801
История / Re: История "Бугатти"
« : Февраля 17, 2016, 10:43:52 »
1946, завод Бугатти в Молсхейме.
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802
История / Re: "Порше": "белые пятна" истории...
« : Февраля 15, 2016, 15:15:10 »
А вот тут я уже в тупике.
С соревнованием все понятно, но кто был за рулем этого 356Б я никак не могу опознать. Никто не сталкивался с результатами или заявочным листом?
С соревнованием все понятно, но кто был за рулем этого 356Б я никак не могу опознать. Никто не сталкивался с результатами или заявочным листом?
803
История / Re: "Порше": "белые пятна" истории...
« : Февраля 14, 2016, 15:58:21 »
И снова ТФ, 1968. Порше-907. Мартовская "практика" без перекрытия движения общественного транспорта. Экипаж Скарфиотти-Миттер. Обращает на себя внимание нелепая маскировка: немецкий номерной знак прикрыт итальянским.
804
История / Re: "Порше": "белые пятна" истории...
« : Февраля 14, 2016, 15:27:34 »
Команда Порше всегда отличалась своим скрупулезным подходом...
Вот, казалось бы, ничем не примечательный стоп кадр из видео архива Порше.
Кадры сняты во время ТФ-1967. На снимке, вроде бы, обычный 911С. Однако, внимательный взгляд заметит правое расположение руля... Что забыл на Сицилии праворульный Порше во время практики?
Через несколько недель, в Ле-Мане дебютирует 907, у которого рулевое управление справа... Порше привез в Италию праворульный 911, чтобы пилоты потихоньку привыкали к нестандартному для них расположению в кабине.
Вот, казалось бы, ничем не примечательный стоп кадр из видео архива Порше.
Кадры сняты во время ТФ-1967. На снимке, вроде бы, обычный 911С. Однако, внимательный взгляд заметит правое расположение руля... Что забыл на Сицилии праворульный Порше во время практики?
Через несколько недель, в Ле-Мане дебютирует 907, у которого рулевое управление справа... Порше привез в Италию праворульный 911, чтобы пилоты потихоньку привыкали к нестандартному для них расположению в кабине.
805
История / Re: "Порше": "белые пятна" истории...
« : Февраля 14, 2016, 08:35:39 »
В июне 1938 Конструкторское Бюро Порше переехало в собственное здание, в район Цуффенхаузен...
Владения Порше, Цуффенхаузен, 2015
(Красный ромбик, в верхней части, по центру - Верк 1)
Владения Порше, Цуффенхаузен, 2015
(Красный ромбик, в верхней части, по центру - Верк 1)
806
История / Re: "Порше": "белые пятна" истории...
« : Февраля 14, 2016, 03:37:23 »
С Дакаром, кстати, связана история появления одного прототипа.
В 1985 команду Порше сопровождала "оперативная техничка" - Мерседес-Г-ваген, которая параллельно участвовала в зачете. Это был "стандартный" 280ГЕ. Но он совершенно не поспевал за боевыми экипажами, а в итоге вообще до финиша не добрался. Тогда, для 1986 на Порше подготовили 280ГЕ с двигателем от модели 928 С4, чтобы поспевал...
В 1985 команду Порше сопровождала "оперативная техничка" - Мерседес-Г-ваген, которая параллельно участвовала в зачете. Это был "стандартный" 280ГЕ. Но он совершенно не поспевал за боевыми экипажами, а в итоге вообще до финиша не добрался. Тогда, для 1986 на Порше подготовили 280ГЕ с двигателем от модели 928 С4, чтобы поспевал...
807
История / Re: "Порше": "белые пятна" истории...
« : Февраля 13, 2016, 10:57:10 »
Суть "дакаровской" истории такова:
В 1983 Порше делает свою первую полноприводную модель -953. Казалось бы, с ней прямая дорога в ралли группы Б с омологированными 200 экземплярами. Но, в то время денег у Порше был не так много, а годом ранее уже было принято решение и начато проектирование 959, который должен был участвовать не только в раллийной программе, но и в 24 часах.
Поэтому, изначально 953 задумывался как испытательная лаборатория. И выбран был Дакар-1984 именно, как крайне требовательное к технике соревнование.
В 1985 году на старт Дакара вышел 959, который, на самом деле, был переходом от 953 к окончательной версии 959. То есть, в том году, двигатель 3.2 и некоторые узлы перекочевали с 953.
А, вот, в 1986 на Дакаре выступал самый "трушный" 959, каким мы его знаем. Хотя, к тому времени дни его спортивной программы были уже сочтены...
Стоит отметить, что 961 для Ле-Мана уже финансировался без энтузиазма. Дакаровское шасси было адаптировано для шоссейных гонок, кузов и вес подогнали под регламент АСО, поколдовали над настройками... Все. Фактически 959 для Ле-Мана..
Как-то так...
В 1983 Порше делает свою первую полноприводную модель -953. Казалось бы, с ней прямая дорога в ралли группы Б с омологированными 200 экземплярами. Но, в то время денег у Порше был не так много, а годом ранее уже было принято решение и начато проектирование 959, который должен был участвовать не только в раллийной программе, но и в 24 часах.
Поэтому, изначально 953 задумывался как испытательная лаборатория. И выбран был Дакар-1984 именно, как крайне требовательное к технике соревнование.
В 1985 году на старт Дакара вышел 959, который, на самом деле, был переходом от 953 к окончательной версии 959. То есть, в том году, двигатель 3.2 и некоторые узлы перекочевали с 953.
А, вот, в 1986 на Дакаре выступал самый "трушный" 959, каким мы его знаем. Хотя, к тому времени дни его спортивной программы были уже сочтены...
Стоит отметить, что 961 для Ле-Мана уже финансировался без энтузиазма. Дакаровское шасси было адаптировано для шоссейных гонок, кузов и вес подогнали под регламент АСО, поколдовали над настройками... Все. Фактически 959 для Ле-Мана..
Как-то так...
808
История / Re: "Порше": "белые пятна" истории...
« : Февраля 12, 2016, 11:00:38 »
Легче спросить чем похожи были - системой полного привода. К тому моменту работа над 959 Дакар уже вовсю кипела. 953 был лабораторией, на которой тестировали как раз привод и нагрузку на основные элементы шасси и кузов в экстремальных условиях.
