Contents
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Bibliographic information published by the Deutsche Nationalbibliothek The Deutsche Nationalbibliothek lists this publication in the Deutsche Nationalbibliografie; detailed bibliographic data are available in the Internet at http://dnb.dnb.de.
2nd revised and expanded edition ISBN 978-3-667-11456-3 © Delius Klasing & Co. KG, Bielefeld (Germany) Translation: Eric J. Iannelli Editor: Hanno Vienken Cover design and typesetting: Jörg Weusthoff, Weusthoff Noël kommunikation design, Hamburg Cover photo: The first Porsche 356 coupe built in Germany in the spring of 1950 in the market square in Markgröningen. Source: Beierbach estate Reproductions: digital I data I medien, Bad Oeynhausen Printing and binding by: optimal media, Röbel Printed in Germany 2019 All rights reserved. The work may neither be entirely nor partially reproduced, transmitted or copied – such as manually or by means of electronic and mechanical systems, including photo-copying, tape recording and data storage – without explicit permission of the publisher. Delius Klasing Verlag, Siekerwall 21, 33602 Bielefeld, Germany Phone: +49-521-559-0, Fax: +49-521-559-115 Email: info@delius-klasing.de www.delius-klasing.de
Car-Body Construction in the Stuttgarter Karosseriewerk Reutter 1906–1918 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 1918–1930 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 1930–1940 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 1940–1949 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 The Start of Collaboration PORSCHE TYPE 7 (1931) . . . . . . . . . . . . . . . . . . 35 PORSCHE TYPE 8 (1932) . . . . . . . . . . . . . . . . . . 39 PORSCHE TYPE 12 (1932) . . . . . . . . . . . . . . . . . 45 PORSCHE TYPE 32 (1934) . . . . . . . . . . . . . . . . . 50 PORSCHE TYPE 60 (1938) . . . . . . . . . . . . . . . . . 53 Reutter & Porsche 1949: Return to Stuttgart . . . . . . . . . . . . . . . . . . 64 1950: The Start of Production . . . . . . . . . . . . . . 70 1951: The 1,000th Porsche . . . . . . . . . . . . . . . . . 81 1952: The Year of Special Projects . . . . . . . . . . . 91 1952/1953: Porsche 356 Production at Reutter Factory I on Augustenstraße . . . . . . . . 102 1953: Relocating Production . . . . . . . . . . . . . . . 106 1954: The Speedster Arrives . . . . . . . . . . . . . . . . 115 1955: The Porsche 356 A . . . . . . . . . . . . . . . . . . 127 1956: Reutter Turns 50 . . . . . . . . . . . . . . . . . . . 138 1957: Production at the Limits of Capacity . . . 152 1958: From the Speedster to the Convertible D ���������������������������������������������������� 161 1959: The New Model: 356 B (T5) . . . . . . . . . . 167 1960: Porsche Expands Production . . . . . . . . . 175 1961: 356 B T6 and the T8 Secret Mission . . . . 183
1962: Constructive Cooperation . . . . . . . . . . . .192 1963: The End of an Era . . . . . . . . . . . . . . . . . . 198 1964: The Beginnings of RECARO . . . . . . . . . . 206 Training workshop . . . . . . . . . . . . . . . . . . . . . . 212 Production of the 356 . . . . . . . . . . . . . . . . . . . . 216 Heavy and thin sheet-metal warehouse . . . . . 218 Pressing shop . . . . . . . . . . . . . . . . . . . . . . . . . . 219 Toolmaking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224 Parts production . . . . . . . . . . . . . . . . . . . . . . . . 225 Frame construction . . . . . . . . . . . . . . . . . . . . . 228 Exterior shell department . . . . . . . . . . . . . . . . . 238 Coupe main jig . . . . . . . . . . . . . . . . . . . . . . . . . 254 Coupe body-shell construction . . . . . . . . . . . . 260 Convertible and Speedster main jig . . . . . . . . . 268 Convertible and Speedster body-shell construction . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 Paint preparation (body-shell department) . . . 276 Paint shop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 Final assembly I . . . . . . . . . . . . . . . . . . . . . . . . 292 Sewing workshop and saddlery . . . . . . . . . . . . 300 Canopy and roof specialty dept. . . . . . . . . . . . . 306 Final assembly II . . . . . . . . . . . . . . . . . . . . . . . . 310 Body delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . 316 Kitchen and canteen . . . . . . . . . . . . . . . . . . . . . 318 Final inspection . . . . . . . . . . . . . . . . . . . . . . . . 320 Prototype construction . . . . . . . . . . . . . . . . . . . 326 Reutter / Porsche advertising . . . . . . . . . . . . . 327 Acknowledgments . . . . . . . . . . . . . . . . . . . . . . 331 Bibliography / List of Sources (Selection) . . . . 332 Index of Images / Image Sources . . . . . . . . . . 335
Contents
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Bibliographic information published by the Deutsche Nationalbibliothek The Deutsche Nationalbibliothek lists this publication in the Deutsche Nationalbibliografie; detailed bibliographic data are available in the Internet at http://dnb.dnb.de.
