Ferdinand Alexander Porsche, son of company founder Ferry Porsche, didn't originally envisage the 911 as a replacement for the 356. Rather, he wanted to produce a full four-seater to be sold alongside that model as an upmarket alternative. The first 'Type 7' prototype was called 695, and although based on the 356, it clearly showed the now-familiar 911 outline in its long-wheelbase, GT bodyshell. However, by the early 1960s, it became clear that the four-cylinder 356 was reaching the end of its natural lifespan. Even though the 356 enjoyed great success as a racing car, its relatively crude underpinnings - originally derived from the Volkswagen Beetle - had earned it a reputation for twitchy, tail-happy handling, refinement was now poor in comparison to more modern rivals, and its bulbous bodyshell was looking increasingly dated, even though it has now found favour as one of the most desirable classic cars on the market. Customers were also demanding more power, and it was simply not safe to provide this given the 356's limitations.
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To move the game on, Porsche designed the first of its six-cylinder engines, with each set of three pistons horizontally-opposed. And so began a legend that would endure for more than forty years - along with a profile that has morphed but never lost the essence of its original form, the 911 flat-six has retained its own essential character. Even though the modern 911's engine is now water-cooled, it retains the raspy thrash and wonderful response of the original. And it's still a flat six, albeit with a much bigger displacement.
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Initial blocks, still air-cooled like the 356 engines, had a displacement of 2.0 litres and a maximum output of 130bhp - the unit was specifically designed to have the potential for expansion and upgrading. Not quite as far as 3 litres, however; Ferry Porsche later said that had he known at the time the engine would grow that big, he would have re-thought the rear-engined layout. And from that thought grew the other great Porsche truism - that here was a triumph of engineering over the most basic laws of physics.
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The new engine was fitted in the prototype called 901, which made its first appearance in Frankfurt in 1963. The 901 retained the rear-engined layout of the 356, as Porsche reasoned that a front-engined car would be less competitive on the track. At the time, a rear-engined layout was thought to be the optimum set-up for maximum traction, weight distribution, effective braking and crash safety - front-end impacts, the most common type of accident, would not result in an engine intruding into the cockpit. The 356's more alarming driving characteristics were addressed, Porsche believed, by changing the Beetle-sourced rear swing axles for a semi-trailing arm rear suspension layout.
Although Porsche had decided not to take on Daimler-Benz and other larger companies in the luxury GT market, the 901 retained a four-seat layout, although by now it was very much a 2+2 rather than a full four-seater, and it was actually narrower than the 356. Its coupe body shared the front end styling of the 695, though its rear end was much more curved. Cabin quality was much improved, and the car's reception at the show ensured that production ensued. Just one problem: Peugeot had copyrighted all name designations with a '0' in the middle, so Porsche had to change its new car's name from 901 to 911.
Ferry Porsche and his team with the first 911
The 695
The 901
Ferdinand Alexander Porsche: 911's designer
