The bolt-on ballistic polycarbonate safety component still is optional—and still is questionable for a number of racers.
“We made the initial one and took it to West Palm Beach, and it weighed, like, 100 pounds,” Green said. “But we put it on the car and Tony got in it and drove it and he said, ‘I like it.’ That was the first thing—if he didn’t like it, we were never going to do it. But he said, ‘I like it,’ so then we went to building a more competitive one, and it has just evolved, evolved, evolved.NHRA
But Hogan isn’t persuaded that the canopy isn’t an aerodynamic asset. He said of the latest version of the canopy that’s noticeably wider and flatter, “There’s not supposed to be, but there’s probably an aero advantage, because they let them change the design and they haven’t really policed it. At some point, you might have to run a canopy just because it hasn’t been policed properly. With the original version, I don’t think there was an advantage but there is with the newer version.
“People say, ‘What if you’re on fire?’ IF my car is on fire and IF I’m knocked out and IF Safety Safari takes the weekend off and IF my fire bottles don’t work, I might get hot. This car goes 330 mph. I put on a firesuit. I get in a roll cage, and I wear a seat belt, because it’s a very fast race car and there’s a risk. I understand that. I’ve broken cars in half, and I don’t want to be on fire, but I trust in my safety equipment. It’s so much better than it used to be.
Just the same, Hart said, “I’ve heard they’re a lot quieter and [the ones who swear by the canopy] say they feel a lot safer. In Leah’s case, I’d say everything in that incident helped. I’d love to try one. I’m open. That’d be awesome.”’s crew chief—said in looking back, “We didn’t have a big budget, but we did fire tests. Especially when we were developing this, there were way more people getting burned from fire coming in the cockpit from the engine. We have to run a fire system.
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