Alpine’s start to the Formula 1 season has been incredibly poor, resulting in significant changes within the technical leadership. Following the Bahrain Grand Prix, tech director Matt Harman and aero chief Dirk De Beer resigned, compounding the team’s already damaged reputation. This reorganization marks yet another blow to the credibility of the Group Renault-owned team, which has struggled since reacquiring the Enstone team in 2016. The new technical structure now consists of three directors: Joe Burnell overseeing engineering, Ciaron Pilbeam in charge of performance, and David Wheater leading the aerodynamics department. While a new leadership team may not have an immediate impact in Formula 1, the urgency to improve Alpine’s performance is evident.
At the launch of the Alpine A524, Famin acknowledged that the start of the season might be challenging. However, the team’s performance in Bahrain was far worse than anticipated, with the car being the slowest in both qualifying and race trim. Several issues plague the car, with the primary concern being its excessive weight. Reports suggest that the car is 11kg over the minimum weight requirement of 798kg. Although Pierre Gasly downplayed the severity of the issue, confirming it as a problem, it remains a significant setback for Alpine.
The weight problem stems from the monocoque’s failure to pass the side-impact test. The monocoque was initially designed with weight-saving measures, resulting in empty spaces within the carbon fiber structure. While simulations indicated that the design was strong enough, the monocoque failed the test. As a result, the monocoque had to be reinforced, leading to a substantial increase in weight. Additionally, the car lacks traction and downforce, particularly at the rear, due to aerodynamic performance targets not being met.
Another challenge faced by Alpine is a power unit deficit of approximately 15-20bhp. Despite modifications in the 2024 car to minimize power losses, the issue persists. This includes changes to the exhaust tailpipe design. As a result of these setbacks, Alpine’s qualifying performance in Bahrain was 1.6 seconds slower than the leading teams. Comparatively, McLaren improved by 1.767 seconds from the previous year. Alpine’s hopes lie in a new concept focused on suspension modifications, which could unlock further development potential. However, it remains uncertain whether the team fully understands the interaction between aerodynamics and mechanical platforms.
While Bahrain has historically been a challenging track for Alpine, offering some hope for improvement, the team faces significant disruptions. The news of Harman and De Beer’s resignations leaked during the race weekend, causing a destabilizing effect. This disruption adds to the ongoing doubts surrounding Renault’s commitment to the team and its ability to provide the necessary resources and facilities to compete at the front of the grid.
Alpine’s struggles indicate deeper institutional and ownership problems within Renault’s F1 teams. The constant turnover in team bosses and technical leaders raises questions about the team’s long-term success. Despite Famin’s commendable work ethic and efforts to improve communication and collaboration within Alpine F1, it remains unclear whether he has the autonomy and resources required for success.
The future of the Alpine F1 project is now in question, and Renault’s credibility is at stake. The team’s history since 2016 suggests a cycle of midfield success, regression, and leadership changes that leads nowhere. To prove that Alpine is different, the team must demonstrate significant progress in 2026 following these recent changes.