once it receives their decorated shells from the drivers' painter of choice.
Bell helmet tear offs are available in 2 specifications. High quality 0.25mm thick or Optic quality 0.10mm thick visor tear offs to suit the Bell range of helmets. Hey gang, I just picked up shields for my Shoei XSP II and Arai RX7-RR4 helmet that now allow me to take tear offs. My riding is strictly sport touring.
Installing padding that protects drivers in crashes, along with visors, liners and rubber gaskets takes approximately an hour per helmet. A Bell technician works on Pippa Mann's race- day lid. Photo by Mac Morrison Bell then delivers them to its drivers; Indy. Car verifies each one is certified under the FIA's 8. Zylon, like the one that helped protect James Hinchcliffe when debris struck his head during the Grand Prix of Indianapolis. As far as installing radio- and drink- system equipment, Bell leaves that up to the teams. The process doesn't end there.“Once that's done, it's more of a maintenance phase: putting visors and visor tear- offs on the helmets based on driver preference, and also dialing in the aerodynamics,” Kietzman says.
Indianapolis 500 driver helmets are complex pieces of. Installing padding that protects. putting visors and visor tear-offs on the helmets based on. There are a lot of people out there that don't understand the way tear-offs work, so this week Matthes teaches us how to properly install them on our goggles. I thought I’d take the time to write a tutorial on visor tear offs or tear aways as they’re sometimes known, as there isn’t a lot of information on the interweb. Setting Up Your Tear-Offs. April 03, 2007. The last thing you want to be doing while throwing down hard laps on the MX track is fumbling to remove your tear-offs. Tear offs are an essential part of your gear offering greater visibility on sticky, wet dirt tracks, and also providing a bit of protection to your delicate.
Based on what they're feeling - - lift, vibration, buffeting - - we have different gurney [flaps] that go on top, on the chin- bar area to provide some downforce but also to create a separation point for the air flow. Air flow going over the helmet, you want it to detach from the helmet and reattach to the airstream so it doesn't cause the helmet to buffet or lift - - or for air to get behind the helmet and push a driver's head forward.
That's called 'thrust.' [In the beginning part of May, it's] just tuning the helmet to a driver's preference to make it stable and comfortable when driving. That's usually the first week of practice. Bell attaches visor- reinforcing Zylon strips to helmet shields using a proprietary adhesive, shown here backed by yellow tape prior to application.
Racing Optics Speedstack-7 Laminated Tear Offs for the Simpson Voyager Helmet features a 2-mil stack of seven tear offs laminated together, installing as a one-piece. Racing Optics X-Stack Laminated Tear Offs for G-Force and older Bell (SA2005 and older) helmets features a 2-mil stack of 10 tear offs laminated together, installing.
Photo by Mac Morrison “Then it's more just maintenance: making sure shields get changed, making sure when we do that, we install [the Zylon] panel properly so there's no risk of it coming off or not being attached correctly. Then just doing tear- offs and making sure they're happy with how the helmet's performing. Once they get through qualifying, then it's really just making sure they're ready for race day.“We use Carb Day as a precursor to the race, so we prep all the helmets exactly like we do for the 5.
After Carb Day, we take them all back, redo visors, redo tear- offs and make sure the helmets are ready to go for the race and prepped exactly as the drivers want it.”Most drivers usually have a primary and backup helmet, and many commission one- off paint schemes for the 5. Just as with their individual designs, competitors' preferences vary on a variety of issues. At more than 2. 35 mph at Indy, headgear takes a beating from dust, dirt, rubber and other debris. Inspect a helmet after prolonged on- track running and you'll see plenty of chips, pits and scratches; the clear coat covering the actual paint provides only so much durability.
