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1968 Porsche 908 news, pictures, and information | ||
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 |  |  | Spyder Chassis Num: 908-016 |
908 Syder Chassis No. 908.016 of 1968
The 908's initally used short-tail and long-tail coupe bodies similar to those of the 907's, with engines that were basically two-liter sixes with two more cylinders and a bigger bore. Then came the various Spyders, including the 'Coke bottle,' the colorfully nicknamed 'Flounder,' the long-tail LeMans Spyder, and that nimble racer, the 908/03.All the 908 did was win Porsche's first World Championship in 1969 with five victories in a row. From 1968 through 1971, 908's won II world championship races and one Can-Am race.
This chassis is one of the first series and originally was a long-tail coupe. It ran at LeMans with Siffert and Herrmann driving in 1968. The factory rebodied it as a Spyder and it raced in that configuration several times, at least once with Larrouse Driving. This car is painted as Tony Dean's winning 908 in the Can-Am race at Road Atlanta in 1970. The only 3.0 liter car ever to win a Can-Am race against the big blocks.
This chassis #908-016 is one of the first series and was originally a long tail coupe. It ran at LeMans with Jo Siffert and Hans Herrmann driving in 1969.
The factory rebodied it as a Spyder. It raced in that configuration several times and at least once with Gerard Larrousse driving it.
It has been completely restored by Amalfi Racing with factory assistance.
S/N 908-016, originally a long tail coupe, raced at LeMans in 1969 with Jo Stiffert and Hans Hermann. It was re-bodied by the factory, raced again as a Spyder and restored by Amalfi Racing.
Due to the dominance of Ford's seven-liter GT40s in endurance racing, the France-based international regulatory body (FIA-Federation Internationale de l'Automobile) decided to change the rules for 1968. Cars built as Group 5 prototypes would not be limited to five-liter engines and Group 6 cars would be three-liters. Porsche's answer was the 908, equipped with a new three-liter, eight-cylinder engine.
The 908s were initially fitted with coupe bodies in both long- and short-tail configuration. In 1969 a long-tail 908 coupe came very close to capturing endurance racing's most significant prize, the 24-Hours of Le Mans, finishing a mere 400ft behind the winning Ford GT40. Porsche did, however, use its 908 to great effect by winning its first World Championship of Makes in 1969.
The 908 was also extremely successful as a spyder (open car). In its ultimate form, the lightweight 908/03 won the Targa Florio and Nurburgring races in 1970 and 1971, the car exclusively built for these two races where nimble handling is of paramount importance. Another variation of the 908 was the 'Flounder,' a spyder with its pinched body resembling a coke bottle.
This 908 is one of the first series and was originally bodied as a long-tail coupe. It ran at Le Mans in this configuration in 1968 and was later converted to a spyder by the factory.
The 908s were initially fitted with coupe bodies in both long- and short-tail configuration. In 1969 a long-tail 908 coupe came very close to capturing endurance racing's most significant prize, the 24-Hours of Le Mans, finishing a mere 400ft behind the winning Ford GT40. Porsche did, however, use its 908 to great effect by winning its first World Championship of Makes in 1969.
The 908 was also extremely successful as a spyder (open car). In its ultimate form, the lightweight 908/03 won the Targa Florio and Nurburgring races in 1970 and 1971, the car exclusively built for these two races where nimble handling is of paramount importance. Another variation of the 908 was the 'Flounder,' a spyder with its pinched body resembling a coke bottle.
This 908 is one of the first series and was originally bodied as a long-tail coupe. It ran at Le Mans in this configuration in 1968 and was later converted to a spyder by the factory.
 |  |  | Coupe Chassis Num: 908-019 |
This factory car participated in only one race, the Austrian Grand Prix at Zeltweg. It was used as a street car in Australia for many years, and then restored back to a race car. This car has the original body with matching numbers of engine and gearbox cases.
 |  |  | Coupe Chassis Num: 908-010 |
The first of the 3-liter 908s was introduced at the Le Mans test weekend in April of 1968 and was subsequently raced at the 1,000 Kilometers of Monza in Italy and Nurburing in Germany prior Spa in May of 1968. Two fresh short-tail coupes were brought to the 1,000 Kilometers of Spa in May of 1968, chassis numbers 908-010 (car number 6) and 908-011 (car number 5).
As was often the case at Spa, the weather was extremely wet. Vic Elford and Jochen Neerpasch were assigned to -010 and qualified 4th for the starting grid. Vic Elford drove the first 32 laps, leading on a few occasions, then turned the wheel over to Neerpasch. After only two laps Neerpasch slid off track into a telegraph pole.
