The worrying messaging in Alpine's F1 recovery plan

Even before he took himself out of the 2024 Monaco Grand Prix in an aggressive swoop on team-mate Pierre Gasly, it had become clear something had changed in Esteban Ocon’s relationship with Alpine. This is Ocon-Alpine – the sensational winning combination of the 2021 Hungarian GP, with more than a little help from ex-team-mate Fernando Alonso…

Ahead of the action getting under way in Monaco, Ocon had only spoken vaguely of how “if you do a good job on track there should be nothing stopping you in the future”, in terms of remaining with the blue-black team post-2024. His lack of encouragement for his employer spoke loudest in the cramped press room. Earlier in 2024, Alpine team insiders had suggested Ocon’s hollering celebrations at escaping Q1 at the Australian and Japanese races had not gone down well internally.

This all reflects the painful place that Alpine found itself in as the season commenced. After warning, via Gasly, “we just might need to be a little bit patient” at the A524’s February launch, testing revealed the car to be slow and overweight. What had been clear to Ocon and Gasly in December simulation sessions was playing out in reality.

A week later in Bahrain, Alpine announced that technical director Matt Harman and head of aerodynamics Dirk de Beer would be departing. At that first round, the Alpine drivers had locked out the last row of the grid. Even braced for a tough start, team principal Bruno Famin nevertheless called that result “a shock”.

“What I said at that time was true,” he says in Miami’s Hard Rock Stadium, a few hours before NFL mega-star quarterback, and (minority) Alpine investor, Patrick Mahomes will arrive in the team’s hospitality tent. “We were not expecting to have a very good car. From that to being on the last row, yeah, it was a shock. But let’s see the positives.

“The shock is good for the team, because everybody realised that we had to change our way. Change our philosophy, our mindset and it brings added points to what we are doing: changing the mindset in order to push harder to work harder and better.”

Alpine propped up the grid in the Bahrain opener, which Famin admits was a shock despite moderate ambitions for the year

Photo by: Sam Bloxham / Motorsport Images

With Harman and de Beer gone – Famin claims “we said that Dirk and Matt had resigned, but if they resigned we knew or we understood that we will not continue together [anyway]” – a technical department reshuffle followed. Famin implemented a three-pillared model, with technical directors Joe Burnell (engineering), David Wheater (aerodynamics) and Ciaron Pilbeam (performance). Famin calls this a “much more horizontal organisation now to enable everybody to bring their own skills and ideas”.

Then suddenly, the chance to bolster that technical team further appeared. David Sanchez – the former Ferrari head of vehicle concept – was available for immediate employment. This was just four months after he’d joined McLaren as its technical director.

But when Sanchez was deemed “more senior” than the orange team’s own three-pillared technical department apparently warranted – per McLaren team principal Andrea Stella – the relationship fizzled out after just three months. But McLaren didn’t stand in the Frenchman’s way to re-sign with another squad immediately and so Famin “made contact very quickly”.

“We saw that we were on the same line,” he continues. “I think both parties are very happy.”

"People talk a lot about the car being overweight – it was not the major problem of the car. The major problem is that we lacked downforce and we had difficulties to make the tyres work for quali"
Bruno Famin

Three races on from Sanchez’s Alpine arrival being announced ahead of the Miami event, he’s had time to evaluate Enstone’s facilities and operating strengths and weaknesses. Famin said at Imola that Sanchez had identified some “very weak points”, but “good people” too. For those he joined at Enstone, Famin insisted, there was nothing new in such points. But his feeling is that Sanchez possesses a “very accurate view of what will help to go faster”.

“I’m quite happy with the reaction [to the technical structure changes],” Famin says in Miami. “We made some changes. Very happy with having David Sanchez on board. He found that we made the first steps of changes on the technical direction and there was a good reaction from the people. Everybody is now conscious that we need to change and everybody is pushing.”

In the same timeframe, Alpine also scored two points finishes – in Miami and Monaco, one point each from Ocon and Gasly – elevating it above scoreless Sauber in the constructors’ championship. Famin feels these are symbolic of the efforts Alpine has enacted since the scale of its tough 2024 challenge was revealed.

“Part of the plan is being implemented – because we know that the car was a bit overweight at the start of the season,” he says. “Here for the first time and faster than planned and scheduled, we will have the two cars at the minimum weight. We brought two upgrades on the aerodynamic side [before that].

