4 Porsche 356’s up for sale at The Houston Classic Auction

Worldwide Auctioneers will be offering the 4 beautiful Porsche 356’s below at The Houston Classic Auction April 29th through May 2nd. They also have a Beck-Spyder and a Speedster Tribute car for sale. To see all of the 116 cars in the catalog, register to bid and see many more pictures of these gorgeous cars – visit The Houston Classic Auction

1957 Porsche 356 1600S “Super” Speedster

1957 Porsche 356 1600S "Super" Speedster

1957 Porsche 356 1600S "Super" Speedster

 1,582 cc four-cylinder engine producing 88 horsepower at 5,000 rpm, four-speed manual transaxle, four-wheel independent suspension and four-wheel hydraulic drum brakes; wheelbase: 82.7” 

Before the onset of the World War II in 1939, Dr. Ferdinand Porsche designed and built three Type 64 cars for a Berlin to Rome race in 1939 that was never run. Not until after the war and a few years of needed rebuilding to German infrastructure was the next Porsche automobile built, a mid-engine tubular chassis prototype called “No. 1.” This has led to some debate among devotees as to the “first” Porsche automobile, but the 356 is considered by Porsche to be its first production model. Its reputation as a lightweight and nimble handling rear-engine rear-wheel-drive two-door sports car available in Coupe and Cabriolet configurations with a reliable power-train led Porsche to a resounding success from start to finish. In addition, design innovations continued during the years of manufacture contributing to its motorsports success and popularity. 

In developing the 356, Dr. Porsche created the cornerstone of the iconic company that would bear his name; though leaving the business in the hands of son “Ferry,” he remained the patriarch of a race-winning model lineage until his death. Production of the firm’s first automobile began in the late 1940s, with the first 50 cars having been built almost entirely by hand and initially relying heavily on Volkswagen components. Ferry’s 356 had an integral body and chassis that utilized unitary construction techniques rather than placing the body on a frame. From the start, Porsche sales outstripped even Dr. Porsche’s most optimistic sales forecasts, and with increased sales came opportunities to build more and more of the 356 in-house (as opposed to having them built by Reutter Coachworks), as well as the chance to expand the model range. 

The possibilities that the 356 offered were limitless. Despite the fact that most of the early Porsches were essentially Volkswagens, it was clear that these little sports cars had an untapped competition potential within them. With a beautiful bathtub body designed by Erwin Komenda and an initial 25 horsepower power plant, the 356 offered Americans a design philosophy that they had yet to comprehend. But while the “pre-A” 356 did well enough by itself; enthusiasts began to demand something else. The first “sales-driven” new model came in 1954 as the Speedster. Introduced to the United States in September of that year, the new sporty roadster found a curiously receptive audience. It was curious only in that when constructing the new Speedsters, it appeared too many potential buyers as though designers had mistakenly left out many components and accessories standard on the previous year’s Cabriolet models. Obviously this was not the case though, as the Porsche importer Max Hoffman attempted to get the cost of the 356 Speedster as low as possible. 

By 1956, the 356 in both its forms had been continually developed into one of the world’s most respected sports cars. This feat was quite remarkable considering that Porsche as a company was only celebrating its eighth anniversary. The evolution of the Porsche 356 was swift and further impelled not only by Porsche’s drive for technical improvement but also by the realities of commercial success. 

The Speedster’s origins are well-known – built at the insistence of the legendary Max Hoffman, Porsche’s U.S. importer, but bears a brief recounting. Hoffman was responsible for recognizing the special needs of the U.S. market and encouraging, if not coercing, his European partners into building specific models to meet them. The Speedster was one of the most famous and successful fruits of Hoffman’s effort. Conceived to meet a specific price point, it was a Spartan purpose-built sporting machine with minimal equipment and no needless accoutrements. Priced at “just” $2,995 to East Coast ports of entry, the seats were skimpy, the mostly-useless top tiny, and the car dispensed with the luxury of roll-up windows in favor of roadster-esque side curtains, by then used only on similarly stripped-down British sports cars. 

