Porsche 356

Yes, this is a genuine 356 but remember, there are some very good replica kit cars out on the market.

Porsche cabins have never been flashy and the 356 is stark

Not to be confused with the VW unit (not one major part is common), check for broken fins, overheating, duff cranks, valve guide

Detail items, like indicator lenses don’t come cheap; cost accordingly

Body rot can be extensive so check as new panels don’t come cheap

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What is a Porsche 356

It’s an icon, no less! The first car built in a factory bearing the name of the legendary Professor Ferdinand Porsche. Yet while the Bohemian-born engineering genius had been responsible for front wheel drive, electric power, torsion bar suspension, the mighty Auto Union racing cars, and – of course – the VW Beetle, he didn’t design or build the 356. At the close of the Second World War, Porsche was in prison in France as a ‘collaborator’ and it was left to his son Ferdinand, known as Ferry, to oversee the construction of the VW special that was to become the 356. Ferdinand senior was released in time to see the first of 50 aluminium bodied cars (one roadster prototype and 49 coupes) made in the company’s small works at Gmund in Austria before manufacture was transferred to Stuttgart after once occupying American forces had vacated the factory. Ferdinand senior died in 1951 as production got underway in Germany, steel coupe bodies being constructed by the coachbuilder, Reutter. As sales built up the car evolved, shedding VW identity along the way. In all 76,302 examples of the 356 would be built before production ceased in 1965, to make way for the Porsche 911.

History

The very first Stuttgart-produced 356 models were 1086cc, the rear mounted four-cylinder, horizontally opposed, air-cooled engine growing first to 1290cc and then 1488cc as evolution continued. Although the very first prototype Porsche had a centrally mounted engine, production cars remained faithful to Professor Porsche’s rear-engine concept pioneered by the VW, and relied on light weight, aerodynamics and good (for those days) handling, rather than power, to earn themselves a formidable reputation. The all-independent suspension employed torsion bars for springing and, of course, drum brakes were fitted. Cabriolet and Speedster versions were added to the basic Coupe model before, in 1956, the 356 model (usually referred to as ‘pre-A’) was replaced by the 356A, the first to have a fully curved, onepiece windscreen and 15in diameter wheels instead of 16in. Both the front and rear track was increased to improve handling. In 1957, the original body style, known as T1, was replaced by the re-vamped T2 which had different doors, revised trim, and – on cabriolets – front quarter lights. Engine options grew with the addition of a 1582cc unit giving either 60bhp or 75bhp in 1600S form. The 1500 GS was a limited production motor sport version, with four overhead camshafts instead of pushrods, roller bearings, and 100bhp.

The evolution of the 356 continued with the introduction of the ‘B’ model in 1959 – by which point only the rear trailing arms, half shafts, crown wheel, pinion and differential housing came from the VW parts bin – in a body style known as T5 (T3 and T4 never appeared), recognisable by its raised headlights, and front and rear bumpers. Quarter lights were also fitted to coupes. The T6 body, introduced in 1962, had a larger rear window, differently shaped front luggage compartment lid – squared front rather than rounded – and the fuel filler (previously under the luggage lid) was moved to the top of the right front wing. The 356C of 1963 was the final development, with the T6 body continuing unchanged. Four wheel ATE disc brakes replaced drums, and engine availability was standardised with a 1600C (75bhp) and 1600SC (95bhp) on general production coupes and cabriolets. A fast two-litre 2000GS (130bhp) was offered for motorsport. Production of the replacement Porsche 911 began in the autumn of 1964, but the 356C continued until April 1965. A 90bhp version of the four cylinder engine lived on in the 912 until late in 1968.

Driving

We’ve already established it’s not quick by latter-day Porsche standards. Even so, a properly prepared 356 can be a joy to drive, with light and precise handling that means B-road progress can be rapid if you’re the committed type – although in anything but a 356C you have to dial in extra braking time thanks to drum brakes. Often, says Roger Bray of Roger Bray Restorations, it’s the person behind the wheel who is at fault if the car seems to oversteer too much, or wander all over the road. “The driver should not hold the steering wheel too tight, a well set up 356 should be relaxing to drive” he says. The engine is responsive and torquey; the gearchange (four speeds on all) is slow but virtually bullet-proof. Obviously a 75bhp 1600S, or 95bhp 1600SC, is going to be the quickest of the mass production versions. Engine specialists, such as Andy Prill, can quite easily improve power output to around 110bhp.

The secret of good handling is correct suspension set-up. PR Services – one of the recognised specialists – says that the car’s handling can be transformed by correctly aligning the suspension with the centre-line of the car.

Why buy a 356 instead of a 911? Good question, especially when you consider that a halfdecent 911, or a good 912, can cost less than a not-too-good 356! Only your heart can give you the answer to this one. If pace, handling, and a desire to be seen by your not so automotive conscious friends in a ‘modern’ sports car classic is what you want, then go for a 912 or 911.However, if you hanker after driving a piece of automotive history that, for the late 1950s, was way ahead of its time and you delight in being different, then the 356 is the one for you. But beware – it could get expensive.

Putting it bluntly, the 356 is not a ‘daily driver’ classic, but a car that will provide a lot of fun at weekends and on the odd classic run or club motorsport outing.

Prices

So what do you pay? General opinion says that any 356B or 356C Coupe under £12,000 could be more trouble than its worth, unless you are very lucky. Driveable (but not perfect) coupes can be had for £15,000, whilst near-perfect ones are more likely to cost £25,000. A properly restored Cabriolet is likely to have a £45,000 price tag. Forget about pre-A, and really 356A models as well. They’re as rare as hens teeth, particularly in the UK, are more expensive to buy (if you can find one) and will undoubtedly – because of their age – cost more to maintain. The B and C models were
made in the greatest numbers, hence are more available and – especially the disc braked C – are a better drive. Porsche never totally made the 356 all on its own, apart from the first aluminium cars in Gmund.

The company relied heavily upon coachbuilders to do much of the work, the factory concentrating on the engineering side. Most general production coupes and cabriolets were made by Karmann and Reutter (which was absorbed by Porsche in 1964), whilst the original Speedster body was made by Glaser. Drauz made the D-type convertible which replaced the Speedster, and the Belgian D’Ieteren company produced the similar Roadster.

The scarcity of very early cars, Speedsters, Roadsters or any of the Carrera GS models means they command their own price – six figure numbers are not impossible. In the real world, Cabriolets can be worth twice that of Coupes, and even then expect to pay a premium for a right hand drive car.