The news that Geely would not be taking over the A424 programme was undoubtedly difficult to take. Yet in Barcelona, the French team appeared anything but demoralised, even if its efforts were not fully rewarded. The #36 of Jules Gounon and Victor Martins finished eighth, two places ahead of the #35 driven by Charles Milesi and Ferdinand Habsburg.
➡️ Renault agrees to sell Alpine Racing SAS to Dumarey
“The team is genuinely remarkable,” team principal Philippe Sinault told The Stint. “And that’s no exaggeration. Everyone is focused on what they have to do. We motivate each other without needing long speeches. A look, a coffee in the morning, and you can see that everyone wants to make it work.”
But for how much longer? As things stand, the A424 appears destined for the museum, with no buyer emerging following the collapse of negotiations with Geely. Is there still any hope? And what are the consequences for the team and its employees?
Why did the Renault-Geely talks fail?
Discussions between Renault and Geely intensified around the 24 Hours of Le Mans. An agreement was expected by the end of July, but the deadline kept slipping.
“The discussions were serious. We went a long way, and there was genuine interest on their part,” Philippe Sinault told us, without elaborating further. “But it’s not going to happen, which is certainly not good news. They have their reasons, and a decision has been made. We respect it because we have no other choice, and we won’t comment on it.”
With the negotiations conducted directly between Renault and Geely, Sinault understandably declined to discuss the details. Alpine was equally unwilling to say more.
According to paddock sources, Renault was seeking around €60 million from Geely for the Hypercar programme. A figure considered particularly high, although the exact reasons behind the failure of the negotiations remain unknown.
The absence of an agreement is bad news for Signatech, but also for Renault and the WEC, which had welcomed the prospect of a first Chinese manufacturer entering the championship.
“It’s a shame for everyone,” Sinault added. “I believe I have one of the best teams in the paddock from an operational standpoint, and it would be a huge waste if we couldn’t find a solution. That’s why we’re putting all our efforts and all our energy into this fight.”
Are there any other options?
“Geely fairly quickly became our number one option,” Sinault explained. “It was our main avenue, and that makes the situation more complicated because time is passing. But we had kept a few other possibilities alive in parallel. Needless to say, though, those discussions are at a less advanced stage.”
Sinault has no intention of giving up on his team. He has repeatedly praised the loyalty of his staff. He was the driving force behind Alpine’s return to endurance racing, first in LMP2 and then in the top class. Even if his team’s future no longer lies with the Dieppe-based manufacturer, he intends to explore every remaining possibility.
“Right now, our real race is against the clock,” he continued. “Our biggest challenge is getting people to make major decisions, with medium- and long-term implications, in a very short space of time. But history reminds us that, in times of upheaval, urgency can create opportunities. We’ll see…”
“At the same time, we’re continuing to show on track that we’re a strong, well-established team. If someone wants to enter Hypercar with us, we’re ready, and that’s what matters most. Now is not the time to give up.”
What about the staff and drivers?
“I’m trying to shield the team from all this as much as possible because they have a job to do,” Sinault explained. “But we speak almost every day, with complete transparency.”
Staff were reportedly informed on Wednesday 7 October that negotiations with Geely had definitively failed. Everyone is free to hold discussions with other teams. Although other projects are being considered, none would be sufficient on its own to retain the entire workforce.
Among the engineers, David Ladouce, race engineer on the #35 and previously with Porsche Penske Motorsport, is returning to Formula E with Jaguar. But he is not the only one to have found a position elsewhere, with further moves expected, notably towards Genesis Magma Racing.
And what about the drivers? António Félix da Costa, whose contract ran until the end of 2027, has already signed with Cadillac Team JOTA. Despite a strong season, his best in Alpine colours, Ferdinand Habsburg could struggle to remain in the top class.
Jules Gounon, meanwhile, is not without options. He has never left the Mercedes fold and continues to represent the German manufacturer in GT3 racing. As for Frédéric Makowiecki, he still has plenty to offer, and his development expertise could prove valuable to a newcomer.
Last but not least, Charles Milesi and Victor Martins continue to set impressive performances every time they take to the track. Both aged 25, they undoubtedly deserve to continue racing in Hypercar. And although seats are becoming scarce, rival manufacturers would be making a serious mistake not to consider them.
And what about Signature?
Founded in 1990 by Philippe Sinault and Jean-Pierre Tallan, Signature initially made its name in single-seater racing. The French team played a part in the development of several prominent drivers, including Nicolas Lapierre, Edoardo Mortara, Marco Wittmann and Benoît Tréluyer. It also won the Macau Grand Prix three times, in 2003, 2009 and 2010.
Operating as Signatech in endurance racing, the Bourges-based team made its 24 Hours of Le Mans debut in 2009 before joining forces with Alpine in 2013.
The partnership produced two European Le Mans Series titles (2013 and 2014), three LMP2 victories at Le Mans (2016, 2018 and 2019), and two FIA WEC LMP2 titles (2016 and 2018–2019).
The team subsequently moved into Hypercar with the Alpine A480, winning the 1,000 Miles of Sebring and the 6 Hours of Monza in 2022, a season in which it also finished on the overall podium at the 24 Hours of Le Mans. With the A424, it claimed another victory at the 2025 6 Hours of Fuji.
In May 2024, Renault Group acquired a 49% stake in Groupe Signature, with Philippe Sinault retaining the remaining 51%. Renault is now understood to be supposed to buy out Sinault’s remaining stake and take full control of the company.
However, the decision to end the A424 programme could change the situation. Without a Hypercar programme to run, the rationale for Renault to take full control of Signatech now appears less obvious.
The future of the Bourges-based team also depends on it.