EDITORIAL CONTENT

Every Car Porsche Made From 1931 To 2020 

[A look back at one of the world's leading race & sport car makers]

 

Trio With a Vision

In 1931, three men came together to launch a company that would become the stuff of car racing and sports car production legend. They were: Adolf Rosenberger, Anton Piech, and Ferdinand Porsche. Adolf was one of Europe's most successful race car drivers at the time competing on behalf of the Mercedes and Benz brands. He was also the son of a wealthy German-Jewish family who had made their fortune in the cinema business. As such, Adolf could afford to fund the startup company, and did. His connection to Ferdinand came as a result of driving the infamous supercharged Benz SSK race car, a car Ferdinand developed for Mercedes. As a partner in the company, he served at the Commercial & Technical Director. Surly his winning racing credentials and competitive mindset were productive assets to the business. Anton's connection with Ferdinand arose having served Ferdinand as his attorney in a contract dispute against Daimler-Benz. He had also married Ferdinand's daughter Louise in 1929.

     Founded under the legal name "Dr. Ing. Hc. F. Porsche GmbH," the company was an automobile design and consulting firm---they did not build or brand any of the vehicles they engineered, designed & developed. Supposedly 80% interest in the firm was held by Porsche.10% went to Piech and the same 10% to Rosenberger. Discrepancies exist in these published holdings so the figures are both feasible and questionable. The company's first official residence was in Stutgart, Germany, at Kronenstrasse 24. The office building the Porsche team first moved into remains there to this day appearing much the same as it did nearly 100 years ago.

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Adolf Rosenberger

B. April 8,1900

D. December 6,1967

Son of a wealthy German-Jewish family in the cinema business in Germany, Rosenberger was one of Europe's leading race car drivers in the 1920's. Notably for Mercedes and Benz whom Porsche was developing cars for. Most notably the SSK which Rosenberger drove for Mercedes with winning flair. It was Rosenberger who provided the bulk of initial funds to launch the Porsche corporate. He then participated with the company as the commercial and technical director. When Hitler came to power, Rosenberger was charged with "racial crimes" as a Jew and imprisoned at KZ Schloss Kislau near Karlsruhe. Following a bribe to the Gestapo by a colleague, Hans Baron Vyder Mahlberg, Rosenberger was released from prison and immediately forced to leave Germany. He first emigrated to France and later to Great Britain representing Porsche corporate in both those countries. In 1939 he emigrated to the U.S. where in 1944 he became a citizen taking the name Alan Arthur Robert. California was home for him where he was active in motor sports and the auto business. He died in April of 1967.

Anton Piech

B. Sept. 21, 1894

D. August 29, 1952

 

Born in Vienna, Austria, Piech studied at the University of Vienna receiving his doctorate of jurisprudence in 1922. He remained in Vienna as an attorney in the late twenties represenmted Ferdinand Porsche in a contractural dispute with Daimler-Benz.

Married Louise in 1928

Would have 4 children

Ernst (born 1929), Ferdinand (born 1937), and Hans-Michel (born 1942), and a daughter, Louise Daxer-Piëch (1932–2006).

In May 1933, Piëch a became a member of the then-illegal Austrian Nazi Party. In July 1937, months before the Anschluss, he joined the NSDAP of Nazi Germany. He joined the SS in 1944.

Headed Volkswagenwerk GmbH between 1941 and 1945.

In 1945, Under the pretext of relocating the address of Volkswagenwerk GmbH to a safe place, he moved 10 million Reichsmark from Nejdek to Zell am See, where his family owned a farm. The money was supposed to be used for the relocation of a factory from Nejdek to Allgäu, but this never came to happen, and no funds ended up financing Porsche KG.

 

After the war, due to the absence of a notice of dismissal, Piëch continued to serve as chief executive of Volkswagenwerk GmbH until November 1945. He used these final months to pay off bills of Porsche KG.

At the request of the French Minister of Justice Pierre-Henri Teitgen, Piëch was arrested in late 1945 in Baden-Baden together with Ferdinand Porsche and Ferry Porsche, following an invitation from French Minister of Industrial Production Marcel Paul. They were accused of forcibly transferring French workers to Wolfsburg, and organizing the deportation of executives of Peugeot to Nazi concentration camps during the German occupation of France. They were also held responsible for dismantling and moving Peugeot equipment and tools to the VW factory. Piëch and Ferdinand Porsche spent 22 months in French prisons. Ferdinand Porsche was ultimately absolved of responsibility by testimony made in court by many witnesses.[9]

On 17 September 1948 in Bad Reichenhall, Piëch participated in the signing of the agreement between Volkswagenwerk GmbH (under the leadership of new CEO Heinrich Nordhoff) and Porsche Kommanditgesellschaft. As a result of the new treaty, Porsche was put in charge of the development activity of Volkswagen, as it occurred to date. Through license fees and representation rights paid by VW, financial foundation was laid for the new plant of Dr. Ing. h.c. F. Porsche AG.[10]

In 1950, Piëch was manager of the Porsche Konstruktionen-GmbH in Salzburg, which was founded on 1 April 1947 in Gmünd in Kärnten, and of the "Volkswagen General Agency" in Austria, located in Salzburg, which later would become the Porsche Holding, currently the majority shareholder of Volkswagen Group.

