The name "908 HDi FAP" indicates several features. "908" refers to the 90x series for racing cars at Peugeot. "HDi" is an acronym for "High Pressure Direct Injection", while "FAP" stands for "Filtre à particules" (particulate filter). The 908 name is also shared with a Peugeot concept saloon/sedan, the 908RC, which shares the diesel V12 engine from the 908 sportscar. Additionally, the successor sports prototype racing car for the 2011 season was simply named "908". The Peugeot 908 HDi FAP should not be confused with the Porsche 908, another sportscar that raced from 1968 to 1981. At the 2008 1000 km of Silverstone, Peugeot Sport unveiled the 908 HY, a hybrid electric variant of the diesel 908, featuring KERS.
Following new rules announced by the Automobile Club de l'Ouest (ACO) on 16 June 2006, which encouraged closed cockpit Le Mans Prototypes, Peugeot unveiled the 908 with a closed cockpit. This made it the first Le Mans Prototype (LMP) since the Bentley Speed 8 to race with such a design. Peugeot's choice of a closed cockpit was possibly intended to allow the 908 to run a larger air restrictor due to rules mandating the use of air conditioning on closed cockpit designs. Peugeot also believed that potential drawbacks related to weight, center of gravity, and operations could be overcome by improved chassis rigidity and aerodynamics with a closed cockpit design. The cockpit features a unique two-part door system. The body is a carbon fiber monocoque, offering better rigidity and lower weight. The front and rear suspension are linked, steering is electrically powered, and magnesium wheels are supplied by BBS. The car measures 4.65 m (183 in) by 2 m (79 in) and has a minimum weight of 925 kg (2,039 lb). Peugeot built the 908 chassis themselves.
The Peugeot 908 HDi FAP is powered by a 5.5 L (340 cu in) HDi diesel engine, which is the maximum size permitted by Le Mans Prototype rules. The engine is configured as a 100° V12, with the angle chosen to lower the center of gravity. Its output is stated to be over 730 horsepower (540 kW) and 1,200 N⋅m (890 lbf⋅ft) of torque. Oil systems were developed by technical partner TotalEnergies. The electro-pneumatic controlled gearbox, designed and built by Ricardo, is longitudinal with a maximum of 6 gear ratios, and the differential is self-locking.
In 2009, Peugeot developed the 908 HY, a hybrid electric version of the 908 diesel. The 908 HY incorporates an 80 hp (60 kW) electric motor, which replaces the car's standard starter motor. This motor is powered by 600 lithium-ion batteries, located in the cockpit and on the left bottom of the car. The batteries are charged through regenerative braking, requiring approximately 20 to 30 seconds to recharge. The electric motor can provide extra power for about 20 seconds, either automatically or by driver activation. It can also operate independently when the car enters a pit lane, allowing the diesel motor to shut off to conserve fuel. The electrical systems add approximately 45 kg (99 lb) to the weight of the standard 908.
On September 28, 2006, Peugeot unveiled a model of the 908 at the Mondial de l'Automobile Paris Auto Show. The V12 HDi engine was first started in a bench test on September 30. The first chassis began test driving in December with Éric Hélary, in preparation for a two-car effort at Le Mans and participation in the full 2007 Le Mans Series season. The team was sponsored by Xbox 360, Total, and tire supplier Michelin. On January 10, 2007, at the 908's first public test at Paul Ricard HTTT, Peugeot confirmed the drivers for the Le Mans Series would be Stéphane Sarrazin, Nicolas Minassian, Marc Gené, and Pedro Lamy. Jacques Villeneuve and Sébastien Bourdais were added for the 24 Hours of Le Mans.