809
История / Re: "Порше": "белые пятна" истории...
« : Февраля 12, 2016, 08:30:24 »
1983, Алжир. Тестовый мул Порше-953 и пилот-испытатель Икс
810
Викторины / Re: Сложная викторина
« : Февраля 08, 2016, 00:16:56 »Мне известен точный ответ вплоть до даты. Сразу видно, что это фон Браухич на обтекаемом "Мерседесе", на котором он выступал в 1932 году. Профилированный вираж (по-понтовому - "бэнкинг") на АФУСе тогда даже ещё не был построен, так что такой кадр мог быть сделан на какой-то очень особенной трассе, а пуще того - на велодроме. Если кому интересно, можете дальше искать.
Владимир, я извиняюсь, что мой пост немного не в тему. Прочитал эту страницу, увидел фото ССКЛ Стримлайнер "Гарке".
В книге "Компрессорные Мерседес в деталях" Джеймса Тейлора написано, что было сделано два шасси, которые отличались хвостовой частью. Дебют состоялся на Афусе в 1932. Одним шасси - "низкий хвост" - управлял Мерц и погиб на тренировке 18 мая, а на фото "средний хвост" Браухича. Печально, что в книге не указано, где еще после дебюта выступало единственное сохранившееся шасси
811
История / Re: Уолтер Вольф и "Вольф Рэйсинг"
« : Февраля 04, 2016, 09:52:06 »
Токарь или специалист по обработке металла
812
История / Re: "Порше": "белые пятна" истории...
« : Февраля 04, 2016, 00:16:07 »
Влад, спасибо, но эти снимки мне знакомы.
Вот, может тебе это будет интересно: http://porschecarshistory.com/porsche-type-64-type-114/
Вот, может тебе это будет интересно: http://porschecarshistory.com/porsche-type-64-type-114/
813
История / Re: "Порше": "белые пятна" истории...
« : Февраля 03, 2016, 14:40:39 »
Тарга 1922, АД АДС-Р
815
История / Re: "Порше": "белые пятна" истории...
« : Января 31, 2016, 16:17:35 »
Влад, вот тот самый патент Порше с синхронизаторами:
817
История / Re: "Порше": "белые пятна" истории...
« : Января 31, 2016, 08:51:41 »
Влад, я продолжу вброс про Феррари, с которого тема и началась...
В последнем номере русскоязычной версии журнала "Классик энд Спортс кар" есть статья о Феррари 365 ГТС (по информации журнала, шасси № 11985. Общая серия - 168 с 1968 по 1970). Двигатель Коломбо.
Цитата:
"...Сцепление удивительно отзывчивое, а синхронизатор Porsсhe работает безупречно..."
Таким образом, связь Порше и Феррари прослеживается уже с 1954 по 1970 год. В случае с 365 речь идет, видимо, об отдельной детали, а не о коробке в целом. Тем более, что в реестре Порше нет в тот период чего-то связанного с Феррари.
Напрашиваются вопросы:
а) все 365 ГТС оснащались таким синхронизатором?
б) только двигатели Коломбо могли комплектоваться КПП и синхронизаторами Порше?
в) кроме 330 и 365, оснащенными двигателями Коломбо, в период 1955-1970 какие еще модели Феррари могли использовать КПП и синхронизаторы Порше?
В последнем номере русскоязычной версии журнала "Классик энд Спортс кар" есть статья о Феррари 365 ГТС (по информации журнала, шасси № 11985. Общая серия - 168 с 1968 по 1970). Двигатель Коломбо.
Цитата:
"...Сцепление удивительно отзывчивое, а синхронизатор Porsсhe работает безупречно..."
Таким образом, связь Порше и Феррари прослеживается уже с 1954 по 1970 год. В случае с 365 речь идет, видимо, об отдельной детали, а не о коробке в целом. Тем более, что в реестре Порше нет в тот период чего-то связанного с Феррари.
Напрашиваются вопросы:
а) все 365 ГТС оснащались таким синхронизатором?
б) только двигатели Коломбо могли комплектоваться КПП и синхронизаторами Порше?
в) кроме 330 и 365, оснащенными двигателями Коломбо, в период 1955-1970 какие еще модели Феррари могли использовать КПП и синхронизаторы Порше?
818
История / Re: "Порше": "белые пятна" истории...
« : Января 31, 2016, 06:02:32 »
Ф2, 31 июля 1960 г, ГП Германии, последние секунды до старта. Первая линия стартовой решетки
№8 - Хилл, Порше 718/2, шасси 01
№1 - Бребхэм, Купер Т51
№9 - фон Трипс, Порше 718/2, шасси 05
№6 - Боннье, Порше 718/2, шасси 02
Обращает на себя внимание машина Трипса. Это вторая генерация, которая дебютировала неделю назад на ГП Солитюд. Кузов был продут в аэродинамической трубе Штутгардского Университета. Было модернизировано шасси и система охлаждения двигателя.
№8 - Хилл, Порше 718/2, шасси 01
№1 - Бребхэм, Купер Т51
№9 - фон Трипс, Порше 718/2, шасси 05
№6 - Боннье, Порше 718/2, шасси 02
Обращает на себя внимание машина Трипса. Это вторая генерация, которая дебютировала неделю назад на ГП Солитюд. Кузов был продут в аэродинамической трубе Штутгардского Университета. Было модернизировано шасси и система охлаждения двигателя.
819
История / Re: "Порше": "белые пятна" истории...
« : Января 30, 2016, 12:38:42 »
Предпоследнее официальное соревнование для 911 Каррера РСР Турбо (шасси 911 460 9102 R13) - Дайтона 24, 1977 год. Экипаж Онгейс/Фоллмер/Филд сход
821
История / Re: "Порше": "белые пятна" истории...
« : Января 29, 2016, 09:19:04 »
Я нигде не встречал упоминание об ограничении его передвижения после освобождения.