On 29 August 1952, Anton Piëch died unexpectedly in Klagenfurt. His wife, Louise, became the director of business in Austria. He is buried in Zell am See.

KG.

Ferdinand Porsche

B. September 3,1875

D. Januray 30,1951

Born in what is today the Czeck Republic, Porsche was the son of a "master panel beater." His father being a body craftsman making repairs to damaged vehicles, young Porsche spent a great deal of his time involved with mechanics of one sort or another. At age 18, he had a referral that landed him his first known job with Bella Egger Electrical company in Vienna. Other than supposedly sneaking into classes at the local university after work, Porsche never had any higher engineering education. Still, while with Bella Egger, Porsche is credited with dceveloping the first electrical hub motor.

     In 1898, at age 23, Porsche joined Jacob Lohner & Company, the company that produced coach vehicles for the monarchs of Austria, Sweden, UK, and Romania being on record. In 1901, the Lohner-Porsche was introduced as the first hybrid electric-petrol driven vehicle. Porsche was now age 26. Powered by a Daimler built motor, a generator ran two electric wheel hub motors. The advantage here being a great reduction in weight given a petrol motor replacing the tremendously heavy lead batteries. At age 30, Porsche was recognized as Austria's Most Outstanding Automotive Engineer with his receiving the Potting prize. A year later, Austro-Daimler recruited Porsche to be their Chief Engineer. He remained with Austro-Daimler until 1923. It is said that differences in opinion as to the "future direction of car development" led to Porsche's departure. During his employment with Austro-Daimler, Porsche engineered a number of winning race cars, the most notable being the supercharged SSK that raced under the Mercedes-Benz brand in the late twenties---Daimler Motoren Gesellschaft and Benz & Cie having merged into Daimler-Benz in 1926. Racing the SSK for Mercedes-Benz was one of Porsche's eventual partners, Adolf Rosenberg.

     The title Porsche would eventually give Porsche corporate came from the honorary professorship he received in 1916 from the Vienna Institute of Technology. "Dr. Ing. h.c." is an abbreviation of "Doktor Ingenieur Honoris Causa"

     Porsche departed Mercedes-Benz in 1929 due to his vision calling for small, lightweight Mercedez-Benz vehicles being unpopular with the Board at Daimler-Benz. This led Porsche to his position at Steyr Automobile.

     At Styer, Porsche is credited with producing the 37/100 hp Austria. The car's features included a 5.3-liter inline 8 cylinder engine with dual magneto ignition and twin spark plugs, detachable cylinder head, four-wheel hydraulic brakes, and half-eliptic front & rear swing axle suspension. At approximately the same time, the great depression took hold and economics led to Porsche's position at Steyr being eliminated. Austro-Daimler help bail Steyr out while also killing the 37/100 hp Austria project as it was in direct competition to one of their own vehicles.

    Porsche had more than recognition for his forward thinking in regard to automotive design & engineering, he was well known for saying what he thought regardless of popular opinion. With his recognition and fervent dedication to his own vision, he launched Porsche corporate in 1931 together with Rosenberg who was a highly successful race car driver and Piech who had represented Porsche in prior legal dispute with Daimler-Benz and who was then family in the sense of having married Porsche's daughter Louise 3 years earlier in 1928. 

      It is worth highlighting that these three men all agreed to start an automotive company in perhaps the most challenging time possible. They knew of the economics that were at hand. What they did not know was that World War II would be upon them in 8 years time.

     

     

      

      

 

 

 

became a German citizen in 1934.

Need Porsche's early years.

 

In January 1929, Dr. Ferdinand Porsche joined Steyr from Mercedes. He quickly produced the 37/100 hp Austria, with a 5.3-liter straight eight, dual magneto ignition, and twin spark plugs, four-wheel Lockheed hydraulic brakes, and Steyr's first detachable cylinder head. It also had Steyr's half-elliptic front and swing axle rear suspension. It showed at the Paris Salon and Olympia, the cabriolet offered at £1550.[4]

The Great Depression intervened, however, and Steyr was bailed out by Austro Daimler, which killed the project as competing with its own very similar car, while Porsche resigned to form Porsche Büro in Stuttgart. The crash hit hard. Steyr in 1929 produced short of 5000 cars and 1000 trucks in all, and in 1930, just twelve.[4]

His rise as an automotive and racing engineer was marked by by accomplishments and honors leading Porsche to become a highly regarded automotive engineer in Germany & Austria. Possibly well ahead of his time, he is credited with introducing  the first hybrid petro-electric vehicle in 1901, the Lohner-Porsche, an Austrian speed-breaker at 35 mph. While Czek born, Porsche changed to German citizenship given Nazi influences and the commercial opportunities presenting themselves in Germany at the time. Among them, the contract to design Germany's "people's car," the Volkswagon---one of the most successful car designs in history. Porsche was more than a brilliant engineer, he was a clever, competitive, and driven businessman. He was also keenly adept at surrounding himself with individuals that supported his cause and his creative vision. Erwin Komenda being a prime example. The two met in the late twenties when both were employed at Styre in Austria. More on Komenda later. 

