Porsche Heritage

Self-Study Workbook

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Porsche Heritage
Self-Study Workbook Edition 2001
©
2001 Porsche Cars North America, Inc.

Published by Porsche Cars North America, Inc., Parts & Service Publications.

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EDCS, and PCM are registered trademarks. The distinctive shapes of the Porsche automobiles are trademarks of Dr. Ing. h.c.F.
Porsche AG.

Part Number - PNA 000 155 CD Edition - 11/01

Porsche Heritage
The Porsche Heritage Self-Study workbook is published by Porsche Cars North America, Inc./
Porsche Cars Canada, Ltd., the factory authorized importer and distributor of Porsche
automobiles, parts and accessories in North America.

Since September 1984, Porsche Cars North America, Inc. has been servicing the United States,
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Chapter 1
The Porsche Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Chapter 2
356: The Birth of Porsche No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Chapter 3
Evolution: A Policy of Continuous Improvement . . . . . . . . . . . . . . . . . . . . . . . . . 24

Chapter 4
Why Porsche Races: From Road to Race Track and Back . . . . . . . . . . . . . . . . . 33

Chapter 5
Weissach: Research and Development. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Chapter 6
The Porsche Philosophy: What Makes a Porsche a Porsche . . . . . . . . . . . . . . . . 48

Chapter 7
The People Who Drive Porsche Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Chapter 8
Porsche Chronology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69

Chapter 9
Evolution Porsche: Model Timelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

Table of Contents
Porsche Heritage
1900 Lohner/Porsche Racing Car

The Porsche Family

Chapter 1
Professor Dr. Ferdinand Porsche (1875–1951)
Ferdinand Porsche is a towering figure in automotive history.
During the first 50 years of this century, Dr. Porsche had
more direct influence on the automobile than any other
person on earth, with the possible exception of Henry Ford.
His developments became tangible milestones along the
path to modern automobile technology.
Something good did come of this. His mother was able to
persuade Ferdinand’s father to allow him to attend evening
classes at the Imperial Technical School in Reichenberg to
see if the lad did in deed have mechanical or electrical
talent.
A First Triumph: Lighting the Family Home

Ferdinand’s case was won when Anton returned home one

Ferdinand Porsche — The Tinsmith evening from work to discover that Ferdinand had
completely wired the house and installed electric lights. The
Ferdinand Porsche was born on Porsche house was the first in
September 3, 1875, in the tiny the village to have electric lights.
hamlet of Maffersdorf, Bohemia
(which is now part of the Czech When he reached 18, Ferdinand
Republic). This was in the days of was allowed to go to Vienna,
the Hapsburg Dynasty of the where he became a student
Austrian Empire, which, with its employee at a manufacturer of
center in Vienna, encompassed electrical equipment and enrolled
50 million people of many nation- as a part–time student at the
alities in the region from the Technical University.
Carpathian Mountains to the Alps. By his 22nd birthday, Porsche
was manager of his employer’s
In this area, craftsmen came from test department and first
generations of families where the assistant in the calculating
eldest son usually followed in his section — a tribute to both his
father’s footsteps to become a intelligence and work ethic.
cooper, blacksmith, mason, or, in
Anton Porsche’s case, a tinsmith. Porsche was a young man going
Anton made his son Ferdinand an places, which was recognized by
apprentice at age 15, and the his employer. Interesting though it
dutiful son spent many was, this activity did not fulfill
twelve–hour days in his father’s young Porsche’s goals. He had
shop learning the trade. discovered the horseless carriage
and that was where he wanted to
There was only one problem— The young Ferdinand Porsche in 1894 be working.
Ferdinand did not like being a with his electrical system
tinsmith. Consequently, he wasn’t The opportunity came sooner
very good at it. His interest was in electricity, a commodity than even ambitious young Ferdinand expected. Jakob
that had not yet arrived in Maffersdorf—except at a carpet Lohner, a Viennese coach builder interested in automobiles,
factory. Without his father’s knowledge, but with the was looking for someone to design an electric car. So in
unspoken consent of his mother, young Ferdinand began 1898, at age 23, Porsche designed his first automobile. For
quietly conducting electrical experiments in the loft of their this Lohner “Electric Chaise,” Ferdinand applied the
home, until his father discovered the clandestine activity and Radnabenmotor principle, putting a reliable electric motor in
destroyed Ferdinand’s experiments.

Notes

7 Heritage Self-Study
 Ferdinand Porsche’s first design: the Lohner of 1900
each front wheel hub, thus eliminating chains, belts,
drive–shaft and transmission. The Lohner was the first car
with front–wheel drive!
Experimenting with variable resistance between the batteries
and motors led Porsche to discover the automatic transmis-
sion and four–wheel brakes. He found his automobile could
be brought to a quick stop by mounting conventional friction
brakes at the rear and harmlessly reversing polarity of the
electromotors at the front wheels.
Ferdinand Porsche’s First Race
In 1900, the Lohner–Porsche created a sensation at the
World Exhibition in Paris, yet Ferdinand Porsche was dissatis-
fied. It was too slow for his tastes, and at 2,156 pounds, it
Notes
Heritage Self-Study
was also too heavy (the storage batteries alone weighed
990 lbs.). After studying the current state of engines, he
returned to the drawing board. Porsche then modified one of
the Lohner automobiles and entered it in the Austrian
Semmering Hillclimb course. On September 23, 1900,
young Porsche took his two–seat racing Lohner to the
starting line of his first “race.”
Actually, Porsche was not competing against other cars,
only against the clock. Porsche won that day, covering the
course in a little over 14 minutes, 52 seconds and easily
breaking the old record of 23 minutes, 27 seconds.
Porsche’s next car for Lohner was a “mixed–power” or
hybrid vehicle, with an internal–combustion engine powering
a generator that furnished electricity to the electric motors
in the wheel hubs. With this arrangement, Porsche was able
8
to use fewer batteries than were needed with pure electric
power. Enough batteries were retained, however, so if the
gasoline engine failed, the car could still be driven up to 38
miles on the stored electrical energy—another idea well
before its time.

Racing Cars and Artillery Tractors: Porsche Could

Design Anything

In 1906, young Porsche became Technical Director of the

Austrian Daimler organization (Austro Daimler). Over the next
four years, he developed a strong, dependable gasoline
engine car capable of 80 mph. On September 19, 1909, he
entered and won the Semmering race in Austria. Even better 1910 Austro-Daimler Prinz-Heinrich built by
yet, his son was born on the same day. In 1910, the Ferdinand Porsche
Porsche designed Austro Daimler “Prinz Heinrich” cars
finished first, second and third overall in the Prinz Heinrich
Trials. The torpedo–shaped cars, powered by 86 hp the tractor. Porsche was never particularly political; for him,
four–cylinder engines, reached 87 mph on the course of this such work was more a technical challenge than a military
popular event. exercise.

When World War I started in 1914, the Skoda works in

Czechoslovakia manufactured artillery, and Porsche was
assigned to Skoda to create a means of moving artillery
(one piece of which weighed 26 tons) cross–country.
Porsche solved the problem by designing a four–wheel drive
tractor, again using hybrid gasoline–electric drive. The
tractor pulled as many as eight self–steering electric
“trailers,” each with electric hub motors in its front wheels
receiving electricity through a cable from the generator in
Typical Porsche Vision: An Early Commitment to
Aviation
Porsche also designed several aircraft engines while at
Austro Daimler. Ferdinand believed strongly in the future of
aviation even though there were no aircraft in Austria at the
time. His first aircraft engine was a water–cooled, inline
six–cylinder; next came an air–cooled four with opposed
cylinders that might be considered the forerunner of the
Volkswagen engine. Then he did a rotary, several V–type
engines, and finally a W–type, with three rows of cylinders on
a common crankshaft. One is reminded of today’s palette of
Porsche engines – horizontally opposed six and
V8 — and the fact that Porsche has never been unalterably
wed to one mechanical configuration or the other.

By 1916, Porsche had become Managing Director of Austro

Daimler. He was given an honorary doctorate (Dr. Ing. h.c.)
by the Vienna Technical University in recognition of his work
in automotive and aircraft engineering. (Eight years later, the
revered Technical University in Stuttgart honored him with
the same title.) This is how he came to be known as Dr.
1904 Fire Engine

Notes

9 Heritage Self-Study
Porsche, for he never pursued formal
studies for an advanced degree. His
strengths lay in inherent genius, not
classroom work.

In 1919, Dr. Porsche developed the first

automobile with unitized construction using
cross members throughout the chassis to
reduce body flex. Its small, six–cylinder
engine was the first with a cast aluminum
crankcase and central lubrication system.
This was also the first car with four–wheel
hydraulic brakes.

Ferdinand Porsche loved small cars. His

first, also designed for Austro Daimler, was
the Sascha of 1921. Austro Daimler
entered three of these little vehicles
powered by a 1.1–liter overhead–cam
engine in the 1922 Targa Florio Race in Italy. Targa Florio 1922; type ADSR, “Sascha”
Even though Austro Daimler had a successful
racing program, the company did not share
Porsche’s enthusiasm for motor sports. After an accident board member. In 1930, when he learned Steyr would
killed one of its drivers in 1922, the company withdrew from probably merge with Austro Daimler, he decided to start
racing. Soon after, in 1923, Porsche left to join the German reaping the benefits of his work more directly for himself. As
Daimler company in Stuttgart–Untertürkheim, as Technical Porsche’s son, Ferry, later commented, “A company could
Director and board member. live ten years on a design of my father’s, but he couldn’t.”

Ferdinand Porsche and Mercedes–Benz The First Porsche Company is Established

Here, Ferdinand Porsche influenced the development of
many types of automobiles, from the company’s dependable
limousines to great sports and racing cars. In 1926, Daimler
merged with Benz to form the new Daimler–Benz company.
For this new venture, Porsche created several
Mercedes–Benz models, among them the racing cars of the
period and some of the company’s most hallowed sports
cars: the S, SSK and SSKL. In most respects, Porsche’s
personal philosophy of automobile design was compatible
with that of Daimler–Benz: quality of design and construc-
tion, using the best available materials, and a successful
motorsport program were uppermost among their priorities.
Porsche’s next move came on January 1, 1929, when he
joined the Austrian company Steyr, as Chief Engineer and
Thus it was that a new company, “Dr. Ing. h.c. F. Porsche
GmbH, Konstruktionsbüro für Motoren–, Fahrzeug–,
Luftfahrzeug– und Wasserfahrzeugbau,” opened on April 25,
1931, at Kronenstrasse 14, Stuttgart. Translated, this
means “Doctor of Engineering honoris causa (Honorary
Doctor of Engineering) Ferdinand Porsche, Limited, Design
Office for Engines, Motor Vehicles, Aircraft and Ships.” To
this day, “Dr. Ing. h.c. F. Porsche” remains the company’s
name. Now however, the company is a publicly held
company (with AG as part of its name).
Before the doors were opened, Porsche had his first
customer. The Wanderer company (which would later
become part of the Auto Union in 1932), wanted Porsche to
design a medium–sized car. The design office was well

Notes

Heritage Self-Study 10
equipped. With him, Porsche brought Karl Rabe from Austro
Daimler; Josef Kales, a specialist in air–cooled engines who
had worked at Skoda and Tatra (Czechoslovakia’s other
carmaker); Erwin Komenda, a body designer who would later
create the body for the Porsche 356; and son Ferry
Porsche, already a skilled technician. These old friends and
working associates were the nucleus of the design office,
although there were other skilled engineers on the payroll as
well.
Genesis of the Volkswagen: Porsche’s Volksauto
Dr. Fritz Neumeyer, owner of the Zündapp motorcycle
company, had been thinking about adding a small car to his
company’s production since 1925, but had done little about
it. In 1931, however, a dive in motorcycle sales prompted
him to turn to Porsche for the engineering and design of a
small, economical Volksauto, a people’s auto.
This request, Number 12 in the Porsche system, struck a
responsive chord with Dr. Porsche. Each of the three proto-
types built were powered by a five–cylinder radial engine at
the rear. (Porsche wanted a three or four–cylinder engine,
but the client got his way.) A considerable amount of testing
was done, but before development was complete, the
motorcycle market revived and Zündapp tabled the idea. As
it turned out, though, Porsche’s Volksauto for Zündapp
served as a genesis of the Volkswagen to come.
Porsche’s Almighty Auto Union Racing Cars
Porsche project Number 22 was the car that won Porsche
his greatest fame to date in the racing world. It was the
P–Wagen, the V16 Auto Union Grand Prix car built for the
1934–36 racing seasons and then raced in the same form
through 1937.
Year after year, the Auto Union race car was considered the
embodiment of the most advanced automobile concepts. Its
lightweight construction, 16–cylinder supercharged engine
and “one–of–a–kind” valve–actuation system were pioneering
efforts. To provide enough traction for the enormous power
(up to 600 hp), the world’s first limited–slip differential was
installed. The Auto Union also used Porsche’s trailing–arm
front and swing–axle rear suspension with torsion–bar spring
Notes
11 Heritage Self-Study
The 1931 Zundapp, Porsche project number 12
plate, a system that would later be used in the Volkswagen
and Porsche 356.
Dr. Porsche’s Two Great Dreams
It was one of the most significant chapters in the history of
automobiles, and Dr. Porsche provided the subject matter. It
was the Volkswagen, the people’s car.
Just such a car had been one of Ferdinand Porsche’s great
dreams. He had tackled the concept again and again: for
Zündapp, for NSU (another motorcycle firm), he even
designed a small car for Mercedes–Benz Company. Manage-
ment rejected it, however, believing a small car would not fit
the company’s image. After all, in America, the automobile
already was for the masses. Why not in Europe, too?
Ferdinand Porsche tackled the job with his typical gusto,
originality, and thoroughness. In essence, he re–invented the
car for the German masses. As it turned out, it was a car for
the world’s masses. Porsche’s concept was unique: a small,
beetle–shaped, four–passenger, two–door sedan, powered
by a rear–mounted, air–cooled engine of 25 horsepower to
drive the rear wheels. Its top speed (and cruising speed) was
100 kilometers per hour, or 62 mph. This was critical for
Germany’s new Autobahn, the world’s first high–speed
divided highways. The result, as Americans learned in the
1950’s, was the first European small car that could take
sustained speeds of 60–plus mph and still last long. As a
welcome bonus for a new generation of economy minded
Americans, it made 30 mpg, a necessity in Europe where
fuel was already expensive.
As with everything Porsche designed, there were specific
reasons for the Volkswagen’s engineering features. The
engine had to be air–cooled because most Germans did not
own a garage and Germany’s winters are harsh; it was
placed over the rear axle to improve traction; it was horizon-
tally opposed for smoothness and had a relatively low center
of gravity.
Perhaps the toughest challenge of all, however, was that the
car had to be produced for 1,000 Marks. At the time, the
least expensive small cars in Europe cost 1,500 Marks. Dr.
Porsche once said to his son Ferry, “That price is a tough
nut to crack. It’s simpler to build a new race car than a
Volkswagen.” As events turned out, the Volkswagen did not
have to be built for 1,000 Marks. By the time it was actually
produced, the economic equation was altogether different,
but the challenge was still the same – to build a car large
numbers of Europeans could afford.
Dr. Porsche was already at work fulfilling another of his
dreams – one at the absolute other end of the automotive
scale — building a great racing car. This was also for the
German government. Once again, Porsche was confronted
with a major challenge — this race car had to be all
conquering. But, as he had told his son, this was actually the
lesser of the two great challenges.
The Auto Union’s success was a big boost for Porsche in
landing the Volkswagen project. But it may come as a
surprise that these opposite poles of the automotive
spectrum were so closely related.
In designing the Auto Union racer, Porsche made several
clear breaks with tradition in both car design and racing.
One was light-weight construction. Racing rules specified a
maximum weight of 750 kilograms, or 1,653 pounds, about
the same as an early Volkswagen. The engine was a super-
charged overhead-cam V–16 of 4.5–liters, from which
Porsche derived 400 horsepower at 4,500 rpm. Remember,
this was the early 1930s !
That monster engine was set midship, ahead of the rear
axles, a practically universal feature of today’s racing cars,
but brand new then. Although it was set up for racing and
massive power, the Auto Union’s suspension was fundamen-
tally the same as the Volkswagen’s: trailing arms at the front,
Notes
Heritage Self-Study
swing axles at the back and torsion bars all around. With the
Volkswagen–like suspension, the heavy and powerful V–16 in
the rear (which in later years grew to 6–liters and 600 hp)
and the narrow tires of the day, it is no surprise that the
Auto Unions were quite a handful to drive.
Ferry Porsche, who worked closely with his father on the
project, recalled: “My own experience taught me never to
floor the accelerator when starting off. We didn’t have wide
tires then. Our first car had a lot more power than the tires
could handle. If you weren’t very careful, you’d spin and
smoke the tires. The rear of the car would begin to fishtail,
so that the driver really had his hands full to regain control
and get a balance between acceleration and traction ... As
soon as a driver was familiar with the Auto Union and
ventured to floor with that pedal, he had the feeling of being
catapulted along the road.”
Ferry was a good driver and was allowed to test drive the
Auto Unions, but not to race them. “As with everything that’s
fun, these times were soon over. My father had other plans
for me. ‘Your calling is automobile engineering, and you’re
good at it. So stick with it. I have enough drivers, but only
one son.’” he said.
Reluctantly, Ferry would follow his father’s advice, and it
would be he who would eventually create the cars with the
family name on them. Father Ferdinand was able to fully
savor the success of the great Auto Unions. He lived long
enough to see the Volkswagen go into production and to
see the first cars with the Porsche name on them produced
and sold. But it would be Ferry who would turn the family
name into a world–renowned trademark.
12

Professor Dr. Ferdinand "Ferry" Porsche
(1909 - 1998)
From his work on the development of the original
Volkswagen Beetle to his pioneering designs for 16-cylinder
Auto Union Grand Prix race cars and first Porsche sports
cars, Ferdinand Anton Ernst Porsche, nicknamed Ferry, has
played an important part in automotive history. Although the
company of Dr. Ing. h.c.F Porsche AG was formed on April
25, 1931 as "designers and consultants for land, sea and
air vehicles", it was Ferry Porsche, son of the automotive
genius Ferdinand Porsche, who steered the company into
becoming one of the world's leading automotive engineering
design companies and specialist manufacturer of sports
cars. From the time he designed the first Porsche, the Type
356 in 1948, it was his personal involvement that made
Porsche the great marque it is today.
Notes
13 Heritage Self-Study
"Autos Are My Life"
When "Ferry", was born in Wiener Neustadt, Austria, on
September 19, 1909, his father was Technical Director of
the Austro-Daimler Company.
Never far away from the automotive work of his father, Ferry
Porsche was soon behind the wheel of a car and, by the age
of twelve, was even permitted to run in the class winning
Targo Florio car, the lightweight Austro-Daimler Sascha.
When the Porsche family moved to Stuttgart in 1923 for
Professor Ferdinand Porsche to become the Technical
Director of Daimler-Benz, the south German automotive
center became Ferry Porsche's second home. It is there that
he was educated and met his wife, Dorothea, who remained
his staunch companion until her death in 1985 and was the
mother of his four sons: Ferdinand III (Butzi), Hans-Peter,
Gerd and Wolfgang.
In 1931, Ferry Porsche started working with his father when
the latter formed his independent design office in Stuttgart.
Their first contract, designated number 007 to give the
impression it was not their first project, was a 2-liter car for
Wanderer. The success of this car was later to lead the
newly founded Auto Union Company, which had incorporated
Wanderer, to appoint Professor Porsche as the designer of a
new Grand Prix car.
World War II cut deep into the life of the young automobile
designer, who was happiest when he was creating cars.
Transferred from demolished Stuttgart to the Carinthian town
of Gmünd in 1943, Ferry Porsche and a few colleagues had
to start again from scratch in 1945 by keeping busy with
repair jobs and the construction of simple farm machinery.
Meanwhile, the French held Ferry's father, Professor
Ferdinand Porsche, until 1947, when Ferry Porsche's family
managed to raise sufficient money from new contracts in
Italy to buy his freedom. One of these design projects
resulted in the Cisitalia Formula 1 race car, unveiled at the
Turin Motor Show that same year. It was the first race car
with a mid-mounted engine and four-wheel drive.
The Birth of a Dream
After that, Ferry Porsche decided to build his own sports
car, effectively the first Porsche. He took out plans he made
back in 1939 for a light, compact car based on the
Volkswagen, practically the only components available in
Germany at the time. Besides providing speedy acceleration,
unmatched braking and good holding, an essential criterion
was the car had to be practical for everyday use. Its
"marketing concept" adopted by Ferry Porsche was, "If I
build a car that gives me satisfaction, then there must be
others with the same sort of dreams who would be prepared
to buy such a car."
The first car to bear the Porsche name, the Type 356, was
delivered on June 8, 1948. It boasted a tubular space frame
chassis, an aluminum body and a rear-mounted four-cylinder
1.131 cc VW engine. The following year, in order to ensure
continued production of the 356, Ferry Porsche negotiated a
new contract with the then head of Volkswagen, Heinz
Nordoff, for the supply of parts. Besides this, the contract
appointed Dr. Ing. h.c.F Porsche KG as consultant engineers
to VW, sole importer of VWs for Austria and recipient of a
royalty sum on every VW Beetle produced at Wolfsburg.
A total of fifty-two 356 cars were built at Gmünd in Austria
before the company returned to Stuttgart. Production recom-
menced there in March 1950. During the same year,
Porsche began designing its own engine, the Carrera. The
356 model, which was initially forecast to have a world sales
potential of 500 units, was last produced in 1965 after over
78,000 cars had been built. The policy of model longevity is
continued today with the Porsche 911.
The Birth of a Legacy
As an enthusiastic co-worker of his pioneering father, Ferry
had learned and served diligently until it was time for him to
take over the company. His father, who passed away in
January 1951, lived long enough to see both the creation of
the original 356 roadster and the beginning of Porsche
production back in Stuttgart in 1950. Decades of dedicated
work were now commencing for the head of this young
automobile factory. In the years to come, Ferry would direct
Notes
Heritage Self-Study
the evolution of Porsche’s unique sports car concept and
develop international markets for the company. Through it
all, he never neglected his first real love – racing.
Since entering Le Mans in 1951 and achieving a class win,
the name Porsche has been synonymous with success in
motorsports. Amongst its numerous triumphs, Porsche has
been crowned World Manufacturers Team Champion 16
times and, since 1970, has won the Le Mans 24-hour race a
record 16 times. The 911-based racing machines stand
today among the most successful models in the history of
sports-car competition, having challenged the limits of
speed, handling and endurance at racing circuits around the
world. Always, with an eye towards making the Porsches
sold for street use more responsive, more reliable and more
exhilarating.
Over those years, Ferry Porsche demanded dedication,
passion and excellence from the engineers, mechanics and
drivers. He made courageous investments in new technolo-
gies and methodologies – developments that other, more
conservative companies found too adventurous at first (only
to adopt them after Porsche’s pioneering efforts proved
successful). In the process, the second Dr. Porsche (Ferry
was awarded an honorary doctorate by the Technical Univer-
sity of Vienna in 1956) built a worldwide reputation for his
company as an exclusive innovator of leading-edge sports
and racing cars.
At the same time, Ferry continued developing his father’s
concept of an engineering design office into what is known
today as the Weissach Development Center. This 100-acre
"think tank" employs scientists, engineers and technicians
who create and test not only Porsche sports and racing
cars, but vehicles and concepts for the world’s auto industry.
Evolution
Ferry’s well-grounded wisdom led to a new course for the
company in 1971. At that time, members of both the
Porsche and Piëch families were active in the direction of the
Porsche company. (Background: Ferry’s sister Louise
married Anton Piëch. Their son Ferdinand rose through the
engineering ranks to the Board of Directors). Rivalries and
disagreements developed among family factions, and Ferry
14
decided it would be in the company’s best interest for the
families to relinquish control to non-family management. In
early 1972, a holding company (Porsche AG) was created,
and the remaining family members stepped down. Butzi
Porsche formed his own design company, Porsche Design,
while Ferdinand Piëch joined Audi.
The first non-Porsche family member to lead the company
was Ernst Fuhrmann, a Porsche engineer. In the early days,
Fuhrmann designed the original four-cam Carrera engine
that, in various forms, powered many Porsche race cars
beginning with the 550 Spyder and all 356 Carrera configu-
rations. It was Fuhrmann’s idea to build the 911 Turbo, and
he was the guiding force through most of the 924 and 928
development.
Ferry Porsche maintained an active interest in the direction
of the automobile company he established and the
engineering company his father founded until his death in
1998. More than a million Porsches have been produced
since the first prototype model. Yet, when asked which
model was his favorite, he said simply, "We haven’t built it
yet." Such sentiments are at the very core of a legacy that
will keep Professor Porsche’s vision moving forward into the
future.
Biographical Notes: Professor Dr. Ing. h.c. F Porsche
(1909-1998)
1909 Ferry Porsche was born in Wiener Neustadt, Austria
on September 19.
1931 Began his activities as a designer in the engineering
consultancy of his father, Dr. Ing. h.c.F Porsche KG.
1932 Ferry Porsche's duties expanded to include supervi-
sion and coordination of testing. Assisted with the design
and development of the Auto Union race car.
1934 Head of VW Testing
1935 Ferry Porsche became the Manager of the Research
Department in the newly established Porsche test plant,
Stuttgart-Zuffenhausen.
Notes
15 Heritage Self-Study
1935 Married Dorothea Reitz from Stuttgart (died 1985).
They had four sons.
1938 Head of Development Department. In same year the
design studio moved to a newly built building in Stuttgart -
Zuffenhausen.
1940 Took over the post of deputy director for the entire
operation.
1945 Ferry Porsche headed the firm, moved to Gmünd in
Carinthian during the war, and initiated development of the
legendary Porsche 356, based on the Volkswagen and the
first car to carry the Porsche name.
1948 The first 356 was completed in June.
1949 After completing the first 52 cars of this 356 range,
Ferry Porsche with his company and most of his colleagues
returned to Stuttgart-Zuffenhausen. Rebuilding of the consul-
tancy offices for outside contracts took place.
1950 Production of the Porsche 356 began in Stuttgart-
Zuffenhausen.
1959 Professor Theodor Heuss presented the Grosse Verdi-
ensstkreuz (Commander's Cross of the Order of Merit) of the
Federal Republic of Germany to Ferdinand Porsche in
September.
1965 The Technical University of Vienna honored Ferry
Porsche in November with the presentation of the title, Dr.
techn. E.h.
1972 The Dr. Ing. h.c.F Porsche KG became a joint stock
company (AG). Dr. Ferdinand “Ferry” Porsche assumed the
post of Chairman of the Supervisory Board.
1975 Dr. Porsche received the Grosse Goldene Ehrenze-
ichen (Great Golden Cross Of Merit) of the Republic of
Austria in Vienna on January 31.
1979 On September 19, Lothar Spath, Prime Minister of
Baden-Wurttemberg presented Dr. Porsche with the Grosse
Verdienstkreuz mit Stern (Knight Commander's Cross) of the
Bundesverdienstorden, on the occasion of his 70th birthday.
1984 A third of the entire Dr. Ing. h.c.F Porsche AG capital
was offered to the public in the form of non-voting prefer-
ence shares on April 25. On September 19, Dr. Ferry
Porsche celebrated his 75th anniversary and was awarded
the honorary title of 'Professor'.