Отрывок из книги Dennis Adler "Porsche: the road from Zuffenhausen"
"...The first incident occurred in the summer of 1945 when a German informer, who, as Ferry wrote, had “insinuated his way into favor with the British,” became chief of police in Wolfsburg. Seeking to strengthen his political position, he accused Ferdinand Porsche of murder after two bodies were found in the house that Porsche had used when visiting the KdF factory. The trumped-up charges were unsubstantiated since no one from the Porsche family had been anywhere hear Wolfsburg for several months. However, the police chief the persisted and convinced the chief of the American military police in Zell am See that the Porsches were murderers. Ferry considered the whole affair preposterous until a until of American MPs arrived and arrested every male member of the Porsches family except Ferdinand Porsche, who was a Gmund visiting Karl Rabe. Erwin Komenda and most of the factory workers living on the estate grounds, thirty-two people in all, were also taken into custody and carted off to prison in Salzburg.
Unbeknownst to any of the family members in Zell am See, Ferdinand Porsche was also taken into custody and was under house arrest at Gmund until early August. He was then driven in his own car to Schloss Kransberg, a castle near Bad Nauheim that had been turned into an internment camp by the occupation forces. There, Porsche was kept along with senior members of the German ministry, including Albert Speer, Hitler’s minister for armaments and war production. Everyone held at Schloss Kransberg was under suspicion of war crimes, and it was here that the Allies would ascertain who would be sent to trial at the Nuremberg Count. Those sent to trial, including German Field Marshal Hermann Goring and ten other Nazi Party leaders, were sentenced to death in 1946.
Knowing that Porsche had not been involved in any political activity during the war, Speer strenuously defended him before the military tribunal. As a result, Porsche was cleared of any suspicion of complicity in war crimes and given am official document stating that no charges were to be brought against him. When he returned to Austria, shortly after his seventieth birthday, he discovered that his son and all his associates were in prison, accused of a crime they not only had not committed but of which they had no knowledge. Ferry and the others had been interned for thirteen weeks, and not once had any of them been questioned about the incident in Wolfsburg.
Recalled Ferry, “My father eventually succeeded in convincing the British of our innocence, and he secured our release from the American military government in Vienna.” It was November 1, 1945, and when Ferry arrived back in Zell am See, he believed that the worst was over. “We were to be proved hopelessly wrong,” he said.
Sentiments toward Germany were hard-hearted, much worse than they had been after the Great War. The Morgenthau Plan, named after Henry Morgenthau, Jr., Franklin D. Roosevelt’s Secretary of the Treasure (1934-1945) and the son of a wealthy U.S. financier and statesman who was born in Germany, was a harsh peace settlement that called for the total dismantling of German industry, the closure of mines, and the conversion of highly industrialized nation into am agrarian state. Allied bombing attacks beginning in 1943 had almost assured the first decree; nevertheless, by the end of summer 1945, the Allied occupation forces were allowing the German automotive industry to begin the slow process of cleaning up and rebuilding. This was about the time a young French lieutenant named Henri LeComte arrived at the Porsche estate in Austria.
“Lieutenant LeComte had first gone our Zuffenhausen factory and discovered that we were living in Austria. LeComte claimed to be working on behalf of Marcel Paul, the French minister for industry,” wrote Ferry. “Paul was a member of the French Communist Party. He wanted to obtain the Volkswagen factory as part of Germany’s reparations payment to France. Of course of agreement of the American and, more important, the British, in whose zone the factory was, had to be obtained.” What the French needed even more was Ferdinand Porsche's help, or so it first appeared when LeComte came knocking on Porsche's door. At his bequest, in mid-November Anton Piech and the Porsches, along with their cousin Herbert Kaes, drove to Baden-Baden, which was now in the French-occupied zone of West Germany. There they met at the Hotel Muller with government representatives who told them that France was planning to build a state-owned automobile factory which would include half of the manufacturing equipment from the VW plant of Wolfsburg as reparations payments. The Porsches were needed to supervise the removal and relocation of the Volkswagen tooling and to oversee construction of the new manufacturing facility in France. The French by LeComte's superiors, Major Trevoux and Major Maiffre, had gone so far as to draft a contact in advance for Ferdinand Porsche to sign. Trevoux requested that he do so before leaving. Although the plan appeared to have some merit and had obviously piqued Porsche's curiosity, he told Trevoux that he needed to think it over before agreeing to the proposal.
Back in Zell am See, Ferry expressed serious doubts regarding Marcel Paul's plan and the sincerity of the French to build a German car, but his father had become enthusiastic about the project in the weeks that followed. He told Ferry, “It look as if the French are pretty serious about this business.” Early in December the Porsches, Piech, and Kaes once again made the drive to Baden-Baden to resume discussions with Trevoux. They had no idea that the political situation had changed between November and December and that they were now walking into trap.
The French accommodated the Porsches in the Villa Bella Vista, and a meeting was arranged again at the Hotel Muller. When they arrived, however, Trevoux was not were. In his place was a Colonel Lamis, who barely showed any interest in the discussions and asked seemingly irrelevant questions of Ferdinand Porsche. The meeting concluded rather abruptly, and the Porsches were sent back to their rooms. “My father gradually became more and more impatient,” recalled Ferry, “and decided to go back to Zell am See the next day. That same evening Maiffre and LeComte were dining with us when two Frenchmen in civilian clothes suddenly appeared and told us that we were under arrest. LeComte acted surprised and said, “The whole thing is a misunderstanding, believe me! Please remain calm and don't get excited. We'll have the matter cleared up by Monday!” Monday would be too late. The order had come from the French minister of justice, Pierre-Henri Teitgen, and on Sunday, December 16, 1945 Ferdinand and Ferry Porsche and Fr. Anton Piech were taken to the prison in Baden-Baden. Kaes, who had decided to skip the dinner on Friday and go to the cinema instead, managed to escape arrest. Staying at the house of relative, he remained nearby to observe the events as they unfolded.
