1971 Ferrari Dino 246 GT


Concours Condition

Recent ‘First in Class’ in Vancouver’s  Exotic Car Show

at the Van Dusen Gardens

48,115 km

Euro car sold into Switzerland

Restoration by Swiss Experts

Desirable Daytona-style Chairs


VEHICLE PORTFOLIOhttp://www.vintageandsportscar.com/rvschomepage/PORTFOLIO.htmlhttp://www.vintageandsportscar.com/rvschomepage/PORTFOLIO.htmlshapeimage_3_link_0
ABOUT RVSChttp://www.vintageandsportscar.com/rvschomepage/ABOUT_RVSC.htmlhttp://www.vintageandsportscar.com/rvschomepage/ABOUT_RVSC.htmlshapeimage_7_link_0
MEDIA GALLERYhttp://vintageandsportscar.com/rvsc/DIR3/galleries/MEDIA_GALLERY.htmlhttp://vintageandsportscar.com/rvsc/DIR3/galleries/MEDIA_GALLERY.htmlshapeimage_9_link_0

Ferrari 246 GT Dino

In the 1950’s, Ferrari built V12’s, Inline 6’s, Inline 4’s for its sports racing and single seater race cars, but for its road cars it only used the V12’s. 

The origin of the Ferrari Dino engine came in 1958, when Ferrari switched to a V6 engine for the 246 Dino Formula 1 car, which Mike Hawthorn won the World Championship with after a season long battle with Sterling Moss.  The engine took its name from Enzo Ferrari’s son, Dino, who had been working on the project with Vittorio Jano (of Alfa Romeo 6C and 8C fame) prior to Dino’s premature death in 1956, at only 24 years old.  Aurelio Lampredi, the designer of the larger 4 and 5 Litre Ferrari V12 engines,  was given the task of converting the engine for road car use.  The basic design was carried through to the Dino V6 road car engines, and the subsequent V8’s right up to the introduction of the F430 in 2005.

A version of this engine powered several Ferrari Sports Racing cars such as the 196SP and 246SP which took victory in the European Mountain Championship, Targa Florio and Nurburgring 1000 races in 1962.  In 1966 the elegant 206S was debuted, looking like a scaled down 330 P3/P4, and was competed in Formula 2 international events until 1970. 

A rule change for F2 in 1967 dictated that the engine block of the racers must be of production origin, and that at least 500 must be made within a 12 month period.  Ferrari was only building about 700 V12 road cars per year at the time.  The solution to the problem was a joint venture with FIAT, where a cast iron block version of the engine would go into a FIAT sports car-the FIAT Dino Spider and Coupe.

The Ferrari-built Dino 206GT was shown in its definitive form at the 1967 Frankfurt Auto Show, and again at the 1968 Brussels show, and went into production that year with 99 examples being built at Scaglletti in 1968, and 51 being built in 1969 according to factory records.  This 206 GT differed from the replacement 246GT in that the body was all aluminium as was the engine block which was cast at Ferrari. The car weighed just under 2000lbs and produced 180hp from its 2.0L engine (though some sources say power was the same as the Fiat Dino at 160hp).

The Dino 246GT was shown at the Turin Auto show in 1968, and featured a 2.4L version of the engine with a FIAT sourced cast iron block.  FIAT insisted on producing the engines, as not to disrupt its supply of Dino Coupe and Dino roadster powerplants.  The new model weighed 2,384lbs but had 195hp instead of the 206’s 180hp (or 160hp as may well have been the case).  The increased torque of the larger engine made the car much easier to drive.

It wasn’t until 1972 that the car was exported to the US, the first chassis number being “02866”.  Also in 1972 the targa-top 246 GTS was introduced at the Geneva show, the earliest chassis number being “03762”.  The open and closed models continued in production until 1974.

In all, there were 2295 246GT Berlinettas and 1274 Spyders produced for a total production run of 3,569.  There were 3 series of 246’s produced and they differed by wheels, windshield wiper coverage and engine ventillation.  357 S1 cars were built (Chassis # 00400 to 01116) up until the summer of 1970 and are identified by the same center spline hubs with eared spinners as the 206GT.   507 S2 cars were built (Chassis # 01118 to 02130) until July 1971 and received 5 bolt Cromodora alloys and ‘clap-hands’ wipers.  S3 cars (starting at chassis # 02132 to 8518) had minor differences to gearing and fuel supply and were built in higher numbers as sales in the US started with this version.

The Dino’s were Ferraris attempt to establish a separate product line, and the cars never carried any Ferrari badging.  This continued to the 1970’s 308 GT4, but in the face of slow sales, all the Dino’s became Ferraris. 

Today the Ferrari Dino has secured its place among the all time great sports cars.  It is on most enthusiasts and designers lists of the most attractive sports cars of all time.  In 2.4 Litre form the car has spirited performance, makes all the right noises, and has steering feel and throttle response that only a light weight sportscar can provide.  The Ferrari Dino is a ‘Blue Chip’ investment that can be driven and enjoyed, or just admired for it sensual curves and delicate detailing.

About this car

This Ferrari Dino, #02314, is an early Series 3 car produced in 1971.  It is titled as a 1972.  It is a European car and never had any of the DOT emission control equipment installed.  It was delivered into Switzerland new, and stayed in that country until about 2000 when it came to Alberta.  In Switzerland it received a concours restoration and colour change from the original bronze to Ferrari Red with black/red two tone interior. It was sold into BC in about 2005, and it is currently in a collection in Victoria.

The condition of the car is faultless.  There are no prep issues or marks in the paint, dings in the chrome, curb rash on the wheels, scratches to the glass, scuffs on the door sills or leather etc. etc.   All the stickers, coatings and hardware are correct in the engine bay.  It wears correct Michelin XWX tires, and comes with the correct jack and tools. This Dino has the desirable Daytona style seats, black with red contrast.

The car fires up instantly, without any noticeable smoke, and settles into an even idle.  All temperatures and pressures are where they should be.  The clutch and transmission operate properly with no difficulty selecting gears, syncro wear or clutch slippage.  The car tracks straight and brakes securely.

This is as nice a vintage Ferrari as one can find and is ready to be driven and enjoyed or shown at Concours events.

Lawrence Romanosky