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For their home away from home, F. A. Porsche, who was design boss by this time, hosted a Christmas party for his and Reutter’s workers. Gerhard Schröder remembered that F. A. not only hosted the party, but he played chef as well, preparing the sausages and other Swabian specialties. Porsche Archiv
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The completed Typ 754 T7, while it represented the work of dozens of stylists and modelers, revealed clearly F. A. Porsche’s strong interest in industrial design sense. Erwin Komenda believed in floating doors and deck lids within expanses of body panels while F. A. utilized the seams of those panels as boundaries for functional panels. Porsche Archiv
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It was very nearly there. By late 1961 there remained only subtle details and gentle nudges to lines and forms to finish the car. Porsche Archiv
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The back end of the F. A. Porsche team 754 T7 had a bit further to go to reach the configuration that went into production. Air intake and cooling came through the side of the rear quarter panels, which proved insufficient. Porsche Archiv
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Erwin Komenda’s 754 T9 appeared in January 1962. This was one of three variations his design team produced. Porsche Archiv
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Engine ventilation became an issue that plagued the design staff and engineers as the car closed in on its debut. This was the back end of one of Komenda’s team T9 proposals. Porsche Archiv
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Dr. Ing. h.c. F. Porsche AG
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The 1,991cc Typ 901 engine incorporated chain operated overhead camshafts and one intake and exhaust valve per cylinder. The opposed six-cylinder engine developed 130 DIN (148 SAE) horsepower at 6,100 rpm. Porsche Archiv
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The configuration of the 901 engine with its large central 11-blade fan and its centrally mounted air-intake filter left engine compartment room at a premium. While Hans Mezger’s engine offered abundant capabilities for growth and for racing, its height made convertible-top storage impossible. Porsche Archiv
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Its contents page headlines often were as exciting as anything else inside Auto Motor und Sport. The July 27, 1963, issue taunted its readers with the word “Adventurous,” and photos of the camouflaged and winged 901 prototype nicknamed der Fledermaus, the bat. Porsche Archiv
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The 901 was well formed by the time it reached the Stuttgart University wind tunnel in March 1964. This was hardly its first trip to the tunnel, and by this time, one or another of the 901 prototypes had been on display at the six most important auto shows in Europe. Porsche Archiv
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Dr. Ing. h.c. F. Porsche AG
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Six months after the Frankfurt debut, Porsche showed a Quick Blue–painted 911 prototype, chassis 13 326, along with a bright red 904 at the Geneva, Switzerland, auto show. Porsche shared show space with Volkswagen. Porsche Archiv
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This was perhaps the most highly visible of all the early 911s as sales director Dieter Lenz took the car on a 50,000-kilometer sales tour around Europe. This fifthbuilt prototype ended its life when Porsche engineers dropped it from a crane to test its front-end crash strength. Porsche Archiv
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Porsche designer Hans Ploch and styling engineer Werner Trenkler developed two cabriolet prototypes in mid-1964. This car, 13 360, also saw duty as one of the Targa prototypes. Randy Leffingwell
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Careful inspection showed structural changes where the prototype Targa bar was fitted to and removed from this car in May 1964. Experimenting with the open 911 revealed no place to store the hood or its bows, and the chassis was not stiff enough to support an open car. Randy Leffingwell
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