Porsche 910

The Porsche 910, also called Carrera 10 was a race car, the Porsche KG. The car was an evolution of the Porsche 906 and was inducted into the World Sports Car Championship and the European Hillclimb Championship from 1966 to 1968 by the factory team.

With the 910 Bergspyder designed specifically for the European Hill Climb Championship, Porsche won the title in 1967 and 1968.

  • 2.2.1 body
  • 2.2.2 Suspension
  • 2.2.3 Engine and transmission
  • 3.1 1966 - The first use in a mountain race
  • 3.2 1967 - Victory in Europe - Climb Championship and World Championship of Makes
  • 3.3 1968 - Another victory in the European Hill Climb Championship
  • 3.4 1969 and 1970 - Appearances in the British Sports Car Championship
  • 3.5 1971-1973 - The last missions
  • 3.6 The results 1966-1973
  • 6.1 Porsche database
  • 6.2 Report on the Internet


The 906 was Porsche with more than 50 vehicles sold and a commercial with the P2.0 and S2.0 - class victories in the World Sportscar Championship, winning the title in the European Hill Climb Championship 1966, a sporty hit. However, Porsche realized that with a cheap mass-produced race car in the brand's World Cup victory was no overall long term possible. In developing the 910, only the use of the Porsche factory team and no sales of new cars to customers already had been planned. So was the 910 as opposed to 906, the first Porsche sports car, which was no longer approved for use on public roads.

Basis for the 910 made ​​the previous 906, whose basic design, engines and transmissions were taken. As a sports car prototype no 50 vehicles were necessary to obtain the homologation, so that a total of only 35 units were built.

Model development

910 Coupe ( 1966-1968 )


The body shell of the 910 was made ​​of plastic and was glued to the bearing space frame. The aerodynamically designed shape was similar except for a few differences in the body of the Porsche 906 Coupé So when the doors opened to the front and were not as opened the predecessor as wing doors upward. The roof was put on and let off, what tall riders came to meet. Another distinguishing feature between the two types was the engine cover, which consisted of transparent Plexiglas with the 906, which was streamlined obliquely from the cockpit to the tail. The 910 had the contrary, behind the cockpit and a spoiler including a horizontally arranged, color-keyed plastic plate. The tail could be completely opened to the rear to go for maintenance of the engine and transmission. The race car had room for two seats and was designed as a left-hand drive. Could be Boarded by both sides of the vehicle. In use, only the driver's seat was included left in the vehicle.

The frame construction was used in addition to the stabilizing and supporting function additionally as oil feed system. In the steel pipes, the engine oil from the engine was sent to the coolers in the car front and back. Through these and other weight-reducing measures for the tires, the vehicle weight was reduced by 580 kg by 40 kg compared to the 906.

1967 Porsche upgraded some 910 with an eight-cylinder instead of a six-cylinder engine. This 910/8 vehicles mentioned had 600 kg, a slightly higher curb weight than the 910/6-Modelle used since 1966. From the outside, both vehicles are differentiated by modifying the engine covers at the rear.

Landing gear

The chassis of the 910 has been redesigned. The car had independent suspension with wishbones and Längszugstreben front and rear longitudinal thrust struts. For suspension and damping progressively acting coil springs and telescopic hydraulic shock absorbers were used. Front and rear transverse and infinitely adjustable stabilizers reduced the inclinations of the vehicle in curves.

The hydraulically actuated disc brakes were separated by a two-circuit system in a front and back circuit. The brake force distribution could be adjusted and the requirements of the driver and distance to be adjusted. Along with the 8- cylinder engine, Porsche at the Targa Florio in 1967 for the first time the front instead of the standard brake discs internally ventilated brake discs a. To save in races at the brake pad change time, Porsche introduced from the end of the 1967 season so-called quick-release brakes, could be replaced by simply folding in which a spring bar and the brake pad.

A large weight saving achieved by changing the developers of 15 -inch wheels on 13 - inch wheels. When used Porsche 906 15 - inch steel wheels that were attached with five lug nuts. The 910 was lighter 13 -inch wheels made ​​of die-cast magnesium with central locking, which were attached by means of a light-metal hexagon nut. Front were on 8J x 13 rims 5.25 13 tires and rear used on 9.5 J x 13 wheels 7:00 -13 tires, as used in Formula 1.