According to Kietzman, “Some drivers prefer their helmets to be beat up because they want to show [afterward that] it's an Indy helmet and it's authentic; others want us to put heli- tape on the front to provide extra protection [to the shell's finish].”Bell's 1. Even the plastic tear- offs - - which drivers discard throughout the race to clear their shields of bugs, dirt and fluids, aren't as straightforward as they might appear. Bell and Racing Optics supply different types of tear- offs; the latter brand's are laminated three to a stack, with most drivers who choose Racing Optics using two to three stacks for the 5. But, for instance, “Helio Castroneves, we do as many as 1. Kietzman says. “Marco Andretti likes the thicker [5- to 7- millimeter, Bell produced tear- offs] because they're more durable - - but we can only fit four of that type on his helmet.
Racing Optics are 4 millimeter, the thicker ones are 7 millimeter. But you can get quite a few stacks on because they're laminated and fit together perfectly rather than one by one with the Bell thicker ones. Again, just driver preference.”Reserve visors marked for use by drivers Martin Plowman and Mike Conway (Conway is not competing in the Indianapolis 5. Photo by Mac Morrison Aerodynamics is another important category, one that takes time to sort out due to the variety of gurney heights and wickers available.
Bell's new HP7 helmet used at Indy - - and which took a year to develop - - is the same design as some F1 drivers used already last year; Bell during its development relocated the visor forward and down so that its pivot points moved lower to allow integration of the Zylon panel. Added benefits of the visor's revised location include more side protection during impacts, and better aero performance because the visor sits more flush in the shell, producing less ambient noise.
Speaking of aero, circumstances - - chassis ride heights, driver seating position and windscreens - - vary, which means some helmets do not require chin wickers or gurneys, while others do. Helmet buffeting or lift is the most common complaint at the Speedway, hence the wide variety of available add- ons. The HP7 also features plenty of holes and vents to funnel head- cooling air into its interior, but according to Kietzman, “There is so much ventilation that can come through at these speeds, you'll notice a lot of drivers tape off the vents because there is enough ambient airflow around the helmet that it provides plenty of ventilation anyway; they don't want [more air] coming in around their eyes, drying them out.”Teams also check helmet airflow during wind tunnel testing, but Indy.
Car rules limit its impact on car performance. For example, wickers can't protrude more than a quarter- inch from the shell; however, teams might produce custom gurneys and wickers in addition to those Bell provides. Each HP7 also features a double- screen anti- fog insert on the visor's inside surface, as well as a rubber visor seal (rather than foam as in the recent past) that Kietzman says seals much better to help keep out rain and dirt. A face piece for Bell's HP7 lid; it features recessed channels for clean integration of drink and radio system tubes and wires, negating the need to drill holes in helmets to route them - - as was common practice in the past.
Photo by Mac Morrison If you own a helmet, you've likely noted in its instructions that you should either not use it after a crash, or at least submit it for inspection by its manufacturer before doing so. After an Indy. Car driver crashes, the series reviews the helmet, then returns it to Bell. We can disassemble it and look for liner compression issues, evidence of shell delamination,” Kietzman says. If a driver loses consciousness at all, it's done. The review process consists of our] expert visual inspection; we can scan a helmet if we have to but we don't have that technology at the track. So] we conduct a visual review, looking at all components. If it's a really big crash or, as I said, someone loses consciousness, it's done.”Speaking of damage, Bell's garage is full of spare interiors, different face pieces, and enough other spare parts to build or repair anything it anticipates might be necessary.
One thing most of today's helmets lack is a hole drilled through its chin bar to allow for insertion of a driver- replenishing drink tube. The practice was common not long ago, but Kietzman says, “We're really going away from drilling holes for drink tubes and away from pushing the tubes through the front of helmet. Some people will use the front vents for the tube, but actually our new face pieces are now designed to use an L- shaped drink tube that can be embedded in back of the face piece inside the helmet. We can also embed a radio boom mic in back of the face piece through another channel, so we don't have to cut it up and cause any structural damage. We have a lot of options to run that stuff so it's inside the helmet so it's not drilled- through.”Count that as just one more advancement in safety and performance. Indeed, those eye- catching, expensive helmet paint jobs are no longer the most interesting thing about them.