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The Six­ties is the decade when Porsche truly con­sol­i­dated its rep­u­ta­tion as a young, vi­brant and thrust­ing com­pany, a model of earnest ef­fi­ciency and laid-back ac­com­plish­ment, pro­duc­ing road cars to die for, and en­durance race cars that could take on the world – and win. It’s the decade that be­gan with the 356A mor­ph­ing into the 356B, along with nu­mer­ous class wins in long-dis­tance rac­ing, and the ad­vent of the 911 – a model so de­sir­able it’s still in pro­duc­tion 55 years later.

The 1960s was also an in­cred­i­ble decade in Porsche’s rac­ing his­tory, be­gin­ning with the 718 RSK and end­ing with the 917. In the early ’60s Porsche’s rep­u­ta­tion was that of gi­ant killer, its small-ca­pac­ity en­gines and diminu­tive chas­sis on oc­ca­sion top­pling the way more pow­er­ful Brits and Ital­ians in the en­durance arena, but al­most in­evitably one or other of the stal­warts on the driver ros­ter came away with a class win.

As the decade ma­tured through Bea­tle Ma­nia, Mods, Rock­ers, Hip­pies and Flower Power, Porsche res­o­lutely and in­ex­orably con­quered the World Sportscar rac­ing scene with an in­creas­ingly pow­er­ful line-up of pro­to­types: the 904, 906, 910, 907, 908 and, fi­nally, the piece de resistance, the 917. Words: Johnny Ti­pler Photos: Porsche Pic­ture Archive


•The 356B is in pro­duc­tion as Coupé, Cabri­o­let (bod­ies made by Reut­ter), Speed­ster (bod­ies made by D’ieteren) and Car­rera mod­els.

•Stir­ling Moss leads a Porsche 1-2-3 in an F2 race at Ain­tree, driv­ing Rob Walker’s 718, while Jo Bon­nier and Gra­ham Hill are 2nd and 3rd in works 718s. The fac­tory of­fers Rob Walker a 718 For­mula 2 car to run for Stir­ling Moss in 1960. Stir­ling takes pole po­si­tion and sets the lap record at Syra­cuse, but re­tires with valve trou­ble when lead­ing after 26 laps. At the Brus­sels Grand Prix, Stir­ling fin­ishes 2nd and takes the lap record. Then he wins the Ain­tree 200 and sets fastest lap, also win­ning the Aus­trian F2 race at Zeltweg on 18th Septem­ber, and in De­cem­ber he takes pole po­si­tion and comes 1st at Kil­lar­ney, South Africa, fol­lowed by the South African Grand Prix at East Lon­don.

•There are sev­eral more suc­cesses in For­mula 2. One such is the F2 Soli­tude Grand Prix on 24th July, a 20-lap cut-andthrust thrash on a mini-nord­schleife, to­talling 228kms. Porsche fields five 718-2s for Jo Bon­nier, Gra­ham Hill, Hans Her­rmann and Dan Gur­ney, with Rob Walker’s car for John Sur­tees in Stir­ling Moss’s ab­sence. Though von Trips’ Fer­rari takes the win by just 4.0sec, Porsches fill the next four places, in the or­der Her­rmann, Bon­nier, Gra­ham Hill and Gur­ney, beat­ing Jim Clark’s Lo­tus and Phil Hill’s Fer­rari, and thus Porsche takes the 1960 F2 Cham­pi­onship ti­tle.

•Com­mis­sioned by Porsche to pro­duce 20 spe­cial-bod­ied light­weight 356 race cars, Abarth hires de­signer Franco Scaglione to draw the body and en­gages Tori­nese Car­rozze­ria, Viarenzo & Fil­liponi, to cre­ate them. The alu­minium shelled car’s over­all height is re­duced by 5.2in to 47.2in, the width nar­rowed by 4.7in to 61in, bring­ing the frontal area down by 15 per cent to pro­duce a drag co­ef­fi­cient of 0.365, or 0.376 with the en­gine lid’s char­ac­ter­is­tic cool­ing vent open. At 1760lb, weight is 100lb less than the Reut­ter-bod­ied 356 GT, yet still 50lb above the min­i­mum weight limit. The first car is de­liv­ered in Fe­bru­ary 1960, but Porsche engi­neers need to lower the seat­ing po­si­tion quite rad­i­cally in or­der to find suf­fi­cient head­room for the driver, while the front wheel arches are so tight there is lit­tle clear­ance for the wheels. Once the snags are over­come, pro­duc­tion is handed over to Turin-based Car­rozze­ria Rocco Motto. Porsche is suf­fi­ciently pleased with the prod­uct that Snr Motto is of­fered his own work­shop premises at Zuf­fen­hausen, though he turns them down

