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1948-1965 Porsche 356 Carrera Cabriolet

Robson — Wed, 25 Feb 2009 05:50:08 +0000

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

The 356 was the first car production car from Porsche after its founding in 1948. Small, light, rear-engined and highly maneuverable, it set the standard by which all other Porsches have been built.
Reutter Karosserie was one of the coachbuilders Porsche contracted to aid in construction of bodies for the 356. Reutter was purchased by Porsche in the early 1960s, in either 1963 or 1964. Other prominent Porsche coachbuilders at the time was Glaser.

Large scale production of the 356 was never Porsche’s intention. Soon, the facilities in Gmünd had become insufficient so the company moved back to Stuttgart Germany. Reutter was given the responsibility of constructing the Porsche 356 coupe bodies while Glaser was responsible for the 356 convertibles.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

In 1953, Porsche introduced the 356 to the United States. Max Hoffman of New York was established as the sole importer of Porsche cars. The following year, Hoffman requested that Porsche create a scaled-down version of its 356, in open configuration, for use in the West Coast in armature racing competition. The idea was to get a lightweight, low-cost competitive racer that could help promote the Porsche nameplate. During the next five years, more than 4100 examples of the Speedster were constructed. Production of the Speedster ceased in 1959.
During the war Ferdinand ‘Ferry’ Porsche and a handful of his proven, faithful employees had started work on development number 356 in their workshops moved to the town of Gmünd in Kärnten. The first design drawings were completed on 17 July 1947 and on 8 June 1948 the Kärnten state government issued a special permit homologating the car. Returning home after being held by the French as a prisoner of war and bailed out of custody by his family, Professor Dr.-Ing.h.c.Ferdinand Porsche, Ferry’s father, stated right away that ‘every single bolt was just right’. No 1 was then followed by a small series of 52 additional cars built in Gmünd, production in Stuttgart from 1950 – 1965 subsequently amounting to 78,000 units of the 356 model Porsche No 1, a mid-engined roadster, is completed and homologated in the Austrian town of Gmünd. The engine displaces 1131 cc and develops maximum output of 35 bhp(26 kW). The first few 356 coupes are made of light alloy.
The Porsche 1500 S (‘Super’) was launched in 1952 and was capable of producing 70 bhp.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

In 1953, the Porsceh 1300 S producing 60 horsepower was added to the Porsche line-up. This was also the year the Porsche was introduced to the United States. The split windshields are also replaced by bent windshields during this year.

1954 marked the production of the first 200 Porsche Speedsters.

In 1955, the Speedster becomes a genuine sales success. Production of the 356 A series starts in autumn with the proven 1300 and 1300 S power units soon joined by the 1600(1582 cc, 60 bhp/44 kW), 1600 S (1582 cc, 75 bhp/55 kW) and 1500 GS -the first Carrera marking the introduction of the new sports engine with four overhead camshafts – (1498 cc, 100 bhp/74 kW). The 1100-ccengines are dropped from the range.

During the 1956 model year, Porsche produces its 10,000th 356 model.

In 1957, the sporting and Spartan Porsche 1500 GS Carrera is joined by the more comfortable 1500GS de Luxe model.

In 1958, output of the Porsche 356 A 1500 GS Carrera GT is boosted to 110 bhp/81 kW. The Speedster is replaced by the Convertible D with a larger windscreen and winding windows at the side. The 1300-cc engines are dropped from the range.

In 1959, the Carrera receives extra power and is now called the 1600 GS-GT, with the sports version offering more output (1588 cc, 115 bhp/85 kW) than the de Luxe model (105 bhp/77 kW). The 356 B series is introduced in autumn, the Convertible D being renamed the Roadster.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

Source – Porsche

The Porsche 365C has been named the number ten on the list of Top Sports Cars of the 1960s by Sports Car International in 2004. The Porsche 356 is still widely regarded as a collector car that has capably stood the test of time.

There is some debate over which vehicle was the first official Porsche, the pre-war Porsche 64 being actually a VW racing automobile. The 356 was a sports car designed by Porsche that sold from 1948 through 1964 and was Porsche’s first production automobile. A prototype for the 356, the ‘Number 1′ had a mid-engine. The name for the 356 was chosen as it was the 356th project off the Porsche design desk. In 1949, production officially began in Stuttgart, Germany.

