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Prof. Dr. Ing. h.c. Ferdinand Porsche (3 September 1875 – 30 January 1951) was an Austro-Hungarian automotive engineer. He is best known for creating the first hybrid vehicle (gasoline-electric), the Volkswagen Beetle, the Mercedes-Benz SS/SSK, as well as the first of many Porsche automobiles, and for his contributions to advanced German tank designs: Tiger I, Tiger II, and the Elefant. In 1937 Porsche was awarded the German National Prize for Art and Science, one of the rarest decorations in Nazi Germany. In
1996 Porsche was inducted into the International Motorsports Hall of
Fame and in 1999 posthumously won the award of Car Engineer of the
Century. Porsche's son, Ferry Porsche, is the eponym for Porsche automobiles, initially based to a large extent on the Volkswagen Beetle design. Among
others, Ferdinand Porsche designed 1923 Benz Tropfenwagen, which was
the first race car with mid-engine, rear-wheel drive layout. Ferdinand Porsche was born to German speaking parents in Maffersdorf (today Vratislavice nad Nisou) near Reichenberg (today Liberec), northern Bohemia, then Austro-Hungarian Empire (today Czech Republic). He
showed high aptitude for mechanical work at a very young age. He
managed to attend classes at the Imperial Technical School in
Reichenberg at night while helping his father in his mechanical shop by
day. Thanks to a referral, Porsche landed a job with the Béla
Egger Electrical company in Vienna when he turned 18. In
Vienna he would sneak into the local university whenever he could after
work. Beyond auditing classes there, Porsche had never received any
higher engineering education. During his five years with Béla Egger, Porsche first developed the electric hub motor. In 1898, Porsche joined the Vienna based factory Jakob Lohner & Co, that produced coaches for Emperor Franz Joseph I of Austria, as well as for the kings of England, Sweden, and Romania. Jakob Lohner had begun construction of automobiles in 1896 under Ludwig Lohner in the trans-Danubian suburb of Floridsdorf. Their first design, unveiled in 1898, was the "System Lohner-Porsche", a carriage-like car driven by two electric motors, directly fitted within the front wheel hubs, and powered by batteries. This drive train construction was easily expanded to four-wheel drive,
by simply mounting two more electric motors to the rear wheels as well,
and indeed such a specimen was ordered by the Englishman E.W. Hart in
1900. In December that year, the car was presented at the Paris World Exhibition under the name Toujours-Contente. Even though this one-off vehicle had been commissioned for the purposes of racing and record breaking, the 1,800 kg of lead acid batteries
it required graphically illustrated the limits of this powertrain
concept. Though it "showed wonderful speed when it was allowed to
sprint", the
weight of its huge battery pack meant that it was singularly reluctant
to climb hills and suffered from limited range due to limited battery
life. Still employed by Lohner, Porsche reached the logical conclusion and in 1901 introduced the "Mixte" vehicle/transmission concept: instead of a massive battery pack, an internal combustion engine built by the German firm, Daimler, was fitted to a generator to drive the electric hub motors and (for vehicle reliability) a small battery pack. This way Porsche had created the first petroleum electric hybrid vehicle on record, although since sufficiently reliable gears and couplings weren't available at the time, he chose to make it a series-hybrid, an arrangement currently more common in diesel-electric or turbo-electric railway locomotives than automobiles. Though
over 300 Lohner-Porsche chassis were sold up to 1906, most of them were
two-wheel drive — either front- or rear-wheel driven trucks, buses and
fire-engines. No further four-wheel-drive passenger cars were
manufactured, however some buses were fitted with it. The
up to 56 km/h (35 mph) fast carriages broke several Austrian
speed records, and also won the Exelberg Rally in 1901 with Porsche
himself piloting a front-wheel drive hybrid specimen. It was later
upgraded with more powerful engines from Daimler and Panhard, which proved to be enough to post more speed records. In 1905, Porsche was recognized with the Poetting prize as Austria's most outstanding automotive engineer. In 1902, he was drafted into military service. He served as a chauffeur to Archduke Franz Ferdinand of Austria, the crown prince of Austria whose assassination sparked World War I a mere decade later. In 1906, Austro-Daimler recruited Porsche as their chief designer. Porsche's best known Austro-Daimler car was designed for the Prince Henry Trial in 1910, named after Wilhelm II's younger brother Prince Heinrich of Prussia. Examples of this streamlined, 85 horsepower (63
kW)
car won the first three places, and the car is still better known by
the nickname "Prince Henry" than by its model name "Modell 27/80".
Porsche had advanced to Managing Director by 1916 and received the
honorary doctorate degree, "Dr. techn h.c." from the Vienna University of Technology in 1917 (hence the "Dr. Ing h.c" in his name, meaning "Doktor Ingenieur Honoris Causa").
Porsche successfully continued to construct racing cars, winning 43 out
of 53 races with his 1922 design. In 1923, Porsche left Austro-Daimler
after differences ensued about the future direction of car development. Only a few months later Porsche landed a new job as Daimler Motoren Gesellschaft's Technical Director in Stuttgart, Weimar Germany, which was already then a major hub for the German automotive industry. He received another honorary doctorate from the Stuttgart Technical University for
his work at Daimler Motoren Gesellschaft in Stuttgart and later the
honorary title Professor. While at Daimler Motoren Gesellschaft, he
came up with several very successful race car designs. The heavy series
of models equipped with superchargers that later culminated in the Mercedes-Benz SSK dominated its class of motor racing in the 1920s. In 1926, Daimler Motoren Gesellschaft and Benz & Cie merged into Daimler-Benz, with their joint products beginning to be called, Mercedes-Benz. Porsche's concept of a small, light-weight Mercedes-Benz car was not
popular with Daimler-Benz's board, however. He left in 1929 for Steyr Automobile, but the Great Depression brought about Steyr's economic collapse and Porsche ended up being unemployed. In April 1931 Porsche founded his consulting firm, Dr. req. h.c. F. Porsche GmbH, Konstruktionen und Beratungen für Motoren und Fahrzeugbau, in Stuttgart, where he returned. With financial backing from Adolf Rosenberger, Porsche successfully recruited several old co-workers he befriended at his former places of employment including Karl Rabe, Erwin Komenda, Franz Xaver Reimspiess, and his son, Ferry Porsche. Their first project was the design of a middle class car for Wanderer.
Other commissioned designs followed. As the business grew, Porsche
decided to work on his own design as well, which happened to be a
reincarnation of the small car concept from his days at Daimler-Benz in
Stuttgart. He financed the project with a loan on his life insurance.
Later Zündapp decided to help sponsor the project, but lost interest after their success with motorcycles. NSU then took over the sponsorship, but also lost interest due to the high tooling costs. With car commissions low in the depressed economic climate, Porsche founded a subsidiary company Hochleistungs Motor GmbH (High Efficiency Engines Ltd.) in 1932 to develop a racing car, for which he had no customer. Based on Max Wagner's mid-engined layout 1923 Benz Tropfenwagen, or "Teardrop" aerodynamic design; the experimental P-Wagen project racing
car (P stood for Porsche), was designed according to the regulations of
the 750 kg formula. The main regulation of this formula meant that
the weight of the car without driver, fuel, oil, water and tire was not
allowed to exceed 750 kg. In 1932 Auto Union Gmbh was formed, comprising struggling auto manufacturers Audi, DKW, Horch and Wanderer. The Chairman of the Board of Directors, Baron Klaus von Oertzen wanted
a show piece project, so at fellow director's Adolf Rosenberger
insistence, von Oertzen met with Porsche, who had done work for him
before. At the 1933 Berlin Motor Show, German Chancellor Adolf Hitler announced two new programs: The
announcement lead to two projects for Porsche, and set a precedent for
the rest of the decade with Porsche accepting further projects from Nazi Germany, latterly including military vehicles from the Panzer, Tiger Tank and the Elefant tank destroyer. In June 1934, Porsche received a contract from Hitler to build three
prototypes from designs Porsche already had, such as Porsche's 1931
Type 12 car. The three cars were completed in winter 1936. However, the
original car designs follow from the innovative ideas of Hans Ledwinka, which resulted in a lawsuit by Tatra, against Porsche and his collaborators; settled by Volkswagen only several years after WWII. Daimler-Benz was contracted to build an additional 30 prototypes. A new city, "Stadt des KdF-Wagens", near Fallersleben was founded for the factory. The city is named Wolfsburg today and is still the seat of Volkswagen. German racing driver Hans Stuck had
met Hitler before he became Chancellor, and not being able to gain a
seat at Mercedes, accepted the invitation of Rosenberger to join him,
von Oertzen and Porsche in approaching the Chancellor. In a meeting in
the Reich Chancellery,
Hitler agreed with Porsche that for the glory of Germany, it would be
better for two companies to develop the project, resulting in Hitler
agreeing to split the money between Mercedes and Auto Union with 250,000 Reichsmark to each company. This highly annoyed Mercedes, who had already developed their Mercedes-Benz W125,
and resulted in a heated exchange both on and off the racing track
between the two companies for the period until World War Two. Having garnered state funds, Auto Union bought Hochleistungs Motor GmbH and hence the P-Wagen Project for 75,000 Reichsmark, relocating the company to Chemnitz.
As Porsche became more involved with the construction of the Wolfsburg
factory, he handed over his racing projects to his son, Ferry. The
dominance of the Silver Arrows of both brands was only stopped by the outbreak of World War II in 1939. In November 1945 after the war, Porsche was asked to continue the design of the Volkswagen in France and to move the factory equipment there as part of war reparations.
Differences within the French government and objections from the French
automotive industry put a halt to this project before it had even
begun. On 15 December 1945, French authorities arrested Porsche, Anton Piëch, and Ferry Porsche as war criminals. While Ferry was set free soon, Ferdinand and Anton were held in a Dijon prison
for 20 months without trial. While his father was in captivity, Ferry
tried to keep the company in business, and they also repaired cars,
water pumps, and winches. A contract with Piero Dusio was completed for a Grand Prix motor racing car, the Type 360 Cisitalia.
The innovative 4WD design never went into races, but the money it
raised for Porsche was used to redeem Ferdinand Porsche from French
prison. The company also started work on a new design, the Porsche 356, the first car to carry the Porsche brand. The company was located in Gmünd in Carinthia at
the time, to which they had evacuated from Stuttgart to avoid Allied
bomb raids. The company started manufacturing the Porsche 356 in an old
saw mill in Gmünd. They manufactured 49 cars, which were built
entirely by manual labor. The
Porsche family returned to Stuttgart in 1949 not knowing how to restart
their business. The banks would not give them credit, as the company's
plant was still under American embargo and could not serve as
collateral. So Ferry Porsche took one of the limited series 356 models
from Gmünd and visited Volkswagen dealers to raise some orders. He
asked the dealers to pay for the ordered cars in advance. He even wrote a letter to the bank's director to thank him for refusing. The serial version made in Stuttgart had a steel body welded to the central-tube platform chassis instead of the aluminum body
used in the small Gmünd-made series. When Ferry Porsche
resurrected the company he counted on series production figures of
about 1,500. More than 78,000 Porsche 356's were manufactured in the
following 17 years. Porsche was later contracted by Volkswagen for additional consulting work and received a royalty on
every Volkswagen Type I (Beetle) car manufactured. This provided
Porsche with a comfortable financial situation as more than 20 million
Type I were built. In November 1950, Porsche visited the Wolfsburg Volkswagen factory for the first time since the end of World War II. Porsche spent his visit chatting with Volkswagen president Heinrich Nordhoff about the future of VW Beetle, which were already being produced in large numbers. A few weeks later, Porsche suffered a stroke. He did not fully recover, and died on 30 January 1951. In 1996, Porsche was inducted into the International Motorsports Hall of Fame and in 1999 posthumously won the award of Car Engineer of the Century. |