1960 Abarth 356 Carrera GTL

As the 1950s were coming to a close and a new decade was on the horizon, Porsche's motorsport endeavors became focused on Formula 1. Beginning in 1961, engine capacity would be limited to the same 1.5 litres as in Formula Two, allowing Porsche to use their F2 cars for F1 with only minimal changes. The Type 804 of 1962 was the pinnacle of the company's efforts and a culmination of lessons learned from the previous Type 718/2 (introduced in 1959) and the Type 787 (1961 season). Using a similar tubular steel frame and aluminum body, the Type 804 was lower and narrower than its predecessors and was the first Porsche to have some factory body panels made of synthetic materials. Later in the season, the nose and the cockpit surround were made of fiberglass. The Type 718/2 and 787 were powered by a flat 4-cylinder, air-cooled, DOHC four-cylinder Type 547 Boxer engine that was developed by Ernst Fuhrmann, while the Type 804 was equipped with a new Type 753 flat-engine unit designed by Hans Hönick and Hans Mezger. In keeping with the company's tradition, it had a boxer layout and air-cooling. The Type 804 would give Porsche its only F1 victory as a constructor - at the 1962 French Grand Prix. A non-World Championship victory was also scored at the Solituderennen at Castle Solitude in Stuttgart.

A Winning Legacy

Porsche's racing program during the 1950s revolved around its small-capacity road and racing cars that were very successful in their classes. Although lacking horsepower, they were reliable and offered good handling, low drag, and low weight. The earliest endeavors were with tuned derivatives of the 356 road car, followed by dedicated racing cars that included the 550, 718, RS, and RSK models. Porsche's 90x series of cars during the 1960s would go beyond class victories and challenge overall victory. Their first win at the 24 Hours of Le Mans was with the 917, and open-top versions would dominate Can-Am racing. The 911-based 934 and 935 and the prototype 936 were very successful in Group 4, 5, and 6 racing during the 1970s, and during the 1980s, the company would outclass Group C and IMSA GTP competition with the 956/962C.

Carlo Abarth

Absorbed with its Formula 1 program, Porsche entrusted Austro-Italian Carlo Abarth with maintaining its successful GT effort with its aging GT Carreras. Abarth, born in Italy and later relocating to Italy, met Ferdinand Porsche's son-in-law Anton Piëch and married his secretary. Over the years, Abarth's career path would intersect with Porsche's on several occasions, particularly with their sports car program.

In 1947, he was the sporting director of the Cisitalia racing team, and when it folded the following year, Abarth absorbed its assets and founded Abarth & C. in Bologna. The Scorpio was Carlo's astrological sign and was adopted as the company logo. The company's main source of income was in the production and sales of accessories and performance parts for Fiat, Lancia, Cisitalia, and Simca.

The Porsche 356

Production of the Porsche 356 series closed coupe began in 1948 at Gmünd, Austria, and would continue through 1965, well after the replacement model 911 had debuted in September of 1964. In 1950 the factory relocated to Zuffenhausen, Germany.

The Porsche 356 was based on the Volkswagen Beetle, designed by Dr. Ferdinand Porsche, and used a tubular frame with a wheelbase size of 83 inches. The Beetle's flat-four engine was placed at the rear and offered 40 horsepower. Additional components sourced from the Volkswagen parts bin included the front and rear suspension and braking system. Attractively priced and offering superior handling and agility, the sporty foreign road car quickly exceeded production estimates and captured the hearts of automotive enthusiasts.

Over time a variety of body styles appeared, including roadster, convertible, cabriolet, and a very rare split-roof. By 1952, the 356 models received a one-piece windshield, folding rear seat, fully synchronized transmission, and rigid bumpers. Six different engines were offered in 1954 including the ultimate roller bearing, four-cam 'Carrera' power plant. This high-specification four-cylinder engine, along with the addition of an anti-roll bar, allowed Porsche to win two consecutive victories in the grueling 3,197-mile Rome-Liege-Rome Rally.

