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Alpine F1 Team
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Alpine F1 Team
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Alpine F1 Team (/ˈælpɪn/), currently racing as BWT Alpine F1 Team for sponsorship reasons,[11] is the name under which the Enstone-based Formula One team has been competing since the start of the 2021 Formula One World Championship.[12] Formerly named Renault F1 Team and owned by the French automotive company Groupe Renault as well as Renault–Nissan–Mitsubishi Alliance, the team was rebranded for 2021 to promote Renault's sports car brand, Alpine, and continues to serve as Renault's works team,[13] a position the team will keep until Renault pulls out of Formula One (as an engine manufacturer) after 2025.[14] The chassis and managerial side of the team is based in Enstone, Oxfordshire, England, and the Renault-branded engine side of the team is based in Viry-Châtillon, a suburb of Paris, France. The team competes with a French licence.[15]

Key Information

Background

[edit]

Origins of the team

[edit]
Further information: Toleman, Benetton Formula, Lotus F1, and Renault in Formula One

The team has a long history, first competing in Formula One in 1981 as Toleman, when the team was based in Witney, England.[16] In 1986, following its purchase by Benetton Group, it was renamed and competed as Benetton. As Benetton, it won the 1995 Constructors' Championship and its driver, Michael Schumacher, won two Drivers' Championships in 1994 and 1995.[17] Prior to the 1992 season it moved to its current location in Enstone, UK.[18]

By the 2000 season, Renault had purchased the team (for the first time), and by the 2002 season its name was changed to Renault F1 Team, and it was racing as Renault.[19] Renault won the Constructors' Championship in 2005 and 2006 and its driver, Fernando Alonso won the Drivers' Championships in the same two years.[20] In 2011, Lotus Cars came on board as a sponsor, and the team's name changed to Lotus Renault GP, though still racing as just "Renault" for that season.[21] By 2012, Genii Capital had a majority stake in the team, and from 2012 until 2015 the team's name was Lotus F1 Team, after its branding partner, and it raced as "Lotus".

At the end of 2015, Renault had taken over the team for a second time, renaming it to Renault Sport Formula One Team.[22][23] The team raced as "Renault" again, from 2016, and continued as such until the end of the 2020 season.[24] When discussing the history of the organisation as a whole rather than those of specific constructors it has operated, the colloquialism "Team Enstone" is generally used.[25][26][27] The team operates in a 17,000 m2 (180,000 sq ft) facility on a 17-acre (6.9 ha) site in Enstone.[28] By May 2023, Alpine had approximately 1,000 personnel in Enstone and 350 in Viry-Châtillon.[29][30]

Early Formula One involvement

[edit]

The involvement of the sportscar manufacturer Automobiles Alpine in Formula One can be traced back to 1968, when the Alpine A350 Grand Prix car was built, powered by a Gordini V8 engine. However, after initial testing with Mauro Bianchi at Circuit Zandvoort, the project was ended when it was found that the engine produced around 300 horsepower (220 kW) compared to the Cosworth V8 engines' 400.[31] In 1975, the company produced the Alpine A500 prototype to test a 1.5 L V6 turbo engine for the Renault factory team which would eventually début in 1977.[32][33][34][35]

In September 2020, Groupe Renault announced their intention to use "Alpine" as their works team's new name going forward to promote the Alpine brand, and thus the team became known as the "Alpine F1 Team" whilst retiring the "Renault F1 Team" moniker after five years.[24]

In June 2023, a group of investors, including actor Ryan Reynolds, agreed to a deal to pay €200 million for a 24% stake in the Alpine Formula One team.[36] More investors joined the group later in 2023, including NFL players Patrick Mahomes, Travis Kelce, golfer Rory McIlroy, former heavyweight champion boxer Anthony Joshua and footballers Trent Alexander-Arnold and Juan Mata.[37][38]

Racing history

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Rebranded Renault works team (2021–2025)

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2021 season

[edit]
Fernando Alonso driving the A521 at the 2021 British Grand Prix

For 2021 Alpine signed two-time World Champion Fernando Alonso to replace an outgoing Daniel Ricciardo.[39] This would mark Alonso's third spell driving for Team Enstone having driven for them from 2003 to 2006 and again from 2008 to 2009 and won two drivers championships with the team in 2005 and 2006 when the team used the Renault name.[40] and Esteban Ocon was retained from the 2020 Renault team.[41] The Alpine car used Renault engines.[24] Renault team boss, Cyril Abiteboul, announced he would leave as Renault transitioned to Alpine.[42][43] Abiteboul was replaced by Davide Brivio, who previously worked for Suzuki in MotoGP.[44][45]

Alpine's first race ended with Alonso being forced to retire, after debris caused his car to overheat.[46] Ocon was hit by Aston Martin driver, Sebastian Vettel.[47] Despite a disappointing start, Alpine scored in the next fifteen races,[48] including a victory for Ocon at the 2021 Hungarian Grand Prix.[49]

It marked the first victory for a French driver driving for a French team since Olivier Panis' triumph at the 1996 Monaco Grand Prix driving for the Ligier team as well as the first victory for a French driver driving a French car powered by a French engine since Alain Prost's triumph at the 1983 Austrian Grand Prix driving a Renault car.[50] Alonso also scored a podium in the Qatar Grand Prix,[51] after qualifying fifth but starting third due to Max Verstappen and Valtteri Bottas gaining grid penalties.

2022 season

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Esteban Ocon driving the A522 at the 2022 Austrian Grand Prix

In January 2022, both team principal, Marcin Budkowski,[52][53] and non-executive director, Alain Prost, left their roles.[54] Otmar Szafnauer, formerly of Aston Martin F1 Team, was announced as the new team principal in the same month.[55] Former deputy secretary-general for sport at the FIA, Bruno Famin, has been recruited as executive director of Alpine at Viry-Châtillon, responsible for power-unit development.[56] Famin had also previously led Peugeot to three consecutive Dakar Rally victories as head of its sporting division from 2016 to 2018, and a Le Mans 24 Hours triumph in 2009 as technical head of its endurance program.[57] Oscar Piastri replaced Daniil Kvyat as test driver.[58][59] In February 2022, BWT became the title sponsor of the team, in a deal aimed at sustainability drive.[60][61]

Alonso qualified in second for the Canadian Grand Prix, only behind Verstappen.[62] This was his best qualifying position since the 2012 German Grand Prix,[63] though he suffered an issue in the race and finished in ninth.[64]

2023 season

[edit]
Pierre Gasly at the 2023 Austrian Grand Prix

Alonso moved to Aston Martin for the 2023 season because he wanted a multi-year contract extension, and Alpine was only willing to give him one more year in F1.[65][66] Alpine announced that Piastri would be replacing Alonso;[67] but Piastri immediately denied he had a contract to race with the team.[68] Team principal Szafnauer criticised Piastri, saying that Piastri should show more loyalty to Alpine,[69] and claimed that Piastri was thankful when told about his F1 promotion prior to Alpine's announcement.[70] In September 2022, a hearing of the Contract Recognition Board determined that Alpine did not have a valid contract with Piastri[71] and was free to race with rival team McLaren in 2023.[72] During the 2022 Japanese Grand Prix weekend the team confirmed that Pierre Gasly has signed a multiple-year contract with them starting in 2023.[73]

