Jess
The Italian Grand Prix last Sunday marked the shortest F1 race in history, taking just a little over 1-hour to complete.
Remarkably, this follows F1 CEO Stefano Domenicali’s comments on F1 races being too long for young minds. Following studies on audiences, F1 have been working to find a balance between what the drivers want and more on-track action. A proposal to make races shorter was made over the Italian Grand Prix.
In 2021, sprint races were introduced and have since been scheduled for selected races every year, suggesting success.
However, F1 appear to be going back to the drawing board.
How long are F1 races?
Since the 2011 Canadian Grand Prix, which lasted an exhausting four hours, the FIA have implemented a two-hour time limit for races. Once a race officially starts, the two-hour countdown begins, continuing even during red flags.
Since introducing this time limit, nearly every race has concluded by its lap total, and none have exceeded the duration of the 2011 Canadian Grand Prix. Each race features a specific lap total, determined by how many laps it takes to cover 305 kilometers or more around the circuit.
Race length hinges on various conditions, including:
- Lap times around the circuit
- Pit stops
- Tyre compounds
- Weather
- Safety cars, yellow flags, and red flags
Races can finish either by total laps or by the clock. If multiple red flags occur or weather conditions slow lap times, the clock may expire before the total laps are completed.
On average, F1 races last about 1.5 hours.
However, circuits like Spa tend to run longer due to its circuit length and Belgium’s rainy weather.
In contrast, the Red Bull Ring and Monza rank among the fastest circuits, thanks to their fewer turns and favourable weather conditions.
Within these 1.5 hours, the chaos of the race start is the most captivating as 20 cars try to make one corner, while gunning for top 10 spots.
Battles from lap one, turn one often carry on to the next, and even to lap 5, depending on the cars battling.
Every car will pitstop once, and the safety car is on average more likely to come out in a race.
These pivotal moments can make or break a driver’s race.
A slow pit stop can dramatically alter the outcome, as seen in Monza this year.
A safety car can also bring alternate strategy runners into contention, like the Haas cars during the Dutch Grand Prix.
Differences in tyre compounds and wear lead to exhilarating on-track battles and intense chases, as demonstrated in the Hungarian Grand Prix.
However, between these thrilling moments lie the more mundane aspects of F1.
Watching the race order remain unchanged lap after lap as drivers conserve their tyres can be tedious. Tyre management has become more critical than ever in F1, with the days of exploding tyres and unexpected punctures long behind us.
Are F1 races, therefore, too long?
The 2025 Italian Grand Prix serves as a case in point. The front-running cars spent 40+ laps on the medium tyres, resulting in a massive lack of overtaking and battles. Drivers focused on preserving tyres, rather than chasing down rivals.
The outcome? A lacklustre race that thankfully ended quickly, through time instead of laps.
With fewer laps, the audience’s agony (or joy, if you’re a Verstappen fan) would have concluded even sooner. Fans might have stayed to witness the finish rather than check social media for results later.
While some fans remain to see their teams on the podium or for post-race interviews, these demographics often do not include children.
Shorter races could prompt earlier pit stops, bringing on-track action to viewers sooner and potentially reducing the monotony of tyre management laps while injecting more excitement into the sport.
Drivers would feel pressured to attack sooner due to time constraints, leading to clashes and increasing the likelihood of safety cars.
(Yet, does an increase in safety cars captivate or concern?)
A race with a clear winner would likely conclude sooner, alleviating the boredom that can arise when one driver dominates the entire event.
If races conclude within an hour, they may better capture the attention of younger audiences, as the on-track action becomes more condensed.
Max Verstappen has humorously entertained shorter races, noting they allow him to return home faster. He has previously criticised races like Monaco 2024, joking on his radio about needing a pillow.
(Monaco 2024, while a beautiful event for Charles Leclerc, stands out as one of the most tedious F1 races in history, with pit stops being the only action due to the narrow track’s limitations.)
However, being the fastest F1 race in history did not save the Italian Grand Prix from being a relatively boring race. And yet, lesser laps wouldn’t have changed a thing.
Is it F1’s responsibility to adapt to a generation’s attention span, or is there a deeper issue at play?
Fernando Alonso believes the problem lies with the younger generation and their parents, not F1(and despite his humour, Verstappen agrees).
The sport has utilised the 305-kilometre formula for decades, and its audience has significantly increased worldwide. Only recently has the length of races come under scrutiny. Yes, the reliability and durability of tyres and cars make for simpler, “boring” races than 75 years ago, when DNFs were commonplace.
Young minds may struggle to understand the sheer brilliance of F1 on a scientific and athletic level. They may not marvel at the greatness of a team building an incredible car.
But, shorter F1 races won’t solve the issue.
Instead, shorter races raise safety and cost concerns for teams, as drivers might take more risks under time constraints, leading to potential accidents and increased repair costs.
The one-stop strategy would likely become even more prevalent, as teams would have less incentive to waste time in the pit lane for an additional stop during an already short race.
Pirelli’s tyres are unlikely to become less reliable, as that would reflect poorly on the company, meaning tyre management will continue to be a factor.
Fewer laps would give drivers less time to chase their rivals, diminishing a significant aspect of racing and entertainment for both drivers and fans.
What should F1 do instead?
Sprint races
Sprint races are rather like Marmite to F1 audiences: loved and hated in equal measure.
Sprint races replace two of the three practice sessions with an additional qualifying and race, resulting in more on-track action for fans at home and in the stands. This format increases retention among younger fans, as they experience double the races and qualifying sessions, enhancing their understanding of F1.
