#7 & #8 PEUGEOT 908 Hdi FAP

June 7, 2007 - Mid-2006 Peugeot decided to build a prototype able to stop Audi, having won six of the seven last editions of the Le Mans 24 hours (the remaining edition went to the Audi powered Bentley Speed EX8). Contrarily to what is done by e.g. Audi - letting its car being built by Reinhold Joest Racing - Peugeot built itself the new car's chassis and the body. Peugeot engineers opted for a closed cockpit, anticipating on ACO's decision to ban all open prototypes by 2010. The closed body ensures a better rigidity of the chassis. The cockpit uses a unique two part door system with the upper part of the door (the window) swinging forward and out with a hinged plate (part of the sidepod) forming the lower part of the door that can be either swung out or removed completely. This was reportedly done to allow the car to conform to current regulations regarding door size. Body is a carbon fibre monocoque and not an open structure as on most prototypes.

RESULTS - The car was unveiled at the Paris Auto Show on September 28, 2006. First test driving was done by Eric Hélary in December. The team announced a two-car effort, both at the LMS (six rounds in 2007) and at the 75th Le Mans 24 hours. First official outing was at Paul Ricard on January 10, 2007. First race was the Monza 1000-kms on April 13-15, where Marc Gene/Nicolas Minassian won with the #7, one lap ahead over the Pescarolo Judd (having won in 2006 all five rounds of the LMS). The #8 sister car, shared by Pedro Lamy and Stéphane Sarrazin finished third at two laps. At the qualifications the two Peugeots 908 pulverised all records, with a fastest lap in 1'47"791, nearly two full seconds faster than all its opponents. Second outing was the Valencia 1000-kms on May. Now Lamy/Sarrazin won, three laps ahead over the second, a new Lola B07. The two cars were again setting the pace, having lapped the complete field after 45', except for the Arena Zytek S07.  

Unfortunately, the #7 had to come in the pits during the fifth hour, due to clutch problems. The car was retired. At the qualifications the two Peugeots 908 realised again the top-2 with 1'23"489. Only the Arena Zytek S07 seemed competitive with 1'24"589; all other cars were at least two full seconds slower. Both races gave full evidence that Peugeot's diesel engine consumes less fuel than Audi's. Despite a fuel tank being 10 per cent smaller than on normal cars, the Peugeot 908 can pit later than all other cars. The Le Mans Test Day on June 4 saw Peugeot realising a new track record at La Sarthe of 3'26"707: a fabulous time, more than three seconds faster than the previous 3'29"905 by the Audi R8 in 2002. TQ went to Stéphane Bourdais, joining Gene and Sarrazin on the #7. The other car realised in hands of Jacques Villeneuve - at Le Mans team mate of Lamy and Sarrazin 3'30"013. So the Peugeot 908 will be very difficult to beat by the Audis R10 TDi having been at the the Le Mans Test Day 1"5 slower than Bourdais. First Pescarolo Judd, in hands of Jean-Christophe Bouillon, was 1"7 slower than the Bourdais Peugeot 908.

LMP1
engine: 100 degree Peugeot Hdi 5,500cc  700 bhp [1,200 Nm torque]
gearbox: electro-pneumatique controlled, 6 gear ratios
differential: self-locking
fuel capacity: 90 litres
weight: 925 kg 
tyres: Michelin