The Giant Car Companies We Now Miss In Formula 1

• Maserati, Ford, BMW, Toyota, and Alfa Romeo all left lasting marks on Formula 1 despite eventually withdrawing.
• Exits were driven by costs, crises, and shifting priorities, reducing diversity and reshaping competition.
• With Ford and Audi returning in 2026, Formula 1 continues to attract manufacturers when conditions align.

Formula 1’s modern grid may feature established names like Mercedes, Ferrari, and McLaren, but the sport’s history is filled with automotive giants who once competed at the highest level before making strategic exits that left fans wondering “what if?” The withdrawal of major manufacturers from Formula 1 represents more than business decisions. These departures reshaped the competitive balance and altered the sport’s trajectory in ways still felt today.

From BMW’s promising run that delivered championship contention to Ford’s engine-building legacy through Cosworth, Toyota’s ambitious but short-lived factory effort, and Alfa Romeo’s on-and-off relationship, these exits tell a story of financial pressures, strategic realignments, and changing priorities in the automotive industry. Understanding why these companies left, and what they accomplished during their time in F1, reveals important insights into the sport’s evolution and the scale of commitment required to compete at the highest level.

Maserati: Early Champions Then Exit

Maserati was among the original Formula 1 competitors, securing its place in history with Juan Manuel Fangio’s 1957 World Championship in the Maserati 250F. The 250F became one of the most admired cars of the sport’s early years, combining balance, power, and drivability. Fangio himself described it as the car that best suited his style, and his title-winning drive at the Nürburgring in 1957 remains one of the most celebrated performances in motorsport history.

Despite its success, Maserati’s works program collapsed under financial strain. The company withdrew official support by the end of the 1950s, though privateers continued to run Maserati cars into the early 1960s. Rising costs, growing technical complexity, and tightening safety demands meant Maserati could not keep pace with Ferrari, Cooper, and Lotus. The 250F left a legacy as one of the sport’s most admired machines, but Maserati never returned to Formula 1 as a factory team.

Lotus: Innovation and Decline

Lotus was one of Formula 1’s most influential constructors, founded by Colin Chapman in 1952 and making its debut in 1958. Chapman’s relentless push for lightweight design and technical ingenuity reshaped the sport. Lotus introduced the first fully stressed monocoque chassis in 1962 with the Lotus 25, a breakthrough that every team eventually copied. Later innovations included the introduction of aerodynamic wings and, most famously, the development of ground-effect aerodynamics with the Lotus 79 in 1978.

On track, Lotus produced some of the sport’s greatest champions. Jim Clark won two Drivers’ Championships with the team in 1963 and 1965, Graham Hill added another in 1968, Jochen Rindt became F1’s only posthumous champion in 1970, and Emerson Fittipaldi took his first title in 1972. Mario Andretti’s 1978 crown, powered by the revolutionary ground-effect Lotus 79, was the team’s last championship success.

The 1980s exposed Lotus’s financial fragility and inconsistent leadership following Chapman’s death in 1982. Ayrton Senna drove for Lotus from 1985 to 1987, scoring memorable victories, but the team was unable to sustain consistent competitiveness. By the early 1990s, Lotus had fallen into the midfield and eventually collapsed under financial strain.

The original Team Lotus withdrew from Formula 1 at the end of 1994, marking the end of one of the sport’s most creative and celebrated outfits. Attempts to revive the Lotus name appeared in later years, but none matched the innovation and championship pedigree of Chapman’s era. The Lotus story is remembered as one of brilliance and fragility: technical advances that reshaped Formula 1, paired with a decline that showed how even iconic teams could vanish when resources ran dry.

Ford/Cosworth: The Engine Builder’s Evolution

Ford’s connection to Formula 1 is most closely tied to Cosworth. The Cosworth DFV engine, introduced in 1967 with Lotus, became the most successful engine in the history of Formula 1. Over its life it powered 12 Drivers’ Champions and secured more than 150 race victories. The DFV’s light weight, reliability, and affordability gave independent teams a fighting chance against factory-backed outfits, transforming the competitive landscape of the 1970s and 1980s.

In the 1990s, Sauber ran with Ford engines but remained independent. Ford’s only direct constructor involvement came later with Jaguar Racing, which they operated from 2000 to 2004 after purchasing Stewart Grand Prix. Despite significant investment, Jaguar achieved just two podiums and never developed into a front-running team. By the end of 2004, Ford had lost patience with spiraling costs and sold the team to Red Bull.

Even after Ford scaled back team involvement, Cosworth engines supplied numerous smaller teams into the 2000s, including Minardi and Williams. Their reputation for accessibility and engineering quality ensured continued use outside Formula 1 in series such as IndyCar and sports cars.

Ford has confirmed a return to Formula 1 in 2026, partnering with Red Bull Powertrains under the new engine regulations. This comeback highlights the cyclical nature of manufacturer involvement in Formula 1 and how brands can re-enter when technology and marketing conditions align.

BMW: Bavarian Brief Brilliance (2006–2009)

BMW entered Formula 1 as a full constructor through the BMW Sauber team from 2006 to 2009. With heavy investment, advanced facilities, and a methodical approach, they quickly developed into a competitive force.

The team’s breakthrough came at the 2008 Canadian Grand Prix, where Robert Kubica delivered BMW Sauber’s only Formula 1 victory. This success was not a lucky break but the result of consistent progress. BMW Sauber also reached third in the Constructors’ standings that season, their best-ever finish and proof they were closing in on Ferrari and McLaren.

Kubica even led the Drivers’ Championship after his Montreal victory, though the team controversially shifted focus to preparing for 2009 regulations rather than fully backing his title bid. Many within Formula 1 still debate whether BMW squandered their best chance to fight for the World Championship.

