Porsche E-Book

Gui Bernardes

• Herausgeber: Crowood
• Kategorie: Lebensstil
• Sprache: Englisch

Seitenzahl: 341

Veröffentlichungsjahr: 2017

Beschreibung

In Stuttgart-Zuffenhausen, August 1939, the 60K10 project, under the supervision of one Professor Ferdinand Porsche, builds a car in anticipation of a race, Berlin to Rome, that will never take place. With this model, the idea for a light and aerodynamic car, with a small engine but remarkable performance was born. Nine years later this idea bore fruit and the company released their first automobile, the 356, created by Ferdinand's son, Ferry Porsche, which would launch the company into automotive history. Porsche - Cars with Soul tells the story of Porsche, from the unique perspective of the cars themselves, through the most significant events and races of the marque's celebrated history. It covers exhilarating accounts of races in which Porsche cars competed, from 1951 to 2015 and it tracks the development of Porsche models from the first model 356, to the defining model 911, and beyond. Beautifully illustrtated with rarely seen full-colour and vintage photographs from the Porsche archives.

Leseprobe

GUI BERNARDES

THE CROWOOD PRESS

First published in 2017 by

The Crowood Press Ltd

Ramsbury, Marlborough

Wiltshire SN8 2HR

www.crowood.com

This e-book first published in 2017

© Gui Bernardes 2017

All rights reserved. This e-book is copyright material and must not be copied, reproduced, transferred, distributed, leased, licensed or publicly performed or used in any way except as specifically permitted in writing by the publishers, as allowed under the terms and conditions under which it was purchased or as strictly permitted by applicable copyright law. Any unauthorised distribution or use of this text may be a direct infringement of the author’s and publisher’s rights, and those responsible may be liable in law accordingly.

British Library Cataloguing-in-Publication Data

A catalogue record for this book is available from the British Library.

ISBN 978 1 78500 321 9

Photographic acknowledgements

All photographs are from the Porsche Archives, apart from the following:

Gui Bernardes: pages 7, 8, 9, 10, 11, 154, 155, 156, 157, 158, 159, 160, 162, 164 (bottom), 166 (top), 167 (bottom), 169, 178, 181, 182, 183, 184, 185, 200 and 201

Jorge Bernardes: pages 2, 161, 163, 164 (top), 165, 166 (bottom), 167 (top), 168, 170, 171 and 172

Franco Lini (The GP Library): page 95

Jeff Zwart: page 147

Rupert Berrington: pages 149 and 150

David Colman: back cover and page 139

CONTENTS

Dedication

Acknowledgements

1.     LOOKING FOR PORSCHE ‘DNA’ ORIGINS

2.     THE BEGINNING

3.     GOING INTO RACING: THE 1950s

4.     NEW CHALLENGES WITH NEW CARS: THE 1960s

5.     THE GOLDEN ERA: THE 1970s AND 1980s

6.     PORSCHE: MORE THAN JUST CARS

Notes

Bibliography

Index

DEDICATION

To my grandson Tomás, who is a dear autistic 10-year-old boy, hoping that one day he can read and understand this book about the cars he already recognizes and admires.

ACKNOWLEDGEMENTS

When I decided to write a book about Porsche, I was conscious that I would have to walk a long way and overcome the normal difficulties for anyone who is doing it for the first time.

I knew that I would need some help in different areas, but I was certain that the passion I have for the brand and the will to make this dream come true would certainly open some doors.

So I want to thank all those who in one way or another opened those doors for me: friends and Porsche enthusiasts who encouraged me to go on with my plans, when I had so many doubts in my mind; and mainly the Porsche Historical Archive in the persons of Jens Torner and Dieter Landenberger, who kindly gave me access to relevant information and provided most of the photos for the book.

Gui Bernardes

CHAPTER ONE

LOOKING FOR PORSCHE ‘DNA’ ORIGINS

19 JANUARY 2014, BRUSSELS, BELGIUM

It is not particularly cold on that Sunday morning when I approach Autoworld’s building in Brussels, but the excitement of being about to see and touch some of the wonders created by Ferdinand Porsche and his successors almost makes me tremble with emotion as I cross the doorway crowned by the four Ferdinands. Having bought the ticket, I climb the metallic staircase that accesses the first floor where the expo is happening and what I see at a first glance confirms that the 1,250-mile (2,000km) trip that brought me here was well worth it. In a simple, but very well-achieved scenario, under soft and warm lighting, one can see a few dozen vehicles, which, for a lover of the Porsche brand, represent all of its history of genius, innovation, perseverance, style and success in automobile industry and motor sport.

