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Tyrrell 007
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 An ex-Scheckter Tyrrell 007 being demonstrated at the 2004 Canadian Grand Prix | |||||||||
| Category | Formula One | ||||||||
|---|---|---|---|---|---|---|---|---|---|
| Constructor | Tyrrell | ||||||||
| Designer | Derek Gardner | ||||||||
| Predecessor | 006 | ||||||||
| Successor | P34 | ||||||||
| Technical specifications[1] | |||||||||
| Chassis | Aluminium monocoque. | ||||||||
| Suspension (front) | Double wishbones, rocker arms, inboard coil springs over dampers | ||||||||
| Suspension (rear) | Double wishbones, coil springs over dampers | ||||||||
| Axle track | Front: 1,590 mm (63 in) Rear: 1,575 mm (62.0 in) | ||||||||
| Wheelbase | 2,591 mm (102.0 in) | ||||||||
| Engine | Ford-Cosworth DFV 2,993 cc (182.6 cu in) 90° V8, naturally aspirated, mid-mounted. | ||||||||
| Transmission | Hewland FG 400 5-speed manual gearbox. | ||||||||
| Weight | 625 kg (1,378 lb) | ||||||||
| Fuel | Elf Sasol | ||||||||
| Tyres | 1974-1976: Goodyear 1976: Bridgestone 1977: Dunlop | ||||||||
| Competition history | |||||||||
| Notable entrants | Elf Team Tyrrell Heros Racing | ||||||||
| Notable drivers |  Patrick Depailler  Jody Scheckter | ||||||||
| Debut | 1974 Spanish Grand Prix | ||||||||
| |||||||||
| Constructors' Championships | 0 | ||||||||
| Drivers' Championships | 0 | ||||||||
The Tyrrell 007 is a Formula One racing car, designed by Tyrrell's Chief Designer, Derek Gardner. It was used in the 1974, 1975, 1976 and 1977 Formula One seasons.
Development
[edit]Ken Tyrrell, owner of Tyrrell Racing needed two new drivers for 1974 because Jackie Stewart retired from driving at the end of 1973 and François Cevert was killed at the 1973 season finale in the United States. The team had originally planned to have Cevert and Jody Scheckter as their driver line up for 1974. Following Cevert's death, Tyrrell signed Patrick Depailler as replacement. In the first three races of 1974, (Argentina, Brazil and South Africa), Tyrrell used the earlier 005 and 006 chassis.
Racing history
[edit]Elf Team Tyrrell
[edit]1974
[edit]The Tyrrell 007 made its debut at the Spanish Grand Prix. Scheckter drove the 007 and finished fifth, Depailler raced the 006 and the 005 was no longer used.[2] Two 007s raced at Belgium. At the start of the race, Clay Regazzoni's Ferrari took the lead ahead of Scheckter and Emerson Fittipaldi's McLaren. At the end of the first lap Fittipaldi passed Scheckter to take second place.[3] At the Swedish Grand Prix, Scheckter won the race and Depailler finished second.[4] At the Dutch Grand Prix Scheckter finished fifth and Depailler sixth.[5] At the French Grand Prix, Scheckter took fourth and Depailler finished eighth in the 006.[6] In the British Grand Prix Scheckter took the lead and won the race, engine failure took Depailler out of the race.[7] In Germany, Depailler through an accident caused by broken suspension.[8] At the Austrian Grand Prix Depailler retired after an accident.[9] Peterson crossed the line less than a second ahead of Fittipaldi after 12 laps of battling in Italy. Scheckter finished third and Depailler finished eleventh.[10]
The Tyrrell team scored 52 World Championship points; four points were scored by the 005 and the 007 scored 48 points, earning them third place in the Constructors' Championship standings.
1975
[edit]The Tyrrell team scored twenty five World Championship points, earning them fifth place in the Constructors' Championship standings.
1976
[edit]The Tyrrell team scored 71 World Championship points, 13 points were scored by the 007 and the Tyrrell P34 scored 58 points, earning them third place in the Constructors' Championship standings.
Complete Formula One World Championship results
[edit](key) (Races in bold indicate pole position; results in italics indicate fastest lap)
^1 4 points in 1974 scored using the Tyrrell 005.
^2 58 points in 1976 scored using the Tyrrell P34.