The Porsches were imprisoned now for the second time in as many month. Knowing of the document clearing his father of any war crimes, Ferry was at a loss to understand their unprovoked arrest. His answer came the next day when a series of charges were leveled at his father and brother-at-law, this time for misconduct with respect to prisoners of war and workers at the Peugeot plants that had come under the control of VW during Germany's occupation of France. The rationale was that Ferdinand Porsche and Anton Piech had been in charge of the KdF Werk during the war, thus they were responsible for the acts of the Gestapo who had brutalized French workers. The accusations were as thin as the paper on which they were written. The Porsche and Piech had merely become pawns in a battle between two factions, and their arrest was part of a politically motivated conspiracy by French automakers and those in the French cabinet to sabotage Marcel Paul's plan of building VWs in France. Ferry's early apprehensions about the sincerity of the French had been correct. “They had hoped to achieve their aim by taking us out of circulation,” he said. And it had worked. The accusations, false or otherwise, were far more serious than they first appeared.
The charges against his father, as Ferry later recounted, were based on half-truths and the mistaken beliefs about events that occurred at the Peugeot factory in Montbeliard.”My father was accused of being a war criminal on the grounds that, after a few incidents of sabotage at Peugeot factories, some French people had been arrested by the Gestapo at my father's instigation. There was alleged to be evidence that a few Peugeot managers had been thrown into prison during the German occupation. This was all contained in charges brought against my father, which we would have dismissed as ridiculous if the situation had not been so serious. In reality, my father had intervened on behalf of the Peugeot managers and had complained bitterly to the Gestapo that cooperation would be impossible if the Peugeot management was locked up in jail. The managers were subsequently released. However, when shortly afterward there were further acts of sabotage at Peugeot, several managers were thrown back into prison. My father intervened again, but this time the strength of available evidence meant his efforts were in vain. One of the managers died during his imprisonment.”
Similar accusations were made against Anton Piech and Ferry. It was soon proven that Ferry had never been associated with the management of the KdF Werk or Volkswagen, and he was released from Baden-Baden prison in March 1946. However, he was still detained by the French and not permitted to return to Austria until July. Ferdinand Porsche and Anton Piech were also released from prison but were likewise detained as “guests” of the French.
Despite protests from within French cabinet, Marcel Paul continued to lobby for the production of Volkswagen in France, and thus the struggle raged on into 1946. In May both Porsche and Piech were driven to Paris where they were accommodated in the servant's quarters of the Renault villa. They were later met by a team of Renault engineers and asked to review drawings for the new 4CV model and assist Renault in setting up the production line. Porsche and Piech cooperated fully and even worked in the Renault assembly shop on preparation for the production of the 4CV, but after more then year and repeated pleas for their release, in Febrary 1947 they were jailed again. Events had suddenly gone from bad to worse.
Marcel Paul had lost his seat in the French cabinet, thus ending the debate over producing the VW in France, and Minister of Justice Teitgen, who signet the original arrest warrant, had become even more powerful within the cabinet. Perhaps as a result, Porsche and Piech were transferred to the prison in Dijon, one of the worst in France. The cells were unheated even in the middle of winter, and at age seventy-two the elder Porsche's health soon began to fail. A physician declared him too ill to remain incarcerated, and Porsche was transferred to the prison hospital where he slowly regained some strength but remained in despair over his situation.
Several month later Porsche was interrogated once again by French authorities, only this time there were two Peugeot managers present, both of whom spoke on Porsche's behalf and confirmed that he had nothing to do with the mistreatment of French workers. A former Gestapo officer had also been questioned, and he, too, confirmed that Porsche had absolutely no involvement with French prisoners being sent to Germany as forced labor at the KdF. Ferdinand Porsche's long winter appeared to be coming to an end. With these new revelations the French finally agreed to free both Professor Porsche and Dr. Piech, but first a bail of one million francs was to be posted. It was an impossible sum of money for the Porsche family to obtain..
Throughout the ordeal in France, Karl Rabe and Louise Porsche-Piech had kept things going at Gmund by supervising the repair of prewar VWs and VW bucket cars. Toward the end of 1946 there were more than two hundred employees working at the Gmund facility, which Ferry and Louise had wisely reorganized as an Austrian company under the name Porsche Konstruktionen GesmbH. It was still tough going, but in September 1946 fate at last turned in Porsche’s favor when Italian industrialist and amateur race driver Piero Dusio entered their lives.
Dusio had made his fortune selling war materiel to the Italian government. Even being on the losing side had been profitable for him, and in 1946 he bankrolled the development of an entire class of single-seat race cars known as Cisitalia, the contraction for Consorzio Industriale Sportivo Italia. He hired a talented Fiat engineer named Dante Giacosa, who designed a simple, Fiat-based race car that could be produced profitably in reasonable numbers. Dusio also employed former Fiat experimental engineer Dr. Giovanni Savonuzzi to put the car into production and also the great Piero Taruffi to road test the first sample. By August 1946, Cisitalia had produced seven of the new Type D46 Monopostos, and in their debut race a trio od Cisitalias finished first through third.
Among Dusio’s cadre of racing luminaries was the legendary Tazio Nuvolari. As fate would have it, Nuvolari had driven for the Auto Union before the war and was familiar with Professor Porsche and the magnificent cars he had designed. When he decided to resume his Grand Prix racing career, both Nuvolari and Dusio found their way to Porsche’s doorstep through mutual friends: Carlo Abarth, who was married to Anton Piech’s former secretary, and Rudolf Hruska, who had worked with Porsche in 1939. It was only after making contact with Louise Piech and Ferry Porsche, however, that Dusio discovered the plight of their father and offered to provide the necessary funds to secure his release. He had one million francs delivered to the French authorities through his friends, celebrated race drivers Louis Chiron and Raymond Sommer. On August 1, 1947, Ferdinand Porsche and Anton Piech were released after almost two years in and out of French prisons. The money used to buy their freedom was the payment for designing the Grand Prix car for Dusio, but he was generous and contracted additionally for Porsche to design a small farm tractor, a sport car, and a water turbine. Of the three, only the tractor was produced..."