The Carrera

The early Porsche sports cars were powered by flat-four, pushrod engines of humble origins. To achieve even greater performance, Porsche engineer Ernst Fuhrmann designed an advanced, air-cooled engine with four camshafts. Initially, this engine was used in the purpose-built racing 550 Spyders, and soon was offered in a homologation run of racing coupes based on the 356. Eventually, this performance option - and the Carrera name - was offered across the model line. By 1957, Carrera models destined for road use would carry the Carrera De Luxe (GS) designation while those intended for the track carried the initials GT (along with a slight increase in power output). The Carrera GTs were very successful, especially in 1958, winning their class in almost every event they entered, including domination of SCCA E and F Production.

The Porsche Carrera was named after the long-distance Carrera Panamericana road race that ran the length of Mexico in the early 1950s.

An FIA Loophole and the birth of the Carrera GTL

The Carrera GTL was birthed from creativity and ingenuity, taking advantage of FIA regulations that defined a car on the basis of its chassis and running gear, rather than on its body. Thus, the project would use the 356B chassis, running gear, and four-cam Carrera engine, but forgo the production steel body in favor of a specially designed lightweight aluminum body. Since the Porsche factory was consumed by its F1 program, Carlo Abarth was placed in charge.

The 1.6-liter, dry-sump, air-cooled engine offered 115 horsepower and was installed in a basic 356 chassis with an all-round independent suspension, and hydraulic drum brakes (disc brakes experimented with at various events). Abarth hired Zagato employee Franco Scaglione, formerly of Bertone, to create the design, and Carrozzeria Rocco Motto in Turin was tasked with its creation. The new design lowered the body by approximately five inches, and it was five inches smaller in width, and its overall length was also five inches shorter due to the elimination of the bumpers. The streamlined body's frontal area was reduced by 15% and weight by over 100 pounds. The drag coefficient was reduced from 0.398 Cd to 0.365 Cd and its overall weight was 1,760 lbs - very near the FIA's minimum of 1700 lbs.

When Motto went on vacation, delaying the production of the body panels, the job was entrusted to Viarengo & Filipponi Coachworks. Since these were hand-hammered bodies, no Carrera Abarth GTLs were exactly alike.

Known as the Porsche Abarth GTL, with the 'L' representing 'leicht' or 'light', they would participate in over 400 races through 1965 earning over 100 class wins and 46 overall victories.

The Porsche Abarth GTL's inaugural outing was in 1961 at the 1961 Targa Florio where it scored a class victory. At the Nürburgring 1000 km race - the next World Championship round - the 356B GTL swept its class. It would win its class three times at the Targa Florio and Le Mans.

Although highly competitive, Porsche canceled the Project after twenty (as many as twenty-one) examples had been built. They represent the pinnacle of the Carrera designation and allowed Porsche to continue its successful GT racing campaign.

by Dan Vaughan

Coupe
Chassis number: 1003

The Carrera Abarth was an aluminum-bodied car built on a Porsche 356B chassis. These cars were built and assembled in early 1960 to early 1961 period. As Bill Ousler points out in his book 'Porsche Racing Cars,' the Abarth came into being as a result of an FIA rule loophole. These rules defined a car on the basis of its chassis and the running gear, rather than basing the definition on the body. Thus, Porsche could use the 356B chassis and running gear, with a four-cam Carrera engine, and could and did use a specially designed lightweight aluminum body instead of the production steel body. The Carrera Abarths are one of the rarest Porsche models, with a production run of cars from serial number 1001 to 1021.

Abarth 1003 was delivered through Nordrheim in Dusseldorf, Germany, in May 1960. The original owner is listed on the Kardex as Gerhard Koch. Kock is known to have raced the Abarth a number of times in 1960 and 1961. Kock was second in the 1600 GT class held at the Grand Prix de Rouen-les Essarts at Frankreich; and third in the Gran Prix of Germany at Nurburgring in the GT 2000 cc class. Koch and co-driver Hans-August Stausberg finished third in the Grand Touring Group, 2000 cc class and 13th overall at the 1960 Nurburgring 1000 kms race.

