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Review: EVS R4 Race Collar
At the outset: Helmet save lives! Period!
No arguments with the above stated statement. It is a gospel truth which one needs to believe in rather than experience it. For people who experience it, they become lifelong evangelist of the fact.
There is no doubt that helmets save lives. In 1960s when fatalities started to rise dramatically as 2 wheelers become popular, the advocacy for use of helmets took off in earnest. When advocacy of voluntary use of helmets faced headwinds from pro-choice believers and fatalities continued to rise, legislation became inevitable. Hence, in the 70s the first legislations for compulsory use of helmets were introduced in Europe. Interestingly, the very groups that today strongly advocate use of helmets, were the strongest protestors of these legislations in the name of ‘pro-choice’. While it seems ridiculous today to even think that someone would give the argument of ‘pro-choice’ as an excuse to not wear helmets, it was indeed the corner stone argument that allowed people who wanted to resist compulsory use of helmets to delay implementation of such legislation in many parts of U.S. till the 90s.
The tide for compulsory helmet usage of helmet turned in its favour due to compelling data and studies of motorcycle accidents. There was overwhelming evidence that proved that helmets reduced fatalities and serious head injuries. The ratio of fatalities from use of no helmet vs. use of helmet was so much in favour of use of helmets that legislators ultimately had no choice by to legislate compulsory use of helmets as a effective tool in the battle against motorcycle fatalities.
As compulsory use of helmet was legislated, the ratio of fatalities and serious injuries vis-à-vis non-use of helmets continued to reflect positively in favour of use of helmets. This trend continued till the mid 2000s.
However, in the mid 2000s, a worrying set of data started to emerge. When it was first noticed, the data was considered an anomaly; the ratio of fatalities and serious injuries vis-à-vis non-use and use of helmets had started to show a noticeable change. There was a spike in the fatalities and serious injuries even when using helmets. Through 2010s, this data has now been confirmed as a trend.
While the ratio is still very much in favour of use of helmets, there is a worrying trend that even with helmets there are serious number of fatalities and life changing injuries.
Q. So what exactly has changed to bring about this trend?
Ans.: A number of factors have changed and their combination is creating this deadly trend where there is an increase in fatalities and life changing injuries.
Some of these factors are (though not limited to only these):
1. Helmet Design: While no one is discussing it openly, for a number of years now it has been felt that current helmet design has reached a saturation point. The basic helmet design is now over 50 years old. While use of new age materials such as carbon fiber and Kevlar have increased the strength of the outer shell and decreased overall weight of the helmet, no viable (or better) substitute has been found for the inner EPS liner (more commonly known as Thermocol). Design opitimisation is now giving small incremental improvements, however, there has been no breakthrough in helmet protection for the past 2 decades.
2. Changing Road/ Traffic Conditions: The number of head on collusions and vehicle collusions has increased dramatically over the past decade. The simple fact is that there are more vehicles on the road today than there were a decade ago. This leads to inevitable increase in vehicle collusions.
3. More powerful vehicles (including motorcycles): While this one may seem a bit outlandish and raise the heckles of one too many motorcyclists, the fact is that with better power to weight ratio bikes and also of other road vehicles, the average speed and force of impacts has increase dramatically.
4. Traffic indiscipline: With the dramatic increase in number of vehicles on the road in the past decade there has also been a influx of semi trained road users which again leads to increase in the number of vehicle collusions.
The above are just some of the reasons. However, its sufficient to illustrate that the conditions in 70s through 90s are very different from the current conditions and therefore it is not surprising to find the change in trend of data on fatalities among helmet users.
The nature of serious injuries.
While the nature of serious injuries includes serious internal injuries over the whole body that often results in life changing outcomes and unfortunately even death, there are a significant number of injuries that can occur at the neck area.
The neck is relatively slender and flexible area that connects two larger masses; the head and the body. While the neck is rarely directly contacted in motorcycle accidents, it is inevitable that it is involved indirectly in any accident where there is impact to the head.
The neck is a slender/ flexible area. Also venerable.
C1 to C7 vertebrate.
A study and white paper released by Motorcycle Safety Foundation (a non profit organisation) in 2013, highlighted the role of neck injuries in fatal and life changing injuries in both non helmet and helmet accidents.
J. V. Ouellet, D. R, Thom, T. Smith and H. H. Hurt conducted the 2013 study. Yes, H. H. Hurt and J. V, Ouellet are the authors of the infamous Hurt Study of 1981, which laid the foundation of compulsory helmet legislation over most of U.S. and the world. The Hurt Study of 1981 is still considered one of the most important studies ever conducted in motorcycle safety.
