Flavio Briatore`s return to Alpine`s management, announced last June, was initially framed as a high-level advisory role. However, less than a year on, his influence pervades every corner of the Renault-owned operation, from the decision to abandon their 2026 engine project to the recent dramatic shifts in their driver roster. With Team Principal Oli Oakes departing this week, Briatore has, effectively, regained direct operational control.
Briatore`s comeback to the team where he celebrated championship wins two decades ago was always expected to be divisive. In 2009, the FIA imposed a lifetime ban following his involvement in the infamous `Crashgate` incident at the 2008 Singapore Grand Prix, where he was found to have orchestrated Nelson Piquet Jr.`s deliberate crash to benefit teammate Fernando Alonso. Although French courts overturned the ban in 2010, Briatore remained a significant, albeit external, figure in F1 until his official return to team management last summer.
Oakes` resignation, which Alpine attributed to personal reasons, now positions Briatore to oversee the team`s daily operations from its Enstone base. With the driver pairing he reportedly favors, Pierre Gasly and Franco Colapinto, now confirmed, the veteran Italian leader effectively holds the reins directly, supported by Renault CEO Luca de Meo.
The precise outcome of Alpine`s tumultuous recent days is highly uncertain. While Briatore`s well-known, aggressive management approach might yield rapid improvements, the team`s future trajectory and long-term stability appear as unclear as they have been.
Colapinto in, Doohan out
The recent developments at Alpine resonate strongly with those familiar with Briatore`s decisive actions during his previous successful tenure in the mid-2000s. As Renault`s team principal in 2004, he controversially dismissed Jarno Trulli, despite the Italian securing the team`s only victory that year in Monaco, after a winless streak. Trulli was replaced for the season`s final races by 1997 world champion Jacques Villeneuve, who ultimately struggled to make an impact, failing to score points.
Naturally, there are distinctions in this latest driver change at Enstone. Jack Doohan, a rookie, had competed in just seven races (including his 2023 debut) before being replaced, while his successor, Colapinto, is initially set for only five appearances. Although Alpine suggests a possible return for Doohan, Colapinto`s arrival is bolstered by crucial sponsorship, and the poorly timed switch during a busy race period implies Colapinto would need to perform exceptionally poorly to be removed again before the British Grand Prix in July.
This raises the question of whether dropping Doohan after just six competitive races was justifiable. On the surface, his results have been disappointing. He has yet to score any points, contrasting with teammate Pierre Gasly`s seven, and his highest finish was 13th in Bahrain, despite running in the top 10 early on.
Furthermore, his recent outings included a crash in his home race in Australia, contact with Gabriel Bortoleto in the China sprint finish, and a significant crash during practice in Japan attributed to leaving his DRS open at a high-speed corner. Potentially the final catalyst for Alpine`s decision was his retirement from the recent Miami race following a first-corner collision with Liam Lawson.
However, a fairer assessment must consider Doohan`s underlying speed, which was decent. His average qualifying deficit to Gasly in comparable sessions was 0.314 seconds. Encouragingly, in Miami qualifying (a non-sprint format), Doohan outqualified Gasly for the first time, demonstrating the kind of development typically anticipated from a rookie driver early in their debut season.
Doohan`s results should also be viewed in light of the immense pressure he faced. His difficulties were compounded by the news of Briatore securing Franco Colapinto on a loan arrangement from Williams back in January. Even before testing the current Alpine car, Doohan`s future was a constant subject of speculation, fueled by reports suggesting Colapinto could take his seat within the first five races.
While Alpine offered some public backing for Doohan, it was notable that Oli Oakes previously refused to dismiss the prospect of an early driver change. Adding to the pressure, numerous individuals associated with the team, including Colapinto`s sponsors, repeatedly hinted that a swap was being planned for around the Miami Grand Prix.
Perhaps the most revealing comment pre-season came from Williams team principal James Vowles, who explicitly stated that he had allowed Colapinto to join Alpine on loan to maximize the Argentine`s chances of securing an F1 drive this year.
