Alpine’s struggle in the 2024 Formula 1 season continues, marked by disappointing results, including 14th and 15th places in a recent sprint race. In response, Renault has decided to end its engine program, opting to use Mercedes engines starting in 2026. This move symbolizes a significant shift for the team, which has historically been a powerhouse in F1, but has struggled in recent years. The focus now shifts to Enstone, where the pressure to build a competitive chassis intensifies.
Alpine endured a challenging sprint in Austin, Texas, finishing in 14th and 15th positions on Saturday, October 19, and finds itself near the bottom of the constructors’ standings. As the 2024 Formula 1 season drags on, parent company Renault has decided to pivot, announcing the discontinuation of its engine program that fueled its F1 cars. Starting in 2026, Alpine will transition to using Mercedes engines in a significant move away from its own past.
This marks a notable shift for Renault, once synonymous with success in Formula 1. The company has been recognized as the second most successful engine manufacturer in the sport’s history, having secured ten constructors’ titles with teams such as Williams, Benetton, and Red Bull. Nevertheless, the recent years have seen the once-revered engines fall short of expectations.
According to Bruno Mauduit, who played a pivotal role in the development and operation of Renault’s F1 engines from 1981 to 1999, the decline began following the partnership with Red Bull, which ended in 2018. Despite Renault’s groundbreaking innovations in the late 1970s, including the introduction of turbo engines, the company struggled to adapt to hybrid technology. This failure contributed to a souring of relationships with Red Bull amid growing tensions fueled by public disputes about the engines produced in Viry-Châtillon.
Challenges Without Customer Teams
Renault’s current situation has left it without any customer teams, meaning it is the only team utilizing its engines. Cyril Abiteboul, a former managing director at Renault F1, emphasizes that producing engines has never been a lucrative endeavor, especially without client teams. He highlights that the financial burden of maintaining a competitive engine program is substantial, costing between 200 and 250 million euros annually. In contrast, acquiring an engine from another manufacturer can be done for less than 20 million euros.
Furthermore, without a client team, Renault misses out on valuable feedback that would enhance its engine development. As Abiteboul notes, when Mercedes supplies its engine to McLaren, it creates internal pressure and dynamics that ultimately drive improvement.
Abiteboul also points to the long-standing issues causing the current struggles, referencing a lack of consistent investment and the consequences of development freezes—like the one experienced in 2007 when engine development was halted but competitors continued to innovate.
Focus on the Enstone Factory
The lack of a customer team coupled with underwhelming results has created a complacent atmosphere, according to Mauduit. He expresses concern that Renault appears satisfied with results that do not meet the high standards expected of such a prominent manufacturer. He believes that simply aiming to finish in the points is insufficient for a brand of Renault’s stature.
The rivalry between the engine team in Viry-Châtillon and the chassis team in Enstone has also been problematic. Mauduit insists that for the team to succeed, there must be collaboration and shared responsibility instead of blaming one another for shortcomings.
With the discontinuation of its engine program, Alpine’s focus shifts entirely to the teams in England. As Abiteboul summarizes, this decision enables better management of the F1 project and allows them to move forward with a proven Mercedes engine, creating the opportunity for a competitive chassis at Enstone.
The Future of Alpine’s French Identity
As Alpine evolves, questions emerge about its French identity. With the departure of Esteban Ocon at the season’s end and the introduction of Australian Jack Doohan, along with engines and chassis being produced in England, there is speculation about what it means to be a French team. Abiteboul maintains that cultural heritage is key to Alpine’s French identity, despite current challenges in securing domestic sponsorships.
According to Luca de Meo, Renault’s CEO, the shift away from the engine program is also a marketing strategy, suggesting that contemporary fans and sponsors are more interested in teams rather than engines. He argues that the focus has shifted from the engine to the driver and the brand’s image.
However, Mauduit warns of potential identity issues moving forward, questioning how future narratives will be framed. With new regulations on the horizon and the necessity for integration of a new engine in 2026, he expresses skepticism about Alpine’s medium-term prospects in the competitive arena of Formula 1.