on the ba­sis that Turin is a bet­ter work­ing en­vi­ron­ment for his 45 ar­ti­sans and three metal ham­mers. While chas­sis 1013 and 1018 are re­tained as works race cars, the rest of the 21 Abarth Car­rera GTLS are de­liv­ered to pri­vate cus­tomers, in­clud­ing Porsche stal­warts Paul Strähle and Au­guste Veuil­let. Chas­sis 1001 runs at Le Mans in 1960 as the works en­try and places 6th over­all in the hands of Her­bert Linge/heini Wal­ter, cov­er­ing 2249.21 miles and av­er­ag­ing 93.71mph for 24 hours. Power comes from the 1588cc flat-four Car­rera en­gine, de­vel­op­ing 135bhp, with two Solex carbs and al­lied to the four-speed trans­mis­sion.

•Jo Bon­nier/hans Her­rmann win the Targa Flo­rio in a 718 RS60. In­tro­duced in 1959, the 718 RS60/61 evolves from Porsche’s mid-en­gined two-seater 550 Spy­ders from the late ’50s, built around a steel tube-frame chas­sis and clad in cur­va­ceous alu­minium body­work, with tor­sion-bar front and wish­bone rear sus­pen­sion. Pow­er­plant is the four-cam Car­rera 1.6-litre (1588cc) flat-four, with works rac­ers run­ning 1679cc and 1967cc units in 1961 and, in 1963, fit­ted with 1988cc flat-eights. In to­tal, 22 RS60 Spy­ders, 17 RS61 Spy­ders and three RS61 Le Mans coupés were built.


•By 1961 Porsche has al­ready won the Targa Flo­rio out­right three times, and treats the event ex­tremely se­ri­ously. This year they come mob-handed, with three 718 RS61 race cars, plus one for train­ing, and one 356 Abarth-car­rera, two 356 Car­reras and a Su­per 90 S for learn­ing the cir­cuit. Stir­ling Moss leads the race in his works RS61 un­til its rear axle gives up, just 8km from the fin­ish. Though von Trips’ Fer­rari is handed the win, Porsche RS61S are 2nd and 3rd – helmed by Bon­nier/gur­ney and Her­rmann/barth.

•A month after lead­ing the Targa Flo­rio, Stir­ling Moss drives his own Camoradi race team’s RS61 at the Nür­bur­gring on May 28th in the 1000kms, with Gra­ham Hill as co-driver. Run­ning 1.7-litre en­gines, all the works Porsches are shod with Dun­lop SP road tyres, which work well in the wet. Sev­eral big names are in con­tention – Clark, Phil Hill, Von Trips, the Ro­driguez broth­ers, Ginther, Gre­gory, and in the rain, Moss moves up to 2nd over­all and com­mands the un­der 2.0-litre class. After its demise, team man­ager Huschke von Hanstein or­ders Moss and Hill to take over the 356 Car­rera coupé of Linge and Greger to wrest the class hon­ours from Lo­tus, and they fin­ish 8th over­all.

•For the 1962 model year the 356B Su­per 75 front lid is sig­nif­i­cantly widened at the bot­tom with a fuel tank cap in the right hand front wing. Two ver­ti­cal ven­ti­la­tion grilles are in­te­grated in the en­larged en­gine lid.


•The slim­line flat-8-pow­ered 804 F1 car is tested at Hock­en­heim in March 1962. Four cars built; Dan Gur­ney drives one to vic­tory in the F1 French Grand Prix at Rouen. At sea­son’s end, Ferry Porsche de­cides that Grand Prix rac­ing is too ex­pen­sive and not cost-ef­fec­tive, pub­lic­ity-wise, com­pared with suc­cesses in en­durance rac­ing, and so Porsche quits F1.

