MT-Helmets KRE 2 Spirit B15 Full-Face Helmet – Matt / Gloss Red Grey

Spirit B15 is the KRE 2 with its intentions written on the outside. A red quarter-sweep across a grey and black shell, matt panels against gloss, and the KRE² mark set into the red — the graphic version of a helmet MT positions as ninety per cent racing.

About the Spirit B15 graphic

The design divides the shell diagonally: gloss black across the rear and crown, matt grey through the temple and cheek, and a red disc laid over the join with a thin white arc tracing its edge. Red pinstripes run the length of the chin bar and along the spoiler.

Mixing matt and gloss is not only cosmetic. The matt sections hide the fine scuffing a helmet picks up from gloves, collars and bag straps; the gloss sections wipe clean. On a two-finish helmet the panels that get handled are the ones that forgive it.

One thing to know before it surprises you: the shell carries MT's ULTRA LIGHT · ULTRA SAFE · ULTRA SEALED lettering under the KRE² mark. That is decoration and a slogan — it is not a reference to the MT-ULCS shell of the KRE 2 PLUS. This helmet's shell is FRC composite — neither the PLUS tricomposite nor the carbon of the FIM version.

Ninety per cent racing, eighty per cent sport touring

MT publishes a use split rather than a single label, and for the KRE 2 it reads 90 % racing, 80 % sport touring. Those are the manufacturer's own numbers, and they describe the helmet honestly: a shape and a fit built around speed, with just enough concession to distance.

Read the second number as the warning. Eighty per cent sport touring is not a touring helmet. There is no drop-down sun visor, retention is a double-D ring rather than a ratchet, and the interior is cut close. If most of your year is motorways and luggage, MT builds better helmets for that and they cost less.

Aerodynamics and the compact spoiler

The rear spoiler is deliberately compact — road-scaled, not the tall wing carried by the PLUS models. A spoiler's real job is not downforce; it is keeping the wake attached so the helmet is not tugged sideways when the air behind you goes turbulent.

You notice it on specific stretches: overtaking a lorry, crossing a windy bridge, sitting in the dirty air behind a car. A helmet without one gets nudged; this one holds its line.

MT-ESLS — a lock that also parks the visor

The MT-ESLS (Evo Screen Lock System) puts a double lock on the visor, so it resists both wind pressure at speed and a glancing knock. A quick-open button frees it in one movement.

The useful half is what happens next: the button parks the visor in a fixed anti-fog position rather than letting it swing wide. Cold morning, red light, fogging visor — one press and you have airflow without losing the junction from view.

The visor trim, and what we will not claim about noise

MT fits an advanced-material trim around the visor aperture, specified for sealing against water and dust. Sealing is also where noise comes from: on a full-face at speed, most of what reaches your ears arrives through the visor edge and up under the neck roll, not through the shell itself.

We are not printing a decibel figure for this helmet, because none exists. Nobody has measured the KRE 2, and any number we invented would be worthless anyway — screen height, riding position and shoulder width move measured helmet noise more than the helmet does. What we can tell you is the part MT changed and the reason they give for changing it.

The composite shell, and 1,380 g

The shell is FRC — fibre reinforced composite. Every cheaper MT full-face uses HIRP, an injection-moulded thermoplastic. Fibre in resin gets to a given stiffness at less mass and holds up better in torsion, which is what stops a helmet twisting on your head under side load.

MT declares 1,380 g for the KRE 2 — the lightest full-face in our MT range. Declared, though: this model reached the market weeks ago, we have not had one on a scale, and manufacturers are inconsistent about which size they quote and whether the visor is on it.

MT-QVSS, MT-EVA and Pinlock® 70

Visors swap without tools on MT-QVSS, MT's patented mechanism — here with a metal insert at the pivot, which is the point that wears out on tool-free systems after enough changes. The aperture itself is MT-EVA, cut wider than MT's road helmets; on a sport helmet that width is felt when you are tucked and looking through the top of the visor into a corner.

