Guide: Getting Serious - a Historical & Technical Appraisal of the Porsche 550/1
BACKGROUND
Although Porsche had scored some impressive results with the aluminium-bodied 356 SL (perhaps the most notable of which had been back-to-back class wins at the Le Mans 24 Hours in 1951 and ‘52, a class win at the ‘51 Liege-Rome-Liege Rally and an outright win at the same event a year later), it was clear that a purpose-built machine would be needed if the Stuttgart firm was to continue to dominate the small displacement classes of international motor sport.
Tentative work on such a car had actually begun back in 1951 when Porsche provided technical support to the well known Frankfurt-based Volkswagen dealer and privateer racing driver, Walter Glockler.
In 1950, Glockler had won the under 1100cc class of the German Sportscar Championship using a Porsche Type 369-powered mid-engined special with VW running gear. Jointly developed with Porsche engineer Hermann Ramelow, the VW Eigenbau Glockler Nr.1 was based around a custom tube-framed chassis with central driving position that was draped in a lightweight aluminium body by Weidenhausen of Frankfurt.
Following an impressive 1950 campaign, some official Porsche backing came Glockler’s way for 1951. That August, Glockler’s second, even lighter evolution of the theme emerged, this time with the latest Type 527 1.5-litre engine and magnesium alloy wheels with integral brake drums.
During September 1951, the Glockler Nr.2 Porsche (with factory assistance) set a series of international Class G speed records at Montlhery. For this and several subsequent outings, the Glockler Nr.2 Porsche wore a lightweight detachable hardtop with flush fitting windows to optimise airflow around the car.
The Glockler Nr.3 Porsche that followed in 1952 was based around a standard 356 Cabriolet floorpan and thus featured a rear-engine layout. However, despite the higher weight of its production-based underpinnings, the switch to Porsche’s proper trailing-arm rear suspension led to much-improved handling. A standard two-seat interior was adopted for the first time on a Glockler Special and this machine, wearing easily the best looking of Weidenhausen’s bodies thus far, went on to win the 1952 German Sportscar Championship with Walter Glockler’s brother, Helmut, at the wheel.
Following the impressive showing of these Glockler specials, Porsche began development of its first tailor made competition model during the winter of 1952-1953.
Based around a brand new chassis and body but with much running gear imported from Porsche’s 356 production car, the resultant 550 (unofficially dubbed the 550/1) began a new era for the German firm that would ultimately see it become the world’s most successful sports car racing outfit.
Initially, the 550 would contest its first few events of 1953 with Porsche’s existing 1.5-litre pushrod engine. Secretly in development though was a state-of-art four cam engine that would go on to power the improved 550/2 that emerged later in the year.
CHASSIS
Although its chassis shared an identical 2100mm wheelbase with the concurrent 356, the 550/1 was based on a new ladder-type tubular steel chassis with mid-engined layout as opposed to a unitary body / chassis with integrated floorpan and rear-mounted power unit.
The fully independent suspension layout comprised twin parallel arms with transverse torsion bars up front while at the back were swing axles, torsion bars and telescopic shocks. The rear torsion bars were located behind the transaxle with rear wheel motion damped by the aforementioned tube shocks and a large rubber band between each axle and a pulley on the chassis which ran below.
Hydraulically-activated drum brakes were fitted all round along with pressed steel 16-inch diameter wheels available in a variety of widths.
An aluminium fuel tank was housed ahead of the front bulkhead.
ENGINE / TRANSMISSION
Until Ernst Fuhrmann’s four cam engine was ready, Porsche initially made use of specially prepared Type 528 motors as introduced during October 1952 for the 1953 model year 356 1500 Super.
A replacement for the original Type 527 unit produced since October 1951, the Type 528 motor was another all-alloy Volkswagen-derived overhead valve air-cooled Flat 4 with two valves per cylinder and Porsche’s own crankcase, pistons and valve gear.
Compared to the Type 527 unit, the 528 motor most notably ushered in a higher 8.2:1 compression ratio (up from 7.0:1) that took peak output from 60bhp to 70bhp at an otherwise unchanged 5000rpm.
Displacement was once again 1488cc thanks to a bore and stroke of 84mm and 74mm respectively. A brace of twin choke Solex 40 PBIC were also carried over.
For the 550/1, Porsche increased the compression ratio from 8.2:1 to 9.0:1 and added a front-mounted oil cooler. Carburettor settings were also modified for a peak output of 78bhp. Engines could variously be configured to run on either regular pump fuel (as required for events like Le Mans) or a much richer alcohol blend.
Transmission was through a new four-speed synchromesh gearbox, a new hydraulic clutch and an also new ZF-sourced limited-slip differential.
BODYWORK
The 550/1’s super lightweight aluminium body was fabricated on Porsche’s behalf by Karosserie Weidenhausen in Frankfurt.