1985 The Guild of Motoring Writers Vice Presidents trophy

for outstanding achievements in the automotive field was
won by Professor Dr. Ferdinand “Ferry” Porsche.

Honor of "Senator E.h." by University of Stuttgart.

1990-1998 Honorary President of Supervisory Board,

Porsche AG.

March 27, 1998 Porsche AG announces the death of

Professor Dr. "Ferry" Porsche at the age of 88 in Zell am
See, Austria. He is survived by his four sons (Ferdinand
Alexander, Gerhard Anton, Wolfgang Heinz and Peter), and
10 grandchildren.

Notes

Heritage Self-Study 16
 Early 356 Production

356: The Birth of Porsche No. 1

Chapter 2
Ferdinand Porsche always looked for the best, simplest
solution or concept, and then stuck with it - at least until he
found something more sound. Because his concepts were
sound, he generally stuck with them for a long time, an
important element of the Porsche heritage and a recurring
principle to which Porsche remains true today.
This does not imply that for Porsche, the air-cooled, rear
engine was the only way to go. However, in 1948, already
16 years after he had developed this basic concept for
NSU, the elder Ferdinand saw no reason to dissuade son,
Ferry, from applying the same concept to the first car to
designated to represent the Porsche name. It was perfectly
sound. And, with the Volkswagen moving into production,
components would soon be available in quantity as the basis
for Ferry’s sports car - the first of many to carry the already
respected Porsche name.
The Very First Porsche was a Roadster
That first Porsche was built in 1948 from Volkswagen
mechanical components integrated by a tubular space
frame. Ferry turned the engine transmission assembly
around and made it a mid–engine layout. Longtime Porsche
body designer, Erwin Komenda, made a streamlined,
Porsche Number 1; the 356 Roadster
Notes
18 Heritage Self-Study
aluminum, two–passenger roadster body, naturally by hand.
By this time, Porsche had completed a number of
engineering projects; this one was number 356.
“We did no market research, no product research... I very
simply built my dream car, figuring that others would share
the dream.” Little did Ferry suspect just how many people
would eventually share that dream!
Ferry Porsche’s dream car took shape in the village of
Gmünd in the mountainous Carinthia, province of Austria,
where Ferry and his loyal cadre of Porsche employees had
retreated as war disaster became imminent in Stuttgart.
They had named the Austrian company (which was housed in
an old sawmill) Porsche Konstruktionen GmbH (loosely trans-
lated, Porsche Engineering, Ltd.). Ferry, his sister Louise
Piëch, Karl Rabe, and Hans Kern ran the company.
First tests of the new roadster took place on a steep,
winding road leading southward from Gmünd to the Tyrolean
Alps. Across its front lid was the name “PORSCHE” spelled
out in block letters. It was soon clear that the first Porsche
was quite a sports car; fast (for those days), pleasant to
drive and aerodynamically efficient. But Ferry Porsche
already had a more practical car on the drawing board. By
mid–1948, the team had built a coupe and a snug–topped
Cabriolet version of it. Logically, they were called 356/2.
Instead of the exotic, expensive space frame, they had a
more economical, practical to produce platform frame,
similar to that of the Volkswagen. The engine was turned
back around into the normal rearward Volkswagen position,
behind the rear axle, but it was still the same Porsche
modified 1133 cc Volkswagen four as in the first car. It
developed 40 horsepower, 60% more than the stock
Volkswagen engine.
This was the model which would become the first production
Porsche. By the end of 1948, four had been painstakingly
made by hand. There were 25 made in 1949, 18 in 1950.
By spring 1951, Porsche had sold 51 356/2’s, eight of
them Cabriolets (six of which were bodied by Beutler in
Switzerland).
The Porsche family was able to move back to Stuttgart in
1950, while cars were still being built in Gmünd. First, they
rented 5,000 square feet in the coach building plant of
Reutter Karosserie in Stuttgart–Zuffenhausen for final
assembly. Then they bought a 1,100 square foot building
nearby for office and design space. At this time, they
changed the company name to Dr. Ing. h.c. F. Porsche KG
(KG meaning limited partnership).
On the day before Good Friday in 1950, the first Stuttgart
Porsche rolled out into the sunlight. Its body shape further
refined by Komenda. In anticipation of that day, Porsche had
ordered 500 bodies from Reutter to be delivered at a rate of
eight or nine per month. Deliveries started in April 1950, the
coupe being priced at 9,950 Deutsche Marks (approximately
$2,030). By mid–year, the original projections had been
abandoned. They were selling 33 cars a month! When the
first Stuttgart year was over, they had sold 298 cars. The
car was proving more desirable than anyone imagined.
People who saw and drove the Porsche were astonished by
its quality of design and construction, its handling qualities
and even its practicality. Porsche spent almost nothing on
advertising. Any “image” was created from inside the
company by the remarkable workmanship of the cars and by
Porsche owners’ appreciation of that workmanship. Profit
was not the primary motive for producing the car. “Porsche”
was created and carried by people, not by a company. The
Notes
Heritage Self-Study
people behind the car, new owners, and the many who
dreamed of becoming owners gave the car its widespread
desirability.
1950: A Historic Year for Porsche
In both positive and tragic ways, 1950 was a memorable
year for Porsche. The good news was those first true
production Porsches and the showing of both body styles at
the Paris Automobile Salon on the 50th anniversary of
Ferdinand Porsche’s first car for Lohner. Unfortunately, in
November, the elder Porsche suffered the stroke that led to
his death in January 1951.
In that sad but productive year, the Porsche 356 (the /2
designation had been dropped) had not visually changed.
Underneath its smooth skin, however, hydraulic brakes
replaced the previous cable–operated ones, a major step
toward safety. Performance was also improved. The engine
was enlarged to 1286 cc and now produced 44 hp. Each
engine was assembled by one man who took 25 hours to do
the job!
When the 1952 Porsches made their debut at the Frankfurt
Automobile Show in October 1951, the top engine now
displaced 1488 cc, 1.5–liter, and put out 60 hp DIN. (All
horsepower ratings used are DIN, or German Industry
Standard ratings. American Porsche enthusiasts may
remember other figures, such as 70 hp for this engine by
the American rating system of the time.) The famous
Porsche 1500 Super engine had roller crankshaft bearings –
a friction–reducing feature. Despite these enhancements,
high engine rpm was necessary. With this engine, the
practice of “keeping the revs up” became Porsche dogma.
In 1952 Porsche had a banner year in many ways. A
one–piece windshield replaced the original two–piece, the
drum brakes were enlarged, and Porsche opened up new
horizons in transmission development with its new patented
split–ring synchronizers. Up until then, Porsches had a
non–synchronized “crash” gearbox, which demanded a
skillful “double–clutch” shifting technique to avoid the sounds
for which it was nicknamed. Later, other manufacturers,
including Alfa Romeo, BMW and Ferrari, built transmissions
19
using the Porsche synchronizer, under license. The
legendary Mercedes–Benz SLR racing car of the mid–50s
also used it.
Porsche Gets an Emblem
Perhaps the most
lasting change of 1952
was the new Porsche
emblem. About the time
Dr. Porsche had his
stroke, an Austrian,
living in America, Max
Hoffman, took an
interest in Porsche and
bought three cars.
Hoffman, who later
became the single most
influential importer of European cars to America, signed on
as Porsche’s U.S. importer and helped lay the earliest
groundwork for Porsche’s success on this continent.
Max Hoffman believed cars should have emblems, which up
until then were missing from Porsches. Over lunch one day,
Hoffman mentioned this to Ferry Porsche who proceeded to
sketch one on a napkin. He brought together three
elements: the name PORSCHE and the colors of Stuttgart
and the German state of Baden–Wüttemberg, of which
Stuttgart is capital. To evoke a little heraldry, he proposed
superimposing Stuttgart’s prancing horse coat of arms over
the antlers and red and black stripes of Baden–Wüttemberg,
with PORSCHE emblazoned across the top in bold lettering.
The final design was the work of freelance graphic designer
Erich Strenger who also designed the PORSCHE nameplate
still used today.
During the next few years, the 356 was almost continually
updated and improved, setting a pattern for Porsche
engineering policy. New variations appeared continually, such
as the Speedster (1954), a simplified 356 roadster
especially for the American market. Porsche even called one
1955 variation of the 356 the “Continental,” but that name
was changed to European when Lincoln introduced the Conti-
nental Mark II in 1956.
Notes
20 Heritage Self-Study
Realizing how important it was for each Porsche customer
to receive after–sale support of the same caliber as the car
itself, Dr. Porsche named his first mechanic, Hans Klauser,
to be the worldwide Director of Customer Service. After
Klauser had developed customer service manuals, owner’s
manuals, and mechanic training programs, he traveled to
America, bought an old Chevrolet, and set out to meet
Porsche dealers coast to coast. If a Porsche customer was
experiencing a stubborn problem with his car, he was likely
to find Klauser standing at his front door, hat in hand, eager
to inspect the Porsche personally.
1956 Brings a New 356
At 1955’s Frankfurt Show, Porsche introduced a line of cars
so extensively changed that they had a new designation:
356A. The car was available as a Coupe, Cabriolet, or
Speedster with five engines sizes ranging from 1.3 to 1.6
liters.
The most powerful of these was not the largest. Unlike the
1.3 and 1.6 liter engines, which all had Volkswagen–style
pushrod overhead valves, the 1500GS engine came from
Porsche’s racing car, the 550 Spyder. With twin overhead
camshafts on each cylinder bank, it developed 100 hp, a
milestone figure that gave this fastest production Porsche a
top speed of 120 mph.
At this point, the 356 Series had eight years of production
to go, and it would continue to be updated, systematically
and carefully. The biggest visual change was revealed at the
1959 Frankfurt Show when the 356B was shown.
Although the basic rounded shape was still the same, for
Porsche, the changes were sweeping. In a way, it was an
Americanization of the 356. The 356B had heavier, higher
bumpers and raised headlights, giving the 356 face a literal
lift. Inside, creature comforts were improved by a reposi-
tioning of the rear seats for more head room (which involved
a heavy rework of the floor pan) and new ventwings in the
front doors – a measure used in those pre–air conditioning
days for ventilation.
Porsches did not yet have disc brakes, but the new 356B
did get finned aluminum drums for more fade resistance.
Plus there was a new engine: the 1600 cc Super 90, so
called for its 90 hp. The more powerful but complex
1500GS continued mainly as a competition alternative. The
Super 90 provided just the kind of power Americans loved
and produced plenty of torque from a relatively simple
engine.
An important suspension change came in 1961 when
Porsche introduced the “camber compensator” on the Super
90. Designed to reduce oversteer, this innovation was
elegant in its simplicity: a single–leaf spring connecting the
rear wheels, held in place by a pin at the bottom of the
transmission. Working with the normal torsion bars, the
spring contributed to springing over bumps. But, when the
car was cornering, it rocked freely on the pin, contributing
nothing to roll stiffness.
5,000 Porsches in Four Years
It took Porsche four years, from April 1950 to March 1954,
to build and deliver the first 5,000 cars. By the 1960s, sales
were exceeding that figure in a single year. The year 1960
saw 7,598 Porsches sold and 9,692 in 1963. Each year
major and minor running modifications kept improving
Porsches in comfort, handling, performance, and ease of
maintenance. From the beginning, it was Porsche policy to
make the best cars they could create. Changes were made
as deemed necessary or desirable by Porsche manage-
ment, not when competition or government regulations
made them necessary. Then, as now, this philosophy kept
Porsche design and engineering ahead of the competition.

Once more, in 1962, the 356 was updated significantly
without losing its character. This time, twin air–intake grills
on the rear lid, a larger rear window for the coupe, an
outside fuel filler (it had been under the front lid before) and
a reshaped front lid identified the latest 356B.
1963: Porsche Expands
In 1963, Porsche took a step that would have long–ranging
effects on its design, production, and cost by acquiring the
Reutter body company.

The 356’s last

evolution step was the
356C, whose produc-
tion began in July
1963. Externally there
was little to identify
the C except a “C”
discreetly placed next
to the Porsche name
on the rear, but a
close look revealed a
new wheel and hubcap
design that covered
Porsche’s first
four–wheel disc brake
system. Three engines
came in three 356C
variations: a standard
1600 in the 356C, the
1600 Super in the
356SC and the
2000GS four–cam,

Le Mans 1951

Notes

Heritage Self-Study 21
 Sachsenring 1954
130 hp in the Carrera 2. There were no longer Speedsters
or Roadsters, just Cabriolets and coupes.
The 356C was vastly improved over those first 356/2s, and
showed its roots from “the first Porsche.” After 15 years
and 76,303 Porsches of types 356, 356A, 356B, and
356C, production of this revered classic sports car ended in
September 1965. Even as the last 356 passed from work
station to work station at Zuffenhausen, the new six–cylinder
Porsche 911 (introduced in 1963) was already proving its
competitiveness. Only weeks after its acceptance as a Gran
Turismo by European racing authorities, the new 911 took
fifth place overall in the fiercely fought Rallye Monte Carlo.
Notes
22 Heritage Self-Study
The Porsche 550 Spyder: Improved From Racing
Experience
During that decade and a half, Porsche made thousands of
mechanical improvements, many based on practical consid-
erations developed from use of the 356 as a fast, respon-
sive, fun–to–drive, fuel–efficient road machine; and many
came from racing experience.
Porsche built its first specific sports–racing car in 1953. The
550 Spyder, first of many Porsche “giant–killers”, astonished
the racing world. It was made mostly of standard Porsche
components, including the overhead–valve engine, but they
were enclosed in a sleek new two–seat racing body of light-
weight aluminum stretched over a tubular steel frame with
the engine between driver and rear axles. In 1954, a new
twin–overhead camshaft engine (opposed four–cylinder like
other Porsches) with roller main and rod bearings, became
the standard power plant for the Spyder.
The four–cam engine was tested on the Thursday before
Easter 1953, three years to the day after the first produc-
tion Porsche had rolled out of the Stuttgart works with 1100
cc and 40 hp. From its 1498 cc, the new Spyder engine
cranked out no less than 112 hp, at 6400 rpm, an astro-
nomical figure for the day.
Being a Porsche, the Spyder quickly evolved. Even in the
beginning there were closed and open 550s. In 1957, it
became the 718RSK. In succeeding years it developed into
the RS60, Abarth Carrera, 2000 GS/GT and other varia-
tions. Eventually, a completely new car, the 904 GTS was
built around this legendary power plant. At the same time,
these same basic four–cam Porsche engines found their
way into single–seat, open–wheel cars for Formula 2 racing.
The Carrera is Born
When the 356A was shown at Frankfurt in 1955, one of its
engine options was the 1500GS, a slightly detuned 550
Spyder engine. This model was called the Carrera, after the
great Carrera Panamericana (Mexican Road Race) in which
Krieau 1952
Notes
Heritage Self-Study
the Porsche Spyders had won their class two years in a row.
Revving as high as 7500 rpm, the Carrera engine had 115
hp and 0–60 acceleration of under six seconds in the hands
of the fortunate few who acquired this model. A Porsche
name was born.
Installed in the production model, this racing engine enabled
Porsche to win many races. When engine was first installed
in racing cars, it displaced 1.5 liters and was rated at 115
hp. The 904 GTS which made its racing debut at Sebring,
Florida in 1964 packed 180 hp. In the 2–liter form, the 904
FTS eventually reached 207 hp – 80% more than its original
power!
Racing 356’s: The Reliable “Giant Killers”
Throughout the 356 Series’ production run, Porsches scored
racing and rally victories on every continent, sweeping the
class prizes and, more often than their competitors with
larger engines liked, overall wins as well. Porsches were
equally fast on the billiard table smooth tracks of America
and England or the rough roads of Mexico or Sicily.
From the earliest races, competition Porsches were driven
to the race, not transported on trailers. German Porsche
drivers would often meet, then “race” among themselves
over no speed limit roads to the
race itself, with little concern for
conserving their cars for the
actual event. An owner thought
nothing of taking only a spare
fan belt for the air–cooled
engine. Clearly, they were
confident of the cars’ reliability.
Porsches rarely failed to finish a
competition event, be it a sprint
race, hillclimb or endurance
contest.
Porsche was not yet a
household word, but thanks to
the greatness of the road going
356s and the race–winning
Porsches, it was already
revered by enthusiasts and well
on its way to a wider public
awareness.
23
 Evolution:
A Policy of Continuous Improvement
Chapter 3
Integral to an understanding of the Porsche heritage is an
understanding of the tradition and philosophy behind every
Porsche. Just six years after the production of the 356 had
begun in Stuttgart, the Porsche people began planning for
an all-new car. At first, they envisioned it as a larger car, a
full four–seater instead of the 2+2 configuration. A
four–seater prototype called the T–7 was built. Ferry
Porsche had reservations about the four–seater. Later he
remarked he had decided not to go head–to–head against
bigger manufacturers with a four–seater. He decided instead
to stick to Porsche’s specialty: pure sports cars.
Although the T–7 was shelved, chief designer Ferdinand
(Butzi) Porsche III adapted the T–7 design to a shorter
wheelbase and 2+2 seating. The result was the new
Porsche 901 revealed at the September 1963 Frankfurt
Show.
911: All New, Yet Still a True Porsche
The 911 was the first all-new road car since Porsche’s begin-
nings. When the T–7 was shortened to a 2+2 and became
the 901, (Porsche changed the name from 901 to 911 in
response to Peugeot’s objections), Porsche moved back
toward the original 356 image but still produced a totally
Porsche 912
Notes
25 Heritage Self-Study
new car. Butzi Porsche developed his own style in the design
of the 911, intentionally ignoring the day’s contemporary
automobile body design.
And new it was: from its new shape and greater space
inside, to all new suspension and an engine with six instead
of four cylinders, the 911 was one of the most dramatic
demonstrations ever seen of what Porsche could do. But it
was indeed “unmistakably a Porsche,” with its fastback
silhouette, 2+2 seating, air–cooled rear engine and all
independent suspension.
The 912: Evolution of the 911 Begins
Production began in late 1964, but the 911, being a larger,
more complex and more expensive car than most 356s (the
four–cam Carreras had very complex engines), would not
directly replace the 356. That role fell to the 912, which
followed in April 1965. Here, after continuing the 356C for
the interim, Porsche introduced its direct successor by
putting a slightly detuned, updated version of the 1600SC
four–cylinder engine into the 911 shell. The 911 came to
America as a 1966 model, followed by the 912 in the same
model year.
The first step in the 911’s evolution was its arrival in America
as a 1967 model. Porsche wasted no time applying its
time–honored “S” tradition to the 911 “S” for a Super
Porsche, an upgraded model. With 160 hp versus the
standard 911’s 130 hp, front and rear anti–roll bars, forged
alloy wheels and ventilated disc brakes, the S quickly earned
the praise of press and buyers. In its April 1967 911 S test,
Road & Track Magazine reported, “No other car in the world
even approximates the feel of the Porsche. Porsche has a
standard of excellence all its own.”

911: Evolution of an Inspired Concept

Porsche did not rest on its laurels; it continued to improve

the 911. In the late 1960s and early 1970s, the 911 Targa
received a glass rear window (versus flexible plastic) and
added ventilation slots in the Targa bar. The engine displace-
ment was enlarged to 2.2 liters, and the 911 model line was
extended to the 911T with 125 hp, the 911E with 155 hp,
and the 911S with 180 hp. After seven years in production,
the 911 engine entered its third displacement generation.
Under pressure from increasingly stricter exhaust emission
regulations in the U.S.—Porsche’s largest export market —
Porsche engine specialists developed the 2.4 liter engine
with reduced compression to allow use of regular grade fuel.
In 1972, the 911 Carrera RS 2.7 made its debut at the Paris
auto show. It was easily identified by its notable rear spoiler,
popularly known as the “ducktail.” This was the fastest
German production car (152 mph) at the time. The motoring
press named it “Dream Car of the Year.” By 1974, Porsche
introduced the 911 Turbo, a car that set new standards for
reliability, operating smoothness and power in a
turbocharged sports car.
Porsche was the first manufacturer to use sheet steel body
panels, hot–dip galvanized on both sides. Beginning in 1975,
the 911 had a six–year rust perforation warranty. On June 3,
1977, a 911S 2.7 became the 250,000th Porsche sports
car to leave the factory at Zuffenhausen since production
began in 1949. Timely model updating of the 911 concept
came in the form of improved fuel economy. The 911 SC,
introduced with a 3.0–liter engine, produced 180 hp, yet
consumed 17% less fuel than the model it replaced. Two
years later, an exhaust gas oxygen sensor (lambda sensor)
1983 911 SC Cabriolet
was installed on the U.S. 911 SC model. This made it the
first high–performance sports car so equipped, which easily
met the stricter emissions standards.
The early 1980s brought a new 911 Cabriolet: electronic
fuel injection and ignition that allowed a power increase to
231 hp from the 3.2–liter engine and an all–wheel–drive car
for motor sports. The Porsche Speedster, a success in
1955 as a special edition 356, celebrated a rebirth as the
911 Speedster in 1987. A special series of 2,100 911
Speedsters were produced in early summer of 1989. On the
25th anniversary of the 911, Porsche unveiled the 911
Carrera 4, the first true production all–wheel–drive Porsche.
Though it retained the traditional 911 appearance, 85% of
the car’s content was new. It had an electronically controlled
drive system, zero lift body work and a 3.6–liter engine
producing 247 SAE hp.
The 80th birthday of Ferry Porsche in 1989 coincided with
the introduction of the new Porsche Tiptronic automatic
gearbox as an option on the new 911 Carrera 2 model. The
new transmission offered two shift planes with a choice of

Notes

Heritage Self-Study 26
full automatic or manual shifting. Soon after, a new 911
Turbo was unveiled at the Geneva auto show which featured
a three–way catalytic converter, power steering, anti–lock
brakes and 320 hp. Supplemental airbag restraint systems
for both the driver and front passenger were made standard
equipment on all models in 1990.
A new Carrera 2–based 911 Speedster, available with either
five–speed manual or Porsche Tiptronic transmission, the
classic low windshield and a new, snug–fitting top design,
appeared in the 1993 model line. Porsche also displayed the
911 Turbo 3.6 at the Paris auto show. Its larger engine
displacement provided more power and more torque. In
1993, Germany produced a non–U.S. Jubilee Edition to
celebrate the 30th anniversary of the 911 with special
interior and exterior color choices.
1999 911 Carrera
Notes
27 Heritage Self-Study
In 1995, the Porsche 911 Carrera represented the most
sweeping body changes ever carried out on a car which,
more than any other, defined the sports car and GT concept
for more than thirty years. Major changes included: body
restyling (which created the most significant appearance
change in the history of the 911, yet preserved its classic,
readily identifiable lines and character); a higher horsepower,
3.6–liter, air–cooled, six–cylinder boxer engine; a completely
new rear suspension design with transverse multi–link
mounted on a subframe and further development of the front
suspension; a new standard six–speed manual transmission;
the first use of hydraulic lifters eliminating valve adjustments;
and improved driver and front passenger air bags. Modifica-
tions to the 1995 911 Carrera 4 included a viscous coupling
and six–speed manual transmission with ABD traction
control. The Carrera 4 weighed approximately 100 kg less
due to weight reduction in the transmission, central tube,
front differential, and axles.
The 1999 Model 911: The Foundation of a New
Dynasty
In 1997, Porsche’s fourth-generation 911, internally called
Type 996, brought the 911 concept to an entirely new level
of performance. For the first time since its inception in
1963, the 911 was re-engineered from the ground up. Its
evolution has become so complete that it is, in a very real
sense, a totally new and different sports car.
As expected, a new liquid–cooled engine garnered the most
attention. Although displacement was reduced from 3.6 to
3.4 liters, the new engine managed to generate more power
while burning less gas. With a manual six-speed gearbox, the
new Carrera accelerates to 60 mph in less than 5.2
seconds and cruises at up to 174 mph. At 2.75 inches (70
mm) shorter and 4.7 inches (119 mm) lower, the new boxer
powerplant occupies less space, allowing for marginal
storage space behind the seats.
From a design point of view, the new 911 features a longer,
sleeker body and wheelbase, as well as more interior room
and more cargo space. To make for a safer, more comfort-
able ride, the chassis is 45% stiffer torsionally. In typical
Porsche fashion, this added rigidity was achieved while
reducing the vehicle’s overall weight by more than 150
pounds. Other "minor" improvements, ranging from
smoother rain gutters to front and rear bumpers that wrap
smoothly into the body panels, coalesce into a more aerody-
namic shape that reduced the coefficient of drag from 0.34
to 0.30.
manages brake, engine and drivetrain controls to deliver an
unshakable sense of command in corners. For the first time,
the Carrera 4 is offered with the Tiptronic S transmission.
Genesis of the Affordable Mid–Engine Porsche:
The 914
Affordable sports cars are just as much a part of the
Porsche heritage as the world’s greatest sports cars.
So it was with the 914. Though never under common
ownership, Porsche and Volkswagen had a long history of
working together, quite naturally, since the elder Dr. Porsche
had conceived the VW. The 356 was based on Volkswagen
components. Over the years, Porsche did a great deal of
design and engineering work for Volkswagen.
As was often the case with Porsche, technological and
economic directions were converging toward something
new. Porsche sought to give the world another affordable
sports car with exceptional handling. Porsche and
Volkswagen agreed that Porsche would develop a new
mid–engine sports car for Volkswagen to be powered by a
Volkswagen engine.

Perhaps only Porsche could incorporate so many radical

changes while maintaining the 911’s unique visual identity
and incomparable character on the open road. Porsche’s
newest 911 reflects the inspirations of the world’s most
successful racing machine in a sports car that is the fastest,
quickest-stopping, best handling, safest, most comfortable
and lowest maintenance Carrera ever built.