In July 2023, Laurent Rossi was replaced by Philippe Krief as CEO.[74][75] During the Belgian Grand Prix weekend, Alpine announced that Szafnauer and sporting director Alan Permane would leave the team after the race. Chief technical officer Pat Fry would also leave the team at the end of the year to join Williams.[76][77]

Alpine finished the season sixth in the Constructors' Championship, while Gasly and Ocon were 11th and 12th, respectively, in the drivers' standings. The team reportedly lost about half a second per lap on average because the Renault power unit was lagging behind its rivals.[78] Without this deficit, the team could have had performance similar to that of the Mercedes team.[78]

2024 season

[edit]

Alpine retained the driver pairing of Gasly and Ocon for the 2024 season. At the Bahrain Grand Prix, the team locked out the bottom of the grid in qualifying and finished the race in 17th and 18th.[79][80] After the race, it was announced that Alpine's technical director Matt Harman and head of aerodynamics Dirk de Beer had left the team,[81] with the team moving to a structure of three technical directors, with Joe Burnell overseeing engineering, David Wheater for aerodynamics and Ciaron Pilbeam for performance.[4] A few days later, it was reported that Bob Bell will leave his advisory role at Alpine to reunite with Fernando Alonso at Aston Martin in an operational role.[82] On 2 May, David Sanchez, who had left McLaren a month earlier, was signed as executive technical director.[83] In May 2024, Alpine announced the controversial return of Flavio Briatore to the team as an executive advisor. He previously worked at Team Enstone as team principal from 2000 to 2009, having previously resigned due to a race-fixing scandal.[84]

Gasly at the 2024 Dutch Grand Prix

After finishing out of the top ten four races later, Alpine scored their first points at the Miami Grand Prix where Ocon finished tenth.[85] At the Monaco Grand Prix, Ocon collided with Gasly during an overtake attempt in the first lap, resulting in the former's retirement from damage. Ocon was issued a five-place grid penalty at the Canadian Grand Prix[86] and later apologised for his role in the incident. Team principal Bruno Famin commented that there would be "appropriate consequences".[87] A week later, Alpine announced that Ocon will leave the team at the end of the season following his contract running out.[88] During the Belgian Grand Prix weekend, Alpine announced that team principal Bruno Famin would leave his role as team principal. Famin is set to move to Renault's mainline motorsports divisions.[89] Famin's position was taken by Oliver Oakes from the Dutch Grand Prix onwards.[90] Alpine scored a double podium at the 2024 São Paulo Grand Prix with Ocon finishing second and Gasly third behind only race winner and defending drivers champion Max Verstappen of Red Bull Racing, a result which moved Alpine from ninth to sixth in the Constructors' Championship ahead of the Haas, RB and Williams teams with three rounds remaining. This marked "Team Enstone's" first double podium under the Alpine name and their first double double under any name since the 2013 Korean Grand Prix when the team was known as Lotus F1.[91][92]

The day after the Qatar Grand Prix—where Gasly finished 5th and Ocon DNFed due to a crash on the first lap—it was announced that Ocon would be released from the team early, prior to his scheduled move to Haas in 2025. In his place, Jack Doohan, who was already signed for the team in 2025, made an early debut for the last round of the season at the 2024 Abu Dhabi Grand Prix.[93]

2025 season

[edit]

For 2025, Gasly was retained by the team for what will be Alpine's last season with a works Renault power unit. He was paired by Jack Doohan, who has served as the teams' reserve driver in previous seasons was promoted to a full time race drive replacing Esteban Ocon who joined Haas.[94] Four drivers were selected to replace Doohan as test and reserve driver for the 2025 season, including Paul Aron,[95] Franco Colapinto,[96] Ryō Hirakawa,[97] and Kush Maini.[98] Hirakawa left for Haas shortly after the Japanese Grand Prix. BP and Castrol left Alpine after eight years to supply fuels and lubricants to the impending Audi entry, so Eni and Valvoline joined the team as official suppliers.

Jack Doohan at the 2025 Japanese Grand Prix

The 2025 season started poorly for Alpine, with the team sitting bottom of the Constructors' Championship in 10th place after the first three rounds in Australia, China and Japan, being the only team not to score a point in any of those three rounds.[99] Following a poor Melbourne weekend for the team, Doohan was involved in numerous wheel to wheel incidents with other drivers during the China weekend in both the Sprint and the Grand Prix which saw him pick up four penalty points on his FIA Super Licence after only two Grands Prix.[100] To make matters worse, Gasly was disqualified from the main Grand Prix result due to his A525 chassis being underweight. The Ferrari of Charles Leclerc was disqualified for the same infringement at the same race.[101] At the following round at the Japanese Grand Prix, having had to vacate his car to Ryō Hirakawa for the first practice session that weekend, Doohan returned to the cockpit for the second practice session only for him to crash heavily after failing to close his car's DRS system before going through the first turn.[102] Doohan started and finished the race in Japan in 19th, while Gasly started 11th and finished 13th in the same event.[103][104] The Japanese round also laid bare the continued deficencies of the Alpine's Renault power unit once more, with data suggesting the Alpines losing at best 0.6 seconds in the second sector at the lap at the Suzuka Circuit (which features two long straights), mostly because of the power deficit of their Renault engines.[105]

Following the Miami Grand Prix, team principal Oliver Oakes resigned, with Executive Advisor Flavio Briatore becoming the de facto team principal and racing director Dave Greenwood assuming Oakes' formal duties.[106] Doohan was also confirmed to have lost his Alpine seat to Colapinto on a "rotating seat" basis, with the latter scheduled to debut at the subsequent Emilia Romagna Grand Prix and race for Alpine for five races. Doohan would be demoted to reserve driver in Colapinto's place.[107]

Even after bringing in Colapinto, Alpine's struggles continued throughout the season; Colapinto suffered a big crash in qualifying in Imola, and neither he nor Gasly was able to score points. Gasly suffered an early retirement in Monaco after hitting old AlphaTauri teammate Yuki Tsunoda, but managed to score a point in the subsequent Spanish Grand Prix. The team only recorded two further finishes in the points in Britain and Belgium; until the São Paulo Grand Prix sprint, where Gasly finished eighth to claim one point, the team did not score any further points, with Colapinto getting close at the Dutch Grand Prix with eleventh.

Mercedes customer team (2026 onwards)

[edit]

2026 season

[edit]

On 30 September 2024, owing to lack of strong results with its power unit during the V6 turbo-hybrid era since it began in 2014, Renault announced it would be ending its engine programme following the conclusion of the 2025 championship and would not be making engines for the new 2026 regulations.[108] This means Alpine will lose its status as a works team and become a customer team of Mercedes, whilst still being majority owned by Groupe Renault.[109] Alpine will utilise Mercedes engines and gearboxes from the 2026 season onwards.[110]

For 2026, Alpine will retain Gasly,[111] with Colapinto being signed for a full-time drive.[112]