2nd revised and expanded edition ISBN 978-3-667-11456-3 © Delius Klasing & Co. KG, Bielefeld (Germany) Translation: Eric J. Iannelli Editor: Hanno Vienken Cover design and typesetting: Jörg Weusthoff, Weusthoff Noël kommunikation design, Hamburg Cover photo: The first Porsche 356 coupe built in Germany in the spring of 1950 in the market square in Markgröningen. Source: Beierbach estate Reproductions: digital I data I medien, Bad Oeynhausen Printing and binding by: optimal media, Röbel Printed in Germany 2019 All rights reserved. The work may neither be entirely nor partially reproduced, transmitted or copied – such as manually or by means of electronic and mechanical systems, including photo-copying, tape recording and data storage – without explicit permission of the publisher. Delius Klasing Verlag, Siekerwall 21, 33602 Bielefeld, Germany Phone: +49-521-559-0, Fax: +49-521-559-115 Email: info@delius-klasing.de www.delius-klasing.de
Car-Body Construction in the Stuttgarter Karosseriewerk Reutter 1906–1918 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 1918–1930 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 1930–1940 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 1940–1949 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 The Start of Collaboration PORSCHE TYPE 7 (1931) . . . . . . . . . . . . . . . . . . 35 PORSCHE TYPE 8 (1932) . . . . . . . . . . . . . . . . . . 39 PORSCHE TYPE 12 (1932) . . . . . . . . . . . . . . . . . 45 PORSCHE TYPE 32 (1934) . . . . . . . . . . . . . . . . . 50 PORSCHE TYPE 60 (1938) . . . . . . . . . . . . . . . . . 53 Reutter & Porsche 1949: Return to Stuttgart . . . . . . . . . . . . . . . . . . 64 1950: The Start of Production . . . . . . . . . . . . . . 70 1951: The 1,000th Porsche . . . . . . . . . . . . . . . . . 81 1952: The Year of Special Projects . . . . . . . . . . . 91 1952/1953: Porsche 356 Production at Reutter Factory I on Augustenstraße . . . . . . . . 102 1953: Relocating Production . . . . . . . . . . . . . . . 106 1954: The Speedster Arrives . . . . . . . . . . . . . . . . 115 1955: The Porsche 356 A . . . . . . . . . . . . . . . . . . 127 1956: Reutter Turns 50 . . . . . . . . . . . . . . . . . . . 138 1957: Production at the Limits of Capacity . . . 152 1958: From the Speedster to the Convertible D ���������������������������������������������������� 161 1959: The New Model: 356 B (T5) . . . . . . . . . . 167 1960: Porsche Expands Production . . . . . . . . . 175 1961: 356 B T6 and the T8 Secret Mission . . . . 183
1962: Constructive Cooperation . . . . . . . . . . . .192 1963: The End of an Era . . . . . . . . . . . . . . . . . . 198 1964: The Beginnings of RECARO . . . . . . . . . . 206 Training workshop . . . . . . . . . . . . . . . . . . . . . . 212 Production of the 356 . . . . . . . . . . . . . . . . . . . . 216 Heavy and thin sheet-metal warehouse . . . . . 218 Pressing shop . . . . . . . . . . . . . . . . . . . . . . . . . . 219 Toolmaking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224 Parts production . . . . . . . . . . . . . . . . . . . . . . . . 225 Frame construction . . . . . . . . . . . . . . . . . . . . . 228 Exterior shell department . . . . . . . . . . . . . . . . . 238 Coupe main jig . . . . . . . . . . . . . . . . . . . . . . . . . 254 Coupe body-shell construction . . . . . . . . . . . . 260 Convertible and Speedster main jig . . . . . . . . . 268 Convertible and Speedster body-shell construction . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 Paint preparation (body-shell department) . . . 276 Paint shop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284 Final assembly I . . . . . . . . . . . . . . . . . . . . . . . . 292 Sewing workshop and saddlery . . . . . . . . . . . . 300 Canopy and roof specialty dept. . . . . . . . . . . . . 306 Final assembly II . . . . . . . . . . . . . . . . . . . . . . . . 310 Body delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . 316 Kitchen and canteen . . . . . . . . . . . . . . . . . . . . . 318 Final inspection . . . . . . . . . . . . . . . . . . . . . . . . 320 Prototype construction . . . . . . . . . . . . . . . . . . . 326 Reutter / Porsche advertising . . . . . . . . . . . . . 327 Acknowledgments . . . . . . . . . . . . . . . . . . . . . . 331 Bibliography / List of Sources (Selection) . . . . 332 Index of Images / Image Sources . . . . . . . . . . 335
7
Foreword to the 1st German Edition (2011)
Wilhelm Reutter * May 20, 1874 † August 5, 1939
Albert Reutter * August 3, 1880 † December 10, 1944
History imbues a brand like Porsche with an unmistakable identity. Because history is the most personal, most unique and most honest thing that a company has to offer. But history is also an important source of experience and knowledge within the company itself. A mature corporate culture is inconceivable without an understanding of its own origins. It is only through tradition that a distinct profile and a sustainable identity emerge, because history cannot simply be created or projected onto a new product. Only that which has proven to be significant and successful in the past and over a long period of time is perceived as authentic. The sports cars with the Porsche crest on their hood are a prime example of this.
This book provides the answer to that question. Over the approximately 300 pages that follow, Frank Jung, great-grandson of Albert Reutter, spectacularly demonstrates what exciting conclusions a passionately committed author can draw after extensive archive research and countless conversations with contemporary witnesses. In impressive depth, Jung traces the shared history of the companies Porsche and Reutter and gives the reader wide-ranging insight into the work environment of the 1950s. He deserves a great deal of credit for this, because Porsche 356 – made by Reutter occupies a special place among the many books on Porsche. Dieter Landenberger
Few other carmakers have been the subject of so much published writing as Porsche. Every year a good dozen are freshly added to this body of work, and the observer might be inclined to ask whether everything hasn’t already been said – or rather, written – about the history of the company. Has the “end of history” that was discussed among academics several years ago perhaps already been reached in the field of automotive history?
Heritage Director Volkswagen Communications, Volkswagen AG Historical Archive Director Dr. Ing. h. c. F. Porsche AG (2005–2017)
7
Foreword to the 1st German Edition (2011)
Wilhelm Reutter * May 20, 1874 † August 5, 1939
Albert Reutter * August 3, 1880 † December 10, 1944
History imbues a brand like Porsche with an unmistakable identity. Because history is the most personal, most unique and most honest thing that a company has to offer. But history is also an important source of experience and knowledge within the company itself. A mature corporate culture is inconceivable without an understanding of its own origins. It is only through tradition that a distinct profile and a sustainable identity emerge, because history cannot simply be created or projected onto a new product. Only that which has proven to be significant and successful in the past and over a long period of time is perceived as authentic. The sports cars with the Porsche crest on their hood are a prime example of this.
This book provides the answer to that question. Over the approximately 300 pages that follow, Frank Jung, great-grandson of Albert Reutter, spectacularly demonstrates what exciting conclusions a passionately committed author can draw after extensive archive research and countless conversations with contemporary witnesses. In impressive depth, Jung traces the shared history of the companies Porsche and Reutter and gives the reader wide-ranging insight into the work environment of the 1950s. He deserves a great deal of credit for this, because Porsche 356 – made by Reutter occupies a special place among the many books on Porsche. Dieter Landenberger
Few other carmakers have been the subject of so much published writing as Porsche. Every year a good dozen are freshly added to this body of work, and the observer might be inclined to ask whether everything hasn’t already been said – or rather, written – about the history of the company. Has the “end of history” that was discussed among academics several years ago perhaps already been reached in the field of automotive history?