A year later, the 911 Carrera 4 debuted, augmenting the

996 model’s uncompromised performance with an unparal-
leled degree of all–wheel–drive control. A lightened and
repositioned viscous clutch offers ideal weight distribution,
while a new Porsche Stability Management (PSM) system Porsche 914

Notes

Heritage Self-Study 28
In original form, the distinctively shaped 914, with its
Targa–type rollbar and removable roof panel, was powered
by a 1.7–liter, four–cylinder Volkswagen–based engine with
electronic fuel injection developing 90 hp. The two–seater,
capable of 109 mph in U.S. form, listed for $3,595 at a
time when the least expensive 911 was $6,530. It went on
sale in the U.S. in early 1970. It was only a short time
before the higher–performance version followed. Powered
by a 2–liter Porsche six from the 1969 911T, the 916/6 had
110 hp.
Porsche was responsible for developing the 914 and
naturally applied the principle of continuous improvement.
Changes for 1971 were minor, but in 1972, its ventilation,
heating, and controls were improved. After some initial
criticism, the 914 was beginning to win the respect it
deserved. Porsche chose racing as the way to cultivate
respect for the 914/6, embarking on an extensive competi-
tion program in Europe and America.
A fancier, high performance version of the 914 was in the
works too—the 916. Outwardly identified by a one color
paint job, a non–removable roof and widened fenders
covering fat tires and wheels, the 916 was powered by a
2.4 liter 190 hp 911S engine. It could do 0–60 in less than
seven seconds and reach 145 mph. Porsche built 20 916’s,
but then decided it would not be profitable. The ones that
were built were quickly bought. Today, the 916 is one of the
rarest Porsche production models ever.
The 914/6 was imported to the U.S. for only one year. In
succeeding years, the 914 was treated to an improved
transmission, an optional 2 liter engine, better brakes, new
Fuchs alloy wheels, wider tires, improved interior, impact
absorbing bumpers, aerodynamic improvements and a
larger (1.8–liter) standard engine.
Like the first 356, the 914 was a collaborative effort
between Porsche and other manufacturers. It was a
mid–engine vehicle in the 550 Spyder tradition, proving
again that Porsche was not wedded to any one configura-
tion, but instead preferred to let functional considerations
dictate the layout of a car.
Notes
29 Heritage Self-Study
The 924
Next Step for the Affordable Porsche: The 924
The main significance of the 914 was that it was an afford-
able Porsche, and Porsche would continue making at least
one affordable model. The 914’s successor began as
another joint project between Volkswagen and Porsche; it
was to be marketed by the same VW–Porsche Vertriebsge-
sellschaft (sales company) that had distributed the 914.
Again, Porsche was totally responsible for developing the
new car. Modified Volkswagen corporate components were
used,and Porsche integrated them into its own sports–car
concept. For the first time, the engine would be up front and
water–cooled. But for optimum weight distribution, Porsche
would put the transmission in the rear, combining the differ-
ential into the transmission, coining the term “transaxle.”
Like the original Porsche 356, the new 924 would be a
fastback coupe with 2+2 seating and some relation to VW,
but in all its particulars, it was not only a new car but a new
direction for Porsche. The 924 represented an innovative
solution in its engineering to achieve the excellent handling
associated with a high polar moment of inertia.
The 924 went on sale in Europe in 1976 and then in
America as a 1977 model. The 924’s development followed
two paths: adding higher–performance models and
improving the basic model. In 1980, a Turbo version was
added, then came the Carrera GT, the Carrera GTS, and
competition GTR. Although the Carreras were never sold in
America, they played a key role in the evolution of the
front–engine, four–cylinder Porsche.
 Two other 1987 developments in Porsche’s four–cylinder
line were the availability of anti–lock brakes (ABS) in 944
models and the 924 S, which revived the “attainable
Porsche” for two model years by offering 944 power and
chassis sophistication in the 924 body.

Model year 1989 brought three 944 models: the 944 with
2.7 liter engine, higher compression, larger intake valves
and revised DME; the 944 S2 had a 3.0 liter, 208 bhp
engine in both coupe and Cabriolet; and the 247 bhp 944
Turbo. As Porsche began the four–cylinder model change,
The 944
only the 944 S2 was available in 1990.

Evolution of the Porsche Four–Cylinder Series: The

944 is Introduced

Though clearly a derivation of the 924, the 944 was a

thoroughly transformed car. In addition to its wider, more
muscular–looking body and upgraded chassis, it had a brand
new 2.5–liter, four–cylinder engine with vibration–reducing
balance shafts. The 944 drew rave reviews all over the
world including Car and Driver Magazine’s naming it the
“best–handling car in America” in 1983. The 944 received
detail refinements such as power–assisted steering in the
1982–84 models. Then in mid–1985 came major refine-
ments: lighter aluminum suspension arms, a much larger fuel
tank made of plastic instead of steel, an all–new, more
luxurious interior, new climate–control system and other
creature comfort improvements – none of which were notice- 1992 Porsche 968
able from the outside.
The First New Porsche in Nearly a Decade: The 968
The 944 Turbo followed with an additional 74 hp. The 944
Turbo embodied Porsche’s response to a need for cleaner The Porsche 968 was the next generation of lightweight,
emissions and better fuel economy without compromising front engine/rear transaxle Porsche sports cars. It had
performance. It was faster and handled better, it had distinctly Porsche design styling from the 911, the 928, the
updated, more functional styling while maintaining the 959 supercar and even the 356. This evolution from the
comfort, utility, efficiency and reliability of the 944. 944 S2 to the 968 was new in 1992 and was powered by
the highest output 3.0–liter normally aspirated engine of its
In 1987, the 944 Turbo was equipped with airbags for the type at the time. The 968 had a six–speed gearbox and was
driver and passenger as standard equipment. Porsche available with the award–winning Tiptronic dual function
added the 944 S (for Super) with a four–valve–per–cylinder transmission. The 968’s rated output of 236 bhp and 225
naturally aspirated engine. With 41 more horsepower, the lbs.–ft. of torque was produced in part by VarioCam®,
944 S engine held to this tradition by providing improved variable inlet valve timing technology, providing instanta-
response and acceleration. neous throttle response.

Notes

Heritage Self-Study 30
 928 GT were offered, both equipped with Porsche’s Tire
Pressure Monitoring System and 959–like Variable Limited
Slip Differential.

The 928 GTS’s widened body in 1993 resulted from a

higher–output engine. The body was three inches wider with
flared rear quarter panels, 959–like aero mirrors and
17–inch, five–spoke Turbo design wheels.

With the evolution of Porsche models, the designers and

engineers will continue starting with the best, simplest,
proven design and refine it over time to produce new sports
cars fueled by the styling principle of “form follows
function.”
The 928

An Upscale Evolution: The 928 Series

Close on the heels of the 924, the 928 came to the United
States in 1978. This was Porsche’s move into a more
sophisticated segment of the sports car market, a car for
customers who demanded both very high performance and
a very high level of creature comforts.

To traditionalists, the 928 looked all wrong at first. Its engine

was in front, not at the rear or midship as with the 356, 911
and 914 series. The engine was a liquid–cooled alloy V8. To
such critics, Ferry Porsche responded: “It was never my
philosophy to ask where the engine should be placed, but
which solution would bring the greatest gains.” The new 928
became the first sports car ever to win the coveted
European Car of the Year award.

Evolutionary changes of the 928 have included two phases

of improvements to the two–valve–per–cylinder engine:
development of the S, S4, GT, and GTS versions, the
optional four–speed automatic transmission, the 5.0–liter
32–valve engine in its first form (1985); and anti–lock
brakes (1986). The 1987 928 S4 was a still more powerful
32–valve engine, stronger transmission, wider tires and
wheels, and significantly refined aerodynamics. The
limited–production 928 GT of 1989 was even faster (171
mph) and more powerful (326 bhp). This car became the
standard 928 five–speed in 1990. For 1991, the automatic
transmission 928 S4 and five–speed manual transmission

Notes

31 Heritage Self-Study
 The 1997 Boxster
Return to the Roots – The Boxster
The transaxle series cars did not elicit deep affection from
Porsche enthusiasts. For most, a Porsche was a compact,
nimble car with the engine located behind the driver – as the
356 and 911 had been configured. As the 1990s arrived
and a world recession cut deeply into sales of premium
goods, the stage was set for a new Porsche – one that
would satisfy the cravings of traditionalists, be affordable
enough for a new class of buyers, and yet incorporate
advanced electronic and mechanical technologies. That
Porsche was the Boxster.
The Boxster was added to Porsche’s impressive list of cars
in January 1997. The name is a combination of the terms
“boxer” (meaning a flat, opposed cylinder engine) and
“Speedster” (a previous Porsche model with the rakish
styling of a roadster).
With the Boxster, Porsche acknowledged its heritage while
successfully bringing the classic roadster into the 21st
century. The design is reminiscent of the very first Porsche
Notes
Heritage Self-Study
roadster ever built in 1948. The body lines were inspired by
the Porsche 550 Spyder. The low profile windshield recalls
the Porsche Speedsters of the 1950s.
Exploiting the weight distribution of its mid-engine layout, the
Boxster delivers the kind of laser-sharp agility and superb
balance that has redefined the roadster breed. Behind the
cockpit, a four-cam, water-cooled flat-six engine, complete
with Porsche’s exclusive VarioCam timing system, rewards a
tap on the throttle with 201 hp and peak torque from 4500
rpm to redline. Power is transmitted to the pavement via a 5-
speed manual or 5–speed version of the revolutionary
Tiptronic transmission.
The Boxster accelerates full-throttle into the future with
modern conveniences such as dual cargo areas and a
convertible top that opens in a scant 12 seconds, rendering
Porsche’s most affordable model practical enough for every-
day use...and powerful enough to revive the unrestrained
visceral thrill of driving in its purest form.
32
 The 1969 Monte Carlo Road Rallye

Why Porsche Races:

From Road to Race Track and Back
Chapter 4
The heritage of Porsche cars is closely interwoven with its
involvement in motorsports, a fact traceable to Porsche’s
very origins as an engineering company. Because of
Porsche’s engineering consulting work, racing is much more
than simply a cost–effective way of attracting attention to its
sports cars. Competition is both a means of displaying its
technological and engineering capabilities in the broader
automotive sense and a crucible for testing and perfecting
the technology of the future. The benefit to a Porsche owner
is a sports car that is designed for performance
over cost. The company refuses to accept technological
compromise.
Ferdinand Porsche and Racing
Porsche’s association with racing has always been good
business practice, but it is much more. Beginning with some
of Ferdinand Porsche’s earliest automobile concepts in the
day when cars were known as “horseless carriages,” it
becomes a matter of passion.
Dr. Porsche loved a good race and knew it provided the
most rigorous test of his cars’ durability. He was determined
to build sporting cars that could be driven flat out without
fear of breaking and finish any race. Knowing his technology
would be openly tested in a public race provided the extra
edge needed for perfection. The first such test of a Porsche
designed car was at Semmering, Austria in his electric
Lohner.
12 Cylinder Cisitalia, 1949
Notes
34 Heritage Self-Study
Among those early exploits were the Prinz Heinrich cars Dr.
Porsche designed for Austro Daimler. Porsche himself won
the popular Prinz Heinrich Rally of 1910 in Austria. Later, as
chief engineer at Daimler–Benz, he created the great
Mercedes–Benz race car that won the Targa Florio race in
Italy in 1922.
Soon after establishing his own engineering company in
1931, Porsche got involved with designing and building the
famed Auto Union cars––Grand Prix single seaters that
advanced Formula 1 engineering by a quantum leap with
their now universal mid–engine layout.
A project from the era that would provide a bridge to
the first “real” Porsche, the 356 roadster of 1948, was the
little Volkswagen–based coupe, Type 64. Many believed it
could have won the Berlin–Rome Rally in 1938. The war
prevented that event from being run, but three of the sleek
futuristic coupes were built, and provided reliable high speed
transportation for the company’s management through the
war years.
Porsche’s First Postwar Racing Car Had
Four–Wheel Drive
The first postwar vehicle to emerge from Porsche’s
temporary quarters in Gmünd, Austria, was the open-wheel
Grand Prix racer Ferry Porsche and his small team created
for Cisitalia of Italy. Conceived under the most difficult
circumstances, the Cisitalia is memorable for many reasons.
Two of the most significant were
the technical achievement it
embodied and the money it
brought in that made it possible
to ransom the elder Porsche
from captivity in France.
This remarkable piece of racing
engineering featured a super-
charged 12–cylinder engine with
horizontally opposed cylinders (a
feature now very much associ-
ated with Porsche), developing
385 hp from a mere 1.5–liters,
in 1948. Once again, Porsche
placed the engine midship and
bolted it to a five–speed, fully synchronized gearbox.
Normally, only the rear wheels were driven, but the driver
could also engage the front wheels for four–wheel drive.
As it turned out, the Cisitalia never actually raced in Formula
1, although it did race some years later in South America.
The Italian industrialist who commissioned it ran out of
money. Eventually Porsche brought it back, restored it and
put it on display in the Porsche Museum in Stuttgart–Zuffen-
hausen. But the Cisitalia project had a far–reaching effect on
Porsche: it helped motivate Ferry Porsche to build a road
going sports car. The Cisitalia automakers planned on
producing a road sports car, and the competitive environ-
ment stimulated the two Porsches to thinking about doing
the same. There was indeed a Cisitalia road car, a classically
beautiful coupe. However, Cisitalia would not survive;
Porsche would.
coupe in the famous 24 hour race at Le Mans. What was so
fascinating about this project was that the aluminum–bodied
coupe was nothing more than a normal Porsche (actually
one of the early built Gmünd cars) tuned to its maximum with
some added on aerodynamic fender skirts. It won its class
and began a tradition that continues to this day.
That Le Mans victory also started a string of 356 victories in
virtually every category of motorsports, from rallying, inter-
national GT racing and autocrossing to the Sports Car Club
of America’s National Championship circuit.
For Porsche’s customers, all those trophies had an even
more important meaning. For Porsche, racing was an
engineering exercise. What was learned in competition was
used to improve the products sold to the public. This, too,
became a Porsche tradition.

The Porsche 356 Goes Porsche’s motivation for

Racing racing transcends the mere
desire to win. Because
Despite its humble origins, Porsche is also an
Porsche 356 Number 1 engineering company, each
was, in every sense, a racing activity is carefully
high–performance sports selected to offer a new
car. Although never engineering challenge. This
entered in internationally constant quest for new
known events, it had a challenges has led Porsche
very successful career in into endurance sportscar
local hillclimbing and other racing, international profes-
amateur affairs. In a sional rallying and, with the
performance that would TAG engine (designed by
become typical for Porsche), into the Formula 1
Porsche, it was class Grand Prix arena.
winner in its very first
race, a “round the houses”
event in Innsbruck, Austria,
on July 11, 1948.
The first widely visible
Porsche motorsports
adventure came in 1951,
when French Porsche
importer, Auguste Veuillet,
persuaded Ferry Porsche
to let him enter a 356
Austria 1953

Notes

Heritage Self-Study 35
The First Porsche Built Just for Racing: The 550
Spyder
Even while the 356 was just beginning its racing career,
Porsche’s competitive engineers began developing a 356
racing derivative that would be ingeniously simple, light,
reliable and surprisingly fast. The Type 550 Spyder was a
new racing body around the V-based engine, now in a
midship position. The 80–hp, 1500 pound car, introduced at
the Paris auto show in 1953, soon won at Eiffel and took its
class at Le Mans, reaching a stunning 124 mph on the
Mulsanne Straight.
Sensing the car’s true potential, Dr. Ernst Fuhrmann
designed Porsche’s first Carrera engine, the Type 547,
precisely for the 550 but in the true Porsche heritage, with
an eye towards future production models. The complex
engine took 120 hours to assemble but included leading
Le Mans Start
Notes
36 Heritage Self-Study
edge technology. On its first test run, the 1.5–liter engine
produced 112 hp at 6400 rpm.
Equipped with the new engine, the 550A also included a
stiffer frame, new suspension and larger brakes, all from
lessons learned in early 550 racing experience and all in
true Porsche evolutionary tradition. The 550A owner’s
manual summarized Porsche’s position on the car nicely:
“You are now the owner of a Spyder Type 1500RS, the
fastest automobile which the firm of Porsche has ever built...
We wish you in all driving great success.”
Success indeed. The 550A won its class almost everywhere
it was entered, and won the grueling Targa Florio outright.
This light, nimble Spyder could carry far more speed through
a turn than its heavier competition of the 1950s. Moreover,
it was reliable with an uncanny ability to race flat out, hour
after hour, without losing brakes, clutches or engines,
common eliminators of its competition. Porsche even set the
single–seater racing scene on its ear in 1958 when Jean
Behra modified his two–seat RSK into a one–seater and
trounced his Formula 2 opposition at Rheims, France. That
excursion eventually led to Porsche’s competing in the
Formula 1 arena, a program that culminated in 1962 with
Dan Gurney’s victory in the French Grand Prix in a Porsche
904.

After that season, Ferry Porsche and his engineers took

stock of what they had accomplished and, tempting though
it might have been to stay in Grand Prix racing, decided to
move Porsche’s racing efforts back closer to their sports
car line. It was a choice that would lead Porsche to the very
pinnacle of motorsports, ironically made after proving its
mettle in what many already consider the top—Formula 1.

First “Modern” Racing Porsche: The 904 Carrera 904 GTS

GTS

The culmination of the 550/718 evolutionary process came
with the 904 Carrera GTS, often called the first “modern”
racing Porsche. There are many reasons for this label —
with its fiberglass body, central “spine” chassis and 2–liter
four cam engine, it was indeed a giant step forward for
Porsche racing cars.
Looking underneath its rear deck, however, one could not
help but be amazed by the amount of space left around the
four–cylinder engine. Like everything Porsche does, this had
a clear reason —the 904 was designed to take Porsche’s
first flat six–cylinder engine, the engine that would power the
911. In fact, during its career the 904 would also race with
2–liter, six and eight–cylinder engines.
With the four–cylinder engine, the 904 quickly dominated its
2–liter category, scoring its first victory in the 12–hour race
at Sebring in 1964. Back in Germany, 904s were being used
to test the new six–cylinder engine. But, in 1966 a new car,
the space–frame 906 Carrera 6, would appear to get the
real racing career of the new 911 engine under way.
The 911 Engine Goes Racing
The true potential of the 911 engine was demonstrated
dramatically when the 906 first appeared at the Daytona
24–hour endurance race and won its class.
In the three decades since then, the history of the 911 and
its engine have been central to Porsche’s prestigious racing
record. Like its 356 predecessor, the 911 would also collect
victories spanning the entire racing spectrum. That 906,
also called Carrera 6, was the first car designed under Dr.
Ferdinand Piëch, nephew of Dr. Ferry Porsche. Piëch was
central to Porsche’s heritage, too. Under his reign as head
of research and development at Porsche, the company
made its transition from running for class wins to seeking
outright victories.
What started with the 906 would peak with the mighty
Porsche 917 long–distance coupes and turbocharged
Cam–Am roadsters. Truly, Porsche was moving into the big
leagues. Over the next six years, Porsche would garner
more international attention than even the company’s
management could have hoped.

Notes

Heritage Self-Study 37
Like the 904, the 906 Carrera 6 quickly established itself as
the benchmark of its class, remaining competitive many
seasons after it first rolled onto the track. By 1967,
however, it had given way to the 910. It was built in two
basic versions: 910/6 with a 220 hp version of the 2.–liter
911 engine, and 910/8 with the 2.2 liter, 270 hp pure
racing eight–cylinder. The 910 featured a new suspension
package that owed a lot to Porsche’s hillclimb efforts. One
version of the 910 was a hillclimb car, the 910/8
Bergspyder (berg in English means mountain), powered by
the 2–liter eight. Another Bergspyder was the 908, built a
year later in 1968.
King of the Mountain and Porsche’s First
International Championship of Makes
Here in the United States, there is but one hillclimb, the
familiar Pikes Peak, a 12–mile, 160–turn upward spiral on a
narrow non–paved road. In Europe, on the other hand,
hillclimbing rated its own championship consisting of several
events, all on paved roads and all involving high speeds.
In the early years, Porsche devoted a great deal of effort to
hillclimbs. The short distance race was a natural for a
rear–engine sports car with its inherently superior traction.
Porsche could try the latest light–weight materials and
weight–saving designs here first without worrying much
about durability before applying them to longer–distance
racing cars. Porsche won European Hillclimb Championships
in 1959, 1963, 1964, 1966, 1967 and 1968. But as time
went on, hillclimbing would cease to be a major activity for
Porsche.
Porsche 917
Notes
38 Heritage Self-Study
As the 910 arrived on the scene, Porsche’s engineers were
already putting the final touches on the 907, a car that
would pave the way for the future. It started out basically as
an aerodynamically refined 910, retaining much of its prede-
cessor’s chassis and running gear. Indeed, when introduced
in 1967 at Le Mans in long–tail form, the sleek coupe was
powered by the familiar 911 six.
Although it won its size class at Le Mans, Piëch’s staff
quickly replaced the 911 engine with a new 2.2–liter version
of the flat eight–cylinder engine that had powered the
Formula 1 car of 1962 and had seen service in the 904,
906, and 910. This proved to be a good decision; the 907
won the Daytona 24–hour race in 1968.
Again, Piëch and others at Porsche were not satisfied. They
knew they would have to come up with something even
better to achieve their goal of winning Porsche’s first Interna-
tional Championship of Makes.
That something better turned out to be the 908, essentially
the 907 with a rear wing and a new, simpler 3.0–liter flat
eight. Run in both coupe and open (Spyder) form, the 908
did its job in 1968 by bringing Porsche that Makes title it
wanted so badly. The 908 was also in the closest
non–staged finish in history at Le Mans, beaten by young
driver Jacky Ickx in a Ford GT–40.
The King Period: The Magnificent 917s
The weapon Porsche would use to pursue Le Mans
dominance was the 917, a car created about the same time
as the 908. Using a great deal of the 908’s engine design,
Porsche put together a monster 4.5–liter flat 12–cylinder
engine and mated it to an enlarged and strengthened 908
chassis. The new big Porsche racer proved awesome,
winning the last race of that season’s Championship of
Makes. It even led at Le Mans before retiring with a gearbox
problem.
The real saga of the 917 broke out in 1970 when the 917
won everything in sight except the Sebring 12–hour
endurance race, the Targa Florio and Nürburgring. Included
in that second championship year was Porsche’s first–ever
overall win at Le Mans. The 917 established new perfor-
mance standards for sports car racing.
Changes in racing rules often play havoc with a carmaker’s
plans. When a rules change ended the 917’s long–distance
career, Porsche turned its attention in 1972 and 1973 to
the immensely popular Can–Am Championship in the United
States, which was until then a venue for big American V8
power. With the help of Penske Racing, Porsche first
developed the 917/10 and later the 917/30 turbocharged
roadsters.
With their turbocharged 12–cylinder engines putting out as
much as 1500 hp, these cars utterly swept away the
opposition. After two very successful seasons, the 917
again became a victim of the international racing authorities
changing the Can–Am rules. Still, the 917 experience,
particularly the development of the turbo Can–Am engines,
would have a direct benefit for Porsche’s customers, who by
mid–decade would be able to purchase the 930 turbo for
road use. In turn, that car led to the present 911 Turbo.
A New Era: The 911 Becomes Porsche’s Racer
The end of the Can–Am program signaled a significant
change in Porsche’s racing thrust, which would now be
centered around advanced versions of the 911 series
engine. Almost from the day it reached the showrooms,
Austria 1970
Notes
Heritage Self-Study
the 911 was entered in serious competition. Among its
major early achievements were winning the famed Monte
Carlo rally, several Sports Car Club of America (SCCA)
National crowns and a near– total domination of the Under 2
Liter class of the SCCA’s Trans–Am series in 1969.
Perhaps the greatest accomplishment of the 911 breed,
however, is in the Camel GT series run by America’s Interna-
tional Motor Sport Association (IMSA). Begun in 1971, the
series was won initially by Peter Gregg and his then partner
Hurley Haywood in a 914/6 GT. The following year, Porsche
engineers created the first of the 911 Carrera RS and RSR’s
which were to dominate GT competition all over the world
from 1973 through 1975. A change in international racing
rules would put an end to its winning.
Names such as Peter Gregg, John Fitzpatrick, Al Holbert,
the Kremer brothers and many others were among the
successful Carrera RSR pilots. The Camel series, the
European GT Championship and a host of other titles all
belonged to these super–quick, 911–based coupes. There
just wasn’t anything that could consistently stay with the
Carrera.
39
 Porsche 959, at the Rallye Paris–Dakar in 1986
911 Power in Three Formidable Race Cars: The
934, 935, and 936
When the rules changed again, Porsche was ready with
three more winners: the 934, 935 and 936. The 934 was a
modified version of the 930 (911 Turbo). The 935 was
several steps beyond, being listed as a “silhouette”
prototype: a car retaining the basics of its assembly line
origins in terms of basic body and engine components, but
otherwise very much a racing car. Going all the way, the 936
was a pure racer, a two–seat streamlined Spyder, looking
like a leaned down, modernized Can–Am 917.
Each of these three cars was powered by turbocharged 911
flat sixes. The 934 not only won the European champi-
onships but also America’s Trans–Am crown as well. The
Notes
40 Heritage Self-Study
934 gave way to the 935, which garnered the World
Championship of Makes crown in 1976, 1977, 1978 and
1979 and Le Mans in 1979. The 935’s last race was at the
Sebring 12–hour race in March 1984. The 936 collected the
World Sports Car title and its first victory at Le Mans in
1976, then won Le Mans again in 1977 and 1981.
New Direction for the 911: International Rallying
The 911–based, factory racing effort concentrated on
cross–country rallying with the 959. The four–wheel drive,
400 hp 959, which won the incredibly tortuous 8,600-mile
Rallye Paris–Dakar in 1986, conquered terrain that would
challenge Baja California off–roaders. Surely, this was the
furthest thing imaginable from the minds of the 911’s
creators back in the early 1960s. Three Group B 959s with
two–stage turbocharging and electronically controlled,
all–wheel drive finished first, second and sixth. Engineers
gained valuable all-wheel-drive experience under racing
conditions at Le Mans and Daytona with the 961, a racing
version of the 959.
The 959 was Porsche’s move into the future. With its
avant–garde technology, it set new standards for both
performance potential and safety in automobiles. Less than
300 units were made available for selected customers.
The Group C Era: Porsche 956 and 962
In 1982, the international regulations changed again,
bringing forth the new sports–racing Group C prototypes.
Similar to the 917s, these new cars also qualified (in
modified form) for Camel GT racing.
The first Group C Porsche was the 956. The Camel GTP
version (P for prototype) was similar, a primary difference
being some extra wheel base in the front of the 962, to
conform to IMSA’s rule that the driver’s feet must rest behind
the front–wheel centerline. In 1982, the 956 made its debut
in a championship season that included its first of six Le
Mans victories. The 962C continued the winning tradition.
In the United States, the 962 (with an all air–cooled turbo
911 engine, instead of the 956 version with water–cooled
four–valve cylinder heads) was first seen in IMSA racing in
1984. Although it won a number of events that year, it was
in 1985 that the 962 became the benchmark for its racing
rivals. That year and the next, it was the Champion of the
IMSA Camel GT series.
The 962 continued winning. The Le Mans race in 1987
brought another Porsche win, as well as the 24 Hours of
Daytona and 12 Hours of Sebring. That was followed by
victories in 1988 at Sebring and in 1989 and 1991 at
Daytona. The overall win in the 24 Hours of Daytona in 1991
helped the Porsche 962/962C maintain its status as the
most successful model in Camel GTP history.
Porsche’s involvement and victories, in both the Group C and
IMSA for GTP series, are legend, with the 956 winning
Notes
Heritage Self-Study
Le Mans six straight years, 1982 – 1987, and the 962
winning races every year from 1982 to 1993 with the
exception of 1992. However, inconsistent and fluctuating
rules in the late 1980s caused Porsche to re–evaluate its
financial commitment to the 956/962. The last year for a
Porsche factory Group C entry was 1988. Porsche’s
956/962s remained competitive until the 1989 season,
when Porsche factory development ended. The IMSA GTP
962s, while factory built, were private entries. Porsche
continued to make 962 spare parts available through
Porsche Motorsport until the end of 1993 when the GTP
Series ended. Porsche became the only make in GTP that
had a winning customer program without factory dollars
involved. The teams which raced them purchased the new
equipment from Porsche out of their own racing budgets.
Despite the rule changes, the Dauer Racing group, with
Porsche engineer Norbert Singer as an advisor, found a way
to transform the 962 into a “European street legal” car. It
conformed to GT 1 regulations and was able to race, again,
at Le Mans. The Dauer 962 Le Mans Porsche GT 1 Class
car, co–driven by Hurley Haywood, Yannick Dalmas of
France and Mauro Baldi of Italy, won a record 13th overall
victory for a Porsche at Le Mans.
This win also gave Haywood his record 10th Classic win (the
Classics comprising the 24 Hours of Daytona, the 24 Hours
of Sebring and the 24 Hours of Le Mans), all driven in
Porsche cars.
Al Holbert and Porsche Motorsport North America
The enormously successful 962 development program in
America was headed by the late Al Holbert. In addition to his
racing activities, Holbert was in charge of Porsche Motor-
sport North America, the driving force behind the Indy Car
project and the owner of a Porsche dealership in Warrington,
Pennsylvania.
The son of national racing champion, Robert Holbert, Al
Holbert is the most successful IMSA GT driver in history. He
won both the 24 Hours of Le Mans and the 24 Hours of
Daytona twice and was a five–time IMSA GT driving
champion. Educated as an engineer, Holbert also designed
41
and raced his own SCCA Can-Am car and competed in
NASCAR and Indy Car races. Holbert was inducted into the
Motorsports Hall of Fame of America in 1993.
In 1985, Porsche Motorsport North America was created by
Porsche AG to be the official factory racing representative
and to conduct an extensive program of technical, logistical,
and financial assistance to Porsche competitors on the race
tracks of America. From Warrington, two parts trucks,
staffed with technicians, were dispatched to racetracks
nationwide to provide onsite assistance to private teams.
Porsche Motorsport also assisted teams in conveying their
racing requirements to the Porsche Development Center at
Weissach.
911 Turbo Supercar
In Supercar’s inaugural season, Porsche 911 Turbo driver,
Hans Stuck, won the final race of the year to capture the
1991 IMSA Bridgestone Supercar Manufacturers Champi-
onship. His Brumos teammate, Hurley Haywood, won the
Supercar Drivers Championship that same year. Brumos
Porsche 911 Turbo clinched Porsche’s second straight IMSA
Supercar Championship in 1992. Stuck won the driver’s title
in 1993, helping earn Porsche’s third straight manufacturer’s
title in the process, the most of any single manufacturer. The
year 1994 saw Haywood and Stuck partnered together in a
911 Turbo GT, which brought home the North American GT
Endurance Championship.