The Peugeot 908 HDi FAP debuted at the 2007 Le Mans Series season opener, the 1000km of Monza. The two 908s secured the top two qualifying spots. The #7 908 of Gené and Minassian won the race, while the #8 car of Lamy and Sarrazin finished third due to door issues. At the next round in Valencia, the #8 Peugeot won, and the #7 car retired with clutch problems. On June 3, 2007, Peugeot set a Le Mans test day lap time of 3:26.707, beating the Audi R10 TDI. Stéphane Sarrazin secured pole position in Le Mans qualifying with a 3:26.344. In the race, the Audi R10s were faster on straights and more stable in corners. The #8 Peugeot finished second to the Audi R10 after 359 laps, while the #7 car retired in the final hour due to engine failure. After Le Mans, the Peugeots returned to the Le Mans Series. Peugeot #8 won at Nürburgring and Spa, followed by the #7 908 winning at Silverstone and Interlagos. The #8 908 won the LMP1 teams' championship, while the #7 car finished third.
For 2008, Peugeot expanded its 908 program to include the 12 Hours of Sebring. The sole 908 led early but dropped from contention due to mechanical problems, though it completed the event. In the Le Mans Series, the two 908s faced newcomer Audi, which also entered two R10 diesels. The 908 started the season with a victory in Catalunya, marking its first win against an R10. Three 908s were entered for Le Mans, with the team starting on pole position. The 908 was capable of running in the 3:18 range, approximately 7 seconds faster than the Audi. However, lengthy pitstops and instability in the rain led to the R10 winning. Peugeot finished its season at the 1000 km of Silverstone, where two accidents ended their LMS race win streak and allowed Audi to secure the Drivers, Teams, and Constructors Championships. Peugeot then announced its intent to bring two 908s to North America for the American Le Mans Series Petit Le Mans at Road Atlanta. Due to accident damage at Silverstone, only one car was brought. The sole 908 qualified on pole and led several times, finishing 4.5 seconds behind the North American Audi team.
Two 908s were entered at the 2009 Sebring 12 Hours against the new Audi R15s. The lead swapped until the R15 finished 22 seconds ahead of the Peugeot. Four 908s were entered into the 2009 24 Hours of Le Mans, three by Peugeot and a 2008 model by Pescarolo which crashed. Cars #9 and #8 took the first two places, 16 years after Peugeot's last win. Along with the sixth-placed #7, they performed a formation finish. Peugeot continued to challenge the Audi R15s at the 2009 Petit Le Mans. Team Peugeot Total entered two cars and won the rain-soaked race while leading only 10% of the laps. Due to the Le Mans victory, Peugeot contested the 2010 race with numbers 1-2-3.
Peugeot entered two cars for the 2010 12 Hours of Sebring, achieving a 1-2 finish and their first victory at Sebring. At Le Castellet, the Oreca Peugeot suffered airjack failure, falling 8 laps behind the Audi. Peugeot fielded three cars at the 2010 Spa 1000km and the 2010 24 Hours of Le Mans, along with the Oreca Peugeot. In the Spa race, the #3 908 finished 1st, #2 2nd, and #1 4th, while the Oreca crashed. In the 2010 24 Hours of Le Mans, the Peugeots took the top four qualifying spots. However, problems on all four cars—suspension damage on the pole-sitting #3, and three related engine issues on #2, #1, and the Oreca #4—forced all Peugeots to retire. This marked the first time no Peugeot 908s finished the race. Audi's revised R15 TDI plus swept the podium and broke a distance record. Post-race analysis found the #3 had a suspension mounting point separating, while the others had failures of new titanium connecting rods. Loïc Duval set a 3:19.000 lap time in the race. Peugeot entered two cars at the 2010 1000 km of Silverstone and won. They also entered two cars at the 2010 Petit Le Mans, qualifying 1-2 and finishing 1-2 ahead of the two Audi R15s. The 908's last race as a factory team ended with a victory by the #2 908 at the 2010 1000 km of Zhuhai. Peugeot finished the year winning the Le Mans Series LMP1 teams championship by Oreca and the ILMC LMP1 championship.
Oreca continued to run the old 908 HDi FAP for another year with new restrictors, marking its last year of competition. Despite this, Oreca won the 2011 12 Hours of Sebring ahead of factory Peugeot, Audi, and HPD. At the 2011 24 Hours of Le Mans, the 908 HDi FAP run by Oreca finished fifth, behind the three new factory Peugeot 908s and the winning Audi R18. Oreca also finished second at the Petit Le Mans behind the surviving factory Peugeot 908.
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