Scott Redding, born in Quedgeley, Gloucestershire in January 1993, became the youngest race winner in Grand Prix history at fifteen, winning at Donington Park just eight races into his 125cc debut season and finishing that year as Rookie of the Year ahead of Marc Marquez. He went on to a Moto2 championship runner-up finish in 2013, several MotoGP seasons, a British Superbike title in 2019, and a runner-up finish in the 2020 World Superbike championship that went down to the final round. This decor carries his graphic identity: a matte black shell with a bright pink paint-splash pattern breaking across the crown, and a light-blue Shark wordmark worked into the side panel — a livery that reads more graffiti-splash than traditional racing stripes.

A career built on managing speed, on a helmet built to manage air

An open-face shell has no sealed chin bar to hold air at the front, which is exactly why the raised fin at the back of this helmet exists: Shark built and wind-tunnel tested it for this specific shape, to give the air spilling off the rear edge a controlled path out instead of letting it tumble and drag at the rider's neck. That engineering, not the bright graphic sitting on top of it, is what the racing-driven look on this replica is actually trading on.

Shell and closure

Lexan polycarbonate in two separate shell sizes, XS-M and L-XXL per independent press coverage of this model, closed with a micrometric buckle rather than the double-D ring fitted to the full-face Skwal Cup.

What ECE 22.06 actually tests, on an open face

Look past the graphic for a moment and the certification underneath is ECE 22.06, mandatory across the EU for newly homologated helmets since January 2024. The jump from 22.05 is bigger than the number suggests: eighteen impact points instead of five, tested at multiple speeds rather than one, plus an entirely new oblique-impact test against an abrasive anvil that twists the shell instead of dropping it straight, and a scored Brain Injury Criterion for rotational energy. Every accessory this helmet ships with — visor, Pinlock, comms mount — is tested while fitted. Norme 2206, no FIM suffix: road homologation.

1,430 g, all day

Shark's figure is 1,430 g (+/-50 g) for the smaller of the two shell sizes, unchanged by the graphic. That weight rides above the head's own centre of gravity and is carried through every head movement across a full ride, not absorbed once in a single impact.

Ventilation

This shell manages airflow with two front intakes and two rear extractors — a simple, direct system, made possible because there is no chin bar for the air to negotiate before reaching the rider. It suits exactly what a jet helmet is for: uncomplicated cooling through an open face, not a sealed multi-vent arrangement.

Visor and Pinlock

The VZ670 family fitted to this shell — also used on the plain Skwal Jet and the LED-equipped Skwal i3 Jet — is rated Optical Class 1, locks from the side, carries anti-scratch treatment and has a vortex generator built into its edge. A pre-fitted Max Vision Pinlock 70 insert with adjustable tension is included in the box, not sold separately. Only the clear tint is approved for road use by every rider; the iridium and dark-smoke options Shark sells for this shell are racing use only.

Sun visor and everyday use

Independent of the main visor, an internal sun visor drops down at the pull of its own lever, and the interior is shaped to avoid pinching glasses arms at the temple. Shark lists SENA intercom compatibility specifically for this model.

Fit: what six sizes across two shells means

Two shell moulds cover the six available sizes: the smaller one for XS-M, the larger for L-XXL. That keeps the whole size run proportioned properly instead of relying on one shell and variable foam thickness, and it is why the weight figure above is not just a best-case number for the smallest size alone.

Wind noise, honestly

Riders coming from a full-face should expect more wind noise here, not less — that is simply what an open face does at speed, with no chin bar sealing the front and the visor sitting closer to the jaw. The spoiler and the visor's vortex generator both reduce turbulence, but neither closes that gap entirely. Shark gives no decibel figure for this model, so none is stated.

Price ladder

309.99 EUR, the same top-tier replica pricing as the Zarco and Granado decors in this range.

Spares

Replacement visors are not decor-specific: Shark lists this model alongside the plain Skwal Jet and the Skwal i3 Jet in one spares collection, sharing the VZ67005PINCTU Pinlock 70 part.

What this helmet does not protect

No chin bar: that is the plain fact of an open-face helmet, this one included. In the kind of impact that would load a full-face's chin section, this shell offers nothing in its place. ECE 22.06 tests the shell as built, with the visor and retention system fitted — it is not, and cannot be, a test of protection the design does not include. That is worth knowing going in.

About the pink splash graphic

The paint-splash pattern across the crown is a bright, saturated pink over the matte black base — a genuinely eye-catching colour up close, brighter than a quick glance at a product photo suggests — with the light-blue Shark wordmark and fine white outline detailing along the lower panel providing the only real colour contrast. It is a loud, deliberately unconventional graphic, closer to street-art splatter than a symmetric racing stripe.

Who this decor suits

This is the decor for a rider who wants the loudest graphic in the Jet Cup range and is not looking for a subtle option — the pink splash reads from much further away than any other decor in this line, which is exactly the point of choosing it over the quieter Blank or Dark Shadow options. It is worth trying this one in person rather than judging it purely from a product photo — the pink reads noticeably more vivid under direct light than in a flat studio shot, which is exactly the kind of detail a screen can undersell.