Engine and transmission

The first Porsche 910 in 1966, even the Porsche 906, equipped as with a 2.0 -liter six- cylinder boxer engine, the Type 901. Like the time at Porsche usual had the engine air cooling with axial fan. The valves were controlled via one overhead camshaft driven by chain on each cylinder bank. The fuel -air mixture was prepared by an injection system. The engine produced at a compression ratio of 10.3: 1 Maximum 162 kW (220 hp) at 8000 rpm.

A year later, some vehicles were to start at the Targa Florio, instead of the six- cylinder engine, an air-cooled 2.2-liter eight-cylinder boxer engine of the type 771 engine of this type was also previously used in the 906 in some races. To keep the weight of the engine is low, many engine parts were made ​​of lightweight material. Thus, the crankcase was specially made ​​of magnesium. The cylinder heads were made ​​of light metal. Fully assembled the engine weighed 145 kg, which is only about 10 kg more than the six- cylinder engine, two overhead camshafts per cylinder bank, which were driven by bevel, controlled the valves. The one with a ratio of 10.2: 1 Engine compacted reached a maximum output of 198 kW ( 270 hp) at 8600/min. Other technical features of the engine were dry sump lubrication, Bosch fuel injection and a transistor dual ignition. The spark plugs had with platinum electrodes.

For the power transmission to the rear axle, Porsche one a fully synchronized five-speed transmission of type 906, which was derived from the standard transmission of the Porsche 911. In addition, a multi-disc limited-slip differential was installed.

910 Berg Spyder ( 1967-1968 )


The used in the European Hill Climb Championship in 1967 and 1968, 910 Bergspyder differed most clearly through the body of the coupe used in the brand's world championship. Setting up the developer used many light materials in order to keep the weight of the vehicle low. So was the tubular frame made ​​of lightweight aluminum instead of the usual steel. The body shell was made ​​of very thin plastic and had no doors. The driver sat in an open cockpit with a low windshield and no roof.

At the rear, there was first a 1967 on the suspension operated through flap ( Spoilers ) in order to increase the contact pressure during cornering driveways. The following year it was replaced by two separate flaps on the left and right, were also adjusted on the suspension, and vary, depending on the degree of unloading or loading of the wheels during removal or compression.

Along with other weight-reducing components made of titanium and measures such as the use of a small only 15 to 16 liters of gasoline -making tanks weighed the Bergspyder in the 1967 season just around 500 kg. The weight could be reduced again to 450 kg for the following season.

Landing gear

The chassis and the tires were taken almost unchanged from the racetrack model. Only in the brake system, Porsche very lightweight brake discs made of beryllium and calipers from titanium. Just the beryllium discs which saved over the standard steel discs a 14 kg.

Engine and transmission

The Bergspyder had the air-cooled eight-cylinder boxer engine of the type 771, which, however, compared to the coupe only a displacement of two liters and had been built of lighter components. He made 198 kW ( 270 hp) at an engine speed of 8800/min. The compaction was 10.5: 1 higher than for the 2.2 - liter engine.

In order to keep the curb weight low, renounced the designers on an alternator and put a battery instead of a light silver - cells, which ensured the power to the ignition system for the short hill climbs.

Racing history

1966 - The first use in a mountain race

The Porsche 910 had its race debut on 28 August 1966 in Switzerland, the mountain race Sierre -Crans Montana. In the race Gerhard Mitter and Hans Herrmann piloted the coupe on the second and third place in the overall standings. The victory won the Italian Ludovico Scarfiotti with a Ferrari Dino 206p.

1967 - Victory in Europe - Climb Championship and World Championship of Makes

1967, the Porsche works team in the endurance race in the World Sportscar Championship which mainly tested in the previous year 910 coupe next to the 906. At the 24 - hour race at Daytona Hans Herrmann and Joseph Siffert drove the car behind the more powerful Ferraris 330P4 to fourth place and to victory in the prototype class to 2 liters. At Sebring, the 12 Hours Race Scooter Patrick and Gerhard Mitter reached the third place in the overall podium and the class win, followed by Joseph Siffert and Hans Herrmann, who finished fourth. In the race, Porsche had to admit defeat to the much higher-powered Ford GT40. Also in the next 1000 km race at Monza and Spa-Francorchamps Ferrari and Ford prototypes were able to take their engine power on the fast track sections compared to the Porsche and these refer to the third and two.