Complete Formula One results

[edit]
Key
Key
Colour Result
Gold Winner
Silver Second place
Bronze Third place
Green Other points position
Blue Other classified position
Not classified, finished (NC)
Purple Not classified, retired (Ret)
Red Did not qualify (DNQ)
Black Disqualified (DSQ)
White Did not start (DNS)
Race cancelled (C)
Blank Did not practice (DNP)
Excluded (EX)
Did not arrive (DNA)
Withdrawn (WD)
Did not enter (empty cell)
Annotation Meaning
P Pole position
F Fastest lap
Superscript
number 		Points-scoring position
in sprint
Year Chassis Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Points WCC
2021 A521 Renault
E-Tech 20B
1.6 V6 t 		P BHR EMI POR ESP MON AZE FRA STY AUT GBR HUN BEL NED ITA RUS TUR USA MXC SAP QAT SAU ABU 155 5th
Spain Fernando Alonso Ret 10 8 17 13 6 8 9 10 7 4 11 6 8 6 16 Ret 9 9 3 13 8
France Esteban Ocon 13 9 7 9 9 Ret 14 14 Ret 9 1 7‡ 9 10 14 10 Ret 13 8 5 4 9
2022 A522 Renault
E-Tech RE22
1.6 V6 t 		P BHR SAU AUS EMI MIA ESP MON AZE CAN GBR AUT FRA HUN BEL NED ITA SIN JPN USA MXC SAP ABU 173 4th
Spain Fernando Alonso 9 Ret 17 Ret 11 9 7 7 9 5 10 6 8 5 6 Ret Ret 7 7 19† 5 Ret
France Esteban Ocon 7 6 7 14 8 7 12 10 6 Ret 56 8 9 7 9 11 Ret 4 11 8 8 7
2023 A523 Renault E-Tech RE23 1.6 V6 t P BHR SAU AUS AZE MIA MON ESP CAN AUT GBR HUN BEL NED ITA SIN JPN QAT USA MXC SAP LVG ABU 120 6th
France Pierre Gasly 9 9 13† 14 8 7 10 12 10 18† Ret 113 3 15 6 10 12 67 11 7 11 13
France Esteban Ocon Ret 8 14† 15 9 3 8 8 147 Ret Ret 8 10 Ret Ret 9 7 Ret 10 10 4 12
2024 A524 Renault E-Tech RE24 1.6 V6 t P BHR SAU AUS JPN CHN MIA EMI MON CAN ESP AUT GBR HUN BEL NED ITA AZE SIN USA MXC SAP LVG QAT ABU 65 6th
France Pierre Gasly 18 Ret 13 16 13 12 16 10 9 9 10 DNS Ret 13 9 15 12 17 12 10 37 Ret 5 7
France Esteban Ocon 17 13 16 15 11 10 14 Ret 10 10 12 16 18 9 15 14 15 13 18F 13 2 17 Ret
Australia Jack Doohan 15
2025 A525 Renault E-Tech RE25 1.6 V6 t P AUS CHN JPN BHR SAU MIA EMI MON ESP CAN AUT GBR BEL HUN NED ITA AZE SIN USA MXC SAP LVG QAT ABU 22* 10th*
Australia Jack Doohan Ret 13 15 14 17 Ret
Argentina Franco Colapinto 16 13 15 13 15 DNS 19 18 11 17 19 16 17 16 15
France Pierre Gasly 11 DSQ 13 7 Ret 138 13 Ret 8 15 13 6 10 19 17 16 18 19 19 15 108
Source:[113]
Notes
  • * – Season still in progress.
  • ‡ – Half points awarded as less than 75% of race distance was completed.

Esports results

[edit]

Results in bold indicate pole position; results in italics indicate fastest lap (key).

Year Chassis Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 Points WCC
2021 Alpine A521 Renault
E-Tech 20B
1.6 V6 tt 		P BHR CHN RBR GBR ITA BEL POR NED USA EMI MEX BRA 123 5th
France Nicolas Longuet 2 18 9 4 12 5 12 3 7 7
Chile Fabrizio Donoso 10 2 17 4 3 16 14 17 19
Hungary Patrik Sipos 17 17 8 16 8
2022 Alpine A522 Renault
E-Tech RE22
1.6 V6 tt 		P BHR EMI GBR RBR BEL NED ITA MEX USA JPN BRA UAE 13 9th
Hungary Patrik Sipos 18 18 8 14 16 16 8 18 11 12 14
Slovakia Filip Prešnajder 11 15 20 20 9 13
United Kingdom Luke Smith 10 18 19 13 16 14 9
2023–24 Alpine A523 Renault
E-Tech RE23
1.6 V6 tt 		P BHR JED RBR GBR BEL NED USA MEX BRA LVG QAT UAE 11 10th
Spain Rubén Pedreño 11 15 16 17 10 10 Ret 15 7 Ret
Slovakia Filip Prešnajder 14 15 15 18
Hungary Patrik Sipos 15 12 17 16 9 11 18 14 13 13
2025 Alpine A524 Renault
E-Tech RE24
1.6 V6 tt 		P AUS CHN BHR SAU GBR BEL NED USA MXC SAP QAT ABU 27 9th
Finland Joni Törmälä 20 10 10 Ret 15 16 6 16 8 17 11
United Kingdom Josh Idowu 13 9 5 Ret 19 11 16 18 Ret 15 19 15
Poland Piotr Stachulec
Hungary Bence Szabo-Konyi 15
Source:[114]

* Season still in progress

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Alpine F1 Team

View on Grokipedia
from Grokipedia
The Alpine F1 Team, officially known as the BWT Alpine Formula One Team, is a French racing team owned by the Group and competing as a works entrant since its rebranding from in 2021. The team is headquartered at the facility in , , for development and operations, with its power unit division based in , . As of November 2025, it fields drivers and , powered exclusively by engines, and is overseen by Executive Advisor with Technical Director David Sanchez. Alpine's heritage traces back to the Renault team's debut in 1977, evolving through acquisitions and rebrands, including its time as (1990–2001), during which it secured two Constructors' Championships (1994–1995) and two Drivers' Championships with (1994–1995). Under the banner from 2002 to 2009 and 2016 to 2020, the team achieved further success, winning back-to-back Constructors' and Drivers' titles in 2005 and 2006 with . The 2021 rebranding to Alpine revived the historic French marque's name—famous for rally successes like the —to emphasize innovation and performance, marking the start of a new era with its first victory at the courtesy of . Since the rebrand, Alpine has focused on rebuilding competitiveness, achieving fourth place in the Constructors' Championship in 2022 and introducing the A525 chassis for the 2025 season amid regulatory changes. Notable aspects include its all-French powertrain integration, reserve drivers such as and , and partnerships like title sponsor BWT, while navigating challenges like mid-season driver changes—such as Colapinto's promotion in 2025—to secure lineup stability into 2026. The team's legacy underscores Renault Group's commitment to F1, with 20 pole positions and over 170 race entries as Alpine and its predecessors.