In September 1988, Al Holbert died when his private plane

crashed in Ohio. Alwin Springer assumed the responsibilities
of Porsche Motorsport in 1990 and continues to support
private racing teams throughout the country.
The Indy Car Project
As head of Porsche Motorsport North America, Al Holbert
led the Indianapolis project. “When we went to Porsche’s
Board to gain approval of the Indy Car program and the new
turbocharged V–8 that goes with it,” said Holbert, “we had
to assure them the technology we used, particularly with
regard to the engine, would be directly applicable to future
production Porsches.”
Single–Marque Series
In the late 1980s, Porsche began a single–model race
series for 944 Turbos called the Turbo Cup. The series
continued in 1990 with the launch of the Porsche Carrera 2
Cup, which was an opportunity for amateur racers and
rookie drivers to gain racing experience in affordable
near–stock sports cars. The next edition of the Porsche
Carrera Cup in 1992 saw successful local Cup series in
France and Japan and in four European countries as
companion races to Formula 1 events. The final year for the
Carrera Cup for 911 Carrera 2s was 1993.

The first Indy–type car designed and built entirely by

Porsche debuted during the 1987 CART/PPG Indy Car
Series. Developed at Porsche Development Center in
Weissach and sponsored by Quaker State, the new racing
car was powered by a 2.6 liter, double overhead cam,
turbocharged V–8 capable of producing more than 700
horsepower.

When the car raced at Indianapolis in 1988, it used a

British–built March chassis and was driven by veteran Teo
Fabi. During the three years Porsche competed in the Indy
CART Series, advances were made in high rpm operation
(12,000–14,000 rpm range), methanol–associated
technology and fuel management.
The Porsche Indy Car

Notes

42 Heritage Self-Study
 1998 Le Mans
The 1994 Supercup was another example of Porsche’s
single–model race series for the new 911 Carreras. These
identically equipped race version 911s have larger 3.8–liter
engines. The Supercup Championship was run in conjunction
with nine European World Championship Formula 1 events,
including the prestigious Grand Prix of Monaco in Monte
Carlo. Porsche Firehawk Champion Nick Ham represented
the United States throughout the Championship. As with all
Porsche racing, these events were an engineering exercise
to prove and improve production cars.
Firehawk, SCCA and Other Racing Events
Another successful racing program is the IMSA Firestone
Firehawk series for street stock, race modified production
944, 944 S, 944 S2, and 968 sportscars. Porsche automo-
biles competed in the premier Grand Sport class. Porsche is
the most successful manufacturer in this category, scoring
four manufacturers championships between 1985 and 1994
and more than 30 race victories.
Private Porsche racing teams competed in a variety of other
events. The 1994 SCCA World Challenge Manufacturers
Championship was won by Kelly Moss Racing with a 3.6
Turbo. Team driver Price Cobb took the Drivers Champi-
Notes
Heritage Self-Study
onship. Cobb also won the 11th Annual Bridgestone Car and
Driver One Lap of America in 1994 driving a completely
showroom stock 1995 911 Carrera with optional 17”
wheels. One Lap of America is a week long, 5100–mile
event, run across the Central and Western United States,
consisting of eleven high-speed, competitive driving events,
staged on different race courses and drag strips.
A turbocharged Carrera 4, driven by Jeff Zwart, won an open
class victory at the 1994 Pike’s Peak Hillclimb. Zwart also
drove a Carrera 4, without a turbo, to three SCCA Pro Rally
events.
Full-Throttle Into a New Century
Porsche’s factory and private teams gained momentum as
they raced towards the new millennium. In 1995, Porsche
added to its record total by capturing its 19th overall win at
the 24 Hours of Daytona while claiming manufacturers
championships in the IMSA Exxon Supreme GTS-2 and SCCA
World Challenge series. More manufacturers championships
would follow over the next three years. And more records
would fall, capped by three straight overall wins at the 24
Hours of Le Mans from 1996-98, extending Porsche’s
record number of victories to 16 overall.
43
 Weissach:
Research and Development
Chapter 5
The Porsche Development Center: Engineering and
Design for Porsche and the World
From the modest engineering office Dr. Ferdinand Porsche
opened in 1931 on Stuttgart’s Kronenstrasse, Porsche, the
engineering company, has flourished and evolved to today’s
Entwicklungzentrum — Development Center — in the rolling
Swabian landscape near the little village of Weissach
(pronounced “vie–sock”). Here, in a complex now occupying
more than 140 acres, employees work at developing not
only Porsches, but a wide variety of other technological
products.
Completed in 1974, a triple–hexagon five story office
building dominates the complex of laboratories and test facil-
ities. The Center is constantly expanding. All Porsche cars
are engineered and styled at the Center. It is significant that
Porsche is now capable of building virtually all experimental
components and vehicles—from scratch—right here, which
ensures security.
Who are Porsche’s Customers?
Porsche is not at liberty to name all its customers, but a few
can be identified. Historically, the most frequent user of
Porsche’s engineering and design services has been
Volkswagen.
Zastava, the Yugoslavian company that made the Yugo,
once commissioned Porsche to design a competitive version
of its car. Porsche did an extensive update of another
eastern–bloc model in the Seventies. In the same period, a
respected European carmaker contracted with Porsche for
facelifting and improving its line. Porsche also developed an
all new car, engine included, for the Spanish carmaker Seat.
Most recently, Porsche designed the engine for Harley
Davidson’s 2002 V-Rod motorcycle.
Governments also come to Porsche for important
engineering projects, such as developing Germany’s huge
V–12 powered Leopard military tank. Aircraft manufacturers
have been Porsche customers; at one point, Porsche
engineered new cylinder heads for a well–known Lycoming
aircraft project. Porsche designers helped create the Airbus
jetliner’s cockpit.
Notes
45 Heritage Self-Study
Porsche also does tire development. The first 50–series
Pirelli radial used on a Porsche (the original production 911
Turbo) was a joint project of Porsche and Pirelli. From time
to time, Porsche has assisted other car manufacturers in
meeting U.S. safety and emission standards.
A necessary affiliate to the engineers, research workers,
technicians and test drivers are the sales and planning
people whose job it is to tell the world about the contract
consulting services Porsche offers. Clients can come to
Porsche for the engineering and design of complete cars
and engines, fuel–injection systems, super–charging and
turbocharging, chassis engineering, safety and
emission–control systems, heating and air conditioning, as
well as earth moving equipment, military tanks, aircraft
engines, etc. In 1985, 32% of the business at the Develop-
ment Center was outside work for companies other than
Porsche.
The non–Porsche car owner will benefit from this but
probably never know it. Porsche’s Development Center has
handled and continues to handle a broad range of design
and engineering work for other car makers, but the contract
nearly always stipulates that Porsche’s contribution be kept
secret. After all, what carmaker wants it known that a newly
improved model was really improved by Porsche or that its
wonderful new engine was really engineered somewhere
else?
The Center’s facilities are probably as extensive and modern
as any in the world, even if Porsche’s organization is by no
means as large as that of General Motors or Toyota. Some
of the facilities include:
• aerodynamic wind tunnels (full–scale and model)
• a climate–testing wind tunnel for engine cooling,
heating and air conditioning
• a crash facility
• experimental vehicle shops
• engine and transmission dynamometers for testing
production, experimental and racing powertrains
• chassis dynamometers that can run even a six–speed
Porsche (like the 911(996)) through specified driving
cycles
• the “anechoic chamber” where precise noise tests are
conducted
 • a huge drum with 14.8-foot inner diameter where tires
are tested under controlled load, steering angle, and
camber at speeds up to 155 mph.
As Weissach designs cars, they also take the effect
Porsches have on the environment into consideration. This
includes producing high–performance engines with metal
catalytic converters, emission reducing fuel systems, and
using recycled materials to build automobile components.
The Most Exciting Part: Porsche’s Proving Ground
The durability of a Porsche is no coincidence. To a greater
degree than many other automakers, Porsche puts proto-
types of any upcoming new model– or any engineering
change that could effect durability– through a remarkably
complex and exhaustive durability test program long before
production begins. This way, and only this way, can the
customer be assured of the long–lasting, reliable car
expected from Porsche.
The Porsche Proving Ground at Weissach
Notes
Heritage Self-Study
At Porsche, two major types of endurance testing are used:
• “Compressed–time” testing at the Weissach proving
ground.
• “Mixed” endurance runs on public roads, the Nürbur-
gring race track, and a high–speed test track in
southern Italy.
The Weissach test program facilitates endurance testing
immediately after new components are installed in a test car.
Three component samples destined for use in a future
model must survive the compressed–time test before they
will be approved for production.
The compressed endurance test track at Weissach is 1.76
miles long. Of this distance, a mile and a quarter have
special tortuous surfaces that enable Porsche test drivers to
“compress time”—each mile is equivalent to 27 miles of
real–world driving. Thus Porsche’s standard test distance of
6,000 kilometers (3,728 miles) on this circuit represents just
over 100,000 miles of driving.
Included in this test driving are a wide variety of road
surfaces a car would typically encounter in its lifetime:
• harsh road bumps
• a “torsion course” that twists the body and chassis
unmercifully
• cobblestones and Belgian blocks (still found in many
parts of Europe)
• railroad crossing
• salt–water trough
• cross ripples and grooves
• potholes
• washboard surface
• asphalt patches
• a jump that causes the car to leave the ground
momentarily
• freeway joints
As one would expect, the Porsche grounds put more
emphasis on sports driving than most others. A focal point
of this is the skidpad/circular track combination. Here, the
paved inner circle is for the kind of skidpad tests the car
magazines conduct (steady–speed cornering on relatively
small circles). Diameters of 131 and 197 feet marked by
46
stripes provide for cornering at steady, relatively low
speeds. Various degrees of banking are provided, as are
provisions for wetting the pavement. The outer ring, an
unusual facility, has a 620–foot diameter for testing
cornering at high steady speeds—a must for Porsches.
The skidpads lie inside Porsche’s Can–Am circuit test track,
a 1.57 mile road race–style circuit named after the series in
which Porsche was so successful in the 1970s. Here a
Porsche’s handling is subjected to the expert judgement of
Porsche’s test drivers and engineers.
Veering outboard of the Can–Am course at certain points,
such as the Alps–inspired hairpin turns at the right end of
the proving–ground diagram, a pair of extra segments
combine with the Can–Am to make up the Hillclimbing
Circuit. Inboard of the Can–Am are the 1.55 mile Off–Road
Circuit and 1.75 miles of Endurance Circuit. Hills of 16, 20,
25 and 30 % complete a spectrum of test roads second to
none except that there’s no high–speed oval. But test drivers
can enter Germany’s speed–unlimited Autobahn system just
a few kilometers away.
Porsche Endurance Test Drivers
Currently, Porsche employs fulltime endurance test drivers
who are specially trained service technicians. For protection
of their health under the tortuous driving conditions, they
drive in three shifts, swapping assignments with each other
every hour; thus each one drives a maximum of four hours
a day.
Each technician personally services his vehicle and performs
inspections every 1,000 kilometers (621 miles)–in contrast
to the practice at most larger automakers where drivers only
drive and mechanics work on the cars. Every failure that
occurs, no matter how trivial, is reported immediately to the
responsible experimental department where the means and
methods of correcting the problem are worked out in collab-
oration with the engineering design departments. When the
full endurance run is completed, the vehicle is inspected one
last time. Then, in cases where the full vehicle is under test,
it is torn down and each individual part is inspected. Where
appropriate, wear is measured. This compressed–time
program makes it possible to identify weak points quickly
and apply the knowledge to speedy problem solving.
Notes
47 Heritage Self-Study
Laboratory and dynamometer tests figure heavily in
Porsche’s durability testing too, but for some components
there is no substitution for the real thing. Testing engines at
high speeds, for instance, is best done in the automobile
and on the road so that actual conditions (air circulating in
the engine compartment and around the exhaust system)
are as they would be in the owner’s use of the car.
The same is true of environmental influences such as sun,
rain, ice, snow, heat, dirt or salt. To make sure every new
model or major component is adequately tested under this
wide range of conditions, Porsche subjects it to this grueling
series of tests:
• 10,000 kilometers (6,214 miles) of city traffic
• 22,000 kilometers (13,670 miles) on rural highways
• 24,000 kilometers (14,913 miles) of Autobahn driving
• 6,000 kilometers (3,728 miles) on the Nürburgring
track in Germany
• 18,000 kilometers (11,185 miles) on a special
high–speed track in southern Italy
The toughest of all these is the Nürburgring driving, where
the Porsche is put through an incredible amount of torture.
For this, Porsche engineering prescribes an appropriate lap
time that exercises the car vigorously but poses no safety
problems.
On the Autobahn, drivers run at speeds up to 180 km/h
(112 mph). Speeds from there up to maximum speed are
covered at the Nardo high–speed circuit in southern Italy,
generally in very hot weather.
In addition to all this, Porsche also runs special tests
throughout the world: off–road, extreme hot and cold
weather, and mountain driving. All these tests, conducted by
Porsche’s trained and experienced test drivers under super-
vision from Porsche engineers, serve to ensure the highest
possible standards of reliability and durability in the Porsche
the customer buys.
 The Porsche Philosophy:
What Makes a Porsche a Porsche?
Chapter 6
A Porsche is not just transportation; it is entertainment. It
will get you from here to there, but so will an econobox car.
The Porsche gets you there, but in doing so it gives you an
aesthetic experience. As former Porsche Director of Styling
Anatole Lapine relates, “I believe that Ferry Porsche, when
he built the first 356, did it primarily to please himself. As it
turned out, he also pleased thousands of other people. Like
a great artist.”
The Porsche Styling Philosophy
The 911 shape is timeless because it obeys the Bauhaus
dictum, “Form follows function.” Take a 911, first year or
current year, and try to delete any elements that do not have
a functional purpose. There are virtually none.
Function, however, is not just the traditional
put–an–airscoop–where–air–is–needed rule. “So we have to
define function,”Lapine explains. “One is that automobiles
have to sell. Let’s say you’ve got a car with excellent brakes
and all the right air intakes, but it doesn’t sell. It’s been
designed functionally—and that certainly goes for this
company—not putting on little greenhouses and bird feeding
stations on the hood. But it also has to sell.”
Although Porsche designers know the design has to help it
sell, they also refuse to make styling changes purely for that
reason. Porsche form will continue following function. “We’re
not going to put eye shadow and eye liner on the car to
make it sell.”
The Porsche Engineering Philosophy: Pleasure of
Driving and Ownership
A Porsche must be a pleasure to drive, a pleasure to look at
and a pleasure to own. If the engineers in charge of their
development love driving and have driving pleasure as a
primary goal, then their cars are going to reflect that.
But not just today’s engineers have made Porsches what
they are. Dr. Ferdinand Porsche loved cars. So does Dr.
Ferry Porsche. Throughout the history of Porsche, the
pleasure of driving a fine sports car has been the primary
motivation behind Porsche automobiles.
Notes
49 Heritage Self-Study
Right from the beginning, Porsches were built using reliable
components. Porsche has operated on the assumption that
a high performance sports car has no right to be any less
reliable, less durable or more troublesome to own than the
most mundane of family cars.
Friedrich Bezner, Project Manager for 911 Series
engineering, sums it up this way: “Aside from performance,
styling, and quality, the ability of a car to run properly, day in
and day out, is all important. In our testing, we make sure
our cars can stand up to driving on the race track. But we
ask more of them than that. They have to be just as reliable
in daily use at extreme low and high temperatures. They
have to last a long time—including the body. That’s why it’s
fully galvanized. They must do what they’re asked to at all
times. A large portion of our test program is designed to
accomplish just this. That’s why we’re in the California desert
and on Pikes Peak in the summer, in the Arctic circle in the
winter and so forth.”
The Porsche Quality Philosophy
The kind of design Anatole Lapine talks about and the perfor-
mance, reliability and durability Engineer Bezner describes
are all aspects of quality. But quality has yet another
meaning, one that affects every aspect of an automobile:
beauty, pleasure of driving, longevity, and the way an
automobile is built and finished.
Proceeding from the assumption that every Porsche is a
substantial investment, Porsche builds each car of durable
materials that resist wear and corrosion. Galvanized steel,
aluminum panels and flexible polyurethane plastic—used in
varying proportions on the various models—add up to the
world’s first body shell covered by a 10–year limited
warranty.
This extremely rust–resistant body goes through a 26–stage
finishing and protecting process. Body panels are painstak-
ingly hand–fitted, as are interior components. It is no coinci-
dence that the paint lasts so long, even under severe
weather exposure, nor that a Porsche interior is so perfectly
fitted and assembled that it has a custom–built look.
At the Zuffenhausen factory, Porsche’s final assembly
system was designed to improve the quality of cars leaving
the factory even beyond the already high level. The care
exercised during assembly and final inspection is demon-
strated by a few facts:
• The production facilities are modern and automated,
yet each car is still individually constructed.
• Although there are 26 major stages in painting and
finishing a Porsche, the whole process actually
involves some 100 working steps. To be sure this
finish is not damaged while the final assembly is taking
place, virtually the entire car is covered with a plastic
skin. Once assembly is complete, the plastic skin is
removed and the body surfaces are examined under
strong, precisely focused ceiling lights designed just
for this purpose. If damage or flaws are discovered,
the car is returned to the paint shop for repair.
• Each completed coupe is subjected to a simulated
rainstorm of 2,650 gallons of water, with an inspector
sitting inside looking for leaks. This is not mere water
either. Softened by decalcification, it “finds” leaks
better than the actual rain. Again, if any flaw is
detected, it is corrected before the car leaves the
factory.
• If the chassis and headlights are adjusted and the car
simply driven out of the factory, those adjustments will
not be correct after the suspension has “settled in”—
something that inevitably happens in the first 30 miles
or so. Porsches made at Zuffenhausen are put on a
hydropulser bed with one vibrating platform for each
wheel. Only after this “shake–down” are these adjust-
ments made.
• A sophisticated test program called Ecos tests all the
electrical systems in each car. The computer program
gives the inspecting technician step–by–step instruc-
tions based on the order card for the vehicle, ensuring
that nothing is left out.
Notes
Heritage Self-Study
• Each Porsche engine has been thoroughly tested on
an engine test stand (dynamometer) for at least 30
minutes before installation in the car. Then it is tested
again in the car with the rear wheels on a chassis
dynamometer. A technician at the wheel runs through
all gears under load, also checking how the brakes
work. All engine–related systems, including the air
conditioning, are also checked during this test.
• The final step is a luxury no mass–producer of
automobiles can afford: every Porsche is road–tested
(weather permitting). A highly qualified test driver
looks for any flaw that might possibly have slipped
past the exhaustive inspections already done for items
such as rattles, rubber or plastic squeaks, or wind
noise. Steering wheel alignment is also checked.
Because of a Porsche’s direct and non–elastic
steering, the wheel must be adjusted with particular
care. Any fault noted is, of course, corrected.
Checkpoint 9: Porsche Pre–Delivery Inspection in
America
After all the inspections and testing a new Porsche goes
through in Germany, after its transatlantic voyage it will go
through further inspection and preparation at Porsche Cars
North America’s Pre–Delivery Inspection (PDI) Center to
make sure it is as nearly perfect as possible. Because the
final quality–control check in Zuffenhausen is referred to as
the “eighth station,” the PDI Center is called “Checkpoint 9.”
Every Porsche shipped to the United States goes through
the center at Charleston. There it passes through eight
stations: two for washing and detailing, and six for mechan-
ical, electrical and finish inspection. The procedures
encompass more than 90 mechanical, electrical and
cosmetic factors. In fact, every aspect of operation is
tested—even engine, transmission and air–conditioning
operation. Headlight adjustment is checked again. Nothing is
left to chance.
This program is in stark contrast to what many other
manufacturers do. Some entrust PDI to outside vendors,
others to dealers. Either approach can lead to inconsistent
results. PCNA’s PDI program employs highly trained techni-
cians and specialists. If there is any shipping damage, the
50
PDI Center has a body shop and a factory paint booth
capable of making repairs to Porsche standards. In fact,
their paint booth was built by the same company that
equipped Porsche’s state–of–the–art, six–story painting
facility in Zuffenhausen.
The Porsche Safety Philosophy
At first thought, the idea of safety in a compact car capable
of 130 to 165 mph may seem contradictory. In the
American mind, safety is usually associated with bulk,
weight, and low speeds.
Porsche has never accepted any inherent conflict between
safety, maneuverability, and performance. In fact, the
Porsche thesis has historically been that a well engineered,
high–performance car is also a highly safety–oriented car.
Its handling, braking and acceleration capabilities permit the
skillful driver to avoid potentially dangerous situations more
effectively than with a car of lesser performance. This is
“active safety”—the capacity of a Porsche to help its driver
avoid a collision rather than merely survive.
Sometimes, however, despite the best driver ability and
avoidance capabilities, an accident does happen. In this
case, the owner wants to be assured that the car is
designed for maximum protection of its occupants. This is
called “passive safety.”
The unitized steel chassis body of every Porsche has “crush
zones” at the front and rear ends to absorb collision energy.
Its central passenger structure, by contrast, is engineered to
remain as rigid as possible while the crush zones crumple to
absorb the energy of impact. Thus, properly belted in, the
occupants can “ride down” the crash to the greatest degree
possible. In 1989, Porsche became the first auto manufac-
turer to make airbags standard equipment on all models.
One particular aspect of Porsche’s safety is Porsche’s
outstanding corrosion protection. Because of the all–
galvanized body shell, the structure should not be appre-
ciably weakened by corrosion over an extended period
of time.
Notes
51 Heritage Self-Study
Porsche Customers: Z Orders and European
Delivery
In the early days when Porsche was very small and virtually
all its customers were enthusiasts, the company cultivated a
far more intimate relationship with its buyers than did larger
automakers.
Although Porsche has grown, today the Porsche customer
still gets more personal attention than is customary in these
days of mass production.
For example, there is the unique Porsche Z Order Form that
makes it possible for a buyer to order custom paint and
interiors. Porsche also offers European Delivery so that
customers may pick up their new car at the Porsche factory.
The customer is briefed on his/her new Porsche and is
shown the Porsche vehicle production areas in Zuffenhausen.
In the engine area of the production plant, a customer can
see where engine specialists weigh the pistons and
connecting rods, and assemble them into matched sets that
are ideally balanced for the individual engines.
When the engines are finished, each goes on to one of the
25 dynamometers for about 30 minutes for break–in and
check–out; it has to be completely up to Porsche’s perfor-
mance standards before installation in a car. This never fails
to impress customers, who peer through windows at
Porsche engines making sound just as if they were out on a
winding country road.
Porsche Service: A Porsche Pioneer Recalls How it
Was in The Beginning
Hans Klauser, who joined Porsche in 1936 as a young
engineer and in the mid–Fifties became the company’s
general Service Manager, recalls those days and how he
worked to keep American Porsche customers happy.
“When they came to Stuttgart, or when we met them at
Porsche Parades or, whatever, and they had problems, we
always tried in our own Swabian–German way to take care
of them. Porsche service has to be different from that for a
cheaper car.”
“Whatever you do in service, you have to tell the truth. That
includes the salesman. Say the customer asks him a
technical question or complains about a problem and he
doesn’t know that answer. Now it’s dead wrong for the
salesman to start bluffing; better to say “one moment,
please,” and call in a service technician. If he bluffs, the
customer’s going to know it and he’s going to buy his next
car somewhere else. Things break on cars, and you can’t
deny that to a customer and keep his respect. You’ve just
got to treat your customers right.”
The majority of dissatisfied customers do not complain to
the business, they just do not return. They will go to another
dealer or an independent shop. The majority of customers
who are asked about how they feel about the service they
receive, whether dissatisfied or satisfied, will return. Why?
Because someone cared enough to ask them. The Porsche
Customer Commitment Project is designed to uncover the
customer’s concerns and to work with the dealer to solve
these concerns quickly.

