1970 Porsche 908/3 news, pictures, and information

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Spyder
Chassis Num: 006

The 908/3 was Porsche's secret weapon for 1970 and was so effective that it never really got it's proper due. Built as a complement to the awesome 917, which overshadowed the 908/3, it assisted in securing Porsche's second straight world manufacturer's championship that year, as well as the 1971 championship. The concept of the car was a scaled down version of the 917, with they eight-cylinder engine from the previous 908/2, and a very special gearbox with the differential AFT of the transmission, thus having the driver/engine/transaxle assembly between the two axle assemblies (a true mid-engined car). A total of 13 examples were built to be utilized for only two races in 1970: The Targa Florio and the 1000km at the Nurburgring, winning both handily. A repeat appearance at the same two races in 1971, winning the Nurburgring, and the 908/3 went into retirement. Four of the cars were sold to privateers who campaigned the cars competitively for an unheard of additional 9 years. Perhaps the greatest testimony for the 908/3 turbo was in 1982 when on was leading the FIA Norisring race ahead of Porsche's Werkes Team 956's...a 12 year old car leading the state of the art 1982 LeMans winner for the initial 1/4 of the race!

This car, chassis 006 was sold to Dennesburger Racing in 1975. Driven by Herbert Mueller, the car finished 34d at Mugello, 9th at Dijon, DNF at Monza and Spa, and was 9th at the Osterreichring. Sold then to Kremer Racing it was campaigned by Klaus Ludwig to the 1977 German Sports car championship. Kremer later restored the car back to its 1971 configuration and sold it to collector Hans Deiter Latsheim of Colgne in 1980. Dale Miller purchased the car in 1995 and sold it to John Wean in 1996. Wean campaigned the car for two years in selected vintage events and traded it back to Miller, who sold it to a former Indy 500 winner and 3-time CART champion, Bobby Rahal. Rahal ran the car for one season and sold it on to it's current owner Greg Galdi in early 2003.

Owners:
1975: Herbert Mueller
1977: Klaus Ludwig
1980: Hans Deiter Blatzheim
1995: Dale Miller
1996: John Wean
1998: Bobby Rahal
2003: Greg Galdi

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Spyder

Ferdinand Piech was obsessed with winning the World Manufacturers Championship in 1970, having sipped the champagne from Porsche's first championship in 1969. Piech was certain that Ferrari was building a 'secret' lightweight car to contest the short circuits, so a complement to the 917 was designed for contesting the Targa Florio and the Nurburgring events. Ferrari's 'secret weapon' never appeared and the Porsche 908/3 dominated the Targa and the Nurburgring so strongly that they were brought out of retirement for 1971, contributing to Porsche's domination of both the 1970 and the 1971 Manufactrer's Championship. Thirteen of these cars were built. Weighing a svelt 1,125 pounds with 350 horsepower, the 908/3 won both the Targa and the Nurburgring in 1970 and again in 1971. Perhaps even more impressive is the fact that these cars were competitive for 10 years, with a turbo-engined 908/3 winning a championship race as late as 1980.

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Spyder
Chassis Num: 008

This light and nimble Porsche 908/03 (chassis number 008), one of 13 built, won 1970 Targa Florio and the Nurburgring 1000 Kilometer races. Drivers included Brian Redman, Jo Siffert and Vic Elford. The 908 was originally a closed coupe, but in 1969 it was redesigned as a lighter open spyder named 908/02. For the 1970 season it was redesigned into the more compact 908/03, in order to contest just two races, the Targa Florio and the Nurburgring, both of which were run on twisty circuits that demanded high levels of maneuverability. The 908/03s had flat-eight 3-liter engines that produced 370 hp and top speeds of nearly 175 mph. Weighing only 1,200 pounds these cars boasted an astounding power to weight ratio of just 3.24 pounds per horsepower!

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.

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