Have you ever seen a Formula 1 car with six wheels? Back in the 1970s, Tyrrell introduced one of the most radical and famous innovations in F1 history: the six-wheeled design known as the P34. Today, we’ll explore why this car was able to achieve success, and why it was eventually sealed away by F1 history.
Let’s rewind to the mid-1970s. At that time, there was a clear difference between the front and rear wheels: typically 26-inch rear wheels paired with 20-inch front wheels. Almost 90% of the grid used the same Ford Cosworth DFV engine, the same Hewland gearbox, and the same Goodyear tires. Performance differences between cars were narrowing.
To find a new path, Tyrrell’s designer Derek Gardner came up with a revolutionary idea. With highly secretive development and by persuading Goodyear to supply them with 10-inch front tires, he successfully brought the six-wheeled P34 to the 1976 season. From the outside, it looked like a conventional car, except its two large front wheels were replaced by four 10-inch smaller ones. The steering wheel directly controlled the foremost pair, which were linked via a clever mechanism to the second pair.
This design allowed the smaller wheels to be completely hidden behind the maximum 1.5-meter-wide front wing, significantly reducing frontal area and aerodynamic drag. Gardner described the effect as equivalent to adding about 40 horsepower. Four small front wheels also meant greater tire contact area and improved cornering grip, while four front brakes offered stronger stopping power. To help drivers see the smaller wheels, the P34 cockpit was fitted with unique side windows so they could check for locking or wear. From every angle, it was a revolutionary innovation.
As Gardner expected, the P34 quickly achieved impressive results. After some initial adaptation, drivers Jody Scheckter and Patrick Depailler grew comfortable with its unique handling. At the Monaco Grand Prix, the sixth race of the season, they finished second and third behind Niki Lauda’s Ferrari. The real highlight came at the Swedish Grand Prix in Anderstorp, where Scheckter claimed pole position and then, after Mario Andretti’s Lotus retired with engine failure, Scheckter and Depailler dominated—bringing home an unprecedented 1–2 finish.
That season, the P34 gave Tyrrell 10 podiums and third place in the Constructors’ Championship, behind Ferrari and McLaren—clear proof of the six-wheel concept’s potential.
But flaws began to surface. While Depailler loved the car, Scheckter never praised it, even calling it “a piece of junk” after the season. He complained that although braking in a straight line was strong, the shortened wheelbase meant poor grip on corner entry. The smaller tires also rotated more times than larger ones, making them prone to overheating, wear, and locking—forcing him to lift off earlier than expected, which nullified the braking advantage. The special side windows also often became clogged with dirt, again affecting visibility.
A bigger issue was tire supply. By 1977, Goodyear, F1’s main tire supplier, was focused on developing standard-size tires. They were unwilling to devote major resources to the unique 10-inch P34 fronts. As standard tire performance advanced, the P34’s smaller tires stagnated, eroding its initial grip advantage and upsetting balance. Facing this unsolvable problem, Tyrrell abandoned the six-wheel concept after 1977 and returned to conventional four-wheel cars.
Tyrrell’s bold attempt, however, inspired others. In 1977, March built the March 240, a six-wheeled car with four rear wheels of equal size to the fronts, eliminating the need for special tire development. Designers believed F1’s large rear wheels were the main drag source, so shrinking them would reduce drag and boost traction. But due to technical complexity and financial problems, the 240 never raced. Ferrari also experimented, building the 312T6 based on their championship-winning 312T2. It mounted four wheels side by side on an extra-wide rear axle, resembling a truck. Testing showed severe handling issues and excessive width, and the project was abandoned.
The last team to try was Williams. In 1982, they developed the FW08B, with four driven rear wheels. Beyond traction and drag benefits, in the era of ground effect, this allowed for a longer, wider Venturi tunnel under the car, generating massive downforce. Rumors said it was several seconds faster than conventional cars in testing. But before it could race, the dream was crushed by regulation. Concerned about escalating speeds, safety risks, and costs, the FIA introduced a rule effective 1983 mandating that F1 cars must have exactly four wheels, with only two driven.
This rule ended Williams’ six-wheel dream and closed the chapter for all such cars.
Though short-lived, the P34’s podiums and race win, along with Williams’ test results, proved the enormous potential of six-wheel concepts. Even under strict regulations, F1 engineers’ drive for innovation never ceased. The sport’s history of radical technology is the best evidence of that spirit.
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