Buyers Guide

By Bruce Anderson

356

1951 356 Pre A

1956 356 Cabriolet

1957 356 Speedster

1959 356 Convertible D

• Coupe
• Cabriolet
• Convertible D & Roadster
• Speedster

About 76,000 356s were built in Stuttgart between 1950 and 1965. There were 10,466 “Pre-A” models built before 1955, when production was changed to the 356A model late in the year. The 1950 and 1951 models had a split windshield with a seam in the center. This was changed in 1952 to what was referred to as the bent windshield. The windshield had a bend in the center and another at each edge and the surfaces in front of the driver and passenger were flat.

The Pre-As were relatively primitive cars, but development was fast. When the 356A was introduced as a 1956 model, the 356 was extensively revised. The chassis was changed, making the cars easier to work on. The dashboard went to a three-instrument cluster layout. The windshield was changed from the “bent” windshield to a curved one. The suspension was revised, improving ride and handling. The four-cylinder engine had already changed to a three-piece case design in 1955.

For 1957, there were a few distinguishing cosmetic changes. 1957 was the first year of bumper overrider bars for the bumpers on U.S. cars. This bow-like piece was added to the front and rear bumpers to add protection to the cars when parked. The first 1957 cars had a single bumper overrider bar both front and rear with beehive taillights. Mid-year, the taillights were changed to a teardrop design, but the single bumper overriders were retained. Towards the end of 1957, the license plate light was moved to a spot below the license plate and the rear bumper overriders were changed to two-piece versions.

The 1958 356A had many subtle changes. 1958 models had exhaust pipes exiting through the rear bumper guards. The thermostat for the oil cooler was incorporated into the engine crankcase’s third-piece casting. 1958 engines switched from Solex single-barrel carbs to the Zenith twin-throat carburetors. A new worm and sector steering box made by ZF replaced the modified VW steering box and greatly improved the feel of the steering. The 1959 356A looked a lot like the 1958 model. The most significant change was the new 716 transmission with its improved Porsche-design servo synchronizers. The front overrider bar was about an inch higher than previous versions.

The 1960 356B differed in appearance from the 356A. The bumpers were raised about four inches front and rear and given a new shape. They also had large vertical guards. The headlights were raised up so the fender line was almost horizontal from the cowl to the headlight rim. The 356 now had a horn grill above the bumper and a brake cooling grill below the bumper, which was also where the optional fog lights were mounted.

The 356B was the first coupe to have a front vent window like the cabriolets had used previously. The 356B brake drums had radial fins instead of the circumferential fins of the 356A and earlier brakes. The transmission was changed to incorporate a different shifter. The first 1960 356B models used a single forward transmission mount. After 3,000 cars had been built, they reverted back to the double-mount system used on the 356A.

The 356B series also introduced the Super 90 version of the car with a 90 DIN hp version of the 356 engine. This was supposed to replace the costly four-cam Carrera model as the high-performance 356 — and the Super 90 did perform nearly as well as the Carrera while being far less problematic. In 1961, Karmann began production of a hardtop model (often called the Notchback) as an additional model to the existing coupe, cabriolet, and Roadster versions.

The 356B was updated again in 1962 with the T6 body. The T6 was different in that it had a squared-off front hood and the fuel-filler was moved from under the hood to under a flap in the right front fender. The T6 bodies also had twin engine grills for improved engine cooling and a larger windshield and rear window. Among many other detail changes, there was a new air vent on the cowl to provide better ventilation.

The 1964 356C was visually similar to the T6 356B model, with the most obvious change being the switch from drum brakes to disc brakes. The wheels and hubcaps were different due to the change. There were two C models available, the 356C and the 356 SC replacing the Normal, Super, and Super 90 models of the 356B series. The SC model had Solex 40 PII carburetors and produced 95 DIN horsepower while the C model still had the Zenith carburetors, producing 75 DIN hp. The dash of the 356C was also different. The glove box was changed and now had a magnetic catch. The passenger grab handle to the right of the dash was larger, made of plastic, and angled so that it was easier to grab a hold of. There was also a new small panel under the ashtray for the wiper switch and the cigar lighter. The 1964 and 1965 C models were very similar and were the most fully developed of the 356s, making them sought-after models.