Отрывок из книги Dennis Adler "Porsche: the road from Zuffenhausen"
"...The first incident occurred in the summer of 1945 when a German informer, who, as Ferry wrote, had “insinuated his way into favor with the British,” became chief of police in Wolfsburg. Seeking to strengthen his political position, he accused Ferdinand Porsche of murder after two bodies were found in the house that Porsche had used when visiting the KdF factory. The trumped-up charges were unsubstantiated since no one from the Porsche family had been anywhere hear Wolfsburg for several months. However, the police chief the persisted and convinced the chief of the American military police in Zell am See that the Porsches were murderers. Ferry considered the whole affair preposterous until a until of American MPs arrived and arrested every male member of the Porsches family except Ferdinand Porsche, who was a Gmund visiting Karl Rabe. Erwin Komenda and most of the factory workers living on the estate grounds, thirty-two people in all, were also taken into custody and carted off to prison in Salzburg.
Unbeknownst to any of the family members in Zell am See, Ferdinand Porsche was also taken into custody and was under house arrest at Gmund until early August. He was then driven in his own car to Schloss Kransberg, a castle near Bad Nauheim that had been turned into an internment camp by the occupation forces. There, Porsche was kept along with senior members of the German ministry, including Albert Speer, Hitler’s minister for armaments and war production. Everyone held at Schloss Kransberg was under suspicion of war crimes, and it was here that the Allies would ascertain who would be sent to trial at the Nuremberg Count. Those sent to trial, including German Field Marshal Hermann Goring and ten other Nazi Party leaders, were sentenced to death in 1946.
Knowing that Porsche had not been involved in any political activity during the war, Speer strenuously defended him before the military tribunal. As a result, Porsche was cleared of any suspicion of complicity in war crimes and given am official document stating that no charges were to be brought against him. When he returned to Austria, shortly after his seventieth birthday, he discovered that his son and all his associates were in prison, accused of a crime they not only had not committed but of which they had no knowledge. Ferry and the others had been interned for thirteen weeks, and not once had any of them been questioned about the incident in Wolfsburg.
Recalled Ferry, “My father eventually succeeded in convincing the British of our innocence, and he secured our release from the American military government in Vienna.” It was November 1, 1945, and when Ferry arrived back in Zell am See, he believed that the worst was over. “We were to be proved hopelessly wrong,” he said.
Sentiments toward Germany were hard-hearted, much worse than they had been after the Great War. The Morgenthau Plan, named after Henry Morgenthau, Jr., Franklin D. Roosevelt’s Secretary of the Treasure (1934-1945) and the son of a wealthy U.S. financier and statesman who was born in Germany, was a harsh peace settlement that called for the total dismantling of German industry, the closure of mines, and the conversion of highly industrialized nation into am agrarian state. Allied bombing attacks beginning in 1943 had almost assured the first decree; nevertheless, by the end of summer 1945, the Allied occupation forces were allowing the German automotive industry to begin the slow process of cleaning up and rebuilding. This was about the time a young French lieutenant named Henri LeComte arrived at the Porsche estate in Austria.
“Lieutenant LeComte had first gone our Zuffenhausen factory and discovered that we were living in Austria. LeComte claimed to be working on behalf of Marcel Paul, the French minister for industry,” wrote Ferry. “Paul was a member of the French Communist Party. He wanted to obtain the Volkswagen factory as part of Germany’s reparations payment to France. Of course of agreement of the American and, more important, the British, in whose zone the factory was, had to be obtained.” What the French needed even more was Ferdinand Porsche's help, or so it first appeared when LeComte came knocking on Porsche's door. At his bequest, in mid-November Anton Piech and the Porsches, along with their cousin Herbert Kaes, drove to Baden-Baden, which was now in the French-occupied zone of West Germany. There they met at the Hotel Muller with government representatives who told them that France was planning to build a state-owned automobile factory which would include half of the manufacturing equipment from the VW plant of Wolfsburg as reparations payments. The Porsches were needed to supervise the removal and relocation of the Volkswagen tooling and to oversee construction of the new manufacturing facility in France. The French by LeComte's superiors, Major Trevoux and Major Maiffre, had gone so far as to draft a contact in advance for Ferdinand Porsche to sign. Trevoux requested that he do so before leaving. Although the plan appeared to have some merit and had obviously piqued Porsche's curiosity, he told Trevoux that he needed to think it over before agreeing to the proposal.
Back in Zell am See, Ferry expressed serious doubts regarding Marcel Paul's plan and the sincerity of the French to build a German car, but his father had become enthusiastic about the project in the weeks that followed. He told Ferry, “It look as if the French are pretty serious about this business.” Early in December the Porsches, Piech, and Kaes once again made the drive to Baden-Baden to resume discussions with Trevoux. They had no idea that the political situation had changed between November and December and that they were now walking into trap.
The French accommodated the Porsches in the Villa Bella Vista, and a meeting was arranged again at the Hotel Muller. When they arrived, however, Trevoux was not were. In his place was a Colonel Lamis, who barely showed any interest in the discussions and asked seemingly irrelevant questions of Ferdinand Porsche. The meeting concluded rather abruptly, and the Porsches were sent back to their rooms. “My father gradually became more and more impatient,” recalled Ferry, “and decided to go back to Zell am See the next day. That same evening Maiffre and LeComte were dining with us when two Frenchmen in civilian clothes suddenly appeared and told us that we were under arrest. LeComte acted surprised and said, “The whole thing is a misunderstanding, believe me! Please remain calm and don't get excited. We'll have the matter cleared up by Monday!” Monday would be too late. The order had come from the French minister of justice, Pierre-Henri Teitgen, and on Sunday, December 16, 1945 Ferdinand and Ferry Porsche and Fr. Anton Piech were taken to the prison in Baden-Baden. Kaes, who had decided to skip the dinner on Friday and go to the cinema instead, managed to escape arrest. Staying at the house of relative, he remained nearby to observe the events as they unfolded.
The Porsches were imprisoned now for the second time in as many month. Knowing of the document clearing his father of any war crimes, Ferry was at a loss to understand their unprovoked arrest. His answer came the next day when a series of charges were leveled at his father and brother-at-law, this time for misconduct with respect to prisoners of war and workers at the Peugeot plants that had come under the control of VW during Germany's occupation of France. The rationale was that Ferdinand Porsche and Anton Piech had been in charge of the KdF Werk during the war, thus they were responsible for the acts of the Gestapo who had brutalized French workers. The accusations were as thin as the paper on which they were written. The Porsche and Piech had merely become pawns in a battle between two factions, and their arrest was part of a politically motivated conspiracy by French automakers and those in the French cabinet to sabotage Marcel Paul's plan of building VWs in France. Ferry's early apprehensions about the sincerity of the French had been correct. “They had hoped to achieve their aim by taking us out of circulation,” he said. And it had worked. The accusations, false or otherwise, were far more serious than they first appeared.
