The Halo: a delicate implementation

Continuation of the first article related to the Halo’s assessment, covering its history and the constant improvement in safety. Let’s recall that in theory, the Halo is supposed to protect the helmet by deflecting flying debris. Imposed for the season, the Halo will puzzle many engineers. They will be tasked with integrating the structure of this titanium roll bar onto the single-seaters, whose production is entrusted to a German company. Its impact is considerable on many levels, both structurally and aerodynamically.

The additional weight from the structure is estimated at 15 kg: The Halo represents about nine kilograms, and there are six kilograms of pillars, with all the supports.

The hunt for weight reduction becomes crucial and poses a problem for teams facing already maximally lightened cars. Thus, the fear of forced diets for drivers emerges.

Each team is responsible for installing the Halo on the chassis, while manufacturing is entrusted to a specific supplier approved by the FIA, the German company CP Tech.

The specifications are drastic, the Halo must be able to withstand forces greater than those of the roll hoop placed above the drivers. If the effect on aerodynamics remains limited, engineers are nevertheless testing different appendages related to air flow to take advantage of this new system.

Following the various tests, unexpected effects were observed, similar to George Russell, then a Mercedes test driver, who highlighted a positive effect of the Halo in reducing glare during sessions under low sun.

On the contrary, Carlos Sainz Jr deemed the device dangerous in rainy conditions, as the vertical post interfered with assessing the intensity of the rain and the driving adjustments needed accordingly.

Outside of these few cases, very few drivers complain about the field of vision. The FIA is also adapting to avoid disrupting the view of the starting lights by adding a series of lights and modifying their height.

The question of extracting drivers in the event of an overturn is being mentioned more. Various tests proving that the procedure was not problematic, the regulations have nevertheless been modified stating that the driver must be able to extract themselves from their car in seven seconds instead of five previously.

Despite the various validations provided by the FIA, some stakeholders remain clearly opposed to the Halo, like Niki Lauda, who unreservedly states that “the Halo destroys the DNA of F1.” Similarly, Lewis Hamilton describes the device as “the ugliest in the history of F1.” The British driver even wishes to be given the opportunity to race without the Halo.

Romain Grosjean is also opposed to the arrival of the system: « I am against the Halo, the shield, or anything like that. That’s not F1. When I tested the Halo, I hated it. It made me sick. »

If we are aware of the natural aversion that humans have towards change, let’s remember that the arrival of HANS had created the same discontent, before gaining unanimous approval a few years later.

Jackie Stewart, a fervent advocate for improved safety in F1, reminds everyone, “We must not wait for deaths. In this particular case, the FIA is doing exactly what is necessary to introduce [the Halo]. Some people don’t like it, but they said the same thing about seat belts.”

Arguments that do not quell the numerous debates among fans, largely judging the negative visual effect of the Halo.

Alexander Wurz speaks on the subject and states that “if the competition keeps its promises on the track, with a tight field and multiple winners, I guarantee you that 99% of fans will quickly forget the existence of the Halo.”