“I wanted him to be racing in 2025 or 2026,” Vowles said after explaining that his current driver lineup of Alex Albon and Carlos Sainz presented no possibility to promote Colapinto in the foreseeable future. “The best chance he has is with Alpine, as far as [getting a race seat in F1], that`s why he`s there. And I don`t mean that to the detriment of Jack. I hope Jack has a successful time.
“But ultimately, Franco is my driver that I want back in the car. After a period of time, he`ll return to Williams. That period of time is not a line set in stone where I can look you in the eye and say it. But I can say he`ll be back to Williams at some point.”
On Wednesday, Briatore characterized Alpine`s unusual driver rotation approach as a strategy to gain “a complete and fair assessment” of talent in preparation for the significant regulation changes in 2026. However, given Williams` apparent ability to recall Colapinto, Alpine risks investing valuable race experience in a driver who might ultimately return to a direct competitor just as he reaches his prime.
Meanwhile, the outlook for Jack Doohan, the only driver promoted to an F1 race seat from Alpine`s own driver academy, appears significantly uncertain, and his confidence is likely impacted.
What next for Alpine?
The turbulent events of the past day or so are entirely consistent with Alpine`s recent history. Since its return as a full factory team in 2016 (initially as Renault), the outfit has struggled to achieve consistent top results, never finishing higher than fourth in the constructors` championship and securing just one victory and nine podiums in total. Notably, they also famously lost current championship frontrunner Oscar Piastri from their academy to McLaren in 2022, a decision that appears increasingly regrettable given Piastri`s success and Alpine`s current search for a strong teammate for Gasly.
The most evident factor behind Alpine`s underperformance is the persistent instability within its leadership. The team has seen a rapid succession of senior personnel, particularly over the last two years. This period of flux began with the departure of brand CEO Laurent Rossi in July 2023, quickly followed just a week later by Team Principal Otmar Szafnauer, Technical Director Pat Fry, and Sporting Director Alan Permane.
Following this significant exodus, Bruno Famin initially took over as interim Team Principal before being permanently appointed later that year. His time in charge saw the exits of Technical Director Matt Harman and Head of Aerodynamics Dirk de Beer, before Famin himself departed the role almost exactly a year after stepping in.
Famin`s departure coincided with the Renault Group`s significant decision to cease its own F1 engine development by 2026 and instead source power units from Mercedes under the new regulations. This move, reportedly made after consultation with Flavio Briatore, will end Renault`s nearly five-decade history as an F1 engine supplier at the close of the current season.
Oli Oakes was appointed as Famin`s successor, and one of his initial major announcements was Jack Doohan`s planned promotion to a race seat for 2025. However, given Briatore`s parallel presence and advisory role, it often seemed that Oakes` authority within the team was contingent on approval from the higher echelons, effectively meaning from Briatore himself.
Initially, Alpine stated they would not comment on the reasons for Oakes` departure. However, the next day, Alpine and Briatore issued social media posts explicitly refuting suggestions of a disagreement between them.
“A lot has been said in the past 24 hours incorrectly associating the decision of Oli resigning to an alleged disagreement, or that we shared different views,” Briatore said. “This is completely false and far from the truth.”
Oakes added: “It is a personal decision for me to step down. Flavio has been like a father to me, nothing but supportive since I took the role, as well as giving me the opportunity. Everyone is in place for 2026 and where the dream deserves to be.”
The most significant frustration surrounding Alpine`s F1 project remains its untapped potential. Despite the frequent leadership changes, the team still possesses a committed and skilled workforce at Enstone that could undoubtedly achieve greater success with stable and consistent direction from the top.
While the adoption of Mercedes power units for 2026 marks the end of Alpine`s era as a complete works team, it potentially offers a crucial performance uplift compared to current non-Mercedes competitors at the start of the new regulatory period. To fully exploit this opportunity, the team`s paramount need is stability.
It is yet to be seen whether this new chapter under Flavio Briatore`s direct influence will finally bring the required stability or merely lead to further months of disruptive change.
Rupert Caldwell 
Tristan Blackwood