|This article needs additional citations for verification. (December 2006)|
3 September 1875|
Maffersdorf, Bohemia, Austro-Hungarian Empire
(current Vratislavice nad Nisou, Czech Republic)
|Died||30 January 1951
Stuttgart, West Germany
|Citizenship||Austria-Hungary (birth–1918), Czechoslovakia (1918–1934), Germany (1934–death)|
|Children||Ferry Porsche and Louisa Porsche|
|Significant projects||Mercedes-Benz SS/SSK, Tiger I, Tiger II, the Elefant, and the Volkswagen Beetle|
|Significant awards||German National Prize for Art and Science
War Merit Cross
Ferdinand Porsche (3 September 1875 – 30 January 1951) was an automotive engineer and founder of the Porsche car company. He is best known for creating the first gasoline-electric hybrid vehicle (Lohner-Porsche), the Volkswagen Beetle, the Mercedes-Benz SS/SSK, several other important developments and Porsche automobiles. In addition, Porsche designed the 1923 Benz Tropfenwagen, which was the first race car with a mid-engine, rear-wheel drive layout.
Porsche was an important contributor to the German war effort during World War II. He was involved in the production of advanced tanks, such as the Tiger I, Tiger II, Elefant, and Panzer VIII Maus, as well as other weapon systems, such as the V-1 flying bombs. Porsche was a member of the German Nazi party and the SS. He was a recipient of the German National Prize for Art and Science, the SS-Ehrenring, and the War Merit Cross. He was called the Great German Engineer by Nazi propaganda despite his Austrian-Czech background.
In 1996, Porsche was inducted into the International Motorsports Hall of Fame and in 1999 posthumously won the award of Car Engineer of the Century.
Ferdinand Porsche was born to German-speaking parents in Maffersdorf (Czech: Vratislavice nad Nisou), northern Bohemia, part of the Austro-Hungarian Empire at that time, and today part of the Czech Republic. Porsche was his parents' third child. His father, Anton Porsche, was a master panel-beater.
He showed a strong aptitude for mechanical work at a very early age. He attended classes at the Imperial Technical School in Reichenberg (Czech: Liberec) at night while helping his father in his mechanical shop by day. Thanks to a referral, Porsche landed a job with the Béla Egger Electrical company in Vienna when he turned 18. In Vienna he would sneak into the local university whenever he could after work. Other than attending classes there, Porsche never received any higher engineering education. During his five years with Béla Egger, Porsche first developed the electric hub motor.
After the breakup of the Austro-Hungarian Empire at the end of World War I, he chose Czechoslovakian citizenship. In 1934 Adolf Hitler or Joseph Goebbels made Porsche a naturalized German citizen.
In 1898, Porsche joined the Vienna-based factory Jakob Lohner & Company, which produced coaches for Emperor Franz Joseph I of Austria as well as for the kings of England, Sweden, and Romania. Jakob Lohner had begun construction of automobiles in 1896 under Ludwig Lohner in the trans-Danubian suburb of Floridsdorf. Their first design was the Egger-Lohner vehicle (also referred to as the C.2 Phaeton). First unveiled in Vienna, Austria, on June 26, 1898, Porsche had engraved the code "P1" (standing for Porsche, number one, signifying Ferdinand Porsche's first design) onto all the key components.
The Egger-Lohner was a carriage-like car driven by two electric motors, directly fitted within the front wheel hubs and powered by batteries. This drive train construction was easily expanded to four-wheel drive, by simply mounting two more electric motors to the rear wheels, and a four-motor example was ordered by the Englishman E. W. Hart in 1900. In December that year, the car was displayed at the Paris World Exhibition under the name Toujours-Contente. Even though this one-off vehicle had been commissioned for the purposes of racing and record-breaking, the 1,800 kg (4,000 lb) of lead–acid batteries it required was a severe shortcoming . Though it "showed wonderful speed when it was allowed to sprint", the weight of the batteries meant that it was singularly reluctant to climb hills: it also suffered from limited range due to limited battery life.