Recent races have shown signs of improvement with Gasly taking tenth, Alpine's second points finish, in Monaco

Photo by: Alpine

“We were not particularly overweight, but it was a matter of 0.2 seconds. The fight is tough now. That every small gain is good to make and this is what we are doing. The weight – people talk a lot about the car being overweight – it was not the major problem of the car.

“The major problem is that we lacked downforce and we had difficulties making the tyres work for quali. Better to get the minimum weight but it was not the major issue. This issue has been solved faster than expected and I’m happy with the direction of the team – pushing hard to do everything faster.

“In Shanghai, we had the new floor, which we were supposed to have only in Miami. We were able to, with the guys at the factory pushing hard, make one for Shanghai [the race before]. It’s a good sign, but it’s a small part of the gap we need to fill. And it will take time.”

Famin’s plan now is to unleash as much potential in the A524 in the summer’s opening weeks. This is before the 2026 chassis rules are revealed by the FIA imminently. After this point – and reflecting what paddock sources suggest will be an expected grid-wide trend of evolution car designs in 2025 as a result – Alpine will switch as much of its resources as possible to nailing the start of F1’s next new era.

But, given Alpine’s lowly constructors’ championship position and the millions of dollars in prize money that will mean forfeiting if it remains ninth compared to the sixth, fourth and fifth secured since 2021, will that satisfy Renault CEO Luca de Meo? He made a rare appearance in the Jeddah paddock at the start of the season to see the race team’s struggles first-hand.

“Everybody knows Formula 1,” Famin replies to this question. “There are no more small teams in Formula 1, thanks to the attractivity [sic] of Formula 1 for three, four years. A lot of investors are coming to Formula 1, including Alpine – we are very happy to have our new investors [Mahomes, Travis Kelce and co].

“This is money coming to all the teams. No more small teams, everybody fighting or improving his position and the fight is very tough, very difficult and this is what is exciting.

“But there is no truth, no rule, otherwise it will be too easy. There is no magic recipe to come from the midfield to the podium. Everybody will apply it, but unfortunately, it’s not the case and we need to fight and that takes time, and everybody knows how difficult it is.”

Famin is keen to ensure focus is placed on improvement in the short-term, as question marks have circled around the team's future

Photo by: Sam Bloxham / Motorsport Images

When reports that Alpine was possibly up for sale (with the condition a new owner retained Renault engines) surfaced post-Suzuka in April, these were hotly refuted. But this hasn’t stopped rumours about the same topic continuing to swirl in the F1 paddock.

Plus, there remains the situation with the Andretti organisation, which is still on the outside looking for a way in. With the discussion over raising F1’s dilution fund contributions to $600million for new teams wanting in for 2026, then rising to $700million from 2028, suddenly paying closer to $1billion for a guaranteed entry and existing facilities, such is the going rate for teams in the cost cap era, makes a mite more sense. Still, Renault would have to agree to sell up.

At the same time, and although Famin insists “we want to take our time”, Alpine also has a big driver line-up problem to solve. It was announced in the wake of Ocon's Monaco misstep that he will depart at season's end, although a driver that has considerable interest from both Haas and Sauber will remain in the car for Canada. But, with both of its current drivers out of contract at the campaign’s end anyway, Alpine can’t remain stationary in the hyperactive 2024 driver market.

"I’m not looking back, OK? I know that I inherited a situation"
Bruno Famin

Gasly appears secure where he is already, but is desirable for other teams if their preferred options don’t work out. Then there’s Alpine’s roster of Academy drivers – including F1 reserve Jack Doohan – and Mick Schumacher. The former Haas F1 racer is currently impressing Alpine at its World Endurance Championship Hypercar squad.

“Mick is doing an incredible job in endurance,” says Famin, who confirms he is “one of the possibilities” for Alpine to sign for 2025. “And what is very impressive is his mindset. Of course, he’s fast, but everyone knows he’s fast and in endurance it’s not always useful to do a very good lap time because then you have the Balance of Performance on top and you have to be careful with performance.

“Where Mick has been really incredible is in his adaptation to the endurance mindset. We used to say single-seater drivers are selfish and Mick, from the very first minute, has been very open, very co-operative. Really helpful for his team-mates [Nicolas Lapierre and Matthieu Vaxiviere], ready to learn everything specific for endurance. A super mindset, super team spirit.”

