Porsche 907

The Porsche 907 was a racing car, the Porsche KG. The vehicle was based on the Porsche 910 and was his successor. The car was used by the factory team in 1967 and 1968 until its replacement by the Porsche 908 in the sports car world championship.

From 1969 to 1972 some private teams were a racing car in the World Sportscar Championship, Sports Car Championship and in the Inter series.

  • 2.2.1 body
  • 2.2.2 Suspension
  • 2.2.3 Engine and transmission
  • 3.1 1967 - The first race at Le Mans
  • 3.2 1968 - class victory in the World Championship of Makes
  • 3.3 1969 and 1970 - Appearances in the sports car world and European championship
  • 3.4 1971-1972 - The last missions
  • 3.5 The results 1967-1972
  • 6.1 Porsche database
  • 6.2 Report on the Internet


In October 1967, the FIA announced a rule change in the brand's world championship for prototypes and sports cars. From the season 1968 prototype racing cars were only allowed to be used with a displacement of three liters. In the sports car, the engine capacity was reduced to five liters. Due to the change in rules, the two manufacturers Ferrari and Ford were not allowed to use their strongest and most successful racing cars such as the Ferrari 330P4 and the Ford GT40 with 7-liter engine continues in the race series.

Porsche had the development of the 3- liter eight-cylinder boxer engine, which was later used in the 908, not yet finished, and decided with the 907 an aerodynamically optimized race car based on the develop 910 to the high-speed tracks like Le Mans, Monza and Spa - Francorchamps with the established 2.0 - to celebrate and 2.2-liter engines, the first victories. Through the combined use of 907 and 910, Ferdinand Piech development manager hoped, then at Porsche to win the World Sportscar Championship.

Model development

907 long-tail ( 1967-1968 )


The structure of the space frame of the Porsche 907 and the 910 were largely identical. Optimized for the Le Mans race bodywork of the long tail, however, was fundamentally new and differed by over the 910 by about 0.5 meters extended tail. The body was streamlined in a low air resistance has to offer and thus to achieve high speeds. The cockpit was given a slim and elongated shape. The windshield was longer than its predecessor and had already shaping as it was later adopted for the 908 Coupé. Behind the driver's seat, the cockpit was extended flush through a transparent louvered plastic hood. Under the hood, there was the engine. At the rear edge a continuous movable flap was attached to dissemble about the suspension depending on corner entry and the optimum pressure ensured.

An important innovation was the first time in a Porsche race cars arranged on the right side of the steering wheel and the driver's seat. This arrangement brought the pilots on most racetracks benefits, because they were traveled in a clockwise direction and the driver got a better idea.

In the first 1967 used long-tail version is no opening for the fresh air supply the driver was incorporated in the car front. Due to lack of air, the temperature rose in the cockpit during the race strongly and it also came fumes into the interior. This additional burden for the pilot questioned the developer from the 1968 season off by a central front opening.

Landing gear

The chassis with the suspension was virtually unchanged from the Porsche 910. The 907 had an independent suspension with wishbones and front and rear longitudinal Längszugstreben pushrods. The suspension and damping were used coil springs and telescopic hydraulic shock absorbers. Adjustable stabilizers were used front and rear to avoid tilt movements.

The disc brakes were raised hydraulically via two-loop cooling system. The division was made into a front and rear circuit, its brake force distribution could be adjusted individually. The first time tested on the front axle at 910 internally ventilated brake discs have been installed by default when 907.

The car drove in front on 8J x 13 wheels with 5.25 13 tires and rear 9.5 J x 13 wheels with 7:00 -13 tires. The lightweight 13 -inch wheels already used the 910 with central locking consisted of die-cast magnesium.

Engine and transmission

The two 1967 used the 24- hour race at Le Mans long-tail coupés were equipped with the proven air-cooled 2.0-liter six-cylinder boxer engine, the Type 901, which was also used in the Porsche 906 and 910. The control valve per cylinder line was over a driven by a chain camshaft. The engine had a fuel injection and performed at 8000 rpm maximum of 162 kW (220 hp).

