A few years ago, the FIA World Endurance Championship (WEC) was facing a difficult period. While the 24 Hours of Le Mans remained a global icon attracting huge crowds and international media coverage, the rest of the championship struggled to maintain momentum. Several major manufacturers withdrew, grid sizes shrank and long-time fans questioned whether endurance racing could sustain its position within global motorsport. The series needed stability — and a new identity.

Today, the picture has changed dramatically. The WEC has undergone one of the most successful transformations in recent motorsport history, becoming a thriving, manufacturer-led championship with growing audiences and renewed commercial value. The revival wasn’t accidental. It was driven by strategic regulation changes, a clearer sporting vision and a new class structure designed to attract manufacturers back into top-tier endurance racing.

The turning point came with the introduction of the Hypercar regulations, a rule set that revitalised the series. The FIA and ACO created a formula that allowed two technical pathways — LMH prototypes and LMDh cars — to compete on equal terms. This level of flexibility was a game-changer. Manufacturers could either build a bespoke Hypercar from scratch or enter using a more cost-effective LMDh chassis, giving brands multiple entry points into the championship. Suddenly, the WEC offered a far more appealing balance between performance, cost and global visibility.

Once the regulations were established, the grid began to flourish. Toyota remained committed during the quieter years, but they were soon joined by Alpine, Aston Martin, BMW, Cadillac, Ferrari, Peugeot and Porsche, with more manufacturers preparing programmes for the coming seasons. For fans, this marked a return to the golden era of endurance racing — multiple factory teams, diverse technical approaches and world-class competition at the front of the field.

The numbers highlight the momentum. Recent seasons have featured more than 30 full-season entries and 13 global manufacturers across Hypercar and LMGT3. Behind the factory giants, a strong mix of customer teams and independents has added depth, ensuring that the championship remains both competitive and accessible. This balance between elite manufacturers and privateer teams has helped the WEC deliver some of its most compelling grids in decades.

Crucially, the resurgence is not only about quantity but quality. The racing has become increasingly unpredictable, with multiple brands fighting for overall wins. Toyota’s long-standing dominance has been challenged by Ferrari’s triumphant Le Mans return, while Porsche, Cadillac and Peugeot continue to close the gap. Balance of Performance discussions will always be part of multi-manufacturer racing, but the competitive unpredictability has undeniably elevated the show and strengthened the WEC’s appeal to global fans.

Challenges remain — from cost control to long-term manufacturer commitment — but the championship is now operating from a position of strength rather than survival. The WEC has successfully repositioned itself as one of the most exciting platforms in global motorsport, combining technical innovation with world-class storytelling and commercial potential.

With eleven manufacturers expected on the Hypercar grid by 2027, endurance racing has firmly entered a new era. What was once a championship in decline has become a vibrant, globally relevant motorsport property — and its future has never looked brighter.