One of the ideal configurations for a V10 is a 72-degree, this is down to crank shaft balance and loads of oily engine I dont claim to understand. However the upside is the more balanced layout produces less vibration and hence components can be lighter for the same reliability (a generalisation I know). The recent move to wider V angles has not been driven by engine designers (who hate them) but the chassis and to a lesser extent aerodynamicists. Most team adopt 90-degrees (Except Jordan and Minardi in 2003) with Renault being the odd one out at 106-degrees(reputedly). This placed the masses lower on the car to improve the CofG, it also brought the frontal area of the engine to well within the shadow provided by the fuel cell\Driver etc. improving the aero. However wider engines also place their exhausts further outboard and this can impinge on the slim shape favoured by the aero guys at the rear of the car. Renaults early wide angle enginw famously suffered cooling issue related to space left at the rear of the sidepods. Renault also suffered a poor airbox shape created by the inlets being spaced for apart, necessating a tall ridge mouled into the airboxes base to provide the shape to produce similar accoustics to narrower engine airtboxes, the offset of a narrower airbox was the volume took up space in front of the rear wing, this has been offset by better design, Jordan has as low an airbox as any one in 2003.
also installation stiffness can be compromised, Renault installed a subframe as part of their design (& not an after thought) to compensate, this years car also had a broad steel sump to mount the bottom of the engine securely to the chassis and usefully to act as ballast.
All up engine weight is less of an issue now, instead CofG has been the pre-occupation, waisted cylinder heads appearing like shrink-wrapped castings around the valve tracts\combustion chambers and camshafts have reduced these to the point of diminishing returns. Underweight cars can now compensate for heavy components mounted high up with ballast (or ballasted components i.e. sumps etc) and still leave weight for set-up tuning ballast.
So with overall engine height, CofG and weight not an issue, but installation width and reliability a key factor the 72 degree once agains becomes the better packaging option. With a narrower profile the 72-degree can place exhausts and anclillaries inboard to narrow the rear end.

Renault have excelled at this with their R24 for the 2004 season. The airbox and cylinder heads even protrude from the main bodywork underneath blisters creating a tightly waisted sidepods and engine cover beyond even ferraris F2003Ga which was still reqiured to package the wide 90-degree engine.