MT-Helmets KRE 2 Fussion C2 Full-Face Helmet – Matt / Gloss Fluo Yellow Grey

Fussion C2 is the loud one. Two greys, a perforated texture across the crown, and fluo yellow run through the brow vent, the side flash and the KRE² mark on the chin bar. It is the KRE 2 for riders who would rather be seen than blend in.

About the Fussion C2 graphic

The shell reads as two greys — pale matt through the temple, darker gloss over the crown and rear — broken by a dot-matrix field that fades towards the back. Fluo yellow is used sparingly: the brow intake, a hard diagonal along the flank, the lettering at the chin. The MT logo sits large but tonal, so the helmet reads as a graphic rather than as branding. On a two-finish shell the matt panels absorb the daily handling; the gloss panels stay presentable with a wipe.

What fluo yellow actually buys you — and what it does not

Fluorescent yellow is not simply a bright colour. The pigment converts invisible ultraviolet into visible light, which is why it looks improbably bright at dusk, under cloud and in rain — the exact conditions in which a driver at a junction fails to register a motorcycle. A helmet is the right place for it: head height, above the headlight, in the part of the scene a driver scans.

After dark it buys nothing. Fluorescence needs UV, and streetlights emit none — at night a fluo helmet is just a light-coloured one, no substitute for reflective material and a working headlight.

Why the graphic costs €50 over Pure

The Fussion C2 lists at €349.95 against €299.95 for the plain Pure A0 and A1. That difference is paint and process, not specification.

Underneath, the three are one helmet: same FRC shell, same declared 1,380 g, same ECE 22.06, same MT-QVSS, MT-ESLS and MT-EVA, same ventilation, same double-D ring. Better you know that than assume the graphic version is the better-built one. Buy it to be seen, or because you like it — both are good reasons. Not for more helmet.

MT-QVSS, and the metal where it wears

The visor lifts off and clicks back without tools on MT-QVSS, the quick-swap mechanism MT holds a patent on. What is worth knowing about this generation is the metal insert carrying the load at the pivot instead of polymer against polymer.

Tool-free visor systems do not break on day one. They develop play — a rattle, then a visor that no longer seats flush — somewhere after the hundredth swap. Putting metal at that point is a decision about year three, not about the showroom.

MT-ESLS: a double lock with an anti-fog notch

The MT-ESLS (Evo Screen Lock System) holds the visor shut with a double lock, so airflow at speed cannot lift it and a glancing knock cannot pop it. A quick-open button releases it in a single movement.

The half that matters daily: that release drops the visor onto a set anti-fog detent rather than swinging it fully open. Cold morning, queue of traffic, visor greying over — press once and you get airflow while still watching the road.

MT-EVA, the sealing trim and Pinlock® 70

The aperture is MT-EVA — MT's extended vision area, cut wider than the road helmets in the range. The width earns itself at the shoulder check and, on a sport helmet, when you are down behind the screen and looking into a corner through the top of the visor rather than the middle.

Around it runs an advanced-material trim, specified by MT for keeping water and dust out. Sealing is also the honest lever on noise, because most of what a rider hears at speed comes in at the visor edge and under the neck roll rather than through the shell. The visor is Pinlock® 70 prepared, and MT has released no packing list for the KRE 2 — so whether a lens is in the box is not something we can tell you. Budget for one.

Three intakes, channels, and a spoiler that stays small

Air enters at the chin and through three upper intakes, runs along channels cut into the EPS, and leaves through rear outlets. The channels are the part that matters: without them a vent only stirs the air immediately behind it, and the low-pressure zone at the back of the helmet has nothing to pull through.

The rear spoiler is compact by design — road-scaled, not the tall wing of the PLUS models. Its job is keeping the airflow attached so the helmet is not shoved about in turbulence: felt behind lorries and on exposed bridges, not on a still morning.

The shell, and 1,380 g of it

Every MT full-face below this one is HIRP, an injection-moulded thermoplastic. The KRE 2 is FRC — fibre reinforced composite, fibre laid into resin. That layup reaches a given stiffness at lower mass and resists twisting better under side load.