The following year was a disaster. New aerodynamic regulations and the return of slick tires exposed weaknesses in the car’s design, and BMW dropped back into the midfield. At the same time, the global financial crisis forced the company to slash discretionary spending. BMW announced their withdrawal in mid-2009, citing the economic climate and changing corporate priorities.

BMW sold the team back to founder Peter Sauber, signaling a complete and immediate break. Their departure highlighted how even a program with competitive potential could be abandoned when costs outweighed perceived benefits.

Toyota: Big Budget, Modest Results (2002–2009)

Toyota announced their entry into Formula 1 in 1999 and joined the grid in 2002 after years of preparation at their Cologne base. With one of the largest budgets in F1 history and full factory backing, expectations were high that the world’s biggest carmaker would become a title contender.

The debut season in 2002 showed the scale of the challenge. Toyota scored just two points, finishing second-to-last in the standings. Gradual improvements followed, and by 2005 the team had developed the TF105 into a competitive package. Jarno Trulli and Ralf Schumacher secured multiple podium finishes, and Toyota ended the year fourth in the Constructors’ standings, their peak result.

Despite spending more than most rivals, Toyota never won a race. Over eight seasons they managed 13 podium finishes, including second places in Malaysia (2005), Japan (2005), and Singapore (2009). A mix of cautious strategy, inconsistent driver performances, and technical missteps left Toyota unable to translate resources into victories.

The global financial crisis provided the final blow. In November 2009, Toyota announced their withdrawal from Formula 1, stating that costs no longer aligned with corporate strategy. Their failure, despite unlimited spending, became a case study of how money alone cannot secure success in Formula 1.

Alfa Romeo: The On-and-Off Romance

Alfa Romeo was part of Formula 1’s foundation, winning the first two Drivers’ Championships in 1950 with Giuseppe Farina and in 1951 with Juan Manuel Fangio. These triumphs made Alfa Romeo a cornerstone of the sport’s early history.

After withdrawing in the mid-1950s, Alfa Romeo returned in several roles, including engine supplier in the late 1970s and early 1980s. Their most recent chapter came from 2018 to 2023, when the company became title sponsor of Sauber. Branded as Alfa Romeo Racing, the team competed with Ferrari engines but remained managed by Sauber.

Results were modest, with occasional points finishes and a best constructors’ result of eighth. The sponsorship still gave Alfa Romeo significant marketing visibility, particularly in Europe, and linked the brand with Ferrari’s broader Formula 1 presence.

The deal ended in 2023 as Audi prepared to take over the Sauber operation. Alfa Romeo’s intermittent involvement reflects the reality for many manufacturers: Formula 1 provides exposure, but sustained competitiveness requires far more than branding.

The Economics of Exodus: Why Giants Leave

Financial Pressures Drive Strategic Decisions

Participation in Formula 1 demands enormous investment. Before budget caps were introduced in 2021, top teams often spent between $350 million and $450 million annually. By contrast, a Formula E program typically costs $25–40 million, a far smaller commitment. This disparity forces companies to carefully weigh their options.

Savings from leaving Formula 1 can be redirected to road car development, electric vehicle technology, or core business priorities. The motorsports industry contributes more than $69.2 billion annually to the US economy alone, underlining how investment choices in racing affect not just teams but entire supply chains and regional economies.

Crisis Points and Strategic Realignments

The 2008 global financial crisis directly influenced withdrawals by BMW and Toyota. Racing budgets were an obvious target for cost-cutting during downturns.

At the same time, the rise of electric vehicle technology encouraged manufacturers to look toward Formula E as a more relevant and affordable platform. Formula 1 has responded by integrating hybrid systems and sustainable fuels to retain relevance. Whether that is enough to bring back departed manufacturers remains an open question.

What Their Absence Means for F1

Competitive Balance and Innovation Loss

When manufacturers leave, Formula 1 loses not just teams but also the diversity of engineering ideas that come with them. BMW’s exit eliminated a team on the brink of contention, while Toyota’s withdrawal ended the sport’s most expensive factory effort. Maserati’s early departure robbed the sport of a founding competitor.

Each of these exits reduced the pool of technical philosophies being tested and slowed the exchange of ideas across the grid. The concentration of competition among fewer manufacturers creates less unpredictability and limits the number of challengers for championships.

Marketing and Global Appeal Implications

Major manufacturers bring marketing strength and consumer reach that extends Formula 1’s appeal beyond its traditional fanbase. When BMW and Alfa Romeo left, Formula 1 lost access to their customer bases and networks. Toyota’s presence gave F1 added visibility in Asia, a market the sport continues to cultivate.

The absence of major brands forces Formula 1 to work harder to prove its connection to road car technology and global relevance. At the same time, the arrival of new players such as Audi and the return of Ford show that the sport can continue to attract leading automakers when conditions align.

Lessons from Manufacturer Departures

The exits of Maserati, Ford, BMW, Toyota, and Alfa Romeo reveal how temporary involvement can leave a lasting impact on Formula 1. Maserati defined the sport’s first decade, Ford changed the game with Cosworth, BMW showed competitive potential cut short by financial crisis, Toyota demonstrated that spending alone cannot secure results, and Alfa Romeo highlighted the value of branding without full factory backing.

These stories illustrate the tension between Formula 1’s high costs and manufacturers’ changing strategies. The scale of investment, often hundreds of millions annually, must always be balanced against wider corporate goals.

At the same time, the confirmed return of Ford and the arrival of Audi prove that Formula 1 remains attractive when technology, regulation, and marketing opportunities align. The departure of giants has shaped the past, but their legacies continue to influence how Formula 1 evolves and how new manufacturers choose to engage with the sport.

Analysis for this article was provided by Pompano Ford.