Still employed by Lohner, Porsche introduced the "Lohner-Porsche Mixte Hybrid" in 1901: instead of a massive battery-pack, an internal combustion engine built by the German firm Daimler drove an generator which in turn drove the electric wheel hub motors. As a backup a small battery pack was fitted. This is the first petroleum electric hybrid vehicle on record, although since sufficiently reliable gears and couplings were not available at the time, he chose to make it a series-hybrid, an arrangement now more common in diesel-electric or turbo-electric railway locomotives than in automobiles.
Though over 300 Lohner-Porsche chassis were sold up to 1906, most of them were two-wheel drive; either front- or rear-wheel driven trucks, buses and fire-engines. Some four wheel drive buses were produced, but no four wheel drive automobiles.
The vehicles achieved speeds of up to 56 kilometres per hour (35 mph), broke several Austrian speed records, and also won the Exelberg Rally in 1901, with Porsche himself driving a front-wheel drive hybrid example. It was later upgraded with more powerful engines from Daimler and Panhard, which proved to be enough to gain more speed records. In 1905 Porsche was awarded the Pötting prize as Austria's most outstanding automotive engineer.
In 1902 he was drafted into military service. He served as a chauffeur to Archduke Franz Ferdinand of Austria, the crown prince of Austria whose assassination sparked World War I a decade later.
In 1906, Austro-Daimler recruited Porsche as their chief designer. Porsche's best known Austro-Daimler car was designed for the Prince Henry Trial in 1910, named after Wilhelm II's younger brother Prince Heinrich of Prussia. Examples of this streamlined, 85 horsepower (63 kW) car won the first three places, and the car is still better known by the nickname "Prince Henry" than by its model name "Modell 27/80". He also created a 30 horsepower model called the Maja, named after Mercedes Jellinek's younger sister, Andrée Maja (or Maia) Jellinek.
Porsche had advanced to Managing Director by 1916 and received the honorary doctorate degree, "Dr. techn h.c." from the Vienna University of Technology in 1916, hence the "Dr. Ing h.c" in his name, meaning "Doktor Ingenieur Honoris Causa". Porsche successfully continued to construct racing cars, winning 43 out of 53 races with his 1922 design. In 1923, Porsche left Austro-Daimler after differences ensued about the future direction of car development.
A few months later Porsche was given new job as Daimler Motoren Gesellschaft's Technical Director in Stuttgart, Germany, which was already a major center for the German automotive industry. In 1924 received another honorary doctorate from the Stuttgart Technical University for his work at Daimler Motoren Gesellschaft in Stuttgart and was later given the honorary title Professor. While at Daimler Motoren Gesellschaft he came up with several very successful race car designs. The series of models equipped with superchargers that culminated in the Mercedes-Benz SSK dominated its class of motor racing in the 1920s.
In 1926, Daimler Motoren Gesellschaft and Benz & Cie merged into Daimler-Benz, with their joint products beginning to be called Mercedes-Benz. However, Porsche's ideas for a small, light-weight Mercedes-Benz car was not popular with Daimler-Benz's board. He left in 1929 for Steyr Automobile, but the Great Depression brought about Steyr's economic collapse and Porsche ended up being unemployed.
Founding of Porsche
In April 1931 Porsche founded his consulting firm, Dr. req. h.c. F. Porsche GmbH, Konstruktionen und Beratungen für Motoren und Fahrzeugbau (designs and consulting services for engines and vehicles), in Stuttgart, where he returned. With financial backing from the Austrian advocate Anton Piëch and Adolf Rosenberger, Porsche successfully recruited several old co-workers he befriended at his former places of employment including Karl Rabe, Erwin Komenda, Franz Xaver Reimspiess, and his son, Ferry Porsche.
Their first project was the design of a middle class car for Wanderer. Other commissioned designs followed. As the business grew, Porsche decided to work on his own design as well, which happened to be a reincarnation of the small car concept from his days at Daimler-Benz in Stuttgart. He financed the project with a loan on his life insurance. Later Zündapp decided to help sponsor the project, but lost interest after their success with motorcycles. NSU then took over the sponsorship, but also lost interest due to the high tooling costs.