Klauser’s service philosophy is still alive at Porsche. The

business is bigger today, but in today’s terms it is still
relatively small, personal and responsive. That is the way
Porsche service should be in every export market, especially
the United States– Porsche’s most important single export
market.

If Porsche’s philosophy of building automobiles can be

reduced to a few words, they would be performance, pride,
pleasure, safety and quality. It is an ongoing Porsche
tradition to build as much as possible of each of these
essentials into every car that leaves the Porsche factory and
do as much as possible to keep customers satisfied with
their Porsches.

Porsche Cars North America, Inc., and Customer

Commitment

In July 1994, PCNA launched the Porsche Customer

Commitment Project, a comprehensive program designed
exclusively for Porsche dealers to achieve world–class
customer satisfaction and increase customer retention.

As part of this extensive customer satisfaction program,

initial purchasers of 1994 or later Porsche cars, and
recently purchased vehicles covered under the Porsche
Pre–Owned Warranty, as well as warranty service
customers, are contacted using a combination of written and
telephone communications to inquire if they were completely
satisfied with their experiences. By contacting these select
customers, Porsche Cars N.A. will benefit in two ways:

• stronger customer relationships, and

• improvements that result from consistent customer
feedback.

Notes

Heritage Self-Study 52
The People Who Drive
Porsche Forward
Chapter 7

53

Edited transcript from
"Less Is Much More", a
conversation with Herbert
Voelker which appeared in
a 1998 issue of
Christophorus
magazine...
Ferdinand Alexander Porsche
Designer of the Porsche 911
Timeless, but never thoughtless – this motto has marked all
the creations of Ferdinand Alexander Porsche, the eldest son
of Ferry Porsche. The successful designer created the 911
while still a young man. And now he himself is a legend.
The late fifties were an unbelievable time for design,
automobiles, and a lot of other things as well. The
Italians were in full swing, General Motors was putting
its ideas in motion in America, and daily life had been
discovered as an object for design. Hod did you know
which direction to follow?
Of course I was impressed by what the Italians were doing
with their cars. But I was much more down-to-earth and
much less interested in fashion. Maybe that had something
to do with the formative vacation experiences I had in
Gmünd. The engineers there studied the aerodynamics of
the 356 by taping strings onto the body and taking pictures
of the car from above as it drove under a bridge. The
photos showed the direction of the strings in the air
currents. If you’ve been exposed to something like that, you
acquire a sense for simplicity, practicality, and feasibility. I
have always been interested in the functional side of all
design trends.
It never seemed necessary to me to shape metal into unfath-
omable forms. When I was a little boy of four or five, they
Notes
54 Heritage Self-Study
set up a cushion for me behind the driver’s seat in the Berlin-
Rome rally. Maybe that was what gave me an affinity for
Volkswagen and the art of the possible.
In Gmünd, I watched how the aluminum parts of the cars
were beaten into shape on wooden forms. It took about a
month to shape a body and then there was still the filing
work to do. If a young mind encounters work like that which
is taken for granted, it probably won’t develop a sense for
the dramatic in design. A logical principle underlying that
type of orientation would be that "less is more."
Starting in the mid-fifties, there was talk of creating a
successor to the 356. Erwin Komenda, who had been
in charge of bodywork for your grandfather going
back to 1931, was entrenched in his position that
design was not an independent discipline. To provide
an alternative to this opinion, your father brought in
drafts by Graf Goertz who had become an authority
from his work on the BMW 507. That was in 1957, the
year that you came to the company. You had been
following the "356 successor" debates from the
sidelines at first, but then you started coming up with
your own ideas.
The Goertz designs were "too American" for everyone at
Porsche. I had moved around the company in the meantime,
from design to bodywork to the model department which
had been set up by Komenda. We put a lot of effort into
plasticine models, including some at a scale of one to one. It
was incredibly physical labor. I knew all the employees from
my childhood vacations in Gmünd, and had no difficulties
growing into where my place would eventually be.
Father had some ideas for the successor to the 356. As far
as the technology was concerned, he favored an underfloor
engine, but the only things which he was adamant about
were "dimensions similar to the 356 but at least another 20
centimeters of wheel base to gain more foot space, and a
fastback."
A model of a small four-seater with a wheel base of 240
centimeters (94 inches) was built in the studio. It looked
horrible with its hopelessly long rear end, like one of those
huge Tatras. That was the point when I began devoting
serious thought to the issue and speaking up. I was right in
the middle of the discussion anyway, even if I was primarily
drawing and making models for Fomula Two cars.
I wasn’t as committed to a fastback as my father was, but I
didn’t have anything against it, either. I just wanted to
express my conviction that the two stipulations of "longer
wheel base" and "fastback" could not be reconciled with
each other. So I started my own draft in 1959 which was
called the "T7" when the models started to accumulate.
The most important thing about the design was that the
front part was effective from the beginning; it already looked
like the later 911. But everyone was still talking about the
total length and the fastback. My proposal was to unsaddle
it, that is, to sink the rear window slightly under the edge of
the roof.
The original 911 is familiar to all Porsche fans. But a
short commentary from its designer would still freshen
our memories. Let’s start with the front view – it’s
reminiscent of the 356, isn’t it?
Of course. We all loved the 356, and we just made the front
a little tauter and the contours a bit harder and more defined
by extending the continuous lines forward to the bumpers.
Their vertical proportions became more apparent, and less
fuzzy. But the fuzziness had to do with the manufacture of
the 356. It is easy to beat a certain radius on wood, but the
tighter the radius, the greater the effort and the risk that the
metal would break at that point. The more generous surface
areas of the windows were also an expression of the times. I
would have liked to have made use of later developments in
the windows and their possibilities for curvature.
The signature was still recognizable on the silhouette. A
child, after all, grows out of its baby face and undergoes
changes but is still recognizable as itself. As for the side
view, Otl Aicher once said that "a Porsche at rest looks like
it’s moving." That, of course, is a gift from birth.
So much for the easy part of the genesis story. Much
more work was done on the rear, if only to deal with
the quesiton of the air supply.
Notes
Heritage Self-Study
We tried out the underfloor version with various discreet air
inlets to the sides of the turn signals between the bumper
protrusions, none of which worked. The engine needed a
better place, and that’s what it got – a typical decision for
Porsche. Then we thought that the air grates had become
such a 356 icon that the successor should be a little
different in this respect, until we realized that they were not
a typical 356 but a typical Porsche feature.
The style of the car was set in 1961. You became the
official head of the studio and began to set up a small
design department. The 911 went to the 1963 IAE,
and the rest is history. The biggest distractions for you
were the Formula One and Formula Two racing cars
and the unforgettable 904 with its limited edition of
one hundred. In 1971, the family decided to withdraw
from management. Your father quit as managing
director, you cousin Ferdinand Piëch left engineering,
you cousin Michael left the legal department, your
brother Peter left production, and you turned over the
design department to Anatole Lapine. Was this move
difficult for you?
I agreed that the company could not be filled with the whole
family. Thigs couldn’t go on that way. The chance to go off
on my own and make Porsche Design into a completely
independent company had something fascinating about it as
well. This decision came very quickly and I didn’t have much
occasion to mourn. That my whole heart was still in the
company and especially the 911 was another story.
During the long evolution of the 911, did you ever
think that you might have done things differently?
There have been a few thoughts in that direction. But we had
made our decision, hadn’t we?
55

Edited transcript from
"A New Type of Athlete",
a conversation with
Herbert Voelker which
appeared in a 1997
issue of Christophorus
magazine...
Harm Lagaay
Porsche Design Director
How do you go about redesigning the most popular
sports car in history? What steps are involved?
It is crucial to organize the design process in such a way
that both emotional and rational input get together perfectly.
There are many steps involved which ask for careful
decision-making. My job is to make sure that the design,
despite many cost and production considerations, stays
unmistakably Porsche.
In retrospect, 34 years of 911 evolution appear as if
in slow motion, with one model fluidly growing into
another. Now, [With the 996] two leaps have occurred:
The engine has discovered water, and the entire car
has been stretched. Is this evolution or revolution?
Stretching is a good word for what’s happened. A typical
process in developmental history – so yes, evolution. During
its first 34 years, the body of the 911 did not grow any
bigger. Nothing was enlarged and nothing was added on.
And this constancy is just as unique as the car itself. Even
now, the car has not simply become larger. Instead, it’s been
stretched to meet the new requirements we’re all familiar
with. Today, I have a positive view, even in a purely formal
sense, of the specifications that brought about these
changes. The new silhouette helps us attain a new tension
that represents what’s contemporary about the 911 without
becoming too trendy. Overall, this results in the chemistry
that we’d like to have.
Notes
56 Heritage Self-Study
Although this chemistry can only result from the inter-
action of these lines, is it nonetheless possible to
identify a main line – the artery through which power
flows in the design, so to speak?
That would be the roof line, no question about it. Behind the
windshield, it has once again gained in height, in stark
contrast to the previous 911. Here’s where the stretching
takes place, which then flows directly into the rear window.
You could have then let this line shoot elegantly over the
engine cover, but we wanted to emphasize the location of
the engine in some way. Hence this little step, a power
dome as the Americans call it, although they would only
picture it in front.
We all know that the switch [from water to air cooling]
could no longer be delayed, for a plethora of good
reasons. Did you have the feeling that you should
somehow express this event "water instead of air"
stylistically, too?
The various air openings are as necessary as ever. It’s not
as though we suddenly no longer needed colling air or intake
air. Of course, we asked ourselves at the beginning whether
we could or should now do without a conspicuous air grille.
But the air grille has taken on a life of its own since the days
of the 356; it’s no longer understood as a symbol for air-
cooling, but as a symbol for Porsche. So we decided to
keep it. On top of that, it became clear during the develop-
ment process that it was functionally indispensable; it’s
essential for the rear engine’s air exchange. And, concerning
the accentuated front air inlet, which is larger and more
open than in the Boxster, this is necessary in order to
provide enough air for the two water coolers and the oil
cooler. It also expresses the high-performance athlete’s
hunger for fresh air. The more powerful the engine, the more
impressive the mouth gasping for air...
There must be a decisive point where the characters
of the 911 and the Boxster merge and, at the same
time, diverge...
Thanks for suggesting the phrase "merge and diverge."
That’s what takes place on the windshield. It’s longer than on
the Boxster, picks up the upward swing, and thus creates all
the preconditions for a completely new character that is
expressed in the silhouette and the overall view, not to
mention the rear.

From the front, you have to rely on the differences in

the chin and eyes...

In practice, there’s no perspective from which you see a car

only from the front, like in an outline. Thus it’s impossible to
confuse the characters of these two cars. In addition, as
mintioned, you’ve got the strong chin with the large air
opening and the more lively eyes, which we’ve formed from
the graphics of the headlights.

You’ve taken back some of the [911’s] swelling and

power, and the muscle-adorned rear end has become
less prominent. Is this a matter of political correctness
of philosophy ("you don’t stick out the rear end"), or
of cool design?

The 911 has never stuck out a body part, it just represented
a powerful physique: biceps, shoulders, thighs. Stretching
the car opened up a chance to influence our athlete’s type.
He now springs out of the starting block, shows off the
suppleness of his physique. If you want to experience the
shape of a car as sensual or sexy, you’ll find enough in the
lines of the new Carrera to inspire you, even though the
overall appearance is more subtle. The shoulders still
generate lots of power, which then uncoils with feline grace.
There’s no philosophy behind it, only the contemporary
representation of the eternal 911 theme. It’s like in top-class
sports: Springy power from within can beat mere muscle-
power any day.

Notes

Heritage Self-Study 57

An Interview with
Bill Sharfman of
Automobile Magazine,
November 1997
Dr. Wendelin Wiedeking
Wendelin Wiedeking may be in charge of a small automaker,
but he's pioneered radical change in the German industry.
Wiedeking, 45, was born in Westphalia and studied mechan-
ical engineering at Aachen Technical University. He was
awarded a doctorate in 1983. From 1983 to 1988, he was
assistant to the director of the board responsible for produc-
tion and materials management at Dr. Ing. h.c.F. Porsche
AG. In 1988 he moved to GLYCO Metallwerke KG,
Wiesbaden, and was chairman of GLYCO just before his
return to Porsche.
In October 1991, Dr. Wendelin Wiedeking returned to a
seriously ailing – or failing – Porsche AG, Stuttgart, as board
director. A year later he became spokesman for the board of
directors, and a year after that, chairman. What went on
after his return – a revolution in the business of business at
Porsche – is an illustrative case in the book Lean Thinking,
by James Womack and Daniel Jones.
What do you think defines Porsche at fifty years, and
beyond?
Porsche has built a strong brand in fifty years of production,
and that brand has the highest value on our balance sheet
today. Decisions made because of perceptions, knowledge,
and tradition will help us to sustain Porsche. But the brand
will be the strongest and most important aspect in the
future.
Notes
58 Heritage Self-Study
What are you doing to manage the Porsche brand?
A strong brand is good, but you have to make news or the
glamour fades. The brand must have emotion, good design,
and excellent performance. Porsche has that image. But
Porsche without racing wouldn't be Porsche, so today we
have to race, and with something very close to the regular
cars. That's why we're racing GT cars.
You haven't done so well the past couple years,
though.
First, no other brand has as many victories as we do.
Recently, Porsche was a winner. So as long as we are
competitive, that's fine. For a strong awareness of racing,
there must be competition among different marques. Next
year (1998) Mercedes-Benz will be at LeMans, as will BMW.
That will help because competing against strong interna-
tional and German names is good. Porsche doesn't always
have to be the winner. We are much smaller and don't have
the money of the big players, so everyone knows we have to
do everything ourselves. That helps give our brand emotion.
What does it mean to be a European car manufac-
turer today? More specifically, a German one. More
specifically, a sports car manufacturer.
Six years back, when the book The Machine That Changed
the World [by Womack, Jones and Daniel Roos] came out,
everybody thought the German car industry had no future.
The book suggested that everybody would buy Japanese
cars, because they're so competitive in cost savings. The
Americans also learned a lot. Now German industry is very
competitive again. We've done a lot of good and bad things -
meaning we restructured our company within a short period
of time, and it forced us to lay people off. But that was to
secure other jobs, to survive at all. Five years back, the
difference between our Far East competitors and us was in
three areas: production, production and production. We tried
to learn very quickly where the differences were and why.
Today we have an absolute balance between value and the
money the customer pays. The German car industry is really
strong now because production performance is excellent
and product substance is quite good for every maker. Six
years ago nobody would have thought we'd offer a Boxster
for such a low price, because we're only producing 15,000
units. If we want an exclusive strategy, we shouldn't sell
more than 17,000 Boxsters a year: It doesn't make sense
for customers to see the car every time they come out of a
restaurant.
Our sports car market share is very high today. Our
conquest rate grew dramatically the past three years with
the 911, at 60 percent. It's about 90 percent for the
Boxster in most markets, and we have been able to find
customers who hadn't been with Porsche before. That helps
increase our sales figures. Four years ago, sales were only
about 11,000. This year we will see 30,000, and more next
year. And we can't buy a market; we have to make money
from every product.
Are you making any money on the cars you sell in
America?
Sure. A lot of money. On all the models. Even at a rate of
1.40 marks to the dollar. We're very happy with the
American market.
And worldwide?
We started an export offensive and are now in twenty-nine
more countries than four years ago. That gives us future
growth possibilities because our history was based on only a
few countries - Germany, America, Great Britain, Italy and
France. Today our strategy is truly worldwide, in sixty-nine
countries now. There's a lot of potential.
How does building Boxsters in Finland work out?
It works out well. We had our first prototype in May and
production started in September (1997). A lot of people are
out there because we will have a big influence in the whole
production process. Many suppliers have to deliver in Finland
as well as here.
How does the German labor market react to Porsches
built in Finland?
As a result of the establishment of the Finland program, we
generated about 1100 new jobs in Germany with our
suppliers. Here it's about 200. And there are many new jobs
in Finland too, so it's not bad for Europe.
Notes
Heritage Self-Study
How can Porsche keep its products up to date and still
remain independent in this competitive, expensive
world?
First, we have a very strong R&D department. We do R&D
for third parties. So we're training our people on a daily
basis, for our own products as well as for others. The 911
is now thirty-four years old, but it was always state of the
art, because of our technology.
And the second thing is we think you must be able to use a
sports car on a daily basis. Good technology and practicality
ensure our high sales figures. If you look at all the others,
like Ferrari, their sales are ten times lower than ours. When
you look at the size of our R&D center, it would not really be
justified by 30,000 cars. It's very large and very capable.
Other companies come to us with problems we wouldn't
even think of. And we are trendsetters. We transfer a lot of
good things to others.
What about the issue of capital? Jaguar has been
bought up, as have Ferrari and Aston Martin. It takes
a lot of money to develop cars today.
When we made the decision for the Boxster and the new
911, the company value was 600 million [DM]. We decided
to make an investment and borrowed 1.6 billion. We
financed this program ourselves. Porsche has always had
many hundreds of millions of German marks in cash, so we
can make sure that we can pay our borrowings back
directly. We are capitalized very well, and my vision is to
show what a small manufacturer can do in terms of all the
key measurements, like turnover and income, for successful
companies.
Everything is improving, sure. But it could hardly help
improve from the position not so long ago.
Yes, but Porsche always had customers, and we financed all
our new products by ourselves. Always, always, always. And
we're able to finance everything ourselves for the future.
Look at our share price. When we started our programs five
years ago, the company's shares were valued at 360; today
it's 2900. No other shares in the automotive business have
increased as much as Porsche's.
59
How would you define Porsche's business, in light of
your paid R&D business and the production you do for
others?
Porsche's core business today is to develop, produce, and
sell sports cars. But around that business we have a lot of
competence we can offer to customers. For instance, during
our restructuring program, we learned a lot, so two years
ago we started a very profitable consultancy to improve
manufacturing processes for customers. It's also a training
camp for my people. I'm generating money, experience and
skill. Then I bring it into Porsche to make further improve-
ments. We founded a new engineering business in Weissach,
but we also started a new engineering company twelve miles
from Weissach, with new work rules with our employees, to
be much more competitive today and tomorrow.
Can you talk about some of the things that you're
producing for other brands?
We founded a company with Mercedes-Benz to develop and
produce car tops for Mercedes and Saab. That's a new
company with about 500 people. It's very successful, gener-
ating a lot of money. My strategy is to find new opportunities
to grow. If there's an opportunity, I'll do it. Only if you are an
entrepreneur are you able to make money. Part of the
strategy of going into a joint venture is to generate added
values because of the knowledge.
You talked about the importance of brand, that the
values built into the product and associated with the
brand is where the game is won. So how important to
you is it to sign your work? The client-service business
is one where you don't.
Sometimes the customers ask us to sign the work, "Made
by Porsche." Most times we say that isn't possible, because
Porsche is Porsche, it's known for sports cars, and we have
to make sure that the brand stays strong. Compare us with
all the other brands that produce trucks, small cars, limou-
sines, sports cars, vans, minicars, everything. Talk to
anybody about Porsche, and they will talk about sports cars.
They know what Porsche is, precisely. That's really a strong
position.
Notes
60 Heritage Self-Study
Sure. So then why do we keep hearing about a sport-
utility vehicle? Apart from being late, what does it
have to do with the Porsche brand?
We did customer surveys worldwide about which other
product categories would be acceptable with a Porsche
badge. We found that a sport-utility vehicle is very close to
the sports car category. It's not a real sports car, it's in
between. Some experts think this niche will grow to four
million units yearly. In the sports car business we have a
strong position, but the growth potential is still not as big as
in the sport-utility sector. Worldwide, we sell about 30,000
units a year in a segment that is about 500,000 units total.
If the sport-utility segment is about four million, we know we
can get a piece of it because we are Porsche. Customers
not only want the hardware, they also want an image. If you
have a sport-utility named Porsche, that gives you a big
advantage.
You're not worried about diluting the pure sports car
identity?
We haven't answered that yet. If we go into the segment, it
couldn't be a me-too product like you see today in the
segment. We have to redefine the sport-utility category. The
company is in a situation where we can make the investment
easily. Free cash is there, so it is simple to do. The question
is, does it make sense to do it, or is it better to do
something else in the sports car business?
Can there or will there be forms of life below the
Boxster?
The Boxster price point is excellent, because we have to
make sure we keep the Porsche brand exclusivity, which has
something to do with money paid for the product, and the
supply of course.
The dictates of lean manufacturing say that service-
ability, interchangeability, and production efficiencies
are crucial. How big an issue was that as part of your
planning a new Boxster and 911?
All these things. Sure. But we did it only in areas where it
really is acceptable to customers. Fundamentally, customers
have to pay for every strategy. So if we are successful at
that, customers will benefit by improvement in product
substance and value. That's part of our strategy, which we
have followed very aggressively worldwide, including in
America. We reduced the price of the 911, and today, value
and price are in balance.
What about your experiences getting from the old
production system to the new? What were your
feelings, your observations, when you went to Japan
and took your people there?
When I joined the company, I knew what to do and where the
gaps were. It was a question of my top management under-
standing, too. A German proverb says you have to sweep
the steps top down. It doesn't make sense if the work force
knows what to do and management doesn't understand. We
went to Japan to benchmark the Japanese system, and not
just do a walk-through. For three months we defined
precisely what we wanted to learn, and we built teams. Then
we went to Japan, went to the plants, watched precisely
what was happening. At night we weren't sitting at the bar -
we were in conference rooms. We always had two teams for
each task, to make sure that we weren't missing anything.
Was there a sense of amazement? Was there a sense
of dismay?
A lot of old members of the management board felt that for
a long time they had been doing it wrong. And they came to
that right away. But we prepared thoroughly. It was not a
sightseeing tour. It was a tricky job done by me. Then we
started to accelerate our own process by bringing consul-
tants in from Japan.
What was it like having people from Japan telling
people what to do here in Germany?
A cultural revolution. It was unbelievable. The people here
complained that it wasn't possible, that we couldn't do this.
They accepted everything, but wanted to do it themselves. I
wouldn't give them time. Our process of change was defined
as less than two to three years - that's it. You need catalysts
to bring ideas, to accelerate change. We still have a lot of
potential in optimization of processes, production, in R&D, in
sales. We now have the Porsche Improvement Process,
which we use everywhere, in every department, even in our
sister companies outside Germany.
Notes
Heritage Self-Study
What has allowed you to go beyond the book theory to
make it happen?
It's not a question of allowing, it's a question of what people
want. If I walk through any department, I have to know what I
want to find there. And that's what I forced my management
to understand, really understand.
The book Lean Thinking makes quite a case of
Porsche. What's your assessment of that account of
what went on here? Did they get it right?
They went through every area, they asked a lot of questions,
and they are more or less accurate. From my perspective,
and looking at a lot of suppliers, we, the German industry,
have many possible ways to improve. The last sentence in
the book says Germany can compete in the world, even
producing in Germany. That's important, because Germany
is competitive. Comparing only salary figures is not enough.
To give total costs, we have to compare the whole system
down to the infrastructure.
They also make the observation that if the Germans
learn how to talk to each other it'll produce the best of
the German auto business and of Japanese lean
production. What are your thoughts on that?
Correct. There is still much room for improvement. We are
stronger today, but I'm happy because there's still a lot to
do, to optimize. So the German situation isn't bad.
Having done what you've done at Porsche, you could
probably go anywhere. What's next for you? What are
your ambitions?
The company's reputation is unbelievable. Chairmen from
other companies are responsible for ten or twenty times the
turnover, yet if we make an announcement we are on page
one of the newspaper. If they make an announcement, you
may have to look for it. I feel really good because the brand
is excellent. I'm very happy here, I know what to do. I know
what the potential is, and you can oversee this company
because it's quite a nice size. If a manager makes a
decision, you can easily see it. In a big company, managers
can make decisions and nothing happens. Here, if the
decision is made, it happens, it works, it gets better.
61
Statement by Dr. Wendelin Wiedeking
President and Chief Executive Officer of
Dr. Ing. h.c.F. Porsche AG
50 Years of Porsche Ceremony, Laguna Seca
August 15, 1998
Being aware and proud of your past is the best guarantee
for a great future. For only he who is willing and able to learn
from his history will succeed in making his future a success.
While the Porsche Company is actually 17 years older, cars
bearing the name Porsche have have "only" been around for
50 years - a relatively short period, but nevertheless a suffi-
cient time-span allowing us to look back with pride at many
years and decades full of success and outstanding achieve-
ments.
Porsche is a company, not just an artificial product
concocted somewhere in the laboratory. Porsche is innova-
tion, emotion, and fascination at its best. Porsche has
always been more than "just" an unmistakable sports car.
Porsche has become the very epitome of sports motoring.
The brand and the company are renowned for their
dynamism, individual style and special caliber. And without
our unique heritage, this would be quite unthinkable.
Porsche feels very happy in its role as the David among the
Goliaths in our world. But Porsche still wishes to grow.
Porsche must grow. Not as much as possible, but certainly
as much as necessary. We wish to play an active role also in
the future as the smallest independent car maker in the
global concert of giants.
Naturally, we know exactly where our limits lie. But believe
me, being the pike in the pond is really an attractive proposi-
tion.
The assumption that a small company can only survive today
with the support of one of the big players is not necessarily
false. But nobody has been able to prove so far that size
alone is the guarantee for the future. While other companies
are struggling to become flexible and efficient, Porsche
already has these qualities. They are the result of the lean
production, lean management, and lean thinking we have
consistently implemented in recent years and will continue to
Notes
62 Heritage Self-Study
implement in the future. And we must never forget that the
small company will grow with the challenges it faces. Maybe
Porsche is a good example of such growth.
Looking into the future, we at Porsche believe it is not only
our task to give the sports car an up-to-date, attractive and,
not least, an environmentally friendly face also in the 21st
century.
Rather, the future, the way we see it, also means putting a
new product on its wheels, a product intended to carry the
company into a new dimension: Our new, dynamic Sports
Utility Vehicle for both road and off-road use.
Over and above our traditional core business, this vehicle will
give us new growth potentials, in terms of revenue, sales
and profits. It will make the future of our company and the
jobs we offer even more secure than before.
To make sure that the burden we are bearing in entering a
market segment new to Porsche is not too great in
economic terms, and to make sure that we remain competi-
tive even in times of crisis, we plan to implement this project
together with our partner, Volkswagen.
Let me emphasize, however, that this joint multi-purpose
vehicle does not mark the beginning of Volkswagen slowly
but surely embracing our company. Believe me, we would
not let that happen, particularly as it is the clear wish of our
shareholders to keep Porsche independent in the future.
No matter how euphoric we may all be about our new multi-
purpose vehicle, we must always remember that the sports
car has always been and will always remain Porsche's core
segment. We will, therefore, make every effort to further
strengthen this area - the foundation of our Company and the
brand - by constantly introducing new products and estab-
lishing powerful innovations.
So believe me, we will continue to develop the 911 model
series as well as the Boxster in the future, in terms of both
design and technical features.
If we failed to capitalize on our opportunities and potential in
this area, if we squandered these options, we would simply
be giving up the future of the company. And that we will
never allow. Porsche is and will remain the manufacturer of
sports cars.
Despite the merger mania and mega takeovers we currently
see in the international car industry, our company follows a
different logic.
We must always remember that Porsche is more than "just"
the production of sports cars in Zuffenhausen. Porsche is
also Weissach where, at our Research and Development
Center - a genuine treasure trove with about 3,000
worldwide patents - our engineers are conducting future-
oriented development activities not only for our own range of
sports cars.
So let me emphasize once again that Porsche would never
haven written its story of success without the trust and
support we have always received from our customers,
particularly in hard times.
We know that we can only be successful together. That is
the way it has always been and that is the way it will remain
in the future. Please rest assured that we will make every
effort in order to further promote our product and our brand.
It is indeed only this approach, only this philosophy that will
guide us successfully through the future as an independent
company.
To the advantage and benefit of us all.