^3 All points in 1977 scored using the Tyrrell P34.
Non-Championship results
[edit](key) (results in italics indicate fastest lap)
| Year | Entrants | Engines | Tyres | Drivers | 1 | 2 | 3 |
|---|---|---|---|---|---|---|---|
| 1975 | Elf Team Tyrrell | Ford Cosworth DFV 3.0 V8 | G | ROC | INT | SUI | |
| Jody Scheckter | Ret | ||||||
| Patrick Depailler | 5 | 2 | |||||
| 1976 | Elf Team Tyrrell | Ford Cosworth DFV 3.0 V8 | G | ROC | INT | ||
| Jody Scheckter | Ret | 3 |
References
[edit]- ^ "Tyrrell 007". statsf1.com. Retrieved 6 September 2016.
- ^ "Grand Prix results, Spanish GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, Belgian GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, Swedish GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, Dutch GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, French GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, French GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, German GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, Austrian GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ "Grand Prix results, Italian GP 1974". grandprix.com. Retrieved 14 July 2016.
- ^ Small, Steve (1994). The Guinness Complete Grand Prix Who's Who. Guinness. pp. 121, 190, 201, 225, 287, 334, 337, 374 and 414. ISBN 0851127029.
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Tyrrell 007
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Design and Development
Design Team and Innovations
The Tyrrell 007 was primarily designed by Derek Gardner, who served as the team's chief designer from 1969 onward, having joined after developing four-wheel-drive systems for Matra at Harry Ferguson Research.[4] Following Jackie Stewart's retirement and François Cevert's fatal accident in 1973, Gardner shifted the design philosophy toward a more forgiving chassis to accommodate less experienced drivers, evolving from the high-strung handling of earlier models like the Tyrrell 006 to prioritize driver development in the post-Stewart era.[5] This iterative approach refined Tyrrell's engineering legacy, building on the 006's successes while addressing the team's transition to new talent.[1] A key innovation in the 007 was the refinement of the aluminum monocoque chassis, which featured a lower and flatter structure compared to the 005 and 006, enhancing overall rigidity and improving weight distribution for superior handling balance.[1] The chassis incorporated aluminum sheet construction with fibreglass sidepods housing deformable structures, allowing for better energy absorption and structural integrity without excessive weight, which contributed to more predictable cornering and reduced flex under load.[1] These material choices, emphasizing lightweight aluminum for the tub and composite elements for aerodynamically efficient bodywork, directly influenced the car's responsive handling characteristics.[6] Aerodynamically, the 007 introduced a chisel-shaped nose and compact sidepod design to optimize airflow around the Ford-Cosworth DFV engine, with ultra-tight packaging that served as an early precursor to ground-effect principles by promoting underbody airflow management through low-slung bodywork.[5] These adaptations reduced drag while maintaining downforce, integrating seamlessly with the DFV's layout to minimize turbulence from the engine bay.[6] Driver feedback from Jody Scheckter and Patrick Depailler, the team's new pairing, played a pivotal role, as their input during early development emphasized a chassis that was easier to drive at the limit, leading to adjustments in suspension geometry and bodywork for improved stability and feedback.[5]Testing and Introduction
The Tyrrell team transitioned from the Tyrrell 006 mid-season in 1974, introducing the 007 as an evolutionary update to sustain competitiveness after the departure of Jackie Stewart, with logistics centered on constructing four chassis throughout the year to phase out the older models gradually.[1] Jody Scheckter and Patrick Depailler provided early feedback during test sessions, praising the 007's balanced handling and speed potential, which offered a more forgiving chassis suited to their developing styles compared to the sensitive 006.[5] The 007 made its race debut at the 1974 Spanish Grand Prix at Jarama, where Scheckter qualified ninth in the new car after switching from the 006 due to practice sessions, and Depailler qualified 14th in the 006.[7] Early reliability concerns emerged during the weekend, including a strap-drive failure on the inboard brake system of Scheckter's 007, echoing prior issues with the design but resolved by race time through component adjustments.[8] In the subsequent Belgian Grand Prix, Depailler received the second 007 chassis, completing the team's shift, though minor gearbox flexing in initial outings prompted reinforcements to the casing for enhanced durability over the first few races.[1]Technical Specifications