Coupe
Chassis number: 1016

In 1959 Porsche decided they needed a new 'Carrera' race car - lighter and more compact - based, of course, on the 356B platform and using the 4-cam motor. Via an FIA loophole, they realized they could build only a few with custom bodywork. And so they put the project out to tender with Wendler and Zagato. Ferry Porsche's friend, Carlo Abarth, was the project manager. Zagato's Franco Scaglione design won but who actually built the 21 aluminum cars remains a mystery. What is certain is that the Carrera GTL is a masterstroke of beauty and (aerodynamic 0.365 Cd and lightweight 1762 lb) efficiency.

This 1960 Porsche/Abarth 356B Carrera ran at Sebring in 1962. It is fitted with a Porsche four-speed gearbox and a four-cylinder engine that produces around 140 horsepower. This was privateer Ernst Paul Strahle's second GTL which he bought in 1962 to replace chassis number 1002.

Coupe
Chassis number: 1003

Continually looking for a competitive advantage and exercising any freedom within the regulations, by 1959 Porsche envisaged a new Carrera that was both lighter and more compact than the regular 356B Carrera Coupe. Providing the chassis and running gear remained the same, the FIA regulations allowed for a different body - providing the overall weight exceeded the homologated minimum. The contract for these bodies was put to tender with the competing firms being Wendler (maker of the Spyder body) and famed Italian coachbuilder Zagato. Ultimately it was Zagato's body that was most attractive to Porsche. Ferry Porsche and 'Carlo' Abarth had previously combined forces on the Cisitalia project of 1946 thus familiarity-inspired confidence; the development of these new, lighter 356Bs was contracted to Abarth who in turn subcontracted body design influence to Zagato.

Significantly reducing the front-end drag coefficient, the design was reputedly a mix of influence from both Abarth and Zagato yet speculation still arises as to who actually built the bodies. Nonetheless, the streamlined, lightweight form was an extremely attractive yet practical one that was low and abrupt at the front, with a side profile that featured a neatly sculpted flare to the rear arch but the rear deck was a work of art both technically and aesthetically. Clearly, with an exaggerated emphasis on cooling, it had an adjustable rear scoop and just under fifty louvers! It is without a doubt one of the most beautiful and aggressive rear views of any car, ever.

Power on the early cars was supplied by the Type 692/3 engine that produced a healthy 115bhp from its 1.6-liter capacity yet later in production the Type 692/3A unit was introduced with a useful 20bhp power hike. Due to the roofline reduction of a staggering five inches from the standard 356B, the interior of the Carrera-Abarth was somewhat cramped and understandably spartan being a racecar. Tested in period by American journalist Jesse Alexander of Sports Car Illustrated, he commented on the accommodation of the Carrera-Abarth 'A superb driving position is one of the finest attributes of the Abarth car. Getting behind the wheel is another story. The distance between the top of the driver's head and the roof is minimal yet adequate, but anybody over six feet would have a real problem.' The seats were based on those used in the Speedster but had additional side support. They also featured a very basic aluminum dashboard that bore no resemblance to that of the base model but the overall package was neat and ergonomically effective.

By the Spring of 1960, the first Carrera-Abarth had been completed and success was instant, as Paul Strahle and Herbert Linge entered their car on the Targa Florio in May and duly won their class finishing in a highly commendable sixth overall. At Le Mans that same year the factory entry placed eleventh overall and took the all-important class win - this same feat (class victory) was repeated by the Carrera-Abarth in both 1961 and 1962 at Le Mans proving the car to be reliable as it was fast.

Only twenty-one examples were built, thus with exclusivity and such a rich pedigree this fabulous breed is summed up honorably by noted British journalist Denis Jenkinson as being 'one of the most desirable Porsches ever.'

