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 1/18 PORSCHE 908/3 NURBURGRING 1971 MARKO/VAN LENNEP #4

This is a Perfect 10

 

 

 

 

 

 

 

 

 

I have NEVER seen a better Die-Cast.

I am Speechless

 

 

 

 

Highly detailed including the entire engine area and racing interior.  Any Porsche collector will appreciate the intricate details of this race car.
" In a period of almost 20 years, Porsche had worked itself up the motor sport ladder. From the early 1950s the Stuttgart based company slowly progressed through sportscar racing with increasingly sophisticated racers, and many class-victories in the process. After a brief spell in single-seater racing, their focus turned completely to prototype racing. This cumulated in the LeMans winning Porsche 917, whose success extinguished the limelight of another great racer from the same stable, the 908/3.
   The 917 was specifically designed for high speed tracks like LeMans, whereas the 908/3 was designed specifically for the twisty Targa Florio and Nurburgring tracks. More than anything, superior handling is essential on tracks like the Nurburgring. In turn, weight is one of the most decisive factors when it comes to attaining that necessary handling. Porsche therefore had weight reduction at the top of their priorities with the 908/3 design. Usually chassis rigidity suffers from weight saving, but the aluminum-alloy spaceframe designed for the 908/3 Porsche found the perfect balance.
   Installed directly behind the driver was a fully air-cooled flat 8 cylinder engine. With its three litre displacement, the twin-spark engine exploited the regulations to the maximum, something Porsche often chose not to do with previous designs. Although it was far from being the most sophisticated 3-litre racing engine available, the 360 bhp delivered an incredible power to weight ratio; each horse having to propel a mere 1.56 kg. That power was transferred to the wheels through a five speed gearbox, bolted directly onto the rear of the engine.
   To make the 908/3 as nimble as possible, the front and rear overhang were kept minimal. With the engine being cooled strictly by air, there was no need for a big radiator to interfere the airflow over the body. The result was a very simple and clean design. Over the years minor modifications were carried out, including two fins on each side of the rear bodywork. Although the body is all-enveloping, its weight is little over 12 kg; adding next to nothing to the overall weight.
   In its debut year of 1970, the Porsche 908/3 scored victories in the two races it was designed for; the Targa Florio and the Nurburgring 1000 km races. Unfortunately these fine results were left in the dust, behind the racing headlines that Porsche finally won the 24 Hours of LeMans race. In the next season the 908/3 faced stiff competition from Ferrari and Alfa Romeo. Their racers featured Formula 1 inspired four valve per cylinder engines, which were far more advanced than the Porsche's eight cylinder.
   Porsche was clearly down on power, but the 908/3's exceptional low weight meant it could stay on pace with its heavier competitors. At the Targa Florio, the entered 908/3s suffered from bad luck, leaving an easy victory for one of the Alfa Romeo Tipo 33/3s. Porsche scored a 1-2-3 finish on the Nurburgring after the more powerful Ferraris and Alfa Romeos failed under pressure. Again the 917's results pushed the Porsche 908/3's victories into the margins of the history books.
   The racing career of the 908/3 seemed to be over in the early 1970s; however some of the lightweight racers were campaigned until 1980. One of the most successful of these was the chassis modified by Joest. It featured a turbocharged 2.1 litre 6 cylinder, producing over 200 bhp more than the original 8 cylinder unit. The lightweight chassis coped with the added power surprisingly well. Porsche applied the lessons Joest learned with the turbocharged 908/3 when designing 936, which would score three 24 Hours of LeMans victories.
   Like many Porsche racecar designs, the 908/3 did what it was designed for; win. The 908/3 was a well balanced package, unlike the 917, whose chassis could barely match its engine's power. Long after its original challengers were retired from active racing, the 908/3 remained competitive, underlining the great design that the 908/3 is. " www.histomobile.com

 

 

 

 

 

 

 

 

 

 

 

 

 

 

AutoArt “tumble polishes” their body-shell castings in much the same way that lapidary polishing is done and it shows. The bodies are smooth without so much as a hint of a mold parting line to be found. Their paint on this car is a beautiful.