In the study, the following was found for severe injuries with helmets:
1. Spinal Cord Injury: 31.6%.
2. C1-C2 Fracture: 10.5%.
3. C3-C7 Fracture: 18.4%.
4. C1-C2 Dislocation: 65.8%.
5. C3-C7 Dislocation: 21.1%.
6. Neck Muscle: 71.1%.
7. Vertebral Arteries: 50%.
8. Carotid Sheath: 65%.
9. Nerve Plexus: 60%.
While the above statistics were not a cause for the fatalities in the study, it does give a clear picture of what happens when extreme collusion forces are transmitted to the neck during impact.
The Solution
Admitted that the above-mentioned injuries look alarming enough to throw out the baby with the bath water. However, throwing the baby out is not the solution.
The solution to the problem came about with 2 different approaches, which however did the same thing in principle.
The first was in 1995 when Dainese conceived and patented the idea of airbag integrated into a riding suit. They started track testing their version of the idea in 2000. In the meantime Alpinestars jumped the gun and offered their version of the airbag system for street use in November 2014. Most people think of the car’s airbag system when they first hear of the airbag systems for riding suits. However, the airbags on the riding suits are designed primarily to isolate and protect the neck and shoulders and not to act as an air cushion for the rider to fall on. The idea is to support and brace the neck and prevent the neck from hyper extending, hyper flexing and bearing axial loads that can lead to serious neck and shoulder injuries. The central idea is that the airbag will absorb these excessive loads and prevent injuries from taking place while supporting and bracing the neck through the load-transmitting phase.
The Dainese Airbag system. Note the airbag area for isolating the collar and neck area.
While such airbag systems have proven to be very effective, they are also extremely expensive and need to be maintained regularly by taking care of the electronics (battery needs to be charged regularly) and gas charge bottles.
The other significant but different approach was take by Dr. Chris Leatt, who designed the first practical neck brace system for motorcycles. His neck brace systems took the approach of fitting a pre-shaped collar which covered the base of the neck area from front to back and prevented the helmet and the neck from hyper extending and hyper flexing. The system took all the axial loads and spread it out evenly across the back to dissipate the energy instead of allowing it concentrate at one point, which could eventually lead to neck injuries.
The Leatt neck brace system had couple of significant advantages over the airbag systems. Firstly it was independent of all other riding gear. You could use it will all your current and future jackets (not possible with the airbag system), It had no electronics and no significant maintenance was required.
However, while cheaper than the airbag system it was still very expensive. I consider the Leatt neck brace, the Volvo of the neck safety systems and do hope to pickup one when I next travel abroad.
EVS R4 Race Collar
This finally brings us to the review of EVS R4 race collar. Before I go any further, a big shout out to my friend Jayesh Gohil, who gave me this neck brace as it was the wrong size from him. To say that the neck brace saved my life if not at least saved me from life changing injuries is the least of it. Thanks Jayesh, you were god sent.
The EVS R4 brace is a surprisingly light brace. It weighs about 400 gms and sits very comfortably around the neck without being obtrusive. After you were it a couple of times it will seem like a natural extension of your helmet and you will feel something is missing if you are not wearing it.
While it looks very simple, there is some intelligent engineering behind the collar. The collar has air bladder system along the neck line to absorb excessive axial forces. It is made of bio-foam and is reinforced with carbon fiber to maintain its structural integrity during impact events. At the rear of the collar is an axial load bearing brace which spreads and dissipates the axial loads across the back instead of allowing them to concentrate at one point.
EVS R4. 400 gms weight. Simple but well engineered.
Putting on and removing the race collar is extremely simple 2-step process. First undo the Velcro at the bottom of the collar in the front and then press the button at the top the collar splits open and can be remove or put on in couple of seconds. The collar does not obstruct movement of the head and helmet in any way. Nor does it obstruct vision in any manner. At about US$ 120/- it is one of the most cost effect safety device you will ever invest in and also one of the most important ones.
Press the red button as step 2 to unlock the collar.
Independent of your riding gear. Wear your current jacket, future jacket.
Rear Axial load strut. Deceptively simple.
Race Collar with Helmet. Full range of motion.
The lightweight, unobtrusive wearing experince and simple mechanism to put on the collar are key to how much one will use it. I found the collar to be an invaluable and indispensible part of my riding gear during my recent bike crash (details can of the same can be found here: https://www.xbhp.com/talkies/general...ml#post1297616).
Many people stare at me when I have the collar on, many laugh and snigger, however, no one was around when the collar saved my life. So yes, it is an investment worth making and it could very well save your life and prevent very serious injuries that could land you in a wheel chair permanently.