Chassis and Aerodynamics
The Tyrrell 007 utilized an aluminium monocoque chassis construction, fabricated from lightweight alloy sheets to form a low and flat tub that prioritized structural rigidity and aerodynamic efficiency. This design featured integrated fibreglass sidepods that housed hip-mounted water radiators, allowing for a compact layout while facilitating airflow management. The overall chassis dimensions included a wheelbase of 2,591 mm, with front and rear track widths measuring 1,602 mm and 1,603 mm, respectively, providing a stable platform compared to the narrower, shorter predecessors. Wheels and tires consisted of 10x13-inch front wheels with 9.2/20-13 Goodyear tires and 17x13-inch rear wheels with 16.2/26-13 Goodyear tires.[9][1][10] The car's weight was specified at a dry figure of 588 kg, which met the FIA's minimum weight of 575 kg without requiring added ballast.[9][11][1] Suspension was configured as double wishbones at both front and rear axles, with 1974 models employing pushrod-actuated inboard torsion bars for precise handling, later evolving to outboard coil springs over dampers by 1975 to improve setup reliability and adaptability. Brakes were initially all-inboard, shifting to outboard brakes including the front units in late 1974 and 1975 updates, enhancing responsiveness and cooling.[9][1][10] Aerodynamically, the 007 incorporated a chisel-shaped nose for reduced drag, complemented by a slim-line airbox with large endplates to direct airflow effectively toward the rear wing. Sidepod designs evolved from wide, McLaren-inspired profiles in 1974—optimized for radiator cooling and downforce—to shorter 'delta' shapes in 1975, minimizing turbulence while maintaining grip. A rearward-adjustable nose section with transverse slots for pushrod clearance further refined airflow, contributing to the car's low-drag profile without specific quantified coefficients available from period data.[10][1][6] In line with enhanced safety regulations following François Cevert's 1973 accident, the chassis included deformable structures embedded in the fibreglass sidepods to absorb impact energy, alongside a simplified roll-over bar for driver protection. These elements addressed post-Cevert FIA mandates for improved crashworthiness in Formula One monocoques. The design also allowed for tight engine mounting integration, aiding overall balance without compromising the structural envelope.[1][10]Engine and Drivetrain
The Tyrrell 007 was powered by the Ford-Cosworth DFV V8 engine, a 90-degree naturally aspirated unit with a displacement of 2,993 cc, featuring an aluminium block and heads, and a mid-longitudinal mounting position.[9] This engine delivered approximately 465 bhp at 10,500 rpm in its standard configuration for the 1974 season, with output varying between 465 and 485 hp depending on tuning adjustments made by Cosworth engineers to suit track conditions and fuel quality.[9][12] The fuel system employed Lucas mechanical fuel injection, which provided precise metering for the DFV's high-revving demands, while Elf sponsorship dictated the use of specialized fuels optimized for performance and combustion efficiency.[9][13] This setup contributed to the engine's consistent power delivery without the variability seen in earlier carbureted designs. Power was transmitted to the rear wheels via a Hewland FG 400 five-speed manual gearbox, a lightweight unit combining FT200 gear clusters with a DG300-style differential, selected for its durability under the DFV's torque loads.[9] Gear ratios were tailored for mid-1970s Formula One circuits, emphasizing close-ratio spacing in second through fifth gears to maintain engine rpm in the peak power band during typical cornering speeds at tracks like Monza and Silverstone.