Guide: Porsche 356 A
Background
After Porsche moved its operations back to Stuttgart in the winter of 1949-1950, sales of the newly productionised 356 soared.
The company had relocated to the remote Austrian village of Gmund in 1944 to avoid the Allied bombing raids of World War 2. However, the cramped converted sawmill used was ill-suited to automotive production and an eventual move back to Germany was inevitable.
After the war, Porsche’s Stuttgart factory was occupied by the American army and, with no prospect of its imminent return, a deal was struck that saw workshop space leased from Reutter (the firm commissioned to produce Coupe bodies for the 356).
This arrangement continued until the autumn of 1952 when Porsche finished their own brand new factory.
Sales of the German-built 356 had far exceeded expectation and the car was gaining in popularity all the time.
When Porsche had moved back to Germany, a contract for 500 Coupe bodies was placed with Reutter in expectation that such a figure would satisfy demand. It proved a considerable under-estimate though; by the summer of 1955, over 7000 356 Coupes had been completed in addition to in excess of 3000 open-top variants.
At the Frankfurt Motor Show in September 1955, Porsche introduced the revised 356 A for the 1956 model year.
More powerful and further refined, the 356 A was manufactured until September 1959 with production split between two varieties: the T-1 (1956 and 1957 model years) and the T-2 (1958 and 1959 model years).
Initially available in Coupe, Cabriolet and Speedster body styles, the Speedster was ultimately replaced by the slightly more practical Convertible D for the 1959 model year.
Customers could choose from either plain or roller-bearing engines of 1.3 or 1.6-litres.
Those for whom money was no object could purchase the dual overhead camshaft Carrera (covered separately).
Chassis
Like all 356s, the ‘A’ derivative featured a unitary steel chassis / body.
Suspension was fully independent via transverse torsion bars and trailing arms with additional swing axles at the rear.
To improve handling and offer a more compliant ride, the suspension now came with softer springs and increased travel. At the rear, vertically mounted telescopic shock absorbers replaced the old angled type and telescopic steering dampers were fitted for greater precision.
The hydraulic drum brakes were almost the same as before but the rear shoes were widened to match those at the front.
Grip was improved by fitting wider 15 x 4.5-inch wheels (up from 16 x 3.25-inches). These were shod with 5.6-inch wide tyres (up from 5-inches). Wheel and hub cap designs were the same as before.
Bodywork
The Coupe, Cabriolet and Speedster bodies built on the 356 A platform were fabricated by Reutter.
They featured a number of changes to the outgoing model.
A new curved glass windscreen for the Coupe and Cabriolet replaced the rather crude bent arrangement used previously which meant the front scuttle and roof had to be made rounder. Not only was this arrangement more visually appealing, it further improved visibility.
The wheelarches were also rounder than before while flattened sills no longer curved underneath the bodywork. New jacking points were required as a result. The flattened sills were given a protective chrome strip with a rubber insert that ran the length of the wheelbase.
As before, Speedster variants had a unique cut-down windscreen plus an anodised gold belly strip on each flank and Speedster script on each front fender.
Engine & Gearbox
Ignoring the expensive dual overhead camshaft Carrera, the 356 A came with an all-alloy air-cooled Flat 4 engine in four states of tune: 1300, 1300 Super, 1600 and 1600 Super.
The new 1.6-litre engines replaced the outgoing 1.5s. By increasing each cylinder bore from 80mm to 82.5mm, displacement rose from 1488cc to 1582cc. Stroke stayed at 74mm.
Bore and stroke dimensions for the 1290cc engines were 74.5mm and 74mm respectively.
The difference between Porsche’s regular engines and the Super variants was an exotic roller-bearing crankshaft in the latter. The former had a more conservative plain-bearing crank.
Universal modifications made to all 356 A engines saw a heavier flywheel installed to subdue idling and facilitate smoother starts. Hot air was now directed from the cylinders to the carburettors for quicker warm-up.
Engine specifications were as follows:
1300: Type 506/2, 44bhp at 4200rpm / 60lb-ft at 3800rpm, 6.5:1 compression, two Solex 32 PBI carburettors.
1300 Super: Type 589/2, 60bhp at 5500rpm / 65lb-ft at 3600rpm, 8.2:1 compression, two Solex 32 PBIC carburettors.
1600: Type 616/1, 60bhp at 4500rpm / 80lb-ft at 2800rpm, 7.5:1 compression, two Solex 32 PBIC carburettors.
1600 Super: Type 616/2, 75bhp at 5000rpm / 85lb-ft at 3700rpm, 8.5:1 compression, two Solex 40 PBIC carburettors.
Only the 1.6-litre variants were officially exported to the USA.
Transmission was via Porsche’s own four-speed synchromesh gearbox. For this latest application, it was modified to carry two nose mountings instead of one.
Interior
A series of updates were made inside as well.
Coupes and Cabriolets came with a redesigned dashboard, the top of which was now trimmed in either leather or vinyl to match the rest of the upholstery. Previously, this upper element had been body coloured metal like the rest of the dash.
The Speedster already used its own type of custom dash (with a unique instrument binnacle and black vinyl top) which was retained.
