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Making the 356 Safer

September 22, 2010 | Safety & Driving | 0 Comments
The Tradeoffs Between Saving Your Butt and Originality By Barry Lee Brisco The 356 was designed long before government safety regulations placed significant restrictions on automobile engineering, and by current standards it is rather lacking in features aimed at occupant safety. Despite this, modern 356 owners cheerfully look forward to hopping in their sporting machine and hitting the highway, jousting for space with two-ton, eight-foot high SUVs that are literally armored with protective devices, vehicles that could roll over a 356 and barely notice the impact. There are a number of ways that the 356 can be modified to improve the safety of the occupants, bmut clearly it cannot even approach the safety of a modern car no matter what is done to it. Some modifications are hardly noticeable and not particularly expensive, while others can alter the character of the car so much that it begins to look like something designed not by Porsche but by a disparate group of back yard h...

History of the 356

August 16, 2010 | Research & Identification | 0 Comments
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 recommendations, 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 Porsc...

356B T6 Driver's Manual Identification, Real & Repro

July 14, 2010 | Research & Identification | 2 Comments
Text and photos by Roy Lock Porsche Literature and memorabilia prices have reached nose bleed territory recently. Most sellers are honest about their products, but we as buyers and connoisseurs must be on our guard. With all the hype, we must be forever vigilant for those who are less than honorable in their sales and hype. Without the ability to compare them to originals, how do you determine the quality and originality of the item? Neophytes in the printed material arena have paid hundreds of dollars for the exact same item anyone can currently purchase at the local Porsche Dealership or reputable vendor for a mere pittance of what an online seller might charge for "NOS". Photos of T6 B Driver's Manuals are being used here as the example, but this information applies to all 356 Driver's Manuals. Where there is a buck to be made, someone will find a way to make it. So, let's examine some of the commonly used terms. But, before you venture into this market for ORIGINAL or NOS ...

Horn Button Identification

July 14, 2010 | Research & Identification | 0 Comments
Contributed by Brian Kelly, Photos by Brian O'Kelly, Edited and Additional Material by Barry Lee Brisco [Editor: Original horn buttons in good condition are becoming increasingly rare, and as their value increases, more and more reproductions are being sold as "originals" at higher and higher prices. Many 356 owners define "original" as a part that was used by Porsche on the cars when they were built, though it can also be defined as the same part sold by Porsche at a later date as a replacement, even if it differs in appearance. There can be more than one "original" part and Porsche does not make the same distinctions that 356 owners commonly make. "Reproductions" (not a Porsche term) may have been authorized by Porsche, and made to closely resemble the originals—though not always exactly—or they may not have been authorized and typically are made with little attention to detail.] Below is an original factory installed horn button (used in cars built before September 1959). N...

The Acronym Game: NOS, OEM, NIB

July 13, 2010 | Research & Identification | 0 Comments
By Roy Smalley and Barry Lee Brisco When describing 356 car parts, a variety of acronyms are tossed around, frequently without defining them, resulting in a great deal of confusion for newcomers and old-timers alike. This is an attempt to clarify the generally accepted meanings of "OEM", "NOS", "NIB". OEM: "Original Equipment Manufacture", sometimes shortened to "OE". Most members of the 356 enthusiast community would agree that "original" implies the part in question was manufactured and intended for use in a specific 356 model, by Porsche or one of their licensees. Sometimes the part was only used by Porsche, though sometimes it was also used by other auto manufacturers (for example, the K2665 and K12627 front turn signal units used on the 356B and C were also used by Mercedes on the 190SL). OEM parts would include inventory overages as well as identical specification inventory manufactured to be use on subsequently produced automobiles and to provide replacements during the i...

The 356 "Hardtop"

July 13, 2010 | Research & Identification | 6 Comments
Contributions by Tim Herman, Freddy Rabbatt, Bert Leemburg, edited by Barry Lee Brisco The Cabriolet name was used by numerous automobile manufacturers in the mid-20th century to denote a high-end open automobile with a plush, weathertight, padded folding top, and the 356 Cabriolet model fit that description. It was the most expensive standard 356 model (other than rarities like the Carrera). For those who liked the Cabriolet body style, but wanted an even more secure top while retaining the ability to "go topless" in the summer, Porsche offered another option: the "Hardtop" model. This was a Cabriolet without the soft top, but with a steel hardtop only. It could be kept on the car and only removed during the warmest months of the year. The Hardtop was first available for the 1958 model year (meaning beginning September, 1957). It appears to have been more commonly ordered in Europe than in America. It came with larger rear interior panels than the Cabriolet, which needed shor...