[14] Exhaust and cooling systems were adapted to integrate with the 007's compact aluminium monocoque chassis, featuring side-mounted radiators for improved airflow and reduced drag, alongside exhaust routing that directed heat away from the drivetrain while aiding oil cooler efficiency.[15] These modifications ensured thermal management during prolonged high-rpm operation, with the exhaust pipes positioned low along the chassis sides to minimize aerodynamic interference. Over the 1974 to 1976 seasons, the DFV in the Tyrrell 007 evolved through incremental Cosworth upgrades, including forged crankshafts from higher-strength materials and refined valvetrain components, which boosted reliability by reducing fatigue failures and allowing sustained outputs closer to 485 hp by 1976 without sacrificing the engine's renowned durability.[16][12] These enhancements enabled the powertrain to support the 007's competitive edge in endurance races, with the chassis integration facilitating smooth torque transfer to the rear wheels.[1]Racing History
1974 Season
The Tyrrell 007 marked its competitive debut during the 1974 Formula One World Championship, with Elf Team Tyrrell entering both cars across the season's 15 races. The car demonstrated strong early-season handling advantages derived from its evolutionary design, enabling competitive performances on a variety of circuits. Jody Scheckter, driving the primary 007 chassis, secured the team's first victory at the Swedish Grand Prix at Anderstorp, leading a Tyrrell 1-2 finish ahead of teammate Patrick Depailler after starting from second on the grid. This breakthrough win highlighted the 007's reliability and balance, particularly in the undulating Scandinavian layout. Scheckter continued his momentum with a second victory at the British Grand Prix at Brands Hatch, capitalizing on the 007's superior traction and straight-line speed to pull away from rivals after a mid-race safety car period. He added further podiums with second place at the German Grand Prix on the demanding Nürburgring Nordschleife, where the car's stability at high speeds proved advantageous, and third at the Italian Grand Prix at Monza. These results contributed to Scheckter's four podium finishes and 45 championship points, placing him third in the drivers' standings. Depailler complemented the effort with consistent scoring, achieving podiums in second at the Swedish Grand Prix and second at the Austrian Grand Prix at the Österreichring, amassing 14 points through reliable finishes in multiple events.[17] The season was not without challenges, including Scheckter's heavy crash during the Monaco Grand Prix while still transitioning from the older 006 chassis, which underscored the urgency of adopting the newer 007 for improved safety and performance margins. Post-debut, the team shifted strategies to fully integrate the 007 across both drivers, leveraging a strengthened partnership with Goodyear tires to optimize grip and wear on diverse track surfaces. This adaptation enhanced the car's competitiveness in high-speed venues, minimizing mechanical retirements and maximizing points opportunities. Overall, Tyrrell's dual-driver effort yielded 52 constructors' points, securing third place in the championship behind McLaren and Ferrari.[18]1975 Season
The Tyrrell 007 entered the 1975 Formula One season as the team's primary chassis, with drivers Jody Scheckter and Patrick Depailler continuing their partnership from the previous year. The lineup provided continuity, allowing the team to build on prior experience, though internal focus shifted toward development of a successor amid growing competitive pressures. Over the 14-race World Championship calendar, the 007 achieved a mix of strong early results and later inconsistencies, scoring a total of 25 points to finish fifth in the Constructors' Championship.[19] Scheckter opened the season with a victory at the South African Grand Prix at Kyalami, leading from pole and finishing 3.74 seconds ahead of second place, marking his second career win and Tyrrell's first of the year. Depailler supported with a third-place finish in the same race, contributing to a double podium that netted the team 12 points. Further highlights included Scheckter's second place at the Belgian Grand Prix in Zolder and third at the British Grand Prix at Silverstone, alongside Depailler's fourth in Belgium and second in Sweden, but these were among the 007's podiums as the season progressed. The car's aging design struggled against rivals, particularly the Lotus 72's advanced aerodynamic wings and the Ferrari 312T's superior flat-12 engine and chassis balance, which exposed the 007's limitations in downforce and straight-line speed on high-speed circuits.