Designed and fabricated by Ferdinand ‘Ferry’ Porsche (the son of well-known Dr. Ing Ferdinand Porsche, founder of Porsche motors), the Project # 356 concept was then styled by Irwin Komenda. Bailed out of custody by his family, Professor Dr.-Ing.h.c.Ferdinand Porsche was a held as a prisoner of war by the French. During the war, Ferry Porsche and a small handful of his faithful employees began work on the 356 in their workshops moved to the town of Gmünd in Kärnten. On Dr. Porsche’s return to his family, he stated right away that ‘every single bolt was just right’.

On July 17th, 1947, the first design drawings were completed, and it was an entire year later when the Kärnten state government issued a special permit homologating the car on June 8th, 1948.

Komenda, born in 1904 in Austria, was also responsible for contributing substantially to the construction of the Volkswagen, Cistalia, Auto Union racers, and other vehicles of the day. Joining Porsche’s design bureau in 1931, Komenda held various positions at Steyr, Daimler-Benz and other coach shops in both Austria and Germany. He is responsible for contributing to a variety of other designs in Porsche’s history, and was the chief engineer and head of Porsche’s coachwork from 1955 until he died in 1966. The ‘confidential clerk’ for Porsche, Karl Peter-Rabe became the chief business manager, after Dr. Ing Albert Prizing, until 1965. Prizing was a business manager who is famous for bringing 37 orders back to the factory following one importer’s conference in Wolfsberg in 1950.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

The prototype was taken various times by Ferry, often with just the rolling chassis without body, up the steep mountain roads surrounding the city to test its agile handling and durability. Ferdinand Porsche went on to live a long life, and died on March 27th, at the age of 88. Contributing to the handling of the prototype was the gearbox and suspension specialist Karl Frolich.

Evolving through several updates through the years, the 365 was originally available as a coupe, a cabriolet and finally a roadster. The vehicle changed from mid-engine to rear, along with a myriad of details that evolved over the 22 year run of the model, though the recognizable shape of the vehicle remained the same, a timeless classic. The most desirable versions were the Porsche 356 Carrera, which came with a special racing engine, and the ‘Super 90′ and ‘Speedster’ models. The same price as a Cadillac at the time, the price of a late 1950’s Porsche was nearly $4,000. Today, a 356 Carrera model can sell for well over $150,000.

The very first Porsche sport car was hand built in Gmünd/Kärnten, Austria. The entire aluminum body was hand beaten over a wooden buck. Without the benefits of a machine shop, all of the engine and drive-train components were made completely. Over 50 Gmünd cars were built and sold primarily in Austria and Germany. To be closer to parts suppliers, the Porsche Firm, located to Zuffenhausen, Austria, near the Reutter coachworks following the war. The only Porsche to ever have the engine mounted in front of the rear axle, the 356/1 was open top 2-seater. Designed with a tubular chassis, the vehicle was air-cooled and came with a 110 cc engine that remarkably light and quick for the times. Following this first ever radical design, every Porsche 356 to follow was constructed with the engine in the rear, behind the axle.
The Reutter Company, located in Stuttgart Germany, was given the assignment in late 1949 to construct 500 body works for an adjusted model of the 356 unit. This classic 356 was capable of reaching a speed of 140 kph. Under the belief that selling more than 500 units was an impossible feat, it was a pleasant surprise on March 15, 1954, car no. 5,000 left the factory.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

Over the years, the 356 was updated with various mechanical refinements, though the basic shape was retained and remained instantly recognizable from year to year. The final 356B Roadster was built in early 1963, while both Coupe and Cabriolet models continued to be built every year up until 1965.

With a top speed of over 85 mph (135kph), a total of only 4 models of the 356 were produced in 1948. The 356/1 came with a 1.1 liter engine that was capable of making 40 horsepower. Less than 60 units were produced during 1949 and the earlier part of 1950. These very rare and unique models are known today as the Gmünd Coupes. The tiny sport cars continued to be built during 1950, but now at a factory in Stuttgart where Porsche moved production. A total of 298 units were built and delivered to their owners by the end of 1950.

One year later, three engines, all of them were flat-4’s ‘boxers’ that were air cooled and were available from the factory. They were available at the 1,100cc, the 1,300cc, and the 1,500cc. The 1500 Super was the top power-plant during late 1952, which came with a synchromesh transmission. That same year the America Roadster was designed and created. Only a total of sixteen models were produced, and all units were an aluminum cabriolet body that came with a removable windshield. In 1992, this vehicle inspired the 40th Anniversary 1992 911 America Roadster.