How the EVS R4 works.
At the outset: Helmet save lives! Period!
No arguments with the above stated statement. It is a gospel truth which one needs to believe in rather than experience it. For people who experience it, they become lifelong evangelist of the fact.
There is no doubt that helmets save lives. In 1960s when fatalities started to rise dramatically as 2 wheelers become popular, the advocacy for use of helmets took off in earnest. When advocacy of voluntary use of helmets faced headwinds from pro-choice believers and fatalities continued to rise, legislation became inevitable. Hence, in the 70s the first legislations for compulsory use of helmets were introduced in Europe. Interestingly, the very groups that today strongly advocate use of helmets, were the strongest protestors of these legislations in the name of ‘pro-choice’. While it seems ridiculous today to even think that someone would give the argument of ‘pro-choice’ as an excuse to not wear helmets, it was indeed the corner stone argument that allowed people who wanted to resist compulsory use of helmets to delay implementation of such legislation in many parts of U.S. till the 90s.
The tide for compulsory helmet usage of helmet turned in its favour due to compelling data and studies of motorcycle accidents. There was overwhelming evidence that proved that helmets reduced fatalities and serious head injuries. The ratio of fatalities from use of no helmet vs. use of helmet was so much in favour of use of helmets that legislators ultimately had no choice by to legislate compulsory use of helmets as a effective tool in the battle against motorcycle fatalities.
As compulsory use of helmet was legislated, the ratio of fatalities and serious injuries vis-à-vis non-use of helmets continued to reflect positively in favour of use of helmets. This trend continued till the mid 2000s.
However, in the mid 2000s, a worrying set of data started to emerge. When it was first noticed, the data was considered an anomaly; the ratio of fatalities and serious injuries vis-à-vis non-use and use of helmets had started to show a noticeable change. There was a spike in the fatalities and serious injuries even when using helmets. Through 2010s, this data has now been confirmed as a trend.
While the ratio is still very much in favour of use of helmets, there is a worrying trend that even with helmets there are serious number of fatalities and life changing injuries.
Q. So what exactly has changed to bring about this trend?
Ans.: A number of factors have changed and their combination is creating this deadly trend where there is an increase in fatalities and life changing injuries.
Some of these factors are (though not limited to only these):
1. Helmet Design: While no one is discussing it openly, for a number of years now it has been felt that current helmet design has reached a saturation point. The basic helmet design is now over 50 years old. While use of new age materials such as carbon fiber and Kevlar have increased the strength of the outer shell and decreased overall weight of the helmet, no viable (or better) substitute has been found for the inner EPS liner (more commonly known as Thermocol). Design opitimisation is now giving small incremental improvements, however, there has been no breakthrough in helmet protection for the past 2 decades.
2. Changing Road/ Traffic Conditions: The number of head on collusions and vehicle collusions has increased dramatically over the past decade. The simple fact is that there are more vehicles on the road today than there were a decade ago. This leads to inevitable increase in vehicle collusions.
3. More powerful vehicles (including motorcycles): While this one may seem a bit outlandish and raise the heckles of one too many motorcyclists, the fact is that with better power to weight ratio bikes and also of other road vehicles, the average speed and force of impacts has increase dramatically.
4. Traffic indiscipline: With the dramatic increase in number of vehicles on the road in the past decade there has also been a influx of semi trained road users which again leads to increase in the number of vehicle collusions.
The above are just some of the reasons. However, its sufficient to illustrate that the conditions in 70s through 90s are very different from the current conditions and therefore it is not surprising to find the change in trend of data on fatalities among helmet users.
The nature of serious injuries.
While the nature of serious injuries includes serious internal injuries over the whole body that often results in life changing outcomes and unfortunately even death, there are a significant number of injuries that can occur at the neck area.
The neck is relatively slender and flexible area that connects two larger masses; the head and the body. While the neck is rarely directly contacted in motorcycle accidents, it is inevitable that it is involved indirectly in any accident where there is impact to the head.
The neck is a slender/ flexible area. Also venerable.
C1 to C7 vertebrate.
A study and white paper released by Motorcycle Safety Foundation (a non profit organisation) in 2013, highlighted the role of neck injuries in fatal and life changing injuries in both non helmet and helmet accidents.
J. V. Ouellet, D. R, Thom, T. Smith and H. H. Hurt conducted the 2013 study. Yes, H. H. Hurt and J. V, Ouellet are the authors of the infamous Hurt Study of 1981, which laid the foundation of compulsory helmet legislation over most of U.S. and the world. The Hurt Study of 1981 is still considered one of the most important studies ever conducted in motorcycle safety.
