Here are a couple they highlighted along with a few details about each:

1952 356 Cabriolet

This car is the official winner of the contest. To me, this is the absolute picture perfect Porsche 356 and is exactly what I think of when I picture one. The model, color, heck even the setting for the picture. This car is owned by Dr. Robert Wilson of Oklahoma City, OK. He found it in a salvage yard and completely restored it. A poster child for the 356 model.

1950 356 Cabriolet

Although this is older than the winning Porsche, it’s not the oldest Porsche actually retailed in the U.S. This is one heck of a gorgeous car though. It’s owned by Richard Brumme of Annapolis, MD and is one of the first production 356s built in Stuttgart.

Porsche didn’t stop there though. They encouraged owners across 12 model ranges to submit their cars for consideration in earning the “oldest” designation for their particular model. Here are the winners of each model:

1965 911: Barry August of Clarksville, Md.
1965 912: Steve Torkelsen of Wilton, Conn.
1970 914: Ralph Stoesser of Marco Island, Fla.
1977 924: Jay Hoover of New Haven, Ind.
1977 928: Jim Doerr of Richmond, Va.
1983 944: John Denning of Covington, Wash.
1992 968: Jeffrey Coe of Trumball, Conn.
1997 Boxster: David Adrian of Worcester, Mass.
2004 Cayenne: Adam Reichard of Magnolia, Texas
2005 Carrera GT: Robert Ingram of Durham, N.C.
2006 Cayman: Eugenie Thomas of Martinez, Calif.

Each of the winners will receive an exclusive badge issued by the Porsche Museum in Stuttgart, along with images of each being featured in the “Sixty Years of Porsche in America” exhibit that opened mid last month. The 1950 356 picture above will be on display at the Los Angeles Auto Show this month.

You can see more cars and read some of the submissions at Porsche60Years.com. I was a little disappointed in the lack of images on the site. I wanted to see more submissions, but it’s worth the visit if you have some time to kill.

[Source & Images: Press.Porsche.com]

From James…

Here the new fender didn’t quite reach so a new end was made. Also the edge is rolled over for a good door gap.

After the substructure is primed the nose is now welded in place.

The doors are now re fitted to check the gaps.

The rear can now be welded on.

The headlight buckets get welded into place.

And that is it for major sheet metal work.

The car is now waiting for some other work to get done around the shop but I will be back on it soon.

If you missed any of the previous installments, you can view them here: Porsche Restoration.

Thanks again to James for taking the time to send these in and letting us share in the process.

From James…

I have another update on the 57 356 cabriolet. When we left off, the car was screwed together and ready to have the structure welded. Now we will start welding all the pieces together. First, the car has to come back apart, and we will start with the battery box.

The battery box welded together.

Now we can weld the rockers and shut plates together, this is the right side.

And the left side

Now we can weld the front upper structure together.

Next is the wheel house close out panels.

With the sub structure welded we can final fit the outer sheet metal.

Another installment will be posted tomorrow.

Also, I’ve moved the previous installments to a Porsche Restoration category. You can find it here: Porsche Restoration.

Finally got to weld the left rocker on.

Getting the left side caught up.

Time to start fitting the fenders.

Fitting right side fender.

In the next installment we will get some welding done to the structure so that we can final fit the nose.

Here are the previous installments if you missed any of them:

1957 356 Cabriolet Restoration – Part 1

1957 356 Cabriolet Restoration – Part 2

1957 356 Cabriolet Restoration – Part 3

1957 356 Cabriolet Restoration – Part 4

1957 356 Cabriolet Restoration – Part 5

1957 356 Cabriolet Restoration – Part 6

1957 356 Cabriolet Restoration – Part 7

1957 356 Cabriolet Restoration – Part 8

1957 356 Cabriolet Restoration – Part 9

1957 356 Cabriolet Restoration – Part 10

1957 356 Cabriolet Restoration – Part 11

Here’s the first from James…

In the last installment I started fitting the front structure together. Now we will go further with that.

The project starts to get harder now, because everything will affect the fit of something else. At this point we start to worry about panel gaps, which on a 356 should be 3.5mm. In metal, we need to leave them wide so that we can doour lead work on the seams. The body panels are all fitted and welded together so making adjustments later involves cutting moving and re-welding which takes time and is costly, so we want to get it right the first time.

With the door sill screwed in place its time to fix the shut plate and quarter panel.

Removing the old metal.

Making repairs to the inner metal.

Fitting the door sill and shut plate with gaskets in place.

Fitting the quarter panel repair with the latch in place for a good door fit.

As seen from the inside.

Part 2 is coming tomorrow.