1948-1965 Porsche 356 Carrera Cabriolet - www.robson.m3rlin.org

Under the advice of Max Hoffman, the sole importer of Porsches into the U.S., the 356 ‘Speedster’ was introduced in late 1954. The idea was to produce a lower cost vehicle that was a racier version that would appeal to the American market. Proving to be an instantaneous hit, the Speedster came with a low, raked windshield that was easily removed, bucket seats, and a minimal folding top. In 1954, the Speedster was available for $2,995. This unit was available in a variety of six different engine types, the 1100, 1300, 1300A, 1300S, 1500 and 1500S. The 1500Super was the top of the line model, while the Coupe and Cabriolet wore the ‘Continental’ badge designation. In 1955 the 1600 motor went into production.

In 1956, the 356A was unveiled to the world, and had an all steel body, curved windshield and smaller wheels. When the cars were introduced, numerous subtle differences in the shape of the body and features were highlighted. In 1956 the 10,000th 356 unit rolled off the assembly line. The 356 Carrera was introduced at the same time, which came with a 1500GS engine. Before being replaced in 1959 by the Convertible D model, the Speedster peaked at a total of 1,171 units produced. In this same year, the 1300 engine was dropped from the line. A new project was the result from continued improvements to the 356A, the Type 2 or ‘T-2′, now with a new transmission, the 644 replaced the earlier 519 with an improved shifter, better synchros, dual nose mounts and a split case design. A higher horsepower is achieved in 1958 as continuous improvements were made in the Carrera engines.

The D model featured more comfortable seating, along with a more practical windshield, and glass side windows. In an attempt to boost sinking sales, around 1300 of these models were produced. While previous models were developed by Reutter coachbuilders, the Convertible D model was developed by Drauz, which is what the ‘D’ stands for. The D model falls somewhere between a Speedster and a Cabriolet in both luxury and lightweight appointments. In the later months of 1959, the Convertible D became a roadster with the new T-5 body style. Today to the convertible D is considered very desirable, due to the low number of units produced.

In 1960 the 356B offered the S90, or ‘Super 90′ motor as an available option. The vehicle also had a counterweighted crank, sodium-filled valves and Solex P40-II carburetors. The Karmann Coachworks were employed in 1961 to produce the ‘Hardtop’, a Cabriolet body with a fixed hard roof. The nickname ‘Notchback’ was affixed to these cars because of their profile. Nearly 1750 of these vehicles were produced during the two years of its production.

It was one year later when the 356B was introduced, updated with an entirely new body and Super 90 engine. In 1962 and 1963, the engine was once again revised, and changed body styles. A very small number of 356B 4-seater coupes were produced by a Swiss company. Though rare, several models are still around today. Next was the introduction of the Carrera 2 in April of 1962, and only around 450 models were produced in both Coupe and Cabriolet form. In the same year, Karmann produced 2170 coupes, and Reutter produced 4100. The production for the year topped 7900 when the almost 1600 Cabriolets are added into the count. The discussion is broached by Porsche with Reutter to purchase the coachmaker, and finally, after 12-years of co-operation, the successes are consolidated. ‘Christophorus’, a customer magazine filled with news and background on the Porsche lifestyle is launched by the Porsche factory.

Finally the 356C, the final model, known also as the Type 6 (T-6), was available in 1964 with an engine that came from the same lines as previous Spyder engines, the most powerful pushrod engine Porsche every produced, was cable of producing 130 horsepower. Offering the 1600C, 1600SC and Carrerra 2 engines, the 356C featured 4-wheel disc brakes. Both the C and SC were available for purchase in either Coupe or Cabriolet form.

In 1964, a total of 14,151 356 units were produced. Porsche had achieved a production rate higher in that year alone than the entire line production of the first 10 years of the Porsche 356. The 911 was introduced at this time, presaging the end of the 356 run. Through the end of 1965, the company continued to sell the 365C in North America as a lower-cost vehicle.

Achieving a victory in the 1100cc class during its first outing, the original 356-001 vehicle was raced at the Innsbruck city race. In Austria, on the 8th of June 1948, the Porsche was homologated by the state government of Kärnten. Frequently touring the world for special car shows and historic events, the original Porsche ‘001′ vehicle is in the Factory Museum.