As compared to the 356, the new Speedsters included a revised windshield that significantly lowered the look of the car. A chrome strip down the side of the car was also added and gone were unnecessary items such as an effective top (the new Speedster tops were not known for their air tight or waterproof fit). Instrumentation had been reworked to have only three dials: a speedometer, an oil temperature, and an optional tachometer. Seating was also changed with the addition of bucket seats with little mobility. Nevertheless, these cars looked great and were even more exciting and fun to drive. With the reduced weight from the elimination of many trim items, the experience of driving a speedster was remarkably different from the standard Cabriolet. 

Not unsurprisingly, the Speedster was an instant success, offering its drivers an economical and elemental Porsche experience. From barely two year’s production, some 1,200 were built and comprised 75 percent of 356 Cabriolet production over the model’s six-year life. It was also upgraded with a 1.6 liter engine and continued to establish a formidable, if not invincible, reputation on American race tracks, giving it a serious performance reputation with a youthful, even avant-garde, image. Porsche continued to improve the car, notably its Solex carburetion, a new ZF worm and lever steering arrangement as well as various other mechanical changes that evolved the 356’s engineering that helped to further distance the product from its Volkswagen roots. Top speeds for the Speedster exceeded 100 miles per hour with zero-to-sixty times in the ten-second range, both very respectable accomplishments in their day. 

Production of the Speedster peaked at 1,171 cars for 1957 and faced a sharp decline. Porsche quickly replaced the little car in late 1958 with a more upscale model, the new “Cabriolet D” model. The Speedster’s sleek grace was slightly lost by the new refinement of the original as it featured a taller, more practical windshield, glass side windows, and more comfortable seats. This proved an unnecessary move, since like the Speedster, fewer than 1,300 Cabriolet D models were produced. Just before 1959 dawned, its replacement came about in the form of the 356B “Roadster” convertible, effectively marking the end of an era. 

A numbers-matching example and in the hands of the current professional Porsche specialist vendor since the early part of this decade, the 1957 Porsche 356A 1600S “Super” Speedster offered here was last owned for nearly thirty-five years prior to his purchase by another devoted caretaker in Kentucky. A low-mileage un-restored original example with under 55,000 miles at the beginning of this decade, it was built and finished by Porsche in Ruby Red with a black interior. During the restoration that commenced only a few years ago, the car was comprehensively dismantled, stripped, and carefully refinished in the correct hue of Aquamarine Blue as seen here. Inside, the brilliant red “Autos International”-supplied interior built on original Speedster seats and correct oatmeal colored carpet was done at the same time and is complemented by a matching “Autos International” top, boot, and tonneau covers that are faithful to those originally fitted to the car when new. The dashboard instrumentation was not overlooked either, all of which were sent to the world-renowned North Hollywood Speedometer for comprehensive restoration prior to reinstallation. The car’s brightwork, chrome, and trim were likewise carefully redone or replaced at this time to complement the quality inherent in this example. Even the rare 1957-only bumper over-rider, original to this car per early photographs, was restored and retained. 

Under the sleek rear engine lid, the original 1582 cc “Super” horizontal four-cylinder was completely rebuilt and enhanced with 1750 cc cylinders approximately 1,500 miles ago and then fitted with the correct and original Solex carburetors, one per cylinder bank. Coupled to this, the Speedster-specific four-speed transmission was overhauled at the same time. The car’s braking system and suspension were thoroughly re-commissioned as well; master as well as wheel cylinders and all brake lines were replaced. 

Documented by the Porsche-supplied “Kardex” or Certificate of Authenticity as having the same body and engine with which it left Zuffenhausen over 50 years ago, this highly-collectible example of Max Hoffman’s and Ferry Porsche’s marketing and engineering brilliance requires only continued care to enjoy well into the next half-century.

1963 Porsche 356 Super 90 Cabriolet

1963 Porsche 356 Super 90 Cabriolet

1963 Porsche 356 Super 90 Cabriolet

 1,582 cc air-cooled horizontally-opposed four-cylinder engine fed by twin Solex carburetors and producing 90 bhp, four-speed manual transaxle, independent front suspension with parallel trailing arms, front and rear transverse laminated torsion bars, front anti-roll bar, independent swing-axle rear suspension and hydraulic four-wheel disc brakes; wheelbase: 82.7” 

Porsche is known the world over for the careful development of its automobiles out of the ashes of World War II, so it is no surprise that the ever-evolving 356 models were highly developed and sophisticated automobiles for their time. Any shortcomings in design and execution were constantly being identified, analyzed, and eliminated. 