Here are the previous installments if you missed any of them:

1957 356 Cabriolet Restoration – Part 1

1957 356 Cabriolet Restoration – Part 2

1957 356 Cabriolet Restoration – Part 3

1957 356 Cabriolet Restoration – Part 4

1957 356 Cabriolet Restoration – Part 5

1957 356 Cabriolet Restoration – Part 6

1957 356 Cabriolet Restoration – Part 7

1957 356 Cabriolet Restoration – Part 8

1957 356 Cabriolet Restoration – Part 9

1957 356 Cabriolet Restoration – Part 10

I’ve mentioned the possibility of this car a couple of times in the past. Most recently back in November when Motorauthority.com detailed the many reasons why Porsche should, and very well might, build a new 356. Here’s a link to my post: Could A Reborn 356 Be The New “Entry Level” Porsche?

The image above looks too much like an Audi TT for my tastes. Specs, platform and target release date are all over the boards. Hit the links below if you want to indulge in a little dreaming though.

Whether or not these rumors are true, I’m torn on how I feel about a re-release of such an iconic classic. Part of me loves the idea of a reborn model. One that captures the essence of the original design while modernizing it to today’s standards. A modern day interpretation of what Porsche would build were it creating the 356 for the first time.

Another part of me thinks the classic should be left alone. It represents too much to the brand to be monkeyed with. Most people who love Porsches, LOVE the 356. Just the way it is. Why muddy the waters with a “new” model?

Fortunately for us all, I play the role of consumer and not manufacturer. Who knows what kind of mess we’d be in were I to be the one responsible for these decisions.

Here are links to a couple of posts about a reborn Porsche 356 Speedster:

Autoblog.com: Rendered Speculation: Porsche 356 Speedster Reborn

4wheelnews.com: Porsche 356 Speedster Planning A Big Comeback

I ran across this old press release and photos about Porsche No. 1 as it was headed to Pebble Beach Concours d’Elegance a couple of years ago. This is great history lesson on the first Porsche ever build (and driven) way back in 1947/48. For those of you who don’t know the history of the first ever Porsche, this is a must read.

Great pictures too!

Atlanta, August 5, 2008 – Porsche No. 1, the one-of-a-kind, two-seat sports car Dr. Ferdinand ‘Ferry’ Porsche developed and built after he searched and was unable to find the car of his dreams, makes its North American Concours d’Elegance debut when it joins other notable and historic vehicles August 14th at California’s famed Pebble Beach Concours d’Elegance.

This occasion is a happy one as Porsche No. 1’s first North American trip, to Porsche’s 50th Anniversary celebration at the Monterrey Historics in 1998, was thwarted when it was damaged in Chicago on its way to California. This trip also is special as it helps commemorate Porsche’s 60th anniversary. Before arriving at the Pebble Beach Golf Links®, Porsche No. 1 had a starring role in Porsche Cars North America’s 60th Anniversary celebration at its Atlanta corporate headquarters.

Affectionately called Porsche No. 1 by the Porsche family and thousands of the brand’s loyal followers worldwide, this legendary sports car and the lynchpin of Porsche’s design philosophy began life in June 1947 as engineering project Type 356 in the Porsche design office in Gmünd, Austria. Officially known as Type 356-001, Ferry Porsche’s design concept took shape through the leadership of Karl Rabe, Porsche’s talented chief designer who worked alongside Ferry’s father to develop the original Volkswagen (VW).

In post-war Germany and Europe where resources were few yet the desire to rebuild was strong, the Porsche team diligently started building the innovative sports car. Starting with a hand-built tubular steel frame, engineers fitted already existing VW components including the suspension, headlights, clutch, gearbox, cable-operated brakes, worm-gear steering, and various small parts. VW parts were a natural choice due to the early VW-Porsche relationship and because of VW’s key role in the post-war rebuilding effort after British military officers brought VW’s Wolfsburg factory back online in 1945 to fulfill car demand and to stimulate the nation’s economy.

The basic Volkswagen air-cooled, 1.31-liter flat-four engine put out just 25 horsepower at 3,300 rpm, so the skilled Porsche team enlarged the bore from 70 to 75 mm, increased compression from 5.8:1 to 7.0:1, and added slightly larger inlet valves and ports and twin carburetors, boosting output to between 35 and 40 horsepower.

The engine and transaxle were fitted into the frame in such a way that the engine ended up positioned in front of the rear axles with the transaxle trailing behind, making this a true mid-engine design. Mated to a four-speed gearbox, the drivetrain proved to be both lightweight and reliable.

Erwin Komenda, who along with Ferry Porsche and Karl Rabe formed the foundation of the fledgling car company, penned an aerodynamic and easy-to-build open roadster design. Friedrich Weber from Gmünd, one of just three of the company’s body artisans, formed each of the car’s aluminum body panels by hand, beating the then rare sheet metal and massaging it into shape over the wooden body buck Komenda had designed. The result was as shapely and beautiful as it was functional, with minimal protrusions to upset the aerodynamics or its visually graceful lines.

