(long tails) were the fastest in qualifying and the early stages of the race, but it showed that Porsche had not taken advantage of the additional time to improve the 908. Troubles with the alternator caused delays and even disqualifications as the new Porsche team leaders had misinterpreted the repair rules. Once again, a V8-powered Ford won, and a 907 LT came in second in front of the sole surviving standard 908. In addition, Ford won the 1968 International Championship for Makes. 1969: 908/02 For 1969, the Group 6 prototype rules were changed, and Porsche lowered the weight of the Porsche 908/02 spyder by , removing the roof and the long tails. Aluminium tube frames were used, with air pressure gauges to check them. The 1969 24 Hours of Daytona was a disaster for Porsche, as all three 908/02 failed, while a Lola T70 won. At the 12 Hours of Sebring, a Ford GT40 defeated a trio of factory-entered 908/2s. At that time, the more powerful Porsche 917 was introduced in Geneva, and it seemed that the career of the 908 was over, but the 908 started to succeed. The next race was the BOAC 500 at Brands Hatch, where the 908 was finally successful, finishing 1-2-3 ahead of a Ferrari 312P. With additional wins at the 1000km Monza, the Targa Florio, the 1000km Spa and an overwhelming 1-2-3-4-5 at the 1000 km Nürburgring, the 1969 International Championship for Makes was secured for Porsche by the 908/02, while the Porsche 917 suffered problems. However, the prestigious 24 hours of Le Mans was again won by a Ford GT40 in 1969, as the 917s had gearbox troubles after leading for many hours. A 908 challenged for the win, as Hans Herrmann came in as a very close second, behind Jacky Ickx. Herrmann's 908 low drag coupé was fast on the straights, but near the race's end the brake pads wore down, indicated by a light that was introduced with the 908s. The team gambled on not changing the pads, which allowed Ickx to pass under braking. 1970 - 1971: 908/03 Despite the more powerful 917 improving towards the end of 1969, the career of the 908 continued. On rather twisty and slow tracks like Nürburgring and Targa Florio, the 917 was not suited well even after being modified to the "917K". So rather than trying to make "one size fit all",