Near the end of 1965, more than 76,000 Porsche 356 models were produced and sold. Following 17 years of production, the model 912 eventually took over the 356’s stance in the market. The push-rod engine from the 356 was reused to power the ‘entry level’ 912 model that was produced from 1965 to 1969.

The Porsche ‘901′ was introduced at the Frankfurt Motor Show in 1963. Later after a protest by Peugeot, the name was changed to ‘911′. In 1964 the Porsche 911 began production.

1954 Porsche 356 Cabriolet

Robson — Wed, 18 Feb 2009 05:39:50 +0000

1954 Porsche 356 Cabriolet - www.robson.m3rlin.org

From April 1954, a number of changes were phased in on the 356, these including a choice of either ivory, beige or grey for the steering wheel and switchgear, window winders to match the facia switches and a heater control panel repositioned from the dashboard to the floor. A sunroof was made optionally available, nearly all these detail changes (save the sunroof) becoming standard on the flagship 1500 S. Externally, all variants were fitted with distinctive horn grilles next to the front indicators, parallel instead of clap-hands wipers and windscreen washer jets as standard. During June 1954, Porsche re-designated the 1300 as the 1300 A, the new Typ 506/1 motor featuring some major internal revisions over the Typ 506 it was replacing.

Output remained unchanged with 44bhp at 4200rpm, the 1300 A powerplant having been derived from the Typ 589 1300 S roller bearing engine. Displacement remained at 1290cc although both compression and carburettors were identical to the plain-bearing 1300. Like many other European manufacturers, Porsche were becoming convinced of the wisdom of developing certain derivatives that would appealed to more North American customers. Porsche’s US agent was Max Hoffman who positively encouraged such a machine, one he thought should be less expensive and with more sporting pretension than the relatively luxurious Cabriolet. Launched in September 1954 and going into production during November, the Speedster ethos was clearly derived from that of the short-lived America Roadster covered in Part 4 and Hoffman was adamant the new model should retail for under $3000. The Speedster was offered with either the 1300, 1300 S, 1500 or 1500 S post-November ’54 engines (covered shortly) but it was the bodywork and interior changes that were the Speedster’s biggest talking points. Starting with a standard Cabriolet shell, Porsche fitted a cut-down windscreen and removed the fussy roof arrangement, the original canvas top being replaced by a flimsy new item with detachable side screens instead of windows. It quickly earned the nickname ‘The Bathtub’.

Anodised gold Speedster scripting could be found mounted on each front wing above a unique belly strip running almost the entire length of the car. Inside, bucket-style seats were normally combined with tough cloth flooring and vinyl door panels (without map pockets) giving the Speedster a spartan yet stylish competition-oriented feel. A unique curved instrument binnacle featured a body coloured facia, upholstered top and no glovebox – the Speedster was every bit the weekend hot rod Hoffman had so clearly envisaged. Production of the new-and-improved 1955 model year 356 began in November 1954 when the 1100 was dropped and substantial revisions were made to all engines despite little outward change in specifications.

Volkswagen components were slowly being developed out of Porsche engines, constant improvements facilitating more powerful, reliable and refined motors that were to the highest specifications of their day. The 1300 A was replaced after just five months by the revised Typ 506/2-engined 1300 and offered a little more torque than the previous version. The roller bearing 1300 S Typ 589 engine was replaced by the Typ 589/2. 1.5-litre cars also received thoroughly revised powerplants with the Typ 546 and roller bearing Typ 528 becoming the 546/2 and 528/2 respectively. All engines were fitted with a three-piece aluminium crankcase instead of the previous two-piece magnesium component. Oil capacity increased from 3.5 to 4.5-litres. Set-up changes made at the same time included a front anti-roll bar accompanied by a change in spring rate, both developments being made in an attempt to reduce the 356’s tendency to oversteer. Externally, a Porsche badge was incorporated onto the stylised alloy front lid handle. Nearly all examples bound for North America during the 1955 model year (only the 1500 and 1500 S were officially exported) wore Continental side scripting in the style of the Speedster, however, Ford owned the Continental trademark for its Lincoln brand and only ’55 model year 356’s were badged as such. Production of the ‘pre-A’ 356 continued until October of 1955 when the 356 A was launched.