The charges against his father, as Ferry later recounted, were based on half-truths and the mistaken beliefs about events that occurred at the Peugeot factory in Montbeliard.”My father was accused of being a war criminal on the grounds that, after a few incidents of sabotage at Peugeot factories, some French people had been arrested by the Gestapo at my father's instigation. There was alleged to be evidence that a few Peugeot managers had been thrown into prison during the German occupation. This was all contained in charges brought against my father, which we would have dismissed as ridiculous if the situation had not been so serious. In reality, my father had intervened on behalf of the Peugeot managers and had complained bitterly to the Gestapo that cooperation would be impossible if the Peugeot management was locked up in jail. The managers were subsequently released. However, when shortly afterward there were further acts of sabotage at Peugeot, several managers were thrown back into prison. My father intervened again, but this time the strength of available evidence meant his efforts were in vain. One of the managers died during his imprisonment.”
Similar accusations were made against Anton Piech and Ferry. It was soon proven that Ferry had never been associated with the management of the KdF Werk or Volkswagen, and he was released from Baden-Baden prison in March 1946. However, he was still detained by the French and not permitted to return to Austria until July. Ferdinand Porsche and Anton Piech were also released from prison but were likewise detained as “guests” of the French.
Despite protests from within French cabinet, Marcel Paul continued to lobby for the production of Volkswagen in France, and thus the struggle raged on into 1946. In May both Porsche and Piech were driven to Paris where they were accommodated in the servant's quarters of the Renault villa. They were later met by a team of Renault engineers and asked to review drawings for the new 4CV model and assist Renault in setting up the production line. Porsche and Piech cooperated fully and even worked in the Renault assembly shop on preparation for the production of the 4CV, but after more then year and repeated pleas for their release, in Febrary 1947 they were jailed again. Events had suddenly gone from bad to worse.
Marcel Paul had lost his seat in the French cabinet, thus ending the debate over producing the VW in France, and Minister of Justice Teitgen, who signet the original arrest warrant, had become even more powerful within the cabinet. Perhaps as a result, Porsche and Piech were transferred to the prison in Dijon, one of the worst in France. The cells were unheated even in the middle of winter, and at age seventy-two the elder Porsche's health soon began to fail. A physician declared him too ill to remain incarcerated, and Porsche was transferred to the prison hospital where he slowly regained some strength but remained in despair over his situation.
Several month later Porsche was interrogated once again by French authorities, only this time there were two Peugeot managers present, both of whom spoke on Porsche's behalf and confirmed that he had nothing to do with the mistreatment of French workers. A former Gestapo officer had also been questioned, and he, too, confirmed that Porsche had absolutely no involvement with French prisoners being sent to Germany as forced labor at the KdF. Ferdinand Porsche's long winter appeared to be coming to an end. With these new revelations the French finally agreed to free both Professor Porsche and Dr. Piech, but first a bail of one million francs was to be posted. It was an impossible sum of money for the Porsche family to obtain..
Throughout the ordeal in France, Karl Rabe and Louise Porsche-Piech had kept things going at Gmund by supervising the repair of prewar VWs and VW bucket cars. Toward the end of 1946 there were more than two hundred employees working at the Gmund facility, which Ferry and Louise had wisely reorganized as an Austrian company under the name Porsche Konstruktionen GesmbH. It was still tough going, but in September 1946 fate at last turned in Porsche’s favor when Italian industrialist and amateur race driver Piero Dusio entered their lives.
Dusio had made his fortune selling war materiel to the Italian government. Even being on the losing side had been profitable for him, and in 1946 he bankrolled the development of an entire class of single-seat race cars known as Cisitalia, the contraction for Consorzio Industriale Sportivo Italia. He hired a talented Fiat engineer named Dante Giacosa, who designed a simple, Fiat-based race car that could be produced profitably in reasonable numbers. Dusio also employed former Fiat experimental engineer Dr. Giovanni Savonuzzi to put the car into production and also the great Piero Taruffi to road test the first sample. By August 1946, Cisitalia had produced seven of the new Type D46 Monopostos, and in their debut race a trio od Cisitalias finished first through third.
Among Dusio’s cadre of racing luminaries was the legendary Tazio Nuvolari. As fate would have it, Nuvolari had driven for the Auto Union before the war and was familiar with Professor Porsche and the magnificent cars he had designed. When he decided to resume his Grand Prix racing career, both Nuvolari and Dusio found their way to Porsche’s doorstep through mutual friends: Carlo Abarth, who was married to Anton Piech’s former secretary, and Rudolf Hruska, who had worked with Porsche in 1939. It was only after making contact with Louise Piech and Ferry Porsche, however, that Dusio discovered the plight of their father and offered to provide the necessary funds to secure his release. He had one million francs delivered to the French authorities through his friends, celebrated race drivers Louis Chiron and Raymond Sommer. On August 1, 1947, Ferdinand Porsche and Anton Piech were released after almost two years in and out of French prisons. The money used to buy their freedom was the payment for designing the Grand Prix car for Dusio, but he was generous and contracted additionally for Porsche to design a small farm tractor, a sport car, and a water turbine. Of the three, only the tractor was produced..."
822
История / Re: "Порше": "белые пятна" истории...
« : Января 29, 2016, 06:11:04 »
Влад, спасибо большое! Особенно за АЮ.
ПС:У тебя в названиях фигурирует 935 Кремер, но это 911 Каррера 3.0 RSR Кремер
ППС: Влад, я прошу прощения за дезинформацию... Это действительно 935 К1. Меня сбил с толку кузов РСР, который использовали на "опытной партии"
В помощь мне "библия" Юргена Барта. Дело в том, что Кремер получил от Порше кузов Каррера РСР и все узлы 935, но шасси они собирали свое, поэтому номер не заводской - 006 00019. Ниже снимки этого шасси на "шести часах Сильверстоун", 1976 год
ПС:
ППС: Влад, я прошу прощения за дезинформацию... Это действительно 935 К1. Меня сбил с толку кузов РСР, который использовали на "опытной партии"
В помощь мне "библия" Юргена Барта. Дело в том, что Кремер получил от Порше кузов Каррера РСР и все узлы 935, но шасси они собирали свое, поэтому номер не заводской - 006 00019. Ниже снимки этого шасси на "шести часах Сильверстоун", 1976 год
823
История / Re: "Порше": "белые пятна" истории...
