Why the Iconic Porsche 356 Is a Bucket-List Classic for Any Collection

When the automotive alphabet rolls around to “P,” that usually means Porsche. That also means a near-infinite array of models for a marque with more than 75 years of history. Most every Porsche made is worth owning, and each, in some way, carries the DNA of the company’s vehicular patriarch, the very first 356, quaintly called the “bathtub” and looking like an inverted version of the same.

Numerous iterations of the 356 were made, from the earliest 356 “Pre-A” in 1948 to the last 356 C in 1965. Today, the least of the 356s can cost well over $80,000 in good condition, and rare Carrera four-cam examples can soar well into million-dollar territory. For series-production models, cabriolets generally command double the price of coupes.

When introduced, Porsche’s giant killer was small, light, and nimble compared to most of its contemporaries, but also less powerful than all but a few. The engine was essentially a hopped-up Volkswagen power plant, and most 356 A examples, made from 1955 through 1959, were fit with a 1.6-liter flat-four, and could barely crank out 60 hp. The 356 Speedster, made from 1954 through 1958, was U.S. importer Max Hoffman’s invention, and examples today are well beyond $150,000. The 356 B, made from 1959 through 1962, added twin grilles to the rear decklid and other modifications, including a less-attractive Karmann “notchback” coupe design, somewhat controversial then and now.

The most advanced and well-built versions (though all 356s were well built, if highly prone to rust) are the 356 C and SC, made in 1964 and 1965, trading places in the Porsche lineup with the then-new, flat-six-powered 911 during the 356’s last year of production. The 912, introduced in 1965, was a 911 minus two cylinders, making it the true (and final) successor to the 356, though it wasn’t a replacement per se, but rather, an entirely new car. 

Porsche’s 356 is a wonderful classic to own and drive, and while power brokers won’t be satiated, those with an appreciation for purity of concept and refined design will love it. Many enthusiasts gravitate toward the elemental 356 A, which is desirous in the same way a thin, non-automatic watch movement can be more satisfying than that found in a complicated chronograph.

The 356 C and SC, fitted with four-wheel disc brakes, are especially appealing. The 356 SC delivers 95 hp through twin Solex carburetors, making its engine the most powerful pushrod Porsche mill ever made. A four-speed manual transmission was the only shifting option throughout the entire 356 dynasty. While a car with its engine hung over the rear wheels was a novelty at the time, the concept is very familiar to today’s drivers, who will find a 356 manageable if the laws of physics are generally observed. The good news is that, with relatively modest power, no one is likely to get into much trouble. 

Trouble will come from a rusty or ill-repaired example. A project car is best left to professionals, and so a finished, restored vehicle is the smart choice. Original drivetrains and parts command a big premium in collector circles, where a concours-quality cabriolet can easily crest $250,000, and a Speedster double that. A basic 356 C coupe in good condition is about $85,000, with SC models nearing the $150,000 neighborhood, but values are greatly affected by condition, options, and even original color.

Replacement and reproduction parts are plentiful, and these cars’ simple mechanical underpinnings allow many enthusiasts to do their own wrenching. The 356 is also a great blank canvas for restomod interpretation, with “outlaw” versions powered by everything from bored-out, flat-four monsters to a 911’s engine. The good news for those thinking about a Porsche 356 is that there is no single right answer to the question, “Which one should I buy?” 

Click here for more photos of this 1965 Porsche 356 C 1600 SC Coupe.