On May 18th, 1960, the third 356 GTL Carrera-Abarth (chassis 1003) was first delivered to German privateer Gerhard Koch, a resident of Neuss, via the Dusseldorf concessionaire, which was finished in metallic silver paint and black interior. Originally it had a Type 692/3 engine fitted, numbered 95061 with the transmission numbered 37561. Koch was a very capable race driver and over the next two seasons, he raced 1003 on a regular basis in Europe's premier events. The prominent period race history for 1003 with Gerhard Koch is as follows:

Nürburgring 1000kms (co-driven by Hans Stausberg) - 3rd in Class

Grand Prix of Spa - 2nd in Class

Grand Prix of Rouen le Essarts - 1st in Class

Grand Prix of Germany, Nurburgring - 3rd in Class

Tourist Trophy, Goodwood - 5th in Class

Nürburgring 1000kms (co-driven by Fritz Leineweber) - 3rd in Class

Tourist Trophy, Goodwood - 4th in Class

Monza Coppa Inter-Europa - DNF

Though we cannot identify precisely when, Koch sold 1003 and continued his racing career in an array of other Porsches. By the late 1960s, the car was in Swiss ownership and in 1968 was exported to the US by Los Angeles-based Werner Schoch who in turn sold 1003 to **** Patterson in nearby Orange County, who drove the 'old race car' on a daily basis! In 1973 Patterson sold the car to John Bond Jr. of Laguna Beach who kept the car for a number of years, and by the 1980s 1003 had joined the sizable Porsche stable of Colorado-based collector Bill Jackson. In Jackson's tenure, the paintwork was orange and it retained this livery when purchased in 1999 by Los Angeles dealer Raymond Milo 'Le Patron' who, at the same time, acquired a number of Porsches from Jackson. The present owner bought 1003 in 2001 via Heritage Classics in Hollywood, California. At the time of purchase, the car was not running and had an incorrect four-cam engine (numbered KD P11026) installed.

Following the purchase, 1003 was sent to respected restorers Willison Werkstatt of West Palm Beach for a thorough restoration in order to return the car to its former glory, albeit to concours standards. A photographic record attests to the detail that was lavished upon the car including repairing of any corroded metal, repainting, re-trimming of the interior, suspension set-up and the installation of a regular pushrod 356 engine given that the intention was to show the car (and drive it on the street) rather than do battle on the track. Upon completion, 1003 was shown at the 2005 Amelia Island Concours d'Elegance and has since resided in the climate-controlled luxury of the vendor's collection where it has remained in exceptional condition throughout. Included with the sale of this car is the aforementioned four-cam engine which can be collected from the vendor at the buyer's expense.

In 1960, Uli Wieselmann eloquently forecasted: '...already an enthusiast's carriage of the first magnitude, the Carrera will one day only be found in a few isolated examples in the hands of real connoisseurs. They'll care for it, polish it and drive it amongst everyday cars secure in the knowledge that they possess a product of technical delicacy that's enveloped in romance.'

The GTL Carrera-Abarth is not only the rarest but the pinnacle of the Carrera designation and chances of acquisition are few and far between.

by Christies

Coupe
Chassis number: 1008

At the end of the 1950s, Porsche was fully committed to its Grand Prix program and needed outside input to keep its aging GT Carreras competitive in sports car races. Porsche enlisted the help of Carlo Abarth, who hired designer Franco Scaglione and small carrozzeria Viarenzo & Filliponi to build a new body for its GT racing cars.

Ferry Porsche and Carlo Abarth first collaborated on a project for Cisitalia in 1946. Mutual respect quickly turned into a bond of true friendship. When the opportunity arose for Porsche to build a new dedicated race model on a 356B chassis, Porsche decided to contact his old friend to execute the intricate aluminum body.

