luci bi moral res imeti malo "lepse"
dvojni grill
en kratek opis:
Produced alongside the alloy bodied ?Gmund? derivative, Porsche 356's built in Stuttgart were often referred to as ?Pre-A?s and still relied heavily on VW Beetle components. However, humble origins detracted little, the 356 becoming a huge commercial success and era-defining sports car. Initially available in Coupe and Cabriolet body styles, these were joined by Speedster's in 1954 before production ended in 1955 to make way for the 356 A. After launch, further choice arrived with 1300 and 1500 plain bearing engines joining the original 1100, more exotic roller bearing Super engines being offered in either 1300 or 1500 tune.
The unitary construction chassis fabricated from sheet steel pressings welded together in steel box sections was much the same as the earlier ?Gmund? cars. Torsion bars were used all-round together with telescopic dampers at the front and lever type shock absorbers at the back. Brakes were hydraulically operated drums. Pressed-steel 16-inch wheels featured chrome hubcaps similar to the Beetle. Porsche?s only realistic option for powering the 356 was a Volkswagen-derived air-cooled flat four, an engine that despite its inauspicious origins had excellent development potential. Designated Typ 369, the 1.1 featured a displacement of 1086cc thanks to a bore and stroke of 73.5 x 64mm respectively, a lightweight alloy crankcase and domed pistons differentiating these early examples from the humble Beetle. Output was by todays standards tiny, 40bhp being produced at 4200rpm whilst compression was set at 7.0:1. The Typ 369 breathed through a pair of Solex 32 PBI downdraught carburettors. Performance was spirited considering the lack of grunt, a top speed in excess of 80mph and 0-60 in around 18 seconds putting the 356 firmly at the top of its class. Transmission was via a non-synchromesh four-speed gearbox with single dry plate Fichtel & Sachs clutch.
Available in either Coupe or Cabriolet configurations from the outset, Coupe bodywork was fabricated by Reutter and the Cabriolet shells by Glaser. Steel body panels were welded to the chassis in place of the lighter aluminium used on the ?Gmund? 356's that continued in production alongside the new versions until March of 1951. Aesthetically the Stuttgart-built 356 gained a more rounded and slightly wider cabin as well as a higher waistline. Detail changes included a split windscreen, an aluminium engine intake grille, chrome headlight rims and a single, centrally-exiting exhaust outlet pipe. Changing manufacturing techniques saw the doors, front lid and engine lid all become bolt-on panels. Like the exterior, the cabin was simple, elegant and comfortable. With two seats and an occasional rear seat in the back, cockpits were trimmed in either leather or cloth with matching door panels. Door tops got wooden inserts, grey cloth headlining being used on most examples along with an ivory Petri steering wheel featuring 12 delicate wire spokes in three banks of four. With the first cars ready from early 1950, Porsche thought a production run of 500 units would satisfy demand. However, it soon became apparent that this was way off the mark as sales took off immediateley.
Porsche?s continual development programme saw a revised 356 B, the T-6, launched at the Frankfurt Motor Show in September 1961. Subtle visual and mechanical changes were incorporated to each of the many alternative variants, undoubtedly the most significant of which were made behind the scenes. The top-of-the-range 90 (which officially dropped its Super tag) got a set of smaller torsion bars, the middle-market 1600 S being enhanced with the adjustable Koni shocks previously only fitted to the flagship. Transverse rear leaf springs were also introduced to help improve balance at the back, these coming as standard on the 90 and as cost options for both the 1600 and 1600 S.
Further mechanical alterations saw the 1600 S engines fitted with cast-iron cylinders to replace the outgoing alloy items. This switch justified a new Typ 616/12 designation for a unit that otherwise remained unaltered with 75bhp at 5000rpm. Several noticeable changes were made for the T-6 bodywork, the primary points of difference between the T-5 versions having been a larger windscreen (the Coupe also getting a bigger back window), twin engine cooling grilles atop the rear lid and a spring loaded fuel filler mounted in the right-hand front wing. The front lids trailing edge became less rounded and the cabin ventilation louvres were re-positioned to the windsreen scuttle, just below and between the wipers. Inside, the larger glass area led to a corresponding increase in visibility, a now electrically operated sunroof becoming a cost option for the first time. Subsequent developments after the T-6's introduction saw the deletion of both the Karmann Hardtop and Roadster body styles, disappointing sales leaving Porsche little alternative but to drop them in June 1962. Production of the 356 B Coupe and Cabriolet continued until July of 1963 when the appropriately named 356 C was launched.