VDO gauges replaced the old Veigel type in all three variants. While the instruments were still green on black, the three primary gauges (speedometer, tachometer and a combined oil temperature / fuel gauge) were now the same size.
A full circle horn ring was added to the steering wheel and a hand throttle knob to the dash. The handbrake was now operated by a chrome handle with an in-out twist action and was no longer attached to the steering column.
Fully reclining front seats became standard and the rear seats were re-designed.
Radio speakers were housed in each kick panel (to replace the old dash-mounted speaker).
A bright white perforated vinyl headliner was fitted. This extended down the roof pillars unlike the original cloth headliner.
In addition to its special dashboard, the Speedster did not have the door pockets fitted to Coupes and Cabriolets.
Options
Customers were given the choice of full leather, full vinyl or a combination of the two.
Other optional extras included chrome-plated bumpers, single-beam Hella headlights, head rests, a clock and steering wheels from either VDM, Nardi or Derrington.
For those customers that wanted to go racing, most of the competition parts usually found on the Carrera could also be specified. These included bucket seats, a long-range fuel tank and lightweight bumpers.
Weight / Performance
Performance figures were impressive, particularly for the flagship 1600 Super which could now top 110mph and go from 0-62mph in around 13 seconds.
Weight had typically risen to around 820kg because of the generally higher quality fixtures and fittings.
Production Changes
Porsche made the first updates to the 356 A in July 1956 when cars bound for the USA were fitted with elaborate bumper overriders and a nudge bar.
More changes came on stream from March 1957. The two circular tail lights per side were replaced by a single teardrop cluster and the number plate light was moved from above the registration plate to below it.
At the same time, padded sun visors were introduced, the now chrome ashtray was repositioned to the base of the dash and the rear window on Cabriolets and Speedsters was enlarged.
Production of the T-1 ended in September 1957 after 8364 had been completed. This figure comprised 5782 Coupes, 892 Cabriolets and 1690 Speedsters.
356 A T-1 Replaced by T-2
In September 1957, the revised T-2 was launched at the Frankfurt Motor Show and the 1.3-litre engines were dropped.
This meant that, aside from the four-cam Carrera, customers had just two motors to choose from: the 1600 and 1600 Super.
Owing to the short life expectancy of Super engines (which had so far come fitted with the roller-bearing crankshaft), Porsche switched over to a plain-bearing crankshaft.
The regular 1600 engine was enhanced with the aluminium camshaft gear used on the Super (to replace the old fibre-toothed unit) and cast-iron cylinders were fitted to lower manufacturing costs and provide quieter running.
A universal change included offset piston wrist pins to counteract the problems sometimes experienced with cold engines. There was also a modified crankcase to improve oil flow and a bigger, stronger oil cooler was fitted. Zenith 32 NDIX carburettors replaced the outgoing Solex type.
Despite these not insignificant changes, Porsche retained the existing type numbers for both engines.
The regular 1600 unit was Type 616/1. With its 7.5:1 compression ratio it produced 60bhp at 4500rpm and 80lb-ft at 2800rpm.
The 1600 Super engine was Type 616/2 and had an 8.5:1 compression ratio. It produced 75bhp at 5000rpm and 85lb-ft at 3700rpm.
Both came with a new single-piece Type 644 four-speed gearbox. A Haussermann diaphragm spring clutch replaced the Fichtel & Sachs coil-sprung assembly used on the T-1.
Few modifications were made to the chassis, but the T-2’s floorpan was strengthened at specific points to accept seatbelts.
A ZF worm and peg steering box replaced the old VW-derived component and offered greater precision thanks in part to an increase in the steering ratio.
Only minor cosmetic changes were made. T-2′s were most easily identifiable by their exhaust pipes that exited through the bumper overriders. However, while this distinctive feature improved ground clearance, it came at the expense of quickly discoloured metalwork.
Door handles were made more rounded on all three body styles, a towing hook was added under the lower nose panel and Supers got Porsche crests added to their hubcaps.
The cabin was equipped with more enveloping seats and a larger diameter steering wheel which offered better leverage and therefore required less effort to use.
Minor switchgear changes saw the speedometer moved to the right side of the dash and the combined fuel/oil temperature gauge repositioned over to the left.
Because of the new gearbox, the gear lever and floor-mounted heater control knob were moved a little further forward.
The single interior light was switched to one above each door and a clock now came fitted as standard.
A new option was a hardtop for the Cabriolet (manufactured by Brendel).
Speedster Replaced by Convertible D
In August 1958, Porsche discontinued the Speedster and replaced it with the Convertible D.
The Convertible D bore more than a passing resemblance to the Speedster but came with a taller windscreen, wind-up windows, a proper folding canvas roof and standard seats instead of buckets.
The bodies were initially fabricated by Drauz in Heilbronn and then by Reutter.
Convertible Ds retained the Speedster’s distinctive clip on swage line although this was now silver instead of gold and the Speedster script from each front wing was dropped.
End of Production
356 A production ended in September 1959 when the 356 B was introduced.
By this time, 12,161 T-2s had been completed. Of these, 7225 were Coupes, 2475 were Cabriolets, 1131 were Speedsters and 1330 were Convertible Ds.
This took total 356 A production to 20,525 units.
Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com
