Driving a right-hand drive 1959 Porsche 356 A T2

A right-hand drive 356 A T2 is rare enough, but this rather lovely example was delivered new to Kenya in 1959 and has pretty much travelled the world ever since...

Words Steve Bennett

Photography Dan Sherwood

BORN FREE

If only cars could talk, or indeed time-travel. Sadly, they can’t. Well, not in real life, anyway. They can in the movies, though. We’re reminded of this fact at Cranfield-based independent Porsche restoration specialist, Export 56, where a DeLorean DMC-12 is currently taking up residence. Apparently, the car’s Flux Capacitor has given up the ghost. Not for the first time in recent history, we wish Doc and Marty were on hand.

It takes a special car to survive. Porsche makes a big deal of its product survival rates, particularly when it comes to logging the existence of classic 911s. The 356 hasn’t fared quite so well, but compared to its contemporaries, survival rates are positively prolific. There’s always a paper trail, of course, but rarely does an individual car of this vintage have perfect history. A 356’s early years are often undocumented, either through lost paperwork or, before the boom in values of air-cooled Porsches, data capture not being considered important. Besides, the notion of a car — any car — being on the road sixty-five years into the future? In 1959, this would have been unlikely, to say the least. And, as Doc and Marty will attest, in the sci-fi-obsessed world of the mid-to-late 1950s, the future was a place of flying cars. And skateboards.

WHAT OF THE GROSSGLOCKNER HIGH ALPINE ROAD, WHERE PORSCHE TESTED PROTOTYPES OF THE 356?

It’s not unusual for an early Porsche to have an unusual and interesting history. These cars were (and are) often bought by unusual and interesting people. As per last month’s issue of Classic Porsche, a quick guided tour of Export 56’s unassuming workshops proves as much. Over in the corner? That’s Donald Campbell’s 1959 356 A. Waiting to be restored? A pre-production 901 acquired from self-styled Urban Outlaw, Magnus Walker. And there’s plenty more waiting to be explored in Export 56’s extraordinary Bedfordshire facility.

THE DETAILS ARE SHROUDED IN MYSTERY, SAVE FOR ILLEGIBLE SCRAWL ON ANCIENT REGISTRATION DOCUMENTS

The object of fascination for this story? Very obviously, it’s a 356 Cabriolet (its sale is being handled by Export 56). This really is one of the most exquisite early Porsche drop-tops, resplendent in Auratium Green, a special-order colour. This Porsche is also unusual insofar as it is a 356 A T2 configured with right-hand drive. With its Reutter-built bodyshell, it rolled of the Stuttgart production line in 1959, making it one of the last As, its chassis number being 151555.

A right-hand drive 356 A T2? What’s the big deal? Back in 1959, the market for such a machine was very narrow. Indeed, just eighteen 356 A T2 Coupes were built as right-hookers. The number of corresponding Cabriolets? Uncertain, but definitely less. You would probably hazard a guess at one of three applicable markets: the United Kingdom, Australia or New Zealand. Indeed, 356s were sold into all these countries. The unusual and captivating story behind this particular Porsche, however, is far more exotic and colonial. You see, it was delivered new to Nairobi, where it really must have been a rare sight indeed. Other-worldly, even. Certainly, to witness this machine in period, on the streets of Nairobi and leaving a dust trail in its wake on Kenyan backroads, conjures evocative images. Here’s the thing. A number of 356s were imported into Kenya.

This isn’t as surprising as it sounds. In this day and age, there’s a fine line to tread when discussing such matters, and I don’t want to get cancelled or anything, but Kenya had certain wealth and sophistication brought about by British colonial rule. This was especially true of Nairobi, the country’s capital. We’re not here to debate the UK’s colonial past. It happened, and no matter amount of statue toppling will change the fact. Suffice to say, during this era, those with wherewithal could indulge. Like South Africa, Kenya was one of the first African countries to host any form of motorsport. The Royal East African Automobile Association organised the first East African Coronation Rally in 1953, an event held in celebration of Queen Elizabeth II’s accession to the throne. As many of you will know, this event became the East African Safari Rally, which continues to this day as a historic event. It’s pertinent to our story. No, our gorgeous green Cabriolet didn’t compete, but its original owner duo of Jack Ellis (British) and William ‘Bill’ Fritschy (Swiss) did. In fact, they won the event in 1959 and 1960, with Fritschy driving a Mercedes-Benz W105 219, and Ellis, his step-father, navigating.