At the cars’ heart, Porsche’s horizontally-opposed “boxer” four-cylinder engine was as tough and reliable as German pride and engineering skill could make it. Rear suspension revisions, long-since refined and perfected from their Volkswagen beginnings had rendered the 356’s handling characteristics nearly ideal. Body construction and chassis dynamics came together and matured until fit, finish, and function set the standard to which other manufacturers could only attempt to match. From the start, production Porsches existed in parallel with their racing counterparts and always benefited from innovations discovered and developed there under the strain of competition. Once born, these then returned to the engineering department where they were further refined and tailored to meet, if not exceed, the expectations of their growing customer base. 

From early days of prototypes in Austria to full-blown production near Stuttgart, the evolution of the Porsche 356 was swift, impelled not only by Porsche’s drive for technical improvement but also by the realities of commercial success. As a result of their technical refinement and the effect of the elder Dr. Porsche’s legend had on the buying public, sales outstripped even Porsche’s most optimistic forecasts. With these increased sales also came opportunities to build more and more of the 356 in-house as well to expand the model range. 

Throughout its existence, the 356 underwent a thorough and systematic process of improvement, a hallmark of Porsche’s renowned engineering that continues to this day. After a decade of international appeal and successful sales, the successor to the first ten years’ generation of production automobiles was introduced in Frankfurt in late 1959. Further changes came quickly; making its debut at the Frankfurt Auto Show in September of 1959, the 356B had an updated body style with changes made to improve comfort, handling, and drivability, although available engine options remained unchanged. In 1962, 356B coupes incorporated the “T-6” body type that included twin air-intake grilles in the rear deck, an outside gas filler in the right front fender, a new cowl vent, and a flattened lower edge of the front boot lid. What’s more, the battery was repositioned and an optional gasoline heater could be nestled in this void. A new fresh air system, long-overdue, was also incorporated for occupants, providing more than just a trickle of fresh air into the cabin. Technical revisions were not scant either. By 1963, the “Super” variant benefited from an additional 20 horsepower over its standard 1,582 cc engine and was available in both coupe and cabriolet form. As engines grew in size and output, Porsche transmissions were made available in numerous gear ratios. 

In the American marketplace, the legendary automotive importer Max Hoffman stood at the forefront of the imported small sports car rage that swept the nation in the 1950s. Thanks largely to his singular efforts and his uncanny knowledge of the target clientele’s preferences, a small but formidable sports car company from Germany rose to prominence across the pond. Between 1948 and 1965, more than 76,000 Porsche 356s of all engine and body configurations were produced, and a sizable number of them were exported to the vital U.S. market, without which, Porsche might not have survived and thrived in the way that it did and continues to well into the 21st century. 

With an unflappable performance oriented sports car engine, manual transmission, a finely-tuned suspension, and appealing aesthetics inside and out, there was little not to love in the 356’s overall package. From the outset of production, all iterations of this model could be had with a convertible roof of one sort or another that went down when weather permitted. Speedster production, encouraged by Hoffman, would only last a short while, but the production of Cabriolets lasted until nearly the end of the run. Yet a Porsche with a full convertible top would not return to the marketplace for another two decades. 

Offered complete with a Certificate of Authenticity issued by Porsche AG, this very-fine and freshly-restored 1963 356B Super 90 Cabriolet is without a doubt a superb and thrilling example that benefits from the desirable Super 90 engine. Originally finished in ivory with black leather, during the no-expense-spared restoration carried out in California during the 1990s, the car was comprehensively changed to what is perhaps the most desirable color combination one could hope to find a 356 – lustrous black with a matching top over red leather. The body was stripped top to bottom, inside, out, and underneath to ensure that no trace of original finish remained, then painted and undercoated underneath. 

No Cabriolet is complete without the replacement of the car’s convertible top. This particular example sports a new German canvas roof that is correct to this Porsche’s vintage and the original material quality fitted by the factory. Likewise, the red leather, carpets, and other soft trim employed in the interior were all done to exacting quality. In the car’s relatively-spacious trunk compartment also resides the spare tire, restored jack, and related tools for tire changing. The car’s exterior trim is no different to the interior detailing; the chrome bumpers and polished trim were refinished and buffed to Concours standards when the restoration was carried out and remains just as lustrous today. 