The long-tail vehicles used later received the more powerful 2.2-liter eight-cylinder boxer engine of the type 771 This also air-cooled fuel-injected engine had two driven by bevel camshafts per cylinder bank for valve control. With a compression ratio of 10.2: 1 was made by the engine 198 kW ( 270 hp) with a maximum speed of 8600/min.

All of the cars had a fully synchronized five-speed transmission of type 906 with a locking differential.

907 short-tail (1968 )


The 1967 collected with the 910 Berg Spyder in the European Hill Climb Championship positive experiences, Porsche partially into the 907 short-tail coupe. As with Bergspyder the trellis frame made ​​of aluminum instead of steel was made ​​to save weight. The outer skin was similar to the 910 Coupé. However, the cockpit as constructed at 1967 907 Langheck was streamlined and narrow with its flat windshield as the 910 The raised reaching up to the roof side window gave a good panoramic view. In contrast to the long tail of the engine was not covered by a transparent plastic cover. Like the 910, the cockpit roof ended with a tear-off edge. Under the horizontal to the rear body-colored plastic plate the air intake vents and the blower motor were. The fold- back rear had a fixed spoiler.

Landing gear

The chassis of the 907 long-tail was taken over unchanged for the short-tail coupe. The only difference between the two vehicles were mounted on the rear axle 13 -inch wheels. In short tail, the developers put in place of the 9.5 inch wide rims, a new 12 inch wide rims.

Engine and transmission

When introduced in 1986 Porsche coupe built at the beginning of the air-cooled 2.2-liter eight-cylinder boxer engine, which carried a maximum of 198 kW ( 270 hp ), a. The proven five-speed manual transmission type 906 was carried over unchanged from the 907 long-tail Porsche.

After the 1968 mark World Championship season, some were sold to customer Porsche 907 the eight-cylinder boxer engine of the type 771 with the 2- liter engine. This had air-cooled fuel-injected engine with the ratio of 10.4: 1, a higher compression ratio than the 2.2-liter version and performed at a speed of 8800/min maximum of 191 kW (260 hp).

Racing history

1967 - The first race at Le Mans

At the 24 - hour race at Le Mans in 1967, Porsche sold for the first time the newly developed and optimized for this race a 907 long-tail. At the launch were two vehicles, one of which driven by Jochen Rindt and Gerhard Mitter car after the 103 round excluded prematurely with a broken camshaft. In contrast, Joseph Siffert and Hans Herrmann were able to place their car to fifth place behind two Ford GT40 and Ferrari 330P4 and celebrate the victory in the P2.0 class. On the long Mulsanne straight of the equipped with a 2- liter six- cylinder boxer engine racing car reached a top speed of 302 km / h Due to the low fuel consumption of 14.51 liters per 100 km, Porsche won the coveted Index and Performance Evaluation with the car.

The second and final use in the World Sportscar Championship season in 1967 had the 907 long-tail at the 6- hour race at Brands Hatch. There, the car has already been used with the 2.2 - liter eight- cylinder boxer engine. The race ended Hans Herrmann and Jochen Neerpasch with fourth place in the standings behind the Porsche piloted by Joseph Siffert and Bruce McLaren 910

1968 - class victory in the World Championship of Makes

For the 1968 season, Porsche real prospects figured on winning the title of World Sportscar Championship. Ferrari remained in protest because of the FIA regulations change from all runs away and Ford could not use his strong GT40 and Ford developed the P68 as a competitor to the Porsche racing cars.

The first results of the first two World Cup races met the expectations of Porsche. At the 24 - hour race at Daytona drove of four launched 907 long-tail with 2.2 -liter engine to the first three places for triple victory. The only comparable prototypes were the Alfa Romeo Tipo 33/2 with 2- liter engine, but remained a chance. In the following 12 - hour race at Sebring, the Porsche 907 short-tail achieved a double victory before two Chevrolet Camaro.