356 Shock Absorber Types

July 13, 2010 | Research & Identification | 0 Comments
By Tom Scott and Joris Koning Shock Absorber Information from Tom Scott F & S (Fichtel & Sachs) – Black, refers to a satin black, these were used on PreA, 1950 to 1955, all years except late (1954) 1500 Super.  Stamping information in unknown. Boge – Black, semi gloss black, these were used on Pre A, early 1600 T1 and all 1500 Carrera.  Stamping information is unknown. Boge – Brown, refers to a medium brown color, (however early 356 1500 Super and very early 356A, T1, were painted a terracotta brown), these were used from late 1954 to 1965, on late 1500 Super, 1600 Normal: 1956 (T1) to 1965.  Stampings on the upper section included Porsche and manufacturer’s part number and date on later years. [Editor: others have described the Boge shock color as "mahogany".] Koni – Orange, refers to an orangish/red, these were used starting in June 1958 thru 1962 1600 Super, Super 90 but were optional for all years 1958 thru 1965 and usually noted on the COA.  Stampings included...

How to Identify an S-90

July 13, 2010 | Research & Identification | 0 Comments
Contributed by Eric Cherneff, Steve Heinrichs and Roy Smalley, Edited by Barry Lee Brisco S-90 Technical Data *The type 616/7 engine had modified cylinder hears with larger, less restrictive ports and an inlet valve diameter size of 40 mm. They used Solex 40 PII-4 carburetors like those on the 1500 Carrera 4-cam. These changes, plus an increased compression ratio to 9.0:1 and a redesigned muffler resulted in an output of 90 hp at 5500 rpm (with the tachometer redline changed to that figure). In addition, the Super 90 model came standard with Koni sport shocks, slightly larger 5.90 - 15 tires (instead of 5.60), 23 mm rear torsion bars [not 24.1 mm, Conradt makes an error on the size, see below] and the now infamous compensating spring at the rear. * Source: Dirk-Michael Conradt, Porsche 356: Driving in its Purest Form, page 130. The following text from Excellence Was Expected by Karl Ludvigsen (1977, pages 263 - 264) offers information about the compensating spring that differ fro...

Garnish Rail and Dash Pad Colors

July 13, 2010 | Research & Identification | 2 Comments
By Chuck House and Brett Johnson, edited by Barry Brisco Chuck House: Here are my observations after looking at lots of original cars. It appears complicated but there is a general rule (and due to the many different combinations of interior/exterior color and customer options, there can always be exceptions to the general rule!). On A cars the garnish rails are painted and should approximately match the dashboard top color vinyl. However the dash top color is not always obvious and very often was different than the rest of the upholstery color. The key seems to be whether the upholstery color was light or dark. Darker upholstery had a matching dash top and the garnish rails approximately matched (although usually a darker shade, hence the "complimentary color". Red is an example of this). However, if the upholstery was light, say tan or light grey and the car a darker color, the dash top was a dark color complimentary to the car's color and the garnish rails were painted the co...

Glove Box Door Items

July 13, 2010 | Research & Identification | 0 Comments
By Steve Douglas and Barry Lee Brisco On the inner surface of the glove box door on all coupes and cabriolets built after 1956 are three elastic bands (date not certain, VINs 56175, 56472 and 56836 do not have the upholstered panel or elastic bands). When the cars were first purchased, the bands served to secure three items: a small plastic bottle of glycerin, a package of fuses, and usually a plastic document pouch. The glycerin bottle was placed so that the top was "up" when the door was closed. It is sometimes mistakenly stated that the glycerin was intended to be used on the rubber door and trunk seals to keep them soft and pliable. While it may have functioned effectively in that application, in fact the small paper booklet that came attached to the glycerin bottle makes clear that its intended purpose was to keep water from freezing in the door lock tumblers, serving as a form of anti-freeze and a inhibiting corrosion, as the lock tumblers are brass. One drop on the key an...