Formula 1 could increase Sprint races from six to as many as 10 in 2027, but the format still faces important sporting and technical concerns.

Formula 1 appears ready to expand its Sprint race program in 2027. The current calendar includes six Sprint weekends, but that number could increase to nine or even 10 events, meaning more than one-third of the championship would use the shorter race format. The proposal is driven by Liberty Media’s goal of increasing fan engagement throughout the entire race weekend.

The strategy is clear. Formula 1 wants to create more meaningful on-track sessions and reduce periods that casual fans may see as less important, even though those sessions remain crucial for teams and drivers.

Formula 1 could expand the Sprint race calendar significantly from the 2027 season onward.

A larger Sprint calendar would also mean that teams have only one practice session before Sprint qualifying and the Sprint race itself. That leaves far less time to prepare the cars and understand changing track conditions.

The biggest problem with the current Sprint format

The main criticism is that Sprint races still lack real sporting importance. They generate attention for a few hours, but they are quickly overshadowed by Saturday qualifying and Sunday’s Grand Prix.

Sprint races often lose their impact because qualifying and the Grand Prix remain the main events of the weekend.

Even drivers rarely celebrate Sprint victories with the same emotion as a traditional race win. That weakens the perception of the format among fans and reduces its long-term value. Many observers argue that Sprint races feel like additional content rather than a competition with genuine significance.

Another concern is the growing workload. Expanding to 10 Sprint weekends would effectively create 34 race events across a 24-round season, increasing the physical and mental demands on drivers and team personnel.

A different approach could improve the format

One proposal is to replace the third practice session with a Sprint race, allowing qualifying to take place earlier on Saturday and making the Sprint the main event of the day.

Replacing the third practice session with a Sprint race could give the format greater sporting relevance.

That approach could give the Sprint a stronger identity while preserving Friday for meaningful practice work. It would also create a Saturday schedule with a clear competitive narrative rather than two major sessions competing for attention.

The debate is not simply about adding more races. The key question is whether more Sprint races automatically create better Formula 1. The answer may depend less on quantity and more on giving the format a genuine sporting purpose.

McLaren has admitted Ferrari beat the team to Formula 1’s rotating rear wing concept, forcing Woking to develop its own version after the breakthrough became clear.

McLaren has admitted that Ferrari gained a crucial head start in one of Formula 1’s most interesting technical innovations of 2026. The team was disappointed not to identify the rotating rear wing concept before Ferrari, which introduced the idea during pre-season testing in Bahrain.

The device rotates 180 degrees between cornering and straight-line modes, helping reduce drag on the straights while restoring downforce for corners.

Ferrari introduced the rotating rear wing concept during the 2026 Bahrain pre-season tests.

According to McLaren technical director Neil Houldey, the team immediately recognized the potential of the concept once Ferrari revealed it.

Houldey admitted that Woking realized it had left an important performance opportunity on the table. However, the rear wing project was not the team’s top development priority at the time.

McLaren encountered problems during testing

McLaren began working on its own version of the rotating rear wing while continuing to develop other aerodynamic upgrades.

McLaren’s first on-track test of the new rear wing concept revealed reliability issues.

The first significant track test was scheduled during Austrian Grand Prix practice, but the evaluation had to be abandoned after the team discovered a problem in the garage.

The wing was returned to the factory, where engineers continued refining the concept before testing it again successfully in Hungary.

Houldey said the team now believes it has found a reliable solution and understands the aerodynamic risks involved.

The concept is not easy to perfect

Red Bull also developed its own version of the rotating rear wing, but the system required revisions after incidents involving Max Verstappen in Austria and Silverstone.

McLaren is refining the concept before introducing it permanently later in the 2026 season.

Those problems highlighted one of the key challenges of the concept. If the wing takes too long to return to its high-downforce position, the car can suffer a delay in aerodynamic load during corner entry.

McLaren expects its version of the rotating rear wing to be introduced after the summer break as part of a new generation of aerodynamic components.

The team believes the system can improve overall aerodynamic efficiency, helping increase straight-line performance without sacrificing cornering stability.

Gabriel Bortoleto believes Formula 1 drivers must adapt to the new 2026 regulations and rejects the idea that the latest cars favor only certain driving styles.

Gabriel Bortoleto has defended the 2026 Formula 1 regulations, arguing that top drivers should be able to adapt to any type of car. The Audi rookie rejected the idea that the new generation of cars unfairly favors certain driving styles.

The debate has intensified throughout the season as drivers have criticized the increased complexity of energy management and the influence of the new power unit systems.

Gabriel Bortoleto believes Formula 1 drivers must adapt to any type of car under the 2026 regulations.

Bortoleto believes adaptability is one of the defining qualities of a Formula 1 driver.

According to the Brazilian, motorsport should not be limited to a single driving technique learned through karting and junior categories.

Bortoleto rejects the driving style argument

The new 2026 regulations place much greater emphasis on battery deployment and energy management, forcing drivers to adjust their approach throughout a lap.

The 2026 regulations have increased the importance of energy management and battery deployment.

Bortoleto acknowledged that drivers have had to make small adjustments in braking zones, corner entry and corner exit depending on how the energy deployment is managed.

However, he insisted that these changes do not fundamentally alter what it means to be a fast driver.

He argued that the best drivers remain competitive regardless of the regulations, pointing to Max Verstappen, Lewis Hamilton, Charles Leclerc and Lando Norris as examples of drivers who continue to perform at a high level.

The fastest drivers are still at the front

The Brazilian believes the championship has not suddenly reversed the competitive order.

Bortoleto says the fastest drivers remain at the front despite the changes introduced for the 2026 season.

He rejected the suggestion that previously slower drivers have become quick simply because of the new technical rules.

Instead, Bortoleto sees the 2026 cars as another challenge that drivers must learn to master, just as Formula 1 competitors have always adapted to different regulations throughout the sport’s history.

The Gabriel Bortoleto F1 2026 comments highlight the growing divide between drivers who have criticized the new power unit regulations and those who believe adaptability remains the key skill at the highest level of Formula 1.