Race Oddity: Lotus 56 "turbine car"

Turbine powered automobiles have been tried and tested many times as a replacement to the conventional piston engine. Essentially a jet-engine mated to a mechanical drive shaft, turbines allow a vast power curve and relative simplicity. The idea became gained popularity in the late 1950's "Jet Age" and was experimented with heavily by Chrysler in particular. They proved rather impractical on street cars though for various reasons like extreme heat, noise, and high fuel consumption. Even Rover took the technology to LeMans in 1963 with Graham Hill and Richie Ginther, but that of course is another story.

Andy Granatelli's STP-Paxton turbine-powered special came close to winning the 1967 "500" at the hands of Parnelli Jones before dropping out 10 laps from the finish due to a bearing failure in it's unique 1-speed drivetrain. The turbine's wide operating speed range meant changing ratios was unnecessary, but power was sent to the ground with a bespoke Ferguson (as in Massy-Ferguson tractors) four-wheel-drive system. Though it didn't win, Granatelli was sold on the potential of the formula.

(The STP-Paxton chassis and engine)

The next year, Lotus joined STP's efforts with their vast racing expertise and built on Granatelli's idea. This project became known as the Lotus 56. As if the 500+ horsepower Pratt & Whitney turbine (designed for helicopters) wasn't radical or innovative enough, designer Maurice Philippe clothed the car in an unusual new aerodynamic "wedge" shape. Unlike the 56's predecessor, which placed the driver beside the engine, the Lotus had its turbine was mounted in the center behind the driver, which allowed for a completely symmetrical and balanced chassis. Perhaps even early in development, Lotus had plans for the four-wheel-drive car on tracks that were not just ovals. In any case, it seemed like a very promising package and STP's Granatelli was eager for his team to have a victory at Indy.

(Granatelli and his 1967 effort with Chapman, Clark, and the Lotus)

Initially, Chapman intended to have his best F1 drivers and Indy veterans drive the new machine - Jim Clark and turbine veteran Graham Hill. Tragically, Clark was killed early in 1968 in a Formula 2 crash before the Indianapolis event. Chapman then asked Mike Spence to step in, though he too died at the wheel. During practice for the "500" he struck the wall in one of the 56s and was hit in the head with the right front tire. Former motorcycle racer Joe Leonard replaced him and went on to capture the pole, his teammate Hill qualified in second, and relative newcomer Art Pollard took 11th in a third car.

(Spence's fatal crash in the Lotus 56)

When race day came, Hill's car was the first to bow out, losing a wheel at lap 110 and crashing into Turn 2. Leonard was passed after 31 laps of the race, however, he regained 1st after leader Bobby Unser had problems with his car's transmission. At a re-start after the final caution flag, both Lotus 56s suffered from snapped fuel pump shafts and were forced out of the running. Victory once again eluded the STP turbine-car effort in spite of so much promise. To make matters worse, USAC (Indy's governing organization at the time) banned turbine-power as well as four-wheel-drive.

(David Walker in 1971 at the wheel of a 56B - note addition of wings)

Back overseas, Chapman was still trying to get his money's worth. A modified version of the 56 (the 56B) was casually tried in Formula One during the 1971 season. The "B" would only compete in three F1 races where it proved heavy, unreliable, and overly complex. The car looked like a contender in the Dutch Grand Prix where wet-weather allowed the FWD system to come into its own, however driver Dave Walker went off-track and didn't finish. At Silverstone suspension failure put the car out, and finally Emerson Fittipaldi could only manage 8th at the Italian Grand Prix.

(Fittipaldi in Italy with later livery - front wings removed for this high-speed track)

The 56's career was finally over. Lotus had already carried-over the "wedge" design to the very successful 72 F1 car, but turbines whirred away into the history books.

Race Oddity: Tyrrell P34

As part of a new series of articles here on RWP, let us introduce “Race Oddity” – a look at some of the more unusual racing cars produced throughout history.

Of course one of the oddest and perhaps one of the more famous racecars ever made was the Tyrrell P34. Ken Tyrrell’s team started racing in Formula One during the 1968 season with French built Matras to a fair degree of success. The politics of Tyrrell’s French Elf sponsorship combined with Matra’s desire to use their own V12 engine as opposed to the superior Ford-Cosworth DFV V8 led the team to begin development of their own cars in the early 1970s. The first official Tyrrell-made car was released in 1970 and won both driver and constructor titles in 1971. Throughout the 1970s, the team was a significant contender in the F1 arena. For 1976, Tyrrell’s designer Derek Gardner – who previously worked for Matra – came up with the gasp-inducing P34 six-wheeled car.

The car used two sets of tiny 10-inch front wheels which both steered, and the Cosworth 3.0 litre DFV powered the rear through a Hewland gearbox. The reasoning for the layout was as follows: with smaller (and lower) front wheels, the frontal area of the car could be reduced and airflow over the top of the wheels could be improved. However, a reduction in wheel size also resulted in a reduction of front-end grip. The solution was therefore to simply add another set of wheels, which effectively doubled the contact area of the steering tires. Adding somewhat to the odd-ness of it, were small windows cut into the bodywork on some iterations of the chassis near the steering wheel to aid driver vision. The cars first ran in competition during the 1976 Spanish Grand Prix, where unfortunately both of the Tyrrells failed to finish, but were fairly competitive throughout the season nevertheless. Tyrrell P34s pulled off a 1-2 finish in the 1976 Swedish Grand Prix with drivers Jody Scheckter and Patrick Depallier. The drivers differed on their opinions of the car: Depallier was happy with it, but Scheckter was not impressed at all and was replaced by Ronnie Peterson the following season.

While interesting on paper, the additional two wheels at the front also meant more suspension parts and the front of the car, and therefore, more weight. This became problematic for handling. More problems arose for the car when the specially made Goodyear tired proved to be lacking against their normal sized counterparts from both Goodyear and other manufacturers. As Tyrrell was not the tire company’s main concern, development lacked and proved to be detrimental to the P34’s performance. The aerodynamics were improved a bit for 1977, but it was of little avail. The ’76 win in Sweden would be the Tyrrell’s only victory with the six-wheeler, and the P34 was retired for 1978.