 

 

 

 

 

 

 

Yes it's hand numbered

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

  • 2990 cc 8-cyl engine

  • 370 hp (280 kW)

  • top speed: 290 km/h (180 mph)

 

 

 

 

 

 

 

Spare tire.....see below

 

 

 

 

 

 

 

 

 

 

 

 

 

 

The Martini Porsche 908/3 Flunder as it was raced in the Nurburgring 1000 km of 1971 by Helmut Marko - Gijs van Lennep. A fabulous Auto Art limited edition with all opening panels, showing full interior, engine and suspension details.

 

The depth of detail on this car is unbelievable, every facet of detail is spot on. The tampo printing is crisp and clear and the depth of the paint, incredible. To feel  the paint is an  experience.  I found nothing to flaw on this car

 

Yes I am speechless, the photos do no justice for this car. This is a must have for any

 Porsche collector. Autoart thank you for the car, this is the first car that will go into a case...

Frank

Regards.

 

 

 

 

 

 

 

 

 

Title X
Two-Seater Racing Cars

Article 284.--Definition:

Two-seater competition vehicles built exclusively for speed races on closed circuits.

Article 285.--Classification of cars shall be according to engine displacement as follows:

1st series: inferior or equal to 850 cc
2nd series: from 850 cc to 1,150 cc
3rd series: from 1,150 cc to 1,600 cc
4th series: from 1,600 cc to 2,000 cc
5th series: from 2,000 cc to 3,000 cc
6th series: from 3,000 cc to 5,000 cc
7th series: over 5,000 cc

Article 286.--Fuel:

Only commercial fuel such as defined by the FIA shall be used (see definition hereafter).

Article 287.--Self Starter:

The starting of the engine must be done by the driver seated at his wheel by means of a starter with a source of energy aboard the car.

Article 288.--Brakes:

These cars shall be equipped with a dual braking system operated by a single-control.  In case of a leak or failure at any point in the system, effective braking power shall be maintained on at least two wheels.

A separate hand brake (emergency brake) is not required.

Article 289.--Coachwork:

Coachwork shall provide comfort and safety for driver and a passenger.   All elements of the coachwork shall be completely and neatly designed and finished, with no temporary or makeshift elements.  The body shall cover all mechanical components, except that the intake and exhaust pipes may protrude.

All major body components such as the front and rear bonnet and/or hood, mudguards, doors and windscreen must be maintained in normal position throughout the event.

a) Cockpits and Seats: there shall be seats for the driver and a passenger of equal dimension and comfort, and equally disposed on each side of the longitudinal axis of the car.   Seats shall be firmly attached in the car, but may provide for adjustment for the size of the occupant.

The passenger's space and seat shall remain available throughout the competition and shall not be encroached upon by any element of the car or equipment except as provided in these rules.

The passenger's compartment and seat shall not be sheltered by means of a tonneau cover of any type.

Driver and passenger space shall satisfy the following minimum dimensions:

-- the inside minimum width of the compartment shall be 100 cm measured at the immediate rear of the steering wheel hub and at right angles to the longitudinal axis of the car, and must be unobstructed and maintained at least 25 cm in a vertical plane.

Seats must fulfill the following minimum dimensions:


 

a is always measured horizontally and parallel to the longitudinal axis of the chassis, between two vertical planes perpendicular to the longitudinal axis and defining from front to rear the open space on a level where such measurement is taken.

For the driver's seat, a is measured on the floor level, or at the bottom of any recess if need be, from the perpendicular of the furthest pedal in its position of rest.

For the passenger seat, this measurement is taken at a height of 20 cm above the floor, or at the bottom of the recesses, if need be.