From April 1954, a number of changes were phased in on the 356, these including a choice of either ivory, beige or grey for the steering wheel and switchgear, window winders to match the facia switches and a heater control panel repositioned from the dashboard to the floor. A sunroof was made optionally available, nearly all these detail changes (save the sunroof) becoming standard on the flagship 1500 S. Externally, all variants were fitted with distinctive horn grilles next to the front indicators, parallel instead of clap-hands wipers and windscreen washer jets as standard. During June 1954, Porsche re-designated the 1300 as the 1300 A, the new Typ 506/1 motor featuring some major internal revisions over the Typ 506 it was replacing.
Output remained unchanged with 44bhp at 4200rpm, the 1300 A powerplant having been derived from the Typ 589 1300 S roller bearing engine. Displacement remained at 1290cc although both compression and carburettors were identical to the plain-bearing 1300. Like many other European manufacturers, Porsche were becoming convinced of the wisdom of developing certain derivatives that would appealed to more North American customers. Porsche?s US agent was Max Hoffman who positively encouraged such a machine, one he thought should be less expensive and with more sporting pretension than the relatively luxurious Cabriolet. Launched in September 1954 and going into production during November, the Speedster ethos was clearly derived from that of the short-lived America Roadster covered in Part 4 and Hoffman was adamant the new model should retail for under $3000. The Speedster was offered with either the 1300, 1300 S, 1500 or 1500 S post-November ?54 engines (covered shortly) but it was the bodywork and interior changes that were the Speedster?s biggest talking points. Starting with a standard Cabriolet shell, Porsche fitted a cut-down windscreen and removed the fussy roof arrangement, the original canvas top being replaced by a flimsy new item with detachable side screens instead of windows. It quickly earned the nickname ?The Bathtub?.
Anodised gold Speedster scripting could be found mounted on each front wing above a unique belly strip running almost the entire length of the car. Inside, bucket-style seats were normally combined with tough cloth flooring and vinyl door panels (without map pockets) giving the Speedster a spartan yet stylish competition-oriented feel. A unique curved instrument binnacle featured a body coloured facia, upholstered top and no glovebox ? the Speedster was every bit the weekend hot rod Hoffman had so clearly envisaged. Production of the new-and-improved 1955 model year 356 began in November 1954 when the 1100 was dropped and substantial revisions were made to all engines despite little outward change in specifications.
Volkswagen components were slowly being developed out of Porsche engines, constant improvements facilitating more powerful, reliable and refined motors that were to the highest specifications of their day. The 1300 A was replaced after just five months by the revised Typ 506/2-engined 1300 and offered a little more torque than the previous version. The roller bearing 1300 S Typ 589 engine was replaced by the Typ 589/2. 1.5-litre cars also received thoroughly revised powerplants with the Typ 546 and roller bearing Typ 528 becoming the 546/2 and 528/2 respectively. All engines were fitted with a three-piece aluminium crankcase instead of the previous two-piece magnesium component. Oil capacity increased from 3.5 to 4.5-litres. Set-up changes made at the same time included a front anti-roll bar accompanied by a change in spring rate, both developments being made in an attempt to reduce the 356's tendency to oversteer. Externally, a Porsche badge was incorporated onto the stylised alloy front lid handle. Nearly all examples bound for North America during the 1955 model year (only the 1500 and 1500 S were officially exported) wore Continental side scripting in the style of the Speedster, however, Ford owned the Continental trademark for its Lincoln brand and only ?55 model year 356's were badged as such. Production of the ?pre-A? 356 continued until October of 1955 when the 356 A was launched.
tako. videno na cesti ne ustreza gornjim zahtevam.
tudi moje mnenje je:
replica na hroscevi osnovi.
model A
model C
model B
pa se ena lepa
ja, tudi te luci so lahko prave. nagibam pa se se zmeraj k temu da je bla na cesti videna replica.
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