For decades Weissach has also been a trendsetting and

highly advanced service provider for external customers,
providing a broad range of know-how in areas such as
planning, development, and testing. Indeed, this makes
Porsche a highly appreciated partner in development for
virtually all car makers the world over.

Even though we hear about Porsche time and again as the

subject of a possible takeover, let me emphasize that we are
able to offer worldwide industry more by retaining our
independence. Weissach, therefore, is another trump card
that will take us successfully into the next millennium.

To keep up the fast pace in the world of tomorrow, you must

already know today how to proceed. This calls for creativity,
competence, and concentration. And Porsche has already
proven in difficult times that the company has all of these
strengths.

The prerequisite for this essential dynamic philosophy has

always been the broad consensus between the company
and our external partners - our suppliers, importers, dealers,
and, in particular, customers the world over.

It is only in this way that we were able to build up the mutual

confidence and good faith which now characterizes our
cooperation in the genuine sense of the word.

Notes

Heritage Self-Study 63

Excerpts from two
recent interviews of
Hurley Haywood
conducted by Caribiner
Communications
Hurley Haywood
Hurley Haywood has been driving racecars for 25 years, 22
of them in a Porsche of one kind or another. In the process,
he's dominated the sport of endurance racing, establishing a
record not likely to be surpassed anytime soon. When he's
not racing, he's the executive vice president of Brumos
Motor Cars, an exclusive Porsche dealership in Jacksonville,
Florida.
Tell us how you first got interested in racing Porsches.
I was in college in Florida and I had a Corvette, and it was a
really hot Corvette. I was unbeatable in it. One weekend, I
was at a local autocross in Jacksonville, and Peter Greg
arrived with his race car with his whole team to test
something that he was going to use the next weekend.
Everybody was moaning and groaning...I had no idea who
Peter Greg was. To make a long story short, I beat him in
the race, and he came up to me and said "Kid, you've got to
be pretty good to beat me," and that was how we started
our friendship.
How did you first get into Porsches? Was it one of the
Brumos Peter Greg cars?
Well, Peter knew that I was interested in racing, and he said
that he'd help me get started. I talked my father into helping
me support it...he gave me two years told me if I couldn't
continue on my own after two years at this level, I'd have to
stop. So, I made him a deal thinking, "Well, that will be two
years of great fun." Peter got me going. We bought a 911S,
Notes
64 Heritage Self-Study
which was my first race car, and we raced it. The first
professional race I was in was The Six hours at Watkins
Glen, and we were up against the Corvettes. We had some
pretty stiff competition, and we won...so that was sort of my
start with Porsche, and we've been rolling along ever since.
What is it like to be a professional racecar driver?
What does it require?
I've always had the privilege of driving Porsches. Porsche
makes a commitment to the racecars... to make a vehicle
for me to perform in that is absolutely as perfect as humanly
possible. It's a 24-hour-a-day, 7-day-a-week, 365-day-a-year
commitment on their part. For me to respond to that
commitment involves a lot of things. We have mental training
to be able to focus our attention on the job to be done. We
have physical training where we exercise and get our bodies
in the best shape. We have very strict diets that we adhere
to during the season. The number-one priority is racing, and
everything has to be put in the respective categories after
that.
If you were to pick a favorite of all the racing
Porsches, which would it be?
Well, I've been racing Porsches almost 30 years, and I've
been through every generation of Porsches up to the
present GT1 cars. Every single car is unique, and for me, it's
been an incredible honor to be able to drive so many
different types of Porsches. So when you ask what my
favorite car is, it's difficult to answer...I've had success in a
lot of different cars, and trying to pick a favorite is very
difficult. Probably the most fun Porsche I ever drove was the
car I'm sitting on now...a 936. That was the first car I had
won a major international race with, it was LeMans. I like
open cars, and it had all the things that make a race car
great.
What is it about a Porsche that really makes it a
Porsche?
I could probably sit here all day and discuss all of the attrib-
utes that make a Porsche a Porsche, but for me personally,
a Porsche feels good. It's like putting on a piece of clothing
that you really love. You put it on, and it just... it feels good.
Everything about a Porsche feels right to me. The sound of
the door opening up. The way that the steering wheel feels
in your hands. The pedals are put in a place where they
belong. You can heel and toe a Porsche, where you're
braking and you're accelerating sort of at the same time to
synchronize the downshifts on the rpm. But all of those
things on a conventional sports car always feel very
awkward to me. They're not in the right place. You're kind of
fighting to get the control. With a Porsche, everything is in
the right place. And when that's translated into a street car
like the 911, it makes the owner and the driver and the
passenger very comfortable. And when you're comfortable,
it makes a better driver out of you.
How different is your Porsche GT2 race car from the
911 Turbo in your dealership showroom?
The only thing that they changed really is the exhaust
system, which makes it loud. They put a little bit stiffer
spring in. They put in a little different, a little thicker sway
bar. And they've got the interior out so they can get the cars
down to the weight requirement. But the basic structure of
the car remains the same. The engine is the same. The
transmission is the same. The suspension is the same. All
those things are the same. If you look at a true 911 racecar
and you look in the window, the cars would look very, very
similar to a 911 that would be sitting on the street that you
might be looking at. So it's that kind of heritage, and it's that
kind of design that's so classic. It works so well that you
don't have to change it.
Tell us a little about the things that make it great.
What makes it fun?
Even though the dashboards have changed dramatically
since the early '70s, the dials all look the same - they all
have the same kind of numbers on them. Which gives the
driver a very secure feeling, because it's like being at home.
The shifter feels the same. All of the cars have the same
kind of handling characteristics, even though the handling of
the cars has changed dramatically from cars that don't have
ground effects, to cars that do have ground effects, to cars
that have big wings on the back of them. There's a common
quality. The 936 had a feeling that was unique to it because
it was open. It didn't have ground effects, so it didn't have a
lot of cornering forces in the corners, yet it had good
Notes
Heritage Self-Study
aerodynamics, so you were able to drive the car and slide a
little bit. The motor was very tractable, so this car seemed
to do everything perfectly.
It sounds like this car was more like a sports car than
some of these ground-effect cars, you can sort of
slide it around...
Sometimes what I like in a race car is identity. And, when
drivers had different styles, you were able to hang a car out.
The spectators on the outside could say, Oh there goes
Haywood, and there goes Danny Ungious, or whoever,
because each driver had their own style. The cars today are
much more complex - they have ground effects and are so
packed on the ground, they have incredible cornering forces.
The carbon fiber brakes are so good now that your chances
of overtaking somebody under braking are very small. The
cars corner so quickly that it really takes away the individual
style of the driver and transfers it to the capabilities of the
car. And while it makes for some great racing, it takes a
little bit of that identity away.
Are there any special tricks to driving this car? Any
special quirks?
No that's what makes this car so much fun - it didn't have
any tricks. It was pretty straightforward. It was kind of like
driving a street car that had tons of horsepower and a lot of
great grip in the corners. It was open, so there was lots of
air around you. You didn't get hot. It was just a pleasure to
drive.
You are still racing, involved with racing 911s, aren't
you?
Yes, I am still active in racing with all the modern stuff with
the 911s. Our company, Brumos, has a very big historic
operation, so we get to race all the old cars, and then I drive
in the modern 911s in the WSC classes.
What was your favorite or most memorable Porsche
racing experience?
Well, a lot of times you win with a Porsche because
Porsches don't break, and you usually win by huge margins.
You're back way off the pace at the end, and you're just
65
cruising around, taking care of the car, trying not to make
any mistakes. When you have a race where you really have
to try hard to win, those are the memorable races to me.
And one that sticks out very clearly in my mind was the '83
race that we had with Al Holbert, myself, and Vern
Schuenben driving a 962. It was a battle the whole race. We
were actually battling with our sister car, driven by Jacky
Icyx, and we had gotten out into the lead in the morning. We
had maybe a lap lead at that point, and the door blew off. It
affected airflow to the intercooler, and the whole engine
seized up with about 20 minutes left in the race. When the
motor seized, Al Holbert was in the car. He was able to get
the thing back into 2nd gear and dumped the clutch,
breaking the engine free again. The car was puttering along
at about 15 mph, and he was about 3 miles away from the
start/finish line at that point. Vern Schuenben and myself
were watching all this on television. We had already gone up
to the victory podium, and I mean it was agonizing! Our
sister car was catching us, but Lady Luck was sitting on our
shoulder, and he managed to get across the finish line.
Literally 20 feet past the finish line, the car completely
stopped. That was a really memorable race for me. One,
because of that, and two, because Al Holbert was such a
great teammate. He's no longer with us because he was
killed in a airplane accident. But he was one of the guys I
really enjoyed driving with.
What were you guys saying to each other in the
booth?
I don't think we can say it on television, but we were just
looking at each other going, "I can't believe it!" We had
overcome all of our problems...we had little things go wrong,
we'd come in and get it fixed, fall back, then catch up...it
was just a see-saw the whole race. And now we finally
thought we had pulled it off when something like that
happens. Usually if something is going to go wrong, it's
going to happen at the last part of the race. This certainly
was the case in this thing. If there was one guy who should
have been in the seat at that time, it was Al, because he was
an engineer and knew about these things. He made the right
move, and he managed to get it back into the pit. What
could have turned out to be a true horror story turned out to
be a victorious story...
Notes
66 Heritage Self-Study
I see how he could have just panicked and gotten
angry....
At that point in the race, you are so tired that you just look
at each other and go (shrugs). It's out of our hands, you
can't do anything. You just sit there and pray that it gets
around. Our prayers were answered.
When you get reacquainted with these cars during the
Historic races, do you ever have any kind of surprises
like, "I don't remember that..."?
No, there isn't anything that surprise me. Sometimes, you
look at a car that was state-of-the-art back 20-30 years ago,
and you think, "This was great!" And then you put it into
relationship with what we have now, and there's a huge
difference. At the Historics races this weekend, I'm driving
my 917 Tantum which was a Can Am car. When you look at
it, it is very fast - it's got 1100 HP. You look at the front, in
the way the car is constructed, and it's got aluminum tubes
the size of your finger. And, when you think of what it would
be like if you were ever in an accident...we were young,
brave and stupid back then! So, those are the only things
that you look at and wonder.
One of the German test drivers described the 917 as
a 1100 HP backpack...
That's a very accurate description. It's kind of like a skate-
board with 1100 HP behind it. Pretty scary to drive it, I'll tell
you!
Tell us about that. What was scary about it?
We all thought the 917 was the ultimate car. And it was the
ultimate car. When Mark showed up with a 917/40, it had a
lot longer wheel base to it. And that made it a lot easier to
drive. When you've got a short wheel base car with that kind
of horsepower, it's very tricky, and I was pretty young at that
point - and very inexperienced with that much HP. The
learning curve for me was tremendous because I had come
out of a 911, which had 350 to 375 HP, and suddenly was
confronted with a car that had terrific downforce and tons of
power. I just said to myself, "I'm not going be crazy and kill
myself." I'd just go through it step by step, and toward the
end of the season I was getting pretty comfortable with the
car. Guys like George Follmer and Mark Donohue were able
to drive these cars right on the limit...I wasn't quite ready to
push the limit at that point in my career. Because of that, I
was pretty high up in the championship...I think I was third in
the championship behind George and Mark. I think it was
because I didn't crash quite as much as the other guys. But,
it was a handful, believe me!
Was the Can Am series the "ultimate"?
The Can Am series was the ultimate. When you look back at
pictures here of Laguna, of this hill by the race track - there
wasn't a blade of grass you could see, because it was all
covered by bodies. People would just love to come and see
that kind of unlimited formula. When that formula was given
to Porsche, their engineers were given a blank piece of
paper and told, "Hey guys, you can do anything you want to
do - what can we come up with?" That's where the 917 came
from, and that's where the 917/30 came from. It was so
good and so unstoppable that it actually killed the series,
because no one could build a car that was as good as a
Porsche.
At the time that you got involved with racing Porsches,
what was it that set Porsche apart?
Well, when I first got started in my career, I wasn't really
thinking about Porsches vs. any other car company. Porsche
just happened to be the car of choice, because Peter Greg
was involved in Porsche...that was the logical way to go. l
liked the people I met at Porsche, they liked me, and it's
been a marriage that has lasted for 30 years. There are not
that many drivers around who have associated themselves
with one manufacturer for such a long time. For me, it works
very well because the people who were around when I
started racing 30 years ago, for the most part, are still
there. It's like a big, huge family. And everybody is comfort-
able with each other. There are new drivers that are coming
in, but Porsche always has the philosophy that new drivers
can learn from the more experienced guys, and that's kind
of what's happened–the new guys come in and they learn
from the old guys and the old guys are still fulfilling a useful
position there. In my case, I'm not only doing driving. I'm
associated with Brumos, which is an automobile dealership,
and I also work for Porsche Cars North America on the PR
side. Which is sort of a full circle that feels good and makes
me happy.
Notes
Heritage Self-Study
Looking at Porsche vs. other car makers, are you
impressed with Porsche's commitment to racing?
Porsche's racing for them is the thing that drives their street
cars. Everything that goes into their street car comes out of
their race car. It's a philosophy that's so important for the
sales of Porsche. People want to buy a Porsche because it's
immediately associated with being a winner. And I think
that's one of the real strong points of owning a Porsche. It's
a car which has a very unique personality. Porsche's commit-
ment to excellence and racing what they were going to sell
dates back to the first Porsche to roll off the assembly line
50 years ago...
Is there still something special about Porsches today?
Take the new 996. Everyone was really leery of a "replace-
ment" of the 911, including myself. But when I first drove the
car, I was just blown away! It's the culmination of everything
Porsche has learned in the past, put into a car that will take
us well into the next century. They have done everything the
way they were supposed to. They've learned all their lessons
and compiled them into a car that is very driver-friendly. You
can drive this car at least 20 percent faster than the old car.
You can drive it comfortably...you can drive it to work, and
you're not working the clutch. Your leg's not getting tired.
The shifter feels right. The air conditioner is blowing cold air.
The stereo sounds great. It's a very comfortable car to drive
on a day-to-day basis, but when you put it onto a race track,
it's going to absolutely blow everything into the weeds. So,
they've done it. It's that kind of excitement, that kind of
emotion that makes people excited about owning a Porsche.
If they had come out with some kind of vanilla-wrapper car,
they weren't going to get the job done. And that's what
everyone was afraid of that it would have lost it's identity.
The look of it is a very beautiful...sculptured...I'm happy.
What do you think of the Boxster?
The Boxster is also incredible. If you take a look back in
history, at a 550 let's say, the car that James Dean drove,
that look is immediately transferred into a car that's very
user-friendly. This is a car that can be enjoyed. You don't
have to be a Porsche enthusiast, you don't even have to be
a sports car enthusiast...if you're just a car enthusiast,
67
you're going to love the Boxster. It has just the right balance
that makes it very user-friendly. I run a school for our
customers. If they buy a Porsche they come to a school that
I administer. We have a lot of ladies that come to the school
that have bought Boxsters, and they come in very timid, not
knowing the limits of their cars. They leave driving the cars
right on the ragged edge. They do it with consistency and
do it with confidence because they have been shown what
their Porsche can do. Once you show somebody what their
Porsche is going to do, and they are able to do that, big
huge smiles show up on their face.

Notes

68 Heritage Self-Study
Porsche Chronology
A Summary
Chapter 8
1948
Using parts scraped together from military projects and
leftover Volkswagen Kubelwagen models, the first 356
prototype takes shape in Gmünd, Austria, under the watchful
eye of Ferry Porsche. The mid-engine two-seater emerges
with a hand-beaten aluminum skin and a four-cylinder boxer
engine. The horizontally opposed engine is chosen out of
expediency (leftover Volkswagen four cylinder engines and
parts) and experience (smoothest power delivery of any
engine design). The lithe and responsive car that results is
uniformly described as fun to drive.
1949
After completing the first 52 cars, production of the 356
and the consulting offices are moved to West Germany.
1950
Porsche begins 356 production in Zuffenhausen, a suburb of
Stuttgart, West Germany.
1951
Using an aluminum-bodied 356 with a 1.1-liter engine, one of
the first prototypes made in Gmünd, Porsche takes 20th
place overall and wins first place in its engine displacement
class at the 24 hours of Le Mans endurance race.
1952
Porsche again takes the 1.1-liter class at Le Mans, this time
finishing ahead of the first place car in the 1.5-liter class.
1953
The immortal 550/1500RS Spyder makes its debut and is
an instant hit. This fusion of race car and street machine
finishes first and second in the 1.5-liter class at Le Mans.
1954
Porsche cars take first place in both the 1.1 and 1.5-liter
classes at Le Mans.
1955
Porsche has a first, second and third place sweep at Le
Mans in the 1.5-liter class. In addition, one Porsche finishes
fourth overall and another wins the coveted Index of Perfor-
mance award that values fuel economy and durability over
finishing place and speed.
Notes
70 Heritage Self-Study
1956
Following the phenomenal success of the 356 series, work
begins on a replacement which will prove to be Porsche's
best selling model. The all-new car takes shape at the
Porsche factory in Zuffenhausen. Originally dubbed the 901,
Ferdinand Alexander Porsche's subtle, rounded design starts
with a clean sheet of paper and has the goal of producing
the world's first civilized sports car. Not only will the 901
have the power to scream along the autobahn and the
responsive handling to snake through tight curves, but it will
have useable trunk space and be comfortable enough for
everyday driving.
The 901 two-seat prototype is built around an under-square,
air cooled, six-cylinder boxer engine mounted in the rear of
the car, a basic Porsche-inspired layout which will continue
to be developed for several decades as automotive drive-
train engineering styles come and go.
Porsche wins its class at Le Mans with a 550A Coupe.
1958
A specially designed RSK race car with its controversial fins
wins the 1.5-liter class at Le Mans and finishes fourth
overall.
1962
Dan Gurney takes the checkered flag at the French Grand
Prix in Rouen with an eight-cylinder boxer that propels the
980-pound Formula One race car to victory.
1963
The 901 prototype makes its debut at the 1963 Frankfurt
Automobile Show to great interest and acclaim. The car,
whose lines can be traced to the 356, is a study in stream-
lining and aerodynamic efficiency. Its compound curves and
gently rounded steel body panels can slice through the air
with barely a ripple. At 2,300 pounds, the 901 is a sports
car with a very effective power-to-weight ratio. Packed with a
short stroke-to-bore ratio 2.0-liter engine developing 130
horsepower at 6,200 rpm, the 901 has a top speed of 130
mph. Clearly, this is a unique sports car with verve, style and
grace.
1963 (cont’d)
There is only one problem transcending design and
engineering: Peugeot has trademarked the automotive desig-
nation with a zero in the middle of a set of three numbers.
Following legal action, Porsche renames its car the 911, a
name synonymous with ultimate sports cars and Porsche for
the past 35 years.
1964
The first production 911 Coupe rolls off of the production
line at Zuffenhausen with a price tag of $5,500. It is a near
clone of the 901 prototype. The rear-mounted overhead
cam, six-cylinder boxer engine develops 130 horsepower. Its
torsion bar suspension and five-speed manual transmission
give the car no shortage of potential for exhilarating driving.
At fractions-of-an-inch longer than the prototype, the produc-
tion 911 weighs a little more, has an engine with a slightly
lower top speed, but is just as exciting to look at, regardless
of whether it is moving or parked. The essential traits that
will define this car for several generations are present in the
production 911: powerful, easy revving rear-mounted boxer
engine and long, low, swooping body work.
The sleek Porsche 904 mid-engine race car wins its class at
Sebring and takes the checkered flag at the Targa Florio.
1965
The 911 and 356 marques are built side by side. In its first
two years of production, 16,213 Porsche 911s are sold
worldwide. The 356 model is phased out.
1966
In April, a more affordable 912 model is introduced at
$4,000. This entry level Porsche uses the 911's chassis
and body panels, but has a detuned version of the four-
cylinder engine from the 356 1600SC model. Output is
limited to 90 horsepower with a top speed of 115 mph.
At the same time, the basic 911 model is renamed the 911L
and is slightly redesigned with a marginally wider track and a
total weight reduction to 2,266 pounds. The result is a more
lively and spirited feeling with a more stable ride. In addition
to the manual transmission, buyers can now choose to have
Porsche's Sportomatic automatic gearbox which was
designed for the American market.
Notes
Heritage Self-Study
1966
The 911 line branches out with the Targa model. Its
removable roof panel allows wind-in-the-hair driving while its
built-in roll bar protects driver and passenger. This model
shares the same basic body and running gear with the
hardtop 911 and costs just a few hundred dollars more.
1967
Performance takes a front seat with the debut of the 911S.
The 911S engine's compression ratio is raised, the cylinder
head is reworked, forged pistons are substituted for cast
ones, and a free-flowing manifold is added. These advances
allow Porsche engineers to squeeze 160 horsepower (at a
slightly higher peak output of 6,600 rpm) from the same 2.0
liter displacement. To prevent damage to this highly tuned
engine, a governor is installed that kicks in at 7,300 rpm.
The 911S could accelerate to 60 mph about a second
faster than the original 911 model and cruise at a top speed
of 137 mph.
At the high end of the sports car market, Porsche rolls out
the 911R. With a 2.2-liter engine that develops 210 horse-
power, the 911R model is stiffer and has been stripped of
many of the creature comforts found in other 911 models.
In addition, to save weight, fiberglass and plexiglass replace
many steel body panels and glass components. The R
stands for racing, and track-bound customers take the 911R
up on its potential.
1968
Hoping to attract a new breed of customers, Porsche
expands the 911 line at the low end. The entry-level 911T
debuts at $4,750 and the open-top Targa version costs
$350 more. The T stands for touring, and this model's 110
horsepower engine allows it to cruise the autobahn at nearly
140 mph.
An alliance with Volkswagen is readying a less expensive
912 successor model called the 914.
The 911 begins a series of three consecutive victorious
years in the prestigious and arduous rallye championship at
Monte Carlo.
71
1969 (cont’d)
The 2.2-liter boxer engine becomes standard across the
911 line, which has three main models: the 911T with 110
horsepower, the 911E with 140 horsepower and the top-of-
the-line 911S with 170 horsepower. With this extra power on
tap, Porsche engineers lengthened the car's wheelbase and
widened its track for improved ride and handling. While the
weight of the T and E models rose modestly due to the
extra sheet metal, the high-spirited S model actually lost
weight, a move boosting its top speed to just over 140
mph.
For many, these years before the dawn of mandated
pollution and safety equipment mark Porsche's golden era of
producing simple, yet elegant, machines offering sophistica-
tion and exhilaration for the enthusiast driver.
The long, low, powerful 917 with its 12-cylinder boxer
engine enters the Can Am race series.
1970
In partnership with Volkswagen, Porsche introduces the
squared-off 914 model. With a four-cylinder mid-mounted
engine, the 914 replaces the 912 at the entry level of
Porsche's range. Porsche designs, develops and tests this
entry level car while Volkswagen builds it; this division of
labor will be used by Porsche several times over the coming
years. The model is designed expressly for the American
market.
Porsche captures its second consecutive World Champi-
onship of Makes, while the 917K, 917L and 908/02 take
the top three slots at Le Mans.
1971
Galvanized steel is used extensively on the 911's body.
1972
Pollution controls start to be used on Porsche engines, and
displacement is raised to 2.4 liters on most cars to compen-
sate for a loss of output. The 911S now produces 190
horsepower and can hit a top speed of just under 150 mph.
To improve high speed stability, Porsche engineers add a
front spoiler below the bumper, resulting in what has been
called a scowling face front end.
Notes
72 Heritage Self-Study
1972
The renowned Carrera RS makes its debut with a 210 horse-
power engine. By boring out the 911S's powerplant to 2.7
liters, the Carrera RS takes its place alongside its legendary
namesake 356 Carrera models. These cars are stripped of
luxury accoutrements and homologated to compete in GT
class racing. Gone are the soft seats, arm rests and sound
damping. These creature comforts are replaced with wider
tires, flared fenders and the addition of a seven inch-wide
rear wing. With this more aggressive look, Carrera RS
models are painted all white at the factory with green, blue
or red script lettering below the doors.
Two modest engineering advances make driving a Porsche
easier. The oil reservoir of the car's dry sump engine is
moved forward for better weight distribution and the unique
dog leg shift pattern is abandoned for a more conventional
design.
Porsche's new research and development center in
Weissach, West Germany opens.
A 900 horsepower 917/10 model wins the Can Am champi-
onship.
1973
Some models are fitted with the 2.7-liter engine with Bosch
Jetronic-K electronic fuel injection, but due to the addition of
increased pollution control equipment, power is muted. The
base 911 produces 150 horsepower, while the 911S has
175 horsepower. An optional hydropneumatic suspension is
added, then quickly abandoned.
The Carrera RS now comes in two high output versions for
motorsport or street driving purposes: a 315 horsepower
version with a wider stance and a 330 horsepower RSR
variant made for the track.
Mark Donohue, driving a 917/10, wins six of the eight Can
Am races; other Porsche drivers take the remaining two
races. The Porsche RSR Carrera takes both the Daytona and
Sebring endurance races.
1974 (cont’d)
Oversized bumpers containing bellows-type impact
absorbers to reduce the stress of an accident are added to
the 911 design in response to increasingly stringent crash
protection regulations in the United States.
A limited-edition Carrera 3.0 RS with a 200 horsepower, 3.0-
liter engine goes on sale; top speed rises to 146 mph, while
the car's total weight remains below 2,500 pounds. An
extra-wide rear wing and flared wheel arches are integrated
into the body panels.
Porsche shows its 930 Turbo prototype at the Paris Auto
Show. This concept car will prove to be a sneak peek at the
future of Porsche.
1975
Using the body of the 3.0 RS model, the 930 Turbo goes on
sale in the United States as a 1976 model. The car has an
exhaust gas driven turbocharger that pumps air and fuel into
the 3.0-liter engine at an additional 0.8 atmosphere of
pressure. The result is a forced induction powerplant with a
peak output of 260 horsepower which propels the 930
Turbo to 60 mph in less than 5.6 seconds; the car has a top
speed of 155 mph.
Mark Donohue sets a closed-course speed record of 221.12
mph at the Talladega raceway in a 917/30. Peter Gregg
wins the IMSA GT series in a Carrera RSR.
1976
The 911 line now uses fully galvanized steel body panels to
prevent rust. The Porsche line consists of the 165 horse-
power 911 and the thrilling 240 horsepower 930 Turbo. At
the ultra-high end, one of two thoroughbreds are available,
both designed for the track: the 450 horsepower 934 and
the 630 horsepower 935, which dominate several racing
series, as these variants take four world championships
between 1976 and 1979.
Jackie Ickx and Jochen Mass drive an open cockpit Porsche
936 to victory at Le Mans. The car is a hybrid with a chassis
derived from the 917 line and an engine from the Carrera
RSR; Porsche also wins its third World Championship of
Makes.
Notes
Heritage Self-Study
1977
Total Porsche production breaks the 300,000 mark.
Motorsport models grab attention with a twin turbo, 630
horsepower 935 77A.
1978
The 911 Carrera line is replaced by the 911SC series. The
930 Turbo's engine is upsized to 3.3 liters of displacement
and produces 260 horsepower. The big power increase is
due to the incorporation of an air-to-air intercooler that
reduces the temperature and density of the incoming air-fuel
charge for greater power output. Meanwhile, the 911SC
model's output increases to 180 horsepower over the
911S's 165 horsepower.
The racing 936 produces an astounding 750 horsepower
resulting from its liquid cooled four-valve-per-cylinder head.
1980
The 911SC moves up a rung on the performance ladder
with a 188 horsepower engine. All Porsche models bound
for the United States get catalytic converters to reduce
emissions.
1981
The 911SC is fitted with a high compression engine which
requires the use of premium gasoline to prevent knocking.
With Ickx and Derek Bell at the wheel, a Porsche 936 wins
at Le Mans. The turbocharged 2.65-liter engine is based on
Porsche's Indy car powerplant.
1982
Porsche 956 race cars finish 1-2-3 at Le Mans and go on to
win the World Championship of Makes every year for the
next five years.
1983
The 911 line celebrates its 20th birthday with the introduc-
tion of the first full Porsche convertible since the 356C.
Called the 911SC Cabriolet, this sleek roadster is first
shown at the Geneva Auto Show. The Cabriolet has a
stiffened structure, but weighs no more than the hardtop
model on which it is based.
73
1983 (cont’d)
The flat nose 930 Turbo model is introduced with a
turbocharged 260 horsepower, 3.3-liter engine.
Porsche 956 race cars take nine of the top ten places at Le
Mans.
1984
The Carrera nameplate returns to the Porsche showroom
with a 3.2-liter, high compression engine. Capable of a peak
output of 204 horsepower, the new generation Carrera can
cruise at 155 mph.
Work begins on the next generation 911 design and proto-
types. The basic body shape is derived from the current
Group B show car and power comes from a 3.6-liter boxer
engine.
An all-wheel drive 911 wins the grueling Paris to Dakar
Rallye. Henri Pescarolo and Klaus Ludwig win at Le Mans in
a Porsche 956.
1985
Klaus Ludwig, Paolo Barilla and John Winter take the
checkered flag at Le Mans in a Porsche 956.
1986
A limited edition of 200 all-wheel drive 959 supercars goes
on sale. With a 450 horsepower engine, this car looks like
an ordinary 911 (with some aerodynamic improvements), but
is capable of speeds approaching 200 mph. All cars
available for sale are immediately purchased.
Factory-prepared 959s take first, second and sixth places in
the Paris to Dakar Rallye in which 500 competitors start, but
only 80 finish. Al Holbert, Hans Stuck and Derek Bell win at
Le Mans in a Porsche 962. The McLaren Formula One car
with its TAG-Porsche engine wins a third World Championship
for Porsche.
Notes
74 Heritage Self-Study
1987
An improved five-speed gearbox is introduced for the 911
Carrera.
AI Holbert, Hans Stuck and Derek Bell win again at Le Mans
in a Porsche 962. The methanol-fueled open-wheeled
Porsche Indy car debuts.
1988
Some 25 years after the first model was unveiled at the
Paris Auto Show, the second generation 911 is revealed to
the public. Despite its familiar curved skin, bulging headlight
housings and sloping rear deck, the car is completely new.
The 911 marque undergoes a rebirth with the start of the
new line including a naturally aspirated 3.6-liter six-cylinder
boxer which develops 247 horsepower. Internally called Type
964, the car's key advances include dual spark plug ignition,
a two-stage resonance intake system and a coil spring
suspension that replaces the torsion bar system.
Ironically, the established rear-engine, rear-drive format is put
on the back burner in favor of the innovative Carrera 4
getting to market first. This four-wheel drive version has an
electronically controlled power distribution system based on
the 959 supercar. Power is distributed to each wheel individ-
ually through feedback from the car's wheel sensors; as
soon as any wheel starts to slip, power is eased back to
that wheel. The Carrera 4's speed-controlled, moveable
spoiler rises at 60 mph to aid in high-speed stability.
1989
The lighter and more traditional rear-wheel drive Carrera 2
takes its place (as a 1990 model) alongside its all-wheel
drive brother and becomes the top seller of this invigorated
line.
The Speedster name is revived with a modified 911 Carrera
convertible.
1990
Porsche's Tiptronic sophisticated dual-function automatic
transmission is introduced. This engineering tour-de-force
enables the driver to select fully automatic gear changes or
specify when the transmission shifts up or down. It is the
best balance between control and comfort, catches on
immediately, and is more accepted than the Sportomatic.
1990 (cont’d)
ABS and airbags are made standard across the Porsche
line, installed in all 944s, 911s and 928s.
1991
The power output of the Turbo model rises to 315 horse-
power, thanks to the use of a fully controlled catalytic
converter.
Planning and intense design work begins simultaneously on
the Boxster and the fourth generation 911. Although each
model line will have its own engine design and distinct
appearance, from the start these cars will share a common
heritage and many key components.
A street-legal, race-hybrid 911 dominates the U.S. Supercar
Championship series.
1992
The sophisticated VarioCamTM engine timing system debuts
on the 968. This system, which comes later to the 911 and
Boxster lines, adjusts valve timing in response to engine
speed and load to maximize output while minimizing air
pollution.
Porsche wins the coveted Supercar Championship.
1993
The 3.6-liter Turbo engine's output is increased to 360
horsepower; a special edition Turbo S with its 381 horse-
power engine and 18-inch wheels is also available.
With its roots in the 550 Spyder, the Boxster concept is
shown at Detroit's North American International Automobile
Show and wins a 3Best in Show2 award.
Porsche wins again at Le Mans. Porsche also wins its
second consecutive Supercar Championship.
1994
The new 911 Carrera takes shape under the internal
codename, Type 993. A Coupe and Cabriolet are the first
models to be introduced. They each retain the traditional
rear-engine, rear-drive Porsche drivetrain, but horsepower
has been increased from 247 to 270. Featuring a 3.6-liter
engine, six-speed manual or four-speed Tiptronic automatic
Notes
Heritage Self-Study
1994
transmission, and coil spring suspension front and rear, the
new 911 Carrera is a study in exhilarating driving. The new
model is longer and wider at the rear than its predecessor;
brake size has been boosted by 45 percent for quicker
stops. A completely new rear suspension system, with multi-
link LSA design, leads to more stable handling than ever, yet
is lighter than the system it replaces.
The new 911 is introduced at the Frankfurt Motor Show; its
North American introduction is at the January, 1995 North
American International Automobile Show in Detroit.
Jeff Zwart wins the Pike's Peak Hill Climb in a 911 Turbo.
1995
An updated and refined Carrera 4 is introduced. The Targa
line is revived with a new, distinctive sliding glass roof. The
new 911 Turbo with all-wheel drive develops more than 400
horsepower with the aid of twin turbochargers.
Porsche's GT2 rear-wheel drive competition model uses a
430 horsepower powerplant.
1996
The 911 Carrera and Carrera 4 get VarioramTM intake
plumbing that adjusts the air path based on the engine's
speed and load.
The mid-engine, new-from-the-ground-up Boxster is intro-
duced at the Paris Auto Show. Paying homage to the 550
Spyder, the Boxster features a 201 horsepower engine, dual
trunks, a fast power convertible top and Porsche perfor-
mance at a value price.
1997
Internally called Type 996, the fourth generation, and most
radically changed, 911 Carrera debuts at the Frankfurt Auto
Show. The first all new 911 in nearly 35 years features a
longer, sleeker body as well as more cargo space. Ready
for the rigors of the 21st century, the new 911 is not only
lighter by more than 150 pounds compared to its prede-
cessor, but its coefficient of drag has been reduced from
0.34 to 0.30, so the car can more easily slice through the
air.
75
1997 (cont’d)
In addition, the 911's new 3.4-liter, high compression boxer
engine uses liquid cooling and outpowers its larger, heavier
predecessor. It incorporates a new bearing bridge first used
in the Boxster engine which holds the engine's seven
bearings on a forged crankshaft. The engine's 12 counter-
weights ensure smooth power delivery over the full range of
operation. With a manual six-speed gearbox, the Carrera
accelerates to 60 mph in less than 5.2 seconds and cruises
at up to 174 mph.
Developed alongside the Boxster, the 911 Carrera shares
nearly four parts in ten. Most notable are similar front end,
suspension, and brake components. The air conditioner,
headlamps and steering racks are identical between the two
models.
Boxster is launched in the U.S. and is an immediate sales
success.
A Porsche-powered WSC prototype driven by the Joest
racing team captures Porsche’s 15th overall victory at Le
Mans. The victory proves bittersweet, however, as the
Porsche factory’s two 911 GT1 entries dominated the field,
only to be retired in the 22nd hour of the race.
1998
Significant improvements are made to the 911 GT1 race car
with one primary goal in mind: Capturing yet another overall
victory over 24 grueling hours at Le Mans. Although the
competitive field is considered to be one of the best ever,
the factory team’s updates to the GT1’s suspension,
gearbox and aerodynamics prove to be more than enough
as they once again dominate the field to finish first and
second overall.
Porsche celebrates its 50th anniversary by putting the latest
911 Carrera Coupe and Cabriolet on sale in America
alongside the virtually sold-out Boxster. The new 911
Carrera comes to the U.S. as a 1999 model just in time for
the new millennium.
Porsche AG announces its intention to expand its 911 and
Boxster model lines by building a sport utility vehicle (SUV).
Scheduled to be launched in 2002, the new Porsche SUV
Notes
76 Heritage Self-Study
1998
will be based on the same platform as a new off-road vehicle
planned by Volkswagen AG, and powered by engines
developed and built by Porsche.
1999
The 911 Carrera 4 debuts in North America, augmenting the
996 model’s uncompromised performance with an unparal-
leled degree of all-wheel drive control. A lightened and
repositioned viscous clutch offers ideal weight distribution,
while a new Porsche Stability Management (PSM) system
manages brake, engine and drivetrain controls to deliver an
unshakable sense of command in corners. For the first time,
the Carrera 4 is offered with the Tiptronic S transmission.
2000
Introduction of upgraded model for Boxster- the Boxster S,
equipped with a 3.2L, 250 bhp engine and other enhance-
ments.
Introduction of a new concept car: - The Carrera GT,
equipped with a mid-engine mounted 5.5L V10, debuts at
the Paris Auto Show. Rated at 558 bhp and capable of 0-60
mph in under 4 seconds, the Carrera GT redefines the limits
of sports car engineering.
2001
Introduction of another upgraded model in the 911 line- the
911 Turbo (996), equipped with a 3.6L turbocharged engine
developing 450 bhp.
2002
Introduction of the 911 GT2, equipped with a 3.6L
turbocharged engine developing 462 bhp. The 911 GT2 also
has styling and weight reduction features plus a roll-cage
option which distinguish it as a true racing machine.
As the 911 legend continues to evolve, one thing remains
constant: Porsche's pursuit of engineering excellence and its
love of precision driving.
The Cayenne, Porsche’s entry into the SUV market,
approaches its first shipment in MY2003. Six years in
testing, equipped with a V8 engine, the Cayenne shows its
lineage in the great care taken in its engineering as well as
in the headlight and front-end styling. Four doors standard
with seating for five,Porsche has built the Cayenne to be the
best-performing SUV on the market.
Porsche also announces production during MY2003 of
the Carrera GT.
Evolution Porsche:
Model Timelines
Chapter 9

77
’48 ’49 ’50 ’51 ’52 ’53 ’54 ’55 ’56 ’57 ’58 ’59 ’60 ’61 ’62 ’63 ’64 ’65

356 Nr. 1 Roadster 6/48 26kW/35hp 356 A Carrera Coupé 1500GS 10/55–7/58 74kW/100hp 356 B Carrera Coupé 1600GT 9/59–12/61 84kW/115hp 356 C Carrera Coupé 2000GS 8/63–12/64 84kW/115hp
356 B Carrera Coupé 2000GS 9/61–7/63 84kW/115hp

356/2 Gmünd Coupé 6/48–2/51 29kW/40hp

356 356 A Carrera Cabrio 1500GS 10/55–7/58 74kW/100hp 356 B Carrera Cabrio 1600GT 9/59–12/61 77kW/105hp
356 A Carrera Cabrio 1600GS 8/58–8/59 77kW/105hp
356 A Carrera Convertible 1600GS 8/58–9/59 77kW/105hp
356 B Carrera Coupé 2000GS
5/62–7/63 84kW/115hp

356 C Carrera Cabrio 2000GS 8/63–12/64 96kW/130hp

356/2 Gmünd Cabrio 2/49–2/51 29kW/40hp 356 A Carrera Speedster 1500GS 10/55–7/58 1498ccm 74kW/100hp 356 B Carrera Roadster 1600GT 9/59–9/61 84kW/115hp
356 B Carrera Roadster 2000GS 9/61–7/62 96kW/130hp

356 Coupé 1100 3/50–7/54 29kW/40hp 356 A Carrera Hardtop 1500 GS 9/57–7/58 74kW/100hp
356 A Carrera Hardtop 1600 GS 9/57–8/59 77kW/105hp

356 Coupé 1300 1/51–9/55 32kW/44hp 356 A Coupé 1300 10/55–8/57 1286ccm 32kW/44hp
356 Coupé 1300 S 11/53–9/55 44kW/60hp 356 A Coupé 1300 S 10/55–9/57 44kW/60hp

356 Coupé 1500 10/51–9/55 40kW/55hp 356 A Coupé 1600 10/55–9/59 44kW/60hp 356 B Coupé 1600 9/59–7/63 44kW/60hp 356 C Coupé 1600 C 8/63–9/65 55kW/75hp
356 Coupé 1500 S 7/52–9/55 51kW/70hp 356 A Coupé 1600 S 10/55–8/61 1488ccm 55kW/75hp 356 B Coupé 1600 S 9/59–7/63 55kW/75hp
356 B Super 90 Coupé 9/59–7/63 66kW/90hp 356 C Coupé 1600 SC 8/63–9/65 70kW/95hp

356 Cabrio 1100 3/50–7/54 29kW/40hp

356 Cabrio 1300 1/51–9/55 32kW/44hp 356 A Cabrio 1300 10/55–8/57 32kW/44hp
356 Cabrio 1300 S 11/53–9/55 44kW/60hp 356 A Cabrio 1300 S 10/55–9/57 44kW/60hp
356 Cabrio 1500 10/51–9/55 40kW/55hp 356 A Cabrio 1600 10/55–8/59 44kW/60hp 356 B Cabrio 1600 9/59–7/63 44kW/60hp 356 C Cabrio 1600 C 8/63–9/65 55kW/75hp
356 Cabrio 1500 7/52–9/55 51kW/70hp 356 A Cabrio 1600 S 10/55–8/59 55kW/75hp 356 B Cabrio 1600 S 9/59–7/63 55kW/75hp
356 B Super 90 Cabrio 9/59–7/63 66kW/90hp 356 C Cabrio 1600 SC 8/63–9/65 70kW/95hp

356 Speedster 1500 9/54–9/55 40kW/55hp 356 A Speedster 1600 10/55–7/58 44kW/60hp 356 B Roadster 1600 9/59–9/61 44kW/60hp
356 Speedster 1500 S 9/54–9/55 51kW/70hp 356 A Speedster 1600 S 10/55–7/58 44kW/60hp 356 B Roadster 1600 S 9/59–8/61 55kW/75hp
356 B Super 90 Roadster 9/59–8/61 66kW/90hp

356 American Roadster 1500 S 1/52–1/53 51kW/70hp 356 A Convertible D 1600 8/58–8/59 44kW/60hp
356 A Convertible D 1600 S 8/58–8/59 55kW/75hp

’48 ’49 ’50 ’51 ’52 ’53 ’54 ’55 ’56 ’57 ’58 ’59 ’60 ’61 ’62 ’63 ’64 ’65

A special thanks for scans to Autobedrijf Van Zweeden / The Netherlands / www.v-zweeden.com. 1948–1965 / Evolution Porsche
’64 ’65 ’66 ’67 ’68
901 Coupé 9/64-11/64 96kW/130hp
911 Coupé 2.0 11/64-7/67 96kW/130hp
911 S Coupé 2.0 8/66-7/69 118-125kW/160-170hp
911 E Coupé 2.0 8/68-7/69 103kW/140hp
911 L Coupé 2.0 8/67-7/68 96kW/130hp
911 T Coupé 2.0 8/67-7/69 81kW/110hp
911 911 Targa 2.0 12/66-7/67 96kW/130hp
911 S Targa 2.0 12/66-7/69 118-125kW/160-170hp
911 E Targa 2.0 8/68-7/69 103kW/140hp
911 L Targa 2.0 8/67-7/68 96kW/130hp
911 T Targa 2.0 8/68-7/69 81kW/110hp
912 Coupé 1600 3/65-7/68 66kW/90hp
912 Targa 1600 7/66-7/68 66kW/90hp
914
’64 ’65 ’66 ’67 ’68
’69 ’70
911 S Coupé 2.2 8/69-7/71 132kW/175hp
911 E Coupé 2.2 8/69-7/71 114kW/155hp
911 T Coupé 2.2 8/69-7/71 92kW/125hp
911 S Targa 2.2 8/69-7/71 132kW/175hp
911 E Targa 2.2 8/69-7/71 114kW/155hp
911 TTarga 2.2 8/69-7/71 92kW/125hp
914-4 Coupé 1.7 8/69-7/73 59kW/75hp
914-6 Coupé 2.0 8/6-7/72 81kW/110hp
’69 ’70
’71 ’72 ’73 ’74 ’75 ’76 ’77 ’78 ’79 ’80 ’81
911 Coupé 2.7 8/73-7/77 110-121kW/150-160hp 911 SC Coupé 3.0 8/77-7/83 132-150kW/175-205hp
911 S Coupé 2.4 8/71-7/73 140kW/190hp 911 S Coupé 2.7 8/73-7/77 129-154kW/175-210hp
911 E Coupé 2.4 8/71-7/73 121kW/165hp
911 T Coupé 2.4 8/71-7/73 96kW/130hp
911 Carrera Coupé 2.7 8/73-7/75 154kW/210hp 911 Carrera Coupé 3.0 8/75-7/77 147kW/200hp
911 Targa 2.7 8/73-7/77 110-121kW/150-165hp 911 SC Targa 3.0 8/77-7/83 132-150kW/175-205hp
911 S Targa 2.4 8/71-7/73 140kW/190hp 911 S Targa 2.7 8/73-7/77 129kW/175hp
911 E Targa 2.4 8/71-7/73 121kW/165hp
911 T Targa 2.4 8/71-7/73 96kW/130hp
911 Carrera Targa 2.7 8/73-7/75 154kW/210hp 911 Carrera Targa 3.0 8/75-7/77 147kW/200hp
911 Turbo Coupé 3.0 8/75-7/77 191kW/260hp 911 Turbo Coupé 3.3 8/77-7/89 221kW/300hp
912 E Coupé 2.0 8/75-7/76 66kW/90hp
912 Carrera RS Coupé 2.7 7/72-7/73 154kW/210hp
912 Carrera RS Coupé 3.0 8/73-7/74 169kW/230hp
914-4 Coupé 2.0 8/72-7/76 74kW/100hp
924
914-4 Coupé 1.8 8/73-7/74 85kW/100hp
916 Coupé 2.4 1/72-12/72 140kW/190hp 924 Turbo Coupé 8/78-10/83 125-130kW/170-175hp
924 Coupé 2.0 8/75-7/85 92kW/130hp
928 928 S Coupé 8/79-7/86 221-228kW/300-310hp
928 Coupé 8/77-7/82 177kW/240hp
’71 ’72 ’73 ’74 ’75 ’76 ’77 ’78 ’79 ’80 ’81
1965–1981 / Evolution Porsche
’82 ’83 ’84 ’85 ’86 ’87 ’88 ’89 ’90 ’91 ’92 ’93 ’94 ’95 ’96 ’97 ’98 ’99

911 Carrera Coupé 3.2 8/83-7/89 170kW/230hp 911 Carrera 2 Coupé 8/89-7/93 184kW/250hp 911 Carrera Coupé 8/93-9/97 200-210kW/270-280hp 911 Carrera Coupé 10/97-on 221kW/300hp
911 Carrera 4 Coupé 8/88-7/94 184kW/250hp 911 Carrera 4 Coupé 8/94-12/97 200-210kW/270-280hp

911 911 Carrera Speedster 8/88-7/89 170kW/240hp 911 Speedster 10/93-7/94 184kW/250hp 911 Carrera S Coupé 8/95-12/97 210kW/280hp
911 Carrera 4S Coupé 8/95-12/97 210kW/280hp

911 Turbo Targa 8/86-7/89 221kW/300hp

911 Carrera Targa 3.2 8/83-7/89 170kW/230hp 911 Carrera 2 Targa 8/89-7/93 184kW/260hp
911 Carrera 4 Targa 8/89-7/93 184kW/260hp 911 Carrera Targa 8/95-4/98 210kW/275hp

911 SC Cabrio 3.0 9/82-7/83 150kW/205hp 911 Turbo Cabrio 8/86-7/89 221kW/300hp 911 Carrera 2 Turbo Look Cabrio 10/91-7/93 184kW/260hp 911 Carrera Cabrio 4/98-on 221kW/300hp
911 Carrera Cabrio 3.2 8/83-7/89 170kW/230hp 911 Carrera 2 Cabrio 8/89-7/94 184kW/260hp 911 Carrera Cabrio 8/95-12/97 210kW/275hp
911 Carrera 4 Cabrio 8/89-7/94 184kW/260hp 911 Carrera 4 Cabrio 8/95-12/97 210kW/275hp

911 Turbo Coupé 8/90-12/92 235kW/320hp 911 Turbo Coupé 1/93-12/94 265kW/360hp 911 Turbo Coupé 1/95-4/98 300kW/360hp
911 Carrera 2 Turbo Look 10/91-12/93 184kW/260hp

959 Coupé 8/86-7/88 331kW/450hp 911 GT1 6/95-12/95 221kW/300hp 911 GT1 6/97-5/98 400kW/550hp
911 Carrera RS 11/91-12/92 191kW/260hp 911 Carrera RS 1/95-12/95 221kW/300hp

924
968
924 Turbo GT Coupé 8/81-7/82 175kW/235hp
924 S Coupé 2.0 8/85-7/88 110-118kW/150-160hp

944 S2 Cabrio 2/89-7/91 155kW/210hp

968 Coupé 8/91-7/95 176kW/238hp
968 CS Coupé 10/92-7/95 176kW/238hp Boxster
944
944 Coupé 8/81-7/88 120kW/160hp
944 Turbo Coupé 8/85-7/88 162kW/220hp
944 Turbo S Coupé 8/87-7/88 184kW/250hp
944 Turbo Cabrio 1/90-1/91 184kW/250hp
944 Turbo Coupé 8/88-1/91 184kW/250hp