We know Fritschy and Ellis are the Porsche’s original owners because their respective names are on import papers kept with the car. It was bought into Kenya by the Cooper Motor Corporation (CMC), a company which, remarkably, still exists to this day, and can trace its roots back to 1912, when it was known as the Nairobi Motor Garage (NMG) and imported Ford Model Ts into the territory. NMG became CMC in 1948, after a buyout by a Mr Allen and a Mr Cooper. The mists of time have erased their forenames, but fittingly, they came to East Africa to sell Land Rovers.

In the 1950s and 1960s, Volkswagens ruled, with the Beetle and Mircobus proving hugely popular on Nairobi’s tough local roads. Where VWs tread, it’s only a matter of time before Porsches follow — as intimated, this Cabriolet wasn’t the only 356 import handled by CMC. Today, the business specialises primarily in the sale of off-road vehicles and farm machinery all over Kenya. Sadly, like CMC’s Mr Allen and Mr Cooper, this 356’s original owners are somewhat elusive. It’s difficult to establish what exactly their purpose in Kenya was. Ellis was clearly senior to Fritschy, but there is no record of the former’s death. Evidence suggests, however, Fritschy pursued a rally career through to the 1970s, competing in the RAC Rally in a succession of Mini Coopers. He also participated in multiple Safari Rallies, his last being the 1975 event, where he campaigned a 911 with codriver Sir Peter Moon, a successful rally driver in his own right, although better known in the tabloids of the day as Baron Bonk (on account of his womanising ways).

Moon wasn’t Fritschy’s only aristocratic connection. In 1973, he drove a semi-works 911 with Kenyan landowner and farmer, Viscount ‘Kim’ Mandeville, but like the other works-supported 911s on the event, the car succumbed to numerous mechanical issues. Fritschy died in 1998 at just sixty-six years of age. We can’t help thinking we should know more of him.

How long did Fritschy and Ellis own this 356 Cabriolet? Sadly, Export 56 doesn’t know — there aren’t any images documenting ownership, other than those tucked away inside family photo albums. There are, though, plenty of pictures depicting the duo manhandling large Mercedes over rough Kenyan terrain and, latterly, of Fritschy getting sideways in Beetles, Minis and 911s. Not entirely forgotten, then. Oh, to crank up that DeLorean. Our feature 356 certainly remained in Kenya for some years, but the details are shrouded in mystery, save for illegible scrawl on ancient registration documents.

The car was eventually repatriated to Germany before making its way to the UK in the early 2000s, which is where our story marks an extraordinary rebirth and equally extraordinary driving adventures. Enter Richard Hunt, a “lifelong entrepreneur” and a man who clearly has driving adventure in his blood. He commissioned the rebirth of this 356 for an around-the-world (or at least as far as he and his wife, Melanie, could get) road trip, the kind Fritschy and Ellis would have approved of. Hunt’s history with the car begins in 2006, when he had a chance encounter with renowned marque specialist, Roger Bray, and was soon reminiscing over memories of previous 356 ownership. “It was meant to be,” Hunt recalls. “While travelling through Devon, Melanie and I passed Roger Bray Restorations. We were taken aback by the number of 356s in Roger’s custody.

We stopped, struck up conversation with Roger and got shown some of the amazing restoration work his team was carrying out. I was excited, not least because many years earlier, I owned a 1959 356 A and, later, a 1961 356 B Carrera Cabriolet, the latter a very rare Porsche.”

The question in Richard’s mind was one we all know the answer to. “Was the magic of driving a 356 all in my imagination?” he pondered. “Would a 356 translate well on modern roads? Roger kindly loaned us a 356 B Cabriolet for the day and we happily motored down to the Dorset coast. The magic of the 356 was still there.” And so, Project Ferdi was born, Ferdi being the name given to our Kenyan 356 A T2 survivor, which was by now in the possession of Roger Bray Restoration and ripe for adventure. We’ll come to this shortly, but first, adventures from another time, when a 356 was really just another old car.

