Much of this article is anecdotal, of the six 356’s I’ve owned and raced, four were 356C and 356SC’s. My first Porsche was a 356C coupe and though I enjoy every version of the early cars the Porsche 356 T6 has always been a favorite.
1960 brought the introduction of the 356 ’B’. Compared to its predecessor the B had a more pleasing hood line, the headlights were raised and angled rearward and the bumpers were restyled and strengthened. The interior featured better dashboard padding, the deletion of the horn ring and the dimmer switch was moved from its previous position on the floor to the column switch. The rear window was also enlarged for better visibility.
In late 1961 the 356 was further updated from the T5 body to the Porsche 356 T6 configuration. The T6 is readily identifiable by the squared off front hood (meant to assist with trunk access), the fresh air vent along the cowl in front of the window and the external gas filler flap on the front fender.
One of the most dramatic changes was the fitting of the larger twin grille engine lid previously only available on Carrera models.
In the tradition of constant improvement, even more was in store for the last two years of production. Late 1963 brought us the 356C and 356SC models which would be built until April 1965. This was the last generation of the 356 which was to be replaced by the 911 and 912.
Although the 356C, 356SC featured an even larger rear window and updated heater controls (the rotary knob was replaced), the most dramatic improvement was the fitting of ATE 4-wheel disc brakes.
Porsche owners would boast that “Anything we couldn’t out handle we could out accelerate, and anything we couldn’t out accelerate we could out brake.” The disc brakes were fade free and produced reliable straight-line stopping power which was rare among vehicles built in the early 60’s.
We forget how light cars used to be, the Porsche 356 T6 weighed in at a mere 1980 lbs.
The 356SC was fitted with twin Solex 40-P11 carburetors and produced 95 DIN horsepower (106 SAE) at 5,800 RPM.
The maximum torque of 123 NM (91 ft lbs.) occurred at 4,200 RPM with the SC.
This reduced the 0-60mph time to 10.3 seconds and upped the top speed to 116 mph.
Expected fuel mileage remained at around 25mpg.
The 356 engines don’t like to be lugged (this caused the death of the Hirth crankshaft used in the Early 4-cam Carrera’s) but respond beautifully when kept within their optimum RPM range. The factory tachometers clearly indicated the acceptable range of RPM.
The standard tire for Porsche (including early 911) was the 165 R15. An upgrade to a 185/70 (vintage ‘low profile’) tire produces a marked improvement in road handling. These cars have a very compliant ride yet offer the driver outstanding road feel when when pressed. Wischen (wiping) the corners is effortless and enjoying the oversteer never gets boring. The 356C and 356SC also have the nicest gearbox (741C) which is both stronger yet offers silky smooth shifting throughout the 4 gears.
The Porsche 356 T6 is a car you can tour in.
The 356C was a very docile engine and could be driven effortlessly in city traffic, the 356SC was a bit busier but rewarded the driver with stronger performance when needed. Both are outstanding as touring cars and a pleasure on road trips.
In my 356C I made many trips to California down the coast road and across Canada to Ottawa.
It delights at sustained 70 mph speeds and I never experienced rattles or squeaks they feel like they are carved from stone.
There is plenty of room for luggage for two. The improvement to the trunk access on a Porsche 356 T6 meant suit bags fit nicely in the front with regular suitcases or duffels occupying the space behind the front seats.
For those who want to vintage race or rally, the 356SC is the one to look for.
They are easily built for competition with all safety and performance products readily available.
Even a stock engine (with a few modifications for reliability) can be fun, but for those who wish to explore 150+ horsepower is achievable as well as a lot of weight reduction.
Once built, I ran my car for several seasons with only normal maintenance between races.
Karl Schon’s 356C cabriolet.
These are not fussy cars to own or operate
They are very reliable when serviced regularly.
That said, be aware the service interval is every 3,000 miles.
That may seem daunting but an oil change is 4L of oil, a cartridge filter and should take less than half an hour.
A valve adjustment should also be a half hour.
Most service and repairs can be done by a modestly skilled owner with very few technical jobs requiring special equipment left to specialty shops.
When searching body condition is the first consideration.
These cars were not well rust proofed and though simple in appearance can be expensive to restore.
Over the past few years values have remained stable.
If a classic Porsche is on your horizon the 356C, 356SC is a solid choice. Should you wish to explore owning one, please contact me