Heritage Director Volkswagen Communications, Volkswagen AG Historical Archive Director Dr. Ing. h. c. F. Porsche AG (2005–2017)
8
Introduction
Introduction
To present a long, colorful story in a brief and incisive manner is no easy task. To single out short eras would be piecemeal. In order to afford the reader insight into the entire history of Stuttgarter Karosseriewerk Reutter & Co. GmbH, the period even before the Stuttgart car-body factory’s earliest cooperation with the Porsche design office is summarized (chapter 1). The second chapter describes the mutual business relationships that existed from 1931 on the basis of the individual, jointly produced Porsche types. These can be regarded as precursors to the Volkswagen and thus also to the Porsche 356. The experiences of the prewar period gave rise to renewed cooperation following Porsche’s return from Gmünd. Chapter 3 chronologically (1949 to 1964) describes this “sympathetic marriage of convenience.” This includes the early production of the Porsche 356, which took place between 1950 and 1953 in Reutter’s factory I on Augustenstraße in Stuttgart. Many rare Porsche prototypes all the way up to the 901 – successor to the 356, designed and built by Reutter – are also mentioned in this section. A brief account of Reutter’s Lehrwerkstatt, its custom training center for highly qualified employees (chapter 4), links to the subsequent account of the production processes. The fifth chapter shows in unique detail the body production from the raw sheet metal to the delivery of the completed superstructures. Its description is limited to the production of the Porsche 356 from 1953 to 1964 at Reutter’s factory II in Stuttgart-Zuffenhausen. The chronologically arranged Porsche-related advertisements and promotional materials from Reutter in chapter 6 outline the cooperation between the two Stuttgart-based companies.
Employee newsletter Reutter Spiegel (late 1955).
Porsche 356 – made by Reutter: The idea of depicting the Porsche 356 body production picks up on an idea from 1953. In a tiny album, the genesis of a Porsche 356 body in the recently expanded Reut ter factory II in Stuttgart-Zuffenhausen was illustrated in 24 photos. The earliest written accounts of the operational processes – albeit very humorous in tone – can be found in the employee newsletter Reutter Spiegel from 1955. Here’s a sample: December 17, 1955 – Visit to Factory II It was a Saturday, and in the administrative quarters it was time for the obligatory foremen’s meeting. In accordance with federal democratic custom, the engineers and foremen gathered there received their instructions and reproaches and seemed visibly impressed with their work. We approached the head of the AVO [Arbeitsvorbereitung, or “operations scheduling”] and wanted to know something about the production figures. He was very cautious, however, and said that the figures were so secret that even he no longer knew them. We did nevertheless learn what they were through a traveling salesman who happened to be present. (...) While we were listening to the presentations with interest, an explosive sound rang out from a factory hall. As we found out, it was the sheet-metal warehouse. We hurried there and heard that the foundations of the sheet-metal warehouse had collapsed under the weight of the material. The foreman in charge was currently using a crane to pull the sheets from the considerable crater the cave-in had made. He said something like that was bound to happen just when sheet metal was in short supply. We entered the warehouse. Two gracious ladies dressed all in white welcomed us
with a cup of coffee. (...) The warehouse manager was currently negotiating on the phone for urgently needed staff. At some point, he said everything was fine by him, and if something was wrong, only the purchasing department was guilty. By chance, we also soon made the acquaintance of the chief inspector, who had just subjected the ’53 arrivals to a thorough examination. We entered the saddlery and took part in the popular game of color grading for leather and imitation leather. After quite a long inspection, we could no longer tell whether the leather was gray, green or reddish. Apropos of colors – in the paint shop, the paint foreman welcomed us. His amiable tour was interrupted by a phone call – “The voice of my master,” he smiled, taking his hearing aid out of his ear. A very busy and brisk foreman rushed past; as we heard, he was in charge of body-shell production, while the foreman responsible for final assembly was looking for the 50% of the accessory parts that were constantly missing. (...) A very outgoing gentleman from the AVO was still counting the chassis screws and said that if he got a typist, they might count on getting a parts list this
year. (...) In prototype production, the foreman had just designed the body shape for the Porsche 1975 after prolonged attempts. Its similarity to the body of the 1905 model was uncanny. (...) In the yard we met the technical director – he was very surprised to have heard nothing of our visit. He said that we should come to his office again, because we would certainly have received a very wrong impression. Our suggestion that we would like to describe our own impressions was dismissed with the exclamation: “Oh, well, if you’re not technicians, you can’t understand any of it!” Addendum: At the moment, our reporters are still working diligently to sort out their impressions. We therefore asked the senior executives at Reutter for their opinion. That opinion was illustrated clearly: “Still, we don’t want to have our appetites spoiled!” These excerpts from the employee newsletter, reflective of experiences within the company, make it clear that despite all the worries and problems of the challenging postwar period and the rapidly increasing external pressures, the working atmosphere was a unique one.
9
8
Introduction
Introduction
To present a long, colorful story in a brief and incisive manner is no easy task. To single out short eras would be piecemeal. In order to afford the reader insight into the entire history of Stuttgarter Karosseriewerk Reutter & Co. GmbH, the period even before the Stuttgart car-body factory’s earliest cooperation with the Porsche design office is summarized (chapter 1). The second chapter describes the mutual business relationships that existed from 1931 on the basis of the individual, jointly produced Porsche types. These can be regarded as precursors to the Volkswagen and thus also to the Porsche 356. The experiences of the prewar period gave rise to renewed cooperation following Porsche’s return from Gmünd. Chapter 3 chronologically (1949 to 1964) describes this “sympathetic marriage of convenience.” This includes the early production of the Porsche 356, which took place between 1950 and 1953 in Reutter’s factory I on Augustenstraße in Stuttgart. Many rare Porsche prototypes all the way up to the 901 – successor to the 356, designed and built by Reutter – are also mentioned in this section. A brief account of Reutter’s Lehrwerkstatt, its custom training center for highly qualified employees (chapter 4), links to the subsequent account of the production processes. The fifth chapter shows in unique detail the body production from the raw sheet metal to the delivery of the completed superstructures. Its description is limited to the production of the Porsche 356 from 1953 to 1964 at Reutter’s factory II in Stuttgart-Zuffenhausen. The chronologically arranged Porsche-related advertisements and promotional materials from Reutter in chapter 6 outline the cooperation between the two Stuttgart-based companies.
