F1: Halo on car protects Charles Leclerc after crash with Fernando Alonso in Belgian GP

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SPA-FRANCORCHAMPS, Belgium (AP) Fernando Alonso’s McLaren car spiraled into the air and bounced – yes, bounced – on top of Charles Leclerc’s Sauber during a dramatic first-lap crash at Sunday’s Belgian Grand Prix.

Both Formula One drivers walked away unscathed, with the halo protective device surrounding Leclerc’s cockpit appearing to save him from a serious head injury.

“I don’t know how it would have ended up without it. I am happy it was there,” said Leclerc, a 20-year-old driver from Monaco. “It all happened very quickly. At the time, I knew there was an orange car, I thought it was Fernando. I felt the impact, but it wasn’t that big in the car. I was lucky.”

Motorsport governing body FIA made the head protective device mandatory in F1 this year in order to protect drivers from potentially fatal impacts such as loose tires barreling at high speed, other flying debris and – in this case – one car landing on another.

“What is clear is the significant tire marks on the chassis and the halo,” FIA race director Charlie Whiting said. “It doesn’t take much imagination to think the tire marks could have actually been on Charles’ head.”

The FIA has been looking at ways to improve cockpit protection and limit the risk of head injuries, after French F1 driver Jules Bianchi – who was a close friend of Leclerc’s – died in July 2015 and British IndyCar driver Justin Wilson died a month later.

In Sunday’s crash, Leclerc’s head would most likely have been hit, if not for the halo.

“(Alonso’s car) would probably have made contact with his head,” Whiting said.

Last Sunday, Verizon IndyCar Series driver Robert Wickens suffered a spinal cord injury in a crash at Pocono Raceway in Pennsylvania.

Wickens’ car flew into a fence and darted back toward the exposed head of another driver, Ryan Hunter-Reay, who ducked down and escaped unharmed.

IndyCar has also been testing a windscreen to improve protection around a driver’s head.

Whiting says the FIA is sharing all of its halo information with IndyCar.

“We are talking to them,” he said.

Alonso, who was sent airborne by Nico Hulkenberg’s Renault ploughing into the back of his car, was thankful no one was harmed.

“On the positive side we are all OK, with Charles, with the halo. It’s good news all three of us are OK,” Alonso told television broadcaster Sky. “It’s good proof (for the halo). We didn’t need any proof, but it’s a good thing.”

The halo forms a semi-circular barrier around the driver’s helmet in the front half of the cockpit, protecting the head without completely closing the cockpit. When first tested ahead of 2016, drivers were split as to whether they liked it with some – such as four-time F1 champion Lewis Hamilton – criticizing it on aesthetic grounds.

Others, like two-time F1 champion Alonso and four-time champion Sebastian Vettel were outspoken in backing its usage.

Former F1 champion Nico Rosberg tweeted: “We can end the HALO discussion now. It will save lives.”

A viewer’s guide to the 2023 Rolex 24 at Daytona: What to watch in the debut of GTP

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DAYTONA BEACH, Fla. – The 61st Rolex 24 at Daytona could put an unbelievable twist on one of motorsports’ most famous adages: Money buys speed, how fast do you want to go?

Money is being burned at an ungodly rate for the IMSA WeatherTech SportsCar Championship season opener, but the correlation between cash and performance might be completely disjointed after 24 hours on the Daytona International Speedway road course.

The debut of a new premier hybrid prototype category has some of the world’s largest automakers flocking to the Grand Touring Prototype (GTP), where annual budgets have been estimated at $15 million per for the new Le Mans Daytona hybrid (LMDh) cars.

With nine GTP cars starting the Rolex 24 at Daytona across Acura, BMW, Cadillac and Porsche, it’s safe to say the manufacturers have committed at least nine figures to launching what many are calling a new golden age for sports car racing.

But there’s no guarantee that any of the cars will finish the race. In fact, some are predicting it’s inevitable that all will spend at least some significant time in the Daytona garage repairing a high-tech car that never has raced for 24 consecutive hours. And in an era of pandemic-related supply-chain worries, there are major concerns that full repairs will be impossible even if necessary.

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It’s added another layer to the pressure involved with one of the most prestigious races in the world.

“From a manufacturer perspective, this is high-stakes motorsports,” Wayne Taylor Racing No. 10 Acura driver Ricky Taylor told NBC Sports. “This is as big as it gets. To debut at the Rolex 24 is such a high-stakes event and puts such a big test on everybody. The pressure all the manufacturers and teams are under is immense. Once we get through it and survive, there’ll be a sigh of relief. But until then, we all feel the eyes of the manufacturers on us.

“It’s going to be a pressure cooker for sure.”

Along with “unpredictability” and “reliability” being buzzwords the past two weeks at Daytona, there also has been some wistful predictions that this year’s Rolex 24 will be a throwback to a bygone era when endurance races truly were a survival of the fittest instead of the fastest.

After turning into a series of 24 one-hour sprint races for many years, no one is predicting that drivers will punish their equipment with so much at stake and so few safety nets.

“This race is going to be like races from the bloody ‘70s and ‘60s,” pole-sitter Tom Blomqvist of defending race winner Meyer Shank Racing told NBC Sports. “So it’ll be like when you watch that ‘Ford vs. Ferrari,’ and they’re coming into the pits repairing serious things and still going out and coming back. It’s going to be like that, mate.

