McLaren chief executive Zak Brown has once again voiced his long‑standing opposition to multi‑team ownership structures and close alliances within Formula 1, a stance that has taken on fresh relevance following reports that Mercedes is contemplating the purchase of a minority share in Alpine. Brown, who has been an outspoken critic of what he labels "A‑B teams"—situations where one outfit enjoys a deeper relationship with another through shared ownership, technical partnerships, or other forms of collaboration—used a recent media briefing to reiterate his concerns and to argue for stricter separation between teams. The concept of "A‑B teams" is not new to the sport. Red Bull, for example, has owned two separate entries since 2005, while Ferrari maintains a long‑standing technical partnership with Haas.
The latest development involves Mercedes, which is reportedly among a group of potential investors interested in acquiring the 24 percent stake in Alpine currently held by Otro Capital, a U.S. investment firm.
Alpine’s majority shareholder is the Renault Group, and its executive advisor, Flavio Briatore, has described the situation in typical corporate terms: "Normally, in a company, 75 percent decides and the remaining 25 percent is a passenger, and that is the reality here." While such arrangements are technically permissible under the sport’s regulations, Brown, whose McLaren cars run on Mercedes power units, emphasized that his objections are not aimed at any single party but at the principle itself. "My view applies to anybody and everybody," he said, adding that "regardless of who it is, I frown upon it." He believes that the only acceptable link between teams should be the supply of customer power units, and nothing beyond that. In an interview with Sky Sports News, Brown explained his position in detail: "I've been saying for ten years I don't like co‑ownership, I don't like A‑B teams.
I think it runs a high risk of compromising the sporting integrity of the sport." He cited several concrete examples to illustrate how close ties can distort competition. At the 2024 Singapore Grand Prix, for instance, Daniel Ricciardo, driving for Racing Bulls (the Red Bull‑backed team), took a point away from McLaren, indirectly aiding Max Verstappen and Red Bull. Brown also pointed to the transfer of intellectual property and staff between affiliated teams, noting that such moves can give a competitive edge without any direct financial outlay, effectively sidestepping the cost‑cap regulations. Brown drew a vivid analogy to illustrate the potential danger: "Can you imagine a Premier League match where two clubs are owned by the same group?
One club could afford to lose while the other fights to stay up. That's the risk we face in F1." He argued that the sport should limit relationships to the provision of engines, ensuring that each of the eleven teams remains as independent as possible.
During a McLaren media event, Brown said he had raised these concerns during the most recent round of Concorde Agreement negotiations, which involve all F1 stakeholders. "I think it's being managed now," he acknowledged, but warned that past incidents show the need for vigilance: "We've seen incidents in the past and we need to do away with it, not increase it." He expressed admiration for Red Bull's two‑decade investment in the sport, noting that the team’s acquisition of the struggling Minardi outfit in 2005 was a historic move that helped expand the grid. However, he stressed that the model should not be replicated. Brown also mentioned his conversations with Red Bull team principal Laurent Mekies, emphasizing that Red Bull appears aware of the concerns and is willing to discuss them openly.
"I'm not picking on him in particular, but he's the only one who has two teams and he's been very transparent: 'If you see something you don't like, let's talk about it.'" This, Brown suggested, indicates that the sport's leading figures recognize the potential pitfalls and are trying to keep them in check. The discussion about Alpine's shareholding also involves other interested parties. A consortium that includes former Red Bull team principal Christian Horner has been confirmed as a potential buyer, adding another layer of complexity to the ownership landscape.
Meanwhile, Mercedes team principal Toto Wolff clarified that the German manufacturer is not seeking to turn Alpine into a junior team to its works outfit, despite already supplying engines to Alpine from this season. Wolff said the company is simply evaluating whether a minority investment makes strategic sense, stating, "We are looking at it from different angles, and we haven't come to any conclusions. We want to know whether it makes sense." Brown's broader message is clear: the sport should safeguard its competitive balance by ensuring that each team operates independently, with the only permissible link being the supply of power units. He warned that allowing deeper ties could lead to a scenario where one team effectively becomes a feeder or satellite for another, undermining the merit‑based nature of Formula 1.
As the 2026 season approaches, with new technical regulations and a revised cost cap on the horizon, the debate over ownership structures is likely to intensify. The upcoming Miami Grand Prix, scheduled for May 1‑3, will be the first major test of these issues under the current regulatory framework.
Fans can watch the event live on Sky Sports F1 or stream it via NOW, with the flexibility to cancel at any time. As the sport continues to evolve, stakeholders like Brown, Wolff, and others will play a pivotal role in shaping policies that preserve the integrity and excitement of Formula 1 for years to come.