The expo is divided into four zones, each one dedicated to its own Ferdinand. In the space pertaining to the founder, one can see magnificent examples of his technical expertise, in the diverse marques in which he worked before founding Porsche, such as a Lohner Mixte Hybrid model from 1901. This was the first hybrid car, with electrical engines on the front wheels powered by an electrical generator, which was in turn moved by a combustion engine.

There is a shining Austro-Daimler Prinz Heinrich model from 1910, in its immaculate white, which dominated the race for which it had been specially conceived, conquering the first three positions, with the victorious one being driven by Ferdinand Porsche himself.

Autoworld main entrance with posters announcing the exhibition.

Lohner-Porsche Mixte Hybrid (1901).

From Electric to Electric. More than an hundred years separate the Porsche 918 from its hybrid ancestor.

Austro-Daimler Prinz Heinrich (1910).

Auto Union V16 Stromlinienwagen (1937).

Also on show is a fantastic Auto Union V16 Stromlinienwagen from 1937, a record-holding vehicle, which, with its aerodynamic lines and propelled by its enormous engine, sped up to 250mph (400km/h).

Several other interesting cars, like the famous KDF (Volkswagen), representing the innovative ideas and technical boldness of their creator, could be admired in this space, but it is not to them that I walk first. I want to see and contemplate immediately the one that was the first to embody what we call today the ‘Porsche DNA’. I look around and there it is, with its unmistakable silhouette and rounded shapes, not too thin but elegant, with a plunging hood between two outstanding headlights (like eyes peering at the roads from Berlin to Rome, the race for which it had been designed and built). It has a narrow and rounded cockpit, the better to slice through the air, and an accompanying unique profile of rear windows and descending aft section, all made up of smooth curves, with a lightness and at the same time a breathtaking dynamic.

Auto Union V16 Stromlinienwagen (1937).

I approach, enjoying the moment, while confirming the smoothness and beauty of its lines. I calmly pace around the mechanical sculpture so as to admire it fully. Its imperfect paint job, the rust that has taken over the rims of the headlights and the worn-out interior do not detract from its value. In fact, they are witness to the many miles driven over more than seventy years.

Porsche 60K10 at Autoworld.

If the 60K101 could speak, what fabulous tales it would have to tell! The impulse to touch and run my hand along that elegant shape is irresistible, and my hand rests softly over the metal … in that emotion-filled moment a vibrating wave runs up my arm, like an electric shock, and though it’s not uncomfortable, I feel dizzy … all the cars at the expo rotate around me in an inebriating ballet and all of a sudden I feel as if I’m in another time, another space, another dimension …

CHAPTER TWO

THE BEGINNING

19 AUGUST 1939, STUTTGART-ZUFFENHAUSEN, GERMANY

While passing from the twilight in the Reutter Karosserie building to the exterior patio, pushed by two mechanics, I feel for the first time the slight irregularities of the ground through the thin tyres, half hidden by the fairings that contour my wheel arches. Four men2have just stepped out the nearby door. They are around me now, concentrating on the shapes of my bodywork and on its similarity to the plans that left the drawing boards.

Porsche 60K10 in Werk I yard in September 1939.

The four men have already exchanged opinions amongst themselves. The one that appears to be the boss, with his piercing look, fierce moustache and hands in pockets, has already walked twice around me. He seems pleased with what he sees. In fact, this is not the first time we’ve been close to each other, because he has already visited Reutter’s3facilities several times during the bodywork manufacturing process (slow and laborious, in which the masterful metalworkers hammer the aluminium sheets to mould them to the contours of the wooden moulds) to check on progress.

Aluminium alloys are materials that are more ‘docile’ and lighter than steel alloys. They are a lot easier to work with, but hard to weld. These alloys, known as duralumin, have been used in the aeronautical industry for some time. For the aluminium atoms, which form the majority in this alloy, the moulding work was not pleasant. Skilled artisans used vigorous but precise hammer blows to change the structure of the alloy, so that it was possible to transform a flat and expressionless metal sheet into a near sculptural shape. But I can’t complain; the final result was well worth the ‘suffering’ inflicted by the manufacturing process.

