Ferdinand Alexander (F.A.) Porsche was born into an iconic automotive dynasty in 1935. ‘Butzi’, as he was known, was barely a teenager when his Father and Grandfather began building cars adorning the family name in 1948.

‘Living up to the family name’ can be an exhausting and terrifying thought for any new generation. Some relish the challenge, others shy away. Grandfather Ferdinand designed the original Volkswagen Beetle and was regarded as one of the greatest engineering brains in history. Father Ferry drove the family firm forward at an extraordinary pace in the showroom and on the racetrack. How could Butzi possibly follow this up?

Young Butzi spent his teenage years surrounded by his Father and Grandfather’s engineering brilliance. Despite the constant presence of world class engineering and ingenuity, Butzi’s imagination was gripped by design rather than nuts and bolts engineering. This spark of inspiration led Butzi to enrol at the prestigious Ulm School of Design. However, his tenure ended abruptly after two semesters.

In fact, the family business offered the solace of a fulfilling career, rather than a burden of responsibility. Upon joining Porsche in 1958, Butzi immediately applied his talent while his former classmates lumbered in lectures.

Still in his mid-20s, Butzi immediately proved his worth. Crafting a scale model from plasticine, the new family recruit created a wonderfully simple shape which still exists in showrooms to this day – the Porsche 911. However, in his own opinion, the 911 is not Butzi’s best work. That honour goes to the 904 Carrera GTS.

Compared to over 1.1 million 911s sold since 1964, only 116 904s were sold. Yet, the 904 carries major significance in Porsche’s competition history.

Butzi believed good design should always follow an object’s desired function. With the 911, Butzi sculpted his design constrained by his Father’s criteria. Strict parameters on size and cues to the outgoing 356 were not negotiable for the 911’s shape. Young Porsche also had to co-operate with fellow designers responsible for other areas of the car.

At the end of 1962, Ferry Porsche shrewdly decided to abandon Formula 1 and re-align the firm’s efforts to sports car racing. New rules dictated that Grand Touring entrants were obliged to sell 100 examples of their car. After eleven seasons, the type 550 and 718 machines were growing long in the tooth. Furthermore, the exotic 718 had to be painstakingly hand built and was therefore unsuitable for series production. A new approach was required.

Porsche’s new production racer would be built on an assembly line, be competitive in GT racing, and be sold for a reasonable price. The 904 was the answer and Butzi would mould its elegant lines.

While penning the 904’s curves, Butzi was granted every designer’s wish – total autonomy. Butzi’s brief was to create a fibreglass body to bond onto a box frame chassis. Given that the 904’s primary function was winning races, aerodynamics came first. This purpose shaped the diminutive dimensions of the 904. Porsche’s team had only 6 months to finish the 904, so endless fiddling in the wind tunnel was impractical. This lack of fussing over miniscule aerodynamic details allowed Butzi to trust his abilities and compose a sleek, uninterrupted shape.

Once Butzi finalised his beloved creation, fibreglass bodies were built by Heinkel aerospace to his specifications. Over fifty different mouldings were required to construct the 904’s gorgeous shape.

By the end of 1963, Porsche’s determined crew had created a masterpiece in automotive design and competition capability. At the bargain price of 29700 Deutsche Marks, the necessary 100 units sold out immediately.

Initially, twelve 904s left Stuttgart for customers in the United States and Porsche’s entry to the 1964 12 hours of Sebring. By the end of production, over a third of all 904s were shipped to the United States. Not even Germany received such an allocation.

Although Porsche’s works entry at Sebring faltered with clutch issues, Stuttgart’s new customer race car delivered upon its promise. American privateers, Briggs Cunningham and Lake Underwood, finished first in class in their box fresh 904. Only fire breathing prototype Ferraris and Cobras finished ahead of Porsche’s latest giant killer. Butzi’s best was off to a winning start.

During a fine debut at Sebring, the 904 caught the eye of an Italian amateur. While resting from work in the family jewellery firm, Gianni Bulgari indulged his passion for motor racing. None other than Enzo Ferrari believed Bulgari was the most promising “gentleman driver”.