1954 Porsche 356 Cabriolet – www.robson.m3rlin.org

1948 Porsche 356 Gmund

Robson — Mon, 08 Dec 2008 05:58:42 +0000

In July 1948 the world caught the first glimpse of the Porsche 356 Roadster. Up until then Ferdinand Porsche had worked for nearly half a century for other manufacturers. Developed by his son, Ferdinand Jr. or Ferry, the small two-seater was the first car to bear the Porsche name. The new Porsche received universal acclaim from journalists and won its class at its very first race. The sport’s cars exotic mid-engined spaceframe chassis was however too expensive and complicated for mass-production. Ferry Porsche had already realized this before Porsche #1 was completed and started the development of a less labor intensive production car. Even though the second Porsche was only remotely related to the original, the 356 name was retained.

Just like the original Porsche 356, the ‘356/2′ used many Volkswagen derived bits like the engine and suspension. This is hardly surprising as the Volkswagens was developed by Ferdinand Porsche and his men a few years earlier. The new 356 distinguished itself from its predecessor and the Volkswagen through its custom platform chassis. With the engine moved back to its familiar rear mounted location, the wheelbase could be considerably shortened. The suspension was pretty much carried over from the Volkswagen with trailing arms at the front and swing axles at the rear. The cable operated drum brakes were also pure Volkswagen and would be one of the 356’s few weaknesses. They were quickly replaced by Girling sourced hydraulic drums.

Also carried over from the Volkswagen was the air-cooled four cylinder boxer engine. Before it was bolted to the rear of the 356 chassis, it was however considerably modified. In its Volkswagen guise the flat four displaced just over 1100 cc, which was lowered to 1086cc to make the 356 eligible for the popular and highly competitive 1.1 litre racing class. Equipped with high compression heads and twin carburetors, the Porsche power-plant produced 40 bhp; a full 15 bhp up from the Volkswagen spec. The first rolling chassis was completed during April of 1948 at Porsche’s temporary headquarters in Gmünd, Austria. After being extensively tested, the chassis was fitted with a body towards the end of July; just a few weeks after the 356/1 Roadster was revealed.

In stark contrast with the original 356, the first production 356 was fitted with a coupe body. The rational was that a majority of the potential customers were found in the colder climates of central Europe. The coupe’s evocative lines were penned by Erwin Komenda and shared lines with ‘his’ Volkswagen 60K10 competition coupes that were built for the 1939 Berlin to Rome race. He was also inspired by Pinin Farina’s work on the Cisitalia 202. Constructed from aluminum, the body shells were very light and also had very favourable drag figures. In 1949 the coupe was joined by a similarly styled cabriolet, most of which were built by Swiss coachbuilder Beutler.

Shortly after the launch of the coupe, Porsche had received sufficient orders to orders for a fifty car production run. Hand-built, the first Porsches were very expensive and they certainly did not make a profit. The 356 was nevertheless the perfect advertising tool for the profitable engineering and consultancy arm of the Porsche company. Towards the end of 1949, the Porsches were allowed to return to Germany and their former headquarters at Stuttgart. Here they could set up a more efficient production line to meet the ever increasing demand. An important step forward was the deal struck with coachbuilder Reutter to build the 356 bodies late in 1949. Despite having produced less than fifty cars in Gmünd, Porsche placed an order for 500 steel body shells as they expected to be able to sell around 100 cars per year.

Very few examples were produced in 1950 as the company moved back to the Stuttgart suburb of Zuffenhausen. To further broaden the appeal of the 356 Ferry Porsche decided to adopt three of the Gmünd built coupes for racing. Extensively lightened, these were labeled ‘Sport Leicht’, or SL. Two were entered for the 1951 24 Hours of Le Mans. However, an accident during one of the practice session decimated the Porsche entry to just one. The other one completed the race 20th overall and more importantly 1st in class in the hands of French drivers Auguste Veuillet and Edmond Mouche. The two drivers repeated that class victory in the next race. It was the start of a love affair between Porsche and the legendary endurance race that has resulted in innumerable class wins and 16 overall victories for the German manufacturer.

