PORSCHE 911
The legend begins with a false start. The car that every child knows today as the 911 is initially named the 901. In 1963, the new sports car from Ferry Porsche makes its debut at the International Motor Show in Frankfurt with that broad, yet so humble, digit in the middle. Only the lawyers from Peugeot take issue with what Porsche is intending to bring to market in a few months—the French are guarding their rights to all type designations composed of three digits with a zero in the middle. “My father replied, well, let’s just add a ten,” remembers Wolfgang Porsche. Sounds good and looks good, too and so, one of the most exciting number combinations in automobile history was born through simple addition. The nature of the Porsche—ambitious, but fundamentally rather modest and always shaped by efficiency—is illustrated by the pragmatic consideration behind the hastily changed type designation. While the decorative numbers for the production of the 901 had already been punched, the zero
simply needed to be omitted and a few more ones made. Then, nothing else will stand in the way of the Porsche 911.
ADDITION, COMBINATION, OMISSION
Addition, combination, omission—this is the process that led to the fascinatingly different shape with which the low sports car triumphed over its competitors and predecessors in the 1960s. The virtues of the longstanding favorite, the 356, and the genes of monoposto race cars are combined with a radically streamlined new design to form a model platform that will last for far more than half a century. Those who believe in the magic of numbers might have already surmised this success story from a different number: the Porsche 901 is presented in Hall 1a at IAA 1963.
This new creation is used to overcoming obstacles, which had already lined its path in the sports car factory for years. The 356, with all its variants, did not perform poorly—quite the opposite.
Shortly before the deepest point of Great Depression, the engineering and consulting company “Dr. Ing. h.c. F. Porsche GmbH, Konstruktion und Beratung für Motoren- und Fahrzeugbau” is registered in Stuttgart.
Porsche receives the order to develop an affordable, economical automobile for the German populace.
The first Volkswagen prototypes are created in Stuttgart. It is shortly thereafter renamed the KdF car (“Kraft durch Freude”, German for “strength through joy”) and then becomes known around the world as the VW Beetle.
Porsche moves to Zuffenhausen.
“Replace the 356? Never, how could we!”, worriers in the factory wondered darkly. There is significant distrust around bringing a different type of car to market. In the 1950s, Porsche had become a favorite of the well-to-do, especially those who wanted to drive something more sporty than a sedan. All the pride and knowledge has gone into the 356, which so wonderfully symbolizes new post-war beginnings. While it is largely based on the
technology of the Volkswagen designed by Ferry Porsche, it is far too stylish to have anything in common with the Beetle. However, the head of the company keeps thinking ahead. He senses that the world and its economy are in a state of constant change, that progress is accelerating in all areas of life, and that his company must reflect this development in the automotive sector. Better yet, Porsche should anticipate the future.
1939 1945
Under the designation Type 64, the company develops three motor racing coupés with a streamlined body for the planned endurance race from Berlin to Rome, known as the Berlin-Rome car.
A year after the move to Gmünd, Austria, the Porsche factory receives approval from the Allies to resume work under senior engineer Karl Rabe.
1946
Rupprecht von Senger, a Swiss entrepreneur, asks Porsche for a four-seat car; Erwin Komenda designs a body that closely resembles the later 356.
Porsche Type 754 T7, a prototype from development history: The elongated rear suggests that the 911 was also designed as a variant with four seats.
round instruments in the cockpit—and that is enough. The speedometer and tachometer, the latter always the most important point of orientation of a Porsche. An ambitious driver doesn’t need any more than that. The message is clear: this car is not intended for bumbling around, but for drivers—those who hold the wheel firmly in their hand and have fun piloting the vehicle. A devout community, then as today.
THE FOUNDATION IS LAID
By the end of August 1959, there are already various thoughts on the new Porsche up to that point. The proportions of the 911 are established; compared to the 356, the wheelbase is extended by 1 ft. to 7.9 ft. (by 30 centimeters to 2.4 meters). The first design bears the internal number combination of Type 754 T7. F. A. Porsche has no trouble familiarizing himself with a four-seat chassis.
1961/62
Porsche continues to work on variants for the 2+2/4-seater; an intermediate version, the T8, is created, a 2+2 hatchback coupé that is ultimately reformulated as the “Type 901.”
1962
The 50, 000th 356 series is rolled off the assembly line, as the car makes a successful case for its future on the market—currently with the top model 356 B 2000 GS Carrera 2.
1962
On January 24, the designers and engineers present the “finished” model 754 to company management; this version is finally met with approval.
From the beginning, the prototype already has the characteristic features of the later 911: the flattened front hood, the headlights integrated into freestanding fenders, the A-pillars with a steep windshield. Everything is already looking good from the front, but then, during a critical inspection in spring of 1960, Ferry Porsche marches around the assembled car and takes issue with the elongated engine compartment: while it slopes, it does
not resemble his favored hatchback, looking more like the flat trunk of a sedan. Somehow, despite its dashing allure, this sports car still appears too large, too heavy, too long. This begins a tough period, with lengthy and emotional discussions about how the good idea of the T7 could manifest into an even better vehicle. The designers bring the project back to the drawing board, and numerous new variants are created.
1962 1962
Documents show that the new sports car is referred to internally as the 901 for the first time in May. All communication is subsequently based on this designation.
The first test vehicle of the 901 rolls out of the factory gate in Zuffenhausen at the start of November. It is to be a journey into the future of the company.
1962/63
A series of prototypes are created for a very short, and therefore highly intense, trial phase in the Karmann factory in Osnabrück, Germany.
Recognize these faces? This is a film still from American comedy A Change of Seasons from 1980. In it, college professor Adam Evans (left) and his wife Karen set out to prove that they can navigate the other’s affairs openly in an enlightened, modern marriage. Along with their respective flings (Adam’s student Lindsey is on the right in this image), they set off on a ski vacation as a foursome. Now for the resolution: Adam is played by Anthony Hopkins, Lindsey by Bo Derek. Their experiment with open relationships fails, by the way. Only the relationship with the Porsche lasts.
Björn Waldegård and Hans Thorszelius
A paradise for 911 fans in the garage of Staud Studios in Leonberg