Forced to park up his Alfa Romeo early due to an oil leak, Bulgari watched the tough little Porsche barrel on to a class win. Having recently sold his Ferrari 250 GTO, Bulgari was on the lookout for his next machine. Bulgari believed that future Porsche 904 customer, Sir Stirling Moss, was the only driver capable of taming the unruly Ferrari.

Upon enquiring with Porsche PR supremo, Huschke von Hannstein, Bulgari acquired a 904 for a fraction of the cost of his previous Ferraris. Weeks later, one of seven 904s delivered to Italy arrived at Bulgari’s home on via Paisiello, Rome. Still wearing German registration plates, Bulgari ran in his new toy around Rome in preparation for Italy’s grandest race – The Targa Florio.

Against the brute force of the Shelby Cobras and Ferraris, the little Porsche 904s appeared to be outgunned for the 1964 Targa Florio. Nevertheless, the nimble 904 was the perfect companion for Sicilian road circuit’s perilous curves. Porsche also had an edge on fuel mileage and required only one pit stop.

Incredibly, Bulgari led overall at his only scheduled pit stop, but reported suspected suspension damage. Huschke von Hannstein promptly diagnosed a cracked chassis inflicted by the vicious Targa Florio jumps. Bulgari could go no further.

Nevertheless, Porsche had strength in numbers. Another pair of Gentleman racers picked up where Bulgari faltered. Sicilian aristocrat Baron Antonio Pucci and British driver Colin Davis outpaced all the

works crews and secured Targa Florio glory. Once again, Porsche had created a machine that could win in private customer’s hands.

Bulgari recovered from his Targa Florio disappointment and won at Mugello and Vallelunga in his 904. At the end of 1964, the family business came calling and Bulgari returned to selling fine jewellery to Elizabeth Taylor and countless other superstars. Bulgari’s 904 made its way across the Atlantic and enjoyed further success in the hands of Sam Posey.

In the shadows of the inaugural Ford v Ferrari heavyweight bout at Le Mans in 1964, the Porsche 904 quietly flew under the radar. All five of the diminutive four-cylinder 904s finished the gruelling endurance classic, led by Guy Ligier and Robert Buchet in seventh overall and first in class.

The 904’s finest hour involved another ‘Gentleman racer’ on the 1965 Monte Carlo Rally. For the prestigious event, a Stuttgart hotelier Eugen Bohringer upgraded from a Mercedes saloon to the mid-engine Porsche 904. An amateur driver in a mid-engine GT car? On the Monte? Surely not.

Bohringer’s co-driver for the event, was Rolf Wutherich. On the 30th of September 1955, Wutherich miraculously survived the tragic accident which claimed the life of James Dean. As a Porsche mechanic, Wutherich worked on Dean’s 550 Spyder and was the actor’s passenger when the horrible accident occurred. Since returning home, Wutherich continued his work as a Porsche mechanic.

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Of the 237 crews starting the winter rally, only 35 finished. Competitors on the 1965 ‘Monte’ endured particularly brutal weather conditions and heavy blizzards thwarted most of the crews. However, Bohringer and Wutherich surged on in their exotic GT car. Much to the bemusement of their rivals in more utilitarian machines. Eventually, Bohringer and Wutherich reached Monte Carlo safely and finished second only to the great Timo Makinen in a works BMC Mini Cooper S.

A pursuit of even greater heights spelled the end of the 904’s brief life in production. Motivated by Buzti’s cousin, Ferdinand Piech, Porsche targeted total domination of sports car racing. By 1972, Porsche had won Le Mans, Daytona and Sebring outright with prototype machinery. Furthermore, Butzi’s Father Ferry took the family firm public.

With family members now banned from management roles in the company, Butzi started his own design agency in Stuttgart in 1972. Two years later, the studio moved home to Zell am See in Austria. Studio F.A Porsche soon became established as leading designer of functional, yet stylish products across a variety of industries. However, the 904 Carrera GTS will always be known as Butzi’s best.