There was no Formula 1 racing over the past weekend, which may come as a relief to many. Firstly, it provides a break from the messy off-track political turmoil that the sport has found itself in. Secondly, the actual racing has failed to leave a lasting impression after the first two rounds of the season.
Max Verstappen and Red Bull are on track to dominate once again in 2024, following the Dutchman’s consecutive 1-2 finishes with ease.
However, the sentiment from the rest of the field is that without Max, this is the closest Formula 1 has ever been. There are several issues with such statements.
Firstly, removing Max from the equation is purely fictional and weakens the argument. Secondly, the closeness that the chasing pack in F1 is boasting about is merely a battle for second place and only truly provides excitement during qualifying, which becomes tiresome when one individual has been consistently on top for a long period of time.
In terms of the actual racing, F1’s closest-ever field is a procession of bulky, aerodynamically-dependent cars that struggle to overtake each other, similar to the difficulties experienced prior to 2022.
For instance, in the Saudi Arabian Grand Prix, Kevin Magnussen was able to circulate up to two seconds slower than his later pace, effectively holding up a group of cars long enough for his teammate Nico Hulkenberg to benefit and secure a valuable point for Haas. Therefore, what value does a close field hold if there is minimal overtaking regardless of the speeds on display?
Formula E presents a stark contrast to the current state of F1. It features smaller, more agile cars with less dependency on aerodynamics and lower grip tires. Additionally, the competition is more balanced.
Instead of removing a dominant force to reveal a competitive chasing pack, Formula E has witnessed four different winners from four different teams in the first four races of the season. The most recent victory by Sam Bird and McLaren in the Sao Paulo E-Prix was particularly captivating. While the majority of the race was relatively quiet, the closing stages were filled with drama. Drivers throughout the field made daring, last-minute moves for position, prompting the commentary team to erupt in excitement.
Critics may have their opinions about the all-electric series, but this is what racing is truly about – not knowing the final outcome until the very end of the race. Bird’s last-lap maneuver to snatch victory from Jaguar’s Mitch Evans was so extraordinary that Oliver Rowland’s undercut at the final corner, propelling him from fifth to third at the finish line, almost went unnoticed.
In Formula 1, Verstappen in the dominant RB20, an aggressive evolution of the formidable RB19, is taking the lead from pole position and that is the end of the story. This situation needs to be altered.
Meanwhile, IMSA had an eventful 12 Hours of Sebring in front of a record-breaking crowd. The combination of Balance of Performance, various manufacturers, classes, and drivers with different backgrounds, along with Full Course Cautions and the challenges of the famous Florida circuit, made the endurance race a captivating spectacle.
Similar to Formula E, the battle for overall victory in IMSA came down to the final moments, surprising everyone. After nearly 11 hours and 55 minutes of racing, Acura’s Louis Deletraz made a decisive and fair move to snatch victory from Sebastien Bourdais and Cadillac.
In the GTD Pro category, Vasser Sullivan’s Jack Hawksworth showcased his dominance after the last restart, making bold maneuvers in his reliable old Lexus RC F GT3 to go from third to first with just over 20 minutes remaining in the race. Once again, this exemplifies the essence of racing.
In order to enhance its current spectacle and recreate the excitement seen in other racing categories, Formula 1 faces the challenge of finding alternative approaches. It is crucial to acknowledge that F1 will never quite resemble Formula E and IMSA. F1 is a costly and ambitious pursuit of engineering excellence, devoid of standardized chassis or the implementation of Balance of Performance measures.
Furthermore, it is worth noting that Red Bull is currently outperforming its competitors. The responsibility falls on other teams to improve their performance. However, considering that even established constructors like Mercedes, who have won the Constructors’ Championship eight times, struggle with discrepancies between their simulator data and on-track findings, it seems unlikely that a shift in the balance of power will occur in the near future.
Instead, hopes are pinned on the forthcoming 2026 regulations, which have the potential to reset the competitive hierarchy and reintroduce unpredictability to the sport. These updated regulations will place greater emphasis on energy recovery and electrification, a prospect that may cause concern among engineers but could be precisely what fans crave.
The current generation of F1 cars, particularly those at the forefront of the grid, appear to be incredibly resilient. Red Bull’s RB20, for instance, displays unwavering consistency, unlike the dominant cars of previous decades, such as the Mercedes models that dominated the sport from 2014 to 2021. However, this may change with the introduction of a Red Bull Powertrains engine.
What F1 desperately requires are lighter and more agile cars, allowing drivers greater freedom to execute daring maneuvers on the track. A reduced reliance on aerodynamics would also be beneficial, placing greater emphasis on the skill of the drivers to make a difference.
Weight reduction has been identified as a target for the 2026 regulations by F1 and the FIA. However, a mere 40kg reduction is not the substantial change needed to inject excitement into Grand Prix racing. Despite the challenges involved, F1 must explore every possible avenue to achieve the desired outcome and restore the thrill to the series.