Now fully settled in at their new Stuttgart facilities, Porsche struggled to meet the demand. During 1951 the German manufacturer produced 298 cars; nearly three times more than the original estimate. In the potentially biggest market, the United States, Porsche wasn’t quite as successful. The high quality and relatively luxurious 356 was much more expensive than the highly popular British alternative. Iconic importer of European cars Max Hoffman believed that Porsche deserved a chance and proposed the addition of a more rudimentary equipped version of the 356. Porsche reluctantly accepted and commissioned the construction of a series aluminum Roadster bodies at the little known coachbuilder Heuer. Known as the America Roadster, it is believed that just over a dozen were built before Heuer went bankrupt.

Towards the end of 1951 Porsche introduced a larger version of the flat four engine. By increasing the bore to 80mm, the displacement grew in size to 1286cc and with it the power rose to 45 bhp. It was offered alongside the original 1.1 litre engine, which remained in production until 1954. It took a lot more effort to develop the third variation on the four cylinder theme; the ‘1500.’ With the help of crankshaft manufacturer Hirth, the Porsche engineers managed to increase the stroke sufficiently to get to the desired displacement of 1.5 litre. Introduced in the 356 1500 during 1952, the engine produced 55 bhp. Porsche’s competition department reworked the 1500 engine with hotter cams and bigger carburetors, boosting power to 70 bhp. In October of 1952 this engine found its way into a new road car; the 356 Super.

The larger engines made the 356 a much more appealing prospect in the United States. Helped by the great sales tactics of Hoffman, Porsche got an ever grower following in North America. They were extremely popular with amateur racing drivers, who campaigned them with great success. Hoffman had nevertheless not yet given up on the idea of a ’spartan’ 356 in the vain of the America Roadster to compete with the British sports cars and also the new Corvette on price. Porsche’s answer to Hoffman’s requests was the standard Cabriolet based ‘Speedster’, which featured a very minimalistic interior, a cut-down curved windshield and no folding roof. Cheaper and lighter than the standard Porsches, the Speedster was an immediate hit in the salesroom and also on the racing track.

Even though the 356 and its engines had been constantly updated to meet the latest demands, Porsche felt it was time to completely revamp the model in 1955. Although visually very similar, the ‘356A’ launched at the Frankfurt show in the fall of 1955 was a big step forward. It meant the end of the line of the first Porsche production model that saw the company transform from a modest engineering consultant to a full fledged manufacturer. By the time the 356A took over, nearly 8000 examples of the 356 were produced; quite a few more than the 100 per year of the original estimate.

Featured is one of the very few Porsche 356 Coupes built in Gmünd. Like many of the early cars, it does not yet feature the crest on the nose with the familiar Porsche logo. Having survived in remarkable original condition, it is shown in action during the 2006 Monterey Historic Races.

Porsche – HISTORY of the 356 model

Robson — Wed, 05 Nov 2008 01:30:44 +0000

HISTORY OF THE 356

There are many books in print which chronicle the history of the Porsche family, company, factory and cars. Dr. Bill Block of “Block’s Books: The Auto Fanatic’s Choice” has most, if not all of these in stock. Write him for a book list. He’ll make recommendataions, too, as he reads the books he sells.

Timeline for the 356

Here’s a very rough timeline of the development of the 356, compiled from a variety of sources. “Driving in it’s Purest Form”, “Excellence was Expected”, “Speedster” and “Porsche : 356 & Rs Spyders” are all recommended for the Porsche 356 enthusiast and those interested in the Porsche history 1948-1966. See also the Porsche North America corporate website from which much of the below material came. The student of Porsche and 356 history is strongly encouraged to seek out the above books for a detailed history of the car, the company and the amazing individuals who brought us the 356.

1948: Gmünd, Austria. The Porsche Firm, having located to Austria just after the war to be closer to parts suppliers, turns out a variety of automotive, farm and industrial motors and tools for the war-ravaged western europe. Ferry Porsche (son of the famous Dr. Ing Ferdinand Porsche, founder of Porsche motors) designed and fabricates the first Project #356 car, model 356-001. The car utilized a tubular chassis, an 1100cc engine and was very light and so quick for the time. Karl Frolich was the gearbox and suspension specialist contributing to the handling of the prototype. Ferry Porsche often took the prototype–sometimes just the rolling chassis without body–up the steep mountain roads surrounding Gmünd and found the car a spright handler and good climber.

