FERRARI F310

   In the 1996 season Maranello witnessed a real "epochal turning point" with the abandonment of the 12-cylinder split for the engine to be used on the Formula 1 single-seater and the introduction of unreleased new V10 "Type 046". The name F310 of the single-seater for 1996 in fact takes up the typology of the new engine, a 3-litre 10-cylinder. Strongly desired by the technical director John Barnard, who continues to carry out his activities at the "Ferrari Design & Development" branch in Shalford in the United Kingdom even in 1996, the new V10 is designed by Paolo Martinelli, an engineer who grew up in Ferrari from the end of the 1970s, by Osamu Goto, a Japanese engineer who joined Ferrari in 1994 after a long experience in Honda where he worked in the research and development departments until he became manager of the Formula 1 engine department, and by Pino d'Agostino, an equally expert engineer who worked for many years in the "Alfa Romeo racing team" where he held the role of designer and manager of track activities.

FERRARI F310, Eddie Irvine
Imola, San Marino GP '96

   As part of the 046 project, d'Agostino covers the role of engine manager on the racing fields, as well as bringing his experience gained in Alfa with a V10 he designed but never built by the Milanese company, especially as regards the balancing of forces and moments of inertia. In fact, even the V10 from Maranello does not use the balancing shafts, considering the weight saving more advantageous compared to the vibrations produced, deeming them quite irrelevant given that the engine should run for a maximum of 2 hours, the maximum duration of a Formula 1 race. The 046 V10 has an angle of 75° to slightly lower the center of gravity of the masses and definitively abandons the five valves per cylinder, to return to the more classic and reliable four valves with pneumatic distribution, which allows the maximum speed to be increased up to 18,000 rpm. As a precaution, in the race the engine is never pushed beyond 15,500 rpm, the speed at which the 046 is able to develop 715hp, while in qualifying it goes up to 750hp. The gain of 12kg and 7cm in length compared to the 045 V12 of '95 allow Barnard to design a new seven-speed gearbox, tested on the F310 but which will only be mounted in '97 on the F310B, as well as a completely new single-seater under the point of view of weight distribution and of the frame, a monocoque in carbon fiber and honeycomb structure. The suspensions are also completely redesigned, while maintaining the double wishbone in push-rod configuration on both axles, with torsion bar springs and telescopic shock absorbers.

FERRARI F310, Eddie Irvine
Melbourne, Australian GP '96

   The group of technicians who work at the Maranello headquarters is still led by sporting director Jean Todt and, as in '95, is made up of chief designer Gustav Brunner, supported by aerodynamic engineers Williem Toet and Nicolò Petrucci. The F310 that comes from the drawings of Barnard and the group of technicians working in Maranello differs considerably from the previous 412 T2, while still maintaining the classic nose with a sloping profile and connected directly to the front wing, divided into two mustaches like the Jordan 195 style. Barnard, however, immediately dedicated himself to the development of the front area which is significantly modified from mid-season with the raising of the nose, even if starting from a cockpit positioned particularly low, it takes on a rather squat shape, with the full-width spoiler supported by two pillars. Very particular is the design of the side pods which recalls that of the 1992 F92A, with the air intakes detached from the machine body. The design of the bonnet is also unconventional, very wide and which forms a whole with the voluminous side protections for the passenger compartment, as per the regulations introduced this season on all cars to protect the driver's head in the event of side collisions, so much so that its particularly sinuous and unusual shapes make the F310 an aesthetically atypical car and immediately recognizable from other single-seaters. An important innovation can also be found in the instrumentation and controls, gathered on the steering wheel so that, thanks also to the gearshift and clutch control levers, the driver can concentrate better on driving.

FERRARI F310, Michael Schumacher
Spa-Francorchamps, Belgian GP '96

   Ferrari arrives at the start of the championship on the new Melbourne circuit in Australia, with the novelty of the hiring of reigning World Champion Michael Schumacher and the new second driver, the aggressive Irish Eddie Irvine, to replace the Alesi-Berger duo moved to Benetton. In Australia it was surprisingly Irvine who achieved the best performance, finishing third behind the two Williams-Renaults but with a significant gap of more than 1' from the first classified. After a few other discrete performances, the rest of the season for Irvine turns out to be a real ordeal, with 10 retirements which lead the Irish driver to declare, a few years later, how the F310 was the worst Formula 1 he had ever driven. On the other hand, Michael Schumacher succeeds with his talent in partially making up for the shortcomings of the F310, often leading it to fight on a par with the Williams-Renaults but above all, once he "understood" the behavior of the car, to collect 3 successes, under the deluge of Barcelona, on his home track at Spa-Francorchamps and above all at Monza, where Ferrari hadn't won for eight years. With these results, the German champion manages to conquer third place in the drivers' standings, while Ferrari takes second place in the constructors' standings, behind the incomparable Williams-Renault but ahead of the Benetton-Renault, the cars which held the title.

FERRARI F310, Michael Schumacher
Montréal, Canadian GP '96

   In conclusion, the F310 proves to be a good car, quite performing and fast, even if it lacks reliability. Its major problems are the excessive consumption of the rear tires, which often lead the riders to lose ground in the final stages of the race, and the insufficient air flow to the engine due to an incorrect conformation of the air intake positioned above the drivers' heads, so much so that often on the straights Schumacher and Irvine are forced to tilt their heads in an attempt to let more air flow into the engine compartment. Despite its many problems, the F310 nonetheless has the merit of considerably reducing the gap that separates Ferrari from Williams-Renault, allowing the technicians to acquire experience in the new V10 engine and, above all, laying the foundations for the permanent return of the Maranello team to the top of the category, in the name of technical continuity and the strong bond established between Todt and Schumacher.