part 2
With that said, of the six prototype models at the Roar:

• The ORECA 07 WEC P2 was the fastest chassis in six of seven sessions.
• The ORECA 07 was also the fastest WEC P2 in every session.
• The only DPi to lead a session belonged to Cadillac's DPi-V.R, which was fastest in the wet FP3 when only four prototypes ventured out (two Cadillacs, two ORECAs).
• Among DPis during the six dry sessions, Cadillac was the fastest three times and Mazda was fastest in the other three.
• Mazda (pictured, top) missed the first session and skipped the rain session, leaving five head-to-head sessions with Cadillac. Of those five, Mazda was fastest in three.
• From the six dry sessions led by the ORECA 07, the best DPi was slower in FP1 by 0.332s, 0.875s in FP2, 0.14s in FP4, 0.668 s in FP5, 0.02s in FP6, 0.285s in FP7.
• The closest a DPi came to matching a WEC P2 was in FP6 with Mazda's RT24-P (-0.02s).
• The Nissan Onroak DPi started off the test with the biggest lap time gap to the fastest car (-2.619s) and reduced it to a much smaller margin by the final session (-1.265s).
• The Riley/Multimatic MK 30 (pictured) started the test with the biggest gap among WEC P2s (-2.475s) and cut it down considerably by the final session (-0.579s).
• The fastest single lap per model across the six dry sessions and the gap to the fastest lap:

1.  
   1. ORECA 07 (1m38.343s)
   2. Mazda RT24-P (1m38.363s, -0.020s)
   3. Ligier JS P217 (1m38.596s, -0.253s)
   4. Cadillac DPi-V.R (1m38.693s, -0.350s)
   5. Riley/Multimatic Mk 30 (1m38.922s, -0.579s)
   6. Nissan Onroak DPi (1m39.608s, -1.265s)

• The fastest average lap time for the six prototypes across the six dry sessions, and the average gap to the fastest model:

1.  
   1. ORECA 07 (1m38.839s)
   2. Cadillac DPi-V.R (1m39.541s, -0.702s)
   3. Mazda RT24-P (1m39.555s, -0.716s)
   4. Ligier JS P217 (1m40.296s, -1.457s)
   5. Riley/Multimatic Mk 30 (1m40.521s, -1.682s)
   6. Nissan Onroak DPi (1m40.879s, -2.04s)

• Testing mileage was the most valuable commodity for Prototype teams at the Roar. Of the six models:

1.  
   1. Cadillac amassed 1,947 miles across three cars
   2. ORECA went 1,812 miles with three cars
   3. Nissan achieved 990 miles with two
   4. Mazda logged 922 miles with two
   5. Ligier went 577 miles with one
   6. Riley/Multimatic covered 420 miles with one

Owing to the dominance of the ORECA 07 WEC P2, IMSA will balance the performance of its DPis upward to match the French chassis. The questions for IMSA's technical team to answer involve the relative readiness of its DPis to run with a proven car like the 05-based ORECA 07, and the veracity of the performance data its DPi manufacturers generated during the Roar.
Take the Nissan Onroak DPis (pictured above), for example. There's no doubt the Tequila Patron ESM-run cars will be fast and competitive at some point in the near future, but considering how both of the twin-turbo V6-powered prototypes arrived around Christmas, the program is understandably behind the other DPi manufacturers in mileage and chassis setup knowledge.
It will be much less of a problem by the time we get to Sebring in March, but for now, and in light of their late start, should IMSA overcompensate with a generous BoP for the Nissans so they can be competitive at Daytona? Or should IMSA maintain a hardline stance with a BoP that leaves it up to the team and Nissan to reach its full potential despite the limited time they've had to work with the cars?
Between sandbagging and some models being weeks or months away from hitting their competitive stride, the Rolex 24 at Daytona BoP process should be an interesting one for IMSA's tech team to manage leading into the race.
GTLM'S COME TO JESUS
The one big performance-related note to come from IMSA's GT ranks took place behind closed doors at Daytona. Multiple sources told me a meeting was called during the event by the series involving the technical directors and team leaders from each of the five GT Le Mans manufacturers, and the message was clear: Stop the sandbagging.
Calling back to the aforementioned IMSA data loggers, the widespread efforts by some (or possibly all) GTLM brands to fudge their maximum potentials was met with a harsh response by the series, and it's believed those representatives were given a choice: Quit the sandbagging and start running hard so proper performance data can be generated or, keep playing around and your data will be disregarded along with any complaints about a BoP imbalance for the race.
Across the six dry sessions, and keeping in mind Corvette skipped the seventh final session after the No. 4 caught fire in Session 6, here's the top three from those six sessions for BMW, Corvette, Ferrari, Ford, and Porsche:

1. Corvette, Ford, Ford (Fri)
2. Ford, Ford, Corvette (Fri)
3. Wet (Sat)
4. Ford, Ford, Ford (Sat)
5. Ford, Ford, BMW (Sat)
6. Ford, Ford, BMW (Sun)
7. BMW, BMW, Porsche (Sun)

RICKY TAYLOR'S SISTER
And finally, on the lighter side, Sunday closed with a delightful interaction between Ricky Taylor and a thoroughly drunk fan in his 50s.
After barging past the barriers to walk into the Wayne Taylor Racing garage, the gentleman grabbed Ricky to say how much he liked him and how he'd met Ricky's sister a few times. The fan also shared the secret ingredients of the sports bottle he was drinking from (vodka with a few fruity mixers, I believe).
The imbibed fan then left, walked out past the barriers, but returned 60 seconds later to repeat the same things – big fan of Ricky...really liked meeting his sister. Once the message was complete, Ricky graciously said goodbye and walked to the WTR transporter with a big smile on his face.
Only two things made the fan's encounter stand out: He was speaking to Jordan Taylor the entire time (Jordan's name was on his firesuit), and Taylor brothers don't have a sister.