Employee newsletter Reutter Spiegel (late 1955).
Porsche 356 – made by Reutter: The idea of depicting the Porsche 356 body production picks up on an idea from 1953. In a tiny album, the genesis of a Porsche 356 body in the recently expanded Reut ter factory II in Stuttgart-Zuffenhausen was illustrated in 24 photos. The earliest written accounts of the operational processes – albeit very humorous in tone – can be found in the employee newsletter Reutter Spiegel from 1955. Here’s a sample: December 17, 1955 – Visit to Factory II It was a Saturday, and in the administrative quarters it was time for the obligatory foremen’s meeting. In accordance with federal democratic custom, the engineers and foremen gathered there received their instructions and reproaches and seemed visibly impressed with their work. We approached the head of the AVO [Arbeitsvorbereitung, or “operations scheduling”] and wanted to know something about the production figures. He was very cautious, however, and said that the figures were so secret that even he no longer knew them. We did nevertheless learn what they were through a traveling salesman who happened to be present. (...) While we were listening to the presentations with interest, an explosive sound rang out from a factory hall. As we found out, it was the sheet-metal warehouse. We hurried there and heard that the foundations of the sheet-metal warehouse had collapsed under the weight of the material. The foreman in charge was currently using a crane to pull the sheets from the considerable crater the cave-in had made. He said something like that was bound to happen just when sheet metal was in short supply. We entered the warehouse. Two gracious ladies dressed all in white welcomed us
with a cup of coffee. (...) The warehouse manager was currently negotiating on the phone for urgently needed staff. At some point, he said everything was fine by him, and if something was wrong, only the purchasing department was guilty. By chance, we also soon made the acquaintance of the chief inspector, who had just subjected the ’53 arrivals to a thorough examination. We entered the saddlery and took part in the popular game of color grading for leather and imitation leather. After quite a long inspection, we could no longer tell whether the leather was gray, green or reddish. Apropos of colors – in the paint shop, the paint foreman welcomed us. His amiable tour was interrupted by a phone call – “The voice of my master,” he smiled, taking his hearing aid out of his ear. A very busy and brisk foreman rushed past; as we heard, he was in charge of body-shell production, while the foreman responsible for final assembly was looking for the 50% of the accessory parts that were constantly missing. (...) A very outgoing gentleman from the AVO was still counting the chassis screws and said that if he got a typist, they might count on getting a parts list this
year. (...) In prototype production, the foreman had just designed the body shape for the Porsche 1975 after prolonged attempts. Its similarity to the body of the 1905 model was uncanny. (...) In the yard we met the technical director – he was very surprised to have heard nothing of our visit. He said that we should come to his office again, because we would certainly have received a very wrong impression. Our suggestion that we would like to describe our own impressions was dismissed with the exclamation: “Oh, well, if you’re not technicians, you can’t understand any of it!” Addendum: At the moment, our reporters are still working diligently to sort out their impressions. We therefore asked the senior executives at Reutter for their opinion. That opinion was illustrated clearly: “Still, we don’t want to have our appetites spoiled!” These excerpts from the employee newsletter, reflective of experiences within the company, make it clear that despite all the worries and problems of the challenging postwar period and the rapidly increasing external pressures, the working atmosphere was a unique one.
9
110 Reutter & Porsche
A glimpse into the assembly hall and the production of the 356 coupes. The stepby-step relocation of body production to Zuffenhausen was prepared alongside manufacturing at full capacity. Convertible production was relocated first.
The previously rented or occupied premises in Zuffenhausen were prepared for complete series production. In addition, the body shop invested in an extension to the northwest of the existing main building (sawtooth roof ). Despite ice and snow, unit I was erected in early 1953.
1953: Relocating Production
the consistent and constant implementation of the manufacturing cycle system. Porsche feared future fluctuations in sales and was still not ready to set up a warehouse. This was how Chief Financial Officer Hans Kern justified the refusal to have to accept an additional 23 coupes in the final quarter. Porsche KG insisted on a supply of 130 coupes and 20 convertibles per month, in other words, a total
of 450 vehicles in the final quarter. Reutter, on the other hand, wanted to use the new facilities to deliver a total of at least 570 bodies including interior trim. On a monthly average, this meant production of 145 coupes and 45 convertibles during the period from October to December. It was agreed to produce a total of 545 superstructures from October to the end of the year. For September, the companies planned 135 sedans and 35 convertibles. Internally, Porsche was aware that this wouldn’t mean taking on too much risk. Although the sales volume wasn’t exactly predictable, calculating a monthly total of 180 vehicles was at the lower end of the expected US and domestic quota. To Porsche it seemed “practical deliberately not to let Reutter run at full speed with respect to unit numbers.” If necessary, Reutter was to build up a stock of finished body frames in order to be able to increase output on short notice. After two-and-a-half years of joint series production, it was almost a matter of course to give timely advice on the models for the coming year and perhaps plan for any changes. Initially, on June 3, Porsche pledged to accept another 2,000 bodies in 1954, but a lack of unity prevailed once again regarding monthly delivery. Reutter wanted the details to be contractually recorded in writing; Porsche perceived this almost as a breach of trust. Both sides were certain regarding the changes that were to be carried out because there were only a few designated in terms of the body. The key changes for the upcoming model year rather consisted of improvements to the current series and elimination of manufacturing errors. Some customers and dealers had complained about uneven exterior surfaces and taken issue with improper workmanship on the window sills. Hans Kern of Porsche attributed the increasing number of complaints to differences between Reutter employees and their technical management. Also, the shortening of the piecework time in Porsche 356 production led to a lack of rigor. Further changes pertained to the paint colors to be offered for the 356/1954 model. In September, Porsche decided to abandon the
After challenging construction owing to a severe winter, the topping-out ceremony took place on March 13, 1953. A quote from the speech: “[I]t was here that Father Reutter – with his inspired eye – had previously already created the initial piece. How it would fill his heart if he were to see his factory arise on such a grand scale...”