In the study, the following was found for severe injuries with helmets:
1. Spinal Cord Injury: 31.6%.
2. C1-C2 Fracture: 10.5%.
3. C3-C7 Fracture: 18.4%.
4. C1-C2 Dislocation: 65.8%.
5. C3-C7 Dislocation: 21.1%.
6. Neck Muscle: 71.1%.
7. Vertebral Arteries: 50%.
8. Carotid Sheath: 65%.
9. Nerve Plexus: 60%.
While the above statistics were not a cause for the fatalities in the study, it does give a clear picture of what happens when extreme collusion forces are transmitted to the neck during impact.
The Solution
Admitted that the above-mentioned injuries look alarming enough to throw out the baby with the bath water. However, throwing the baby out is not the solution.
The solution to the problem came about with 2 different approaches, which however did the same thing in principle.
The first was in 1995 when Dainese conceived and patented the idea of airbag integrated into a riding suit. They started track testing their version of the idea in 2000. In the meantime Alpinestars jumped the gun and offered their version of the airbag system for street use in November 2014. Most people think of the car’s airbag system when they first hear of the airbag systems for riding suits. However, the airbags on the riding suits are designed primarily to isolate and protect the neck and shoulders and not to act as an air cushion for the rider to fall on. The idea is to support and brace the neck and prevent the neck from hyper extending, hyper flexing and bearing axial loads that can lead to serious neck and shoulder injuries. The central idea is that the airbag will absorb these excessive loads and prevent injuries from taking place while supporting and bracing the neck through the load-transmitting phase.
The Dainese Airbag system. Note the airbag area for isolating the collar and neck area.
While such airbag systems have proven to be very effective, they are also extremely expensive and need to be maintained regularly by taking care of the electronics (battery needs to be charged regularly) and gas charge bottles.
The other significant but different approach was take by Dr. Chris Leatt, who designed the first practical neck brace system for motorcycles. His neck brace systems took the approach of fitting a pre-shaped collar which covered the base of the neck area from front to back and prevented the helmet and the neck from hyper extending and hyper flexing. The system took all the axial loads and spread it out evenly across the back to dissipate the energy instead of allowing it concentrate at one point, which could eventually lead to neck injuries.
The Leatt neck brace system had couple of significant advantages over the airbag systems. Firstly it was independent of all other riding gear. You could use it will all your current and future jackets (not possible with the airbag system), It had no electronics and no significant maintenance was required.
However, while cheaper than the airbag system it was still very expensive. I consider the Leatt neck brace, the Volvo of the neck safety systems and do hope to pickup one when I next travel abroad.
EVS R4 Race Collar
This finally brings us to the review of EVS R4 race collar. Before I go any further, a big shout out to my friend Jayesh Gohil, who gave me this neck brace as it was the wrong size from him. To say that the neck brace saved my life if not at least saved me from life changing injuries is the least of it. Thanks Jayesh, you were god sent.
The EVS R4 brace is a surprisingly light brace. It weighs about 400 gms and sits very comfortably around the neck without being obtrusive. After you were it a couple of times it will seem like a natural extension of your helmet and you will feel something is missing if you are not wearing it.
While it looks very simple, there is some intelligent engineering behind the collar. The collar has air bladder system along the neck line to absorb excessive axial forces. It is made of bio-foam and is reinforced with carbon fiber to maintain its structural integrity during impact events. At the rear of the collar is an axial load bearing brace which spreads and dissipates the axial loads across the back instead of allowing them to concentrate at one point.
EVS R4. 400 gms weight. Simple but well engineered.
Putting on and removing the race collar is extremely simple 2-step process. First undo the Velcro at the bottom of the collar in the front and then press the button at the top the collar splits open and can be remove or put on in couple of seconds. The collar does not obstruct movement of the head and helmet in any way. Nor does it obstruct vision in any manner. At about US$ 120/- it is one of the most cost effect safety device you will ever invest in and also one of the most important ones.
Press the red button as step 2 to unlock the collar.
Independent of your riding gear. Wear your current jacket, future jacket.
Rear Axial load strut. Deceptively simple.
Race Collar with Helmet. Full range of motion.
The lightweight, unobtrusive wearing experince and simple mechanism to put on the collar are key to how much one will use it. I found the collar to be an invaluable and indispensible part of my riding gear during my recent bike crash (details can of the same can be found here: https://www.xbhp.com/talkies/general...ml#post1297616).
Many people stare at me when I have the collar on, many laugh and snigger, however, no one was around when the collar saved my life. So yes, it is an investment worth making and it could very well save your life and prevent very serious injuries that could land you in a wheel chair permanently.
How the EVS R4 works.
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