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Porsche 908

Porsche was a big underdog during the 1967 World Championship. Despite using engines no larger than 2.2 liters, Porsche lost the World Championship of Makes by one single point in 1967. Porsche decided to up engine size and even the odds. The 908’s mid-mounted engine was essentially a larger version of that used by the 2.2-liter 907. The FIA’s new three-liter prototype (Group 6) and five-liter sports car (Group 4) regulations adopted for 1968 presented the right opportunity. Porsche would build 31 examples of the 908 from 1968 to 1973 in both long-tail and short-tail coupe and Spyder configurations. See all Porsche 908 Research.

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Porsche 908 Turbo
Porsche 908

Porsche 908/03 Spyder Turbo (1975 – 1981)

Porsche decided to end its 20-year history of factory sports car racing and sold the 908/03 cars to customers. In 1975, some 908s were fitted with turbocharged engines, similar to those used in the Porsche 934 GT car. Several customer-908s were upgraded with 936-style bodywork. The Porsche 908/80 Turbo of Joest and Jacky Ickx which finished 2nd in the 1980 24 Hours of Le Mans turned out later to have a real Porsche 936 chassis, though.
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Porsche 908

Porsche 908/03 Spyder (1969 – 1971)

Although Porsche concentrated primarily on development of its twelve cylinder 917 from the middle of 1969, the eight cylinder 908 was also developed further. This 908 received a completely new tubular frame based on that of the 909 Bergspyder and its three liter engine was moved forward by mounting the gearbox ahead of the differential to achieve more equal weight distribution.
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Porsche 908

Porsche 908 LH Flunder Spyder (1969 – 1975)

The longer tail 908 Spyders were created only with the Flunder body - the body that's upper surface is almost flat between the axles - and not with the "normal" curvy Spyder body. Very few LH Flunders were created, both with 908/02 and 908/01 chassis numbers. 908 LH Flunder Spyder was first used at the 1969 Le Mans 24h race by Jo Siffert and Brian Redman, but they had to retire because of the gearbox failure. The only excellent result was 3rda at the 1970 Le Mans.
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Porsche 908/02 Flunder
Porsche 908

Porsche 908 K Flunder Spyder (1969 – 1975)

The 908/02 K Spyder and 908 K Flunder Spyder were basically the same cars with slightly different bodyworks. If you look at the non-Flunder Spyder, you see that the body drops after the front wheel arch and rises again before the rear wheel arch. In the Flunder version, this concavity doesn't exist. The difference between the two versions was mainly visual, no difference in racing use. The first competition the Flunder was entered, was the Nürburgring 1000 km on June 1, 1969.
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Porsche 908

Porsche 908/02 K Spyder (1969 – 1972)

Introduced in 1969, the three-litre 908/2 is an evolution of the Porsche 908K Coupe. As the rule book for the season no longer required a minimum windscreen height nor the requirement to run a spare wheel, Porsche opted for a much lighter Spyder body; which looked like a chopped version of the short-tail Coupe used in 1968. The Spyder body was perfectly suited for high downforce races like the Nürburgring 1000 km and the Targa Florio. It was also about 100 kg lighter than the Coupe.
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Porsche 908K
Porsche Race Cars

Porsche 908/01 K Coupé (1968 – 1969)

The Porsche 908/01 K Coupé was basically a 907 K with the new 3-litre flat-8. “K” in the designation stands for Kurz which is “short” in German, meaning the car had short-tail body compared to the 908 LH (“langheck”, long-tail). Although 907 and 908 were similar, there was a visual difference - the 907 had symmetrical front openings and the 908/01 K had asymmetrical. The 908/01 K debuted on May 19 at the Nürburgring 1000 km race and won it outright.
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Porsche 908/01 LH Coupé
Porsche Race Cars

Porsche 908/01 LH Coupé (1968 – 1969)

The FIA’s new three-liter prototype (Group 6) and five-liter sports car (Group 4) regulations adopted for 1968 presented the opportunity for Porsche to update its 907, which had won races but lost the championship. In came a 2997 cc flat-eight engined 908. Despite its aero appearance, it was no easy car to drive fast, weaving as speeds approached 200 mph. Despite winning the 1000km Nürburgring, the 908 was anything but convincing in 1968.
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