color schemes from the previous series; Reutter was to continue carrying out special finishes. They agreed to determine the color choices for the 1954 series in the beginning of October. A portion of the colors that were offered were to be retained. Compared to the previous year, the special vehicle construction division was less busy. Following Heuer’s bankruptcy in November 1952, Reutter received the order on March 2 to complete three unfinished convertibles and the America Roadster no. 12363 (series II) and no. 12371 (series III). Porsche cited 1,500 to 2,000 DM as its recommended prices per vehicle and agreed for Reutter to invoice for the actual cost of wages and materials plus performance surcharges after the cars were completed. In July of 1953, the bodywork specialists were working on a Type 356 light-metal (aluminum) car on behalf of a metalworking company – an interesting project for Reutter. However, Porsche cautioned that the timetables for the prototypes under construction were not to be jeopardized. The work on the four-door Studebaker sedan, the Porsche Type 542, extended throughout the entire year. Constant engineering and design changes delayed the production to such an extent that a display model was only able to be completed on July 5. The body-shell construction was postponed
The car belonging to Fritz Reutter – a black coupe with extra headlights – and employees at Augustenstraße (1953; above).
until the beginning of September 1953. By the end of the year, the Studebaker demonstration car was ready to hit the road. The Type 542 was shipped to the United States shortly after completion. At the end of March 1953, Porsche ordered another prototype on a Volkswagen chassis in the form of a hatchback sedan. This derivative of the smaller Type 534 was now called the Type 555. After numerous changes and redesigns, completion of the vehicle was expected to take place in August. This new design could have expanded the Volkswagen lineup but never went into series production.
Leni and Ingrid Jung as well as Uta Koch (from left to right) visit Fritz Reutter at the main factory in 1953. Albert Reutter’s youngest son returned from a French POW camp in 1947 and oversaw the bookkeeping for the family business from 1950 onward. On December 15, 1961, Fritz Reutter died of a heart attack at his desk at Stuttgarter Karosseriewerk Reut ter & Co. GmbH (photo: Helmut Young; below).
111
110 Reutter & Porsche
A glimpse into the assembly hall and the production of the 356 coupes. The stepby-step relocation of body production to Zuffenhausen was prepared alongside manufacturing at full capacity. Convertible production was relocated first.
The previously rented or occupied premises in Zuffenhausen were prepared for complete series production. In addition, the body shop invested in an extension to the northwest of the existing main building (sawtooth roof ). Despite ice and snow, unit I was erected in early 1953.
1953: Relocating Production
the consistent and constant implementation of the manufacturing cycle system. Porsche feared future fluctuations in sales and was still not ready to set up a warehouse. This was how Chief Financial Officer Hans Kern justified the refusal to have to accept an additional 23 coupes in the final quarter. Porsche KG insisted on a supply of 130 coupes and 20 convertibles per month, in other words, a total
of 450 vehicles in the final quarter. Reutter, on the other hand, wanted to use the new facilities to deliver a total of at least 570 bodies including interior trim. On a monthly average, this meant production of 145 coupes and 45 convertibles during the period from October to December. It was agreed to produce a total of 545 superstructures from October to the end of the year. For September, the companies planned 135 sedans and 35 convertibles. Internally, Porsche was aware that this wouldn’t mean taking on too much risk. Although the sales volume wasn’t exactly predictable, calculating a monthly total of 180 vehicles was at the lower end of the expected US and domestic quota. To Porsche it seemed “practical deliberately not to let Reutter run at full speed with respect to unit numbers.” If necessary, Reutter was to build up a stock of finished body frames in order to be able to increase output on short notice. After two-and-a-half years of joint series production, it was almost a matter of course to give timely advice on the models for the coming year and perhaps plan for any changes. Initially, on June 3, Porsche pledged to accept another 2,000 bodies in 1954, but a lack of unity prevailed once again regarding monthly delivery. Reutter wanted the details to be contractually recorded in writing; Porsche perceived this almost as a breach of trust. Both sides were certain regarding the changes that were to be carried out because there were only a few designated in terms of the body. The key changes for the upcoming model year rather consisted of improvements to the current series and elimination of manufacturing errors. Some customers and dealers had complained about uneven exterior surfaces and taken issue with improper workmanship on the window sills. Hans Kern of Porsche attributed the increasing number of complaints to differences between Reutter employees and their technical management. Also, the shortening of the piecework time in Porsche 356 production led to a lack of rigor. Further changes pertained to the paint colors to be offered for the 356/1954 model. In September, Porsche decided to abandon the
After challenging construction owing to a severe winter, the topping-out ceremony took place on March 13, 1953. A quote from the speech: “[I]t was here that Father Reutter – with his inspired eye – had previously already created the initial piece. How it would fill his heart if he were to see his factory arise on such a grand scale...”
color schemes from the previous series; Reutter was to continue carrying out special finishes. They agreed to determine the color choices for the 1954 series in the beginning of October. A portion of the colors that were offered were to be retained. Compared to the previous year, the special vehicle construction division was less busy. Following Heuer’s bankruptcy in November 1952, Reutter received the order on March 2 to complete three unfinished convertibles and the America Roadster no. 12363 (series II) and no. 12371 (series III). Porsche cited 1,500 to 2,000 DM as its recommended prices per vehicle and agreed for Reutter to invoice for the actual cost of wages and materials plus performance surcharges after the cars were completed. In July of 1953, the bodywork specialists were working on a Type 356 light-metal (aluminum) car on behalf of a metalworking company – an interesting project for Reutter. However, Porsche cautioned that the timetables for the prototypes under construction were not to be jeopardized. The work on the four-door Studebaker sedan, the Porsche Type 542, extended throughout the entire year. Constant engineering and design changes delayed the production to such an extent that a display model was only able to be completed on July 5. The body-shell construction was postponed
The car belonging to Fritz Reutter – a black coupe with extra headlights – and employees at Augustenstraße (1953; above).
until the beginning of September 1953. By the end of the year, the Studebaker demonstration car was ready to hit the road. The Type 542 was shipped to the United States shortly after completion. At the end of March 1953, Porsche ordered another prototype on a Volkswagen chassis in the form of a hatchback sedan. This derivative of the smaller Type 534 was now called the Type 555. After numerous changes and redesigns, completion of the vehicle was expected to take place in August. This new design could have expanded the Volkswagen lineup but never went into series production.
Leni and Ingrid Jung as well as Uta Koch (from left to right) visit Fritz Reutter at the main factory in 1953. Albert Reutter’s youngest son returned from a French POW camp in 1947 and oversaw the bookkeeping for the family business from 1950 onward. On December 15, 1961, Fritz Reutter died of a heart attack at his desk at Stuttgarter Karosseriewerk Reut ter & Co. GmbH (photo: Helmut Young; below).
