The birth of a initial Porsche was decisively shabby by dual factors: unconditional willpower and an economy of brief supply. The initial years after a fight were formidable for a pattern bureau that had changed from Stuttgart to Gmünd. The association kept itself afloat with growth and prolongation of rural apparatus such as wire winches and mowing fingers. Archive cinema from a time still concede us to benefit an sense currently of how bold it contingency have been during a initial post-war years for a association to even consider of building a possess sports car.
The engine question. The form of a Porsche 356 was motionless on comparatively quickly, though a engine for it remained underneath contention for a prolonged time in a Porsche team.
But a immature Ferry Porsche had not given adult on a desirous skeleton from a days before a fight by any means. The Berlin-Rome automobile Type 64 formed on a KdF automobile can be seen as a initial blueprint of Porsche sports car, and many elements of Erwin Komenda’s Type 64 pattern can be found again in a 356. The answer to a engine doubt was reduction clear. The starting prove for all considerations was that a energy of a Porsche naturally had to improved that of a Beetle. For a Type 64, 35 PS was performed from a one-litre fighter engine instead of a strange 22 PS. But a Type 114 was already on a sketch house in 1938: this had a water-cooled 1.5 l V10 twin beyond camshaft engine in a mid-engine layout. The 72 PS engine in multiple with an intensely aerodynamic physique identical to a Berlin-Rome automobile would have done a Type 114 a super sports automobile of a time, ideal for pushing during high speed on a initial sections of a German motorways. However, a start of a fight brought an sudden finish to a desirous plans, and a Type 114 never left a sketch house of a Stuttgart pattern bureau – what a shame!
But even in a fight economy, there was still a requirement for a some-more comprehensive KdF engine. The air-cooled four-cylinder fighter engine valid to be intensely strong and arguable and was to be pepped adult for use in attack boats, among other things. Practically all possibilities for augmenting energy were evaluated underneath pattern numbers 115, 170, 171 and 174: some-more displacement, incomparable valves, turbocharging, hemispherical cylinder heads, beyond camshafts and even a valveless variant.
When it came to conceptualizing a expostulate for a initial Porsche, a Gmünd-based group was therefore means to call on copiousness of ideas and pattern drawings. The Type 115 fighter engine so had dual beyond camshafts and featured forced initiation around a Roots-type compressor. However, array prolongation of a formidable engine seemed ideal in a post-war economy of brief supply. The group therefore looked for easier ways forward, though losing steer of a self-defined idea of achieving an boost in energy of some-more than 100 percent compared with a initial post-war Beetle with 24.5 PS. The easiest resolution was selected for a Type 366: formed on a array prolongation engine with a banishment of 1,131 cm³, a Solex 26 VFI carburettor was used for any cylinder bank. Together with an boost in application from 5.8:1 to 7:1, a engine constructed a continual outlay of 34 PS during 3,500 rpm and a rise value of 40 PS during 4,000 rpm. However, this comparatively elementary resolution did not grasp a preferred opening goal.
A further, most some-more radical try was therefore done with a Type 367. A array prolongation engine retard from 1944 was used for this that was versed with significantly revamped cylinder heads. The V-position of a plumb organised valves available incomparable diameters for improved gas throughput and a some-more enlightened explosion cover shape. In addition, a crook camshaft was used together with a reinforced, three-part valve sight and a discriminating crankshaft. Hand-turned cylinders with dry bushings and smaller pistons ensured that a engine remained underneath a category extent of 1,100 cm³ that practical for engine sports. There is no information in a support about a accurate energy output, though it can be insincere that a high turn of pattern complexity meant that a energy aim of 50 PS was simply exceeded. The pattern array and dates of recorded pattern drawings (“Bonnet cooling for engine Type 367” on 22 Jun 1949) prove that engine growth took place together to a 356, though was finally rejected once more. This is substantially due to a fact that a significantly aloft prolongation complexity could not be realised underneath a conditions in Gmünd.
In addition, a use requirement would have been enormous, that again contradicted a element that a initial Porsche should be positively suitable for bland use and need medium maintenance. The early aluminium 356 models from a Carinthia-based prolongation were especially versed with revitalised engines from Beetles and Kübelwagen that were propitious with dual carburettors. With a pierce to Stuttgart, a Type 369 was afterwards used. This represented an inexpensive concede between a 366 and 367, mixing a V-shaped valve blueprint with one cylinder conduct per side. With a ability of 1,086 cm³, this engine also remained next a 1,100-cm³ limit, though even “only” 40 PS during 4,000 rpm would be sufficient right divided for large category victories of 356 drivers.
Eight of these high-power cylinder heads apparently existed in Gmünd. What is certain is that during slightest dual engines with this tip record were built in a initial years after a war. One section went into exam operation in Gmünd, though was fast lost after a preference opposite a Type 367. The VW pattern operative Gustav Vogelsang built a second engine for a record automobile of Petermax Müller, that can be seen currently in a Prototyp automobile museum in Hamburg. A third engine built from gangling tools apparently also exists in a German private collection. The post-war economy of brief supply also meant that no time was squandered with ballast. In a summer of 1950, array prolongation of a 356 was already adult and using when Ferry Porsche’s cousin Herbert Kaes in Salzburg perceived a minute from Otto Mathé. The Tyrolean competition motorist had already bought a Berlin-Rome automobile a year before and was racing it successfully. He now asked if he could also squeeze a “Vogelsang” engine. The certain response came a few days later: a engine was to cost 9,000 schillings, analogous to around 1,500 German marks. For comparison: a initial Stuttgart 356 models cost DM 9,950 during a time.
Without doubt: a Type 367 would have been a estimable initial Porsche engine, though Ferry Porsche’s preference in foster of a easier pattern was scold in perspective of a post-war situation.
In a initial years after a war, Otto Mathé was a competition motorist to be beaten, during slightest in a Austrian and Bavarian segment – and a “Supersport” engine positively contributed to these successes. It can also be pronounced with some certainty that a Type 367 was used during slightest infrequently in a Berlin-Rome car. This is indicated by successive cutouts done in a physique that were substantially for this purpose. With a finish of a engine sports career of Otto Mathé, a cryptic appurtenance was lost again. The homely intent was stored totally abandoned in a stable for some-more than 30 years. There was substantially a certain volume of fitness concerned that a Type 367 did not land on a throw heap, since usually comprehensive experts are means to heed a sophistic “Supersport” from a normal Beetle engine.
After a genocide of Otto Mathé in 1995, a Berlin-Rome automobile and a Type 367 therefore went their apart ways again. The engine went to an Austrian collector, who had a one-off easy with amatory detail. Today, a singular engine among a many other Porsche engines has found a permanent place in an critical collection. The engine is in a best of health and can also be listened on a internet (YouTube search: Projekt 367).
Text initial published in a repository „Porsche Klassik“, Edition 16.
Text: Christian Kornherr
Photos: Historical archive, Porsche AG
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