Porsche enginnering 75 anos

•Porsche’s Original Engineering Office in Stuttgart, Kronenstrasse

•The Cradle of Modern Automotive Technology

Dr. Ing. h.c. F. Porsche AG has made a glorious start into the year 2006: At the Geneva Motor Show, Porsche proudly presented not only a broad and highly attractive range of models starring new highlights such as the 911 Turbo and the 911 GT3, but also disclosed the best half-year figures ever in the history of the Company. So everything looks as if Porsche will continue its record development in sales, revenue and profits also in the current 2005/2006 year of business.

This unique story of success is based, first, on efficient production methods and clear brand management, and, as the second and most important point, on decades of experience in development going far beyond the production of sports cars alone. Indeed, over a number of decades Porsche has acquired the reputation of one of the most renowned and versatile providers of engineering services the world over.

This area of business conducted by Porsche Engineering Group GmbH in Weissach near Stuttgart goes back to the oldest forerunner company preceding Porsche AG as we know it today: On 25 April 1931 Ferdinand Porsche founded an Engineering Office in Stuttgart under the name “Dr. Ing. h.c. F. Porsche Gesellschaft mit beschränkter Haftung, Konstruktion und Beratung für Motoren- und Fahrzeugbau" (“Dr. Ing. h. c. F. Porsche Ltd., Construction and Consultancy Company for Engine and Vehicle Production”), and subsequently had the new Company entered in the trade register.

Despite the economic crisis in the early ‘30s, this step into independence was by no means a rash move made by the experienced engineer and production expert, but rather the logical consequence of Ferdinand Porsche’s professional career: At the time, Ferdinand Porsche was able to look back at more than 30 years of successful activities with the leading car manufacturers of his time.

At the age of just 24, Porsche quite literally hit the headlines for the first time at the Paris World Exhibition in the year 1900, presenting a vehicle with an electrically driven wheel hub motor he had built on behalf of the Lohner Coach Factory in Vienna, a purveyor to the Austrian Royal Family. In the same year he also built the Lohner-Porsche Mixte, the first vehicle ever to feature a combination of gasoline and electric drive – and, therefore, the first predecessor to today’s cars with hybrid drive. And just shortly thereafter, Ferdinand Porsche introduced all-wheel-drive technology and the four-wheel brake system into the world of automobile production.

In 1906 Porsche was appointed Technical Director of Austro-Daimler in Wiener Neustadt, making him responsible at the young age of just 31 for the products developed and built by one of the most significant European car makers. One of his greatest successes at the time was the “Prinz-Heinrich Car”, which brought home the first three places for the Austro-Daimler Works Team in 1910 in the renowned and fiercely contested Prinz-Heinrich Race covering a distance of 1,495 kilometres or 927 miles from Berlin to Bad Homburg near Frankfurt. Creating the Austro-Daimler “Sascha", he also developed a small car able to successfully beat competitors with much larger engines in the 1922 Targa Florio in Sicily, ultimately scoring no less than 43 racing wins.

In 1923 Ferdinand Porsche joined the Daimler-Motoren-Gesellschaft in Stuttgart-Untertürkheim as their Technical Director. Apart from the midrange Type 8/38 and the first Mercedes-Benz with an eight-cylinder power unit, the Type 460 “Nürburg", it was above all supercharged sports and racing cars which continued to strengthen Porsche’s reputation as a truly outstanding automotive engineer.

The sports and racing cars developed under his guidance and proudly bearing the abbreviations “S" (Sport), “SS" (Super Sport), and “SSK" (Super Sport Kurz or Short) were among the most desirable cars of their time.

In January 1929 Porsche left Daimler-Benz AG, spent a short time with Steyr-Werke in Austria, and then returned to Stuttgart in late 1930 where he established his own Engineering Office in Kronenstrasse 24.

The Stuttgart Design and Construction Office develops the legendary Auto Union racing cars and the VW Beetle

Initially made up of twelve people, Ferdinand Porsche’s team focused from the start on the entire scope of automotive technology. Indeed, legendary cars were to be created in the years to come by this Engineering Office in Stuttgart, among them the Auto Union Grand Prix racing cars and the Volkswagen Beetle. Porsche’s Engineering Office thus became one of the most significant think tanks in automotive technology, paving the way for mass motorisation in Germany.

Right from the start in its very first year, Porsche’s office developed a six-cylinder midrange saloon and a new straight-eight power unit for German car maker Wanderer based in the city of Chemnitz. This was followed by a swing axle for Horch-Werke in Zwickau and an air-cooled five-cylinder radial engine developed on behalf of Phänomen Werke in Zittau and intended for use in trucks.

Working on behalf of Zündapp GmbH, the Engineering Office also developed a small and compact car which, with its engine positioned at the rear, a central tube frame and the transmission upfront of the rear axle, was to pave the way for the Volkswagen Beetle destined to follow later.

A further milestone in the history of the automobile was the torsion bar suspension concept patented by Porsche and featured for many decades as state-of-the-art technology in international car production.