•The 50,000th Porsche rolls off the assem­bly line, a 356B.

•The light­weight Type 356B 2000 GS and GS/GT is in­tro­duced, also known as the Car­rera 2.

•Porsche ac­quires the Reut­ter coach­works com­pany, a con­trib­u­tory fis­cal fac­tor in the de­ci­sion to stop do­ing F1.

•Bob Hol­bert wins the US Na­tional Cham­pi­onship ti­tle with wins at Lime Rock, Bridge­hamp­ton and Watkins Glen in his RS61. Five decades later the car is bought by Sir Stir­ling Moss.


•The type 718/8 wins the 2.0-litre class at Le Mans (8th over­all) de­spite los­ing a rear wheel (Edgar Barth pushes it to the pits). The flat-8 en­gine stems from the mar­que’s F1 foray the pre­vi­ous year.

•Jo Bon­nier/carlo Mario win the Targa Flo­rio in a 718 GTR.

•The 2.0-litre 356B Car­rera GS/GT “Dreikantsch­aber” runs at the Targa Flo­rio. By 1963/’64, the 356 is a spent force in com­pe­ti­tion terms, though the Car­rera Abarth and its ex­otic sib­ling, the 356B 2000 GS Car­rera GT “Dreikantsch­aber” (named after the tri­an­gu­lar scraper used by painters and dec­o­ra­tors) are still in ac­tion: at the Day­tona 2000kms the 356B Abarth GTL of Don Streeter/mike Kurk­jan is 13th over­all, while at Se­bring the 2.0 Porsche 365B Abarth GTL of Chuck Cas­sel/ Don Sess­lar comes 12th over­all and 2nd in class. On 31st May the Porsche 365B 2000GS of Gün­ther Klass/sepp Greger fin­ishes 15th and 8th in class at the Nür­bur­gring 1000kms.

•In 1963, Porsche sets out to de­sign a com­pletely new car in or­der to main­tain their stronghold in the un­der 2.0-litre GT rac­ing class. Its in­cep­tion is partly in re­sponse to the in­tro­duc­tion of the Alfa Romeo TZ (Tubo­lare Za­gato) and Abarth’s 1600 OT (Omolo­gata Turismo), de­signed specif­i­cally to con­test the FIA GT class. For ho­molo­ga­tion pur­poses, they need to build at least 100 units of the new car in twelve months, and as far as Porsche is con­cerned, the new model will have to be a road-go­ing model be­cause they’ll be un­likely to sell 100 full-on race cars. As a street-le­gal car it still con­forms to Group 3 Ap­pendix J rules. The firm’s For­mula 1 pro­gramme is sac­ri­ficed to free up in­ter­nal re­sources to de­sign and de­velop the 904, on the as­sump­tion that the de­vel­op­ment costs of the GT racer will be re­couped by sales. Porsche's engi­neers start off with a clean sheet for the 904 be­cause the tubu­lar space­frame construction pre­vi­ously em­ployed in the Type 718 and RS60/61 would be too ex­pen­sive and time­con­sum­ing for a pro­duc­tion car. The 718’s mid-en­gined lay­out is car­ried over, so that the Fuhrmann four-cam flat-four is mounted be­tween cock­pit and rear axle on a steel lad­der-frame chas­sis, and clad with glass­fi­bre body pan­els. Ferry 'Butzi' Porsche, grand­son of founder Prof Fer­di­nand Porsche and de­signer of the 911, is re­spon­si­ble for the de­sign of the plas­tic body. He in­cludes some styling cues and