The visor is Pinlock® 70 prepared and MT has published no packing list, so we cannot say whether the lens ships in the box. Assume not. Note also that the KRE 2 PLUS takes Pinlock 120 — that is the other helmet, not this one.

Ventilation

One chin intake, three upper intakes, internal channels through the EPS and rear outlets. The channels are what make it a ventilation system rather than a set of holes: air is routed across the head and pulled out at the back by the low-pressure zone behind the helmet, instead of stalling where it came in.

How the KRE 2 family divides

The names sit close together and the helmets do not. If a race organiser asks for FIM homologation, only the third line answers. The Spirit B15 graphic costs €50 over the plain Pure versions of this same shell — paint, not specification.

What this helmet does not have

• No integrated sun visor — carry a tinted visor or sunglasses. MT's cheaper Braker SV, Jarama SV and Thunder 4 R SV all have one.
• No FIM homologation and no carbon shell — FIM and carbon both sit on the KRE 2 PLUS FIM Racing #2 at the top of the range.
• No independent safety rating. SHARP's three-star "MT KRE SV" is an earlier, different helmet on a different shell; the KRE 2 is untested, as are the KRE+ and KRE+ S. No ADAC or Snell result exists.
• Double-D ring — the secure fastening, and the slow one in winter gloves.

Serviceability

Visor, cheek pads and interior padding are replaceable items, as they should be on a helmet at this price. The KRE 2 only launched in 2026, so its parts programme is still filling out — tinted and mirrored visors and alternative cheek-pad thicknesses will arrive across the coming season rather than all at once. The EPS liner is the exception: it crushes once, does not spring back, and ends the helmet's life the first time it does real work.

In the box

• MT KRE 2 helmet — Spirit B15, red / grey, matt and gloss, FRC composite shell
• Clear visor, fitted on the MT-QVSS mechanism, Pinlock® 70 prepared
• MT has issued no packing list for the KRE 2. Anti-fog lens, spare visor and helmet bag are unconfirmed — plan without them.

Size guide

Specification

• Model — MT-Helmets KRE 2 · Part number — 1380301B154 (XS–XXL: …03 to …08)
• Graphic — Spirit B15, red and grey, matt and gloss finish combined
• Approval — ECE 22.06; MT also lists DOT and NBR (Brazil) among others
• Test results — none for the KRE 2. SHARP's "MT KRE SV" three stars belongs to an earlier helmet
• FIM — not homologated. FIM Racing #2 is the KRE 2 PLUS FIM Racing #2
• Category — full-face; MT's own split is 90 % racing / 80 % sport touring
• Shell — FRC, fibre reinforced composite — number of shell sizes not published
• Weight — 1,380 g as declared by MT — not verified on our scale
• Size range — XS to XXL
• Visor change — MT-QVSS, tool-free, metal insert at the pivot
• Visor lock — MT-ESLS, double lock, quick-open button, fixed anti-fog position
• Aperture — MT-EVA extended vision area · Seal — advanced-material trim against water and dust
• Anti-fog — Pinlock® 70 prepared — lens not confirmed in the box (Pinlock 120 is the PLUS)
• Sun visor — none fitted
• Cooling — chin intake, three upper intakes, EPS channels, rear outlets
• Aero — compact rear spoiler, road-scaled
• Fastening — double-D ring · Padding — removable · Comms — intercom-ready, nothing supplied
• Impact liner — EPS, single-use
• Origin — MT Helmets, Spain
• Fitting — measure the head at its widest, 1–2 cm above the brow. Firm cheeks when new, no crown pressure
• Best for — track days, fast road, sport touring. Not a motorway-and-luggage helmet, nor race-homologated
• Looking after it — matt panels never take polish; never wipe the visor dry, road grit scratches it
• Retire it — at roughly five years, and immediately after any impact