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The Start Up

 

The company's first major contract came from Wanderer, a German maker (1896-1945) of various transportation modes including bicycles, motorcycles, automobiles and vans built for public, commercial, and eventually war-time use. While the business grew, F. Porsche decided to work on his own small-car concept that he had begun while at Daimler. He funded his private project via loan on his life insurance. A lack-of-confidence was surly not in F. Porsche's vocabulary. The motorcycle maker Zundapp later came in to financially support Porsche's idea but is said to have lost interest in order to focus on the success of their motorcycle product line. NSU, a corporate predecessor to Auto-Union and then Audi, took the place of Zandapp. They too eventually stepped out supposedly based on the extreme cost of tooling involved. Exactly what happened to F. Porsche's private car concept is unknown. Not one to waste ideas, it could be speculated that he incorporated any number of ideas from his personal "concept car" into subsequent vehicles.

     While Porsche corporate had business and was growing, the economic depression reached around the world to include Germany, the auto industry, and ultimately Porsche. A visionary, Porsche could be said to be a fool or dauntless depending on individual opinion. This being said based on, in 1932, F. Porsche founding Hochleistungs Motor GmbH (High Performance Engines Ltd.), a subsidiary company with the plan being to develop a racing car with no existing customer/contract in hand. 

 

and most recognized contract was from the German government for a "erformed by GP AutoWerks is certified to be unbiased and does accurately represent the conditions as I find and report for the vehicle named in my report. At no time will GP AutoWerks favor a buyer or a seller in regard to a PPI inspection and report. I guarantee this.

The war years 1939 - 1945

 

Porsche the company is 8 years of age when World War II broke out. The Volkswagon "Beetle" designed by Porsche, Ervin Komanda credited with the body design, shifted production from public & commercial use to military use. Porsche also shifted from desicontract was for the Wanderergning cars to developing vehicles for combat. Tanks in particular. Notably the Tiger I and Tiger II. Ultimately those contracts were lost to Henschel & Son, a company that specialized in heavy transport manufacturing. In the 20th century, Henschel & Son was the largest locomotive maker in Germany. Not one to waste good thinking, Porsche used their chassis design for the Tiger to create the Elefant Tank Destroyer. According to Fabian Muller, Porsche's Biographer, Porsche---like many other German companies during the war---had thousands of forced laborers working in their factories.

Louise's brilliant thinking

Louise Piech August 4, 1904 - 1999 eldest daughter raised in an automobile-dedicated family, fond of racing, was given first car by father when 15 years of age, driver's license at 14, competed against leading racers of the day and beat them

Porsche Konstruktionen GmbH & Co KH founded in 1947

Allowed brother Ferry to reestablish Porsche corporate in Stutgart in 1950 where full scale production of the 356 began.

When Anton Piech died in 1952, Louise set up the import of Porsche and Volkswagin cars to Austria.

Come the end of the war in 1945, Ferdinand Porsche was arrested late that year for war crimes but never tried. He was released from prison in August of 1947. During his Father's imprisonment, Ferry Porsche created and built the first Porsche 356 in a sawmill in Gmund, Austria. Road certified in 1948, the 356 is regarded as the first genuine Porsche vehicle as it was designed, built, and sold under the Porsche company name. 356 body design credit goes to Erwin Komenda.

      With auto parts in short supply following the war, the 356 out of necessity employed many parts from the VW. As the 356 model evolved, it would bear more and more parts made by Porsche specifically for the 356. 356 production ran from 1948–1949 under the company Porsche Konstruktionen GesmbH in Austria. Approximately 50 were hand built in Gmund. In 1950 the factory relocated to Zuffenhausen in Germany were production of the 356 ran through 1965 under the Dr. Ing. h. c. F. Porsche GmbH company. Some 76,000 356 units were produced. An estimated half of those survive to this day.

Racing

Before World War II, Porsche had designed and constructed 3 type 64 racing cars for a race that would never be run. That race was the 1939 Berlin-to-Rome race that was cancelled.