944 Coupé 2.0 8/88-7/89 121kW/160hp

968 Cabrio 8/91-7/95 176kW/238hp

944 S Coupé 8/86-7/88 144kW/195hp

928 S4 Coupé 8/86-11/91 235kW/320hp

944 S2 Coupé 8/88-7/91 155kW/210hp

928
928 GTS Coupé 8/91-7/95 257kW/350hp
Boxster 10/96-on 150kW/205hp

928 GT Coupé 8/77-7/82 177kW/240hp

’82 ’83 ’84 ’85 ’86 ’87 ’88 ’89 ’90 ’91 ’92 ’93 ’94 ’95 ’96 ’97 ’98 ’99

1982–1999 / Evolution Porsche

Glossary of Technical Terms
A–Pillar
The structural member supporting the roof on either side of
a car’s windshield.
ABS/5 (Anti–Lock Brake System/Version 5)
ABS prevents wheel lock–up under hard braking or low
traction conditions so control of the car can be maintained.
ABS/5 is a modified version of the ABS II system. The
system changes include a faster reaction time during
extreme braking and better brake pedal feel.
ABD (Automatic Brake Differential)
A traction control program which works in conjunction with
the new ABS/5 brake system. The ABD is active up to 45
mph. The system applies brake pressure to the rear wheel
with the least amount of traction.
Active Safety
The ability to avoid an accident through four distinct
qualities: excellent visibility, responsive acceleration,
balanced handling and exceptional braking. All Porsche
sports cars are systematically developed to have inherently
high levels of these qualities leading to excellent active
safety.
Aerodynamics
The science of studying how moving objects interact with
the atmosphere. Major aerodynamic goals for automobile
designers involve how little resistance the car encounters as
it moves through the air (as measured by the total wind
resistance, consisting of total frontal area and aerodynamic
drag coefficient, Cd); the reduction of turbulence; and how
much lift is created by air moving over, under and around
the vehicle.
Airbag
An automatically inflating bag in front of passengers in an
automobile to protect them in the case of an accident. The
airbag currently available on U.S. versions is inflated within
fractions of a second by a gas generator located in the
center of the steering wheel or in the dashboard. The
sensors which trigger the airbag respond reliably to frontal
impacts of a certain severity and angle, but not from violent
movements of the car on a bumpy road, minor collisions or
if the car is struck a heavy blow in the repair shop.
Notes
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Airflow Sensor
The device which measures the amount of air being drawn
into the intake manifold. This information is used by the fuel
injection computer to determine the amount of fuel to be
metered into the engine’s intake system. In most fuel
injection systems, this sensor measures the volume of air.
All–Wheel Drive
Four–wheel drive in the past has been used to improve
vehicles’ off–road capabilities and/or their mobility in winter.
Porsche, however, is a leader in exploiting and refining this
principle to obtain optimum power distribution and traction
under all conditions, at all times—hence the term “all–wheel
drive.”
Anti–Roll Bar
A torsion bar linking left and right wheel assemblies to
create resistance to relative motion between the two sides;
limits body roll. Also called stabilizer bar.
Aspiration
Literally, "breathing". When applied to an engine, refers to
the system by which air is brought into the intake manifold
and distributed to the engine’s cylinders. An engine without
supercharger or turbocharger is said to be "normally
aspirated."
Autobahn
Germany’s legendary inter-city highway system, notable as
one of the few road systems in an industrialized country
not to uniformly impose a fixed speed limit. The center and
right lanes of Autobahnen are restricted speed, as are all
lanes in urban areas. But the left lane in rural areas is
unrestricted. The contribution of the Autobahn to modern
vehicle technology is only partially because it permits
unfettered high speeds: more significant is the relatively
high rate of overall speed for vehicles in all lanes. In turn,
this is made possible by rigorous German driver training
and diligent enforcement of traffic laws.
B-Pillar
As viewed from the vehicle’s flank, the second of the
columns supporting the roof of an automobile, typically
extending upward from the trailing edge of the front door.
Balance Shaft
A vibration-reducing engine refinement. Porsche 944/968
series engines, in an innovative refinement of existing
technology, use two balance shafts, rotating in opposite
directions and at progressively higher frequencies, to cancel
out second order harmonic vibrations, resulting in smooth
operation at all rpm ranges, especially in the upper rpm
ranges.
Bar
The customary European unit of measure for standard
atmospheric pressure. 1 bar = 14.5 pounds per square inch
(psi). Also used to measure engine oil pressure.
BHP
Abbreviation for “brake horsepower,” or horsepower as
measured with the engine on a dynamometer, rather than
driving the car. There are two popular standards for the
measurement of horsepower—the American SAE net and
the European DIN. DIN may be converted to SAE by dividing
the DIN bhp by 1.014. Although certain European models
may have higher bhp, it may be the same as the U.S.
version—just measured differently.
Bore
The diameter of an engine cylinder.
Boxer
An engine configuration which places one or more pairs of
pistons in horizontal opposition to one another. The term
may have originated with the similarity of the piston
movement to that of a boxer’s gloves moving back and
forth, in a parallel plane of motion.
C-Pillar
The vertical roof support between a car’s rear side window
and the rear window.
Caliper
The stationary brake component that exerts force on both
sides of the rotor of a disc brake, causing the vehicle to
decelerate.
Notes
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Cam
A projecting segment of a shaft designed so that the
rotation of the shaft transmits an up and down motion to
another part, like an intake or exhaust valve.
Camber
The extent to which a car’s wheels tilt inward or outward.
With positive camber, the top of a tire tilts outward from the
body; with negative camber, the tire tilts inward.
Camshaft
Literally, the shaft on which an engine’s cams are carried.
The camshaft thus actuates the valves, either directly (as in
a Porsche) or via pushrods.
Carrera®
The term Carrera, used for the first time on the 356 model,
has always indicated a model of particularly high perfor-
mance and sporting character within a Porsche Series type.
The name is derived from the famous Mexican “Carrera
Panamericana” road race and has often been applied in the
past to sports racing models which were exceptionally
successful on all the world’s racing circuits.
CART (Championship Auto Racing Teams)
Abbreviation for the organization that oversees Indy Car
racing in the U.S.
Caster
An angle describing the difference between a line drawn
vertically through a wheel’s centerline and the axis around
which that wheel is steered.
Catalytic Converter
A canister fitted to a car’s exhaust system containing
materials designed to induce reactions resulting in a
cleaner exhaust. In brief, a catalytic converter acts as an
after-burning "furnace" that consumes exhaust gases due
to catalytic combustion.
Chassis
A general term encompassing all the mechanical parts of a
car attached to its structural monocoque.
83
Compression (Engine)
The fresh mixture drawn into the engine has to be
compressed before it is ignited; this is one of the operating
phases of the four–stroke (four–cycle) internal combustion
engine. The higher the compression to which the mixture is
subjected, the greater the power the engine will develop,
and the more efficiently the fuel will be used.
Compression Ratio
The ratio between a cylinder’s volume with the piston at the
bottom of its travel and at the top. The higher the compres-
sion ratio, the greater the power an engine will develop, the
better its throttle response, and the lower its fuel consump-
tion. Four–valve engines and twin spark plugs are two
technologies working in concert with high compression
ratios to help an engine breath better, in the former, and to
more thoroughly burn the air–gas mixture, in the latter.
Porsche knock sensor technology allows the use of higher
compression ratios without damage to the engine.
Coupe
A sporty two–seater with a relatively short fixed roof is
known as a coupe (from the French word for “cut off”).
Whereas coupe models always have two doors, it is possible
for two additional seats to be provided in the rear.
Crush Zone
A portion of an automobile’s body designed to collapse in a
specific way, absorbing much of the kinetic energy of a
collision.
Differential
A driveline component designed to divide torque evenly
between two outputs capable of turning at different speeds.
In all–wheel drive systems, a central differential is often
designed to divide torque unevenly according to a predeter-
mined ratio, such as 31/69% in the 911 Carrera 4.
DDD (Dynamic Driving Differential)
A mechanical limited slip differential that exhibits differing
lock factors under acceleration and deceleration.
DME (Digital Motor Electronics)
Porsche’s engine management system, the Bosch
“Motronic” system, that controls both fuel injection and
ignition functions.
Notes
84 Heritage Self-Study
Displacement
The total volume displaced by all pistons of an engine as
they move from their bottom to top positions. Expressed
metrically as cubic centimeters.
DOHC (Dual Overhead Cam)
A system of valve actuation utilizing separate camshafts for
the intake and exhaust valves of a bank of cylinders.
Dr. Ing. h.c. F. Porsche
Doctor of Engineering honoris causa (Honorary Doctor of
Engineering) Ferdinand Porsche.
Driveshaft
The means by which the rotation of the engine is transmitted
to the transaxle (differential) at the opposite end of the
vehicle.
Drivetrain
The engine, transmission, and all other components (such as
differential) that transmit power to a car’s wheels.
Dual Mass Flywheel
An engine’s power strokes and firing order produce crank-
shaft speed fluctuations, especially at lower rpm. These, in
turn, cause torsional oscillation of the entire drive train. This
is heard as rattling or knocking of loose parts, such as gear
wheels and shift elements that are not in the power flow.
Porsche’s solution for this phenomenon was development of
a flywheel having additional mass after the torsional damper,
which dampens power flow oscillations entering the trans-
mission.
Dual Overhead Cam
A system of valve actuation utilizing separate camshafts
for the intake and exhaust valves of a bank of cylinders.
Engine Management System
An automobile’s computerized "brain" that monitors key
engine parameters such as rpm, coolant temperature and
intake airflow via sensors, then controls fuel metering,
spark timing and other variables according to pre-
programmed "maps".
Exhaust Emission Limits
Exhaust gas is always produced when fuel is burned in an
internal combustion engine. If the combustion process is not
quite complete, the exhaust emissions can contain high
levels of the following principal substances: carbon
monoxide, oxides of nitrogen and hydrocarbons, as well as
particulates. Limits are imposed to control these
substances.
In 1968, California took the first action toward limiting
automobile exhaust emissions. Today, almost every industrial
country has introduced compulsory exhaust emission testing
to ensure that only the permitted amounts of the substances
are emitted by the car’s engine. The fuel–air mixture
supplied to the car’s engine has to satisfy two conflicting
needs: smooth, responsive driving with low fuel consumption
on the one hand, and compliance with the exhaust emission
limits on the other.
Exhaust Manifold
The system of passages designed to direct hot gases to
escape from the exhaust ports in the cylinder head to the
exhaust system.
Four–Valve Cylinder Head
A cylinder head with two intake and two exhaust valves per
cylinder for better engine “breathing,” particularly at higher
rpm with center mounted spark plugs for ideal combustion
characteristics.
Four–Wheel Drive
Literally, all four wheels on a vehicle are driven by the engine
through an expanded drivetrain.
Galvanizing
A process for bonding a layer of another galvanically active
metal to a sheet of iron or steel to prevent rust. The other
metal (most often zinc or cadmium) sacrifices itself
progressively over decades, corroding slowly so that the
ferrous metal will not.
Gearbox (Manual Shift)
Also called “manual transmission.” Porsche sports cars
today feature all–synchromesh 5–speed and 6–speed
manual shift gearboxes with helical–cut gears; these are
notable for quiet running and light shifting action. Even
reverse gear is provided with synchromesh for ease of
engagement.
Notes
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Horizontally Opposed Engine
More commonly known as “boxer engines” in Germany,
where they have always been popular, these engines have
the two banks of cylinders pointing away from each other,
180 degrees apart, and the opposed pairs of pistons move
in opposite directions.
Horsepower
Unit for measuring the power output of an engine. Abbrevi-
ated hp or bhp.
Hot Galvanizing (Body Shell)
A process for bonding a layer of zinc to a sheet of iron or
steel, to prevent rust. This process allowed Porsche to be
the first in the industry to offer a 10–year anti–corrosion
warranty.
IMSA (International Motor Sports Association)
The abbreviation for the organization which oversees many
racing events for production–based automobiles.
Independent Suspension
A suspension that allows each of a car’s wheels to respond
individually to changing road conditions, without affecting the
ability of any of the other wheels to do the same.
Inline
An engine configuration in which the pistons are placed next
to one another in a single line.
Intake Manifold
The system of passages designed to direct air or the air-
fuel mixture to the intake ports in the cylinder head.
Integrated Dry Sump
An oil reservoir contained within a Porsche engine, but
separated from the whipping motions of the crankshaft. In
the Boxster and 911, used in conjunction with three oil
pumps and two oil swirl pots to assure a steady supply of
clean, cool oil to vital engine parts.
85
Knock Sensor
A monitoring device that recognizes detonation in an
engine and sends a signal to the control computer, which
retards the timing. Use of a knock sensor permits higher
compression ratios and helps protect the engine from low-
grade fuel.
Lambda–Sensor Control
A closed–loop regulating system incorporating exhaust gas
measurement to ensure that the proportions of air/fuel
mixture are kept constant. Measures oxygen (O2) content in
the exhaust.
Limited–Slip Differential
A type of differential which limits the degree of variation in
wheel speed between the two driven wheels, thus reducing
wheel spin under conditions of poor traction. The limited–slip
differential begins to restrict the power supplied to a
spinning wheel by a predetermined amount, reducing the
speed of rotation of the spinning wheel to that of the wheel
which still has sufficient grip. The result: traction is not inter-
rupted appreciably, allowing the car to keep moving.
Litronic
Porsche’s trade name for gas discharge headlamps which
employ an electrical arc within a bulb filled with xenon gas.
Gas discharge headlamps cast a light that more closely
matches the color balance of daylight, thus improving color
recognition at night.
Manifold
A channel through which an engine’s gases flow. The
incoming air-fuel mixture (or, with port fuel injection, air
alone) is delivered by the intake manifold; the exhaust
manifold removes the by products of combustion.
Monobloc
The industrial term for a complex assembly forged or cast
as one piece. Specific to Porsche, monobloc brake
calipers are complete alloy castings comprising both
halves of the caliper assembly in one piece, rather than the
more common method of caliper manufacture, which
involves two "clamshell" caliper halves bolted together.
Notes
86 Heritage Self-Study
Nürburgring
Perhaps the most demanding race course ever built, this
course has long been a favorite Porsche proving ground.
The course includes more than 17 miles of tortuous,
twisting roads, over 100 curves, uphill and down and even
sudden high speed “jumps” where cars become airborne
over blind rises.
On–Board Computer
While many automobiles today have one or more computers
aboard, this term usually refers to a “driving computer” that
delivers information to the driver such as outside tempera-
ture, average fuel economy, odometer, miles remaining at
current average fuel economy, etc.
Overhead Cam (OHC)
A system by which the intake and exhaust valves are
actuated directly by the cam, rather than via pushrods.
PDI (Pre–Delivery Inspection Center)
The Porsche Cars N.A. facilities in Charleston, South
Carolina where new Porsches are “logged in” to the U.S.
prior to being trucked to the dealer network. Each new
Porsche receives a 94–point final quality check, a
dynamometer test and brake run–in prior to being detailed
and loaded onto special covered transporters for the last leg
of their journey from the factory to their new owners.
PDK Transmission
Revolutionary new twin–electric clutch transmission under
development at Porsche. The Porsche PDK gearbox allows
the driver to concentrate more totally on steering and
throttle actions, moving the gear selector from gear to gear
without depressing a clutch.
PSD (Porsche’s Variable Limited Slip Differential)
This sophisticated torque distribution technology provides
improved traction and handling stability when moving off
from a standing start, driving fast and braking on curving
roads, and driving on roads with poor traction. The system’s
control unit modulates hydraulic pressure in response to
wheel slip, as recognized by the anti–lock brake system’s
wheel sensors, and cornering force as “read” by a special
sensor. Locking action is automatically varied from 0 to
100%, depending on dynamic operating requirements.
PSM (Porsche Stability Management)
A highly sophisticated dynamic control technology
designed to stabilize the car in an extreme situation by
intervening in the engine management and brake systems.
Wheel, brake, engine and steering data are compared to a
skid sensor’s reading of the vehicle’s slip angle and rate.
To ensure the car maintains an ideal cornering line, brake
pressure is applied to individual wheels, engine output is
regulated and, with the Tiptronic S transmission, even shift
parameters are adjusted.
Passive Safety
Passive safety refers to measures designed to minimize
injuries in the event an accident is unavoidable, such as
Porsche’s controlled crush zones and rigid passenger
structure.
Pitch
Fore–and–aft vertical motion of an automobile body under
conditions of acceleration and road irregularities.
Prototype
A pre–production, advance version of a device to allow
testing and troubleshooting. Usually largely handmade since
the prototype precedes the assembly line production models
of the device being tested. Also may be used to refer to
sports cars raced in IMSA GTP Series.
Rack–and–Pinion
A steering mechanism in which a pinion attached to the
steering shaft acts directly upon a toothed rack. Notable for
its high degree of sensitivity and steering feel as well as lack
of free play.
Rear Engine Layout
A major advantage of the rear–engine layout is that engine,
clutch, gearbox and final drive are combined into a single
compact unit. The layout offers the best available traction
and acceleration under all circumstances, forward weight
shift under braking, combined with light steering action
resulting from the reduced front axle loads.
Rigid Body
A special quality of all Porsches and one assured by
Porsche’s 10–year anti–corrosion warranty. The rigid body
Notes
Heritage Self-Study
provides an ideal platform for Porsche’s suspension
systems, which helps explain Porsche’s standard setting
precision handling.
Rolling Resistance (of tires)
Resistance to the forward motion of the car as it passes
over the road, caused by the tire carcass becoming
deformed as each section of it has to bear the car’s weight.
The level of rolling resistance depends not only on the load
which the tire has to bear, but also on it circumference,
width, air pressure and construction, the vehicle’s speed and
the nature of the road surface (asphalt, snow, sand, etc.).
Smaller diameter wheels, lower tire inflation pressures, and
higher loads and speeds are all factors tending to increase
rolling resistance.
RPM
Revolutions per minute. Engine performance is given in
relation to rpm—for example, “247 bhp (brake horsepower)
at 6100 rpm,” and “221 lb–ft of torque at 4800 rpm.” A
tachometer, an instrument providing direct, instantaneous
readout of engine rpm, is fitted to most high performance
automobiles—and to all Porsches.
Running Gear
A term summarizing all the components and assemblies on
a car responsible for wheel mounting, location, suspension
and braking.
SAE (Society of Automotive Engineers)
The professional association of transportation industry
engineers which sets most automobile industry standards for
testing, measuring and designing automobiles and their
components in the U.S.
SCCA (Sports Car Club of America)
An organization that sanctions many racing events.
Skidpad
A large circle of smooth pavement around which a car is
driven to determine its lateral acceleration. Porsche
engineers at Weissach use a skidpad to assist them in fine
tuning suspension settings.
87
Slip Angle
The angle between the direction a tire is pointed and the
direction it is actually travelling. In cornering, tires always
operate with some slip angle. The most controllable tires will
exhibit a linear relationship between slip angles and
cornering forces.
Slip/Lateral Acceleration
Relative lateral movement of a tire in relation to the road
surface. The greater the amount of force to be transmitted
when accelerating, cornering or braking, the lower the
amount of grip afforded by the road surface, and the greater
the amount of slip. When a car is driving leisurely along a dry
road, slip does not normally exceed 2%.
Stroke
The distance traveled by the piston in its cylinder from its
uppermost to lowermost position.
Sump
Sometimes called “oil sump,” because this cavity at the
bottom of the engine collects the oil after it drains down
from its various passages (“wet sump”). The Porsche 911
Series features a “dry sump” design utilizing an oil reservoir
separate from the engine proper.
Supercharger
A form of compressor used to pressurize the incoming
air/fuel mixture for increased power. Unlike a turbocharger, a
supercharger is mechanically driven, usually by a belt or
chain.
Swing Axle
Swing axle transmissions were used in the Porsche 356
Series. With this design, the drive axles were enclosed in a
rigid housing that attached at the transmission differential
and on the other end to the spring plate. The rigid axle
housing and inner drive axle pivot (swing) at the connection
joint on the transmission differential.
Tachometer
Dash–mounted instrument indicating engine revolutions in
rpm (revolutions per minute). All Porsche models are
equipped with electronic analog tachometers, mounted
prominently in the center of the instrument cluster, and
operating on the “pulse count” principle to provide highly
accurate, instantaneous readout.
Notes
88 Heritage Self-Study
Targa®
The 911 body style with removable roof panel, inspired by
Porsche’s racing victories in the Sicilian race through the
street, the Targa Florio. Its design set a precedent for a
sports car providing its owner with the structural rigidity and
noise isolation of a coupe along with the open air qualities of
a convertible.
Tiptronic®
The Porsche Double Function Transmission offering both
automatic and manual modes. In “automatic”, the transmis-
sion adapts to the driver’s driving style by selecting one of
five shift maps. The Tiptronic control selects a shift map
while constantly measuring five variables: throttle valve
opening, engine rpm, speed, lateral acceleration and longitu-
dinal acceleration. Other unique features include a designed-
in reluctance to upshift before and while cornering. In the
“manual” mode, the spring–loaded selector is tipped forward
for upshifts and back for downshifts. Built–in safeguards
prevent accidental over revving.
Toe Control
A suspension characteristic to counteract undesirable toe–in
and toe–out. An example is the 928’s widely acclaimed
Weissach suspension that automatically “toes in” to offset
potential oversteer under trailing throttle in a corner and/or
when braking.
Toe–In, Toe–Out
A slight steering of the wheels due to flexibility of the
suspension bushings. In toe–in, the front of the tire points
inward; toe–out is the opposite.
“TOP” Engine
The term “TOP” (Thermodynamically Optimized Porsche
engine) has been applied to the inline four–cylinder engine
used in the Porsche 968 model because of its unusually
high compression ratio for a production engine, and its
special combustion chamber pattern. The engine has a
maintenance–free valve gear, DME engine management with
electronic control of fuel injection and ignition, and is ideally
equipped for a responsive flow of power, good starting and
warmup, high efficiency at minimum possible fuel consump-
tion and low exhaust emissions.
Torque Converter
A type of fluid coupling used in automatic transmissions
whereby torque is increased, although at the expense of rpm
and efficiency.
Torque (Engine)
The twisting force of an engine. Where horsepower plays a
role in determining the top speed of a car, torque relates
more to acceleration.
Torque Tube (Central Tube)
Strong safety advantage of the transaxle Porsches —the
968 and 928 Series. The torque tube ties the front–mounted
engine and rear–mounted transaxle together creating, in
effect, a strong “central spine.” The 911 Carrera 4 also has
a torque tube connecting its rear transaxle to its front differ-
ential.
Torsion Bar (Torsional Twisting Motion)
Used in four and six cylinder Porsche vehicles, torsion bars
act as linear springs to suspend the weight of the vehicle.
Up and down motions of the vehicle cause a twisting
(torsional) force to be applied to the torsion bars. The bars
behave in the same manner as a coil spring except they are
straight as opposed to coiled.
Trailing Arm
A suspension element so named because it describes an
arm connected to the body as its forward end and with a
wheel hub at its trailing end.
Transaxle
A single unit combining transmission and differential.
Front–wheel drive cars have transaxles, as do a very few
front–engine/rear–drive models such as the Porsche 944
and 928 Series. Rear–engine cars also have a transaxle
design.
Transaxle Design
Front engine/rear transmission “layout” that helps make 968
and 928 Series Porsches some of the best handling cars in
the world today. The engine’s weight at the front, countered
by the transxale’s weight at the rear, result in ideal 50/50
weight distribution. The torque tube “spine” connecting
engine and transmission also has an important safety
advantage—transferring impact forces at one end to the
Notes
Heritage Self-Study
opposite end—thereby giving the occupants additional
protection in an accident.
Tube Frame
An automobile frame consisting of rigid welded tubing.
Turbocharger/Turbocharging System
Technology developed to increase the performance of
internal combustion engines by pre–compressing the
combustion air. A turbocharger is a form of compressor
used to pressurize the incoming air–fuel mixture, driven by
the energy of the engine’s exhaust gases. The turbocharger
is in two linked sections: on one side, a turbine wheel is
driven by exhaust gases at speeds of up to 100,000 rpm;
at the other end of a common shaft, an impeller wheel of a
compressor draws air in through the air cleaner and the
airflow or mass meter of the fuel injection system,
compresses it and pumps it to the charge air intercooler,
where it comes under the control of the throttle controlling
the engine’s air intake. If the exhaust gas flow is so powerful
that a preset boost pressure (such as 0.7 bar) is reached,
an automatic bypass valve or wastegate opens and
discharges part of the exhaust gas away from the
turbocharger and directly to the exhaust system, so that a
constant maximum boost pressure is maintained.
Two–Stage Turbocharging
Innovative turbocharging technology proven in the limited
edition Porsche 959. At low rpm, all exhaust gases drive the
first, smaller turbocharger only. As rpm increases and more
gases are created, the second, larger turbocharger is
“spooled up,” gradually merging its contribution to bhp with
the first, until at high rpm and greater engine output, both
are fully driven.
Unitized Body/Unibody
Body construction in which the car is built as one unit
(monocoque) as opposed to the body being attached to a
separate chassis. The body essentially acts as the car’s
frame.
Undertray
Panel fitted to the underside of a car to help aerody-
namics. The smooth panel helps avoid turbulence.
89
Universal Joint
A connection that transmits rotary motion between two
shafts that lie in different planes. Some universal joints can
span a large angle of difference between their input and
output shafts.
Unsprung Weight
The portion of a car which is not supported by its suspen-
sion. This generally includes most of the suspension itself,
along with wheels, tires and brakes. Low unsprung weight
permits the wheels to respond more quickly to changes in
the road surface.
Valve
The device which, when open, allows gases to pass between
the cylinders and the manifolds and, when closed, seals the
combustion chamber. Intake valves allow the pre–combus-
tion air/fuel “mist” to enter the cylinder head; exhaust valves
allow the post–combustion exhaust gases to escape into the
exhaust manifold/exhaust pipe/catalytic converter/muffler
“chain.”
As rpm rises, the intake tract length is changed by opening
valves to maximize torque across the rev range.
Viscous Coupling
A low–cost, slow–reacting way to “assign” power to the front
or rear wheel of a four–wheel drive system. The input and
output shafts are separated by alternately spaced thin discs
turning in a cylindrical chamber filled with a viscous —
meaning sticky, flow–resisting fluid. This “drag” on the discs,
where the two shafts meet, causes the shafts to resist
rotational speed differences.
Wastegate (Turbocharger)
A bleed valve that reduces excess boost pressure in the
intake circuit of a turbocharged or supercharged engine. For
reliable operation of the turbocharging system, a wastegate
or bypass valve opens automatically when boost pressure
rises too far. Part of the exhaust gas flow is then diverted
away from the turbocharger and discharged directly into the
catalytic converter or primary muffler unit of the exhaust
system.

Valve Lifter or Follower Yaw

Cylindrically shaped valvetrain component that presses Horizontal rotation of the car about a vertical axis passing
against the camshaft lobe, moving up and down as the through the car’s center of gravity. A car with untamed yaw
camshaft rotates. characteristics would feel as though the driver were repeat-
edly steering the car right and left in small jerking motions
Valve Train as it traveled along a straight road.
Blanket term referring to the various parts that make the
valves operate: camshafts and related drive components,
parts that convert the camshaft’s rotary motion into recipro-
cating motion at the valves, and the valves and their associ-
ated components.

Variable Valve Timing

Consists of the ability to dynamically change intake or
exhaust timing as performance or economy needs dictate.
Generally controlled by engine speed.

VarioCam®
Porsche’s patented system of creating variable valve timing.
This system is unique in its simplicity (requires just one
moving part) and sophistication (it is regulated by the DME
fuel and ignition system).

Varioram®
Porsche’s patented system of variable intake tract length.

Notes

90 Heritage Self-Study