Conceived for optimal airflow to maximise performance, the 550/1 featured a sloping forward hinged central nose section complete with a slim intake for the engine oil cooler. Further up was a cutaway for a quick fuel filler cap.
Outboard of the sloped nose were shapely front fenders with exposed headlights, recessed indicators and (by Le Mans) integrated apertures for a pair of supplementary spot lights.
Down each flank was a tiny door that opened in conventional fashion.
The back end was extremely rounded in line with aerodynamic understanding of the day. To assist with engine cooling, two banks of vents were carved out from the rear deck.
At events where top speed was of less importance, Porsche ran the 550/1 as a Spyder with a simple Plexiglas air deflector ahead of the driver. For races with ultra long straights, a detachable domed roof complete with flush-fitting windows was developed.
To comply with regulations, a full complement of lighting was installed and a spare wheel was carried under the front lid.
INTERIOR
Aside from sufficient padding for long distance competition on the pair of lightweight leather-trimmed bucket seats, the 550/1’s interior was left completely free of upholstery.
Behind the triple multi-spoked steering wheel was a body coloured metal dash with large read outs for road and engine speed and a smaller combined dial for oil pressure / oil temperature. Scattered elsewhere were a variety of toggle and flick switches for other essential controls.
Located to the driver’s right-hand side (both 550/1s were left-hand drive) was a manual gear shift with a particularly tall shaft.
Many components were drilled for lightness and several of the linkages were left completely exposed.
WEIGHT / PERFORMANCE
At circa 500kg, the 550/1 had a power-to-weight ratio of nearly 160bhp per ton which made it easily Porsche’s quickest car yet.
Depending on gearing, 0-62mph could be trimmed to as little as around six seconds while, with the tallest possible gear ratios and the aerodynamically superior hardtop in place, a top speed of 123mph was possible.
COMPETITION HISTORY
The 550/1 made its competition debut at the opening round of the 1953 German Sportscar Championship: the six lap 137km Nurburgring Eifelrennen on May 31st.
Against a small but high quality field that featured works cars from Veritas, EMW and Borgward, Helmut Glockler qualified chassis 01 on pole and, despite carburettor problems caused by the very wet conditions, he took the little Porsche Spyder to victory by 3.5 seconds over the works Borgward Hansa 1500 RS of Adolf Brudes.
A second 550/1 was on hand for the model’s next outing, the Le Mans 24 Hours, which took place over the weekend of June 13th/14th (round three of the inaugural World Sportscar Championship). Both cars ran in closed Coupe form with chassis 01 allocated to Helmut Glocker / Hans Herrmann and chassis 02 to Richard von Frankenberg / Paul Frere.
Against opposition from OSCA, Gordini and Borgward, the 550s ran like clockwork. After a full day of racing they crossed the line 15th and 16th with class victory going to the von Frankenberg / Frere machine.
Four weeks later, both 550s were on hand for round two of the German Sportscar Championship which took place at the formidable Avus ring on July 12th. Once again appearing in closed Coupe trim, on this occasion the 20 lap 166km contest was won by Hans Klenk in his works Borgward 1500 RS while Herrmann came home second in chassis 02 and Glockler crashed out in chassis 01.
Next up was the Nurburgring Rheinland event on August 2nd (round three of the domestic series) where Porsche ran an updated 550/2 complete with four cam engine during practice (chassis 03). However, only the existing pair of 550/1s contested the 160km seven lap race.
Despite the strongest field of the year, Hans Herrmann vanquished the opposition to take victory in chassis 01 while Helmut Glockler dropped out at mid distance with engine trouble in 02.
All three 550s were then on hand for the German championship finale, the Freiburg-Schauinsland Hillclimb, which took place a week later on August 9th. Notably, Hans Stuck gave the four cam 550/2 its competition debut, however, he was unable to make the peaky new motor run perfectly and Herrmann took class victory in chassis 02 with Karl-Gunther Bechem’s works Borgward second. Stuck claimed third in class with chassis 03 and Glockler was fourth in chassis 01.
SUBSEQUENT HISTORY
At this point Porsche felt the 550/1 had reached the end of the line and switched focus to the 550/2 with its tweaked chassis / suspension and four cam motor. Chassis 01 and 02 were refurbished and sold off to Guatemalan-domiciled Czech, Jaroslav Juhan.
Juhan retained chassis 01 and sold chassis 02 to Jose Herrarte Ariano.
Both cars went on to contest the 1953 Carrera Panamericana where Herrarte Ariano won his class while Juhan failed to finish.
One week later, the pair of 550/1s also ran in the Guadalupe Grand Prix in Puebla where Juhan finished sixth overall and took the class win in chassis 01 while Porsche’s head of PR and racing, Fritz Huschke von Hanstein, drove chassis 02 and placed seventh overall for a class 1-2 finish.
Both cars continued to race under private ownership during 1954.
Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com