 

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Credit where credit is due

 

While many contributed to the building of Porsche's recognition, the most significant yet invisible individual was perhaps Erwin Komenda---the designer of Porsche car bodies from 1931 through 1966.           Komenda and Porsche met while both of them were working at Styre in Austria in the late twenties. Komenda was the ______ and Porsche the ______ . Porsche later hired Komenda after founding Porsche corporate in 1931 as Head of the Body Design Department. It was Komenda who designed the form of the Porsche 356, also the ___________ . In his own right, Komenda was a creative genius who, as one looks back at his designs beginning in ______ with the model 64 he designed for Porsche, he was well ahead of his time in regard to appreciating how air flow affected the performance of a body moving through it. This sensibility is the signature of every Porsche car model from the beginning---credit due to Erwin Komenda. Komenda had a 35 year body designing career with Porsche. It ended in 1966 with conflicts over the design of the 911. It is total speculation that the issue was credit for the design of the 911---an _____ design of the day---being taken by Butzi Porsche. Deflection of the issue being managed by involving ______ across the street, and affectively eliminating Komenda's name from being associated with the 911. Komenda died later in 1966. More speculation has it that, after having given the major portion of his life's work to Porsche, the recognition he deserved was affectively stolen from him for the benefit of others. Whether this summary is correct or not is speculative. What can be said for sure is human nature, where competition exists for recognition & success, rarely does power give credit where credit is due.

 

As is typical of most corporate leadership, Komenda's creative leadership for the company went unrecognized for the great part. 

Post-war progress

 

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Every Porsche Ever Made 1948 - 2020

 

 

To genuinely know Porsche vehicles, it's important to know the players whos lives are in the engineering, design, fabrication, and marketing. his list of Porsche vehicles made from from the company's founding in 1931 up to 2020 looks at their cars in 4 categories: production-street cars, supercars, race cars, and finally concepts & prototypes that never saw production. Behind all that is now visible is the invisible. Most importantly, to understand the lineage of Porsche branded vehicles, particularly early models ranging from ______ to ______, the company & its' cars makes more sense by knowing the invisible side. This being the connection between key players, the connection between companies, and the good, bad, and ugly that occurs at this moment leading every corporate entity the past to present. 

That being the where all that is Porsche as we know started. With a single thought. Perhaps a fleeting glimmer of aspiration had while finishing a small cup of coffee. Whatever and however, the global brand and powerhouse that is Porsche today began in the mind of one defted auto engineer who had a passion for doing things better than anyone else and proving that on the race track. Ferdinand Porsche Sr. is that man. Born in the Czek Republic the son of a panel beater---someone who makes repairs to vehicles---Ferdinand spent his early recollections near his father and the machines that his father worked on. Captivated by mechanics, Ferdinand went on in his life to be regarded as one of Germany's greatest automotive engineers, yet here is a man who had no formal training or college education. All his credits/honors were bestowed on him due to the leading automotive solutions conceived under his authorship. At 56, in 1931, Ferdinand, together with partners Anton Piech and Adolf Rosenberger founded Porsche corporate. Formally, "Dr. Ing. Hc. F. Porsche GmbH." This Doctorship was a title given Ferdinand by _____ . The Piech name is better known than Rosenberger's now. The connection is more than the corporate partnership between Anton and Ferdinand. Anton married Ferdinand's daughter Louise in 1928. He, Anton, was 37 years of age when he partnered with Ferdinand. The third partner, Adolf, was connected to Ferdinand through the Mercedes-Benz SSK race car Ferdinand had developed and that Adolf was racing and winning with. In the 20's, Adolf Rosenberger was one of Europe's leading competitive drivers. Surly Ferdinand Porsche's designs played into this. And surly the two men had an affinity for each others as competitive forces each in their own right. The son of a wealthy cinema-related family in Germany, Adolf is credited with being the one who put the lion's share of money up to launch Dr. Ing. Hc. F. Porsche GmbH... Porsche corporate. Adolf's role with the new business was that of Commercial and Technical Director. His recognition as a winning race car driver was of course being leveraged to benefit the partners and their business goals. Speaking of business, Porsche the company was founded as a consulting firm. Their position being to collaborate in t he design & development of vehicles but neither manufacturer the vehicles they were involved with or put the Porsche name on them. 

    It's important to respect the period that these men came together to share their automotive vision. Economics world-wide were coming unglued. The Great Depression that started in 1929, lasted till the late 30's. The wrenching upheaval that was World War II was not far off. Early on, notable contracts for Porsche GmbH came from Auto Union, Zwickau, Wanderer, and Zundapp. In 1933, the German National Socialist regime came to power with Hitler appointed Chancelor of Germany by President Paul von Hindenberg. Hitler, in an announcement made at the 1933 Berlin Motor Show, he stated his intention to motorize the nation of Germany so every family would either own a car or tractor. This led to Porsche GmbH being awarded the contract by Hitler to design the "peoples car." In German, a "volkswagon." Adolf Rosenberger, a German Jew, was arrested on "racial" charges and went to KZ Schloss Kislau near Karlsruhe. A colleague bribed Gestapo and Adolf left prison and immediately went to France, then Britain, and later to the US.

