An unexpected victory
Alpine credited a surprise victory in Fuji in the Hypercar class. The #35 car with Charles Milesi, Paul-Loup Chatin and Ferdinand Habsburg won after a race with three safety-car periods and five full-course yellows. The win came from a bold strategic choice in the closing stages.
The smart gamble that decided the race
Early in the race, Habsburg hit a Toyota and received a five-second penalty. As a result, the #35 dropped far back. Nevertheless, Alpine came back thanks to good race management and a bold final pit stop: only changing two tyres. That short stop gave Milesi two hot tyres for his out-lap. That advantage proved decisive to take over the lead.
Why this win matters
The win comes at the perfect time. Alpine had a strong start with podiums, but then dropped way back. They finished ninth at Le Mans and in São Paulo, among others, and 11th in Austin. Within the team, the pressure was mounting. At the same time, managerial changes and budget controls were running within the car manufacturer. The victory sent a clear message to management: the WEC effort delivers results and is not an unnecessary cost.
The underdog among the giants
Alpine operates as one of the smaller factory teams. Its budget and test miles are limited compared to Toyota, Ferrari, Porsche, Cadillac and BMW. Alpine has less sophisticated simulators and fewer test days. Yet the Hypercar scheme shows that smaller teams can win when strategy, precision and guts come together. The win in Japan underlines that.
Signatech: the backbone of the programme
The collaboration with Signatech is crucial. Signatech built up years of experience in lower classes and at Le Mans. That experience made the A424 possible. Alpine took over almost half of Signatech in 2024, blurring the lines between manufacturer and partner. The Fuji win confirms that the joint model works.
A troubled 2025
2025 brought many changes. There were personnel changes within the motorsport department. The F1 engine strategy also changed, with Alpine switching to Mercedes engines in Formula 1 from 2026. In addition, Alpine took the assembly and maintenance of the A424 engine in-house in Viry-Chatillon, after Mecachrome previously developed many parts.
Preparing for 2026
Alpine does not rest on this win. The A424 was originally designed as a low-drag car for Le Mans. However, the BoP modifications required more low-speed power. With low downforce, it is difficult to make good use of that power. So Alpine is now using one of its Evo jokers to modify the aerodynamics: less extreme low-drag parts and more downforce.
- An Evo package aimed at more downforce.
- Tests scheduled in Bahrain immediately after the season.
- Wind tunnel validation scheduled for mid-December.
Riders and technical reinforcement
The driver budget also changes. Milesi, Frédéric Makowiecki and Jules Gounon remain on board. Antonio Felix da Costa joins as an experienced set-up specialist. Paul-Loup Chatin leaves for another team and Habsburg does not have a guaranteed seat. Names like Victor Martins and Pietro Fittipaldi are rotating in the conversation about possible replacements. The technical staff is also getting reinforced: an experienced lead engineer has been recruited to accelerate development.
What does this mean for the future?
The win in Fuji is not the end point. It is a foundation. Alpine now needs to build on to structurally compete for championships and Le Mans wins. The challenge remains: more tests, faster development and a stronger team. If Alpine takes these steps, the underdog can stunt more often. The coming months will show whether Fuji is a turning point or a nice moment between two battle points.
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