« : Января 29, 2016, 01:11:13 »
Владимир, спасибо. Интересно. Как всегда, дьявол в мелочах...
824
История / Re: "Порше": "белые пятна" истории...
« : Января 25, 2016, 06:43:27 »
Снимок датирован, скорее всего, 1948 годом. Цель-Ам-Зее, Фердинанд Порше и его персональный тип 166 с боковым вырезом для удобства посадки-выхода и специальными "пустынными" колесами. Людей рядом опознать не могу.
825
История / Re: "Порше": "белые пятна" истории...
« : Января 25, 2016, 01:25:46 »Еще небольшая порция: https://yadi.sk/d/7CyWGj7Jnfs69
Спасибо, Влад. Тема машин технической поддержки Порше очень масштабна... Даже не представляю, когда смогу за нее взяться...
1000 км Нюрбургринга, 1963
826
История / Re: "Порше": "белые пятна" истории...
« : Января 23, 2016, 15:24:47 »
Влад! Огромное спасибо за снимки Бера-Порше!!!
827
История / Re: "Порше": "белые пятна" истории...
« : Января 23, 2016, 15:21:44 »
Осень 1983, площадка рядом с Верке 1. Омологационная партия из 20 Порше 954 (911 Каррера СЦ РС)
828
История / Re: "Порше": "белые пятна" истории...
« : Января 23, 2016, 15:14:47 »
По внешнему виду это один из 10 "переходных" 934/5, но номер шасси №930 670 0160 говорит нам, что это "обычный" 934 с "тюнингом" заднего крыла на гонке в Дижоне 1976. На заднем плане Каррера 3.0 РСР с не стандарьным задним крылом
829
История / Re: "Порше": "белые пятна" истории...
« : Января 23, 2016, 15:01:48 »
Сентябрь 1973, Верке 1. Партия Каррера 3.0 РСР перед отправкой в штаты. Стоит обратить внимание, что у всех "старый дак тейл"!!! Новые хвосты отправились за океан отдельно и машины были дособраны уже там.
830
История / Re: "Порше": "белые пятна" истории...
« : Января 23, 2016, 14:47:04 »
Огромное спасибо за уникальный снимок с тестов на Поль-Рикар Каррера РСР Турбо!!!!
831
История / Re: "Порше": "белые пятна" истории...
« : Января 23, 2016, 14:34:22 »
Влад, в папке с Абартом и 904 нашел у тебя интересное фото 356Б Каррера 2000 ГС/ГТ
В подписи у тебя зашифрован, видимо, год - an_19610. Если шифр именно такой, то это неправильный год. Эта модель могла участвовать в соревнованиях только с 1963 года. Причем, на данной фотографии задняя часть машины модифицирована, что вызывает особый интерес. Соревнование определить не могу.
В подписи у тебя зашифрован, видимо, год - an_19610. Если шифр именно такой, то это неправильный год. Эта модель могла участвовать в соревнованиях только с 1963 года. Причем, на данной фотографии задняя часть машины модифицирована, что вызывает особый интерес. Соревнование определить не могу.
832
История / Re: "Порше": "белые пятна" истории...
« : Января 23, 2016, 13:47:59 »Книга Юргена Барта. Мне кажется цены ей нет в плане достоверности и полноты информации.
Абсолютно верно! У меня его "библия" по 934/935! Всем рекомендую книги этого автора.
разнокалиберные фотографии без роду - без племени, но про "Порше"
Спасибо. Сейчас полистаю.
833
История / Re: "Порше": "белые пятна" истории...
« : Января 22, 2016, 16:37:28 »
Это временный вариант... Дойдут руки и заменим своим текстом.
На самом деле я несколько разочарован одним из источников, за которым гонялся в надежде на объемное описание спортивной карьеры компрессоров Порше...
Речь об этой книге
С одной стороны, история создания написана крайне подробно, с другой спорт описан крайне скудно. Делается акцент на ключевые соревнования (Тарга 22 и 24, Инди 23), но остальные состязания упоминаются мельком, а иногда просто указаны "между строк". Есть и ошибки. Например, Солитюд 1924 у автора наступает раньше, чем Тарга...
Так же, небрежно автор подошел к таблицам с характеристиками. Например, у автора в таблицах тип 122, тип ПП и тип Монца имеют одинаковые габариты и передаточные числа, хотя в тексте наблюдается разница.
Обидно.
На самом деле я несколько разочарован одним из источников, за которым гонялся в надежде на объемное описание спортивной карьеры компрессоров Порше...
Речь об этой книге
С одной стороны, история создания написана крайне подробно, с другой спорт описан крайне скудно. Делается акцент на ключевые соревнования (Тарга 22 и 24, Инди 23), но остальные состязания упоминаются мельком, а иногда просто указаны "между строк". Есть и ошибки. Например, Солитюд 1924 у автора наступает раньше, чем Тарга...
Так же, небрежно автор подошел к таблицам с характеристиками. Например, у автора в таблицах тип 122, тип ПП и тип Монца имеют одинаковые габариты и передаточные числа, хотя в тексте наблюдается разница.
Обидно.
834
Разное / Re: Модели автомобилей
« : Января 22, 2016, 07:30:17 »
Пропустил эту тему почему-то... Коллекционирую Porsche 1/18. Сейчас чуть больше 100 единиц. Каталог все никак руки не доходят составить...
В обмене две модели. Обе Spyder RS
В обмене две модели. Обе Spyder RS
835
История / Re: "Порше": "белые пятна" истории...
« : Января 22, 2016, 01:08:23 »
Значительно обновил заметку о годах, когда Порше работал главным инженером в ДМГ.