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116 Reutter & Porsche
Division of labor made visible. The body comes from Reutter, then Porsche builds the transmission, axles and engine and completes the Pre-A “bent windshield” (1954).
1954: The Speedster Arrives
After nearly four years of construction in Germany, the 5,000th Porsche left the factory in Zuffenhausen on March 15, 1954. Shortly thereafter, this model underwent a series of
changes in detail – the most striking began in April 1954 and was the installation of horizontal horn grilles on the inside of each of the turn signals.
To improve the quality of the convertible’s soft-top fabric, Walter Beierbach suggested purchasing it from the Happich company from that point forward. For the interior of the new series, Porsche stipulated artificial leather instead of fabric for the door and side trim. This meant that Reutter’s upholstery department only needed half of the fabric that had already been ordered. The incorporation of specified changes such as the introduction of reclining seats, door panel pockets or coat hooks was not yet determined at this time. Reutter was repeatedly forced to implement Porsche’s decisions at short notice. Meanwhile, the series-production cars had once again received a new number range, and in midApril of 1954 the changes were implemented starting with coupe no. 52030 and convertible no. 60550, as were changes such as chrome-plated reclining-seat hinges. Outwardly the most obvious feature of the current production vehicles was the
Reutter convertible from the 1954 model year with rims in a two-color finish to match the exterior and soft-top colors.
horn grille on the inside of the turn signals on the front of the vehicles. On Thursday, April 8, 1954, Reutter delivered the 5,000th body to Porsche. A few days earlier, on March 15, Porsche had already celebrated the delivery of the 5,000th Porsche 356. As was the case with the delivery of the 1,000th Porsche, Porsche’s “head start” was explained by the inclusion of bodies manufactured elsewhere. On the occasion of the anniversary, Reutter management took the liberty of inviting Ferry Porsche and his closest associates to dinner. Ferry Porsche agreed, and Authorized Signatory Hans Kern offered his sincere congratulations as well as his assessment of the cooperation between the two companies up to that point: “[W]e are of the same opinion as you that our companies’ partnership is by and large a very pleasant one. That differences arise here and there is unavoidable, but these can always be offset through mutual understanding.”
After losing a bet, Reut ter driver Franz Laib had to climb up the chimney and perform a handstand at the top. Even years later, the employees asked Laib to do it again at company celebrations or anniversary events on a – comparatively harmless – chair.
117
116 Reutter & Porsche
Division of labor made visible. The body comes from Reutter, then Porsche builds the transmission, axles and engine and completes the Pre-A “bent windshield” (1954).
1954: The Speedster Arrives
After nearly four years of construction in Germany, the 5,000th Porsche left the factory in Zuffenhausen on March 15, 1954. Shortly thereafter, this model underwent a series of
changes in detail – the most striking began in April 1954 and was the installation of horizontal horn grilles on the inside of each of the turn signals.
To improve the quality of the convertible’s soft-top fabric, Walter Beierbach suggested purchasing it from the Happich company from that point forward. For the interior of the new series, Porsche stipulated artificial leather instead of fabric for the door and side trim. This meant that Reutter’s upholstery department only needed half of the fabric that had already been ordered. The incorporation of specified changes such as the introduction of reclining seats, door panel pockets or coat hooks was not yet determined at this time. Reutter was repeatedly forced to implement Porsche’s decisions at short notice. Meanwhile, the series-production cars had once again received a new number range, and in midApril of 1954 the changes were implemented starting with coupe no. 52030 and convertible no. 60550, as were changes such as chrome-plated reclining-seat hinges. Outwardly the most obvious feature of the current production vehicles was the
Reutter convertible from the 1954 model year with rims in a two-color finish to match the exterior and soft-top colors.
horn grille on the inside of the turn signals on the front of the vehicles. On Thursday, April 8, 1954, Reutter delivered the 5,000th body to Porsche. A few days earlier, on March 15, Porsche had already celebrated the delivery of the 5,000th Porsche 356. As was the case with the delivery of the 1,000th Porsche, Porsche’s “head start” was explained by the inclusion of bodies manufactured elsewhere. On the occasion of the anniversary, Reutter management took the liberty of inviting Ferry Porsche and his closest associates to dinner. Ferry Porsche agreed, and Authorized Signatory Hans Kern offered his sincere congratulations as well as his assessment of the cooperation between the two companies up to that point: “[W]e are of the same opinion as you that our companies’ partnership is by and large a very pleasant one. That differences arise here and there is unavoidable, but these can always be offset through mutual understanding.”
After losing a bet, Reut ter driver Franz Laib had to climb up the chimney and perform a handstand at the top. Even years later, the employees asked Laib to do it again at company celebrations or anniversary events on a – comparatively harmless – chair.
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120 Reutter & Porsche
At a meeting with Porsche on July 14, 1954, Operations Manager Beierbach said that three of the new Type 540 Roadsters could be manufactured by hand before the beginning of the company holidays. In September he was already planning to deliver 21 Roadsters using the equipment that had been completed by August 31. This picture shows the first prototype shortly after completion.
1954: The Speedster Arrives
at this time the series convertible cost 4,390 DM. Meanwhile, an early Roadster prototype was under construction. The preparations had to be completed quickly, as Prof. Prinzing (Porsche) wanted more than anything to place the order and start production in the current year. During the course of development work, numerous changes occurred. The Roadster, known internally as the Type 540, was not to be equipped quite so ascetically as originally thought and on which Reutter had based its bid. The continual amendments significantly jeopardized the scheduled start of production – at the same time, there was also a foreseeable increase in production costs on account of these arrangements. For example, contrary to the original planning, the later series-production car was to be provided with a Roadster top, bumpers, trim strips and a heating system. There was general agreement regarding the use of inexpensive enamel synthetic resin lacquers for painting the exterior. On July 7, Erwin Komenda commissioned Reutter to build two more pre-production models. One was to be equipped with a fixture called a “hardtop.” Reutter and Porsche agreed to split the costs of development evenly between them.
At the request of American customers and the initiative of the US importer Max Hoffman, the sporty Speedster went into production with relatively Spartan features. Initially, a run of 200 roadsters was stipulated (order placed on July 30, 1954).
Prototype 540/2 (or 540/3) with chassis number 80002 (or 03) in late summer 1954 (left).
