In the volatile world of Formula 1, few stories carry the weight and drama of Christian Horner’s downfall at Red Bull Racing. At first glance, it might seem like the scandals of 2024, the leaked emails, or even McLaren’s sudden dominance were the key factors that toppled one of the sport’s most powerful figures. However, a deeper dive reveals that the fuse was lit long before—specifically, in 2022, when Horner single-handedly torpedoed the potential partnership between Red Bull and Porsche. What looked like a bold act of independence at the time would, two years later, become the root cause of his inevitable undoing.

The 2017 Overture: FIA’s Search for New Partners

In 2017, the Fédération Internationale de l’Automobile (FIA) embarked on an ambitious campaign to draw major car manufacturers deeper into Formula 1. Porsche, with its illustrious racing heritage, quickly emerged as a prime candidate. By 2018, the German sports car brand had taken a seat at the FIA’s power unit working group with a clear mission: to shape the next generation of engines, slated for a 2020 debut.

The FIA’s initial proposals centered on simplifying the technology, reducing costs, and creating a more attractive package to lure new names into the sport. These ideas were also meant to address long-standing criticisms of the complex and expensive hybrid turbo engines introduced in 2014. However, Porsche’s ambitions went further. Inspired by their pioneering 919 Hybrid race car, they pushed for a bold innovation: a four-wheel-drive setup where both the front and rear axles would be powered by independent MGU-K systems. It was a radical vision, replacing traditional driveshafts with cutting-edge electric solutions, and it captured the spirit of Porsche’s relentless pursuit of technical progress.

Crisis and Porsche’s Re-emergence

However, the FIA’s grand experiment with the working group quickly soured. Disagreements piled up, and by 2020, no consensus on a new engine formula had been reached. Tired of the endless wrangling, the FIA laid down the law in 2021: the current manufacturers would get one final season to tweak their existing power units, after which the designs would be locked in place until 2026.

By 2022, however, momentum had shifted. A broad outline for the future power units finally emerged, and Porsche re-entered the frame with serious intent. Their plan was bold: to buy into Red Bull Racing and create a partnership where decision-making would be shared equally between the two sides.

Christian Horner’s Opposition: Protecting Independence or Foretelling Disaster?

Christian Horner, however, bristled at the idea. The proposal, said to be pushed forward by Austrian Red Bull director Oliver Mintzlaff, arrived at a delicate moment as team founder Dietrich Mateschitz was battling a severe illness. For Horner, the deal represented more than just an investment; it symbolized a loss of independence.

In September 2022, he pulled the plug on negotiations, declaring, “Porsche is a great brand. But the DNA is quite different. During the discussion process, it became clear that there was a strategic non-alignment.” His words left no doubt about the root of his concern: Porsche’s looming corporate influence. Privately, Horner made it clear he feared Red Bull would be “suffocated by the weight of a German manufacturer’s bureaucracy.” Instead, he committed to the vision first laid out 18 months earlier: building Red Bull’s own engines for the next era.

Behind the curtain, Mintzlaff was reportedly furious at the collapse of the talks. But with Mateschitz’s passing just weeks later, there was little he could do to salvage the deal.

The Aftermath and the Power Struggle

The fallout from the failed Porsche deal planted the seeds of an internal power struggle that would eventually cost Formula 1’s second-most decorated team principal his job after the 2024 British Grand Prix. Ironically, the year after Porsche walked away, Red Bull Racing produced the most dominant season in F1 history, with a staggering 21 wins from 22 races and Max Verstappen sealing the championship six rounds before the finale.

Christian Horner’s reward was immense. He secured a lucrative contract extension through 2030, reportedly worth $20 million annually. And crucially, it granted him sweeping authority over Red Bull Racing’s commercial operations, a move Oliver Mintzlaff was said to have opposed. In that moment, Horner was untouchable within the Red Bull empire, elevated to near-mythic status with absolute control over all things Formula 1.

