Porsche's Magnificent Mavericks

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The formation of a new motor company is fraught with difficulty. Even if you skip the usual problems of launching a new car by simply amalgamating existing manufacturers into one new brand, how do you go about promoting it? Back in 1932, when Audi, DKW, Horch and Wanderer joined forces to become Auto Union, they planned a two-year barrage of newspaper advertising singing the praises of the new firm, heavily promoting the solid values of the four established marques.

Luckily, Ferdinand Porsche had an altogether more interesting idea. Along with his chief engineer Karl Rabe, he had formulated the plans for a revolutionary new racing car to fit the new Grand Prix racing formula set to take effect in 1934: a 750kg maximum weight but no limit on engine capacity, GP rule-setters assuming the low weight would curtail outlandish engine size.

Porsche's car had a supercharged narrow-angle V-16 engine of 4358cc mounted amidships, all-independent suspension and a streamlined lightweight skin with the stubbiest of noses and a long tail. The only problem with this radical design was finding the money to actually build it, and this is where Auto Union's thirst for publicity came in.

Porsche's contacts at Wanderer helped convince the board of directors that competition success was the best way to raise awareness of the new company, and Porsche himself secured a state subsidy to help finance the project. The rest, as they say, is history: by March, 1934, the new car made its public debut at AVUS where, piloted by Hans Stuck, it broke George Eyston's one-hour speed record at 134.90mph. The cars went on to enjoy success in the 750kg formula for the next four seasons.

Karl Ludvigsen has carefully studied the unusual circumstances surrounding the creation of these remarkable cars and presents his findings in the June issue of The Automobile magazine, which you can buy by following this link.

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