The emphasis Famin places on such an approach is obvious. With little else to talk about given the team’s current car plight and with F1’s notoriously long lead times for enacting actual change, it’s a sensible plan. But, at the same time, elements of what Famin says clash with traditional motorsport outlooks. Take, for instance, his reaction to our discussion over the 30th anniversary this year of Enstone’s 1994 drivers’ world title with Michael Schumacher, as Benetton.

“Yeah, it was Enstone but it was a different story,” Famin claims. “I’m not sure Red Bull is celebrating the Jaguar victory [when was that?! – ed] or, I don’t know how many years ago, [Mercedes marking] Tyrrell victories. We have inherited or bought some companies, but it’s not really our legacy.

Impressive showings for Alpine's WEC arm could give Mick Schumacher a shot at replacing Ocon in Alpine's F1 roster next year

Photo by: Andreas Beil

“I think we need to look at the present and at the future, and I don’t think we are going to celebrate that. It will be even a bit counterproductive because, again, we need to push hard and to see what we need to do to improve. And not just to congratulate ourselves, saying ‘30 years ago some of the people here have been world champion in a totally different context’. It’s not the right time.”

Of the team’s upcoming 20th anniversary of its 2005 world title double with Alonso, as Renault, it’s the “same thing”.

“I’m focused on [turning the race team around],” insists Famin. “If the Renault brand wants to celebrate something, I’m very happy. On the Formula 1 team, being where we are, the work we need to do, everything we need to implement to improve the situation, I really want to send a signal out saying that we need to change for better.

“For more agility, more efficiency. And not to say, ‘Hey, we have been world champions 30 years ago, look how good we are’. We are not good. We need to improve.”

For a team that has a proud history since its arrival in F1 as Toleman in 1981, this is rather jarring, particularly because the squad has been keen to celebrate its roots as Team Enstone in the past. And yet, there’s quite a significant chunk of cold, F1 logic shining out at the same time. Only the next championship really matters.

There is, however, something illogical in what Famin said in response to a question at Imola asking where exactly he felt the team had gone wrong. “I’m not sure I’m super interested in knowing the answer to that question,” he said. “I’m looking ahead.”

This reflects his stance back in Miami, when ex-Alpine team boss Otmar Szafnauer’s response to Famin’s “the car we have now is the result of previous management” comment to F1’s official website was relayed by Autosport. Szafnauer’s position is that when he left nearly a year ago at the start of the 2023 F1 summer break, only then “is when they started on next year’s car”. Szafnauer is adamant decisions made following his exit led to the A524’s mediocrity.

“I refuse to comment,” is Famin’s response. “I’m looking ahead. I’m not looking back, OK? I know that I inherited a situation. The situation was not good enough for designing a good car for 2024 and that’s all I know. But I don’t… I want to spend my time looking at how to improve the car and the team, not in other things.”

Famin is not interested in revisiting the problems that have led to its current malaise, which he blames on problems inherited from predecessor Szafnauer (left), who along with Permane (right) was axed last year

Photo by: Alpine

But Famin has no regrets in Alpine pursuing what back at the launch was called a car “new from front to back”, by Harman. This is because, he says, “it’s a fact that our car [in 2023] was quite different from the others, which are lower, stiffer”.

“We couldn’t get much more gain from that philosophy,” he adds. “Now we’re exploring new paths of course to make the gains we need. For sure it’s not the year we’re aiming for. And we want to fight much further ahead. It was quite clear during the winter that we were not reaching our goals in terms of performance gains. That’s why we were a bit cautious during the launch about performance.

“We knew it would be difficult, we have not developed the car enough. We made progress, but not enough compared to the competitors. That’s why we are back here. And of course, we are not happy with that and we are making changes to resolve the situation.” Just last week, Alpine sacked operations director Rob White…

The intent is clear. Only future success matters for Alpine but, throughout its time since Renault bought back the team for 2016, that message has been offered time and again. And with Famin refusing to publicly acknowledge the team’s previous failings, this presents a concern. All will be forgotten if his plan comes off, but Alpine has to get there first.

Can Alpine navigate its current choppy waters and soar to new heights?

Photo by: Zak Mauger / Motorsport Images