Ford had until the third race in the regulations, the reduction to 50 produced vehicles that were necessary for the sports car homologation used and performed with the 4.7 -liter street version of the GT40 in the S5.0 class at 6 -hour race of at Brands Hatch. The two of Gerhard Mitter and Ludovico Scarfiotti and Vic Elford and Jochen Neerpasch driven 907 finished the race in second and third place behind the Ford GT40 of Jacky Ickx and Brian Redman. In the next race at Monza Rolf Stommelen and Jochen Neerpasch reached with their long-tail coupe behind a GT40 set up by the John Wyer Automotive team to second place and P3.0 - class victory.

At the Targa Florio, the Vic Elford and Umberto of Maglioli drove 907 before two Alfa Romeo Tipo 33/2 and gave Porsche won third overall victory of the season. Substantial contribution to the victory had Vic Elford, who was after a puncture defend with a new lap record in first place in front of the Alfa Romeo cars.

In the 1000 km race at the Nürburgring, Porsche sold first time the 908, who won with Joseph Siffert and Vic Elford. The piloted by Hans Herrmann and Rolf Stommelen 907 short-tail reached the second place in front of a Ford GT40. At the race in Spa -Francorchamps continued the work team to 907 for the last time. The distance traveled by Gerhard Mitter and Jo Schlesser car came behind the GT40 of Jacky Ickx and Brian Redman to second place in the overall standings.

In the 6- hour race at Watkins Glen, the 500 - km race at Austria ring and the 24- hour race at Le Mans the factory team just went with the Porsche 908 at the start. The 907 was only reinstated by the Swiss private team Squadra Tartaruga at Le Mans next to the factory 908. The piloted by Rico Steinemann and Dieter Spoerry long-tail racing car is placed before a 908 to second place overall and achieved victory in the P3.0 class. The race was won by the GT40 with Pedro Rodriguez and Lucien Bianchi from the John Wyer Automotive team.

Porsche missed the mark World Championship title, which went to Ford and had to settle for the P3.0 - class victory.

1969 and 1970 - Appearances in the sports car world and European championship

As the end of the racing season in 1968 put the Porsche factory team, only the 908 in the long - and short-tail version and as of June 1969 Porsche 917 in the sports car world championship one. The Porsche 907 was sold to private teams, the 1969 and 1970 this successful insertion into World Championship races. Particularly outstanding were the results in 1969 in the 12 Hours of Sebring and the 1000- km race at Monza. At Sebring, drove Àlex Soler- Roig and Rudi Lins 907 on the fourth. At Monza, Gerhard Koch and Hans -Dieter Dechent could celebrate a third place in the overall standings with 907 of the German BG Racing Team.

1970 started the private teams with the 907 in the P2.0 - class branded World Cup. There, the team Wicky Racing and Hans -Dieter Blatzheim could drive out class victories in the 1000 km race at Monza, Spa -Francorchamps and the Nürburgring.

The Porsche 907 was established in 1970 partly used as Spyder conversion of some private drivers in the newly established Sports Car Championship for 2 -liter sports cars and prototypes. There, the race car had to maintain 910 mainly against vehicles such as the Chevron B16, Abarth 2000S, Lola T210 and Porsche. The 300 - km race from Hämeenlina Willi Kauhsen reached with a Spyder conversion and a second place at the Southwest Cup at Hockenheim drove Hans -Dieter Blatzheim with a coupe to third place in the final result. After the 1970 season, the 907 was no longer used in the European Championship.

In addition to the sports car championship started in 1970, some private drivers with the 907 also in some races of the Inter- series and achieved there top ten places.

1971-1972 - The last inserts

1971 and 1972 was the 907 only used successfully by Wicky Racing Team in three brand world championship races. At the 24 - hour race at Le Mans in 1971 Walter Brun and Peter Mattli were able to celebrate the 7th place in the overall standings and the victory in the P2.0 class. A year later, Peter Mattli and Hervé Bayard won the 1000- km race at Monza in fourth place behind two Ferrari 312 PB and a Porsche 908/ 03 in the overall standings. In Le Mans, at its last use, the 907 of the team drove to 18th place and second place in the standings S2.0.

The results 1967-1972


The Porsche 907 was produced from 1967 to 1968 and used in the following models: