Peugeot 908 HDi FAP
| Company type | Division of PSA Peugeot Citroën |
|---|---|
| Industry | Automotive motorsport |
| Founded | 2005 |
| Headquarters | France |
| Products | Peugeot 908 HDi FAP |
The Peugeot 908 HDi FAP is a prototype sports racing vehicle created by the French automaker Peugeot to participate in the renowned endurance competition, the 24 Hours of Le Mans. It made its debut in 2007 and achieved victory in 2009. Development began in 2005, with the car officially revealed in June 2006, marking Peugeot Sport's comeback at Le Mans after the conclusion of the Peugeot 905 program in 1993. The 908 primarily contended against Audi's diesel prototypes, including the R10 TDI and later the R15 TDI, securing 19 wins out of 28 races from 2007 through 2011.
The designation "908 HDi FAP" signifies Peugeot’s racing numbering convention (90x), where "HDi" represents High Pressure Direct Injection diesel technology, and "FAP" denotes the inclusion of a particulate filter. This design also influenced the Peugeot concept saloon, the 908RC, which shares its diesel V12 engine with the racecar. The model that succeeded it in the 2011 season was simply called "908." It is important to distinguish this car from the earlier Porsche 908 that competed between 1968 and 1981.
At the 2008 1000 km of Silverstone event, Peugeot Sport introduced the 908 HY, a hybrid electric version equipped with KERS technology. Although it was intended for competition in the 2009 Le Mans Series, Peugeot ultimately focused on preparing for the 24 Hours of Le Mans and did not seek to accumulate championship points with this variant.
Chassis
In response to new regulations introduced by the Automobile Club de l'Ouest (ACO) in 2006 encouraging closed cockpit designs for Le Mans Prototypes, Peugeot launched the 908 featuring a closed cockpit—the first LMP to adopt this since the Bentley Speed 8. This configuration potentially allowed for a larger air restrictor because closed cockpits require mandatory air conditioning. To counterbalance concerns related to increased weight, higher centre of gravity, and operational complexity, Peugeot enhanced chassis stiffness and aerodynamic efficiency. The cockpit incorporates an innovative two-part door design: an upper window that swings forward combined with a hinged lower section capable of swinging outward or being removed to comply with door dimension standards. The body utilizes a carbon fibre monocoque structure to maximize rigidity while minimizing mass. Both front and rear suspensions are interconnected, steering is electrically assisted, and magnesium wheels provided by BBS are fitted. Measuring × , the vehicle has a minimum weight of . Peugeot opted to produce the chassis internally rather than outsourcing its manufacture.
Drivetrain
Underneath, the 908 is powered by a PSA HDi diesel engine—the maximum displacement permitted under LMP rules. It employs a 100° V12 configuration aimed at lowering the center of gravity and delivers over in power alongside of torque—roughly ten percent more torque than Audi’s equivalent R10 TDI engine. The oil lubrication system was developed collaboratively with TotalEnergies. The gearbox is an electro-pneumatic unit engineered and built by Ricardo, featuring a longitudinal layout with up to six speeds, coupled with a self-locking differential.
908 Hybrid Electric
In 2009, Peugeot unveiled the 908 HY, a hybrid electric adaptation of their diesel-powered 908. This model incorporates an electric motor replacing the conventional starter motor, energized by 600 lithium-ion battery cells positioned within the cockpit and along the car’s left lower side. These batteries recharge through regenerative braking within approximately 20 to 30 seconds.
The electric motor delivers supplemental power for around 20 seconds, either automatically or via driver control, and can operate independently while in the pit lane to reduce fuel consumption. The hybrid system adds roughly to the total weight of the car but offers scope for further weight reduction.
Planning
Peugeot introduced the 908 model on September 28, 2006, during the Paris Auto Show. The V12 HDi engine underwent bench testing on September 30, and by December, chassis evaluations commenced under the guidance of Éric Hélary. For the entire 2007 Le Mans Series season and the Le Mans 24-hour race, Peugeot prepared a two-car entry, backed by sponsors including Xbox 360, Total, and Michelin.
During the initial public test held at Paul Ricard HTTT on January 10, 2007, Peugeot revealed its driver lineup for the Le Mans Series: Stéphane Sarrazin, Nicolas Minassian, Marc Gené, and Pedro Lamy. For the iconic 24 Hours of Le Mans event, Jacques Villeneuve and Sébastien Bourdais joined the roster.
2007
The Peugeot 908 made its competitive debut at the opening round of the 2007 Le Mans Series—the 1000 km of Monza. Both vehicles secured leading qualifying times by more than a second. The #7 car, piloted by Gené and Minassian, overcame various challenges to clinch victory, while the #8 car encountered door malfunctions and ultimately finished third. At Valencia, the #8 entry took first place while the #7 retired due to clutch complications.
On June 3, 2007, Peugeot established a new test lap record at Le Mans with a time of 3:26.707, surpassing the Audi R10 TDI. Stéphane Sarrazin secured pole position with an even faster lap of 3:26.344. During the race itself, Audi demonstrated superior straight-line speed and cornering stability; Peugeot’s #8 car completed 359 laps to finish second, whereas the #7 vehicle withdrew in the final hour because of engine failure.
Following Le Mans, Peugeot returned to the Le Mans Series with notable performances: the #8 car triumphed at Nürburgring and Spa-Francorchamps; meanwhile, #7 secured wins at Silverstone and Interlagos. With three victories and five finishes out of six races, #8 clinched the LMP1 teams’ championship. The #7 car faced reliability setbacks and concluded third behind Pescarolo Sport.