Porsche produced some special versions of the 356. The Speedster was introduced in 1954 as a basic low-cost roadster. It had a low, rakish windshield, a cut-down top, and side curtains that plugged into the tops of the doors. Speedsters were built from 1954 through 1958, with a few built in 1959. The Speedster was replaced in 1959 with a new roadster called the Convertible D. The Convertible D had a taller windshield, a better top, and wind-up windows that made it more of a true convertible than the spartan roadster that the Speedster had been. The “D” in the name stood for Drauz, the body maker for the new convertible. With the advent of 1960’s 356B, the “Roadster” replaced the Convertible D, but it was essentially a Convertible D updated to 356B specifications.

Today, any 356 can be a fun car to own, but it is important to remember that these are old cars with odd attributes — they are probably not the sort of car that you should buy as an only car. Our best advice is to find a nice one. It’s very easy to spend $50,000–80,000 on a decent restoration, and top-flight restorations can cost twice that. While the values of the pushrod coupes do not justify such restorations, Carrera or open 356 values can. Even so, you may be better off looking for a good, unrestored example or a car someone else has restored. Matching numbers are important for show-car candidates, and an incorrect engine generally diminishes the value of a collectible car by about 10 percent.

While any Carrera or open car makes a good show car, the best street cars are the 356A models and later cars. The 356C and 356 SC were the best drivers, offering numerous improvements including disc brakes and other details. The bottom line, though, is this: It’s hard to go wrong with any good, solid 356.

How to Use Our Numbers

High vs. Low: Our estimates reflect values for the majority of cars on the market. On the High end you should find cars with no more than 7,000 to 9,000 miles per year, excellent paint, normal wear but little tear, and no glaring mechanical or cosmetic issues. On the Low end you should find complete, running cars with higher mileage, cosmetic damage, and/or minor mechanical needs. Generally speaking, we allow an additional 10 percent for mileage lower than 7,000-9,000 miles per year, and subtract 10-25 percent for past body damage that required paintwork. Due to the high cost to repair and restore Porsches, cars at the High price point often represent better long-term value than those at the Low end, as the cost to make a rough car nice will exceed the difference between the two.

Exceptions: Of course, some cars fall outside of our range — on both ends. Cars with major needs (excessive rust, blown engines, crash damage, etc.) and cars with salvage titles are typically worth less, often a lot less. On the other side, older or desirable Porsches with very low miles and original cosmetics in immaculate condition, cars benefitting from top-end restorations, and cars with interesting histories can command far higher prices, sometimes doubling or tripling our High estimate. An immaculate, totally original 1972 911E with 143,000 miles might qualify, since 140,000 to 180,000 miles would be considered normal in a 20-year-old 911. If the same car had 43,000, 4,300, or 430 miles, we'd expect the price to go up exponentially — but such cars are truly exceptional examples, and their prices are often truly exceptional, too. When dealing with such cars, seek the advice of an expert or get an independent appraisal.

Where These Numbers Come From

Our value estimates are assembled by Excellence Technical Editor, PCA appraiser, and noted Porsche expert Bruce Anderson. He looks to established price indexes such as Kelly Blue Book (KBB), National Automobile Dealer Association(NADA) Used Car Guide, Cars of Particular Interest (CPI) Price Guide, as well as other references. Auction results are considered, as well, as are Excellence Reader Sales Reports, which carry comprehensive descriptions and real private-party transaction prices. Still, says Anderson, auction prices and reader reports must be approached with caution: "While I do get a lot of feedback from readers, there is no way that I get enough to base my values on anymore than value books get enough auction data to totally base the market values on. We all do a lot of interpolation to fill in the gaps.

"I get sales information anywhere that I can and I look at what everyone else is doing, then plot my own numbers after much interpolation and head scratching," continues Anderson. "I use our Reader Sales Reports as one of my sanity checks to see if I'm really heading in the correct direction. I also consider asking prices as a trend indicator. If, all of a sudden, we see asking prices go up or down, it's a good indication that something is happening with the market. But you need a lot of data to really know where things are going. When the market is volatile, as it is now for 356s and early 911s, it is hard to track the prices without predicting them. Sometimes, I think the prices look high (1974-1989 911s, for instance), while others look too low (some 993s and early 911s). Most of the time, though, they seem pretty close to the mark given that we're talking about limited numbers of sales to deal with, price guides that are all over the place, and the need to peg a national market with hot and cold spots."