The body of the car was designed by Irwin Komenda. Kommenda, an Austrian born in 1904, contributed substantially to the Volkswagen, Cistalia, Auto Union racers and other cars of the day. Though the car changed from mid-engine to rear, the tubular chassis gave way to a unitized pan and body construction, and a myriad of details evolved over the 22 year run of the model, the overall design and instantly recognizeable shape of the car remained the same, a timeless classic. Komenda joined Porsche’s design bureau in 1931 after positions at Steyr and Daimler-Benz and other coach shops in Austria and Germany. Komenda contributed to many other designs in Porsche’s history and was the chief engineer and head of Porsche’s coach werk from 1955 until his death in 1966.

Karl Peter-Rabe was the “confidential clerk” for Porsche, and became the chief business manager, after Prizing, until 1965. Dr. Ing Albert Prizing was a business manager who brought 37 orders back to the factory after one importer’s conference in Wolfsberg in 1950.

The original 356-001 car is raced at the Innsbruck city race, achieiving a victory in the 1100cc class in its first outing. Porsche was homologated by the state government of Kärnten in Austria on 8 June 1948. Above and below photos courtesy of the Porsche archives. The original Porsche “001″ car is in the Factory Meuseum and frequently tours the world for special car shows and historic events.

Over 50 Gmünd cars are built and sold primarily in Austria and Germany. Many still survive in US and other collections around the world.1949: The first 356 Cabriolet is built. The Gmünd cars are alloy aluminum.

1950: The factory relocates to Zuffenhausen, next to the Reutter coachwerks and begins production on the 356. This run will continue to 1965, and produce nearly 80,000 cars. Cars are produced by other coachbuilders as well, namely Gläser.

A 1951 “split windshield” 356 Cabriolet. Porsche 356es made prior to 1955 are sometimes called “Pre-A”, as the model took on the letter predicate at that time.

1951: Porsche 356 technical innovations continue. The 1.3 liter motor has chrome plated aluminum cylinders and the world’s first synchromesh transmission. Porsche 356-002 wins at LeMans in the 1100cc class. The “Old Professor”, Dr. Ing Ferdinand Porsche, Sr. dies at 75. Porsche KG employs 1400 people as Ferry Porsche leads the company.

1952: The 1500 “Super” engine is introduced (1488 cc, 70hp DIN)

1953: In a deal with Max Hoffman, of New York, Porsche introduces the 356 to the United States. Soon Hoffman makes arrangements with select foriegn auto dealers around the country to carry the Porsche cars. Hoffman acts as sole US importer. Split windshields give way to bent windshields.

1954: Hoffman urges Porsche to make a less-expensive “stripped-down” model of it’s open car for the West Coast. Fair weather, a cruising scene and lots of amateur racing make the “Speedster” a success, a staple production for the next 5 years. Over 4100 Speedsters will be sold by 1959.

1955: The 1600 motor is in production. The 1500 GS Type 547 Carrera motor is in development for racing and finds its way into the 356 production line. The “A” version of the 356 model is introduced. Numerous subtle differences in the shape of the body and features of the care are introduced. Almost half the cars sold are open cars: cabriolets and Speedsters. The “A” models are named internally at “Type 1″, and thereafter known by enthusiasts as “T-1″ cars.

1956: The 10,000th 356 Rolls off the assembly line. Pictured below with Ferry Porsche.

1957: More improvements to the 356A results in a new project, the Type 2, or “T-2″. A new transmission, the 644 replaces the earlier 519 with improved shifter, a split case design, dual nose mounts and better synchros.

1958: Continued improvements in the Carrera engines yield higher horsepower. Production begins on the “Convertible D”, a replacement for the Speedster. The “D” is made by Drauz factory, and the car is between a Speedster and a Cabriolet in luxury and lightweight appointments. Most noticeable are the roll-up windows and a taller, but still “removeable” windscreen.

1959: The last Speedster is made. The 1300 engine is dropped from the line. In the fall a new model, the Type-5 (T-5), 356B is introduced. The Convertible D becomes the Roadster with the new T-5 body style.

1960: The 356B gets the “Super 90″ (S90) motor as an option, with a counter weighted crank, sodium-filled valves and Solex P40-II carburetors.

1961: The Karmann Coachwerks is employed to make the “Hardtop”, which is a Cabriolet body with a fixed hard roof. This profile gives the car the knickname “Notchback”. Nearly 1750 of these cars will be made over two years’ production

1962: Karmann makes 2170 coupes along with the 4100 made by Reutter. Along with almost 1600 Cabriolets, production tops 7900 for the year. Porsche begins discussion with Reutter to purchase the coach maker and finally completely consolidate the successes of 12 years of co-operation. The factory launches “Christophorus”, a customer magazine of news and background on the Porsche lifestyle.