Only twenty-one (or possibly 20) examples of the Abarth Carrera were ever built but they were instantly dominant in class racing. In fact, in the first race for the model at the famed and extremely challenging Targa Florio, a class win was achieved.

The finished car was lower, narrower, and shorter than the standard Porsche 356 Carrera GT; with its new aluminum body, it weighed very little.

This particular car had a similar history. The original Swiss owner won every race he entered with the car. As a result of such a show of might, race politics of the time forced him to abandon the track after only a year. As a result, the car was barely used and stands today as the finest original example of this revered model. With only 13,000 kilometers, it is completely original except for a single repaint in the early (approximately) 1980s.

This car, chassis number 1008, is the 8th 1961 Porsche Abarth Carrera GTL. This is a proper Werks racecar, used by the Porsche factory and their Swedish agent Scania-Bilar, to promote the marque in Scandinavia. Carl-Gunnar Hammarlund also known as 'CeGe,' won two Swedish championships in this car. CeGe was well known for his Swedish Public Radio program about driving safety and his public relations work for the Swedish arm of British Petroleum.

Hammerlund won two Swedish GT Championships with 11 victories in 11 starts, after which he retired. Subsequent owners were Steve Tillack and Lorenzo Zambrano. It was then acquired by the current caretakers.

Chassis number 1008 is believed to be the most original Abarth surviving with only 6,000 original miles. The aluminum body was repainted in 1998; otherwise, every detail on the car is original and as raced in 1961. Beyond being one of Porsche's most beautiful race cars, chassis #1008 won every race it ever participated in during its two-year campaign. Most notably, it took top honors at the Finnish Grand Prix.

This car has never crashed during its entire racing career and it is believed to be the most original Carrera Abarth GTL in existence, having only covered 10,450 miles.

Coupe
Chassis number: 1001

The Porsche, chassis 1001, was the first of the 20 Abarth-Carreras were built and considered most successful. In 1959, absorbed with its Formula 1 program, yet anxious to maintain a successful GT effort, Porsche sought outside help to keep its aging GT Carreras competitive. The company asked Austro-Italian Carlo Abarth to serve as middleman again. Without Porsche's knowledge, Abarth hired Franco Scaglione, formerly of Bertone, to design, and Carrozzeria Rocco Motto in Turin to build the new lightweight aluminum bodies for a total of twenty GTLs. A little over five inches was chipped off the standard Porsche Carrera's height, the width was decreased by nearly 5 inches while the elimination of bumpers pared a full five inches from its overall length. The frontal area was reduced by 15% and weight by over 100 pounds.

Herbert Linge and R.J. Walter drove this Porsche Abarth-Carrera GTL in the 1960 24 Hours of Le Man's race where the car saved Porsche's honor by being the only factory entry to finish and by winning its class.

Coupe
Chassis number: 1004

Porsche employed Carlos Abarth to build a new car for the GT 2.0-liter racing class, homologated on a 356B chassis with aluminum coachwork by Zagato that was 300 pounds lighter than the standard 356B body. The resultant 'GTLs' competed in over 400 races from 1960 to 1965, with 100 class wins, including Le Mans and Daytona, and 46 overall victories.

This is the fourth of the 20 cars produced, and was the only GTL delivered in white. After campaigning in Europe, it came to the States in 1961 and soon racked up wins at Santa Barbara and Las Vegas Sports Car Club of America events. Jack Croul acquired the car in 1997 and ran it in the Colorado Grand, and events at Daytona, Sebring, and Laguna Seca. When Jack displayed his Carrera GTL at the Pebble Beach Concours d'Elegance in 2024, it was the same year he celebrated his 100th birthday.

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 Karnten. The first design drawings were completed on 17 July 1947, and on 8 June 1948, the Karnten 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.

In 1953, the Porsche 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 became 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 was 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 received 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.

by 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 Karnten. 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 Karnten 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.

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.

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/Karnten, 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 was 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.

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.

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.

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 Karnten. 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.

by Jessican Donaldson