Also in July, Ferry Porsche informed Reutter that he believed they could count on an order of 1,000 roadsters over the course of a year. As a result, Reutter’s sales department now changed the bid on a target price – taking into account the desired changes and the newly planned quantities – to 3,350 DM. The start of the potential delivery was set at three months after final clarification of all of the details. At that time, Operations Manager Beierbach saw an opportunity to supply around 30 Roadsters per month – while maintaining the usual scope of delivery of coupes and convertibles. The manufacturing agenda for the prototype cars became more defined in a meeting on July 14: Walter Beierbach confirmed that, in addition to the almost completed initial prototype, four more
handmade Roadsters could still be delivered before the company’s summer holidays. The Reutter engineers were expecting the new equipment to be completed by the end of August, which meant that the first twenty Type 540 Roadsters could be mass-produced in September. Concerning the planned hardtop variant, Beierbach expressed doubts about being able to produce this kind of model for significantly less cost than the coupe body. As for determining the number of further orders beyond September, Porsche wanted to wait until speaking with Max Hoffman about the sales outlook in the United States. Hoffman planned to offer the new Roadster in the United States for a retail price below $3,000 and encouraged Porsche to issue only 200 Type 540 automobiles to begin
Letter dated July 23, 1954 detailing the design of prototypes 540/2 and 540/3. On July 28 these details were corrected: Car 2 as well as car 3 were to be painted “signal red” (Glasso 946). Other details included black faux leather trim, black canopy top, gray carpeting and light gray steering wheel and buttons. The prototype 540/4 Roadster was to be painted in pure white (synthetic resin) (above).
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120 Reutter & Porsche
At a meeting with Porsche on July 14, 1954, Operations Manager Beierbach said that three of the new Type 540 Roadsters could be manufactured by hand before the beginning of the company holidays. In September he was already planning to deliver 21 Roadsters using the equipment that had been completed by August 31. This picture shows the first prototype shortly after completion.
1954: The Speedster Arrives
at this time the series convertible cost 4,390 DM. Meanwhile, an early Roadster prototype was under construction. The preparations had to be completed quickly, as Prof. Prinzing (Porsche) wanted more than anything to place the order and start production in the current year. During the course of development work, numerous changes occurred. The Roadster, known internally as the Type 540, was not to be equipped quite so ascetically as originally thought and on which Reutter had based its bid. The continual amendments significantly jeopardized the scheduled start of production – at the same time, there was also a foreseeable increase in production costs on account of these arrangements. For example, contrary to the original planning, the later series-production car was to be provided with a Roadster top, bumpers, trim strips and a heating system. There was general agreement regarding the use of inexpensive enamel synthetic resin lacquers for painting the exterior. On July 7, Erwin Komenda commissioned Reutter to build two more pre-production models. One was to be equipped with a fixture called a “hardtop.” Reutter and Porsche agreed to split the costs of development evenly between them.
At the request of American customers and the initiative of the US importer Max Hoffman, the sporty Speedster went into production with relatively Spartan features. Initially, a run of 200 roadsters was stipulated (order placed on July 30, 1954).
Prototype 540/2 (or 540/3) with chassis number 80002 (or 03) in late summer 1954 (left).
Also in July, Ferry Porsche informed Reutter that he believed they could count on an order of 1,000 roadsters over the course of a year. As a result, Reutter’s sales department now changed the bid on a target price – taking into account the desired changes and the newly planned quantities – to 3,350 DM. The start of the potential delivery was set at three months after final clarification of all of the details. At that time, Operations Manager Beierbach saw an opportunity to supply around 30 Roadsters per month – while maintaining the usual scope of delivery of coupes and convertibles. The manufacturing agenda for the prototype cars became more defined in a meeting on July 14: Walter Beierbach confirmed that, in addition to the almost completed initial prototype, four more
handmade Roadsters could still be delivered before the company’s summer holidays. The Reutter engineers were expecting the new equipment to be completed by the end of August, which meant that the first twenty Type 540 Roadsters could be mass-produced in September. Concerning the planned hardtop variant, Beierbach expressed doubts about being able to produce this kind of model for significantly less cost than the coupe body. As for determining the number of further orders beyond September, Porsche wanted to wait until speaking with Max Hoffman about the sales outlook in the United States. Hoffman planned to offer the new Roadster in the United States for a retail price below $3,000 and encouraged Porsche to issue only 200 Type 540 automobiles to begin
Letter dated July 23, 1954 detailing the design of prototypes 540/2 and 540/3. On July 28 these details were corrected: Car 2 as well as car 3 were to be painted “signal red” (Glasso 946). Other details included black faux leather trim, black canopy top, gray carpeting and light gray steering wheel and buttons. The prototype 540/4 Roadster was to be painted in pure white (synthetic resin) (above).
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256 Production of the 356
Coupe main jig
257
The front panel of the 356 A coupe is already waiting to be assembled after the final welding work is completed. Various devices and brackets allowed for each individual part to be put in its proper place. Edwin Brixner (left) and Oskar Beeh at the construction equipment for the coupe’s interior shell (around 1955). First, they stitched the components together using an electric Employees Rapp, Kaatz and unknown (from right) join the already finished frame with the parts of the interior body shell on two assembly devices (coupe and convertible; above).
On this assembly device for coupes (1954–55, “bent” windshield), the tail section is already placed in position. A moment later, the front part of the exterior shell will be delivered.
push welder and electropneumatic spot-welding tongs. Some parts – particularly those in inaccessible spots – were gas welded (above).
“Interior shell arrange ment for Porsche Sport-Coupe” (from the maintenance instructions for the body) (below).
256 Production of the 356
Coupe main jig
257
The front panel of the 356 A coupe is already waiting to be assembled after the final welding work is completed. Various devices and brackets allowed for each individual part to be put in its proper place. Edwin Brixner (left) and Oskar Beeh at the construction equipment for the coupe’s interior shell (around 1955). First, they stitched the components together using an electric Employees Rapp, Kaatz and unknown (from right) join the already finished frame with the parts of the interior body shell on two assembly devices (coupe and convertible; above).
On this assembly device for coupes (1954–55, “bent” windshield), the tail section is already placed in position. A moment later, the front part of the exterior shell will be delivered.
push welder and electropneumatic spot-welding tongs. Some parts – particularly those in inaccessible spots – were gas welded (above).
“Interior shell arrange ment for Porsche Sport-Coupe” (from the maintenance instructions for the body) (below).
258 Production of the 356
From the individual parts the complete outer shell arises here (1956).