As with every Porsche since, form followed function on Porsche No. 1. The interior featured a bench seat to accommodate a third passenger if needed, a simple dash with only a tachometer (a speedometer was added later), a locking glove box, and map pockets on the leather door panels. An ample luggage compartment and the fuel tank were placed under the front hood, and the mid-engine layout provided space for a spare wheel and tire and battery behind the engine and above the transaxle. Finally, a frameless and low twin-panel front windscreen provided wind protection while accenting the sports car’s gentile lines.

The unique roadster weighed merely 1,290 pounds, and thanks to the modified engine it could reach a top speed of between 84 and 87 mph. In May 1948, Ferry Porsche himself set off on the first long road test, driving from Gmünd to Zell am See, Austria. During the rigorous test drive over some of Europe’s most spectacular climbs, the rear torsion bar suspension failed but was repaired en route. Through this car’s entire test period, this proved to be the only mechanical failure.

Journalists tested the car on July 4, 1948, and Robert Braunscheweig, editor of Switzerland’s highly respected Automobil Revue, concluded, “This is how we imagine modern road motoring to be, where the advantages of modern springing and the resultant driving comfort are combined with the adhesion of an equally modern, low and handy sports car.” On July 11, with Herbert Kaes at the wheel, Porsche No. 1 won its class in the Rund um den Hofgarten local race in Innsbruck, Austria. Just as today, testing and competition proved to be solid underpinnings for the company’s commercial and motorsports success.

Soon after, Porsche ramped up production of the 356 sports car at the company’s tiny factory in Gmünd, abandoning the complex steel tube frame in favor of a stamped floor pan. The engine also was repositioned behind the axles to provide more interior space and room for a rear seat. Not too much later Porsche moved its production operations in 1950 to its current home in Stuttgart-Zuffenhausen.

After passing through the hands of several owners, Porsche No. 1 was reacquired by Porsche AG and became a centerpiece in the Porsche museum. As Porsche nears completion of its new museum alongside the Porsche factory in Stuttgart-Zuffenhausen, Porsche No. 1 will be prominently displayed in a way befitting the historic car that shaped all future Porsche vehicles.

Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga., and, Porsche Cars Canada, Ltd. (PCC) in Mississauga, Ontario, are the two separate importers of Porsche sports cars and Cayenne® sport utility vehicles for the United States and Canada respectively. They are each wholly owned, indirect subsidiaries of Dr. Ing. h.c. F. Porsche AG. These two subsidiaries combined, PCNA and PCC employ approximately 250 people who provide Porsche vehicles, parts, service, marketing and training for its 200 U.S. and 12 Canadian dealers. They, in turn, provide Porsche owners with best-in-class service.

[Source & Images: Press.Porsche.com]

From James…

In the last report we did the right side rocker. After it was welded, we had a run of bad weather, so we couldn’t get out for sand blasting the inside of the left rocker. That got put on hold and we moved to the front of the car. If you remember we cut off the nose because of accident damage that wasn’t well repaired. The structure that holds the nose now needs to be removed. Also, the battery box area was rusted so that’s going too. In this report we are going to start fitting new metal and screwing it in place. Nothing can be welded until we know that everything fits together the way it should, otherwise we might end up having to go back and fix our own work.

The old  structure.

The rusted battery box.

Removing the old structure.

Repairing whats left.

Fitting the new battery box.

Starting to fit the upper structure.

Upper structure assembled.

Fitting wheelhouse close out and new door sill.

It all comes back apart for sand blasting and primer.

More fitting to come latter.

Here are the previous installments if you missed any of them:

1957 356 Cabriolet Restoration – Part 1

1957 356 Cabriolet Restoration – Part 2

1957 356 Cabriolet Restoration – Part 3

1957 356 Cabriolet Restoration – Part 4

1957 356 Cabriolet Restoration – Part 5

1957 356 Cabriolet Restoration – Part 6

1957 356 Cabriolet Restoration – Part 7

1957 356 Cabriolet Restoration – Part 8

1957 356 Cabriolet Restoration – Part 9

This is a great story I read on a NY Times blog. It details the adventure of one Porsche fanatic from driving a 1961 Beetle, pretending it was a Porsche, to the acquisition of the gorgeous 1965 356 pictured above. Definitely worth the quick read here: Memories of a Porsche 356.

[Image: Fred Heiler]

Not a particularly riveting video, but I’m fascinated by the history of some of these older and more rare Porsche 356 models that show up at events like Goodwood. Kind of like mini Porsche history lessons. This is a great looking car too.