Lost in these thoughts, I shake when the doors are opened and two of the four men get in. The one that sits at the wheel places his hand on the knob that allows the reduction of air intake to the carburettors, then on the ignition button. The pressure on the accelerator leads to the suction of gasoline, which passes through the carburettors and enters the cylinders. The sparks fly from the plugs, a first shudder passes through the entire structure, then a second, and right after that the force of the exploding fuel expands the air in the combustion chamber. The pistons are pushed, the crankshaft rotates on its bearings and the engine shakes and vibrates, producing a characteristic and unmistakable sound. The two men look at each other, confirming their mutual satisfaction and their desire to confirm the dynamic capabilities of the machine. The clutch is pressed, the gear lever engages first gear and after that the wheels start spinning. We’re moving, we’re out of the factory’s gate. The emotion rises as fast as the engine revs. The air embraces smoothly the contours of the bodywork. I feel it pass light and fast, and the speed increases even more.

The two men who stayed at the gate shake hands, satisfied and impressed, as they watch the car speed along the Spitalwaldstrasse. Both of them have the feeling that a beautiful success story in the automobile industry is about to begin!

The 60K10 project had been born with the objective of producing a vehicle based on the mechanical elements of the KDF (Volkswagen), but with more sporting characteristics so that it could participate in a race due to be held for the first time in September 1939. This race would be from Berlin to Rome, taking advantage for part of its route of the recently built highway from Berlin to Munich. The project used part of the KDF’s frame, but all of the bodywork was made in aluminium, drastically decreasing the weight to just 1,275lb (577kg). This light weight and the streamlined body shape, combined with an improved engine (larger valves, a higher compression ratio and twin Solex carburettors that increased power from 24 to 32bhp), allowed a top speed of 90mph (144km/h), which was remarkable at the time. Unfortunately, the Berlin–Rome race was never held, because of the beginning of hostilities in early September 1939 that led to World War II. However, Professor Ferdinand Porsche decided to go ahead with the construction of the two other previously planned units, and thus the three cars served as test vehicles in the following years.

The 60K10 remained in the service of the Professor himself, being driven most of the time by his chauffeur, Josef Goldinger. Even though it did not actually participate in competitions, it did continue to do justice to its design principles. In the many trips that the Professor took at the time, the car was seen travelling quickly along the German roads and highways, with records existing of one of those trips between Berlin and Fallersberg, the location where the KDF factory was being built. On this trip, the car performed at the extraordinary average speed, for the time, of 81mph (130km/h).

The second Porsche 60K10 built (c.1938/39).

The third 60K10 with an Austrian licence plate after being revamped (new grille, windscreen wipers under the windscreens, painted in silver).

The idea of building a light and aerodynamic car that could achieve remarkable performances, even though it used a small engine, had been set. Although the 60K10 was not formally a Porsche, but rather a sport variant of the KDF, it was in fact the first unit, in concept and shape, of the future marque from Zuffenhausen. The war that swept across Europe for almost six years postponed many of Ferdinand Porsche’s projects and plans for the creation of his own brand, forcing him to transfer his company to Austria in 1945, due to the bombing to which the city of Stuttgart was being subjected. He found the ideal place to resite his company in the Austrian region of Carinthia, on the outskirts of the peaceful city of Gmünd, taking advantage of and increasing the existing buildings of a lumber mill in Karnerau. Here, he established design offices, regular offices, the production site, a canteen and even lodgings for some of the workers.

The Professor’s office was right at the entrance, in a small pavilion adjacent to the guardhouse, next to the entry gate for the facility. This is where most of the engineers and designers were transferred, plus some production staff, that already worked at Zuffenhausen. Besides continuing to develop works for KDF and to guarantee the livelihood of the company, they also created projects in several other areas: farming machines; water turbines; generators; and even a project for a farm tractor.

However, after the war was over Professor Porsche was imprisoned in France. His son Ferry became the head of the company at Gmünd and did not let the plans of developing and selling automobiles carrying the family name die. Based on the projects preceding the war and always with the idea of using the mechanical components of the KDF (now named Volkswagen), the 356/1 project arose, with engineer Erwin Komenda still responsible for its development. Thus it was not strange that the new design had some similarities with the 60K10, although it was a totally different car, since it was a two-seater roadster, with a rudimentary canvas top. Mechanically, it employed several elements from the VW, including the suspension and the engine, though the engine was now rotated 180 degrees and in a central position, right behind the seats, with the gearbox at the back. This was the rebirth of the Professor’s ideas applied in the famous and successful Auto Union made for competition before the war and resumed but never concluded in project 114.4

JUNE 1948, GMÜND, AUSTRIA

I can feel the fresh air from the fields that surround us, bringing with it the scent of trees and the mountains beyond. The wooden buildings that are nearby are bustling with activity. I can distinctly hear the familiar sound of hammers that are moulding the aluminium pieces, alternating with the sound of a revving engine being tested on a workbench. The idea that a drive awaits me, or better still, a test trip through the winding roads of Grossglockner, fills me with enthusiasm and I eagerly await its beginning.

Living as I did for a few years in the 60K10 has made me an addict of these road-devouring machines, which are almost inebriating for their drivers and passengers. It may seem odd that a simple aluminium atom is able to migrate from one car to another, allowing it to accompany the evolution of the ‘species’ and become a privileged witness of the experiences of trips, races, drivers, engineers, mechanics and extraordinary enthusiasts. As an atom of the most abundant metal on this planet, if left to chance, once my time in the bodywork or engine of a car is over, nothing would prevent me ending up as a simple kitchen utensil or soda can. However, thanks to a special gift whose origin I still haven’t found, I do everything possible to get a ‘host’ whose interests ensure that he or she can transport me from one vehicle to another. Yes, because aluminium, like other metals, is present in the human body, which allows me, with some ability and resourcefulness, to pass from a car to a human and vice versa.

Porsche 356/1 with Ferry Porsche (left) and Ferdinand Porsche in Gmünd (1948).

Porsche 356/1 interior with its single wide seat.

The 356/1’s simple dashboard.

The 356/1 top view clearly shows the narrow ventilation slots on the rear hood.

The 356/1 VW engine in its central position just behind the wide seat.

And this is how I find myself currently in the 356/1! How good it is to be here, on the first car that carries from its first moment the Porsche name. The seven letters shine proudly on the front of the hood between the fenders that house the headlights, already familiar in their position and shape. Three horizontal strips between the indicators beautify the front, without any openings, simple and functional. The windshield without a metallic frame gives an even lighter air to the car, whose simple but comfortable interior invites the driver and passenger to sit on a single wide seat.

The concern to keep the weight as low as possible is reflected in the austerity of the equipment. A simple speedometer fills the dashboard on the driver’s side, surrounded by the buttons that command the lights and windshield wipers. On the passenger’s side there is a glovebox, whose lid incorporates a clock. Immediately behind the wide seat, a long rear lid with fluid lines covers the engine until the rear bumper, with a remarkably original and simple solution found to allow the engine to ‘breathe’ – two lines of narrow and elegant slots along the sides of the rear hood, almost invisible but efficient. The rear fenders accentuate the lines of the hood, ending in beautiful tail lights near the bumper. All the elements on this aluminium bodywork connect to a tubular frame, allowing the total weight to be 1,330lb (602kg). Combined with 40bhp delivered by the optimized VW engine, this will certainly result in an impressive performance.

That is certainly what Ferry Porsche intends to show to his visitor5on this demonstration trip of the car he had long desired to see created. Nothing could show the car’s performace better than the drive to Zell am See, a small city of dazzling beauty near Lake Zeller, where the Porsche family had chosen to take up residence after leaving Stuttgart. To get there from Gmünd one must cross the highest mountain in Austria – the Grossglockner – which rises up to 12,660ft (3,798m). The mountain road unravels along 30 miles (48km), reaching its highest point at 8,346ft (2,504m), winding through the hillsides, with thirty-six hairpin bends and slopes over 10 per cent. It is such a fantastic ground on which to test the behaviour of a car, as much in agility as in power and braking.

Porsche 356/1 in Austrian landscape (1948).

But before arriving at Grossglockner we must travel 43 miles (70km) on a less demanding road, passing by Trebesing, Stall and Lainach, where some straights allow the car to reach close to 87mph (140km/h). This makes Ferry Porsche smile and look at his companion, who answers his look with one word: ‘Perfekt’. Having arrived at Winklern, one then takes the fabulous road towards the Grossglockner. The scenery is strikingly beautiful, but Ferry is now committed to get from the 356/1 all that it can give, accelerating heavily on the straights and taking the turns aggressively. The car’s performance and near perfect weight distribution inspire confidence and invite a sporting style of driving.

