FERRARI F310

   In the 1996 season, Scuderia Ferrari in Maranello experienced a true “watershed moment” by abandoning the 12-cylinder engine layout for their Formula 1 car and introducing the brand-new V10 “Tipo 046”. The name F310 of the 1996 single-seater indeed refers to the type of the new engine: a 3-liter, 10-cylinder unit. This change was strongly pushed by Technical Director John Barnard, who in 1996 continued his work at the “Ferrari Design & Development” facility in Shalford, UK. The new V10 was designed by Paolo Martinelli, an engineer who had grown within Ferrari since the late 1970s, along with Japanese engineer Osamu Goto, who joined Ferrari in 1994 after a long stint at Honda, where he worked in R&D and eventually headed the Formula 1 engine division, and by Pino d'Agostino, a seasoned engineer with years of experience in the “Alfa Romeo Racing Team”, where he was a designer and track operations chief.

FERRARI F310, Eddie Irvine
Imola, San Marino GP 1996

   As part of the 046 project, D’Agostino took on the role of head of engines at the racetrack, bringing with him expertise gained at Alfa Romeo with a V10 design that was never realized, particularly in terms of balancing forces and moments of inertia. The Maranello V10 also does not use balancing shafts, as the weight saving was considered more beneficial than the resulting vibrations, viewed as negligible since the engine only needed to operate for the maximum race duration of two hours. The 046 V10 weighs 12 kg less than the previous V12 and is 7 cm shorter. It features a 75° angle to slightly lower the center of gravity and definitively abandons the five valves per cylinder setup in favor of the more classic and reliable four-valve configuration with pneumatic valve control. This new setup allowed the engine to reach a maximum RPM of 18,000, although in races it was prudently limited to 15,500 RPM, at which it could produce 715 hp, with qualifying trims pushing up to 750 hp.

FERRARI F310, Eddie Irvine
Melbourne, Australian GP 1996

   The reduction in weight and size allowed Barnard to design a new seven-speed gearbox, tested on the F310 but only installed in 1997 on the F310B. It also enabled the creation of a completely new chassis with optimized weight distribution: a carbon fiber monocoque with a honeycomb structure. The suspension systems were entirely redesigned while retaining the push-rod configuration with deformable wishbones on both axles, torsion bar springs, and telescopic dampers. The technical team at Maranello, still under the leadership of Sporting Director Jean Todt, included Chief Designer Gustav Brunner, assisted by aerodynamic engineers Williem Toet and Nicolò Petrucci. The F310, resulting from the combined efforts of Barnard and the Maranello engineers, differed significantly from the previous 412 T2, though it still featured the classic sloped nose that connected directly to the front wing, split into two elements in the Jordan 195 style.

FERRARI F310, Michael Schumacher
Spa-Francorchamps, Belgian GP 1996

   Barnard focused from the start on redesigning the front end, which was substantially altered mid-season by raising the nose and fitting a full-width wing supported by two pylons. However, due to the particularly low cockpit position, it resulted in a rather stubby shape. The sidepod design was quite unusual, inspired by the 1992 F92A, with air intakes separated from the bodywork. The engine cover was also unconventional, very wide and integrated with the bulky side cockpit protections, as mandated by new regulations to protect the driver's head in case of side impacts. These unusual and curvy shapes made the F310 aesthetically unique and easily recognizable on the grid. Another key innovation was the instrumentation and controls consolidated on the steering wheel, including gearshift and clutch paddles, allowing the driver to focus more on driving. Ferrari began the season at the new Melbourne circuit in Australia with the major addition of reigning World Champion Michael Schumacher and the new second driver, the aggressive Northern Irishman Eddie Irvine, replacing Alesi and Berger, who had moved to Benetton. In a surprise turn, Irvine delivered the best performance in Australia, finishing third behind the two Williams-Renaults but over a minute behind the winner. Following a few other decent performances, Irvine’s season became a real ordeal, with 10 retirements. Years later, he stated that the F310 was the worst Formula 1 car he had ever driven.

FERRARI F310, Michael Schumacher
Montrèal, Canadian GP 1996

   In contrast, Schumacher was able to partially overcome the F310’s shortcomings with his talent, often managing to compete closely with the Williams-Renaults. Once he had “understood” the car’s behavior, he achieved three victories: in the downpour at Barcelona, at his home track in Spa-Francorchamps, and most importantly at Monza, Ferrari’s first win there in eight years. These results earned Schumacher third place in the Drivers’ Championship, while Ferrari secured second in the Constructors’ standings, behind the untouchable Williams-Renault but ahead of the defending champion Benetton-Renault. In conclusion, the F310 proved to be a decent car, competitive and fast, but lacking in reliability. Its main issues were excessive rear tire wear, often causing drivers to lose pace in the final race stages, and poor airflow to the engine due to a flawed intake design above the driver’s head. This even forced Schumacher and Irvine to tilt their heads on straights to try and channel more air into the engine bay. Despite its many problems, the F310 had the merit of significantly closing the gap to Williams-Renault, helping the team gain experience with the new V10 engine and, above all, laying the groundwork for Ferrari’s return to the top of Formula 1, thanks to the growing technical continuity and strong partnership between Todt and Schumacher.