Teams have less time to optimize their setups during sprint weekends, so any mistakes can impact the entire event.
The competitive nature of these weekends intensifies championship rivalries. Teams struggling with long-term race pace can earn points in sprints, while those misjudging their setups may fall behind their rivals.
While some believe sprint races detract from the grand prix experience, their benefits outweigh the occasional repetitiveness of a sprint weekend.
Sprint races represent a positive direction for the sport, maintaining the essence of F1 while adapting to shifting audience desires.
However, implementing sprint races every weekend, as seen in MotoGP, could create more problems than benefits. The impact on teams would be significant, with tight turnarounds, increased setup changes, and potential repairs to cars, all of which would strain on-track personnel.
With F1 planning to maintain 24 races for years to come, personnel are already feeling the pressure. Failing to adjust the cost cap to accommodate the need for more staff to manage the increased workload from additional sprints will only exacerbate the situation.
Tyres and Pits
Adjusting tyre compounds and pit lane speeds presents a better option for increasing Sunday action.
Introducing a softer compound could make two-stop strategies more essential for teams, leading to more driver errors and chaotic races or qualifying sessions.
The slimmer tyres set to debut in 2026 will alter their reliability and durability until Pirelli advances further into the development cycle.
Regulation Changes
The 2026 regulations already address on-track issues, such as dirty air, by moving away from the ground effect regulations established in the 2022-2025 seasons.
New engines will shift the competitive landscape, and mechanical DNFs often occur at the start of new regulations.
Reverse Grids
Reverse grids currently exist in F2 and F3, where the top ten in qualifying are flipped for one race, allowing drivers to score more points despite a poor qualifying performance or an underperforming car.
F1 sprint races could adopt this trend to enhance their entertainment value, as they wouldn’t directly reflect the Sunday race.
However, reverse grids for Grand Prix races would likely backfire, as teams would avoid aiming for pole position, undermining the unique prestige of F1 qualifying sessions.
If separate qualifying for sprints remains, drivers might still pursue pole. Although for reverse grid sprint races to work, only one qualifying session should occur during the weekend.
Unfortunately, reverse grids appear to be unpopular with F1 fans. A poll on RaceFans.Net found that 67% of fans disagree with the introduction of reverse grids. Yikes.
Race Start Tyre
For several years, F1 mandated that the top ten in qualifying must start the race on the tyre compound they qualified with. Since Q3 typically relies on soft tyres, all top ten drivers would begin on the less favourable race tyre.
To gain a race advantage, the rules’ purpose was to encourage strategic differences by having teams try to qualify with a harder tyre, potentially gaining an advantage on a longer first stint.
Starting on softs forced two-stop strategies due to their reduced durability. The top ten faced competition from those who could start on medium or hard tyres, whose pit windows would open much later.
While today’s cars and drivers could stretch a soft tyre to match a medium’s pit window, doing so would be more challenging, resulting in more defensive driving to fend off attacking cars.
Although this solution has its flaws.
Front-runners can quickly create a gap between soft runners and race tyre competitors due to the increased grip of soft tyres, leading to a split in the race. However, it would promote more on-track action than the current freedom of tyre choice.
F1 KIDS + Content
F1 Kids represents a promising approach to engage younger audiences. Simplified language, cartoons, and added humor can make F1 more enjoyable for children who typically watch cartoons in their spare time.
The program should expand to focus on educating children about F1 during the less exciting parts of races to capture their attention and enhance their understanding. If children grasp the concepts, they are more likely to engage with the sport.
Producing F1 Kids content for every race would provide children with multiple opportunities throughout the year to connect with F1. The current limited schedule makes it challenging for children to tune in, as they may struggle to determine when it’s aired.
Racing magazines tailored to younger readers could also foster interest and understanding of F1. Championship leader Oscar Piastri enjoyed racing magazines as bedtime stories instead of traditional books!
Many existing magazines use complex language and lengthy sentences that children find difficult to enjoy. Creating a dedicated line exclusively for children, keeping them informed, could increase their desire to watch the next race.
After all, if kids don’t know about the epic battles unfolding, how can they be expected to tune in?
Prices
While high prices don’t directly impact on-track entertainment, they do affect audience engagement.
Grand prix ticket and merchandise prices are currently exorbitant. During an economic crisis, parents hesitate to spend £40 or more on F1 merchandise. Children can’t experience the thrilling sights and sounds of F1 if tickets cost £500.
The success of Mini LEGO collectibles, Hot Wheels, car replicas, and driver trading cards shows that F1 recognizes the need for reasonably priced merchandise amid rising costs.
But the problems don’t end at merchandise and ticket sales.
Sky Sports memberships start at £20+, with NOW costing over £30 a month for the Sky Sports pass. In contrast, F1TV in the U.S. is significantly cheaper at $10. If F1TV offered this price globally, it could boost audience numbers.
The Italian Grand Prix demonstrated that on-track entertainment is more valuable than the speed of an F1 race.
Ask any F1 fan, and they will speak of the immense enjoyment the 2011 Canadian Grand Prix brought with its on-track action, despite the 2 hours of red-flag drabble.
There’s a reason F1 chose it for their 24-hour live stream to celebrate 75 years of F1, and it had nothing to do with length.
Overall, F1’s desire to review and adapt shows that they care about their audience.
They research their audience and ask us, along with the drivers, how to continually improve F1. They change regulations, suggest different engines, create new programs, and collaborate with companies to strengthen connections with their audience.
F1 may not always get it right, but its willingness to try sets it apart from other sporting institutions.
