Toyota Motor Corporation has officially returned to Formula 1 through a technical partnership with Haas, formalized in the autumn. While the collaboration will officially begin in 2025, the Japanese automaker’s branding has already appeared on the VF-24 livery starting with the Austin Grand Prix. Toyota’s leadership immediately distanced themselves from the notion of returning as a full-fledged team, stating, “We have no plans to return as a team.” These words, spoken by Masaya Kaji, highlighted the low-profile approach Toyota, the world’s best-selling car brand, is taking as it re-enters Formula 1, following its unsuccessful stint as a team from 2002 to 2009.
This cautious return leaves multiple options open. Toyota has chosen a middle ground between Audi’s comprehensive entry and Porsche’s more limited involvement. Komatsu has a long-term role leading the team.
The 2026 power unit regulations have created a significant opportunity to attract new manufacturers. While Red Bull secured a more limited partnership with Ford after failed negotiations with Porsche for a technical collaboration, Audi has committed fully by acquiring Sauber, despite concerns surrounding its initial competitiveness. Toyota, on the other hand, has adopted a gradual approach, using its partnership with Haas as a potential pathway to becoming a constructor in the future.
For now, Toyota’s involvement remains partial, allowing an easy exit if the F1 landscape doesn’t offer sufficient incentives for deeper involvement. Providing technical support and human resources to a team is not solely for commercial gain, as seen in previous partnerships like Infiniti and Red Bull. Toyota’s strategy ensures it retains the flexibility to either deepen its role or step away. Team Principal Ayo Komatsu enjoys strong backing from the organization and is regarded favorably, ensuring stability in his leadership role, though the volatile nature of F1 means things can always change rapidly.
Is a constructor role completely off the table?
Toyota’s return also aims to secure a seat at the table of engine manufacturers, enabling them to influence post-2026 regulations. The collaboration with Haas and Toyota Gazoo Racing (TGR), which will provide support in design, technical development, and manufacturing services, is expected to significantly enhance Haas’ capabilities as the smallest team on the grid. Ferrari recently renewed its engine supply deal with Haas through 2028, just months before Toyota’s agreement, covering the entire upcoming regulatory cycle. This partnership positions Toyota to participate in F1 Commission and technical regulation discussions for 2028 and beyond via Haas, providing the Japanese company with a foothold in shaping the sport’s future. Toyota is also expected to have a say in driver selection. While Esteban Ocon and Oliver Bearman will drive the VF-25, it is clear that the Japanese contingent would not shy away from securing a homegrown talent.
A shift away from Italy: Could Haas become more UK-centered?
Toyota’s technical support opens new paths for Haas, potentially distancing the team from its current ties to Italy. Toyota’s German division could provide wind tunnel support from Cologne, currently used for Hypercar development but likely to be upgraded for post-2026 F1 requirements. This new Japanese-American partnership creates potential friction with Ferrari, potentially leading Haas to adopt a more UK-centric model. This shift could involve relocating much of the team’s aerodynamic development away from Italy to the UK, in collaboration with Toyota’s German division and its Computational Fluid Dynamics (CFD) department, currently split between Italy and the US. The entire CFD operation could move to the UK, simplifying recruitment by tapping into the large pool of aerodynamicists and engineers based there, as most teams (aside from Ferrari) maintain their aerodynamic facilities in the UK.
This transition will be gradual and independent of any potential Toyota acquisition of Haas. Relocating the aerodynamic department would eventually lead to the development of a dedicated simulator, further distancing Haas from the facilities it currently shares with Ferrari in Maranello.
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