One hairpin bend quickly follows another. There is no snow on the road, but many of the highest mountain peaks are still cloaked in white mantles, making the scenery even more enjoyable. We approach the highest point at a good rhythm, but just after passing the Fuscher Lake I can feel the back end slipping out a bit, which is quickly corrected by Ferry Porsche’s superb driving skills. After some more curves, we approach the famous guard house, before the road on the right to the Edelweißspitze overlook. However, Ferry intends to go to Zell am See and come back to Gmünd while it is still daylight, so we start the steep descent towards Lake Zell instead. The pleasure of travelling on such a beautiful road in a machine to match makes me feel overwhelmingly fortunate.

Having arrived at Zell am See, we pass the aviation field. Up ahead is the turn-off to Schüttgutweg, the access road to the Porsche family property, but we go straight on and stop at Elisabeth Park, by the beautiful and calm lake. After a short rest, the 356/1’s engine can be heard again and now we’re on the reverse route to Gmünd. How fantastic this ‘life’ will be in the 356/1!

The first 356/2 outside the factory in Gmünd (1948). The 3561/1 roadster can be seen in the background.

A Porsche 356/2 with wool tufts on its body ready to leave Gmünd facilities for an aerodynamic test.

The 356 test car in front of the building housing Prof. Ferdinand Porsche’s office at the entrance of the Gmünd factory.

On this day, Ferry Porsche became even more convinced of how valid everyone’s work on this project had been and how promising the end result was. The Porsche family had finally built its own car, which they could introduce to the world and launch their company into automotive history.

When Professor Ferdinand Porsche (now released from imprisonment) returned to Gmünd, he was impressed with the work developed under his son’s guidance, namely this 356/1 and the Formula One car Cisitalia, developed from an order for Italian businessman Piero Dusio.6 He gave both cars his approval and stated that he would not have made them differently himself. Meanwhile, Ferry Porsche had not limited himself to launching the 356/1 project, since almost at the same time the first 356/2 was created. Unlike the 356/1, which was intended to be a showcase for Porsche know-how, the 356/2 was envisaged as a (small) series production. The tubular-frame construction of the 356/1 would be too expensive for series production, plus only having two seats would limit its appeal to a wider automotive market, so the 356/2 was designed as a 2+2 with room for luggage. Ferry was also mindful that he should use the maximum number of VW components, with whom he had preferential agreements, as a way of minimizing production costs.

It was under these premises that the 356/2 was born, as both a coupé and a cabriolet, being inspired in its shape and structure by the 60K10 from before the war. The bodywork was still made of aluminium, through the same processes, allowing on the one hand a low weight to be maintained and on the other avoiding new investment in expensive moulds and machinery. The mechanical elements in the steering, suspension and engine were of VW origin, with the engines being modified to obtain a better performance. The good impression that the 356/1 and 356/2 made on several motoring journalists who tested them led to the first flow of orders, the initial one having been placed by Rupprecht von Senger.

From 1948 to 1950, forty-six cars were built at Gmünd, which exceeded Ferdinand and Ferry Porsche’s initial expectations, given the difficulties in obtaining raw materials and components. This number included both coupés and cabriolets, since the open version gathered clients straight away. A unit of each version built at Gmünd was exhibited at the Automotive Show in Geneva in March 1949. There, visitors could appreciate the cars of the new brand, which were praised in specialist newspapers and magazines for their elegant and sporting lines, but also for their performance.

It was, in fact, very difficult to remain indifferent to the coupé’s silhouette, with its rounded and fluid shape, which set it apart from other sporting brands of the time. And the cabriolet, with the small variations between the coach builders that assembled them,7 was also a synonym of elegance and distinction, with a precise and rigorous build.

As a result of the success of these cars, it soon became clear that the almost handcrafted production at Gmünd could not meet the demands of the market, even though most of the final assembly of the cars was subcontracted. Ferdinand and Ferry started to prepare the return of the company to Stuttgart, where the working conditions would be much more favourable. Since the factory was still occupied by American troops, they had to resort to renting a building close by, as well as also renting space at Reutter Karosserie, with whom they made a contract to produce 500 bodies. The Glaser company also obtained a contract to produce the 356 cabriolets.

Production commenced at the end of 1949, although with some significant changes from the cars made at Gmünd. The bodies would now be made of steel, since there were not enough personnel with the necessary experience to mould and weld aluminium in Stuttgart in the amounts needed. It was also necessary to invest 200,000DM in the manufacture of the moulds required for stamping the components, with most of the money for this being obtained by payment up front for firm orders. The first 356 built in Stuttgart was finished on Maundy Thursday, 1950, and remained in the possession of the man who had most wanted and deserved it, Ferry Porsche.

