Buckle up, racing enthusiasts – Mercedes-AMG might be gearing up for one of the toughest challenges in its high-speed history with the shift to its very own in-house racing team. But here's where it gets controversial: is the German powerhouse ready to handle this massive overhaul without missing a beat, or could it stumble out of the blocks? Let's dive deep into the details and explore what this transition means for the brand's ambitious future on and off the track.
At the heart of the drama is the wrapping up of Mercedes-AMG's long-standing partnership with HWA AG, set to conclude by the end of November. This isn't just any collaboration; HWA has been the backbone for all of Mercedes' official racing initiatives outside the realms of Formula 1 and Formula E. Picture them as the unsung heroes who took charge of the entire GT3 program – that's the global racing category focused on high-performance grand tourer cars, where teams compete in endurance events and sprint series around the world – ever since 2010. For newcomers to motorsport, GT3 is like the accessible cousin of elite racing, allowing manufacturers to showcase their prowess in cars that are closer to production models but turbocharged for competition.
Now, the spotlight is turning to Affalterbach Racing GmbH, or AFB for short – Mercedes-AMG's brand-new, fully owned subsidiary that's been in the works since 2024. This in-house division is stepping into HWA's shoes, but whispers from industry insiders suggest the handover isn't exactly humming along like a well-oiled engine. 'They're still in the early phases,' one source revealed, 'with a bunch of fresh faces and some organizational hiccups holding things up.'
And this is the part most people miss – AFB is tackling what sounds like an epic feat. Starting in 2026, they'll be tasked not only with manufacturing all Mercedes-AMG customer racing vehicles – think bespoke builds for private teams – but also providing full support like maintenance and overhauls. On top of that, they'll spearhead the development of the brand's next-gen GT3 contender, ensuring it stays competitive in a fiercely contested field. To put it in perspective, imagine switching from outsourcing your entire car-building operation to doing it all internally overnight – it's a huge leap, especially in a sport where precision and reliability are everything.
This shake-up is happening right as AMG CEO Michael Schiebe departs from the high-performance division, leaving a vacancy at the top that's yet to be filled. 'Only now are folks starting to grasp just how much HWA contributed to Mercedes,' another insider close to the marque noted. It's like realizing the full scope of a trusted mechanic's role after they've handed over the keys.
But is Mercedes-AMG truly prepared for this pivot? Christoph Sagemüller, head of motorsport at Mercedes-AMG, paints a reassuring picture: 'Since launching Affalterbach Racing GmbH last year, progress has been steady and on track. We're thrilled with the team we've assembled so far.' This squad reportedly draws heavily from seasoned motorsport pros, now boasting over 100 members along with subcontractors. Rumors swirl that the initial blueprint called for a smaller group, and they're still posting job openings. Notably, fewer than 40 team members are transitioning from HWA, which makes sense given their deep expertise in customer racing.
Sagemüller insists they're right on target with staffing, brushing off any notion of misjudging numbers, though he keeps the exact counts under wraps for confidentiality. Still, concerns loom about potential disruptions, particularly in stocking up on spare parts for the roughly 300 AMG customer racing cars out there in active use. Teams have been given advance notice to stockpile essentials and keep operations rolling smoothly.
'Expect some initial bumps,' explains Thomas Jäger, Mercedes-AMG's sporting director for DTM (the Deutsche Tourenwagen Masters series, a popular touring car championship). 'We're dealing with a massive inventory – likely 14,000 to 15,000 different parts. Cataloging everything takes time.' Jäger points out that the real hurdle is 'restarting the whole system.' AFB will officially take the reins in January 2026 after a short one-month overlap, inheriting HWA's spare parts trucks to help ease the flow. When might things feel normal again? 'By the European racing season, the gears should be turning perfectly once more,' Jäger predicts. 'We aim to match the premium service our customers know and deserve – no compromises.'
But here's where it gets controversial again: are the right facilities even in place yet? Rumor has it that in Affalterbach – supposedly AFB's base – the dedicated warehouses and workshops for parts storage and vehicle support are still absent. Sagemüller counters that they're 'well-positioned with space,' citing about 2,000 square meters of workshop area for servicing and repairs, plus 600 square meters for offices, equipped with all the necessary tools to keep existing cars in top shape. Yet, this setup isn't in Affalterbach itself but in Unterturkheim, roughly 20 kilometers away at the Mercedes-Benz plant, where the AMG team is currently stationed. They'll stay put for more than a year until new buildings are built. The upcoming spare parts warehouse is slated for Magstadt, about 25 kilometers from Unterturkheim and 40 kilometers from Affalterbach – a logistical puzzle that could strain efficiency in the short term.
Photo of Maro Engel in the Mercedes-AMG Team WINWARD Mercedes-AMG GT3, courtesy of Markus Toppmöller.
On the maintenance front, will HWA still play a role for Mercedes-AMG amid the breakup? Sagemüller confirms that AFB will oversee overhauls of engine and transmission components, with engine rebuilds handled directly at Mercedes-AMG. Gearbox work, however, is still in the bidding phase, and HWA – despite the split – remains a strong contender for the contract. HWA, which saw its Mercedes orders dwindle after AMG's 2018 DTM exit (though other gigs have filled the gap), expresses sorrow over the end of their customer racing partnership. 'We built this field from 2010 to 2025 with standout vehicles and unbeatable after-sales support, growing alongside AMG,' says HWA Managing Director Martin Marx. 'Even without a formal agreement, we're open to partnering as a service provider. After all, we share the name and a commitment to excellence.'
This transition sparks plenty of debate: Is Mercedes biting off more than it can chew by going fully in-house, or is this a bold move to regain control and innovate? Could outsourcing some elements, like HWA's involvement, prove smarter than reinventing the wheel? And what about the potential for delays affecting teams and fans alike – is the risk worth the reward for a purer AMG racing identity?
What do you think, readers? Agree that Mercedes is on the right track, or fear this could lead to a bumpy ride? Do you have a controversial take on whether in-house operations beat long-term partnerships in motorsport? Drop your thoughts in the comments below – we'd love to hear your opinions!
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- The Motorsport.com Team
Photo of the #57 Winward Racing Mercedes-AMG GT3 with Russell Ward, Philip Ellis, and Indy Dontje, by Jake Galstad / Lumen via Getty Images.