[20][21] Challenges were evident in key races, such as the Monaco Grand Prix, where Scheckter finished seventh after slowing with possible damage from contact, and Depailler finished fifth amid a field thinned by accidents and mechanical failures. In contrast, the Dutch Grand Prix at Zandvoort saw retirements for both drivers, with Scheckter starting fourth but retiring on lap 68 while running fourth, and Depailler retiring on lap 59 in damp conditions that would have highlighted the 007's balanced handling from its coil-spring suspension updates. These results underscored the car's mid-pack reliability but inability to consistently challenge the front-runners, as retirements from engine issues and accidents plagued later rounds like Germany and Italy.[22] The season's fifth-place finish, behind Ferrari, Brabham, McLaren, and Hesketh, reflected the 007's transition from frontrunner to midfield contender, prompting Tyrrell to accelerate development of the innovative P34 six-wheeler for the following year. Scheckter ended with 20 points for seventh in the Drivers' Championship, while Depailler's 12 points secured ninth, their combined efforts ensuring Tyrrell remained competitive but signaling the need for radical evolution.[19]1976 Season
In the 1976 Formula One season, which comprised 16 World Championship races, the Tyrrell team employed the 007 as its primary chassis for the opening rounds while transitioning to the innovative six-wheeled P34. The 007 served as a reliable backup during this hybrid period, allowing the team to maintain competitiveness as the P34 underwent final development and testing. Both Patrick Depailler and Jody Scheckter drove the 007 in the first three races—Brazil, South Africa, and the US West Grand Prix at Long Beach—before Depailler switched to the P34 for the Spanish Grand Prix, with Scheckter following suit at the Belgian Grand Prix.[1][23] The 007 delivered solid early-season results, with Depailler securing podium finishes of second place in Brazil (scoring 6 points) and third in the US West Grand Prix (4 points), while Scheckter added a fourth place in South Africa (3 points) and fifth in Brazil (2 points). These performances provided crucial points as the team familiarized itself with the P34's unique handling and aerodynamics. Scheckter's subsequent retirement in Spain marked the 007's final official team outing, after which it was retired from factory use and sold to privateers. The car's contributions helped Tyrrell accumulate a total of 71 points across both chassis, securing third place in the Constructors' Championship.[24] As the season progressed, the 007's role diminished due to increasing unreliability from wear on its aging components and shortages of spare parts, as Tyrrell prioritized resources for the P34's development. The older four-wheeler struggled to match the P34's potential in evolving regulations favoring ground-effect aerodynamics and smaller front tires, prompting a full shift to the six-wheeler by mid-season. Late-season engine evolutions to the Cosworth DFV V8 provided modest power gains for the P34 fleet, further highlighting the 007's obsolescence.[25][26]Results and Legacy
World Championship Results
The Tyrrell 007 contested 42 World Championship entries across three seasons, securing three victories, one pole position, and one fastest lap while scoring 102 points in total—55 in 1974, 32 in 1975, and 15 in 1976. These results highlight the car's competitive edge in its debut year, where it powered Tyrrell to third in the constructors' championship, before yielding to the innovative P34 six-wheeler in 1976. The car's contributions were isolated from earlier chassis like the 006 in 1974 and later models, representing the bulk of Tyrrell's scoring in 1974 and 1975, and a key early-season performer in 1976.[24][1] The following table details all World Championship starts for the Tyrrell 007, including drivers, grid positions, finishes, points scored, and fastest laps achieved. Data encompasses official team entries and privateer uses, with points awarded per the contemporary Formula One scoring system (9-6-4-3-2-1 for top six finishers). DNF indicates did not finish, and nq indicates did not qualify.| Year | Grand Prix | Driver | Grid | Finish | Points | Fastest Lap |
