Haas slams proposed 2026 rule change as a ‘killer’ for small teams

Haas team principal Ayao Komatsu has expressed his strong opposition to a potential regulation change for the 2026 F1 season that he believes would be a “killer” for the sport’s smaller outfits.

The proposed rule would mandate that teams finishing in the top five of the Constructors' Championship must design and manufacture their own components.

Komatsu warns that such a rule would jeopardize the future of smaller teams like Haas, which rely on cost-effective partnerships and unique business models to remain competitive.

The proposed regulation, reportedly supported by Aston Martin, Williams, and Alpine according to Auto Motor und Sport, aims to level the playing field by enforcing greater self-sufficiency among teams.

Under this plan, a top five team would have a three-year period to develop the capability to produce all components in-house.

Haas currently operates on a unique business model, outsourcing the construction of its chassis to Dallara and purchasing permitted parts from Ferrari.

This approach, championed by the US outfit’s former team boss Guenther Steiner, allows the team to compete at a competitive level despite its relatively limited resources.

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However, the proposed regulation change could force Haas to abandon this model and invest heavily in in-house engineering and manufacturing capabilities, a significant negative for Haas should the ruling come to pass.

“It would be a killer for the small teams,” insisted Komatsu. “If Formula 1 wants as many teams as possible to be competitive, then it will reject this rule.

“What better thing could happen to the sport than David winning against Goliath? What fan cares whether the gearbox or the suspension comes from Ferrari or from us?

Komatsu defended Haas’ operational model, highlighting that it does not offer any financial advantages under the sport’s cost-cap rules.

“We are given a nominal equivalent value in the budget cap for the components we buy. This is so high that we have no advantage,” he explained.

This clarification underscores that Haas’ reliance on third-party manufacturing is a necessity, not a luxury, for the smallest team on the grid.

Haas’ recent technical alliance with Toyota, for example, was born out of the need to enhance its simulator program and conduct testing of prior car models – tasks it lacked the staff and resources to perform independently.

Forcing Haas to produce all its components in-house would challenge the team’s business model to the point of unsustainability.

As Komatsu pointed out, without its partnerships with companies like Dallara and Ferrari, Haas would not have been able to join Formula 1 in 2016, let alone compete effectively today.

Despite its resource limitations, Haas has steadily improved its performance, becoming a credible midfield contender. The team is currently fighting for sixth place in the Constructors’ standings, a notable achievement given its financial constraints.

However, Haas’ modus operandi has raised eyebrows among its rivals. Some teams argue that partnerships like Haas-Ferrari or Visa Cash App RB’s relationship with Red Bull blur the lines of fairness in Formula 1.

McLaren CEO Zak Brown has been especially vocal, criticizing Red Bull’s dual-team structure for its potential to create an unfair advantage.

“I believe it’s a serious issue for the fairness of the sport, for the fans,” Brown said. “That’s why it’s pretty much not allowed in any other form of major sport.

“It might give someone an unfair advantage, and I think that’s something we need to tackle with the sport quickly.”

The proposed 2026 regulation strikes at the heart of what makes Formula 1 compelling for many fans—the underdog story. Komatsu emphasized that the sport benefits from smaller teams punching above their weight.

“What better thing could happen to the sport than David winning against Goliath?” he reiterated, reinforcing the importance of competitive diversity in Formula 1.

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