The Enstone-based team, last in the Constructors’ Championship last year, sits fifth after three consecutive points finishes, tied with Red Bull. While the Mercedes power unit has contributed to the step up in performance, technical director David Sanchez has reinforced the project by introducing inventive aerodynamic solutions that give the A526 a unique edge.
Three races, three points finishes: Alpine is fifth in the Constructors’ Championship, matching Red Bull. This is the snapshot of the team’s season start. Led by Flavio Briatore’s former management influence, the Enstone squad has shaken off last year’s struggles at the back of the grid.
Securing the fourth supply of Mercedes power units undeniably improved competitiveness, but Alpine’s progress is not solely due to the engine. According to Pierre Gasly, seventh at Suzuka after a grueling 25-lap defense against Max Verstappen in the Red Bull RB22, the car has improved significantly. Gasly even commented that the A526 is one of the best F1 cars he has driven in his career so far—perhaps forgetting his 2020 Italian GP win in the AlphaTauri AT01—but the praise is a recognition of David Sanchez and his technical team’s efforts. After finishing tenth in Australia, sixth in China, and seventh in Japan, Pierre is proving he can compete for the role of “best of the rest.”
Currently, the anomaly is that Haas sits surprisingly fourth, just two points ahead of Alpine, while Red Bull has fallen behind in this tumultuous season start. Nevertheless, Alpine’s rise is not just about the Mercedes power unit: the progress also stems from a car that, while not revolutionary in its basic design—using pull-rod front suspension, while most rivals have returned to push-rod—shows highly innovative solutions, clearly the result of Sanchez’s ingenuity.
The first pillar of Alpine’s resurgence has been a car designed close to the minimum weight target. The second is a bold aerodynamic approach, while the chassis hardware emphasizes consistency over refinement.
During the Barcelona shakedown, the A526 caught attention for its reversed rear wing flap actuation, interpreting active aerodynamics differently from rivals. Instead of lifting the flap trailing edge, the actuator lowers it, bringing the flap closer to the main profile and reducing straight-line drag.
Under the front wing, the return of flow diverters contributes to the outwash effect—shifting air outside the front wheel—while the regulations aim to prevent disturbing the following car’s wake.
In Japan, another curious micro-aerodynamic concept appeared: a small “Monkey seat” on the actuator controlling the rear wing elements. This increases local downforce without significantly increasing drag, providing a strategic option for vertical load generation.
The sidepods have also been revised with wider angles, hinting at further modifications we expect to see in Miami when the F1 season resumes after a month-long break.
In conclusion, the Alpine A526 impresses through a dual approach: solid, concrete engineering combined with imaginative aerodynamic solutions. Two seemingly opposing philosophies coexist harmoniously, making the car a standout in 2026.
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