The heavily damaged car would not race again for Porsche and was sold to a private party in Switzerland. In the late 1990s Dale Miller discovered the car, brought it to the United States and sold it to Bill Ferren. Ferren oversaw a complete restoration, concluded in time for the 2004 Rennsport Reunion at Daytona. In December of 2006, Cameron Healy of Portland, Oregon purchased the car and brought it to the West Coast where it is being actively raced in vintage events.
 |  |  | Coupe Chassis Num: 908-008 |
Vic Elford was one of the key elements in the Porsche effort. He won three times - Daytona, Targa Florio and Nurburgring. The car, chassis number 008, was his winning mount for the Nurburgring 1000km race.
Extreme weather conditions in qualifying caused Vic and co-driver Jo Siffert to start 27th on the grid. Undeterred by the continuing raining and hail during the race, they took the lead at the halfway point and never looked back. The margin of victory was a full three minutes over the second place Porsche. This was the first of four consecutive victories for Vic Elford at this storied race.
The Porsche racing legacy began with the very first cars that it produced. Dr. Ferry Porsche was the company creator and racing enthusiasts who understood the benefits of racing participation. Prior to the 908, the Porsche victories had been in their class rather than overall wins, due to their small engines when compared with their competition.
The 908 was identical to the 907 both in long and short tail form, except for the engine. The eight cylinder, three-liter 908 was Porsche's first attempt to win The World Manufacturers' Championship. In 1967, Hans Mezger, an employee of Porsche and an individual who would later design the 917 Type 912 12-cylinder, began the design and production of their power-plant that would finally equal the competition and make it a contender for the overall victory. The three-liter engine was a modified version of the four cam six-cylinder engine that had been used in the Type 901 flat six used in the 911. With dry sump lubrication, titanium rods and bolts, aluminum heads and cylinders, and sodium filled valves, the engine was technologically advanced, lightweight, and rugged. The bore was enlarged to 84 mm and fitted to the 907's six-speed transaxle. However, from 1969 a new five-speed gearbox was used.
The 908/3 engine produced 350 horsepower which was low when compared with the other Manufacturers engines. The reason the 908 was competitive was because it was light and its power-to-weight ratio was better than most.
The racing history for the 908 began at the 1968 Nueburging 1000km. The short-tail coupe driven by Vic Elford and Jo Stiffert won the event. Another race in Austria had Stiffert finishing first and Kurt Aherns finishing second. By now, the shortcomings of the 908 were evident. It suffered from crankshaft-induced torsion vibrations causing many of the engine components to fail, including the alternator. There where aerodynamic instabilities, wheel bearing failures, gearbox failures, and frame breakage. These issues were addressed in time by changing the firing order of the engine, adding fins and fifteen inch wheels, and using a new Type 916 transaxle.
The 908 was entered in the 1968 Le Mans 24 Hours where it finished third behind the second place 907.
For the 1969 season and with a years worth of 908 growing-pains realized, it was ready for victory. Unfortunately, the 908 was unable to capture the checkered flag at Daytona or Sebring. The 917 was debuted at the Geneva Auto Show and the 908 was becoming old news. The mechanical shortcomings in the 908 were once again addressed and the remainder of the season was positive. A win at Targa Florio along with many other victories earned Porsche with its initial FIA World Manufacturers Crown.
The 908 had an illustrious career both on the race track and as a movie star. Porsche 908#022 was used in Steve McQueen's film about LeMans. The movie was to be a documentary of the of the 24 hour race. In preparation for the movie and for LeMans, Steve raced the 908 during the 1970 season. The vehicle was DNF'ed at Riverside International Raceway due to a gearbox failure. A first place finished was achieved at the Phoenix International Raceway. At the Sebring International 12 Hour Endurance Race, another amazing race, it was Ferrari with Mario Andretti behind the wheel who would emerge victorious by a mere 22 seconds. The 908 place second overall and first in the Sports Prototype class. 908.022 was entered in LeMans but Steve McQueen was unable to race. The film's backers did not want to take the chance of having their movie star injured or worse. So Herbert Linge and Jonathan Williams drove 908.022 to a ninth place finish. The pit stops for 908.022 were longer than most due to the additional duties involved such as changing the camera film. McQueens LeMans paid homage to the greatest endurance race in the world, the greatest cars of the time, and the greatest drivers. It is an excellent souvenir, documentary, and memento.