The consequence is the number: MT declares 1,380 g, making this the lightest full-face in our MT range and about 120 g under the Thunder 4 R SV. Declared is the operative word — the model has only just reached the market, no scale of ours has been under one, and brands differ on which size they quote and whether the visor is fitted.

What you are not getting

• No drop-down sun visor. Cheaper MT helmets — Braker SV, Jarama SV, Thunder 4 R SV — have one. Here it is a tinted visor or sunglasses.
• No FIM homologation, no carbon. The KRE 2 PLUS moves up to a TRIC tricomposite shell; carbon and FIM belong to the KRE 2 PLUS FIM Racing #2. Separate helmets, shared name.
• No test result. SHARP's three-star "MT KRE SV" is an earlier, different helmet; the KRE 2, the KRE+ and the KRE+ S are all untested. No ADAC or Snell figure exists.
• Double-D ring — secure, and awkward in thick winter gloves.

Where it sits

Between MT's road range and its race range, and nearer the second. Below it the Thunder 4 R SV at €184.95: thermoplastic shell, 120 g more, but a sun visor. Above it the KRE 2 PLUS at about €499 (TRIC tricomposite, MT-ULCS, 1,300 g) and the carbon KRE 2 PLUS FIM Racing #2 at about €699, which adds the FIM #2 homologation an organiser will ask for.

MT's own use split for this helmet is 90 % racing, 80 % sport touring. Take the first number as the design brief and the second as the limit.

Living with fluo, and what wears out

Fluorescent pigment is the least stable paint on a helmet: it is degraded by the same ultraviolet it feeds on, so a fluo panel left in the sun fades noticeably faster than the greys beside it. Stored out of direct sunlight it stays bright for years; left on a mirror all summer it will not.

Visor, cheek pads and lining are replaceable. The KRE 2 launched in 2026, so the parts programme is still coming online — visor tints and pad thicknesses will arrive over the season. The EPS liner cannot be replaced at all: it crushes once and ends the helmet.

In the box

• MT KRE 2 helmet — Fussion C2, fluo yellow and grey, matt and gloss, FRC composite shell
• Clear visor, fitted on MT-QVSS, Pinlock® 70 prepared
• MT publishes no packing list for the KRE 2. Assume no anti-fog lens, no spare visor and no bag until MT says otherwise.

Size guide

Specification

• Model — MT-Helmets KRE 2 · Part number — 1380E18C24 (XS–XXL: …03 to …08)
• Graphic — Fussion C2, fluo yellow and grey, matt and gloss combined
• Standard — ECE 22.06; MT further lists DOT and NBR (Brazil) among others
• Ratings — none for the KRE 2. The three-star SHARP "MT KRE SV" is a different, earlier helmet; no ADAC, no Snell
• Race approval — none. FIM Racing #2 belongs to the KRE 2 PLUS FIM Racing #2
• Class — full-face; MT's use split 90 % racing / 80 % sport touring
• Shell — FRC fibre reinforced composite — shell-size count unpublished
• Weight — 1,380 g, MT's declared figure — unverified by us
• Sizes — XS through XXL
• Visor swap — MT-QVSS tool-free, metal insert at the pivot
• Visor retention — MT-ESLS double lock, quick-open, set anti-fog position
• Vision — MT-EVA extended aperture · Seal — advanced-material trim, water and dust
• Fog — Pinlock® 70 prepared; lens not confirmed as supplied
• Sun visor — not fitted
• Ventilation — chin intake, three upper intakes, EPS channels, rear outlets
• Aerodynamics — compact road-scaled rear spoiler
• Chin strap — double-D ring · Interior — removable · Intercom — prepared, none included
• Shock liner — EPS, single-use
• Made by — MT Helmets, Spain
• Sizing — tape the head at its widest, 1–2 cm above the brow; cheeks firm when new, crown free
• Suited to — fast road, sport touring, track days; not a mile-eating tourer, not race-homologated
• Care — keep fluo out of long direct sun, never polish matt, never wipe the visor dry
• Replace — at about five years, and immediately after any impact