THE EVOLUTION OF CAR WHEELS: WHERE FORM MEETS FUNCTION OVER 300 KM/H
Wheels are one of the few things every car shares, from the slowest entry-level budget-beaters to the most expensive hypercars; they’ve always been there, but they’ve come a long way since the dawn of motoring. From solid wooden circles to featherweight carbon-fibre marvels, wheels have evolved dramatically, driven by innovation in materials, performance, safety, and style. The earliest “cars” (think steam-powered carriages in the late 1800s) were basically horse-drawn buggies with engines bolted on. They used traditional wagon wheels made of wood, often with steel bands around the outer edge for durability. These were hand-built by chaps called wheelwrights and they used hardwoods like oak and ash for strength, and they were surprisingly tough for the speeds of the day, a whole 30 km/h, at a push. By the time Ford rolled out the Model T in 1908, the wooden wheel was still the standard, but it used artillery-style wheels made up of a hub with multiple wooden spokes radiating outward, wrapped in steel “tyres”. These wheels were simple, rugged, and relatively easy to repair, which was crucial when roads were more dust than tarmac. In the 1920s and ‘30s, manufacturers began phasing out wood in favour of stamped or pressed steel wheels, which were easier to mass-produce and more durable. The design typically consisted of a central disc welded to an outer steel rim, providing better strength and alignment, and that’s where tyres entered the picture, but we’re not talking tyres. Steel wheels became the industry standard through the post-war boom into the 1960s and beyond. They were cheap, strong, and could be painted to match the car. Hubcaps were used to dress them up, and trim rings added a touch of shine for those who wanted a bit of flash without the cost of something custom.
The 1960s and ‘70s saw the rise of aluminium alloy wheels. Initially reserved for racecars and high-end sports cars due to their cost and complexity, alloy wheels offered a huge performance advantage: they were lighter, which reduced unsprung weight and rotational mass. That meant quicker acceleration, sharper handling, and better braking. Early alloy wheels were often magnesium-based (hence the term “mag wheels”), but magnesium had a nasty habit of corroding or catching fire under extreme heat. Eventually, aluminium alloys became the go-to material, offering the right balance between weight, strength, and corrosion resistance.
By the 1980s and 1990s, alloy wheels began to filter into mainstream production vehicles. Automakers finally realised buyers wanted style and performance. From polished 5-spokes to intricate BBS mesh wheels, they became a fashion statement as much as a performance upgrade. The turn of the millennium saw wheel design explode. No longer just round things that roll, wheels became visual centrepieces, the jewellery of the car world and often the very first aftermarket modification a new car owner would carry out. Multi-spoke, split-spoke, deep-dish, turbine, mesh, concave - the variety was endless. Custom finishes like chrome, satin black, brushed aluminium, and two-tone powder coat became common. But it wasn’t just about looks. Manufacturers pushed wheel sizes upward - 16-inch wheels were the norm in the ’90s, 17s and 18s took over in the 2000s, and today, it’s not unusual to see 20s, 21s or even 23-inch wheels on production cars. Bigger wheels allowed for larger brakes, lower-profile tyres, and a more aggressive aesthetic. But they also added weight - unless you got serious with your materials. Not all alloy wheels are created equal though. The two main methods of manufacturing are casting and forging. Cast wheels are made by pouring molten aluminium into a mould. They’re inexpensive and good for mass production, but aren’t as strong as forged wheels and can be heavier. Forged wheels are crafted from a solid billet of aluminium that’s compressed under immense pressure and then machined into shape. They’re significantly stronger and lighter, but also far more expensive. Most motorsport and high-end performance cars use forged wheels for maximum strength-to-weight ratio.
Enter the modern era of carbon fibre wheels - the holy grail of strength, lightness, and bragging rights. Brands like Koenigsegg, Ferrari, McLaren, and Ford (on the GT and GT500) are fitting carbon wheels as standard or high-end options because they can weigh 40–50% less than their aluminium counterparts while offering amazing strength. Less unsprung weight means sharper handling, better ride quality, and less stress on suspension components. The downside is that they’re hellishly expensive and require precise manufacturing. Drop one the wrong way or hit a hard pothole at speed, and it could mean a very pricey replacement. But if you’re in the world of million-rand supercars, that’s just the cost of doing business. We toured the BSC factory a while back, a set of their wheels for a Porsche GT2 close in on R300k for a set. In motorsport, every gram counts. That’s why F1, Le Mans prototypes, and high-end GT cars obsess over wheel weight and strength. Even in rallying, where durability trumps lightness, forged wheels have become standard kit. High-performance road wheels are now being designed with CFD (Computational Fluid Dynamics), wind tunnel testing, and track data. Some wheels even feature directional spokes for better brake cooling, while others integrate aero covers like those on the Porsche 911 Turbo or Tesla Model S Plaid. We’ll be seeing more flow-formed wheels, a hybrid between casting and forging as seen on my Mk4 GTi, and also 3D-printed wheels that are in concept stages for bespoke shapes and minimal material use. The future is bright, as the wheel turns.
Take a look at the YouTube video from the awesome channel, Driving 4 Numbers, as they take us through the evolution of car wheels with a lil' look into the future: History and EVOLUTION of the WHEEL - from 3500 BCE to the PRESENT and BEYOND | driving 4 answers
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