the wind­screen of the 718 in the de­sign, and fab­ri­ca­tion of the body pan­els is out­sourced to air­craft man­u­fac­turer Heinkel who mould two bod­ies a day, while Porsche man­age a sin­gle chas­sis a day. Heinkel’s method­ol­ogy in­volves spray­ing chopped glass­fi­bre into moulds rather than the lay­ing up method em­ployed by mak­ers such as Lo­tus and TVR at the time. The 904’s up­per and lower bodyshell pan­els are bonded onto the lad­der chas­sis, a con­fig­u­ra­tion that proves to be more rigid than the pre­vi­ous space­frame chas­sis. The orig­i­nal plan is to in­stall the brand new 2.0-litre flat-six en­gine, de­signed for the forth­com­ing 901/911, but it isn’t ready when Porsche needs to pre­sent the 904 for ho­molo­ga­tion, so the 1966 cc Type 587/3 180bhp quad-cam 356 Car­rera 2 en­gine is used in­stead, al­lied to the road car’s new five-speed gear­box. Sus­pen­sion con­sists of coil springs and dampers rather than trail­ing arm front and swing-axle rear sus­pen­sion, with un­equal-length A-arms at the front. Brakes are 275mm (10.8in) discs at front and 285mm (11.2in) at the rear. Three 904 pro­to­types are con­structed and tested dur­ing au­tumn 1963, and the car is un­veiled in late Novem­ber. Within the fac­tory it is re­ferred to by its '904' type num­ber, but at launch it is mar­keted as the 'Car­rera GTS'. Their con­fi­dence is not mis­placed: a fort­night after in­tro­duc­tion only 20 of the 90 units slated for pub­lic con­sump­tion are un­sold. Pro­duc­tion starts soon af­ter­wards in the new 901/11 plant, and by April 1964 the 904 is ho­molo­gated as a Grand Turismo race car. In Septem­ber 1963 Porsche presents the 901 at the IAA in Frank­furt, billed as a suc­ces­sor to the Porsche 356.


•For model year 1964, the 356C re­places the 356B. The range of en­gines is re­duced to three as the 60bhp vari­ant is dis­con­tin­ued, while the 75bhp 1600 Su­per is the en­try-level en­gine. Range-top­ping en­gine is the 130bhp 356C 2000 GS Car­rera. Vis­ually, flat­ter hub caps lack the Porsche Crest, be­cause all 356 mod­els are now equipped with disc brakes as stan­dard.

•Porsche 904 GTSS fin­ish 7th, 8th, 11th, 12th and 13th at the Le Mans 24-Hours.

•Colin Davis/an­to­nio Pucci win the Targa Flo­rio in a 904 GTS. The works 904GTSS make their Euro­pean de­but at the Si­cil­ian en­duro on 26th April ’64, driven by Colin Davis (an ex-pat Brit racer who lives in Ra­pallo) and Baron An­to­nio Pucci from Palermo, for five laps each of the 72km Pic­colo Madonie cir­cuit, chas­sis 904-006 (race num­ber 86) out­lasts both its pro­to­type sib­lings around the sin­u­ous moun­tain course, not to men­tion the host of Al­fas, works Fer­raris, debu­tant GT40 and sundry AC Co­bras. After Davis sets fastest lap at 41m 10.5s, Pucci puts the car in the lead on its 7th lap, and they’re fol­lowed home by a sec­ond works 904 driven by Her­bert Linge and Gianni Balzarini. This is re­garded as an out­stand­ing suc­cess, since the 904 is es­sen­tially the com­pany’s first cus­tomer rac­ing car, and they’ve proved it’s a win­ner from the out­set.

•Launched at the Paris mo­tor show, the Type 901 pre­fig­ures the 911’s im­mi­nent in­tro­duc­tion, with 82 units built prior to change of des­ig­na­tion to 911.


•Eu­gen Böhringer and co-driver Rolf Wütherich (who sur­vived James Dean’s fa­tal crash in the 550 Spy­der) place their 904GTS 2nd over­all in Jan­uary ’65’s Monte Carlo Rally. De­spite be­ing a road-go­ing rac­ing car rather than a front-wheel drive rally sa­loon like the win­ning Mini-cooper and the fol­low­ing Saab 96s and Citroën DSS, Böhringer slides the 904GTS through bliz­zards and thick snow over the Col de Turini, check­ing in at the fin­ish with no penal­ties in­curred on the moun­tain stages.

•The flat-four 912 is in­tro­duced as a new en­try-level model, pow­ered by the 1.6-litre flat-four en­gine from the 356SC.