In spring 1933 Ferdinand Porsche was given the assignment by Auto Union in Saxony to develop a sixteen-cylinder racing car based on the regulations in the new 750-kg racing formula. Immediately after conclusion of the contract, Porsche’s team led by Senior Engineer Karl Rabe started work on the mid-engine Auto Union P racing car (where the “P” stands for Porsche). The first test drives were conducted as early as in January 1934, and in its very first racing season also in 1934 the new car not only set up three world records, but also won three international Grand Prix races as well as several hillclimb events.

With drivers such as Bernd Rosemeyer, Hans Stuck or Tazio Nuvolari at the wheel, the Auto Union racing car consistently enhanced to an ever-increasing standard between 1934 and 1939 became one of the most successful racing cars in the pre-war era. Indeed, its mid-engine concept soon set the trend for all modern racing cars and is still applied today in Formula 1.

Over and above the development of racing cars, Porsche’s Engineering Office had also been working consistently ever since 1933 on the design and construction of an economical small car developed on behalf of NSU-Werke – a concept which, in the light of the world economic crisis, had also attracted the attention of other automotive engineers such as Belá Barényi and Hans Ledwinka. When Ferdinand Porsche started construction of the Type 32 compact car, this was the seventh small car he had constructed in the course of his career. A number of prototypes of the car had already been built, featuring an air-cooled four-cylinder horizontally opposed engine at the rear as well as Porsche torsion bar suspension as breakthrough technologies leading up to the Volkswagen Beetle destined for world fame in a later era. The crucial point in giving Ferdinand Porsche’s small car concept its final breakthrough was the “Study on the Construction of a German People’s Car” Porsche presented to the Reich Ministry of Transport on 17 January 1934. Shortly thereafter, on 22 June 1934, he received the official order from the “Reich Association of the German Automobile Industry" or RDA for short, to use the German abbreviation, to design and build prototypes of the Volkswagen or “People’s Car” assembled in 1935 in the garage of Porsche’s private villa in the north of Stuttgart. Ongoing development and testing of this new concept incidentally had to struggle against resistance from the German car industry fearing unwanted competition for their own models.

Deviating from the initial plan to have the Vokswagen built jointly by various German manufacturers, the Government of the German Reich decided in 1936 to build a special plant for this purpose – and again, Ferdinand Porsche was given the assignment to plan this new production facility. As one of three Managing Directors, Porsche had been responsible for the technical features and planning of the future Volkswagen Plant ever since the establishment of the “Gesellschaft zur Vorbereitung des Deutschen Volkswagens mbH" (“Company Preparing the German People’s Car Ltd“) (Gezuvor) in May 1937. It was also in this function that he travelled to the United States, accompanied by his son Ferry, in order to learn more about modern production methods.

Apart from the Volkswagen Project, Porsche’s Engineering Office, which had moved to the Zuffenhausen District of Stuttgart in 1938, was also working on numerous other development assignments for the automotive industry. Under a contract concluded with Daimler-Benz AG, for example, Porsche not only developed technical engine components for the Mercedes Silberpfeile, but also worked on the Type 80 World Speed Record Car from 1937 to 1939.

Source: Text & photos courtesy Porsche AG

Newell had contracted Porsche Engineering, the German sportscar maker's consultancy arm, to help modernize the P2000i. You can read all about this stylish home on wheels here, but today it’s the pictures that will do the talking.

etc,etc...avioes barcos, tudo..........

Porsche engineering and assembly

para quem nao sabe...trata-se do Mercedes E500 V8 com 326cv de 1992 a 1995

Called the "Wolf in Sheep's Clothing" by the press[2][3], performance tests of the day yielded impressive results: 0-100 km/h (0-62 mph) times of 5.5 to 6.0 seconds and acceleration through the quarter-mile (0.4 km) in 14.1 seconds at 163 km/h (101 mph). The top speed was redline limited at 6,000 rpm to 250 km/h (~155 mph). It was rated at 16.8 L/100 km (14 mpg) in the city and 13.8 L/100 km (17 mpg) on the highway.

With its aggressive stance: 1.5 inches wider track, 0.9 inch lower profile, flared fenders, side skirts, front air-dam and wide tires, the 500 E is easily distinguished from its lesser brethren. Because of its look, limited numbers, hand-built construction, and unique pedigree, the 500 E is already considered a "classic", even within Mercedes-Benz.

E aqui uma Harley-Davidson V-ROD....Cortesia Porsche Engineering....

Não me importava nada de ter uma camioneta dessas, quando me reformar em vez de comprar uma autocaravana compro um cena dessas para umas voltas pela Europa...Porsche é Porsche, o Engº Porsche era muito avançado para a época, já no principio do sec XX já Porsche tinha um carro hibrido, em que o motor de explosão carregava as baterias que por sua vez acionavam os 4 motores electricaos que faziam mover cada uma das rodas, não foi por acaso que foi considerado o Engº do Século....

compra que faze-mos uma viagem pela europa....vamos provar carne europeia.....alemas,italianas...etc....

STIG escreveu:compra que faze-mos uma viagem pela europa....vamos provar carne europeia.....alemas,italianas...etc....

Com o espaço que tem dava para fazer uma rave...ambulante