FERRARI F93A

   The disappointing F92A of 1992, a single-seater with a revolutionary design but poor performance and, above all, difficult to drive, left deep scars within the Maranello team. As a result, Ferrari underwent yet another internal revolution ahead of the new season, aiming to quickly close the gap with the top cars on the grid. To this end, during the 1992 season, Ferrari President Luca Cordero di Montezemolo initiated talks with British engineer John Barnard, already a designer for the Italian team during 1989-1990 with his 640 series cars, offering him a long-term contract to help revive the fortunes of the “Scuderia”. Understanding Barnard’s needs and to facilitate his work, a dedicated structure named “Ferrari Design and Development” was created in the UK. The work plan involved developing two models simultaneously: the F93A, derived from the previous F92A but featuring more conventional aerodynamics and already equipped with modern electronic aids, was intended for use at the beginning of the 1993 season. The more advanced and entirely new 645, designed with maximum electronic integration, was meant to debut mid-season and be further developed in preparation for 1994.

FERRARI F93A, Jean Alesi
Montecarlo, Monaco GP 1993

   Barnard’s team focused entirely on designing and developing the definitive 645 model, while also providing basic consultancy to technicians Harvey Postlethwaite, George Rayton, and Claudio Lombardi, who were working in Maranello on Migeot’s original project and developing the F93A. The new single-seater proved overall faster than the F92A it was based on, but once again lacked the reliability and competitiveness needed to aim for victory. Like other top teams, Ferrari used a wide array of electronic systems, but to avoid repeating the mistakes of the F92’s extreme and futuristic design, the F93A adopted more conventional technical and stylistic solutions overall.

FERRARI F93A, Gerhard Berger
Montecarlo, Monaco GP 1993

   The front nose section resembled that of the F92A, but the side pods and rear were completely redesigned, with the elimination of the double-floor solution and the oval side air intakes detached from the body. Additionally, the front and rear track widths were reduced in accordance with new regulations. The engine remained a 65° V12, but from the German Grand Prix onward, the new 041 version debuted with pneumatic valve springs, allowing for higher RPMs and thus more power, now reaching 745 hp at 15,000 rpm. The 041 now used two larger intake valves instead of the three needed with traditional springs, while the gearbox remained the six-speed semi-automatic with reverse, already used in 1992, still mounted transversely.

FERRARI F93A, Jean Alesi
Interlagos, Brazilian GP 1993

   As for the drivers, Austrian Gerhard Berger was signed, returning to Maranello after three seasons at McLaren alongside Senna, and Frenchman Jean Alesi was confirmed. During winter testing, the car proved rather slow, recording lap times significantly higher than those of the top teams. The early races of the season brought poor results and numerous retirements, mostly due to failures in the active suspension systems. In July 1993, to restore competitiveness to its racing division, Ferrari appointed Frenchman Jean Todt as the new team manager, who came from Peugeot after major successes in both the World Rally Championship and World Endurance Championship. From mid-season, however, the FIA announced regulatory changes for 1994 that would severely limit the use of electronics in new F1 cars, forcing Ferrari to abandon the 645 project, which was in an advanced development phase at Barnard’s UK facility. As a result, Maranello was forced to continue using the F93A for the rest of the season, ending the championship with very poor results, only slightly better than in 1992.

FERRARI F93A, Jean Alesi
Catalunya-Barcelona, Spanish GP 1993

   Alesi, with one second place, one third place, and two additional points finishes, earned 16 points and sixth place in the drivers' standings, while Berger finished eighth with 12 points, including a lower podium and other minor placements. In the constructors' standings, Ferrari finished fourth with just 28 points—the lowest among cars equipped with electronic aids, and for the third consecutive year, the Maranello team ended the season without a single win or pole position.