Porsche's Technological Innovations Part 5: The Giant Killer

As recounted in chapter 3 of Porsche’s Technological Innovations on Roarington.com, Ferry Porsche’s first creation, named "Number One" and built as a unique exemplar, featured a mid-engine layout. The idea was soon abandoned for reasons of cost and cabin space, leading to the adoption of the rear overhang engine layout for the new Stuttgart manufacturer. It was 1948, and although this decision proved successful for road cars, it soon became clear that this solution was disadvantageous in professional racing. For a sports brand during years when racing fueled passion and desire, Porsche risked falling short in the dreams of potential customers if it didn’t prove competitive. The decision to launch the 550 project—named due to decades of Porsche projects, especially those by Ferry’s famous father, Ferdinand — revealed Porsche’s technical potential and imagination to the world.

AAfter its Paris debut in 1953, the Porsche 550 underwent several evolutions, including the “Buckel-Spyder” prototype, whose entire rear bodywork opened for better engine access.
Leveraging experience from the Auto Union Grand Prix cars of the 1930s, the 550 approach focused on creating a compact, low, and lightweight car — 550 kg, coincidentally or perhaps intentionally — with a powerful 1500cc boxer four-cylinder engine designed by genius Ernst Fuhrmann. With four overhead camshafts and dual carburetors, it produced 100 horsepower per liter, a spectacular figure for that era. Unsurprisingly, the 550 immediately triumphed in its debut at the Nürburgring and later at Le Mans in the 1500cc class. Brilliantly, two renowned journalist-drivers, Richard von Frankenberg and Paul Frère, were tasked with racing the car, ensuring both victories and global publicity through their articles. Buoyed by European successes, the car was also victorious at the Carrera Panamericana, Sebring, and Buenos Aires.

Though born excellent, it was not considered finished, initiating a sophisticated development process in many details. Among these was addressing concerns about the lightweight yet fragile chassis. Thus, Porsche decided that the 90 cars produced would have pressurized chassis tubes that signaled cracks and pressure losses to the driver through a specific dashboard instrument.

The Porsche 550 coupé achieved a remarkable 1-2 finish in its debut at the 1953 24 Hours of Le Mans in the 1500cc class, finishing 15th and 16th overall.

The car was officially named Porsche 550 RS Spyder, with "Spyder" honoring the Cisitalia 202 Spyder Mille Miglia, designed at the behest of Piero Dusio, who was closely linked to the Porsche family and instrumental in Ferdinand Porsche’s release from imprisonment in Paris, accused of collaboration with Nazi Germany.

The 550 quickly became legendary despite its modest 1500cc engine: thanks also to excellent aerodynamics, it was clocked at 200 km/h on Le Mans’ Mulsanne straight. It was so low that during the Mille Miglia, competitors often risked delays at railroad crossings, but the 550 could simply pass underneath closed barriers!

The 550 dominated the 1500cc class both on track and road with repeated victories. Here at the 1954 Mille Miglia with drivers Seidel/Glöckler.

The 550 also gifted Porsche with a legendary name: Carrera. This occurred after its consecutive class victories in Mexico, securing third overall in 1954. Successes in demanding races like Carrera Panamericana, Mille Miglia, Targa Florio, and Nürburgring earned it the flattering nickname "Giant Killer" for its ability to defeat far more powerful and renowned sports cars. Its overall victory at the 1956 Targa Florio bestowed another iconic Porsche name: Targa. Unfortunately, it also gained tragic notoriety when American star and racing enthusiast James Dean died in a mundane road accident driving his "Little Bastard", as he affectionately called it.

“Little Bastard” is the name James Dean gave to his Porsche 550 Spyder, the car in which he lost his life in a fatal road accident on Route 466.

Among its evolutions, the 1956 model was most significant, earning the designation 550 A. Introducing a five-speed gearbox and lighter, more rigid tubular chassis, reduced weight by approximately 25 kg, significantly enhancing its speed and competitive prowess.

Lastly, there remains a curious episode from the 1956 Nürburgring 1000 km race, casting a slight shadow on Ferry Porsche's sensitivity towards technological innovation (his father Ferdinand, who died five years earlier, likely wouldn't have missed this opportunity). Swiss engineer Michael May, later famous for developing injection systems at Bosch and Ferrari, appeared during practice with a large orange wing mounted centrally behind the driver. Seen today, it was a sophisticated inverted aerofoil creating downforce, complete with vertical end plates to reduce turbulence. Astonishingly effective, May recorded lap times around 20 seconds faster over the 22 km circuit than the official 550s. Citing safety concerns — probably justified given the chassis stresses — Porsche racing director Huschke von Hanstein banned it. The idea disappeared from racing until the mid-1960s, notably reappearing on American Chaparral cars — a missed opportunity for Porsche.

The Porsche 550 Spyder driven by Swiss Michael May at the 1000 km Nurburgring 1956 equipped with a large wing that was banned by Porsche for safety reasons.