With car commissions low in the depressed economic climate, Porsche founded a subsidiary company Hochleistungs Motor GmbH (High Performance Engines Ltd.) in 1932 to develop a racing car, for which he had no customer. Based on Max Wagner's mid-engined layout 1923 Benz Tropfenwagen, or "Teardrop" aerodynamic design; the experimental P-Wagen project racing car (P stood for Porsche), was designed according to the regulations of the 750 kg formula. The main regulation of this formula meant that the weight of the car without driver, fuel, oil, water and tires was not allowed to exceed 750 kg (1,650 lb).
In 1932 Auto Union Gmbh was formed, consisting of struggling auto manufacturers Audi, DKW, Horch and Wanderer. The Chairman of the Board of Directors, Baron Klaus von Oertzen wanted a show piece project, so at fellow director Adolf Rosenberger's insistence, von Oertzen met with Porsche, who had done work for him before. At the 1933 Berlin Motor Show, German Chancellor Adolf Hitler announced his intention to motorize the nation, with every German owning either a car or a tractor in the future and unveiled two new programs: the "people's car" and a state-sponsored motor racing programme to develop a "high speed German automotive industry": to initiate this, Mercedes-Benz were to be given an annual grant of 500,000 Reichsmark.
These projects led to two projects for Porsche, and set a precedent for the rest of the decade with Porsche undertaking further projects for the Nazis, including the Tiger tank and the Elefant tank destroyer.
The Volkswagen Beetle and membership of the Nazi Party and SS
In June 1934, Porsche received a contract from Hitler to design a "people's car" (or Volkswagen), following on from his previous designs such as the 1931 Type 12 car designed for Zündapp. The first two prototype cars were completed in 1935. These were followed by several further pre-production batches during 1936 to 1939. The car was similar to the contemporary designs of Hans Ledwinka of Tatra (in particular Tatra V570 and Tatra 97), which resulted in a lawsuit against Porsche based on infringement of Tatra's patents regarding air-cooling of the rear engine. The suit was first stopped by German invasion of Czechoslovakia and later by Volkswagen paying a settlement several years after World War II.
Since being engaged by the Nazi authorities in building the Volskauto, Porsche was praised as the Great German Engineer. Hitler considered Czechs subhuman and Porsche was in 1934 urged to apply for the German citizenship. A few days later, Porsche indeed filed a declaration giving up the Czechoslovak citizenship at a Czechoslovak consulate in Stuttgart. In 1937, Porsche joined the National Socialist German Workers' Party (becoming member no. 5,643,287) as well as Schutzstaffel (SS). By 1938, Porsche was using the SS as security members and drivers at his factory, and later set up a special unit called SS Sturmwerk Volkswagen. In 1942, Porsche reached the rank of SS-Oberführer. During the war, Porsche was further decorated with the SS-Ehrenring and awarded the War Merit Cross.
A new city, "Stadt des KdF-Wagens" was founded near Fallersleben for the Volkswagen factory, but wartime production concentrated almost exclusively on the military Kübelwagen and Schwimmwagen variants. Mass production of the car, which later became known as the Beetle, began after the end of the war. The city is named Wolfsburg today and is still the headquarters of the Volkswagen Group.
Auto Union racing car
German racing driver Hans Stuck had met Hitler before he became Chancellor, and not being able to gain a seat at Mercedes, accepted the invitation of Rosenberger to join him, von Oertzen and Porsche in approaching the Chancellor. In a meeting in the Reich Chancellery, Hitler agreed with Porsche that for the glory of Germany, it would be better for two companies to develop the project, resulting in Hitler agreeing to split the money between Mercedes and Auto Union with 250,000 Reichsmark to each company. This highly annoyed Mercedes, who had already developed their Mercedes-Benz W125, and resulted in a heated exchange both on and off the racing track between the two companies for the period until World War II.
Having obtained state funds, Auto Union bought Hochleistungs Motor GmbH and hence the P-Wagen Project for 75,000 Reichsmark, relocating the company to Chemnitz. As Porsche became more involved with the construction of the Wolfsburg factory, he handed over his racing projects to his son, Ferry. The dominance of the Silver Arrows of both brands was only stopped by the outbreak of World War II in 1939.