Coupe main jig
The 356 body is born: After the complete outer shell was stitched together, the gauge that established the door cut-
out was extended with compressed air. The body could now be lifted from the main assembly jig and moved
to one of the body-shell production lines for further processing (shown here is a 356 B T5 coupe with sunroof, 1960).
259
258 Production of the 356
From the individual parts the complete outer shell arises here (1956).
Coupe main jig
The 356 body is born: After the complete outer shell was stitched together, the gauge that established the door cut-
out was extended with compressed air. The body could now be lifted from the main assembly jig and moved
to one of the body-shell production lines for further processing (shown here is a 356 B T5 coupe with sunroof, 1960).
259
264 Production of the 356
The filling solder had to have a doughy consistency in order to be able to pull clean through the gap. Owing to the serious health risks associated with the handling of lead,
Coupe body-shell construction
every employee at this production level received one liter of milk per day as extra rations in the belief that this would prevent physical harm (above).
After filing and finish grinding the gaps, they could be checked with a gauge. This picture was taken at the Belgian company D’Ieteren – where a total of 722 bodies
were also produced for Porsche starting in 1960–61 (473 units of the 356 B T5 and 249 units of the 356 B T6 Roadster; above).
Looking back (1956): By this point, Reutter had been able to produce more than 13,000 Porsche bodies; the employees are posing for the commemorative book for the fiftieth anniversary. On the right are the production lines for coupe bodies. On the left is the production area for convertibles and Speedsters. Already set up in the background are the next front and rear parts, which would then be assembled into a new body (below).
Looking ahead: Production continues uninterrupted and at full speed (Porsche 356 B T5, 1960). The filling solder residue near the engine cover can still be seen. The employee on the left is filing the joints on the front hood.
Every single joint and gap had to be pulled and worked by hand. An inspector checked the employees’ work on the body-shell production lines over and over. The accuracy of the gap sizes was an indication of the quality of the Reutter bodies.
265
264 Production of the 356
The filling solder had to have a doughy consistency in order to be able to pull clean through the gap. Owing to the serious health risks associated with the handling of lead,
Coupe body-shell construction
every employee at this production level received one liter of milk per day as extra rations in the belief that this would prevent physical harm (above).
After filing and finish grinding the gaps, they could be checked with a gauge. This picture was taken at the Belgian company D’Ieteren – where a total of 722 bodies
were also produced for Porsche starting in 1960–61 (473 units of the 356 B T5 and 249 units of the 356 B T6 Roadster; above).
Looking back (1956): By this point, Reutter had been able to produce more than 13,000 Porsche bodies; the employees are posing for the commemorative book for the fiftieth anniversary. On the right are the production lines for coupe bodies. On the left is the production area for convertibles and Speedsters. Already set up in the background are the next front and rear parts, which would then be assembled into a new body (below).
Looking ahead: Production continues uninterrupted and at full speed (Porsche 356 B T5, 1960). The filling solder residue near the engine cover can still be seen. The employee on the left is filing the joints on the front hood.
Every single joint and gap had to be pulled and worked by hand. An inspector checked the employees’ work on the body-shell production lines over and over. The accuracy of the gap sizes was an indication of the quality of the Reutter bodies.
265
336 Index of Images / Image Sources
Bemsel, W.: 86 center, 94 top, 292 bottom.
Meyer: 108 bottom (2).
Böpple: 214 bottom left.
Munz: 157 top.
Breining: 212 top right, 224 bottom left, 239 top.
Musil: 246 bottom, 248, 249 left, 250 top left, 250 top right, 251 top.
Cless: 57 top, 57 bottom, 58 (2). Dickert: 72 bottom, 77 bottom, 81 bottom, 84 center, 103 bottom, 145 top, 311 bottom. Eickholz: 64 left, 102 left, 103 right, 104 (3), 105 top, 110 top, 143 center (2), 222, 226 top right, 258, 264 bottom, 286 bottom, 287 top left, 289, 297, 304. Fellmeth: 211, 215 bottom (2). Franke: 278 bottom left, 281 top right. Fußnegger: 147 center, 147 bottom, 150 top, 172 top, 210 (2), 212 top left, 281 bottom. Gann: 278 bottom right, 279 top. Hotzy: 87 center, 212 top right. Jacobs: 13 top center, 14 bottom right, 16 top. Jarczak: 103 bottom, 118 center left, 127 top right, 231 top, 235 bottom, 242 bottom, 247 bottom, 256 top left, 256 bottom, 269 bottom, 279 center, 279 bottom, 280 top, 280 bottom right, 299 top. Kinsterer: 65. Knöppel: 101 top. Konzmann: 127 bottom left, 128 top, 213 bottom right. Kühn: 77 bottom (2). Kunz: 215 top, 224 bottom right. Laib: 117 right, 136 top, 176 top left. Leibbrand: 113 top left, 145 top, 267 bottom, 277 center, 282 right (2), 326 (2).
Neser: 215 top. Noß: 73 top, 86 bottom, 87 center, 111 top right. Ramseier: 19 bottom right. Reiser: 212 top (2), 214 top left. Riede: 88 center left, 149 bottom, 201 bottom, 202 top. Scheerbarth: 17 top left. Schmerreim: 182 top. Schuster: 79 bottom right, 84 top, 265 bottom, 267 top right, 280 bottom left. Stark: 144 center, 144 bottom, 215 bottom left, 283 bottom. Von Harsdorf: 173, 190 bottom, 329 top left. Von Sass: 144 bottom. Wagenknecht: 79 bottom left, 86 center, 87 (3), 225 right, 239 bottom left, 244 top right, 246 bottom, 251 bottom, 252 bottom, 311 bottom. White: 229 top right, 235 top left, 238 bottom, 243 top left, 264 top left, 273 top, 276 top, 307 left (2), 308 top. Zingg: 225 top, 227 bottom left, 229 top right, 235 top left, 238 bottom, 243 top left, 264 top left, 267 top left, 273 top, 274 bottom, 276 (2), 277 bottom, 278 top, 282 top left, 299 bottom (2), 307 left (2), 308 top. Zwink: 248 top, 250 bottom, 249 right, 252, 253.
Lotter: 131 top left. Lüders: 40 bottom center, 83 top. Marinello: 17 top right. Marx: 25 top right.
Author portrait (rear dust jacket): Christoph Bauer / Porsche AG. All others: Reutter family archive, Stuttgart.