<< Prev Page 2 of 2 Back at Weissach, the Porsche engineers had not rested and for the Targa Florio a 910 powered by a 2.2-litre, flat-eight was prepared. It was part of six-car assault on the legendary Italian road race. It would turn out to be a clean-sweep with the flat-eight car leading two six-cylinder engined cars home. Then at the Nürurbgring, the 910 did one better, finishing first, second, third and fourth. Later in the year, an eight-cylinder engined 910 also took an outright victory in the Mugello 500km.
Such was the relentless rate of development that before the 910 could make its debut at Le Mans, it was already superseded by the new eight-cylinder engined 907. The 910 was made available to customers, who received either freshly built examples or ex-works cars. The high strung flat-eight engine was determined to be too precious and complicated for customers to use, so all of the 2.2-litre factory cars were re-engined with the two-litre flat-six before being sold on.
Although raced by the factory for less than a year, the 910 was a vital car in the Porsche racing lineage. It established the German manufacturer as a real contender for outright wins with dominant victories at the Targa Florio and Nürburgring 1000 km. Together with the 906-010 prototype, it was also used by Mitter to win the prestigious European Hill Climb Championship in 1966. << Prev Page 2 of 2
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Back at Weissach, the Porsche engineers had not rested and for the Targa Florio a 910 powered by a 2.2-litre, flat-eight was prepared. It was part of six-car assault on the legendary Italian road race. It would turn out to be a clean-sweep with the flat-eight car leading two six-cylinder engined cars home. Then at the Nürurbgring, the 910 did one better, finishing first, second, third and fourth. Later in the year, an eight-cylinder engined 910 also took an outright victory in the Mugello 500km.