In November 1945, Porsche was asked to continue the design of the Volkswagen in France and to move the factory equipment there as part of war reparations. Differences within the French government and objections from the French automotive industry put a halt to this project before it had even begun. On 15 December 1945, French authorities arrested Porsche, Anton Piëch, and Ferry Porsche as war criminals. While Ferry was soon set free, Ferdinand and Anton were held in a Dijon prison for 20 months without trial.
While his father was in captivity, Ferry tried to keep the company in business, and they also repaired cars, water pumps, and winches. A contract with Piero Dusio was completed for a Grand Prix motor racing car, the Type 360 Cisitalia. The innovative 4WD design never raced, but the money it received was used to redeem Ferdinand Porsche from prison.
The company also started work on a new design, the Porsche 356, the first car to carry the Porsche brand name. The company then was located in Gmünd in Carinthia, where they had relocated from Stuttgart to avoid Allied bombing. The company started manufacturing the Porsche 356 in an old saw mill in Gmünd. They made only 49 cars, which were built entirely by hand.
Return to Stuttgart
The Porsche family returned to Stuttgart in 1949 not knowing how to restart their business. The banks would not give them credit, as the company's plant was still under American embargo and could not serve as collateral. So Ferry Porsche took one of the limited series 356 models from Gmünd and visited Volkswagen dealers to raise some orders. He asked the dealers to pay for the ordered cars in advance. He even wrote a letter to the bank's director to thank him for refusing.
The serial version made in Stuttgart had a steel body welded to the central-tube platform chassis instead of the aluminum body used in the small Gmünd-made series. When Ferry Porsche resurrected the company he counted on series production figures of about 1,500. More than 78,000 Porsche 356s were manufactured in the following 17 years.
Porsche was later contracted by Volkswagen for additional consulting work and received a royalty on every Volkswagen Type I (Beetle) car manufactured. This provided Porsche with a comfortable income as more than 20 million Type I were built.
In November 1950, Porsche visited the Wolfsburg Volkswagen factory for the first time since the end of World War II. Porsche spent his visit chatting with Volkswagen president Heinrich Nordhoff about the future of VW Beetle, which were already being produced in large numbers.
A few weeks later, Porsche suffered a stroke. He did not fully recover, and died on 30 January 1951.
Views on labor
Porsche visited Henry Ford's operation in Detroit many times where he learned the importance of productivity. There he learned to monitor work. He was also surprised at how the workers and the managers treated each other as equals; even he, as a visiting dignitary, had to carry his own tray in the cafeteria and eat with the workers.
The need to increase productivity became an obsession for him. Conventional methods for increasing productivity include longer working hours, a faster rate of work, and new labour-saving techniques. Under Adolf Hitler, German workers enjoyed full employment, but historian William L. Shirer says this came at a cost of serfdom-like qualities and poverty wages. Originally the Volkswagen project was to be a collaboration of the existing German auto manufacturers, but they bowed out of the project, and a complete workforce was needed. The Volkswagen plant was completed in 1938 after Italian labor was brought in. This workforce can be considered exploitative. Porsche joined the Nazi party on his own free will in 1937 . Volkswagen, under Ferdinand Porsche, profited from forced and slave labor. This would include a large number of Soviets. In the spring of 1945, 90% of Volkswagen’s workforce was non-German
Controversy in Porsche's birthplace
Vratislavice nad Nisou used to have road signs saying "Welcome to the birth place of Ferdinand Porsche". The rising outrage of local WW2 survivors as well as Czech Jewish Community over the town's memorialising of a Nazi Party member led to these being removed in 2013. In similar manner, the local "Ferdinand Porsche Memorial" (established in 2010) was renamed to "Ferdinand Porsche Exposition" and the exposition was complemented by a section about Porsche's involvement with the Nazi Party. Porsche Automobil Holding SE immediately reacted by removing its cars from the exhibition.
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|Wikimedia Commons has media related to Ferdinand Porsche.|
- Ferdinand Porsche Find A Grave
- West Ham's Cedes Stoll Trolleybus Porsche design
- Porsche facts website
- Website of the Society of Automotive Historians about him
- Hybrid-Vehicle.org: The Lohner-Porsche.
- Hybrid-Vehicle.org: The Landwehr and C-train