In the 2 -liter class of the 910 Ferrari Dino 206S was equal. The Targa Florio won Paul Hawkins and Rolf Stommelen with the first use of 910/8 vor two other 910 of the factory teams and ensured a triple victory. In the 1000 km race at the Nürburgring 1967 Porsche joined with six 910 and celebrated with the drivers Udo Schütz and Joe Buzzetta first overall victory in this race has been held since 1953. Three other Porsche 910 followed on the second to fourth place. In each case, three of the starters 910 were equipped with the 2- liter six-cylinder and the 2.2-liter eight-cylinder engine. In the course of the race, the 910/8 disappointed by two failures with valve damage and the fourth place. In contrast, the six-cylinder engine equipped with the 910 recorded a triple victory.

At the 24 - hour race at Le Mans, Porsche sold already the 907 as successor to the 910, which placed behind the Ferrari 330P4 and Ford GT40 in fifth place in the overall standings. The driven by Rolf Stommelen and Jochen Neerpasch 910 coupe finished as the sixth vehicle the race. The last win in an endurance race in 1967 reached a 910/8, driven by Gerhard Mitter and Udo Schütz, with the 500 - km race at Mugello. At the end of the World Championship for the 1967 season Porsche was the 910 winner in the 2 -liter class.

Porsche developed the over the coupe much lighter Bergspyder for the European Hill Climb Championship. This race car Gerhard Mitter won four out of eight mountain race, securing his teammate Rolf Stommelen the championship. The Dino 206S Spyder used by Ferrari was inferior to the 910/8 Bergspyder clear and could not intervene decisively in the title fight.

1968 - Another victory in the European Hill Climb Championship

In 1968 she began the Porsche factory team, the 910 except in the European Hill Climb Championship is no longer a. Gerhard Mitter won with the further improved 910/8 Bergspyder even more clearly than in the previous year in seven of eight starts of the season. Since Ferrari announced a new vehicle for the Hill Climb Championship, Porsche developed the 909 Berg Spyder, which was not completed until the end of the season and drove in two runs only by Rolf Stommelen. Mitter preferred the tried and tested 910/8 Bergspyder, especially Ferrari started any new race car and the championship was no longer in jeopardy. With the victory of the season in 1968 Mitter and Porsche won after 1966 and 1967 for the third year in a row the European Hillclimb Championship title.

Porsche sold in the manufacturers' world championship in 1968, a newly developed 907. The 910 race car with the 2- liter six- cylinder boxer engine Porsche sold to private teams that achieved some of these vehicles victories in the P2.0 class. So won the 6- hour race at Brands Hatch, 1000 - km race at Monza and Spa-Francorchamps and 500 - km race at Austria ring each have a 910 coupe in the 2- liter prototype class.

1969 and 1970 - Appearances in the British Sports Car Championship

1969 lowered the FIA, the minimum number of vehicles for a sports car homologation of 50 to 25 Da, was sold for more than the minimum necessary amount of private customers of the Porsche 910 with six-cylinder engine, also known as 910/6, the racing car was given the approval for the S2 .0 class.

Private teams put the 910 in the World Championship of then successfully in the 2- liter sports car class. In the 1969 season the car three out of six races as a class winner and one race apiece as the second, third and fourth in his class ended. One of the greatest successes in 1969 was one of the S2.0 - class win at the 24 Hours of Le Mans, in the Christian Poirot and Pierre Maublanc drove the car to ninth place in the overall standings. In the following season, a 910 scored five runs in three class victory and a respective second and third place.

In addition to the World Sportscar Championship, the Porsche 910 was used in the British Sports Car Championship. In the racing series founded in 1966, only the Porsche 904 and the 906 were mainly represented as homologated sports cars until 1968. In the season 1969 and 1970, several private teams constituted the 910/6 and regularly achieved top ten placings. With the 1970 season the stakes of the 910 ended in the British Sports Car Championship.

From 1970, some teams started with the 910 in the Sports Car Championship and the Inter- Series, both of which were re-founded in the year. In the rounds of the European Championship is occurred, the drivers were regularly finished in the top ten ranks.

1971-1973 - The last missions

From 1971 to 1973, the 910 only occasionally used in races of the World Sportscar Championship, the 1000- km race at the Nurburgring and once in 1972 in the 12 Hours of Sebring. 1971 achieved Sepp Greger and Rudi Lins with the vehicle at the Nürburgring eleventh place in the overall standings and the victory in the 2- liter class. This was the last major success of the Porsche 910 in this series.

The results 1966-1973


The Porsche 910 was produced from 1966 to 1968 and used in the following models: