/https%3A%2F%2Fcdn-tor.buminteractif.com%2Ffanf1%2F2026%2F03%2F13_2211421808_fad783d8dd31-scaled.jpg)
F1 and WEC are the two flagship series in motorsport. Similar but distinct, they each offer their own thrills. In a few years, endurance racing could even rival Formula 1.
In 2023 and 2024, motorsport enthusiasts will have to double-check the facts: the centenary edition of the 24 Hours of Le Mans will feature nine manufacturers in the Hypercar category, and eleven the following year, at the time of writing.
The 2024 Hypercar grid is already taking shape with Toyota, Glickenhaus, Vanwall, Peugeot, and Ferrari (LMH) on one side, and Porsche, Acura, Cadillac, Alpine, Lamborghini, and BMW (LMDh) on the other. Aston Martin and McLaren could still join the fray, and the overall appeal of the World Endurance Championship is clearly attracting more teams and manufacturers.
At the same time, Formula 1 is preparing for a major overhaul in 2026, both in terms of engines and chassis. The sport has also managed to attract Porsche, while Audi, despite an almost complete LMDh program, has withdrawn and will instead target the 2026 F1 regulations. The rivalry between the two disciplines is now in full swing, but which one will emerge victorious? No championship has been spared from crises. Both F1 and the WEC have experienced periods of glory and phases of decline. The golden age of F1 is generally considered to be the 1980s and 1990s, when the major manufacturers could still build powerful, noisy machines with the help of skilled craftsmen.
The heyday of endurance racing is often associated with Group C, the only era when races were contested solely by prototypes, many of which exceeded 250 mph on the Mulsanne Straight. The subsequent exodus of manufacturers led to a reshuffling of the categories, giving rise to LMP900 and then LMP1.
Formula 1, on the other hand, has lost some of its spectacle, with domination becoming predictable and championships decided well before the final race. Cars have become quieter, energy-saving measures have limited overtaking, and the appeal of the sport has waned. Certain regulatory experiments, such as the 2016 ban on engineers assisting drivers, which led to accusations of “remote driving,” only added to the confusion.
Recent reforms have been beneficial: a budget cap to level the playing field, an effective set of rules for 2022, and future engines that promise to bring back the visual and auditory spectacle of single-seaters. These changes have convinced Porsche and Audi to commit to the 2026 season. Motorsport is thus regaining some of its former glory, with leading brands and partners eager to invest. However, in the coming years, a number of variables could tip the balance between the two series, potentially in favor of the WEC. Technical freedom or prestige: which will win out? For now, Formula 1 remains the most popular discipline in the sport. More and more countries are vying for a place on the calendar, promoters are lining up, and Grand Prix races are enjoying a resurgence of interest.
The main obstacle is financial. The series has recognized that spiraling costs are unsustainable, but a newcomer still has to spend around €200 million, more than the current budget cap, to join F1. This figure is staggering, even if it is intended to protect existing teams. The prospect of losing factory teams such as Mercedes, Ferrari, Alpine-Renault, and Aston Martin is a nightmare; Honda already withdrew last year. Teams and sponsors know that F1's global visibility is a gold mine, and they are reluctant to give it up, especially as the sport is more profitable than ever. Endurance racing has already seen a wave of departures in LMP1 (Nissan, Audi, and Porsche have left, leaving Toyota alone). The new Hypercar formula could reverse this trend. Manufacturers are being offered a platform that allows them to build a race car with much greater aesthetic freedom, at a much lower cost than a former P1, and compete on the world stage. The ACO and WEC have taken a pragmatic approach, keeping costs low while allowing a diverse field to compete on relatively equal terms. In addition, the ACO and IMSA are working together to allow teams to race in both series. In contrast, Formula 1 is taking a more cautious approach, avoiding major risks and refusing to merge with Formula E, a decision that may prove to be a wise one. The spirit of competition is evident in the fair play recently displayed by Toyota. As the only remaining factory team alongside private teams, the Japanese brand has voluntarily reduced its performance in order to introduce a little unpredictability into the standings. Such gestures are rarer in Formula 1. Liberty Media's American-style management has revived the commercial appeal of the sport, but often at the expense of its authenticity. The result is a more theatrical product with less spontaneity, a formula that attracts reality TV fans while alienating purists. If the two series were to compete in a popularity contest, the outcome would only be clear once all the planned changes were in place. By 2026, Formula 1 could have six engine manufacturers—a configuration not seen since 2009—including Mercedes, Ferrari, Red Bull PowerTrains (unless Honda returns), Renault, Audi, and Porsche. The new powertrains promise to be simpler and to bring back the sound of real engines. Meanwhile, the WEC will have completed its own transformation by 2024, with eleven Hypercar manufacturers, a new LMP2 specification (details of which are still being finalized), and the introduction of GT3 cars from numerous brands.
The real suspense playing out in the global racing calendar concerns not only lap times, but also the shifting balance of power between two titans of motorsport. While endurance racing has managed to gain the upper hand for now, the chances of a spectacular comeback for Formula 1 remain slim unless the premier series manages to create some truly exciting scenarios.
What could tip the balance in favor of F1 is the long-awaited technical overhaul that will be introduced in 2022. By finally allowing cars to run close to each other, the new regulations promise closer battles and a more captivating spectacle for spectators. In theory, this should allow the single-seater championship to stay one step ahead of its endurance counterpart. But the final verdict may not come down to a simple tally of wins and losses. The World Endurance Championship is not about to completely eclipse F1; on the contrary, the two could coexist as two parallel pillars of excellence in motorsport. The question of which will win the crown of “premier discipline” will depend on who you ask: the drivers who seek pure speed, the manufacturers who seek reliability, the sponsors who seek global exposure, or the fans whose loyalty keeps the heart of the sport beating. All eyes are on the track, and no one knows what the next chapter has in store.