The entire racing career for the 908 included eleven championship victories over a span of four years. One of the closest and memorable LeMans race was in 1969 where the 908 finished in second place. The 917 had been retired after hour 22 due to clutch failure. The race came down to a Ford GT 40 and the Porsche 908. The John Wyer's Ford GT 40 finished less than 70 yards in front of the 908. The LeMans race would ultimately become the one that would forever elude the 908.
The 908 is one of many great Porsches from the 1960's. The 904, 906, and 917 often overshadow the 908's success. The mechanical difficulties that plagued the 908 kept it from achieving some important victories but its accomplishments are undeniable and legendary.
By Daniel Vaughan | Feb 2008
For more information and related vehicles, click hereThe 908 was identical to the 907 both in long and short tail form, except for the engine. The eight cylinder, three-liter 908 was Porsche's first attempt to win The World Manufacturers' Championship. In 1967, Hans Mezger, an employee of Porsche and an individual who would later design the 917 Type 912 12-cylinder, began the design and production of their power-plant that would finally equal the competition and make it a contender for the overall victory. The three-liter engine was a modified version of the four cam six-cylinder engine that had been used in the Type 901 flat six used in the 911. With dry sump lubrication, titanium rods and bolts, aluminum heads and cylinders, and sodium filled valves, the engine was technologically advanced, lightweight, and rugged. The bore was enlarged to 84 mm and fitted to the 907's six-speed transaxle. However, from 1969 a new five-speed gearbox was used.
The 908/3 engine produced 350 horsepower which was low when compared with the other Manufacturers engines. The reason the 908 was competitive was because it was light and its power-to-weight ratio was better than most.
The racing history for the 908 began at the 1968 Nueburging 1000km. The short-tail coupe driven by Vic Elford and Jo Stiffert won the event. Another race in Austria had Stiffert finishing first and Kurt Aherns finishing second. By now, the shortcomings of the 908 were evident. It suffered from crankshaft-induced torsion vibrations causing many of the engine components to fail, including the alternator. There where aerodynamic instabilities, wheel bearing failures, gearbox failures, and frame breakage. These issues were addressed in time by changing the firing order of the engine, adding fins and fifteen inch wheels, and using a new Type 916 transaxle.
The 908 was entered in the 1968 Le Mans 24 Hours where it finished third behind the second place 907.
For the 1969 season and with a years worth of 908 growing-pains realized, it was ready for victory. Unfortunately, the 908 was unable to capture the checkered flag at Daytona or Sebring. The 917 was debuted at the Geneva Auto Show and the 908 was becoming old news. The mechanical shortcomings in the 908 were once again addressed and the remainder of the season was positive. A win at Targa Florio along with many other victories earned Porsche with its initial FIA World Manufacturers Crown.
The 908 had an illustrious career both on the race track and as a movie star. Porsche 908#022 was used in Steve McQueen's film about LeMans. The movie was to be a documentary of the of the 24 hour race. In preparation for the movie and for LeMans, Steve raced the 908 during the 1970 season. The vehicle was DNF'ed at Riverside International Raceway due to a gearbox failure. A first place finished was achieved at the Phoenix International Raceway. At the Sebring International 12 Hour Endurance Race, another amazing race, it was Ferrari with Mario Andretti behind the wheel who would emerge victorious by a mere 22 seconds. The 908 place second overall and first in the Sports Prototype class. 908.022 was entered in LeMans but Steve McQueen was unable to race. The film's backers did not want to take the chance of having their movie star injured or worse. So Herbert Linge and Jonathan Williams drove 908.022 to a ninth place finish. The pit stops for 908.022 were longer than most due to the additional duties involved such as changing the camera film. McQueens LeMans paid homage to the greatest endurance race in the world, the greatest cars of the time, and the greatest drivers. It is an excellent souvenir, documentary, and memento.
The entire racing career for the 908 included eleven championship victories over a span of four years. One of the closest and memorable LeMans race was in 1969 where the 908 finished in second place. The 917 had been retired after hour 22 due to clutch failure. The race came down to a Ford GT 40 and the Porsche 908. The John Wyer's Ford GT 40 finished less than 70 yards in front of the 908. The LeMans race would ultimately become the one that would forever elude the 908.
The 908 is one of many great Porsches from the 1960's. The 904, 906, and 917 often overshadow the 908's success. The mechanical difficulties that plagued the 908 kept it from achieving some important victories but its accomplishments are undeniable and legendary.
By Daniel Vaughan | Feb 2008
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