Background

Origins and early Formula One involvement

Renault's involvement in motorsport began in the early through its acquisition of a majority stake in Alpine in 1973, building on the brand's rally successes with the A110 "Berlinette," which monopolized the podium at the 1971 and secured the inaugural for Manufacturers title in 1973. These achievements in , powered by engines, laid the groundwork for deeper collaboration between the two entities, transitioning Alpine's racing expertise toward single-seater categories. In 1976, formalized its racing efforts by establishing the division, which initiated programs in Formula 2 and Sport prototypes as a stepping stone to grand prix . The team's Formula One debut came in 1977 with the RS01, a revolutionary car powered by the EF1 V6 turbocharged engine displacing 1.5 liters and producing 525 horsepower at 10,500 rpm, marking the start of the turbo era in F1. Designed under the leadership of , the RS01 debuted at the at , where driver qualified 21st but retired early due to mechanical failure; the car earned the nickname "Yellow Teapot" for its frequent overheating and breakdowns. Despite these teething problems, Renault's turbocharged cars demonstrated the potential of turbocharging against dominant naturally aspirated engines like the , with achieving fourth place at the 1979 in the RS10. Progress accelerated in 1979 with the RS10, featuring a setup that improved power delivery, though reliability remained a challenge with frequent engine failures. secured Renault's maiden victory at the at Dijon-Prenois, the first win for a turbocharged car in F1 history, starting from pole ahead of teammate , who fought a legendary wheel-to-wheel duel with Ferrari's for second place. The season yielded additional highlights, including Arnoux's pole at the and the team's front-row lockout in , positioning Renault fourth in the constructors' standings despite only one podium. In 1980, the RS20 refined the turbo package, enabling Jabouille to claim victory at the from , while Arnoux won the South African and Brazilian Grands Prix, briefly leading the drivers' championship early in the season thanks to the engine's high-altitude performance advantage. However, persistent turbo reliability issues, including turbo lag and component fragility under extreme stress, limited the team's consistency, with multiple retirements plaguing both seasons. also contributed to the ground-effect trend in the early , incorporating venturi tunnels in cars like the RE20 to generate , which helped secure poles and wins before the technology's ban at the end of 1982 prompted a shift to flat-bottom designs in the RE40. By 1985, despite achieving seven wins overall in its factory team guise, escalating costs and ongoing reliability hurdles with turbo technology led Renault to withdraw as a constructor at the season's end, redirecting resources to supply customer teams with engines through 1986.

Renault era and team evolution (1977–2020)

Renault re-entered as an engine supplier in 1986 with Lotus, achieving podiums, before providing its newly developed RS1 V10 power unit to the Williams team in 1989. This 3.5-liter engine, featuring innovative pneumatic valve technology, propelled Williams to second place in the Constructors' Championship that year. The partnership proved highly successful, with Renault engines powering six consecutive Drivers' Championships from 1992 to 1997—won by (1992, Williams), (1993, Williams), (1994–1995, Benetton), (1996, Williams), and (1997, Williams)—and contributing to six Constructors' titles during the same period, including Benetton's 1995 victory and Williams' successes in 1992–1994 and 1996–1997. These achievements underscored Renault's engineering prowess in naturally aspirated V10 configurations, which remained the standard until mandated a switch to 2.4-liter V8 engines in 2006. In 2000, Renault acquired the Enstone-based Benetton team, rebranding it as the for the 2002 season. This works team effort culminated in Constructors' and Drivers' Championship doubles in 2005 and 2006, both secured by . A pivotal moment came during the , where overcame a 12th-place qualifying to finish third, clinching the Drivers' title by just two points over in a dramatic comeback under rainy conditions. However, the era was marred by controversy in 2008, when deliberately crashed during the on to aid 's victory, a scandal known as "Crashgate" that was exposed in 2009 and led to severe penalties for team principal and director of engineering . Facing financial pressures amid the global economic downturn, Renault sold a 75% stake in the team to Luxembourg-based investment firm at the end of 2009, retaining a minority share and continuing as engine supplier. The team adopted the Lotus Renault GP branding from 2011 to 2015 under this partial ownership structure, with providing technical and sponsorship support. In December 2015, Renault reacquired a controlling stake from —effectively buying back the team for a nominal sum—to relaunch as a full works outfit for the 2016 season. The mid-2010s marked a period of struggle for the Renault team, hampered by development delays and uncompetitive chassis. It finished sixth in the Constructors' Championship in 2016 and 2017, dropping to eighth in 2018 with just 57 points, before improving to fifth in 2019 and 2020. Driver lineups reflected these challenges, with Carlos Sainz Jr. partnering from 2017 to 2018, followed by Sainz's departure to and Hülkenberg's replacement by , who joined alongside in 2019 and stayed through 2020. Amid ongoing ownership transitions, including partial stake sales between 2009 and 2015, Renault announced in September 2020 its decision to rebrand the team as Alpine for the 2021 season, aiming to align operations with its Alpine sports car brand for greater global marketing synergy.

Management and organization

Ownership and current leadership

The Alpine F1 Team is majority-owned by the Group, which holds the controlling stake in the operation as part of its long-term commitment to Formula 1. A minority 24% stake is owned by the US-based firm Otro Capital, which acquired its full share in December 2023 to support the team's financial structure. As of October 2025, Otro Capital is holding exploratory talks to sell its stake, with Group having the right to make the first offer if Otro decides to sell. As of late 2025, the team's leadership is headed by in his role as Executive Advisor, a position he assumed in June 2024 to drive strategic turnaround efforts, effectively overseeing major decisions including day-to-day operations following recent changes. Steve Nielsen serves as Managing Director, appointed in July 2025 to handle operational leadership at the team's base, reporting directly to Briatore and bringing experience from prior roles in Formula 1 sporting operations. This structure replaced earlier configurations, with no dedicated CEO role for the F1 team explicitly named in current announcements, though Group's broader oversight continues through its executives. Key leadership transitions have marked the period from 2023 onward, reflecting ongoing efforts to stabilize the team amid performance challenges. Bruno Famin took on an interim Team Principal role in mid-2023 following the departure of Otmar Szafnauer, later confirmed for the full 2024 season while also managing Renault's wider motorsport activities; he stepped down by the end of August 2024 to focus on endurance racing programs. Oliver Oakes, a 36-year-old British motorsport executive and founder of Hitech Grand Prix—who himself was a former karting world champion—succeeded Famin as Team Principal in July 2024, becoming the second-youngest in F1 history at the time, but resigned in May 2025 after less than a year, with Briatore assuming his responsibilities on an interim basis. Briatore's return was enabled by the lifting of lingering restrictions from his 2009 FIA lifetime ban—imposed over the "Crashgate" scandal at Renault, where he was found to have ordered a deliberate crash—after a French court overturned it in 2010, allowing his full re-entry into official F1 roles by 2024. Under this , strategic decisions have emphasized compliance and to position the team for regulations. In 2024, Alpine focused on adhering to the FIA's cost cap, accepting a minor procedural breach fine of $400,000 for the 2023 cost cap, announced in October 2024, alongside bearing administrative costs, as part of broader efforts to manage expenditures within the financial limits. For 2025, the team underwent in preparation for the 2026 regulations, including staff reallocations at its facility to adapt to a budget-constrained environment. Briatore has driven an aggressive recruitment strategy, targeting high-potential talent such as driver and engineering prospects to bolster competitiveness, while prioritizing results-oriented lineup decisions. Influencing these moves, the Group's board decided in 2023 to cease in-house power unit production after the 2025 season—formally confirmed in September 2024—leading to a multi-year supply agreement with starting in 2026, extending at least through 2030 to reduce costs and refocus resources on development.

