1951 Porsche as a works team
When referring to this event, please emphasise the term ‘factory entry’, as there had already been plenty of entries from private drivers in previous years. That was, after all, one of the reasons why
someone bought a new Porsche.
The following are mentioned: Walter Glöckler, Otto Mathé, Rudolf Sauerwein and Heinrich Graf von der Mühle-Eckart. Shortly after its completion in 1948, the 356 No. 1 Roadster was entered in
a race around the Hofgarten in Innsbruck and won its class.
The 'birth' of the factory entry at Le Mans can be traced back to meetings between Ferry Porsche, Le Mans co-organizer Charles Faroux and the French importer Auguste Veullet. The latter was also
the successful driver, together with Edmond Mouche.
On the other hand, it was a bold decision by Porsche to target a 24-hour race for its very first factory campaign. The second car, however, did not drop out during the race either; but due to an accident
during training.
Have a quick look at the video from 1951, and you’ll at least get an idea of the competition. Although it was only six years after the Second World War, the vast majority of competitors were probably
considerably faster than a good 150 km/h.
No, they hadn’t envisaged converting a production car, but had instead assumed they would use one of the remaining aluminium body shells. The lightweight construction was one of the few advantages
that could be utilised.
And then there was the aerodynamics as a bonus, particularly the idea of covering not only the rear wheels but also the front ones. The 356 was particularly well suited to this because it had, almost
by tradition, that large overhang on the fenders.
Yes, a large part of it was still based on the Beetle; it was just very labour-intensive to modify and bring into production. Three cross-connections would have had to be changed: the front axle body
including the spring packs and the firmly anchored tube, also with solid torsion bar springs.
On top of that, there would have been the rear axle tubes with the internal drive shafts. At any rate, they had made a virtue of necessity and, thanks to the front panelling, had given the car a
certain uniqueness.
In terms of weight reduction, the team was even more successful, achieving a weight of between 640 and 680 kg despite a 78-litre fuel tank. The windows were retained, with the exception of the small,
triangular Plexiglas ones in the front doors. The engine, with a displacement of 1,086 cm³, was remarkably close to the standard specification. We would rather guess 29 kW (40 HP)
than 34 kW (46 HP).
| It may be that special fuel mixtures were permitted, thereby allowing for a
higher compression ratio. |
One detail may come as a surprise from today’s perspective – not so much the four drum brakes, but the fact that they are operated by cable pulls, another feature inherited from the Beetle. However, it is likely that some of
the much faster pre-war racing cars taking part there also made use of this.
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