•Newly in­tro­duced flat-6 en­gines take 904s to 4th and 5th over­all at Le Mans, with Her­bert Linge/peter Nöcker in 4th place. The three en­gine con­fig­u­ra­tions, flat-4, 6 and 8, all ap­prox­i­mately 2.0-litres: 1967.7cc, 1984.5cc, 1990cc re­spec­tively.

•New rules prompt Porsche to build 65 units of the 906 for ho­molo­ga­tion in the Sports cat­e­gory. Fol­low­ing on from the lad­der-frame 904, the Car­rera Six with its mid-mounted flat-six en­gine is built on a multi-tubu­lar space­frame chas­sis, re­vert­ing to ear­lier prac­tice. Like the 904, it is clad in a crudely made glass­fi­bre body, though un­like the 904, the 906’s broader, flat­ter shape stems from wind-tun­nel tests. In 1966 Porsche is look­ing to par­tic­i­pate in the new Group 4 cat­e­gory for com­pe­ti­tion sports cars whilst con­tin­u­ing to pro­duce the pro­to­types that hone the breed. That means pro­duc­ing a min­i­mum of 50 iden­ti­cal ma­chines, and by April 1966 the Car­rera Six 906’s ho­molo­ga­tion pa­pers are stamped. The 906 is Porsche’s last streetle­gal rac­ing car. Tak­ing ad­van­tage of its stock of 904 com­po­nen­try, the 906 is fit­ted with un­equal length wish­bones and coil­spring damper units at the front and wish­bones, twin for­ward-fac­ing ra­dius arms and coil-spring damper units at the rear, with brak­ing by Ate-dun­lop disc brakes all round. The 15in, five-stud steel wheels are shod with Dun­lop rac­ing tyres, 5.25/10.5015 on the back and 4.75/10.00-15 on the front. Power is pro­vided by a much­mod­i­fied, dry-sumped 2.0-litre 911 flat-six, based on a mag­ne­sium crank­case rather than alu­minium, with new cylin­ders, pis­tons, titanium con­rods and valve-gear, fed by two banks of three twin-choke down­draught We­ber carbs. At Le Mans, long-tail ver­sions of the 906 place 4th, 5th, 6th and 7th over­all.

•Porsche de­buts the 906 Car­rera 6 at the ’66 Day­tona 24-Hours, Hans Her­rmann/her­bert Linge plac­ing 6th over­all, and soon af­ter­wards Willy Mairesse/her­bie Muller win the Targa Flo­rio in a 906.


•The ‘hot’ 911S is in­tro­duced. The 2.0litre S’s 1991cc flat-six is fed by two banks of We­ber three-bar­rel carbs, en­abling 168bhp at 6600rpm and pro­duc­ing 179Nm torque at 5200rpm. It’s good for 143mph, with a 0-to-60mph time of 7.5sec.

•On Fe­bru­ary 4th 1967 Vic El­ford wins the first-ever Ral­ly­cross event in con­ces­sion­aire AFN’S 911 demon­stra­tor, tele­vised from Ly­d­den Hill cir­cuit in Kent as he mauls the works Lo­tus Corti­nas.

•The 911R is the fac­tory-built rac­ing ver­sion of the pro­duc­tion 911 and is the weapon of choice for works and pri­va­teer teams. Just 20 ex­am­ples of this aus­tere, 830kg light­weight 911 are as­sem­bled by Baur at Stuttgart. Porsche engi­neers of­fer a case of cham­pagne to Baur’s body­builders if they can get the car’s weight be­low 900kg, achieved by re­plac­ing steel pan­els with glass­fi­bre and glazed win­dows with Per­spex: they get the fizz!

•Vic El­ford wins four ma­jor events: the Geneva Rally, Tulip Rally, Lyon sChar­bon­nières, and the 84-Hour "Marathon de la Route" event on the Nür­bur­gring – all achieved in the works 911S, SYS847, fit­ted with Spor­tomatic trans­mis­sion for the Marathon.

•Five-spoke Fuchs wheels are fit­ted on S mod­els. Iconic clas­sic Porsche wheels, they are still in de­mand to­day.

