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Despite facing opposition from purists who initially refused to accept it as a "real" Ferrari, the model eventually won over potential clients once they had the opportunity to test drive it. This Ferrari model had a smaller engine than other models because of regulations introduced for the 1967 Formula 2 monoposto racing. FiA regulations required engines in racing cars to be based on production models and manufactured in quantities of no fewer than 500 units per year.





































It was essential for Ferrari to increase sales and reduce production costs. The prototype of the Dino 196 S presented an excellent opportunity to design a relatively small displacement, road-going version that could be built on an assembly line for the first time in Ferrari's history. Pininfarina was tasked with designing the car with the now timeless classic lines, and Ferrari developed the Fiat V6 engine for mid transverse configuration. They were determined to succeed and they did.

Dino 206 or 246 production line. circa 1969.
Dino 206 or 246 brochure


In 1966, Ferrari presented the new prototype with a mid-engined configuration and wing-mounted headlights. By 1967, the production model had a higher roof, quarter bumpers, and alloy wheels. The V6 engine was turned 90 degrees and fitted with a unitary 5-speed transmission assembly. Ferrari designed, developed, and manufactured the transmission in-house.

Dino 206 or 246 Technical drawings

By the time of the Turin Show in November 1967, the car's body detail had been fine-tuned to near perfection, and the displayed model was almost identical to the production cars that would follow. Notable differences from earlier prototypes included two banks of triple radiator outlet slots on the front lid, with rows of matching engine bay exhaust slots on the engine lid, a steeper windscreen angle, and separate engine and boot lids. These changes were unmistakable and made the car stand out from its previous versions.

Dino 206 or 246 engine images

The engine sports a powerful 65-degree configuration with chain-driven, twin overhead camshafts per bank, and a total capacity of 1,987 cc. Its cylinder block is made of durable Silumin alloy, with cast iron liners, while the cylinder heads and other castings are of a similar alloy. The engine is mounted transversely in unit with the all-synchromesh, 5-speed transmission assembly below and to the rear of the engine's wet sump. It comes equipped with a bank of three twin-choke Weber 40 DCNF/1 carburetors mounted in the center of the vee, along with a distributor and electronic ignition system, producing an impressive claimed power output of 180 hp.


Although the Dino was marketed as a separate brand, the Ferrari legacy was still evident. The sales brochure proudly claimed that it was

"Tiny, brilliant, safe...almost a Ferrari."

Dino at Motorshow circa 1968

In January 1968, the same car was displayed at the Brussels Salon, but it was used for testing purposes later on. The final production models of the car did not have clear, perspex headlight covers and instead had quarter lights in the door glass. To distinguish a 206 GT from its later counterpart, the 246 GT, simply look for the exposed chrome-plated fuel filler cap on the left sail panel.

Dino Pre Delivery lineup

The production cars were built on a robust 2,280 mm wheelbase chassis, skillfully constructed according to the tried-and-tested Ferrari principles of longitudinal main tubes, with cross bracing and subframes to support various components and the body. These cars were given a decisive new even number chassis numbering sequence under the Dino brand name, to clearly distinguish them from the odd number sequence of the Ferrari road cars of that time. The earlier prototypes had carried either Ferrari even competition series chassis numbers or odd numbers in the road car sequence, but that is now a thing of the past.

Dino 206 or 246 Owners handbook

The Dino 206 GT boasted independent suspension, ventilated disc brakes with anti-roll bars, and a full aluminum body - all designed to deliver superior performance. Its smooth, rounded body style with Kamm tail is unanimously regarded as a timeless design classic. The tail panel carried a pair of circular lights at each side, which was also a feature of the 365 GTB4 ‘Daytona’ presented around the same time. These two cars also shared a very similar aluminum-faced, oval instrument panel that featured black-faced circular dials, setting a new standard for automotive excellence.

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