Premium

Porsche 645 - The crash landing with the mouse

Name: Porsche 645 1956
Brand: Porsche

This article was auto-translated. We apologize if some words are confusing or simply amusing. Would you like to help us improve?

Created on February 15, 2022

Text:

Karl Ludvigsen (Übersetzung: Paul Krüger)

Photos:

Ludvigsen Partners

Archiv

Ludvigsen Partners

Archiv

Richard von Frankenberg at the Solitude race on July 22, 1956, plagued by oil cooling and braking problems, he still managed to finish fourth.

When logged in, you see more images in larger size.

Egon Forstner was head of technical calculation at Porsche from 1956. He came up with the idea of the new Spyder to compete against the Borgward RS and the six-cylinder AWE.

When logged in, you see more images in larger size.

The clay model on a scale of 1:5 bears the headrest, which was not later realized, and the oval ventilation grille behind it.

When logged in, you see more images in larger size.

Heinrich Klie designed the 1:5 wind tunnel model with the tapered front. The heart-shaped covers of the headlights are remarkable.

When logged in, you see more images in larger size.

Designer Ernst Fuhrmann (left) and driver Richard von Frankenberg are still smiling.

When logged in, you see more images in larger size.

In the banked brick north bend of the AVUS, von Frankenberg has to steer visibly to the left to keep the Porsche on course. He succeeded for the first two laps.

When logged in, you see more images in larger size.

Hardly more than a burnt-out skeleton remains of "Mickey Mouse". It is the end of Project 645.

When logged in, you see more images in larger size.

The rear view of the Porsche 645 clearly shows the cooling air slot as well as the two scoops for the intake air and the hump above the fan. The rear lights are recessed in an aerodynamically favorable position.

When logged in, you see more images in larger size.

In the run-up to the Solitude Race on July 22, 1956, Richard von Frankenberg's Porsche 645 stands next to the two 550 A Spyders driven by Wolfgang von Trips (9) and Hans Herrmann (10).

When logged in, you see more images in larger size.

Compared to the 550s, the 645 is much more streamlined and compact.

When logged in, you see more images in larger size.

With the recessed headlights, the 645 looks a little sad. The front hood served as an oil cooler and only worked mediocrely. The oil tank cap can be seen next to the start number.

When logged in, you see more images in larger size.

Despite missing first gear, Richard von Frankenberg gets off to a good start at the Solitude Race. Hans Herrmann starts the race alongside him in the Porsche 550 A.

When logged in, you see more images in larger size.

To improve engine cooling, the 645 was fitted with additional air outlets at the rear for the AVUS race. The dents in the bodywork show how sensitive the magnesium sheet metal was.

When logged in, you see more images in larger size.

For better aerodynamics, the cockpit was covered and a low windshield was fitted to enclose the driver.

When logged in, you see more images in larger size.

Von Frankenberg (9) and his teammates Herrmann (7) and von Trips (8) rush through the south curve of the AVUS. Here you can clearly see how much smaller the Type 645 was compared to the 550.

When logged in, you see more images in larger size.

On the third lap, von Frankenberg's car comes off the track despite the front wheels being fully turned.

When logged in, you see more images in larger size.

The Porsche flies high into the air and already begins to turn to the right around its longitudinal axis.

When logged in, you see more images in larger size.

After several rollovers, the Porsche hits the paddock upside down and immediately catches fire. Fortunately, driver von Frankenberg was thrown out of the car beforehand.

When logged in, you see more images in larger size.

Between a Mercedes-Benz 300 SL and an Opel Kapitän, the Porsche 645 burns out completely. The fire does not spread to any of the surrounding cars.

When logged in, you see more images in larger size.

Richard von Frankenberg before the start of the AVUS race on September 16, 1956. On the left behind the car is engine designer and co-developer Ernst Fuhrmann. Hans Herrmann sits in the Porsche 550 with starting number 7.

When logged in, you see more images in larger size.

Wind tunnel tests showed that a vertical opening across the hood had the same effect and offered less air resistance.

When logged in, you see more images in larger size.

The headrest was shaped in such a way that it pushed airflow through the grille into the engine compartment, thus improving cooling.

When logged in, you see more images in larger size.

The rear wheels were guided by double wishbones. The trailing arm is drilled through to save weight. The modern design was too much for the old-fashioned front axle.

When logged in, you see more images in larger size.

The engine and gearbox are suspended from a cross member above the rear axle. The front axle now has a center-split tie rod.

When logged in, you see more images in larger size.

Wolfgang von Trips was only just able to break the eleven-minute mark on the Nordschleife in training for the 1000-kilometer race with the 645. The pretzel beetle at the side of the track didn't bother anyone.

When logged in, you see more images in larger size.

The Type 645 made its first public appearance during training for the 1000-kilometer race at the Nürburgring. The filler neck of the passenger-side tank is clearly visible here.

When logged in, you see more images in larger size.

Egon Forstner and Ernst Fuhrmann developed a completely new tubular frame for the Type 645. The cross-bracing of the cockpit flanks and the M-shaped bracing of the front axle are clearly visible.

When logged in, you see more images in larger size.

The Glöckler Spider at the 1953 Geneva Motor Show.

When logged in, you see more images in larger size.

The famous "Fuhrmann engine" as shown in a sales brochure; still with the ignition distributors on the camshafts.

You have only

1 out of 32

images seen in high resolution

Summary

Well meant does not always mean well done. The attempt to make the Porsche 550 Spyder lighter, faster and more aerodynamic only lasted a few months and ended in a chassis fiasco and a huge fireball. Contrary to what its nickname "Mickey Mouse" might suggest, the Porsche 645 was anything but nice and friendly. This article tells the story of the almost forgotten mid-engined sports car and features plenty of historical footage.

This article contains the following chapters

The 550 had to become more modern
Playing with the air
Smaller and lighter
A new tubular frame
Mouse on ice
Resumption of the project
Test drives in the Eifel
Understeer or spin
Reluctantly approved
The first race
Von Frankenberg's fantastic AVUS crash
Learning from mistakes

Estimated reading time: 17min

Preview (beginning of the article)

One of the most curious episodes in Porsche history is the short and literally meteoric career of the Type 645 Spyder. From its first to its last appearance in the fall of 1956, the 645, designed as the successor to the 550, was on display in Germany for less than four months. Designed a year earlier, it was intended to be lighter, more aerodynamic than its predecessor and superior in terms of roadholding. Porsche entered the 550 Spyder in the class up to 1.5 liters displacement, the most competitive in the European sports car championship. France was represented there with the Gordini, Great Britain with Cooper and Lotus, the GDR with its six-cylinder EMWs and Italy with Maserati and OSCA. The competition from Germany drove Borgward RSs with fuel injection. Although the 550 was very successful after it received the DOHC engine from Ernst Fuhrmann in 1954, its chassis concept was still derived in some respects from Walter Glöckler's self-built racing car from 1950.

Welcome to Zwischengas!