•The “Soft-win­dow” Targa ver­sion is launched.

•The 910 is sim­i­larly spec­i­fied to the 906 – with 2.0-litre flat-six and 2.2-litre flat-8 en­gines – but in a more rounded shell and run­ning on 13in wheels. in 1967, Porsche make 22 units of the 910, pow­ered by the 220bhp 2.0-litre (1991cc) flat-six and 13 cars fit­ted with the 260bhp flat-eight in 2195cc and 1981cc for­mat, of which seven are coupés and six are spy­ders.

•Porsche in­tro­duces the aero­dy­namic 907 pro­to­type, run­ning 2.0-litre flat-6 en­gines; Jo Sif­fert and Hans Her­rmann place 5th over­all at Le Mans, av­er­ag­ing 125.06mph (201.27kph) over the 24 hours, the first time a Porsche has achieved such a high av­er­age speed here. Two 2.0-litre 910s also run at Le Mans, with Rolf Stom­me­len/jochen Neer­pasch fin­ish­ing 6th over­all.

•The fac­tory races the 910 in the pro­to­type cat­e­gory, with Hans Her­rmann/jo Sif­fert com­ing 4th over­all in the Day­tona 24Hours – on the same set of Dun­lops – and Ger­hard Mit­ter/scooter Pa­trick 3rd over­all at Se­bring. For the Targa Flo­rio, six 910s are dis­patched – three flat-sixes and three flat-eights, all fuel in­jected – and they scoop the first three places: Paul Hawkins/rolf Stom­me­len win with a 2.2-litre 8-cylin­der car, Leo Cella/gi­ampiero Bis­caldi were 2nd and Jochen Neer­pasch/vic El­ford 3rd. At the Nür­bur­gring 1000Kms, 910s fill the first four places, and for the BOAC 500 at Brands Hatch there are five 910s pre­sent, and Jo Sif­fert/bruce Mclaren fin­ish 3rd.


•In Jan­uary, Vic El­ford wins the Monte Carlo Rally with David Stone in a 911.

•New FIA rules for Pro­to­types called for up to 3.0-litre en­gines: Porsche scores its first 24-hour race win at Day­tona with a trio of long-tail 907s cross­ing the fin­ish line three abreast.

•Four 908s and one 907 pow­ered by 3.0-litre flat-8s run at Le Mans, Di­eter Spöerry/rico Steine­mann plac­ing 2nd over­all, with Stom­me­len/neer­pasch 3rd.

•Vic El­ford/um­berto Magli­oli win the Targa Flo­rio in a 907 short-tail coupe, fol­lowed by the Nür­bur­gring 1000kms.

•The 911T (Tour­ing) is in­tro­duced as the en­try-level model; its pre­de­ces­sor is now called the 911L.

•Spor­tomatic trans­mis­sion is avail­able as an op­tion.

•Although 911R pow­ered by the Car­rera 6 en­gine is Porsche’s in­tended sportscar racer, the FIA fail its ho­molo­ga­tion and the R is obliged to run with the pro­to­types. When the FIA re­clas­sify the 911T into the same cat­e­gory as the 911S in 1968, Porsche cre­ate the 911 TR. (R stands ei­ther for Race or Rally.) Weigh­ing 52kg less than the S and ca­pa­ble of run­ning a more pow­er­ful en­gine, the TR is the bet­ter chas­sis to go rac­ing with. Cus­tomers can spec­ify light­weight alu­minium or glass­fi­bre clo­sure pan­els, though some re­tain the all­steel chas­sis and reg­u­lar thick­ness glass. Weight is gen­er­ally kept to a min­i­mum by or­der­ing thin­ner glass and Plex­i­glas in some cases, with 25kg of sound dead­en­ing ex­cluded. Of the two avail­able en­gine op­tions, the ‘econ­omy model’ is the stan­dard 160bhp flat-six from the 911S, em­bel­lished with the Rally pack’s larger car­bu­ret­tor ven­turii, open in­let trum­pets and twin pipe ex­haust, boost­ing out­put to 180bhp. While the 2.0-litre 911R is a paredto-the-bones light­weight, the 911 TR is ho­molo­gated as a Group 3 GT car – that’s to say, highly mod­i­fied but much less so than the R.