The 90 horsepower engine is documented as originally installed in this car by the Porsche Kardex, or Certificate of Authenticity, indicating not only the unmolested history of this car but also that it began life as a Super 90. Naturally, the comprehensive re-commissioning of this example did not neglect the car’s mechanical aspects. Less than 500 miles ago, a complete rebuild of the engine was again carried out by its current Porsche specialist mechanic owner to include new pistons, new cylinders, new bearings, and a modern, high-technology balancing of the original flywheel, un-cut standard size crankshaft, and the new clutch pressure plate. This latter aspect was carried out to make for uncommonly smooth operation as compared to even the best examples built in their day. Underneath and behind the wheels, new Bilstein shock absorbers and a fully-overhauled braking system ensure that handling acuity and stopping power will keep up with the peppy engine. 

Riding on period-correct new Michelin XZX radial tires, this Super 90 Cabriolet projects a stance of originality and is a tribute to the quality Porsche imbued into each and every 356. In the possession of the current professional European sports car specialist for the last four years, it has been lovingly cared for, improved-on, and shown during that time. Entered in numerous car shows over this period, it often took home coveted “People’s Choice” awards due to the quality and thoroughness of its presentation. Correct down to its owner’s manual that resides in the glove compartment, this 356 not only looks beautiful inside and out but runs, drives, and behaves at least as well as a new one. With plenty of support from Porsche and numerous independent service providers to maintain this for years to come, this particular example is the perfect car to show at the Porsche Club of America or Concours level, use on an ever-increasing number of premier sports car rallies, or just enjoy on a sunny summer day without fear of mechanical failure. 

1963 Porsche 356 Carrera 2 Cabriolet

1963 Porsche 356 Carrera 2 Cabriolet

1963 Porsche 356 Carrera 2 Cabriolet

 1,966 cc four-cam air-cooled horizontally-opposed four-cylinder engine fed by twin dual-throat Solex carburetors and producing 130 horsepower, four-speed manual transaxle, independent front suspension with parallel trailing arms, front and rear transverse laminated torsion bars, front anti-roll bar, independent swing-axle rear suspension and hydraulic four-wheel disc brakes; wheelbase: 82.7” 

The first Porsche 356 models, designed by Erwin Komenda, were built in Gmünd, Austria, until 1950 when Porsche returned to Stuttgart. The initial roadster version was joined by a coupe, while Swiss coachbuilder Beutler initially built some attractive convertibles; however, its future lay with competition; the little car’s lightness and agility led to its growing use in competition. Porsche grew rapidly with the success of the 356, which was produced in ever-greater numbers; its success enhanced by a continuous program of improvements. Then, as part of a deal with Studebaker in the U.S., Dr. Ernst Fuhrmann of Porsche designed the Type 547 engine for racing use. This unit, with four overhead camshafts driven by gears and shafts, was a substantial change from the VW engine, but retained the flat four-cylinder, air-cooled concept. Although the 356 pushrod engine had been progressively developed, the revolutionary change to the car came when it was decided to fit a version with the much more powerful 547 four-cam engine. This inspired concept was underlined by christening their version of the 356 Carrera – Spanish for “race.” 

The first four-cam street cars were special-order Pre-A’s, of which relatively few were built. The evocative “Carrera” name first graced the flanks of a Porsche in 1955. Starting with the new 356A, introduced in September of 1955 at the Frankfurt Motor Show, an official street version of the four-cam was offered, the Carrera 1500GS. Applied to a 356A powered by a slightly less ferocious version of the racing 550 Spyder’s 1.5-liter, twin-overhead-camshaft, roller-bearing engine, it had been adopted to capitalize on Porsche’s victories in the Carrera Panamericana in both 1952 and 1954. Featuring dry-sump lubrication like the purpose-built Porsche race cars, the four-cam Carrera engine produced a then-mighty 100 bhp, only some ten horsepower less than the 550 in race trim. Nevertheless, this was good enough to propel the first 356 Carrera 1500GS to over 120 mph, making it the fastest 1.5 liter production car of its day and a formidable competitor on any racetrack the world over. 