Yet, shadows lingered. Several veteran F1 journalists suggested that some of the leaked screenshots of Horner’s private exchanges with a female employee carried the hallmarks of a “honey trap.” A second investigation cleared him once more, finding no wrongdoing. But trouble refused to fade. In early 2024, Horner faced fresh accusations from a female staff member, this time of “coercive behavior.” Although an independent King’s Counsel again exonerated him, the matter erupted back into the spotlight when two anonymous email accounts circulated alleged investigation documents to over a hundred senior figures across the F1 paddock. But by then, the die had already been cast.

The Rise of McLaren and the Departure of Adrian Newey

As the scandal dominated headlines and unsettled the paddock, McLaren arrived in Miami with a defining upgrade package that transformed their car overnight. Red Bull, by contrast, stumbled. Their own upgrades backfired, and the RB20’s performance sagged, most visibly through Sergio Pérez’s results. The contrast was stark. By the time the circus left Imola, Pérez had already banked 103 points and four podiums from the opening five weekends. Yet, after the Imola upgrade, his season fell off a cliff. Across the next 18 races, he scraped together only 48 more points, a collapse that left pundits searching for answers. Many pointed to the scandal engulfing Christian Horner, suggesting it had sapped focus from a team once renowned for its ruthless efficiency.

Then came the shockwave in April: Adrian Newey, the most influential designer in Formula 1’s modern era, announced he was leaving Red Bull. At first, it was framed as retirement, but within weeks, it emerged that he had been lured by Aston Martin with an equity stake and a partnership role. Whispers quickly linked his exit to the toxic cloud hanging over Horner, fueling theories that Red Bull’s decline was tied to its leadership crisis.

The truth, however, was more nuanced. Newey had not been Red Bull’s hands-on technical director since 2018, instead working part-time as a consultant. Still, perception mattered, and the coincidence of Red Bull’s fall from dominance with Newey’s departure proved irresistible for analysts who stitched the two together into a narrative of crisis.

The RB21 of 2025 only deepened Red Bull’s troubles, falling short as McLaren marched on with relentless dominance. By the time the European season rolled around, Toto Wolff was fanning the flames of speculation, openly hinting that Mercedes was pursuing Max Verstappen. The reigning world champion added fuel to the fire by refusing to give an ironclad commitment to Red Bull, only confirming his loyalty once Christian Horner was out of the picture.

That proved to be the decisive blow. Horner was dismissed without explanation in the aftermath of the British Grand Prix, a move that marked the end of an era.

A Shift in Power and Horner’s Future

The balance of power within Red Bull’s Austrian parent company had shifted. The Thai majority shareholder, who had previously resisted any talk of Horner’s removal, now yielded to the will of the Austrian directors. Oliver Mintzlaff, joined by Dietrich Mateschitz’s son, announced that all team and PR communications would henceforth be handled directly from the Salzburg headquarters.

The Austrians may have lost the fight to bring Porsche into the fold, forcing Red Bull to push ahead with their own powertrain program from 2026, but the scars of that corporate battle remained. For many, it was that failed partnership and the bitter divide it exposed that ultimately sealed the fate of one of Formula 1’s most successful and controversial team principals.

With his settlement now behind him, the rumor mill has turned to Christian Horner’s next move. Whispers of a role at Alpine, potentially with an equity stake, have surfaced. But just as he resisted corporate meddling from Porsche, it is unlikely Horner would submit himself to Renault’s layers of interference. The same logic rules out any future with Audi. Cadillac has already closed the door publicly. While Ferrari has tied down Fred Vasseur with a contract extension, that narrows the field considerably, leaving one intriguing possibility: Lawrence Stroll’s Aston Martin could be the perfect fit. Stroll has shown he is willing to offer equity arrangements to senior lieutenants, a structure that aligns neatly with Horner’s ambitions.

The oft-rumored rift between Horner and Adrian Newey is more fantasy than fact. In truth, Newey knows better than anyone how Horner once resurrected a floundering British team from the ruins of Jaguar and turned it into a Formula 1 juggernaut. That shared history and respect could make Aston Martin the logical stage for Horner’s return, and perhaps the platform for one final reinvention.

Do you think killing the Porsche deal was the real trigger for Horner’s downfall, or would his Red Bull empire have eventually crumbled anyway? Let us know in the comments!