Following a suggestion by Ferdinand Piëch, the position of the driver was moved from the traditional left (as in German road cars) to the right as this gives advantages on the predominant clockwise race tracks.

The drivers wore cooling vests developed by NASA as the oil-cooler and the hot oil pipes caused heat in the closed cockpit.

After the #53 car of Gerhard Mitter had a big crash caused by tyre failure in the banking, his teammate Rolf Stommelen supported the #54 driven by Vic Elford/Jochen Neerpasch.

Daytona & Sebring marked the first back-to-back major outright wins for the company, and French journalist (and occasional racer) Bernard Cahier wrote, "it's hard to imagine that anyone could beat Porsche to the championship this year."

That fateful day, Jim Clark was supposed to drive one of the new Ford F3L P68 prototypes with the Cosworth DFV engine, entered by Alan Mann Racing.

In races on faster tracks like the 1000km Monza, these modified old Ford GT40's entered by John Wyer Automotive proved to be an unexpectedly strong force.

This set up the stage for a showdown at la Sarthe, as due to political unrest in France, the 1968 24 Hours of Le Mans had been postponed from its traditional mid-June date to the end of September.

At that time, Porsche had already decided to make a risky investment in order to go one step further beyond the 3-liter 908 prototype: they committed themselves to develop a new 5-liter sportscar and built the required number of 25 in advance[citation needed].

During the following seasons, several 907s were entered by privateers, scoring occasional top-10 finishes, with a podium at Monza in 1969 and a 7th at the 1971 24 Hours of Le Mans being the more remarkable results.