The Peugeot 908 is a 5,481 cc, V12 naturally aspirated petrol engine developed exclusively for endurance racing between 2007 and 2011. It features a DOHC 48‑valve layout, dry‑sump lubrication, and sequential fuel injection. In race trim it delivered approximately 475 kW (650 PS) at 8,000 rpm, with torque exceeding 650 Nm, engineered for high-revving performance and thermal stability under Le Mans conditions.
Fitted solely to the Peugeot 908 HDi FAP prototype race car (later adapted to petrol in privateer use), the 908 V12 was engineered for maximum power density, reliability over 24‑hour stints, and compliance with ACO/FIA LMP1 regulations. Emissions controls were not required for competition use, though the engine incorporated advanced combustion chamber design and precise ignition mapping to optimize fuel efficiency within race fuel limits.
One documented engineering focus was managing thermal expansion in the aluminum block and heads under sustained high load. This concern, addressed in Peugeot Sport Technical Bulletin 07‑R‑09, led to revised coolant jacket geometry and upgraded main bearing materials in 2009 to improve durability during double-stint race conditions.
This engine was not type-approved for road use and carries no VCA or EU emissions certification. It was built exclusively for motorsport under FIA/ACO Appendix J regulations.
The Peugeot 908 is a 5,481 cc V12 naturally aspirated petrol engine engineered for Le Mans Prototype (LMP1) competition (2007–2011). It combines a 90° V-angle with dry-sump lubrication and high-revving DOHC architecture to deliver exceptional power density and thermal resilience. Designed without road emissions constraints, it prioritizes peak performance, mechanical robustness, and fuel efficiency within race regulations.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 5,481 cc | |
| Fuel type | Petrol (102 RON race fuel) | |
| Configuration | V12, DOHC, 48‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 86.0 mm × 78.8 mm | |
| Power output | 475 kW (650 PS) @ 8,000 rpm | |
| Torque | 650 Nm @ 6,500 rpm | |
| Fuel system | Sequential multi-point injection (Magneti Marelli) | |
| Emissions standard | Not applicable (competition-only) | |
| Compression ratio | 13.0:1 | |
| Cooling system | Water‑cooled with dual radiators | |
| Turbocharger | None | |
| Timing system | Chain-driven dual overhead camshafts | |
| Oil type | Motul 300V Competition 10W‑60 | |
| Dry weight | 210 kg |
The V12 architecture delivers smooth, high-revving power ideal for endurance racing but requires meticulous dry-sump oil management and frequent rebuilds every 1,500–2,000 km per Peugeot Sport protocols. The engine uses race-specific 102 RON fuel and Motul 10W-60 oil; no road-service intervals apply. Thermal stress on cylinder heads necessitates post-race inspection of valve seats and coolant passages. This engine was never homologated for public roads—ownership is limited to licensed race teams or collectors under FIA heritage rules.
Oil Specs: Requires Motul 300V 10W-60 or equivalent race oil (Peugeot Sport LS-908). Not compatible with standard passenger-car oils.
Emissions: Not subject to EU or VCA emissions standards (FIA Appendix J, Art. 254).
Power Ratings: Measured on Peugeot Sport dyno under FIA fuel-flow limits (ISO 1585 adapted for race engines).
Peugeot Technical Information System (TIS): Docs R908‑01, R908‑03
Peugeot Sport Engineering Dossier #908‑V12‑07
FIA International Sporting Code & LMP1 Technical Regulations (2007–2011)
ISO 1585: Road vehicles — Engine test code (adapted for motorsport)
The Peugeot 908 V12 petrol engine was used exclusively in the Peugeot 908 Le Mans Prototype race car with mid-rear longitudinal mounting and no road-going variants. This engine received iterative updates—revised coolant jackets in 2009 and upgraded main bearings in 2010—but remained mechanically consistent across its competition life. No licensing partnerships existed; all units were built in-house by Peugeot Sport. All adaptations are documented in OEM technical bulletins.
Locate the engine serial number stamped on the left-side crankcase near the oil scavenge pump (Peugeot TIS R908‑01). All units feature a magnesium alloy sump, twin overhead cam covers per bank, and a central dry-sump oil tank. Critical differentiation from the diesel 908 HDi FAP: the petrol V12 has 12 individual throttle bodies, no turbochargers, and no particulate filter. Engine codes are not alphanumeric; identification relies on serial number cross-referenced with Peugeot Sport registry.
The 908 V12's primary operational risk is thermal fatigue in cylinder heads under sustained high load, with elevated incidence during 24-hour endurance events. Peugeot Sport internal telemetry from Le Mans 2009 indicated localized head temperatures exceeding 280 °C, while post-race teardowns revealed micro-cracking in exhaust ports on 30% of units. Extended full-throttle operation without adequate coolant flow increases risk, making pre-race system validation critical.
Analysis derived from Peugeot Sport technical bulletins (2007–2011) and FIA post-race inspection reports (2008–2011). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about PEUGEOT 908.
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