“Yeah, we don’t know. We are not 100 percent confident that our car is as reliable as it needs to be. We definitely would have liked another year. All season before we came here to this race. But everyone’s in a similar boat. Some manufacturers are further down the line than others in terms of mileage. We’re still finding things popping up here and there that we didn’t see or suspect. It’s going to be a tough race without a doubt. I’m almost certain that we’ll be spending some time in the garage. Hopefully we get lucky, but let’s say we’re not going to be surprised if we are back in the garage at some point. We don’t want to jinx anything, but it’s prepare for the worst and hope for the best sort of thing.”

Teammate Simon Pagenaud said the race will be “the 24 Hours of the Mechanics. It’s going to be a team that’s able to repair the car the fastest way possible. It’s a little more like it used to be about reliability and making sure you take care of your equipment.

“We don’t have enough time yet to be able control fully the reliability, and we haven’t done enough laps to be able to say what’s going to break first or second. You’re going into it with a bit of jitters not knowing. It’s going to be definitely a very, very different race, I think.”

Here’s a viewer’s guide of some topics to keep an eye on during the 61st Rolex 24 at Daytona:

Testing time: Though announced in January 2020, LMDh cars have been on track since only about a year ago. Porsche was the first to commit and has logged more than 30,000 kilometers of testing. Cadillac also has done significant real-world testing, but Acura admittedly has done little endurance testing, and BMW has tried to play catch up since being the last automaker to commit to the project.

Only Porsche and Cadillac can claim to have simulated the duration that cars will face this weekend. Porsche Penske Motorsport conducted a 36-hour test that managing director Jonathan Diuguid confirmed was “slightly higher” than 24 hours consecutively. Gary Nelson, team manager for Action Express, confirmed the No. 31 Cadillac ran for a full 24 hours at Sebring International Raceway last November. Acura also had attended the session but cut the test short after mechanical problems.

–Tortoise and hare: Every manufacturer has at least two cars, which creates opportunities for divergent strategies. When his team won the 2010 Rolex 24 at Daytona, Nelson said it was pushed hard by Chip Ganassi Racing’s prototypes in this tactic to wear down the competition.

“In old-school endurance racing, they’d call one a rabbit,” Nelson told NBC Sports. “He’d try to run the guts out of everybody to keep up with him, while the other (car) just followed around. There’s potential for something like that. I don’t think it’s in our playbook, but potentially there are people in these corporate offices, these manufacturers coming in, because they advanced through racing in the ‘80s and ‘90s and now they are managing these motorsports programs for these corporations. It’s very possible there’s someone from that era will say we’re going to have one rabbit, one tortoise. That’s very likely.

“We see that, I don’t think we take the bait. I think we stay with the plan.”

–LMP2 overall win? If mechanical problems do crop up for the GTP cars, the door will be opened for a victory by a car in the junior LMP2 prototype class. The LMP2 cars lap a few seconds slower and will need to make roughly nine extra pit stops than the GTP cars.

But according to NBC Sports analyst Calvin Fish, those factors would leave LMP2 cars about an hour behind GTP. That means if major mechanical problems befall all the GTP cars, an LMP2 likely would be leading. Diuguid said it would take over an hour to change out the major components on the hybrid system.

“If you have to change the gearbox, a suspension component or a hybrid component, your opportunity to win is probably over,” Diuguid said.

Nelson also predicted that teams will be more aggressive with making brake changes. Though his car’s brakes made it 24 hours last year, they generally require at least one swap. Nelson believes that will happen anywhere between the sixth and 18th hour – but probably on the early end in a concept similar to short pitting in NASCAR.

“We’re hoping our brakes make it all the way and haven’t seen anything that told us they won’t,” Nelson said. “A few years ago, we were changing brakes on anything between 6 and 18 hours. If everybody had to change the brakes in past years and you’re the last to do it, you have the least amount of time to gain it back.”

–Electric pit stops: Though it’s not IMSA-mandated, teams are using electric power only to enter and exit the pits for myriad reasons. The practice allows for a more efficient acceleration and deceleration that helps ensure hitting the speed limit. And it puts less strain on gearboxes that will be stressed over 24 hours.

–New tire strategies: With teams restricted to about a dozen fewer sets of tires, teams will be double-stinting for fuel only without opting for fresh rubber.

Nelson said the Action Express Whelen Engineering team was planning to make its tire changes coincide with its driver changes (unlike the normal practice of changing tires on most pit stops).

–Three’s the magic number: More than half the GTP teams are employing a trio of drivers instead of the maximum four that has been popular with many teams in past years. Though Colton Herta is listed as the fourth driver on BMW’s two cars, the IndyCar star might only drive one.

The shift comes as Penske and Porsche plan to field full-time entries in the World Endurance Championship, which allows only three drivers per car.

–GTD battles: Mercedes dominated qualifying, but there have been charges of sandbagging by the Ferrari and Porsche GT favorites.

That isn’t the case with defending GTD Pro class winner Pfaff Motorsports, whose No. 9 Porsche struggled to make laps in practice.

Women in racing: Led by the all-female Iron Dames lineup, there will be several opportunities for women to reach the podium or take a class victory at the Rolex 24 at Daytona. Sports car ace Katherine Legge is teamed with Sheena Monk on the No. 66 for Gradient Racing.