Facilities and operational structure

The Alpine F1 Team operates from two primary facilities: the Whiteways Technical Centre in , , , which serves as the hub for design, , and manufacturing, and the Viry-Châtillon site near , , focused on power unit development. The facility, spanning approximately 183,000 square feet, houses advanced testing infrastructure including a for aerodynamic validation and a high-fidelity to support virtual development under Formula 1's cost cap regulations. Recent upgrades to the simulator, approved in 2023 and operational by 2025, enhance correlation between virtual and on-track performance, enabling efficient resource allocation amid tightened financial constraints. At , the team has historically centered engine research and production since the 1970s, but in September 2024, Alpine announced the cessation of its in-house Formula 1 power unit program at the end of the 2025 season, transitioning to Mercedes power units from 2026 onward. This restructuring includes significant downsizing, with approximately 166 staff affected at the site, reducing numbers from around 500 to 334, as part of the broader "Hypertech Alpine" initiative to repurpose the facility for advanced engineering in road car electrification. The team's operational structure involves over 1,200 employees distributed across these sites, with around 850 at handling chassis and race operations, and the remainder at Viry supporting efforts until the transition. Post-COVID adaptations have integrated cloud-based platforms, such as the Alpine Data Science Platform on , to facilitate remote collaboration between and French teams for in and testing. Logistics for parts transport rely on specialized freight operations, moving about 30 tons of equipment per race weekend via air and sea, coordinated through Alpine's parent company resources to ensure timely global delivery. Key investments include a 2023 partnership with to bolster virtual testing capabilities through AI-driven simulations, reducing physical prototyping needs and aligning with cost cap efficiencies. In sustainability, Alpine achieved FIA Three-Star Environmental Accreditation in 2023 and partnered with to pursue net-zero operations at by 2030, supporting Formula 1's overarching carbon-neutral target through logistics and energy-efficient facility upgrades. The team faces challenges from industry-wide staff poaching, with rivals like experiencing key departures to Alpine in 2024, prompting retention strategies including competitive bonuses to maintain expertise amid internal reorganizations and the Viry transition.

Drivers and personnel

Race drivers (2021–present)

served as a race driver for Alpine from the team's rebranding in 2021 through the 2024 season, forming an all-French lineup initially alongside and later . During his tenure, Ocon achieved the team's first victory under the Alpine name at the , capitalizing on a chaotic race triggered by a multi-car collision. His relationship with the team soured over time, marked by on-track incidents such as his clash with Gasly at the 2024 , leading to a contentious mutual parting at the end of 2024. Ocon departed for Haas ahead of the 2025 season on a multi-year contract, citing disagreements on team direction and strategy as key factors in the split. Pierre Gasly joined Alpine for the 2023 season from AlphaTauri on a multi-year contract, taking over from and establishing himself as the team's lead driver with a focus on long-term development. Since arriving, Gasly has delivered key results, including podium finishes at the and the 2024 São Paulo Grand Prix, contributing to Alpine's constructors' points haul. His contract was extended through 2026 in mid-2024 and further to the end of 2028 in September 2025, underscoring his leadership role in guiding the team through the 2026 regulation changes and engine switch to Mercedes. In the 2025 season, Gasly has been the team's primary points scorer, exemplified by his seventh-place finish at the , earning six points amid a challenging campaign for the squad. Oscar Piastri began his association with Alpine as a development and reserve driver from 2021 to 2022, supporting the team's junior program after winning the Formula 2 championship in 2021. During this period, he participated in testing and simulator work, gaining valuable insights into Formula 1 operations without a full race seat. Piastri departed for ahead of the 2023 season following a high-profile contract dispute resolved by an , which confirmed his commitment to the British team over Alpine's claims. Jack Doohan progressed within Alpine's driver academy, serving as a reserve driver in 2024, making his Formula 1 debut at the 2024 Abu Dhabi Grand Prix, before earning promotion to a full race seat for the 2025 season alongside Gasly, replacing the outgoing Ocon. As the first Alpine Academy graduate to secure a race seat, his tenure was short-lived, spanning seven races where he struggled with consistency and recorded no points, including retirements due to incidents. Doohan was replaced by Franco Colapinto and demoted back to reserve status after the in May 2025, a decision described by team advisor as necessary for competitiveness, though Doohan called it "tough to take." In January 2026, Alpine confirmed a mutual agreement with Doohan to end his driving services ahead of the 2026 season, allowing him to pursue other career opportunities, while thanking him for his four years of commitment and professionalism. He has since focused on simulator duties while exploring opportunities in other series like Super Formula. Franco Colapinto joined Alpine as a reserve driver on a multi-year deal in January 2025 after a stint at Williams in late 2024, where he impressed with several top-10 finishes. He was promoted to a full race seat mid-season from the Grand Prix onward, replacing Doohan to inject fresh momentum into the lineup. Despite a point-less 2025 campaign with Alpine, Colapinto showed promise in qualifying and defensive drives, such as recovering to 16th place at the Grand Prix after a qualifying crash. In November 2025, Alpine confirmed Colapinto's retention alongside Gasly for 2026 on an extended multi-year contract, emphasizing stability for the new power unit era.

Key non-driving staff

The Alpine F1 Team's non-driving staff has undergone significant evolution since the 2021 rebrand, with key figures driving technical innovations, strategic decisions, and organizational restructuring to address performance challenges through 2025 and prepare for the 2026 regulations. served as managing director from 2017 to 2021, playing a pivotal role in the transition from to the Alpine identity, which emphasized brand synergy with Renault's sports car division and aimed to revitalize the team's competitive standing. Under his leadership, the team secured fourth place in the constructors' championship, providing a foundation for the rebrand despite internal Renault Group shifts. Following Abiteboul's departure in January 2021, took over as team principal in early , bringing experience from Racing Point, where he had stabilized operations; however, his tenure through mid-2023 yielded mixed results, including a sixth-place finish in but internal tensions and a mid-season exit amid broader management overhauls. Bruno Famin succeeded Szafnauer as interim team principal from July 2023, later confirmed in the role through February 2024 and continuing until August 2024. During his tenure, Famin oversaw efforts to improve on-track performance amid a challenging 2023 season (ninth in constructors') and early 2024 struggles, while managing internal restructuring and the departure of key sporting staff. His exit in August 2024 paved the way for further leadership changes. Oliver Oakes was appointed team principal in July 2024, focusing on operational efficiency and youth development within the . His leadership emphasized collaboration between and facilities, but he resigned in May 2025 amid ongoing performance issues and driver lineup instability, with the team rooted near the bottom of the constructors' standings early in the season. In 2024, returned as executive advisor, exerting de facto strategic oversight and spearheading a drive to bolster the team's technical expertise for 2025 performance gains and 2026 readiness. His influence led to the hiring of Sanchez as executive in May 2024, who, drawing from prior roles at Ferrari and , has overseen development and aerodynamic upgrades, including refinements to the A525's floor design that improved efficiency during the 2025 season. Sanchez's integration has focused on long-term platform stability, positioning Alpine to target contention under the new power unit era. Complementing this, Steve Nielsen joined as managing director in September 2025, leveraging his prior experience as Williams to handle race operations and strategy, such as optimized protocols that contributed to Alpine's improved results in the latter part of the 2025 season. Briatore's 2025 efforts also included ex-Ferrari personnel like Dave Greenwood, appointed racing director at the start of 2025 to enhance on-track execution and integration with the incoming Mercedes power units for 2026. These changes have aimed to streamline a previously fragmented structure, fostering better collaboration across technical and operational teams to reverse early 2025 setbacks and build toward sustainable competitiveness.