3 SEPTEMBER 1950, SCHLOSS SOLITUDE, GERMANY

It is with great enthusiasm that, looking around me, I see several 356s aligned in front of an elegant palace. The owners of these cars have gathered on the grand staircase, which divides into two harmonious curves, in order to pay homage to an emerging automotive brand, but most of all to its mentor on his seventy-fifth birthday. Now in poor health, the Professor seems to have grown younger as a result of seeing and feeling the affection of these first clients and brand enthusiasts. This pleasant day culminates in the delivery of a special gift for the illustrious birthday man: a beautiful black 356 Gmünd coupé. I feel a strong emotion when the Professor opens the door and takes the wheel. It is a special time, having the Professor so close and being able to share some trips with him.

Ferdinand Porsche at Schloss Solitude celebrating his seventy-fifth birthday.

Professor Ferdinand Porsche was impressed and touched with the homage he received on his seventy-fifth birthday.

This 356 would come to be known by its nickname, ‘Ferdinand’, and would be used as a test vehicle for the several improvements that were introduced in the series production cars during the following years. The event at the Palace of Solitude, besides its more personal side, was the starting point of what would become a way of being for the brand, gathering owners together in clubs, first in Germany, and then throughout Europe.

Ferdinand Porsche with his 356 ‘Ferdinand’ at Katschberg in Austria (1950).

CHAPTER THREE

GOING INTO RACING: THE 1950s

24 JUNE 1951, CIRCUIT DE LA SARTHE, LE MANS, FRANCE

I feel that the 356 SL is giving all that its driver is asking of it. The speed attained along this long straight is impressive – the trees on the side of the road go by quickly and even though the more powerful cars overtake us with ease, in the 1100cc class there is no one that can keep up with us. To prove this point, we approach and overtake a small Simca 8 Sport and a DB/Panhard at 100mph (160km/h).8The heavy braking at the end of the Hunaudières Straight does make us oscillate a little, when we enter the Mulsanne corner, the place where the D338 and D140 national roads intersect, which is followed by a new straight cut by a slight turn until the Indianapolis curves. Before these curves, the speed rises again above 94mph (150km/h) and the adrenalin rises too during braking and the following approach to the right/left sequence. All this is dealt with smoothly by the driver, who is fully confident in the manoeuvrability and handling of the 356.

A few minutes before the start of the race, Auguste Veuillet (facing the camera) and Edmond Mouche in white overalls stand beside the 356 SL.

The 356 SL after the start of the 24 Hours of Le Mans (1951).

The 356 SL at the Dunlop curve.

But after a short straight we are already dealing with another of the circuit’s famous curves – the Arnage, which results in a 90-degree turn towards the city of Le Mans. (It is on the sand barriers placed there as protection, as well as on the Indianapolis curves, that many cars end the race ingloriously.) We are now approaching the curve of Maison Blanche, where we are surprised by an Aston Martin that is stopped on the track after having spun. However, a quick trajectory correction, without lifting the foot from the accelerator, allows us to pass untouched, with the chassis dealing well with the weight transfer this causes. Now we’re continuing towards the finish straight. When we get there, Auguste Veuillet moves over to the right, because we are going into the pit lane to refuel.

It is fantastic to appreciate the enthusiasm of the spectators on the stands, the frenetic work of the mechanics taking care of their machines, the fatigued air of the drivers handing the cars over to their teammates, who are waiting anxiously for the moment to return to the track. Stopped in our pit, the mechanics rush to fill up the tank through the refuelling opening that crosses the front hood, while another cleans the windshield, quite dirty with oil and mosquitoes gathered during our last laps on the circuit. Auguste Veuillet is surrendering the wheel to Edmond Mouche, who is talking with Ferry Porsche sitting on the wall of pit lane, and that made it a point to live inside the first 24 Hours of Le Mans in the make’s history.

After this short stop I’m off for another shift full of emotion, now driven by Mouche. We go under the Dunlop Bridge, then into the Tertre Rouge corner, which gives access to the long Hunaudières Straight that is passed once again at great speed. I will not be bored in any of the 210 laps completed throughout the race, with the last one being naturally the most thrilling, because we achieved our objectives, winning our class and running 1,775 miles (2,840km) without major issues, at an average speed of 73.5mph (118.36km/h).