“As a student in Germany in the 1960s, I travelled all over West and East Europe in my 356 A, most memorably through Hungary and Romania, until I had an accident and the car was rendered a write-off. In my defence, I was young and didn’t know any better. As I recall, the car’s engine ended up in a Beach Buggy. Remarkably, though, the Porsche, which was registered as 36 WMX, still exists. It was rebuilt and, by way of research undertaken by Export 56, the current owner got in touch. I went to view the car. I’ll be honest, it’s not a good way. In truth, given the cost of 356 restoration in the current climate, this particular example is probably beyond saving. Pity.”

Hunt’s 356 B Carrera Cabriolet tenure in the early 1970s is another tale of automotive days past. This car was powered by a two-litre four-cam flat-four. A rare unit then and now. “The car was advertised in Exchange & Mart for £900. It was a Belgian import painted grey and was notable for being rather heavy on oil. Unfortunately, the engine blew up when I was heading out of London and onto the M3 motorway. At the time, there simply wasn’t an abundance of expertise concerning these air-cooled powerplants, unlike today. Consequently, I loaded the engine into a Mini Traveller and drove to the Porsche factory in Stuttgart.” Different times. “At Zuffenhausen, the Porsche technicians I spoke to said they didn’t have any roller-bearing cranks at their disposal. They had to order one from Petersen Porsche in California.” Hunt makes all this sound really quite ordinary. “When the mechanicals were finally sorted, I had AFN spray the bodywork red. I then used the car to tour Europe, before driving it across America, where I sold it to one of the Beach Boys for $3,750.” As you do.

Incidentally, much like the aforementioned 1959 356 A, the 356 B Carrera Cabriolet is still around, last seen in Germany at a specialist classic Porsche emporium. And so, to the more recent past and Hunt’s vision for the perfect grand touring 356, based around this right-hand drive Kenyan 356 A T2. “The brief to Roger was simple: I wanted a 356 capable of keeping up with modern traffic. Our intention was to use the car for a trip around the globe, as well as general touring closer to home.” In 2007, restoration commenced in accordance with the brief. The Kenyan climate had been relatively kind to the 356’s body, but it hadn’t fully escaped the ravages any 356 can be affected by — almost a year went by as the shell was transformed on a chassis jig. The photographic evolution forms a visual masterclass of how a 356 should be revived and the craftsmanship such a task entails.

Body complete and resplendent in the pistachiolike Auratium Green (code 51712, for the Porsche colour fetishists among you), the nut-and-bolt refit commenced with all new or refurbished parts. In keeping with Hunt’s desire for current-world driving, the Roger Bray Restoration team sourced, rebuilt and installed a Super 90 engine. The electrics were converted to a twelve-volt system with an alternator replacing the dynamo. A high-pressure fuel pump and high-torque starter motor were also installed. And, with intentions for the car to tackle European mountain passes, a front disc-brake conversion was deemed necessary, as were Koni dampers and slightly wider wheels (five and a half inches), offering extra grip and security.

Inside, the 356 was completely retrimmed. The original seats, complete with factory optioned touring headrests, remained, with the only departure from standard specification being a lovely wood-rimmed steering wheel, plus inertia seat belts for convenience and safety. This was a 356 built for touring, and that’s exactly what it did, racking up an astonishing fifteen thousand miles. Consider the fact most of today’s 356s are lucky to get a run out to the nearest cars and coffee meet.

The Porsche’s longest trip since restoration is a three-thousand- mile adventure, which started in the UK’s Lake District and traversed through mainland Europe. It’s worth documenting the highlights, which would be a test for any Porsche, let alone one now sixty-five years old.

