Alpine’s new direction starts with the people. The 2024 season was a transitional year for the Anglo-French team, with the departure of several key figures, including technical director Matt Harman, who was replaced in May by David Sanchez. Given the timing, the former Ferrari vehicle concept leader did not coordinate the setup for the 2025 project but directed its development starting from the existing foundations. The behind-the-scenes dynamics are reflected in the car, which presents itself as an evolution of the 2024 vehicle without radical changes.
Forward with the old chassis
The leadership upheaval within the team during the past season, with the removal of technical director Matt Harman and some of his collaborators, had an impact on seasonal development. For six months, Alpine had been without updates, before new parts began arriving on track from the Austin Grand Prix onwards. It is reasonable to think that what happened also impacted the 2025 project, leading them to opt for an evolution rather than a revolution. Among the content recently shared on social media, the placement of the A525-05 label on the new car’s chassis stands out, a number that suggests the use of the previous season’s monocoque.
One of the limiting factors for Alpine at the start of 2024 was excess weight, only reaching the minimum regulatory weight by the Miami Grand Prix in May. It’s likely the team continued efforts to reduce weight, lightening the accessory components to allow the use of ballast for tuning balance. However, the reuse of the monocoque limited the scope for changes, starting with the suspension system.
The suspensions
At the front, the A525 retains the 2024 push-rod suspension layout without altering the attachment points for the outer elements. The same applies to the rear, where the support introduced with the last car returns. At the beginning of the previous season, however, Alpine had spoken of a new suspension concept in development for 2025. The absence of visible changes raises questions about whether the restructuring of the technical department led to the abandonment of the project or if the modifications are focused on the internal spring-damper groups.
The previous Alpines relied on extremely low ground clearance, requiring a very stiff suspension system to stabilize the distance between the floor and the ground, but they were less effective at absorbing curbs and bumps at high speeds. The French cars performed best on smoother tracks or medium-low speed circuits, exploiting good mechanical grip during traction. It will be interesting to evaluate whether the new A525 aims for a different compromise between tire management, bump absorption, and control of ground clearance.
Great similarities
By keeping the same 2024 chassis, it’s no surprise to see a cooling layout faithful to the A524. The side air intakes retain the P-shaped geometry, a solution that has gained popularity on the 2025 grid. Continuity is also seen in the roll hoop above the driver, confirming a similar radiator arrangement under the hood. As a result, the bodywork remains similar to the previous season, both at the top and along the side profiles.
Aerodynamically, the front wing is an evolution of the late-2024 specification. This was itself a concept change, with the last iteration introduced at the Qatar Grand Prix, which featured a different nose attachment to the second element and altered upper profiles. There are few noticeable changes to the floor, although, as always, the most important work is hidden beneath the car. Along the outer edge, the rear opening that blew air under the floor has been removed.
The last song of the Renault V6
The Alpine 2025 is also a historic car, as it is the last one powered by a Renault engine before switching to Mercedes power units in 2026. The French power unit continues to be the least competitive of the bunch, a hierarchy that will likely not change this year due to the strong restrictions on engine development. However, the engineers at Viry Chatillon have had the opportunity to work on some marginal aspects to regain some horsepower. Nothing that on its own can make a difference, but in this Formula 1, the devil is in the details.
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