This engine upgrade alone made the car over $1,000 more expensive than the next-best street model, but they did sell to privateer racers, brave souls who chose to employ the new car and its amazing engine on the racetrack. Eventually, Porsche acknowledged those who wanted the car primarily for purposes of competition and released both racing and street versions of the Carrera four-cam engine models. Significant developments included an increase in displacement to 1.6 liters in 1958 and the adoption of a plain-bearing crankshaft at the same time. 

Introduced in the autumn of 1961 at the Frankfurt Auto Show, the second-generation 2 liter Carrera 2 was built on the new 356B “T-6” platform and became the first Porsche production car to move away from drums and offer disc brakes on all four corners. Numerous additional cooling vents were among the recently introduced improvements, but most attention was focused on the new 1,966 cc four-cam engine. This produced 130 bhp at 6,200 rpm, and while the Carrera’s top speed increased only slightly to around 125 mph, there was a marked improvement in acceleration despite the new car’s increased weight; the 0-100 mph time being cut from 33.5 seconds to 27.2. The Fuhrmann-designed Carrera four-cam engine, Type 587/1, was very complex, and it took an experienced factory mechanic using brand new parts nearly 100 hours to assemble. This was an expensive venture for any car company, let alone one as small as Porsche – both at the manufacturing level as well as down the road for dealer’s service departments. 

The top-of-the-line 356B Carrera 2 Cabriolet cost around $8,000, almost twice the cost of a similar pushrod-equipped Cabriolet and was by far the most expensive (let alone costly-to-build) and exclusive road-going car that Porsche had ever produced, and probably the most costly to build. As a comparison, a new Cadillac Eldorado convertible cost just over $6,000. Obviously, the little Porsche was a hard car to sell at those numbers, accounting for a large amount of its scarcity and exclusivity in today’s market. 

The Carrera 2 had been introduced part way through 356B production and continued virtually unchanged after the 356C’s arrival in 1963. These special cars were usually heavily optioned with accessories such as fitted luggage and head rests, so your passenger could rest his/her head while you drove. This latter detail had nothing to do with safety but was all about style; the Carrera 2 Cabriolet fit that bill to a T. Assembled with the typical Porsche level of detail, most if not all examples featured full leather interiors with seats unique to the car. Additionally, a padded soft top, wooden steering wheel, extra insulation, and Blaupunkt radios were the norm in most Carreras. As such, these were fast, quiet cars able to clip off hundreds of miles a day in comfort. 

Although this same engine in modified form was used in the Abarth Carrera and the 904, the Cabriolet was intended for high-speed touring. “The car’s acceleration is truly exhilarating,” wrote a bewildered Road & Track magazine contributor. “The clutch takes quite a bit of throttle without protest, and when one finds that it is time for second gear, down comes the stick in a flick, more acceleration, and other cars pass as in reverse. High up in the speed range, this is it – the effortless superiority of the true high-performance machine.” Even today, the feeling of raw power and speed from a lightweight purpose-built classic Porsche remains a palpable sensation that even at legal road speeds this writer can speak to. This example, a good straight original car which feels thoroughly tight and completely well-sorted, still itches to go faster and begs the driver to test its cornering abilities. 

Owned most recently by the specialist expert on Porsche 356s in a major Midwestern metropolis, this beautiful 1963 Porsche 356 Carrera 2 Cabriolet is one of well fewer than 20 thought to have ever been produced. Originally delivered for the European market, the car was snapped up by an astute American collector during the 1980s and restored by the legendary, award-winning Porsche expert Gary Kempton of GK Restoration at some point thereafter. The body was stripped of all parts and media cleaned. Ultimately, it was finished in its correct and authentic Heron Gray over a black leather interior with no detail having been overlooked either inside or out; from the car’s flawless chrome and trim on the outside to its correct German square-weave carpeting, black leather seats, wooden steering wheel, and instrument panel on the inside, there exists little, if anything to fault. It received a new full wiring harness, shocks, and tires, and the original date coded wheels received fresh chrome surfacing. The underside is properly coated as when it left the factory when new. 

Mechanically, the Type 587/1 quad-camshaft Carrera 2 engine was rebuilt within a new-old-stock un-numbered engine case by Vernon Crotts of Carrerasports, Inc. Per the car’s Kardex or Porsche, AG-supplied Certificate of Authenticity, the transaxle and body numbers match to those originally assembled in 1963. The special annular Carrera 2-only disc brakes were also comprehensively restored along with the rest of the car. Following restoration, the car was shown and won awards both at the prestigious Dana Point Concours d’Elegance as well as the famous annual Quail Motorsports Gathering during the summer of 2008. 