BACK TO THE BEGINNING

The trip started with a hop across the Channel, into France and on to Switzerland to take in Verbier and the Simplon Pass. From Switzerland, the open-air Porsche ventured into Italy in order to cruise Lake Como and to test those discs on the Stelvio Pass (and its 2,757 metres of altitude). Italy became Austria and a pilgrimage to Zell am See to pay homage to the Porsche family’s homestead. What of the Grossglockner High Alpine Road, where Porsche tested prototypes of the 356? It would be rude and remiss not to, wouldn’t it?! From there, a criss-cross route through Slovenia and Croatia, before returning to Austria. Specifically, Gmünd, where the 356 was born and the less-famous-than-the-one- in-Stuttgart Porsche Museum resides. While 356 production ceased in Gmünd in 1949, a 356 on local roads is still a poignant sight for the town. Exhausted? Hold on tight, because it’s time for the return leg of the trip — Ferdi and the Hunts motored through Salzburg, Baden-Baden and Reims before arriving back in the UK. Aside from the most minor of issues, the car didn’t put a wheel out of place, a brilliant testament to both the original 356 concept and the expertise on offer at Roger Bray Restoration, not to mention the singular vision of this cool Cabriolet’s proud owner. As he says, “Ferdi has always surpassed my expectations for pure driving pleasure, whether on country roads or major highways. This Porsche is comfortable, practical and always great fun. No matter how far we travel in the car, we have always looked forward to the journey ahead. Just like the various 356s I used to own, Ferdi needs to be driven. Moreover, this car benefits from being driven. It’s what Porsche were built for, after all. Make no mistake, to use and enjoy this car is to understand what an automotive milestone it was in 1959.”

Hunt is now eighty years old. His long-haul driving doesn’t take him as far as it once did. Following the outlined European road trip, his anticipated around-the- world adventure had to be curtailed for family — as well as practical — reasons, but he can surely be proud of rescuing a rare and significant piece of 356 history and adding a new chapter to its story. He recognises you never really ‘own’ a car like this. “You’re really a custodian,” he reasons. With this in mind, he has decided it’s time to pass this 356 on to a new owner.

There surely can’t be many 356s as well-travelled as this? And the story continues. Thanks to Export 56, Ferdi is off to another continent, that of Australia. Before it sets sail for Down Under, however, we are honoured to be granted a drive of this most timeless and travelled example of Porsche production history.

With the DeLorean out of action, it’s going to be down to my powers of imagination to evoke a Kenyan landscape, such as the hustle and bustle of downtown Nairobi, or even more incredible, the rutted tracks of the Masai Mara. Was that an elephant in the rear-view mirror? No, but the sun is out and the rural roads around Export 56’s Cranfield base are quiet, flowing and perfect for experiencing what is probably the best 356 I’ve ever driven, which shouldn’t come as a surprise, given many 356 enthusiasts consider the 356 A in T2 form to be the sweet spot of 356 production — 1955’s T1 was the first substantial upgrade to the model and the T2 subtly built on this development.

The drive is the stuff of time warp. Like any 356, this Cabriolet doesn’t respond well to ham-fisted interaction. There is a delicacy to the controls and a lightness to progress. This isn’t surprising for a car weighing a meagre 850kg. The Super 90 engine is, perhaps, delivering a little more than the figure would suggest, but like any pushrod flat-four, it’s not a revver, delivering its power in the mid-range, which makes for relaxed progress. Brisk rather than fast, but that’s okay because to drive a 356 efficiently is all about carrying speed.

This is where the narrow-tracked chassis and the skinny wheels and tyres (tucked into the arches) really deliver. It is just a delightful thing, drifting through corners, guiding via the large upright steering wheel, which responds to subtle movements, rather than big bites.

The controls have a spring to them. The wand-like gear lever drags slightly, before letting go and slotting across the dog-leg gate. The throttle response is slightly soft as the cable opens the twin downdraught Solex carburettors and the distinctive chatter of the flat-four fades into the wake. It is a privilege to drive Ferdi. Its new custodian is a lucky so and so. I hope he does something truly adventurous with this air-cooled classic, perhaps a long drive across Australia? Do send us a postcard.

Above Wooden steering wheel is a nice touch.

Below Evidence of the car’s touring life can be seen by way of windscreen stickers and motorway vignettes.

Above and below Following what many would consider a lifetime of adventure, the car is now making its way Down Under, where the next chapter in its story will be written. Above Super 90 engine gives the car a bit more ‘get up and go’, in keeping with its owner’s desire to own a 356 Cabriolet capable of holding its own in modern traffic.

Above and below Cabin is wonderfully equipped for cross-continent motoring.

TO THE MORE RECENT PAST AND HUNT’S VISION FOR THE PERFECT GRAND TOURING 356, BASED AROUND THIS RHD 356 A T2

Above The car underwent thorough rejuvenation at the Devon headquarters of renowned 356 specialist, Roger Bray Restorations. Facing page Supplied new to Nairobi, Kenya, this gorgeous green 356 A Cabriolet has travelled all over Europe.