•Porsche in­her­its the mid-en­gined 914 pro­ject it’s been tasked with build­ing from Volk­swa­gen, un­veiled at the ’68 Frank­furt mo­tor show.


•The 911L is re­named the 911E and equipped with fuel in­jected en­gines E = Ein­spritzung).

•Swedish duo Bjorn Waldegård and co- driver Lars Helmér win the Monte Carlo Rally in a works 911T, with team-mates Gérard Larousse and Jean-claude Per­ra­mond clas­si­fied in 2nd place in a sim­i­lar car.

•The 908/3 is in­tro­duced at a time when Porsche is un­der enor­mous pres­sure to start rac­ing the 917s. They are rac­ing 908s in long-tail and short-tail forms, whilst si­mul­ta­ne­ously build­ing a car spe­cially for two par­tic­u­lar races, the Nür­bur­gring 1000ms and the Targa Flo­rio: the 908/3.

•The 908 coupé of Hans Her­rmann and Ger­ard Lar­rousse comes a close 2nd at Le Mans, 100m be­hind the win­ning GT40, after 24 hours’ rac­ing. The 917 makes its Le Mans de­but in the hands of Vic El­ford and Richard Attwood, lead­ing the race un­til clutch fail­ure puts it out in the 21st hour.

•Ger­hard Mit­ter/udo Schutz come 1st in the Targa Flo­rio in a 908/2.

•Jo Sif­fert runs a 917 Spy­der in the CanAm series.

•The 2.0-litre flat-six is su­per­seded by the 2.2-litre flat-six en­gine for the 1970 model year.

•For 1970 model year pro­duc­tion 911s, the wheel­base is length­ened by 57mm, while the floor­pan, lon­gi­tu­di­nal mem­bers, wheel arches and pans are gal­vanised, the first move in a bid to hold cor­ro­sion at bay. PW

Above left: Gra­ham Hill and Huschke von Hanstein at Montl­h­ery in 1960. Left: Porsche’s 1960 pro­duc­tion 356B, avail­able as a Coupe, Cabri­o­let and Speed­ster. Above: F2 race at Ain­tree 1960, where Stir­ling Moss led a Porsche 1-2-3 vic­tory

Porsche dom­i­nated en­durance rac­ing in the 1960s. Top right: Stir­ling Moss at the Nür­bur­gring 1000kms in 1961 and again on the Targa Flo­rio (mid­dle)

Right: 356 Car­rera 2 on the Mid­night Sun Rally, 1962, driven by Bernd Jann­son. Dan Gur­ney took Porsche’s first F1 race win at Rouen in 1962

Above left: 904s un­der construction. This was quite a rad­i­cal de­par­ture for Porsche, and so­phis­ti­cated for the time. Above: Edgar Barth hops aboard a 718 W-RS at Le Mans, 1963

Jo Bon­nier/carlo Mario win­ning the 1963 Targa Flo­rio in a 718 GTR

Top left: Ferry Porsche with sec­re­tary He­lene, with the new Porsche 901 in 1964, which was pre­viewed at Paris Mo­tor Show. 82 901s were built be­fore change of name to 911. Above: 904s fin­ished 7th, 8th, 11th, 12th and 13th at Le Mans in 1964

The start of some­thing big! The 911 ar­rived fully formed in 1965 in 2litre, flat-six form. A four cylin­der ver­sion, called the 912, was in­tro­duced also

Above: New Porsche 906 at Le Mans in 1966 driven by Hans Her­rmann and Her­bert Linge. Right: 906 win­ning the 1966 Targa with Willy Mairesse and Her­bert Muller

Right: The 911 range starts to evolve with in­tro­duc­tion of the Targa in 1967. No prizes for guess­ing the in­spi­ra­tion be­hind that name!

Above left: Long tail 907s at Le Mans in 1968. Above: En­try model 911T is in­tro­duced

Be­low left: Hans Her­rmann and Ger­ard Lar­rousse place sec­ond at Le Mans in 908 in 1969. Be­low: Targa driver change 1969

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