Technical development

Chassis and aerodynamics

The for Alpine F1 Team's cars adheres to Formula 1 standards, utilizing a carbon fiber structure reinforced with an aluminum core to achieve superior torsional stiffness and lightweight , a design principle established since the material's introduction in the sport in 1981. This serves as the survival cell, integrating with suspension components while complying with crash test requirements set by the FIA. For the 2021 season, the represented a conservative evolution from the prior model, constrained by a development freeze on non-powertrain components to control costs amid the introduction of the budget cap. The design prioritized reliability over radical changes, incorporating a revised center cooling layout to recover aerodynamic efficiency lost from regulatory adjustments. Early testing revealed challenges with , contributing to understeer tendencies that the team addressed through setup tweaks rather than structural modifications. The 2022 A522 marked a shift to the new ground-effect regulations, emphasizing underbody aerodynamics for generation while navigating the challenges of the venturi floor design. The car initially exhibited porpoising—a bouncing effect from aerodynamic sensitivity to —which Alpine mitigated mid-season through suspension adjustments and aerodynamic refinements, allowing better control over straight-line stability. Enhancements to the (DRS) improved overtaking efficiency by optimizing rear wing stall characteristics under the new aero philosophy. In 2023 and 2024, the A523 and A524 chassis focused on refining ground-effect performance amid evolving FIA scrutiny on flexible components. The A523 faced rear wing flexibility controversies, prompting the FIA to introduce Technical Directive TD018 for stricter deflection tests on aerodynamic elements to ensure compliance. For the A524, Alpine adopted a more aggressive approach with reconfigured underfloor channels to enhance from the diffuser region, alongside a redesigned pushrod rear suspension for improved load paths and aerodynamic integration. These updates aimed to balance tire management and straight-line speed without exceeding the flexibility limits enforced by regulators. The A525 builds evolutionarily on its predecessor, retaining the core structure while incorporating Mercedes-inspired front wing revisions—such as a flap configuration—to optimize management and reduce induced drag for better preservation. Aerodynamic development operates under the constraints of the cost cap, which limits overall spending on tools like (CFD) simulations to a base of approximately $135 million annually (adjusted to $140.4 million for due to and 24 races), prioritizing efficient for high-impact gains.

Power units and engine partnerships

Alpine F1 Team has relied on Renault-developed power units since its rebranding in , continuing a legacy that traces back to Renault's return to hybrid in as the sole French manufacturer in . This marked Renault's re-entry into supplying competitive V6 turbo-hybrid engines after a hiatus, initially powering teams like until the partnership ended in 2018 due to performance shortfalls and strategic shifts. By , with Alpine as the , the focus shifted to in-house power unit development at the facility to align with the team's chassis operations. From to 2025, Alpine utilized the E-Tech RE series power units, a 1.6-liter V6 turbocharged hybrid setup limited to 15,000 RPM, incorporating systems (ERS) for enhanced performance under the regulation freeze aimed at cost control and reliability. The initial RE21 unit in emphasized durability following the stringent post-2020 regulations that had challenged suppliers like , prioritizing zero component failures over raw power gains to build a stable foundation for the team's midfield competitiveness. Subsequent iterations, such as the RE23 in 2023, faced a notable power deficit estimated at around 20 horsepower compared to rivals like Mercedes and Ferrari, attributed to efficiency and ERS deployment limitations that hampered straight-line speed and overall lap times. Development of these units centered at , where engineers evolved the hybrid components, including the MGU-K ( recovery) for better battery recharge rates and the MGU-H (heat recovery) for turbo efficiency, within the constraints of development freezes that limited major overhauls after 2022. In , the RE24 benefited from improvements through One's broader Aramco partnership, which introduced higher blends of sustainable fuels—reaching up to 10% bio-derived content (E10 blend)—enabling marginal gains in without altering the core engine architecture. These evolutions helped mitigate some reliability issues but could not fully close the performance gap, as frozen rules restricted aggressive upgrades. The 2025 season marked the end of the RE25 as Renault's final in-house power unit, operating under reduced development budgets and minimal updates due to the impending program closure, which led to persistent qualifying deficits including frequent Q1 eliminations for both drivers. This end-of-life status exacerbated the power shortfall, contributing to Alpine's struggles in high-downforce circuits where engine output critically influences sector times. To address these limitations and prepare for the 2026 regulations emphasizing sustainable fuels and simplified hybrids, Alpine announced a multi-year customer power unit agreement with High Performance Powertrains in November 2024, covering supply of the PU and gear cluster until at least 2030. The transition implies adaptations for Mercedes' packaging, potentially optimizing but requiring careful integration to match the bespoke layout's ergonomics.

Racing history

2021 season

The 2021 season represented the inaugural campaign for the Alpine F1 Team, following its rebranding from the F1 Team as part of Group's strategy to align its motorsport efforts with the Alpine brand. The team unveiled a striking dominated by metallic blue with white and red accents, drawing inspiration from the French tricolour to emphasize its national heritage. The driver lineup consisted of , retained from the previous year, and , the two-time world champion returning to the sport after a two-year hiatus in the World Endurance Championship. Pre-season testing at the provided encouraging signs, with Ocon posting the third-fastest time on Day 1 (1:31.146) and Alonso setting Alpine's overall best lap of 1:30.318 on softer tires during Day 3, indicating solid reliability and pace potential despite limited running due to the condensed three-day format. On-track performance saw Alpine secure fifth place in the Constructors' Championship with 155 points, a respectable result amid a midfield battle with teams like and Ferrari. Ocon contributed 74 points to finish 11th in the Drivers' Championship, highlighted by his maiden Grand Prix victory at the —Alpine's first since Nelsinho Piquet's win at the same circuit in 2008—capitalizing on a rain-affected race and strategic pit stops amid chaos from multiple retirements. , adapting quickly to the hybrid era's demands, scored 81 points for 10th in the standings, with his standout moment being a third-place finish at the , his first podium since 2014 and a testament to the A521 chassis's late-season improvements. The duo's closely matched rivalry—split 11-11 in qualifying head-to-head—underscored the team's internal competitiveness without major conflicts. The season was not without challenges, including significant development hurdles from wind tunnel correlation issues over the European winter, which Alpine later estimated cost "weeks of development" and several tenths of a second in performance heading into the campaign. These setbacks contributed to an inconsistent early season, with the team struggling for outright pace until mid-year upgrades at events like the helped close the gap to the midfield leaders. Off the track, the team faced upheaval with the abrupt announcement in of Abiteboul's departure as managing director, a role he had held since ; he was replaced by a structure led by CEO , marking a transitional phase amid the rebrand. Despite these obstacles, Alpine's fifth-place finish exceeded pre-season expectations and laid a foundation for future progress under the ongoing 2021 technical regulations.

2022 season

The 2022 season marked Alpine's full adaptation to Formula 1's new ground-effect aerodynamic regulations, which introduced significant challenges for all teams, including porpoising—a bouncing effect that affected ride quality and performance, particularly in early races like the where the team struggled with setup compromises to mitigate the issue. Despite these hurdles, Alpine demonstrated resilience in the midfield, finishing fourth in the Constructors' Championship with 173 points, a solid result that highlighted the A522 chassis's competitive potential under the revised rules. The driver lineup featured Esteban Ocon continuing from the previous year alongside Fernando Alonso, who was promoted from his 2021 reserve role to a full-time seat, bringing veteran experience that proved invaluable in extracting performance from the car. Alonso's integration was seamless, as he secured multiple top-five finishes, including fifth places at the British Grand Prix—described as one of the team's strongest outings—and the Belgian Grand Prix, contributing significantly to the points tally amid intense battles with McLaren. Ocon complemented this with consistent scoring, such as his sixth place in Australia, though the pair faced setbacks like Alonso's retirement there due to a steering failure. Mid-season development focused on aerodynamic refinements, with a redesigned floor introduced at the delivering a substantial increase that helped solidify the team's midfield position without breaching the $140 million budget cap, which constrained aggressive upgrades across . Reliability remained a persistent challenge, particularly with the power unit; the team prioritized performance gains over durability, leading to multiple failures for , including issues in and later races that cost potential points in the tight fight for fourth. These problems were exacerbated by the budget cap's limits on development resources, forcing conservative approaches to fixes until the 2023 . Off the track, Alpine underwent leadership changes to streamline operations under the new regulations, appointing as team principal in February, a move aimed at enhancing decision-making and stability for the Enstone-based squad. While reserve driver handled some testing duties, there was no formal test role for following his departure that year, though speculation linked him to the team amid broader driver market shifts. Overall, the season built on the 2021 rebrand's momentum, positioning Alpine as a credible midfield contender despite regulatory and technical teething pains.

2023 season

The 2023 season marked a challenging year for the Alpine F1 Team, characterized by inconsistent on-track performance and significant off-track upheaval, as the team struggled to build consistently on the aerodynamic foundations established in 2022. Retaining and as its driver pairing, Alpine scored 120 points to finish sixth in the Constructors' , with Gasly tallying 62 points for 11th in the Drivers' standings and Ocon accumulating 58 for 12th. Despite flashes of potential, the team achieved no finishes in the main Grand Prix races, though Gasly secured second place in the Sprint. Early in the season, reliability woes hampered progress, echoing issues from the previous year but with targeted improvements underway. In the season-opening , Ocon retired due to a power unit failure, while Gasly salvaged two points with a ninth-place finish, highlighting ongoing concerns with the power unit despite pre-season fixes aimed at resolving 2022's overheating problems. The brought modest gains, with Ocon in eighth and Gasly ninth for six points total, though brake-related issues persisted into the weekend, prompting a "deep dive" into the problem by the team's . A highlight came at the , where Gasly delivered Alpine's strongest result with fourth place, rising through the field on strategy before a late for intermediate tires in changing conditions cost him a potential ; Ocon added two points from ninth. Mid-season controversies further disrupted momentum, particularly surrounding the flexibility of the A523's rear wing. During the Canadian Grand Prix in June, raised safety concerns with the FIA over the "extreme" wobble observed in Alpine's rear wing under load, prompting scrutiny but no immediate ban; the incident underscored broader debates on flexible aerodynamic components across . Off the track, leadership instability intensified when team principal and sporting director departed abruptly in July, amid reports of internal restructuring; , vice-president of Alpine Motorsports, stepped in as interim team principal from the onward. Famin later described the changes as part of a necessary "phase two" overhaul to align the team's operations. To combat inconsistency, Alpine introduced several upgrades throughout the year, focusing on and reliability. A significant package arrived before the summer break, including a revised floor to enhance and balance, which the team hoped would yield gains in the latter races. Power unit enhancements, permitted under reliability exemptions to the development freeze, addressed prior vulnerabilities, allowing more consistent deployment without the frequent failures that had plagued 2022. These efforts contributed to stronger second-half showings, such as Gasly's fourth places in the and , but the team ultimately stagnated in the midfield, unable to challenge the top five consistently.

2024 season

The 2024 season marked a challenging yet ultimately redemptive year for the Alpine F1 Team, as the squad navigated internal conflicts, aerodynamic developments, and leadership transitions en route to sixth place in the Constructors' Championship with 65 points. and formed the driver lineup for the first 23 races, with Gasly contributing 42 points to finish 10th in the Drivers' Championship and Ocon adding 23 points before being released early from his contract. Jack Doohan, the team's reserve driver, stepped in for the season finale at the , marking his Formula One debut but scoring no points in 12th place. The season began with zero points in the opening four races, reflecting ongoing struggles with the A524 chassis, but a late surge—driven by strategic successes and wet-weather prowess—secured the P6 finish ahead of rivals Haas and Williams. Tensions between Gasly and Ocon escalated dramatically at the , where Ocon's aggressive inside move at Portier on the opening lap caused a collision that sent his teammate briefly airborne, resulting in both cars retiring early with damage. Gasly expressed deep frustration post-race, labeling the incident "unacceptable" and something that "should not happen between teammates," while Ocon issued a public apology but defended his actions as a racing incident. The clash prompted an internal review by team principal , who warned of potential consequences, including consideration of suspending Ocon for the following —though he ultimately raced without further FIA penalty. This episode highlighted simmering intra-team dynamics, exacerbated by the drivers' prior history, and contributed to Ocon's abrupt contract termination announced in December. Alpine's performance improved incrementally through targeted upgrades, starting with a revised front wing introduced at the , which featured updated endplates and flaps inspired by Mercedes' semi-detached design to enhance airflow management and front-end grip. Gasly described this as the "first step in the right direction," though the team scored no points in Suzuka with a P7 and P9 finish. Further developments followed, including and diffuser refinements tested in that yielded measurable gains, estimated at around 0.2 seconds per lap in high-speed sectors through better rear efficiency. At , minor evolutions to the front wing and sidepod vanes aimed to optimize wake management, but results remained modest with zero points amid a rain-affected weekend. Throughout the year, Alpine adhered to the FIA's cost cap, avoiding any spending breaches while focusing resources on these aero packages to climb the midfield. Standout race results underscored the team's resilience, particularly in chaotic conditions. The first points arrived in with Gasly's P5, boosted by the new upgrades, while Ocon recovered to P8. However, the season's highlight came at the Grand Prix, where heavy rain and a red-flagged start allowed Alpine to capitalize on superior wet setup; Ocon charged from 17th to second for his first podium since 2021, and Gasly followed in third, netting 33 points in a single weekend and vaulting the team into P6. Earlier promise in evaporated with mechanical issues preventing a potential double-points finish, and saw Gasly's strong pace marred by traffic. Doohan's reserve role included key testing sessions, such as a two-day run in the 2022-spec A522 at in May and tire evaluation at in July, building experience ahead of his promotion. Off-track, the season was defined by restructuring to address performance woes. In June, Renault Group CEO appointed as Executive Advisor for the F1 division, leveraging his prior success with the team to oversee strategic and commercial aspects starting at the . Famin stepped down as team principal in July, transitioning to a role at Renault's engine facility, with Oliver Oakes—founder of —taking over effective September 1 as the grid's youngest team boss at age 36. A pivotal announcement came in November, confirming Alpine's switch to Mercedes power units and gearboxes from 2026 onward, ending in-house Renault development to refocus resources on competitiveness. These changes, amid the fallout's aftermath from the prior year, positioned Alpine for a transitional 2024 focused on stability and late-season momentum.

2025 season

The 2025 season represented the final year of Alpine's partnership with as an engine supplier, marked by driver instability and a battle at the bottom of the Constructors' standings. competed in all races as the team's anchor driver, while the second seat saw flux: rookie Jack Doohan started alongside him for the opening six Grands Prix, replacing who had departed after 2024. Doohan's underwhelming performances, including no points scored and multiple incidents, led to his demotion to reserve status, with promoted from reserve to racing duties starting at the . Alpine's Constructors' tally stood at 22 points as of November 19, 2025, positioning the team in 10th and last place with three races remaining and little prospect of significant improvement amid a challenging campaign that saw early struggles persist. Highlights included Gasly's P7 finish in —Alpine's strongest result of the year—and competitive showings like setting the pace in opening for the Sprint before a Lap 1 incident. Colapinto, taking over from , has yet to score points in his 15 races to date, including a difficult outing in where he crashed out in qualifying. Reliability with the final-spec power unit showed some late-season improvements, enabling higher completion rates despite ongoing midfield challenges. Mid-season challenges persisted, particularly Doohan's inability to adapt, culminating in his benching after the and drawing criticism for the team's abrupt handling of the rookie. Points opportunities slipped away in variable conditions, such as the at , where wet weather disrupted strategies and left both cars scoreless despite midfield qualifying pace. To address tire degradation issues, Alpine rolled out a revised aerodynamic package—including front wing and brake duct tweaks—for the Las Vegas Grand Prix, yielding modest gains in straight-line speed but arriving amid tightening budget caps that exhausted development allocation before . Off the track, Alpine bolstered its future lineup on November 7, 2025, by announcing a multi-year contract extension for Colapinto into 2026 and beyond, despite his lack of points, citing his raw talent and qualifying promise as key factors; the decision sparked controversy, with former driver Jacques Villeneuve criticizing it as favoring financial backing over performance. This move provided stability amid the season's flux, with team principal Oliver Oakes emphasizing continuity in leadership from 2024 as a foundation for late-season recovery efforts.

2026 season and future plans

In November 2025, Alpine F1 Team confirmed its driver lineup for the 2026 season, retaining alongside , the 22-year-old Argentine who joined mid-2025. This decision emphasizes a youthful pairing to navigate the major regulatory overhaul, with Colapinto's extension reflecting the team's investment in emerging talent despite his challenging rookie year. Alpine's technical preparations for center on integrating power units and gearboxes under a multi-year agreement announced in November 2024, marking the end of Renault's in-house engine supply. At its facility, the team has accelerated chassis development to align with the new regulations, which introduce smaller, lighter cars and active aerodynamics systems replacing DRS with configurable modes for . Early concept images released in January 2025 highlight compliance with these aero rules, aiming for improved agility and efficiency. Under Executive Advisor Flavio Briatore's leadership, Alpine's strategy targets race wins in 2026 and positions the team as title contenders by 2027, supported by targeted recruitment to bolster competitiveness. At the site, staff previously focused on F1 power units are being reallocated to hybrid and for road car projects, including batteries and electric motors, while maintaining support for the World Endurance Championship program. As a customer team to Mercedes, Alpine faces limitations in development priority compared to the works squad, potentially complicating integration and upgrades. Adaptation to the 2026 fuel regulations, which mandate 100% sustainable fuels limited to 70kg per race, presents further hurdles in optimizing power delivery and . Long-term, Alpine seeks synergies between its F1 efforts and hypercar program, with the A424 prototype undergoing aerodynamic revisions for the 2026 World Endurance Championship season to enhance performance alignment across divisions.

Achievements and records

Constructors' and drivers' results

The Alpine F1 Team, operating under the name from 1977 to 2020 and rebranded as Alpine since 2021, has won two Constructors' Championships in 2005 and 2006, both powered by the and led by driver . The team has accumulated 35 race victories as a constructor, spanning from its debut era through the mid-2000s dominance, with the last win occurring in 2021.
YearConstructors' PositionPointsNotes
19774th74Debut season
19787th28
19798th26First win (French GP)
19803rd49
19816th20
19824th28
19835th36
19845th41
19854th36
19865th34
20024th23Return as full works team
20034th88
20043rd105
20051st191Constructors' title
20061st206Constructors' title
20073rd51
20088th17
20098th26
20105th163
20115th73
20124th303As Lotus-Renault GP
20134th315As Lotus F1 Team (Renault engines)
20148th10As Lotus F1 Team (Renault engines)
20156th78As Lotus F1 Team (Mercedes engines)
20169th8
20176th57
20185th91
20195th91
20205th84
20215th1551 win (Hungarian GP)
20224th173
20236th62
20246th65Double podium (São Paulo GP)
202510th22
*Note: Positions and points reflect Renault/Alpine as constructor; engine supplier years (2007–2015) show team positions where applicable. Data compiled from official records up to the 2025 season finale. Among drivers, secured two Drivers' Championships in 2005 and 2006 while racing for , contributing 15 of the team's 35 wins during that period. claimed Alpine's sole victory under the current branding at the and has amassed three podiums for the team, including a second-place finish at the 2024 Grand Prix. has recorded two podiums for Alpine as of the end of 2025, highlighted by third place at the 2024 Grand Prix and third at the despite the team's challenges. Key milestones include the team's inaugural win in 1979 at the , driven by in the turbocharged , marking the first victory for a turbo-powered car in F1 history. The most recent triumph came in 2021 with Ocon's strategic masterclass in . Renault/Alpine drivers have set 33 fastest laps in total, with René Arnoux achieving four in 1980 alone, including the where he won and set the lap record. In comparison to rivals like Ferrari, which holds a record 16 Constructors' titles, Alpine/Renault's two championships represent fewer outright successes but underscore pioneering contributions, such as introducing turbocharging in 1977, which revolutionized engine technology and led to widespread adoption across the grid. In the 2025 F1 Sim Racing World Championship, Alpine Esports placed 10th in the teams' standings, earning $30,000 in prize money amid a competitive virtual season.

Esports and other series involvement

Alpine entered the Formula 1 Esports Series in 2021 with the establishment of Alpine Esports, aiming to identify and develop top virtual racers through a dedicated training facility in . The team has competed annually since then, fielding line-ups including drivers like Patrik Sipos and emerging talents in the iRacing-powered championship. In 2024, Alpine rebranded its esports division to Alpine Sim Racing and partnered with to enhance its sim racing capabilities and driver recruitment. The Alpine Academy supports driver development in feeder series such as Formula 2 and Formula 3, with participants like Jack Doohan competing in F2 during 2024 before his initial promotion to a full-time F1 seat in 2025, though he was replaced mid-season by . Other academy members in 2024 included (seventh in F2), Kush Maini (13th in F2 and appointed reserve driver for 2025), (second in F3), and (11th in F3). For 2025, the program expanded to include drivers like as reserve (third in 2024 F2), Nina Gademan in , and Keanu Al Azhari in GB3, focusing on pathways from junior formulas to F1 opportunities. Alpine maintains ties to electric racing through its , with drivers such as and participating in a 2024 all-women test with , and a 2025 appearance confirmed for an academy member ahead of the F2 season. These links trace back to Renault's operation of the e.dams team until the end of 2022, after which Alpine evaluated potential entries but shifted focus to academy integrations. Beyond virtual and open-wheel series, Alpine competes in endurance racing with the A424 Le Mans Daytona h (LMDh) hypercar, built on an chassis and powered by an in-house engine, entering the FIA World Endurance Championship's Hypercar class from 2024 with two cars. In GT categories, the brand fields the A110 GT4 for endurance events and the A110 Rally R-GT in , emphasizing lightweight design and agility derived from the road car. The esports program has contributed to talent pipelines, with academy graduates like advancing to F1 after early development under the Renault/Alpine banner. Looking ahead, Alpine is expanding simulation facilities at its base, including a state-of-the-art driver-in-loop simulator in a new building, to support testing for the regulations and enhance overall performance development.

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