Однако, у меня существует полная уверенность, что список приведенных мной соревнований не полный.
Буду признателен, если укажите на ошибки или дополните фактами об участии в соревнованиях.
Однако, у меня существует полная уверенность, что список приведенных мной соревнований не полный.
Буду признателен, если укажите на ошибки или дополните фактами об участии в соревнованиях.
836
История / Re: 1953 год
« : Января 21, 2016, 11:15:48 »
Жалко, что нет темы "транспорт технической поддержки соревнований"
Norisring Motorcycle Races
"Фирменный" Мерседес компании BP
Norisring Motorcycle Races
"Фирменный" Мерседес компании BP
837
История / Re: "Порше": "белые пятна" истории...
« : Января 21, 2016, 09:58:14 »Интересно, зачем такой огород с демпфированием на ведущих колесах? Отсутствие дифференциала?
Информации у меня по тракторам крайне мало.
Есть вот такой чертеж
838
История / Re: "Порше": "белые пятна" истории...
« : Января 21, 2016, 09:16:15 »
Еще одна необычная сторона доктора Порше.
Ноябрь 1937, "маленький трактор", модель А, по номенклатуре - тип 110
1938 год, "маленький трактор", модель Б, по номенклатуре - тип 111
Снимки сделаны, скорее всего, не ранее осени 1939 года на фабрике (Верк 1) Цуффехаузен, куда Бюро Порше переехало в 1937 году.
А это уже вид фабрики в 1941 году. Все производство переориентировано на Вермахт. На переднем плане КдФ по номенклатуре тип 87 (фары со светомаскировкой), справа, вдали собирают амфибии тип 166. Однако, если присмотреться, то ближе к окнам, по центру видно шасси трактора тип 111...
Ноябрь 1937, "маленький трактор", модель А, по номенклатуре - тип 110
1938 год, "маленький трактор", модель Б, по номенклатуре - тип 111
Снимки сделаны, скорее всего, не ранее осени 1939 года на фабрике (Верк 1) Цуффехаузен, куда Бюро Порше переехало в 1937 году.
А это уже вид фабрики в 1941 году. Все производство переориентировано на Вермахт. На переднем плане КдФ по номенклатуре тип 87 (фары со светомаскировкой), справа, вдали собирают амфибии тип 166. Однако, если присмотреться, то ближе к окнам, по центру видно шасси трактора тип 111...
840
История / Re: Автоспорт в царской России (1898-1914)
« : Января 21, 2016, 05:54:15 »
Тема на форуме: http://rcforum.ru/showthread.php?t=31922
841
История / Re: 1937 год
« : Января 21, 2016, 05:47:28 »
Володь, извини, да, ты прав... Я чего-то перенервничал)))
843
История / Re: "Порше": "белые пятна" истории...
« : Января 20, 2016, 17:37:01 »
Я понимаю, что этот пост не имеет никакого отношения к автоспорту. Однако, полагаю, что присутствующие любят расширять свой кругозор знаний.
Всем известно, что Ф. Порше занимался военными проектами для Вермахта, но среди них есть и работа для Люфтваффе - тип 300 - реактивный двигатель для ракеты ФАУ-1.
Я наткнулся на интересную книгу: German Jet Engine and Gas Turbine Development 1930-1945 и разместил у себя в разделе Порше и авиация. В книге о его проекте все пару страниц, но я умышленно не стал выделять их и переносить в блог. Мне показалось интересным оставить материал о тип 300 в формате книги, где можно получить отличное представление о развитии реактивного двигателестроения конкурентов Порше - ДБ, БМВ и других...
Всем известно, что Ф. Порше занимался военными проектами для Вермахта, но среди них есть и работа для Люфтваффе - тип 300 - реактивный двигатель для ракеты ФАУ-1.
Я наткнулся на интересную книгу: German Jet Engine and Gas Turbine Development 1930-1945 и разместил у себя в разделе Порше и авиация. В книге о его проекте все пару страниц, но я умышленно не стал выделять их и переносить в блог. Мне показалось интересным оставить материал о тип 300 в формате книги, где можно получить отличное представление о развитии реактивного двигателестроения конкурентов Порше - ДБ, БМВ и других...
844
История / Re: "Порше": "белые пятна" истории...
« : Января 19, 2016, 16:21:24 »
Господа, помогите разобраться.
Судя по решетке, это тип Ц 1937 года. Антураж снимка указывает на Нюрнбургринг. Согласно Коламбусу, закрытое шасси там не применялось. Хм...
Судя по решетке, это тип Ц 1937 года. Антураж снимка указывает на Нюрнбургринг. Согласно Коламбусу, закрытое шасси там не применялось. Хм...
845
История / Re: 1937 год
« : Января 19, 2016, 16:11:21 »
Не могу понять, это Эйфельреннен 37 или ГП Германии 37?
847
История / Re: "Порше": "белые пятна" истории...
« : Января 17, 2016, 02:04:22 »
Долго считал, что "цветовая маскировка" впервые применена Мерседесом на международных гонках в Тарга Флорио 1924. Оказывается, нет. Еще на ТФ 1914, победитель Масетти, на своем ГП 1914 красного цвета применил такую маскировку.
848
История / Re: "Порше": "белые пятна" истории...
« : Января 14, 2016, 17:38:09 »
Мерседес 28/95 перед отправкой на Тарга Флорио, 1922.
Команда ДМГ (слева-направо): Dürrwächter, Paul Daimler, Scheib, Merkle, Heeß, Schopper, Günther, Renz, Schwerdtfeger (в очках), Scheerer, Bauer, Sailer (за рулем), Rieger, Krauss и Linck.
Команда ДМГ (слева-направо): Dürrwächter, Paul Daimler, Scheib, Merkle, Heeß, Schopper, Günther, Renz, Schwerdtfeger (в очках), Scheerer, Bauer, Sailer (за рулем), Rieger, Krauss и Linck.
849
История / Re: "Порше": "белые пятна" истории...
« : Января 13, 2016, 14:37:35 »
1927, Вилли Вальб зарулем Мерседес W08 тип 460 "Нюрбург"
Соревнования (на капоте №47) идентифицировать не могу
Соревнования (на капоте №47) идентифицировать не могу
