Alpine’s Recent Developments: A Shift in Leadership and Driver Line-Up
In the world of Formula 1, the recent changes at Alpine have stirred significant discussion among fans and analysts alike. The announcement of Franco Colapinto joining the racing team, replacing Jack Doohan, was widely anticipated. This move had been speculated upon even before the season began, as Colapinto’s signing was perceived as a strategic maneuver to elevate the competitive pressure on Doohan. As a result, Doohan found himself facing questions about his future before the season opener, creating an uncomfortable atmosphere for him.
On the other hand, the resignation of Oliver Oakes from his position came as a surprise. Just days prior, Oakes was actively addressing rumors surrounding Colapinto’s potential replacement of Doohan. The sudden departure of both Oakes and Doohan from their roles left many wondering about the underlying dynamics within Alpine and what this meant for the team’s future.
The prevailing sentiment following Oakes’ resignation was that he wanted to allow Doohan the opportunity to secure his first points in Formula 1, while Flavio Briatore, the executive advisor, seemed to be keen on placing Colapinto in the driver’s seat. Briatore had previously brokered deals with Argentine sponsors, eager to support the country’s first F1 driver since Gaston Mazzacane, particularly after Colapinto’s stint with Williams last year. It appeared that Oakes recognized the inevitability of Briatore’s influence and possibly felt that he was being sidelined in his own role.
In a well-structured team environment, such as that at McLaren, the division of responsibilities is clear. Zak Brown manages the commercial and business aspects while Andrea Stella oversees the team’s factory operations and race activities. Although Brown has a significant say in driver selections, he does so in collaboration with Stella. However, the dynamics at Alpine seemed different, with Briatore having a substantial say in team decisions, leaving Oakes to justify those choices.
Briatore publicly denied any discord between himself and Oakes. In a statement shared on Instagram, he claimed that their relationship was strong and that their ambitions aligned. He expressed respect for Oakes’ decision to resign, citing personal reasons for his departure. Oakes echoed this sentiment, acknowledging Briatore’s support throughout his tenure and reaffirming his belief in the team’s potential.
While it’s essential to take their statements at face value, it’s also vital to consider the context. Oakes, who has a young family, likely found the demands of leading an F1 team overwhelming compared to a role at Hitech, which involves significantly fewer travel commitments. Managing a team through a grueling 24-race F1 season presents a different level of challenge compared to overseeing a shorter calendar, such as F2 or F3.
The timing of Oakes’ resignation and the driver switch raises questions about whether the two events are related. It’s plausible that Oakes felt he could no longer fulfill his vision for Alpine in the current climate, especially considering the pressures of F1 management. If these factors weighed heavily on his decision, it deserves acknowledgment and respect.
Since Renault reacquired the Enstone team, which had been struggling under the Lotus name, stability has been elusive. Fred Vasseur was appointed as the team principal during the Renault rebranding but left after a year due to disagreements with managing director Cyril Abiteboul. Following Vasseur, a series of managerial changes ensued, with figures like Marcin Budkowski, Otmar Szafnauer, Bruno Famin, and now Oakes coming and going in quick succession. This revolving door has resulted in an average tenure of around 390 days for team principals since Abiteboul’s departure.
The constant reshuffling at the top naturally impacts the broader structure of the team. Just as Oakes appeared to establish some stability, particularly after a strong performance in 2024 under David Sanchez’s technical leadership, his exit has created further uncertainty. The ongoing transitions suggest that Alpine is in a continuous state of flux, complicating efforts to build a cohesive and competitive team.
As it stands, it’s unclear whether Briatore will assume permanent control over the team management or if he will seek a suitable successor to break the cycle of quick hires and dismissals. There are several internal candidates with the experience needed to step up, such as Dave Greenwood and Ciaran Pilbeam, both of whom have extensive backgrounds in F1 pitwall dynamics. Alternatively, Briatore might look externally for someone like Jonathan Wheatley at Sauber, who could bring fresh perspectives.
However, navigating the complexities of F1 team management is no small feat. Unlike other sports where managers can rotate frequently, F1 requires specialized skills and a deep understanding of the sport’s intricacies. Before Alpine can solidify its management, it must also clarify its identity and strategic direction as a team.
Starting in 2026, Alpine will transition from a manufacturer team to a customer team using Mercedes engines, presenting a unique challenge. This change raises questions about Alpine’s role in F1: will it merely operate as another customer team or continue to serve as a promotional entity for Alpine Cars? There’s also the possibility of finding a majority stakeholder who possesses a clear vision for the future direction of the team.
If Alpine continues on its current trajectory, it risks becoming just another mid-field team, with drivers cycling through every few seasons as they search for more stable environments. The organization has a considerable challenge ahead if it wishes to elevate itself beyond this status.
In summary, the recent shifts at Alpine highlight the ongoing struggles within the team as it aims to find stability and direction. The implications of these changes will be closely monitored by fans and industry insiders alike, as the team attempts to redefine its place in the competitive landscape of Formula 1.