|---|---|---|---|---|---|---|
| 1974 | Spain | Jody Scheckter | 9 | 5th | 2 | No |
| 1974 | Belgium | Jody Scheckter | 2 | 3rd | 4 | No |
| 1974 | Belgium | Patrick Depailler | 11 | DNF (brakes) | 0 | No |
| 1974 | Monaco | Jody Scheckter | 5 | 2nd | 6 | No |
| 1974 | Monaco | Patrick Depailler | 14 | DNF (accident) | 0 | No |
| 1974 | Sweden | Jody Scheckter | 2 | 1st | 9 | No |
| 1974 | Sweden | Patrick Depailler | 1 | 2nd | 6 | Yes |
| 1974 | Netherlands | Jody Scheckter | 5 | 5th | 2 | No |
| 1974 | Netherlands | Patrick Depailler | 8 | 6th | 1 | No |
| 1974 | France | Jody Scheckter | 7 | 4th | 3 | No |
| 1974 | France | Patrick Depailler | 9 | 8th | 0 | No |
| 1974 | Britain | Jody Scheckter | 3 | 1st | 9 | No |
| 1974 | Britain | Patrick Depailler | 10 | DNF (engine) | 0 | No |
| 1974 | Germany | Jody Scheckter | 4 | 2nd | 6 | No |
| 1974 | Germany | Patrick Depailler | 5 | DNF (accident) | 0 | No |
| 1974 | Austria | Jody Scheckter | 5 | DNF (engine) | 0 | No |
| 1974 | Austria | Patrick Depailler | 14 | DNF (collision) | 0 | No |
| 1974 | Italy | Jody Scheckter | 12 | 3rd | 4 | No |
| 1974 | Italy | Patrick Depailler | 10 | 11th | 0 | No |
| 1974 | Canada | Jody Scheckter | 3 | DNF (brakes) | 0 | No |
| 1974 | Canada | Patrick Depailler | 7 | 5th | 2 | No |
| 1974 | United States | Jody Scheckter | 6 | DNF (oil line) | 0 | No |
| 1974 | United States | Patrick Depailler | 13 | 6th | 1 | No |
| 1975 | Argentina | Jody Scheckter | 9 | 11th | 0 | No |
| 1975 | Argentina | Patrick Depailler | 8 | 5th | 2 | No |
| 1975 | Brazil | Jody Scheckter | 8 | DNF (oil leak) | 0 | No |
| 1975 | Brazil | Patrick Depailler | 9 | DNF (runway exit) | 0 | No |
| 1975 | South Africa | Jody Scheckter | 3 | 1st | 9 | Yes |
| 1975 | South Africa | Patrick Depailler | 5 | 3rd | 4 | No |
| 1975 | South Africa | Ian Scheckter | 17 | DNF (accident) | 0 | No |
| 1975 | Spain | Jody Scheckter | 13 | DNF (engine) | 0 | No |
| 1975 | Spain | Patrick Depailler | 7 | DNF (suspension) | 0 | No |
| 1975 | Monaco | Jody Scheckter | 7 | 7th | 0 | No |
| 1975 | Monaco | Patrick Depailler | 12 | 5th | 2 | No |
| 1975 | Belgium | Jody Scheckter | 9 | 2nd | 6 | No |
| 1975 | Belgium | Patrick Depailler | 12 | 4th | 3 | No |
| 1975 | Sweden | Jody Scheckter | 8 | 7th | 0 | No |
| 1975 | Sweden | Patrick Depailler | 21 | 12th | 0 | No |
| 1975 | Netherlands | Jody Scheckter | 4 | DNF (engine) | 0 | No |
| 1975 | Netherlands | Patrick Depailler | 13 | 9th | 0 | No |
| 1975 | France | Jody Scheckter | 2 | DNF (transmission) | 0 | No |
| 1975 | France | Patrick Depailler | 13 | 6th | 1 | No |
| 1975 | France | Jean-Pierre Jabouille | 21 | 12th | 0 | No |
| 1975 | Britain | Jody Scheckter | 6 | 3rd | 4 | No |
| 1975 | Britain | Patrick Depailler | 17 | 9th | 0 | No |
| 1975 | Germany | Jody Scheckter | 3 | DNF (accident) | 0 | No |
| 1975 | Germany | Patrick Depailler | 4 | 9th | 0 | No |
| 1975 | Austria | Jody Scheckter | 10 | 8th | 0 | No |
| 1975 | Austria | Patrick Depailler | 7 | 11th | 0 | No |
| 1975 | Italy | Jody Scheckter | 4 | 8th | 0 | No |
| 1975 | Italy | Patrick Depailler | 12 | 7th | 0 | No |
| 1975 | United States | Jody Scheckter | 10 | 6th | 1 | No |
| 1975 | United States | Patrick Depailler | 8 | DNF (collision) | 0 | No |
| 1975 | United States | Michel Leclere | 20 | DNF (engine) | 0 | No |
| 1976 | Brazil | Jody Scheckter | 13 | 5th | 2 | No |
| 1976 | Brazil | Patrick Depailler | 9 | 2nd | 6 | No |
| 1976 | South Africa | Jody Scheckter | 12 | 4th | 3 | No |
| 1976 | South Africa | Patrick Depailler | 6 | 9th | 0 | No |
| 1976 | United States West | Jody Scheckter | 11 | DNF (accident) | 0 | No |
| 1976 | United States West | Patrick Depailler | 2 | 3rd | 4 | No |
| 1976 | Spain | Jody Scheckter | 12 | DNF (collision) | 0 | No |
| 1976 | Germany | Alessandro Pesenti-Rossi | 26 | 14th | 0 | No |
| 1976 | Austria | Alessandro Pesenti-Rossi | 23 | 11th | 0 | No |
| 1976 | Netherlands | Alessandro Pesenti-Rossi | nq | nq | 0 | No |
| 1976 | Italy | Alessandro Pesenti-Rossi | 21 | 18th | 0 | No |
| 1976 | Japan | Kazuyoshi Hoshino | 21 | DNF (tyre) | 0 | No |