Ferdinand Porsche

Ferdinand Porsche

Personal information

Nationality Austro-Hungarian

Birth date 3 September 1875

Maffersdorf near Reichenberg, Austria-Hungary

Birth place (now Czech Republic)

Date of death 30 January 1951 (aged 75)

Children Ferry Porsche and Louisa Porsche

Work

Significant
Tiger I, Tiger II, the Elefant, and the Volkswagen Beetle
projects

Significant
German National Prize for Art and Science
Awards

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 Volkswagen (Beetle) 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. Porsche was awarded in 1937 the German
National Prize for Art and Science, one of the rarest decorations in Nazi Germany.
Porsche's son, Ferry Porsche, is the eponym for Porsche automobiles, initially based to a
large extent on the Volkswagen Beetle design.

Early years

Ferdinand Porsche was born to German-speaking parents in Vratislavice nad Nisou

(Maffersdorf in German) near Liberec (Reichenberg in German), then northern Bohemia,
Austro-Hungarian Empire (today Liberec, 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[2]. 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.
 The Lohner-Porsche Mixte Hybrid
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[disambiguation needed] 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.

Austro-Daimler

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.

Founding of Porsche

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 people's car: Hitler made it his political agenda to motorize the nation, and that
every German should own either a car or a tractor in the future.
• A state-sponsored motor racing programme: to develop a "high speed German
automotive industry," the foundation of which would be an annual sum of 500,000
Reichmarks to Mercedes-Benz
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.

Volkswagen Beetle

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.
Auto Union racing car
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.

Post war

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 labour.
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 aluminium 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 January 30,
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.