Ferrari F310

Ferrari F310
Ferrari F310B

The F310 on display at the National Motor Museum
Category	Formula One
Constructor	Scuderia Ferrari
Designer(s)	John Barnard (Technical Director, F310) Ross Brawn (Technical Director, F310B) Gustav Brunner (Chief Designer, F310) Rory Byrne (Chief Designer, F310B) Willem Toet (Head of Aerodynamics) Nicoló Petrucci (Chief Aerodynamicist) Paolo Martinelli (Engine Technical Director)
Predecessor	412 T2
Successor	F300
Technical specifications
Chassis	carbon-fibre and honeycomb composite structure
Suspension (front)	Independent Push Rod Activated
Suspension (rear)	Independent Push Rod Activated
Length	4355mm (171.5in)
Width	1995mm (78.5in)
Height	970mm (38.2in)
Wheelbase	2900mm (114.2in)
Engine	1996: Ferrari Tipo 046 75-degree V10. 1997: Ferrari Tipo 046/2 75-degree V10.
Transmission	Ferrari Transverse sequential semi-automatic paddle-shift 1996: 6 Speed 1997: 7 Speed
Power	715 hp @ 15,550 rpm.[1]
Fuel	Shell
Tyres	Goodyear
Competition history
Notable entrants	Scuderia Ferrari Scuderia Ferrari Marlboro (1997)
Notable drivers	1./5. Michael Schumacher 2./6. Eddie Irvine
Debut	1996 Australian Grand Prix (F310) 1997 Australian Grand Prix (F310B)
First win	1996 Spanish Grand Prix (F310) 1997 Monaco Grand Prix (F310B)
Last win	1996 Italian Grand Prix (F310) 1997 Japanese Grand Prix (F310B)
Races Wins Podiums Poles F/Laps 33 8 22 7 5
Constructors' Championships	0
Drivers' Championships	0

The Ferrari F310, and its evolution, the F310B, were the Formula One racing cars with which the Ferrari team competed in the 1996 and 1997 seasons. It was driven in both years by Michael Schumacher, who was swapped with Benetton in favour of Jean Alesi, and Eddie Irvine.

This was the first Ferrari Formula One car to run on Shell fuel since the 312B3 in 1973.

The F310 proved to be a front-running car, but without the outright pace or superb reliability which led to the Williams FW18s dominating 1996. Schumacher was able to win three Grands Prix, but the F310's shortcomings were shown by Irvine's run of eight consecutive retirements, most of them mechanical, as well as three straight double retirements. Schumacher was realistic about his aims for the season, saying that he hoped to win a few races before challenging for the title in 1997. Development also proved troublesome, with the cars having to use the 1995 car's parts early in the season whilst structural problems were cured.^[2]

This car was notable as being the first Ferrari F1 car to use the then more conventional V10 engine format, because a V10 engine offered the best compromise between power and fuel efficiency; the V12 was powerful but thirsty, and the V8 lacked the straightline speed of the V10. The name F310 refers to the engine type, a 3 litre, 10 cylinder (V10) - a nomenclature consistent with that used for Ferrari's F1 cars from 1966 to 1980 (the 312, 312B and 312T), and similar to that used for the 2006 Ferrari 248. The engine was also called the 310. It was engineered by former Honda technician Osamu Goto.^[3]

Ferrari was the last team to retain a low nose concept on their cars for the first half of the 1996 season (top), while eventually introducing a high nose after the Canadian Grand Prix (bottom)

Initially, the F310 was the only car in the 1996 field to have a low nose section, with the other teams having all switched to the more aerodynamically efficient high nose which was first seen on the 1990 Tyrrell 019. The high cockpit sides were meant to aid cooling and aerodynamics but in fact had the opposite effect. From the start, however, chief designer John Barnard had announced his intentions to design a high nose for the car, saying that the F310 would be an ongoing project with the ultimate goal to win the world championship. The high nose was eventually adopted permanently from the Canadian Grand Prix onwards. The F310 was the first F1 car to feature the dashboard gauges mounted to the steering wheel.^[4] In an interview in 2012, Irvine said he did not have fond memories of the F310, calling it "an awful car", a "piece of junk", and "almost undriveable", as did John Barnard, who admitted that the car "wasn't very good".^[5] Schumacher himself, reflecting many years later on the F310, referred to it as "a parachute."^[6]

With the hiring of Rory Byrne and Ross Brawn to replace Barnard (who left mid-season in 1997 after Jean Todt decided the entire team including the design offices had to go back to Italy; and with Barnard not wanting to relocate to Italy because of personal reasons, Ferrari sold him the British-based Ferrari design offices, Ferrari Design and Development); part of the dream-team that would give Ferrari six straight Constructors' Championships from 1999 to 2004, they used the F310 as a base for the F310B, improving its shape and mechanicals, making it a five-time winning car in the process.^[7]

The F310B was better performing and much more reliable than its predecessor but suffered stability issues at the front of the car. A new front wing assembly introduced shortly after Brawn and Byrne joined the team improved the package.^[8]

Regardless, double-champion Michael Schumacher was true on his 1995 promise^{[citation needed]} that "in 1996 we will win three grands prix, then in 1997 we will challenge for the championship" by taking the challenge to the last round. He was, however, unable to hold off a storming drive by title challenger Jacques Villeneuve; a botched attempt by Schumacher at defending his position ended up with him in the gravel, retired, and eventually disqualified from the 1997 season results. The team nonetheless retained their constructors' points.^[9]

In total, the F310 and F310B won eight Grands Prix, were on the podium 22 times, and achieved 7 pole positions and 172 points.

Previously, Marlboro was the team's major sponsor; somewhere until 1997 when they became the team's title sponsor. Ferrari used 'Marlboro' logos, except at the French, British and German Grands Prix in both seasons.

The F310 appears in the video game F1 2013 as one of the classic cars and in Formula 1 97.

(key) (results in bold indicate pole position; results in italics indicate fastest lap)

• Henry, Alan, ed. (1996). AUTOCOURSE 1996-97. Hazleton Publishing. pp. 46–48. ISBN 1-874557-91-8.
• Henry, Alan, ed. (1997). AUTOCOURSE 1997-98. Hazleton Publishing. pp. 58–61. ISBN 1-874557-47-0.

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