FERRARI F1/86 Turbo

   In the 1986 season, Ferrari faced the challenging task of developing a more modern single-seater capable of replacing the effective 156/85, which had held its own against McLaren the previous year. Although the 156/85 featured a new chassis designed by Harvey Postlethwaite, its design was still directly derived from the 126C series of the early 1980s. Postlethwaite, still serving as Technical Director and assisted by Jean-Claude Migeot as chief designer, created the new F1/86, which featured a chassis and aerodynamic layout that were innovative compared to the previous model.

 FERRARI F1/86, Stefan Johansson
Brands Hatch, British GP 1986

   Even though the design closely resembled that of the 1985 car, the mechanical foundation was completely overhauled, particularly the suspension system, which featured double wishbones in a pull-rod configuration with inboard shock absorbers. The F1/86 had a wheelbase of 2766 mm and weighed around 545 kg. The engine used that season was the Tipo 032, the final evolution of the 120° V6 turbocharged 1496.34 cc engine that had been in use since 1980. Ferrari engineers managed to extract up to 1270 hp in qualifying and over 860 hp during races, pushing the engine to its limits. However, this pursuit of maximum power became the F1/86’s Achilles' heel, especially since the powertrain was still managed by the usual transverse gearbox integrated with an outdated differential that struggled to handle the engine’s immense power.

 FERRARI F1/86, Michele Alboreto
Montecarlo, Monaco GP 1986

   Following engineer Mauro Forghieri's departure, sporting director Marco Piccinini had difficulty managing the technical direction of the team, which was undergoing a turbulent period. The two technical groups, one responsible for the chassis and the other for the engine and mechanics struggled to work in unison. The chassis team believed the engine should be modified to fit the monocoque, while the engine team insisted the chassis should be designed around the engine. Neither side found common ground, continuing their work separately and creating several issues in harnessing the turbo V6’s power effectively. The result was a car that was difficult to set up and had nervous handling compared to its rivals. During the season, the car was updated to the “B” version, which further increased power but failed to improve performance, highlighting that in the new era of aerodynamic research, sheer engine power was no longer enough to dominate.

 FERRARI F1-86, Michele Alboreto
Jacarepaguà, Brazilian GP 1986

   Throughout the season, there were several retirements caused by the car’s lack of reliability. The engine generated excessively high temperatures, due to overly small air intakes that couldn’t provide sufficient cooling, leading to repeated failures of the KKK turbochargers. Mid-season, Ferrari switched to American-made Garrett turbos, but the issue persisted. One of the F1/86’s main flaws lay in the configuration of the wide-angle V engine (120°). This layout had been chosen by Forghieri in 1980 during the ground-effect car era to house the turbochargers within the cylinder banks. However, the 120° V prevented a sufficiently narrow rear bodywork design, which made the F1/86 less effective aerodynamically than rival cars powered by narrower-angle V engines, such as those from Honda, Porsche, and Renault. For this reason, by mid-season Ferrari redirected its efforts toward developing a new turbo engine with a 90° V angle instead of 120°.

 FERRARI F1-86, Stefan Johansson
Spa-Francorchamps, Belgian GP 1986

   As a result, the 1986 season turned out to be one to forget for Ferrari fans. The official drivers, runner-up Michele Alboreto and Swede Stefan Johansson, managed only five podiums: four third-place finishes by Johansson and a single second place by Alboreto. In qualifying, the F1/86 rarely placed within the top ten, with the best result being Alboreto’s fourth place in Monaco. Ferrari ended the season with just 37 points in the Constructors’ Championship, earning fourth place overall. Johansson finished fifth in the Drivers’ Championship, Alboreto ninth, but most notably, Ferrari failed to win a single race, something that hadn’t happened since 1980.