Dino 206 GT and 246 GT

The production Dino 206 GT was designed by Aldo Brovarone and built by Scaglietti. It had the soft edges and curving lines typical of earlier Italian cars, unlike its angular successor, the 308 GT4. The 206 GT used a transverse-mounted 2.0 litre all-aluminium, 65-degree V6 engine with dual overhead camshafts and a 9:1 compression ratio, making at the 8,000 rpm redline. Torque was at 6,500 rpm. The crankshaft featured four main bearings. Induction was via three Weber 40 DCN/4 2-barrel carburetors. The 206 GT was the first car sold by Ferrari which used an electronic ignition, a Dinoplex C capacitive discharge ignition system that was developed by Magneti Marelli for the high revving Dino V6 engine. It was also the first Ferrari product to have a direct rack-and-pinion steering. The 206 GT frame featured a light-weight, aluminium body, full independent suspension, and all round disc brakes. It had a wheelbase and a top speed of . 152 were built in total between 1967 and 1969, in left hand drive only. The same engine was used in the Fiat Dino Coupe and Spider, produced during the same period. The conversion of the Dino 206 SP/S twin-cam racing engine for road-going use in the Dino (and the two Fiat models) was entrusted by Fiat to Aurelio Lampredi, to whom Ferrari owed so many great engines. Lampredi, interviewed in the early 1980s (he died in 1989 at the age of 71), noted that, "Things didn't work out exactly as Ferrari had foreseen." Fiat quoted DIN for the Fiat Dino and Coupé, and in 1967 Ferrari - presenting the first prototype of the Dino 206 GT - claimed . This, however, was not the case. Both engines were made by Fiat workers in Turin on the same production line, without any discrimination as to their destination, and all were identical. Later Fiat Dinos also used the 2.4L engine, although significantly fewer were produced with this engine. ==Dino 246 GT and GTS==

Calls for more power were answered with the Dino 65° V6 engine, DOHC, 2 valves per cylinder, 9.0:1 compression ratio, iron block with alloy heads. It produced at 7,600 rpm and at 5,500 rpm of torque, and was available as a fixed-top GT coupé or, after 1971, an open Spyder GTS. A detuned American version had an exhaust air pump, and timing changes which resulted in . The GT had 3X2-barrel 40 DCNF/6 or 40 DCNF/7 Weber carburetors. For the 246 a new version of the Dinoplex ignition was deployed, the more compact Magneti Marelli AEC103A system. The 246 had a claimed top speed of , although in July 1971 a road test by Britain's Motor magazine reported a top speed of , which compared favourably with the achieved by a recently tested (though by now replaced) Porsche 911S. A retired electronics engineer from Santa Barbara, Corbani became a prominent figure on the FerrariChat online forum, where he documented his experiences with the car in extensive detail. Unlike many owners who kept such cars as low-mileage collectibles, Corbani used his 1972 Dino as a daily driver for more than two decades, accumulating over 150,000 miles under his ownership and more than 190,000 miles in total. Corbani performed much of the mechanical work himself, including an engine rebuild at 181,000 miles and regular valve adjustments. He also made practical modifications, such as repainting the car from its original Bianco Polo Park to Midnight Blue Metallic and fitting Gotti wheels. the car was sold and exported to Germany in 2009 and later re-imported to the United States in 2023. Its history has been noted in Matthias Bartz’s Dino Compendium and other enthusiast publications, Corbani’s approach to ownership - prioritizing driving and maintenance over strict preservation - has continued to be discussed within the Ferrari community as an alternative ethos toward classic Ferrari use. ==References==