2008
In 2008, Peugeot broadened its 908 campaign to participate in the 12 Hours of Sebring. Although their sole entry led early stages, mechanical problems forced it out of contention; nonetheless, it completed the race as preparation ahead of Le Mans. During that year’s Le Mans Series, Peugeot’s pair of 908s competed against Audi’s two R10 diesel cars. The season started with a win at Catalunya for Peugeot—their first victory over an R10 model. At Le Mans itself, three 908s qualified on pole and posted lap times approximately seven seconds quicker than Audi’s R10s. Despite this advantage in pace, prolonged pit stops combined with unstable conditions caused by rain resulted in Audi securing victory.
The season finale at Silverstone saw accidents involving both Peugeot cars that ended their winning streak and allowed Audi to claim the Drivers’, Teams’, and Constructors’ Championships—titles Peugeot had led throughout most of the year.
Afterward, Peugeot intended to field two 908s at North America’s Petit Le Mans event at Road Atlanta with drivers Christian Klien and Alexander Wurz. Due to damage sustained in Silverstone crashes, only one car was entered. This single entry earned pole position and led multiple stints but ultimately finished just 4.5 seconds behind Audi’s North American squad.
2009
At the 2009 edition of the Sebring 12 Hours, Peugeot entered a duo of 908s to challenge Audi’s new R15 models. The lead swapped frequently until Audi’s R15 emerged victorious by a margin of 22 seconds; however, it was noted that the R15 still lacked double-stint capability.
Four Peugeot 908s contested the 2009 24 Hours of Le Mans—three official entries plus a previous year’s model run by Pescarolo (which crashed). Cars numbered #9 and #8 achieved first and second place respectively, marking Peugeot’s first triumph at Le Mans in sixteen years. Car #7 finished sixth, completing a formation finish as all three official cars crossed the line consecutively.
Peugeot continued its competition against Audi R15s at Petit Le Mans later that year by entering two vehicles and winning a rain-affected race despite leading only around ten percent of laps. Building on their success at Le Mans, Peugeot returned for the 2010 event fielding cars numbered one through three.
2010
Peugeot entered a pair of vehicles in the 2010 12 Hours of Sebring, securing a dominant 1-2 finish and leading every official practice and qualifying session prior to the event. At Le Castellet, the Oreca-run Peugeot encountered airjack malfunctions, resulting in an eight-lap deficit behind Audi, which ultimately outpaced the Oreca by 10 laps. Peugeot deployed three cars at both the 2010 Spa 1000km and the 2010 24 Hours of Le Mans, alongside the Oreca Peugeot entry. During the Spa race, car #3 claimed first place, #2 finished second, and #1 came in fourth, while the Oreca vehicle retired early following a crash.
For the 2010 24 Hours of Le Mans, Peugeots occupied the top four positions on the starting grid, including Oreca's #4 in fourth. Unfortunately, all four entries retired due to mechanical failures: suspension damage sidelined the pole-sitting #3, and engine breakdowns linked to titanium connecting rod problems forced withdrawals of cars #1, #2, and #4. This event marked the first occasion where no Peugeot 908 completed Le Mans. Capitalizing on Peugeot’s reliability difficulties, Audi’s updated R15 TDI plus swept the podium and set a new distance record previously held since . Despite these setbacks, Peugeot showcased exceptional single-lap pace with Loïc Duval recording a 3:19.000 lap time and the #1 car closing from three laps down to within a minute of Audi’s lead.
Peugeot triumphed at the 2010 Silverstone 1000 km with two entries and achieved a 1-2 finish at Petit Le Mans ahead of two Audi R15s. The season concluded controversially when the #2 908 secured victory at the Zhuhai 1000 km. Ultimately, Peugeot earned both the Le Mans Series LMP1 teams championship (via Oreca) and the ILMC LMP1 championship, highlighting their competitive prowess despite technical challenges.
2011
Oreca continued campaigning the older 908 HDi FAP model fitted with updated restrictors during its final year of use. Despite this, Oreca claimed victory at the 2011 Sebring race, outperforming factory squads from Peugeot, Audi, and HPD. At the 24 Hours of Le Mans, Oreca’s 908 HDi FAP finished fifth behind three new factory Peugeot 908s and the winning Audi R18. Additionally, Oreca secured second place at Petit Le Mans trailing only the surviving factory Peugeot entry.
Peugeot 908
The introduction of new 2011 Le Mans Prototype regulations rendered the first-generation 908 obsolete, prompting Peugeot to develop a fresh prototype named the 90X beginning in late 2009. Officially revealed on 3 February 2011 at Peugeot’s Champs-Élysées boutique, this new model bears resemblance to the earlier 908 HDi FAP but incorporates larger front wheels similar to those on the Audi R18 and includes an ACO-mandated rear fin. It is equipped with a diesel V8 engine. Nevertheless, Oreca persisted with running the older 908 HDi FAP throughout 2011. With Peugeot concluding its motorsport program in 2012, that year marked the final competitive campaign for the entire 908 series.
Intercontinental Le Mans Cup
(key) Races shown in bold denote pole position. Races displayed in italics indicate fastest lap.
| Year | Entrant | Class | No | Results | Championship | |||
|---|---|---|---|---|---|---|---|---|
| 1 | 2 | 3 | Pts. | Pos. | ||||
| 2010 | Template:Country data FRATemplate:Namespace detect showall Team Peugeot Total | LMP1 | SIL | ATL | ZHU | 140 | 1st | |
| 1/7/2 | 1 | 2 | 4 | |||||
| 4/8/1 | 2 | 1 | 1 | |||||
24 Hours of Le Mans
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Peugeot 908 RC
The 908 RC represents a high-end four-door limousine concept that incorporates the 5.5L V12 HDi diesel engine derived from the Peugeot 908 racing vehicle, positioned in a mid-mounted, transverse layout.