The joy of all who took part in this adventure was enormous and the reward for the boldness, perseverance and the quality of the work done was thoroughly deserved. There was only one sorrow, that the Professor was no longer among us too share that joy,9but his knowledge, charisma and will to win lived on through the team.

Auguste Veuillet had not forgotten that, when he had challenged Professor Porsche at the 1950 Paris Auto Show (where the marque’s two models were on display) to participate in the already legendary race, that the latter had questioned him about what would be the maximum and average speeds required to be able to fight for victory in the 1100cc class. Taking the numbers given by Veuillet, the Professor did some quick mathematics with his calculus ruler and answered: ‘Yes, it can be done. It will be difficult but it is possible.’ Veuillet had recently been designated the importer of Porsche vehicles to France, which was the reason for his presence with members of the Porsche family at the Paris Auto Show, where the Porsche cars once again attracted the praise and attention of both the public and the specialist press alike.

Professor Porsche was finally convinced to take part in the 24 Hours of Le Mans after being visited in October 1950 by his friend Charles Faroux,10 the race director, who advised him that even a class victory would be extremely valuable publicity for the new marque, whose fame was beginning to spread beyond Germany. Ferry Porsche was also there and was truly pleased by his father’s decision, although he was conscious of the extra labour that it meant for everyone, since there were only eight months in which to get the cars prepared to race on the asphalt of the La Sarthe’s circuit.

Auguste Veuillet and Edmond Mouche achieved victory in the class up to 1100cc with the 356 SL at the first deployment of a Porsche in Le Mans (1951).

356 coupé and cabriolet at Paris Auto Show (1950).

Even though that at that time all the production was already based in Stuttgart, the choice of the cars for the race fell on two that had been built at Gmünd, since their aluminium bodywork represented a considerable advantage in terms of weight, with a saving of 350lb (157kg). The cars were improved, not only from an aerodynamic point of view, with the fairings over the wheels being particularly evident, but also on the mechanical level, with the improved cooling of the brakes and an increase of the engine’s power to 46bhp. The model with these changes was designated as 356 SL (Sports Leicht) and it was even introduced with a four-page catalogue, since by the ACO’s11 regulations it was mandatory that the enrolled cars were available to the public, which the leaflet confirmed, also mentioning the availability to accept orders.

The plans to enter the Le Mans race with two cars meanwhile went awry, since in the practice session, one of them (no.47) suffered an accident and it was impossible to repair it in time for the race. Despite a poor start, no.46 achieved the success all were wishing for. The race left such an impression on Ferry Porsche that it became a priority for the brand for many years and ever since then there has not been a single year that has not seen Porsche cars, in the hands of official drivers or private ones, competing on the French track.

The two 356 SLs being prepared for the race at George Després’ garage in Teloché. This garage near the circuit served as Porsche ‘headquarters’ from 1951 until 1981.

In October of that year there was another important event for the marque, when two 356 SLs, driven by Petermax Müller, Huschke von Hanstein, Walter Glöckler, Richard von Frankenberg and Hermann Ramelow, broke several world speed records in the 1100 and 1500cc classes on Montlhéry’s speed track. A new record for the distance travelled in 72 hours stood out: 6,855 miles (11,030km), at an average speed of 95.21mph (153.2km/h). This record was set on the morning of the Paris Auto Show’s opening, where the car was driven and put on show with enormous success. The 1500cc engine, which generated 72bhp, would come to form the basis of a more civilized version, when it was used in the series production cars with power set at 60bhp. This was the beginning of the philosophy that has stood the brand in good stead, to test new solutions on the track and consequently apply them to series production.

Record-breaking in Montlhéry (1951).

The 356 SL on the steep banking of the Montlhéry track.

13–16 AUGUST 1952, LIÈGE, BELGIUM

One hundred and six cars parked on the courtyard of the beautiful Palais de Justice on Saint-Lambert Square in Liège are ready to start the toughest road race in Europe, the Liège–Rome–Liège rally, also known as the Marathon de la Route. It is considered by many to be more demanding and shattering than the Mille Miglia, as it takes place over five days and totals over 3,125 miles (5,000km) of difficult roads, including the most challenging Alpine passes. Competitors have to do the whole round trip between the two cities with almost no time to rest, because the average speed of 37.3mph (60km/h) required in most sections is impossible to fulfil if stops are made to sleep or take normal meals.

Three Porsche 356 SLs ready for the 1952 Liège–Rome–Liège, also known as the Marathon de la Route.

It is a prerogative of the organizers to ensure that there are no competitors finishing without penalties and as in 1951 the winning team (Johan Claes/Jacques Ickx in a Jaguar XK120) had managed this feat, the rally this year has been increased by 250 miles (400km) and the average speed requirement increased from 31.1 to 37.3mph (50 to 60km/h) to ensure that the situation would not be repeated. The race is fact overwhelming for machines and men, totalling 3,212 miles (5,168km), with fifty-four time-control zones, expressed on the map as a rough figure of eight, with Liège at one end and Rome at the other. The cars will run successively through Belgium, Luxembourg, France, Italy, Germany and Belgium again.

To carry out this route drawn by the organizers, it is necessary to cross the Alps in both directions, overcoming a number of peaks that are well known to the majority of the teams: the Croix de Fer (6,846ft/2,054m); the Galibier (8,383ft/2,515m); the Izoard (7,740ft/2,322m); the Vars (6,923ft/2,077m); the Cayolle (7,630ft)/2,289m); and the Allos (7,380ft/2,214m), which also have to be crossed on the return journey. In addition to these, we have also to overcome: the Pordoi (7,353ft/2,206m); the Falzarego (6,943ft/2,083m); the Costalunga (5,750ft/1,725m); the Stelvio Pass (9,040ft/2,712m); and the more than feared Gavia (8,596ft/2,579m), which will need to be overcome at dusk or even overnight. To accomplish the entire journey without penalties, it would need to be done in 88hr 45min, which is practically impossible. Every second exceeding the time allowed for each of the twelve sections of the rally corresponds to one penalty point.

Among the 106 cars participating, the largest contingent is from Porsche with 16 teams, which is in fact a great number for a marque so new to motor racing. Competing brands are: Jaguar; Aston Martin; Bristol; Healey, MG; Citroën, Peugeot; Simca; and Fiat, among others. The more competitive Porsches are the usual 356 SLs with aluminium bodywork and a 70bhp engine, and I will have the pleasure of experiencing this enormous challenge in the car of Huschke von Hanstein, the well-known public relations manager of the brand, who shares the steering wheel with Petermax Müller.

It is going to be a tough task for the team, because von Hanstein, although a good driver, is not at the same level as the best and his experience of this type of event is limited. Another 356 built in Gmünd will be driven by a renowned driver with a relevant racing history, Helmut Polensky, the last winner of the similarly difficult Rallye des Alpes, which also uses some of the Alpine roads we will have to deal with over the coming days.

The actual start of the race will be in Spa at 23:00. We’re heading there now, applauded along the way by thousands of spectators. The start procedure is spectacular, because the departure flag releases simultaneously a group of three cars every 3 minutes. Side by side these accelerate to the maximum, much to the delight of the crowd, as they head for Grenoble, 468 miles (750km) away. The first timed section, between Grenoble and Saint-Michel-de-Maurienne, is driven under scorching heat, making life even more difficult for machines and drivers, especially when crossing the Croix de Fer pass.

Along the route, we come across many broken or crashed cars, confirming how hard the event is. Among the unfortunate ones are the winners of the previous race, whose Jaguar has hit a road milestone on the edge of a precipice, fortunately without adverse consequences for the drivers, who wave to us as we pass by them.

The time controls are so close and the average speed so demanding for the type of roads travelled, even for the fastest teams, that only very short stops to eat or rest are possible. The average speed required between Guillaumes and Nice has been reduced to 31.1mph (50km/h), with the organization taking into account the fact that today is a public holiday with plenty of traffic. So we could gain a bit of time, to use for a longer stop at the control in Nice, located on the Promenade des Anglais, where in addition to refreshments and food, there is even champagne, served graciously to the competitors by the most beautiful girls of the Riviera (according to the comments exchanged between von Hanstein and Müller, who are rightly enjoying this brief respite in hostilities). We also learn that despite only having driven less than one-quarter of the race, more than one-third of the teams have given up!

We are now in Italy, after some time lost in the formalities at the border’s customs, although this is not enough reason for the organization’s clock to be a little more forgiving. The time controls are now livelier, with Italian fans applauding all competitors, but especially their compatriots. At these controls, refreshments and sandwiches that riders will eat in the following miles are always delivered. The fight against the stopwatch continues relentlessly and penalties keep accumulating for most teams.