By Carlo Platella
Fifteen years later Toyota returns to Formula 1this time as a prestigious technical partner of Haas. No intention to develop its own power unit, at least for the moment, with the Japanese giant that “will provide design, technical and manufacturing services,” according to what is learned in the press release. Nonetheless, the collaboration represents an important step for the Italian-American team, which now sees the opportunity to acquire greater technical autonomy from Ferrari.
The Haas model
When Haas entered Formula 1 in 2016 it did so by offering a new model, taking advantage of every concession in the sporting regulations regarding the purchase of components from another team. The choice fell on Ferrari, adopting its power unit, gearbox and suspension to save on the initial investment, both in terms of infrastructure and the personnel that would have been necessary to develop the same components in house.
The strategy has not changed since then, but the technical dependence on a supplier team presents several limitations. Purchase components from outside has a higher cost rather than developing them at home, a particularly penalizing aspect in the era of budget caps. Another limit is linked to the timing, having to wait to know the dimensions of the rear axle and the suspension kinematics developed by the supplier team before being able to define your single-seater. The case of Williams is eloquent, which for the 2024 car preferred to purchase the old Mercedes pull rod rear suspension so as not to have to wait for the new push rod scheme finalized four months later.
The technical constraints
The most important issue, however, remains the technical one. Relying on the supply of another team means inevitably finding yourself bound to his project choiceswithout enjoying full autonomy to develop their own. The frame must be designed in such a way as to accommodate the suspension unit purchased, while in general the aerodynamics must take into account how the transmission and suspension arms designed by others affect the flow pattern.
These are the reasons that push Aston Martin, for example, to develop its own transmission and rear suspension starting from 2026, taking note of the limits of the current dependence on Mercedes, as summarized by Engineering Director Luca Furbatto: “We are very happy with what we receive from Mercedes. However, in terms of car architectures, we are partially guided by them. We receive the dimensions of the power unit, gearbox and rear axle, therefore we have to adapt the design of our car around what they provide us. From 2026 however, with the Honda power unit and our gearbox, we will be in control of our destiny. If we want to take the next step towards victory, this is what we have to do.”
The scenarios
Haas will not have an exclusive power unit until at least 2028, the current deadline for the supply of Ferrari engines. The partnership with Toyota however represents a first step to technically free itself from the Prancing Horse. No plans have yet been announced in this regard, but in the long term the staff and structures of the Japanese giant could lead Haas to develop a greater number of components in house. The suspension and gearbox are among these, although these are projects that would eventually take years to implement.
Immediately, the partnership with Toyota expands the human and technological resources of what is still the smallest team on the grid, with an impact on design, production and simulation. Throughout the year Team Principal Komatsu has hinted that he has in mind a clear growth strategy for the teamenough to convince Esteban Ocon to embrace the cause. The collaboration with Toyota is only the first step, waiting to discover the next ones.
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