1963: The 356C, known as the Type 6 (T-6) is introduced, along with the SC engine with 95hp. The “C” has 4-wheel disc brakes, and an optional 12-volt electric system. The optional “Carrera 2″ motor develops 130 DIN hosepower.

1964: 356 Production reaches a high of over 10,000 in a single year, more than the entire line production of the first 10 years of the Porsche 356. The factory introduces the 911 model, presaging the end of the 356 line.

1966: The last 10 356 Cabriolets run off the production line in this calendar year, finishing the 1965 model year run. The 4-cylinder Carrera engines contiune racing in the successful 904 model. Total production run: more than 78,000. About 1/2 of the entire production are believed to exist today.

Here are our links to 356 History and Memorabilia

Porsche’s History section of their website (english)
(Porsche Geschichte ein deutsch) (leaves this website)
Porsche 356 SL – A legendary racing car
Link to Pelican Parts’ Racing Poster exhibit (leaves this website)
A project to catalog all information about Carrera Speedsters (leaves this website)
An early print advertisement for the “Jet Setting” 356 buyer
Charlie White’s site of 356 Memorabilia, with examples of sales literature (leaves this website)
Porsche motor and model blueprint reproductions. Small gif files of large prints in a collector’s archive (leaves this site).

1948 Porsche 356 Cabrio

Robson — Sat, 01 Nov 2008 14:25:56 +0000

This Porsche 356 is the very first real Porsche car created by Ferdinand ‘Ferry’ Porsche. This prototype two seater open roadster, known as ‘Porsche Number 1,’ has a mid-mounted, air-cooled flat-4 engine displacing 1,131cc. While the body was an original design, most of the mechanicals including engine and suspension were derived from the Volkswagen Beetle, which Ferry’s father, Ferdinand Porsche, had designed. The aluminum roadster body of this car was designed by Porsche employee Erwin Komenda in April 1948 and was completed in just one month. Smooth and low, Porsche Number 1 set the pattern for later 356s with one fundamental difference, the engine of the production cars was moved behind the rear axle to reduce costs and make room for two additional seats.

During the war Ferdinand ‘Ferry’ Porsche and a handful of his proven, faithful employees had started work on development number 356 in their workshops moved to the town of Gmünd in Kärnten. The first design drawings were completed on 17 July 1947 and on 8 June 1948 the Kärnten state government issued a special permit homologating the car. Returning home after being held by the French as a prisoner of war and bailed out of custody by his family, Professor Dr.-Ing.h.c.Ferdinand Porsche, Ferry’s father, stated right away that ‘every single bolt was just right’. No 1 was then followed by a small series of 52 additional cars built in Gmünd, production in Stuttgart from 1950 – 1965 subsequently amounting to 78,000 units of the 356 model Porsche No 1, a mid-engined roadster, is completed and homologated in the Austrian town of Gmünd. The engine displaces 1131 cc and develops maximum output of 35 bhp(26 kW). The first few 356 coupes are made of light alloy.
The Porsche 1500 S (‘Super’) was launched in 1952 and was capable of producing 70 bhp.

1954 marked the production of the first 200 Porsche Speedsters.

During the 1956 model year, Porsche produces its 10,000th 356 model.

In 1957, the sporting and Spartan Porsche 1500 GS Carrera is joined by the more comfortable 1500GS de Luxe model.

Source – Porsche
The Porsche 365C has been named the number ten on the list of Top Sports Cars of the 1960s by Sports Car International in 2004. The Porsche 356 is still widely regarded as a collector car that has capably stood the test of time.

On July 17th, 1947, the first design drawings were completed, and it was an entire year later when the Kärnten state government issued a special permit homologating the car on June 8th, 1948.

The prototype was taken various times by Ferry, variously with just the rolling chassis without body, up the steep mountain roads surrounding the city to test its agile handling and durability. Ferdinand Porsche went on to live a long life, and died on March 27th, at the age of 88. Contributing to the handling of the prototype was the gearbox and suspension specialist Karl Frolich.

The Porsche ‘901′ was introduced at the Frankfurt Motor Show in 1963. Later after a protest by Peugeot, the name was changed to ‘911′. In 1964 the Porsche 911 began production.