The Carrera 2 Cabriolet represents the holy grail of 356, if not Porsche enthusiasts of any stripe. As a stunningly-restored example, this particular super-rare four-cam will fit prominently in the company of any fine sports car collection.

1964 Porsche 356C Coupe

1964 Porsche 356C Coupe

1964 Porsche 356C Coupe

 Engine No: *710753* 1582 cc rear-mounted air-cooled flat four-cylinder horizontally opposed motor with single central camshaft rated at 75 horsepower @ 5200 rpm, Twin Zenith 32 NDIX carburetors, Porsche baulk-ring four-speed manual transmission, front independent suspension with trailing arms, rear independent with swinging half axles, transverse torsion and anti-roll bars, four-wheel disc brakes; wheelbase: 82.68” (2100 mm) 

The immortal Porsche had first seen the light of day in 1948 as a VW-based aluminum-bodied special using second-hand bits and pieces and in layout terms at least, it remained true to the Beetle concept that Dr. Porsche had designed to meet the “peoples car” for the German Nationalist Government in 1934. Starting with the first order of five cars from a Swiss auto distributor, to the demise of the 356 Series car in 1965, the success of the design formula can best be gauged from the Porsche production figures; 355 cars in 1950, 5,000 in 1956, and double that again in 1964, the last year before the flat-six 911 came in fully. In fact the 356A, B, and C cars in various forms and differing engine capacities spanned a period of 15 years and accounted for over 75,000 cars in regular pushrod engine form. 

The first 356s were sold primarily in Austria and Germany. By the early 1950s, the 356 had gained notoriety among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. It has enjoyed much success in rallying, the 24 hours of Le Mans, the Mille Miglia, the Targa Florio, the Carrera Pan Americana, as well as many other important car racing events. Several Porsche 356s were stripped down in weight and were modified in order to have better performance and handling for these races. A few notable examples include the Porsche 356 SL and the Porsche 356A Carrera GT. Privateers were also active in all forms of competition and by consequence it did not take long for the engine tuners and race performance specialists to enter the fray. As Porsche advanced in engine development, so did weekend racers. 

With its engine mounted over the rear axle and nearly 60% of its weight on the rear, the 356 Porsche could corner very fast, although alarming oversteer set in if the limit was exceeded. Once the knack of driving them was acquired, however, they were uncatchable on twisty roads, and the cars were formidable in international rallies, hillclimbs, and at the smaller race tracks with performance enhanced engines. 

Porsche has always developed its road cars and engines through competition, and the birth of the 356 model line rests squarely on the shoulders of the early hand-built Austrian “Gmund” coupes and the occasional cabriolets that were ordered by their loyal customers and the all important Swiss order. The move to Stuttgart in 1949 to a factory shared with the Ruetter coachworks was significant as it allowed for a more standardized and cost-effective production process with steel bodywork. In turn this enabled the small company to meet the postwar increase in demand for performance sports cars and an order book and client base that was to truly form the genesis of the modern Porsche Company. 

Purchased by the present owner over two years ago in excellent driver condition, this 1964 356C Coupe was sent to the renowned Bob Smith Coachworks in Gainsville, Texas, for a full cosmetic restoration. Whilst this was in progress any mechanical deficiency was also attended to, and the car is therefore “fresh” and on the button, ready to tour or show as desired. It was recently used on a Texas tour where it performed quite admirably. No problems were encountered and the car remains in excellent tour condition today. The car features many desirable period sought-after accessories: period Marchal driving lights, chrome luggage rack, exhaust extensions, new road wheels and Pirelli tires, new seat belts, etc. to enable comfort and safety while on the open road. 

Twin Grille Porsche’s such as this are highly sought after German sports cars because of their unmistakable design, performance, and agile road manners. Finished in Irish Green with a beautiful saddle tan interior, it is the ideal sporting specimen for weekend or daily use. 

Also up for auction is a Beck-Spyder and a Speedster Tribute car

1999 Beck-Porsche 550 Spyder

1957 Porsche 356A Speedster 1600 Super Tribute