In case of movable seats it is forbidden to alter the position of any seat while the car is being measured.

b is measured vertically from the rear of a to the horizontal plane tangent to the highest part of the cushion as shown on the drawings.

c is measured, in the horizontal plane defined above from the upper end of b, parallel to a, and tangent to the foremost point of back of seats.

The arrangement of body must be such that:

a + b + c = 110 cm  minimum

The minimum width for the foot space for each person must be 25 cm measured at right angles to the longitudinal axis of the chassis.

Windshield wipers are not required.

b) Visibility: Coachwork shall provide visibility for driver and passenger forward and to both sides adequate for racing conditions.  Rear view mirror(s) shall provide driver visibility to the rear of both sides of the car.

c) Doors: Coachwork shall provide at least two rigid doors, thereby giving direct access to each of the seats.  Each door shall accept a rectangle held in a vertical plane of at least 30 cm x 50 cm. 

These dimensions shall not include any area above the horizontal plane of the body and door panels.  The door openings may not be obstructed in any way.   The locking mechanism shall be operable both inside and outside the car.

On closed cars, the doors shall be so designed that in case the car is partially or completely overturned at least one of the doors shall remain in a position to be opened, or a means of escape other than the door must be provided.

d) Mudguards: mudguards shall be firmly attached to the coachwork with no gap between body and mudguards.  They shall be placed above the tyres and shall cover them effectively by surrounding at least a third of their circumference.  The width of each mudguard shall extend beyond the side of the tyres when the wheels are parallel to the longitudinal axis of the car.

In case the mudguards constitute a part of the body, or are partly overhung by the structure of the body, the combination of mudguards and body, or the body alone, shall meet the above requirements.

Article 290.--Lighting:

The minimum lighting equipment shall be:

a) at least two brake lights;
b) for night racing, two head-lights at least as effective as those normally fitted on touring cars and two directional indicators mounted at the rear.

The supplementary regulations of an event may require additional lighting equipment.

Article 291.--Wheels and tyres:

There shall be no restriction on the size of wheels or tyres, provided they are identical for the right and left front axles, and identical for the right and left rear axles.

A spare wheel and tyre are not required.

Article 292.--Safety Equipment:

a) Fire extinguisher: all cars shall carry during competition a dry chemical fire extinguisher of at least 1 kg capacity.  It must be securely mounted and may be located in the space provided for the a passenger.

b) Scatter Shields: the installation of a scatter shield is required on those cars where the failure of the clutch or flywheel could, due to its location, create a hazard to the driver.  In addition, any rotating part of the drive train shall not pass openly through the driver and passenger compartment, but must be under the floor or chassis structure.

c) Roll bars: cars shall be equipped with a roll bar or structure to protect the driver in case the car overturns.  It shall be firmly attached to the chassis structure and designed to withstand compression forces from the weight of the car as well as fore-and-aft loads from horizontal forces.

d) Safety belts: the car shall be provided with a safety belt of a quick release type attacked to the chassis structure and designed to restrain the driver in his seat.

e) Exhaust system: the exhaust system shall terminate behind the driver and passenger seats.

f) Firewall and floor: cars shall have an adequate firewall to prevent the passage of flame from the engine compartment or under the car to the cockpit.  Openings in the firewall for the passage of engine controls, wires, and lines shall be of the minimum size necessary.

The floor of the cockpit shall be constructed to protect the driver by preventing the entry of gravel, oil, water, and debris from the road and engine.   Bottom panels or belly panels shall be adequately vented to prevent the accumulation of liquid.

g) Bulkheads and Tanks: no part of any fuel, oil, or water tank shall be exposed to any part of the driver and passenger compartment.  Fuel tanks shall be vented to prevent the accumulation of fumes and to prevent fumes from passing into the driver or engine compartment.

Fuel tanks shall be isolated by means of bulkheads so that in case of spillage, leakage, or a failure of the tank the fuel will not pass into the driver or engine compartment of around any part of the exhaust system.

Batteries shall be fully enclosed.

h) Closed cars: adequate ventilation shall be provided to prevent the accumulation of fumes inside the car.