Porsche GmbH went on absent Rosenberger during the War presenting designs and prototypes for the Tiger tank. The Tiger contract went to Henschel & Son, a heavy transport manufacturer and Germany's largest train maker at the time. The Tiger contract supposedly went to Henschel due to Porsche's design embracing a gasoline-electric hybrid powerplant. Ferdinand is on record having The issue being the volumes of copper that would have to be dedicated to the electric motors. Copper being in limited supply in Germany during the war. That objection would later be forgotten as Porsche GmbH was eventually contracted for a "tank destroyer." The prototype chassis that had been created for the Tiger were used for the "Ferdinand," later called the Elephant.

WW II has come to an end. The French seize Ferdinand and Anton. 

Anton and Ferdinand

 

while they both were working for the Austrian car company of Styre. 

 

 

The company was an automobile design and consulting firm---they did not build or brand any of the vehicles they engineered, designed & developed. Supposedly 80% interest in the firm was held by Porsche.10% went to Piech and the remaining 10% to Rosenberger. Discrepancies exist in these published holdings so the figures are both feasible and questionable. The company's first official residence was in Stutgart, Germany, at Kronenstrasse 24. The office building the Porsche team first moved into remains there to this day appearing much the same as it did nearly 100 years ago.

 

hile some may have little to no interest in the individuals who's thoughts, passions, and life blood is entrained in the body sculpture and so the brand of Porsche, perhaps you are interested. For you, there's some history on the key players and the relationships between them that led to the corporate giant that is, today, among the leading designers and makers of vehicles for track competition and sport-street driving.

Porsche Production Cars

356 / 1948 - 1950

 

Ferdinand Porsche, founder of Porsche corporate along with 2 others*, designed, engineered, and helped develop a number of vehicles for various auto makers and governments in the early 1900's. Porsche corporate was found for this consulting purpose and not as a manufacturer. The most iconic and long-lived Porsche creations is the VW---the "people's car." The 356 is notably the first vehicle developed, built and branded with the Porsche name. While any number of individuals may have say in the body design of the 356, Erwin Komenda was head of the Porsche Body Design Department for Porsche from its' founding in 1931 till 1966. Credit goes to him and his leadership for the then well ahead of its' time slippery body form. While Porsche corporate began in Germany, to prevent the business from being nationalized following WW II, Porsche's daughter Louise---then married to Ferdinand Porsche's founding partner and legal counsel Anton Piech---together with her brother "Ferry" Porsche moved the business to Austria under her citizenship there. The business, located in a saw mill in Gmund, repaired cars and commercialized water pumps and lathes. While in Austria, Porsche designed the Type 360 Grand Prix Racing car for the Italian team of Cisitalia. In the winter of 1947, a contract was penned between Porsche in Austria and a German car dealer in Zurich, Switzerland for the first order of the 356.

 

At the time, Ferdinand Porsche and his partner Adolf Rosenberger were being held as war criminals in France.

 

The originally production run of the first 356 models totaled 50 units, took two years to complete, and were all made by hand a saw mill in Gmund. Of those, 6 frames were sent to Beutler in Thun, Switzerland to be fitted with Cabriolet bodies. Also known as "Pre-A" models, the early 356 units were offered with engines ranging from 1.1 to 1.5 litres and 4 speed manual transmissions.

 

In 1947, Ferry Porsche gathered the funds necessary to pay France to release his father Ferdinand Sr. and Anton Piech from prison in Dijon, France. The two men were never tried for the charges they were held under. During his 20 months in French prison, Ferdinand Porsche Sr. had collaborated with Renault for various designs including the 4CV. After his release, 

 

356 variants were produced in Germany from 1950 until 1965 with some 76,000 units made.

356 A 1955 - 1959

The primary distinguishing feature between the 356 and 356 "A" model is the "A" model having a curved windshield rather than the preceding 356 which had a split screen (1948 - 1952) or the center-creased screen (1952 - 1955.) The 356 A was also the first street iteration of the 356 to offer the Carrera 4-cam engine option that came from the Porsche Spyder, a dedicated race car. Engines ranged from 1.3 to 1.6 litres with a 4 speed manual transmission. The "A" model saw production from 1955 through 1959.

356 B 1959 - 1964

Late in 1959 Porsche introduced 356 "B" that offered both design and engineering refinements over the "A" model. Early versions of the 356 B had the T5 body type. In mid-1962, Porsche revised the B model to have the T6 body type. This included split grills on the rear engine lid, larger rear window in coupe models, and an external fuel filler located on the right front fender. Engines had increased to 1.6 to 2.0 liters with the 4 speed manual transmission continued.

356 C 1964 - 1965

 

The final iteration of the 356 was the "C" model introduced in 1964. Little had changed from the "B" with the exception of disk brakes being featured on all 4 corners. The 356 C model was also offered with an option to choose the most powerful push-rod engine Porsche had ever created, the 95 HP SC engine. The 356 C model had the shortest sales run of all the 356 variants with the last models offered in the US in 1965. 1.6 to 2.0 liter engines were offered together with Porsche's standard 4 speed transmission.

Production from 1948 to 1955 saw the 356 as a coupe only. After 1955, the 356 saw variants including cabriolets, convertibles, roadsters, and very rare split roofs.

901 > 911 1965 - 1969

The 901, Porsche's first sports car having a 6 cylinder engine, was introduced at the Frankfurt Auto Show in 1963 as a non-working model, with questionable design credits, and a naming conflict with Peugeot. Peugeot's asserted they had patent rights in France to vehicle names with 3 digits with a zero for the second digit. after having produced 82 badged versions of the 901, Porsche agreed. Rather than market the same car with a different name in France, Porsche changed the "0" to a "1." Credit for the iconic body design of the 911 was taken by Ferdinand "Butzi" Porsche however, given the way things played out within Porsche at the time, it's possible this credit was hijacked from Erwin Komenda. 911 Production began the next year in September,1964. First units were shipped to the U.S. in February of 1965. Early models had a 2.0 liter, 130 hp engine with a 4 or 5 speed manual "type 901" transmission available. With 4 passenger seats, but with rear seating space being minimal, the configuration was dubbed a "2 + 2." The 82 badged 901 units were supposedly never sold to customers---they were used for exhibition and testing purposes.

912 1965 - 1969 / 1976

912 was conceived by Porsche on the premise bridging the gap between the 4 cylinder 356 model and 6 cylinder 911.

 

Porsche wanted a product with a price point between the 4- cylinder 356 and newly introducted 6-cylinder 911. The 912 was conceived to meet this requirement utilizing the 911 body and 356 engine. Price: $4,700. Coupe and Targa versions were created with a 1.6 liter engine and 4 speed manual type 901 transmission. The 912 was produced until the higher priced 911's success was assured. While the 912 was discontinued in 1969, Porsche reintroduced the model for a one-year "revival" in 1976 as the 912E. (This "revival" was done to fill the gap that the discontinuation of the 914 and prearrival of the 924.) The engine was a 2.0 liter Type 4 with Bosch L-Jetronic fuel injection. Derived from the 914 that preceded it, the engine delivered 90 hp at 4900 rpm. 2,092 912E Coupes were made from May of 1975 till July of 1976.

930  1975 - 1989

 

914 - 4, 914 - 6  1969 - 1976

It's the late sixties. Porsche is looking to replace their entry level 912. And VW is looking to replace their Type 34 Karman Gia 914 coupe. The 914 arose from this as a joint venture between Porsche and VW. VW would market a 4-cylinder version (914/4) and Porsche a 6-cylinder (914/6) of the pure 2-seater. Porsche eventually concluded that selling the same body style in the US as a VW and also a Porsche was not a good idea. Porsche subsequently convinced VW to allow them to offer both the 914/4 and 914/6 in the US under the Porsche brand. What distinguished the 914's design was the engine being positioned ahead of the rear axle. The car was also only available as a Targa hard-top---the rear trunk providing just enough space to stow the roof when needed. Speculation exists as to the 914's body design. Some have Gugelot Design GmbH as the originator of the 914's design. Other's hold that Porsche's in-house body designer Heinrich Klie is the author. In researching Hans Gugelot and his design company, no record of any relationship with Porsche or VW exists.

 

Arrangements that were verbal between Porsche and VW came unglued when the long-time ally of Porsche and VW's Chairman, Heinrich Nordhoff, died on April 12, 1968. His successor, Kurt Lotz, had no bond with the Porsche dynasty. Lotz held that VW had all rights to the 914 given Porsche not wanting to share in the tooling costs. Porsche continued with 6-cylinder version of the 914 (914/6) but absent the fiscal benefits of a joint venture with VW, production costs escalated. The outcome was the 914/6 costing just slightly less than the 911T. Sales of the 914/6 languishing. By comparison, the 914 was a top seller during it's production run with 118,000 units sold world-wide. This outperformed 911 sales for the same period.

VW's 914/4 version was 1.7 liter fuel injected flat four engine that delivered 80 bhp. Porsche's 914/6 had the 2.0 liter flat six from the 1967-1969 911T model that provided 110 bhp.

In 1973, the 914/6 was discontinued. It's absence was replaced by a 914 bearing a fuel injected, 100 bhp version of the VW Type 4 engine. In 1974, engine revisions dropped bhp to 80 in order to meet everchanging emission standards.

924 1976 - 1988

The 924 was another joint venture between Porsche and VW with specifications requiring Porsche to design a car using the VW/Audi inline 4-cylinder engine. Named the 945 project by VW, and destined to be VW's first sports car product, various factors led VW abandoning the project in favor of a lessor sports-car-looking car, the Sirocco. Porsche bought the design back from VW and proceeded to replace the 914 with the 924 as the company's entry level product. There was a gap between when the 914 was discontinued and when Porsche was able to introduce the 924 as it's replacement. Porsche filled that entry level gap with the one-year "revival" of the 912. Audi in Neckarsulm, Germany was trhe manufacturer of the 924 on behalf of Porsche. 

928 1978 - 1995 

First: 4.5 ltr 219 bhp | Last: 5.4 ltr 345 bhp

 

The fuel crisis. Fears of the US possibly banning rear engine cars due to Chevorlet's Corvair issues highlighted by Ralph Nader. Porsche leadership thinking that with the 930, the 911 platform was fast approaching the limits of its potential, and greater fortunes lay in larger sized luxury cars particularly in their most profitable market, the U.S. In this environment the 928 was born. It was Porsche's first "clean sheet" car, derived from no other as the 356 was the descendent of the Beetle. The 912 & 911 from the 356. The 914 from the Karman Gia. The 924 from the abandoned 945. And the 944 from the 924. A radical departure for Porsche and from the heritage of air cooled rear engine cars, the 928 was powered by a water cooled V-8 4.5 liter engine positioned in the front of the car with a center axle and rear end drive. While an amazing engineering feat and with a decisively unique design, Porsche purists did not favor the car. Originally slated to replace the 911/930 as Porsche's top of the line offering, Ernst Fuhrmann, who was a leading proponent of the 928, was himself replaced by Peter Schultz. Shultz did not share Fuhrmann's ferver for the 928. Rather than discontinue the 911 line, Shultz concluded to continue 911 production and sell the 911 and 928 side by side. Though the 928 never lived up to Fuhrmann's sales expectations, it did have an 18-year production run and perhaps sent a message to competing automakers that Porsche was a company willing to take on significant risk by developing radically new products within their product line.

 

y had done all they had taken the 911 form as far as was possible. The 928 was conceived to replace the 911 / 930 on the premise that a luxury sedan offering more features and space while handling like a sports car would have a broader appeal than a compact sports car lie the 911 / 930. The only ever front engine V-8 Porsche produced, the 928 was also a clean-sheet vehicle for Porsche---it was not derived from any predecessor as was the 356 from the beetle, the 911 from the 356, the 914 from the Karman Gia, and the 924 from the abandoned VW Project 945. While attempts were made to make the 928 a rear engine car, there were many challenges with doing so for a 4 passenger car. Fear the US---Porsche's largest market---would soon ban the sale of rear engine cars due to Chevrolet's Corvair issues may also have been influential.

 more comfortable sports 

 the agreement made ahead of his leadership fell apart. Lotz believed VW had all rights to the 914 and there was no need to share in those rights given Porsche not sharing in the tooling costs. The result was the 914/6 manufacturing costing more than anticipated. Being sold at slightly less than the 911T, sales languished.

 

Founded 6 years after Porsche GmbH was formed by Ferdinand Porsche and the German Labor Front at the behest of Adolf Hitler, VW at the time was conceived to 

 

, VW was 

 

The 914 arose from a joint venture between Porsche and VW, not unusual since Porsche 

 

With Porsche doing much of VW's development based on a contract dating back to 1931, VW decided 

 

was originally to be a collaborative between VW and Porsche where Porsche would offer the car with a 6-cylinder engine and VW with a 4-cylinder.

 

offered an option 

 

rimary distinguishing feature between the 356 and 356 "A" model is the "A" model having a curved windshield rather than the preceding 356 which had a split screen (1948 - 1952) or the center-creased screen (1952 - 1955.) The 356 A was also the first street iteration to offer the Carrera 4-cam engine option.

The prima

sports car was the first vehicle  were produced ompany's first major contract came from Wanderer, a German maker (1896-1945) of various transportation modes including bicycles, motorcycles, automobiles and vans built for public, commercial, and eventually war-time use. While the business grew, F. Porsche decided to work on his own small-car concept that he had begun while at Daimler. He funded his private project via loan on his life insurance. A lack-of-confidence was surly not in F. Porsche's vocabulary. The motorcycle maker Zundapp later came in to financially support Porsche's idea but is said to have lost interest in order to focus on the success of their motorcycle product line. NSU, a corporate predecessor to Auto-Union and then Audi, took the place of Zandapp. They too eventually stepped out supposedly based on the extreme cost of tooling involved. Exactly what happened to F. Porsche's private car concept is unknown. Not one to waste ideas, it could be speculated that he incorporated any number of ideas from his personal "concept car" into subsequent vehicles.

     While Porsche corporate had business and was growing, the economic depression reached around the world to include Germany, the auto industry, and ultimately Porsche. A visionary, Porsche could be said to be a fool or dauntless depending on individual opinion. This being said based on, in 1932, F. Porsche founding Hochleistungs Motor GmbH (High Performance Engines Ltd.), a subsidiary company with the plan being to develop a racing car with no existing customer/contract in hand. 

 

and most recognized contract was from the German government for a "erformed by GP AutoWerks is certified to be unbiased and does accurately represent the conditions as I find and report for the vehicle named in my report. At no time will GP AutoWerks favor a buyer or a seller in regard to a PPI inspection and report. I guarantee this.

The war years 1939 - 1945

 

Porsche the company is 8 years of age when World War II broke out. The Volkswagon "Beetle" designed by Porsche, Ervin Komanda credited with the body design, shifted production from public & commercial use to military use. Porsche also shifted from desicontract was for the Wanderergning cars to developing vehicles for combat. Tanks in particular. Notably the Tiger I and Tiger II. Ultimately those contracts were lost to Henschel & Son, a company that specialized in heavy transport manufacturing. In the 20th century, Henschel & Son was the largest locomotive maker in Germany. Not one to waste good thinking, Porsche used their chassis design for the Tiger to create the Elefant Tank Destroyer. According to Fabian Muller, Porsche's Biographer, Porsche---like many other German companies during the war---had thousands of forced laborers working in their factories.

Louise's brilliant thinking

Louise Piech August 4, 1904 - 1999 eldest daughter raised in an automobile-dedicated family, fond of racing, was given first car by father when 15 years of age, driver's license at 14, competed against leading racers of the day and beat them

Porsche Konstruktionen GmbH & Co KH founded in 1947

Allowed brother Ferry to reestablish Porsche corporate in Stutgart in 1950 where full scale production of the 356 began.

When Anton Piech died in 1952, Louise set up the import of Porsche and Volkswagin cars to Austria.

Come the end of the war in 1945, Ferdinand Porsche was arrested late that year for war crimes but never tried. He was released from prison in August of 1947. During his Father's imprisonment, Ferry Porsche created and built the first Porsche 356 in a sawmill in Gmund, Austria. Road certified in 1948, the 356 is regarded as the first genuine Porsche vehicle as it was designed, built, and sold under the Porsche company name. 356 body design credit goes to Erwin Komenda.

      With auto parts in short supply following the war, the 356 out of necessity employed many parts from the VW. As the 356 model evolved, it would bear more and more parts made by Porsche specifically for the 356. 356 production ran from 1948–1949 under the company Porsche Konstruktionen GesmbH in Austria. Approximately 50 were hand built in Gmund. In 1950 the factory relocated to Zuffenhausen in Germany were production of the 356 ran through 1965 under the Dr. Ing. h. c. F. Porsche GmbH company. Some 76,000 356 units were produced. An estimated half of those survive to this day.

Racing

Before World War II, Porsche had designed and constructed 3 type 64 racing cars for a race that would never be run. That race was the 1939 Berlin-to-Rome race that was cancelled.

 

to was dedicated to designing GP AutoWerks is certified to be unbiased and does accurately represent the conditions as I find and report for the vehicle named in my report. At no time will GP AutoWerks favor a buyer or a seller in regard to a PPI inspection and report. I guarantee this.

Credit where credit is due

 

While many contributed to the building of Porsche's recognition, the most significant yet invisible individual was perhaps Erwin Komenda---the designer of Porsche car bodies from 1931 through 1966.           Komenda and Porsche met while both of them were working at Styre in Austria in the late twenties. Komenda was the ______ and Porsche the ______ . Porsche later hired Komenda after founding Porsche corporate in 1931 as Head of the Body Design Department. It was Komenda who designed the form of the Porsche 356, also the ___________ . In his own right, Komenda was a creative genius who, as one looks back at his designs beginning in ______ with the model 64 he designed for Porsche, he was well ahead of his time in regard to appreciating how air flow affected the performance of a body moving through it. This sensibility is the signature of every Porsche car model from the beginning---credit due to Erwin Komenda. Komenda had a 35 year body designing career with Porsche. It ended in 1966 with conflicts over the design of the 911. It is total speculation that the issue was credit for the design of the 911---an _____ design of the day---being taken by Butzi Porsche. Deflection of the issue being managed by involving ______ across the street, and affectively eliminating Komenda's name from being associated with the 911. Komenda died later in 1966. More speculation has it that, after having given the major portion of his life's work to Porsche, the recognition he deserved was affectively stolen from him for the benefit of others. Whether this summary is correct or not is speculative. What can be said for sure is human nature, where competition exists for recognition & success, rarely does power give credit where credit is due.

 

As is typical of most corporate leadership, Komenda's creative leadership for the company went unrecognized for the great part. 

Post-war progress

 

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