The Dino 246 GT was a turning point for Ferrari. Introduced in 1969 as the successor to the short-lived Dino 206 GT, it brought Ferrari engineering into a smaller, less expensive mid-engine sports car built around a V6 rather than the company’s traditional V12. Although it was deliberately marketed under the Dino name rather than as a Ferrari, the 246 GT has become one of the most recognizable and desirable road cars associated with Maranello.
Its formula was fundamentally different from Ferrari’s larger grand tourers. A 2.4-liter V6 sat transversely behind the passenger compartment, driving the rear wheels through a five-speed transaxle. The compact drivetrain allowed a short wheelbase and low center of gravity, while Pininfarina’s exceptionally graceful body avoided the aggressive wedge styling that would soon dominate mid-engine exotic cars.
With approximately 195 horsepower in European specification, the 246 GT was never defined by overwhelming straight-line performance. Its appeal came from balance, steering, compact dimensions, engine response and the mechanical interaction among driver, gearbox and chassis. Those qualities remain central to its reputation today.
The 246 also established a formula Ferrari would revisit repeatedly: a smaller mid-engine road car positioned below the flagship V12 models. The later 308 GT4, 308 GTB/GTS and the long succession of mid-engine V8 Ferraris can all be viewed in part as descendants of the concept demonstrated by the Dino.
1969 Ferrari Dino 246 GT coupe, from an auction on February 27th, 2026
The Dino Name
The Dino name honored Enzo Ferrari’s son, Alfredo “Dino” Ferrari, who died in 1956 at only 24 years old. Dino had been involved in discussions surrounding development of a V6 engine for Ferrari, and his name subsequently became closely associated with Ferrari’s smaller-displacement V6 racing engines.
Ferrari began using Dino branding on competition cars before applying it to a road-car line. The road-going Dino was deliberately positioned as something distinct from Ferrari’s traditional V12 models. Consequently, the 246 GT originally carried Dino badges rather than Ferrari badges. There was no Ferrari prancing horse on the nose in the way expected on the company’s larger cars.
Many cars subsequently acquired Ferrari badges, sometimes decades ago when owners wanted their Dinos to be more obviously identified with the parent company. Today, originality-conscious restorations generally return the cars to their correct Dino badging.
From Racing V6s to a Road Car
Ferrari had extensive experience with V6 engines before the Dino road car appeared. V6-powered Dino competition cars participated in Formula racing and sports-car competition, establishing the engine configuration as a legitimate part of Ferrari’s engineering history.
The road-car program also became connected with Fiat, which needed to manufacture a sufficient number of V6 engines to satisfy homologation requirements for Formula 2 competition. The resulting engine family appeared in both the Fiat Dino and Ferrari’s smaller mid-engine sports car.
The relationship allowed Ferrari to obtain a production-ready V6 while spreading development and manufacturing costs across greater volume.
1969 Ferrari Dino 206 GT coupe, from an auction in Munich on November 23rd, 2024
Dino 206 GT
The immediate predecessor to the 246 was the Dino 206 GT, introduced in production form in 1968. The 206 established nearly all of the fundamental concepts associated with the later Dino: Pininfarina styling, mid-mounted transverse V6, five-speed transmission and compact two-seat dimensions. Its engine displaced 1,986cc and used an aluminum block. The body was also constructed largely from aluminum, helping make the 206 notably light.
Only about 150 examples were built, making the 206 considerably rarer than the 246 that followed.
1969 Ferrari Dino 246 GT coupe, from an auction on August 13th, 2004
From 206 to 246
The 246 GT appeared in 1969 as a more developed and practical version of the original concept. While the earlier Dino 206 GT used an all-aluminum 2.0L V6 built by Ferrari, the 2.4L engine in the 246 GT switched to a cast-iron engine block with aluminum cylinder heads. This cast-iron block was manufactured by Fiat in Turin to satisfy homologation rules for Formula 2 racing.
Engine displacement increased from 2.0 to 2.4 liters, substantially improving torque and everyday flexibility. The wheelbase grew slightly, providing additional room and improving stability. Construction also changed. The 246 used predominantly steel bodywork rather than the 206’s aluminum body, and the larger engine used a cast-iron block rather than the 206’s aluminum unit.
The result was heavier than the 206 but also more robust, easier to produce and better suited to regular road use.
Pininfarina Styling
The Dino’s shape originated with Pininfarina, with the production design closely associated with Leonardo Fioravanti.
Its proportions were dictated by the transverse mid-engine layout. The nose could be exceptionally low because there was no engine beneath it, while the cabin sat relatively far forward between pronounced front and rear fenders. Rather than using the sharp wedge profile becoming fashionable in Italy, the Dino relies on flowing curves. The front fenders rise above the hood, the roof flows gently toward the rear and the rear quarters wrap tightly around the drivetrain.
The result is a shape that appears compact rather than intimidating. The design’s lack of spoilers, wings or large cooling openings has also allowed it to age unusually well.
Steel Body Construction
Most 246 GT bodywork is steel, although aluminum was retained for selected panels on some cars. This makes corrosion a central concern when evaluating a Dino. Moisture can become trapped in complex structures, and many cars underwent repairs long before they became valuable enough to justify painstaking restoration.
Correct body restoration is expensive because the Dino’s appearance depends heavily on subtle curves and panel relationships. Poorly shaped replacement panels or excessive filler can noticeably alter the car’s proportions.
A beautifully finished exterior should therefore never substitute for inspection of the underlying structure.
Transverse Mid-Engine Layout
The Dino uses a transverse mid-engine layout, with the V6 and gearbox mounted together behind the seats. This packaging approach allowed Ferrari to fit the complete powertrain into a remarkably short space. The drivetrain sits ahead of the rear axle line sufficiently to create favorable weight distribution and a low polar moment. The layout also contributes to the car’s compact dimensions. Compared with a longitudinally engined V12 Ferrari, the Dino feels noticeably smaller and more agile.
The same broad transverse mid-engine concept would later become central to Ferrari’s smaller road cars.
The 2.4-Liter V6
The 246’s engine displaces 2,418cc and uses a 65-degree V6 configuration. The cylinder block is cast iron, while the cylinder heads are aluminum. Dual overhead camshafts operate the valves, with two camshafts serving each bank. Three Weber carburetors provide induction, contributing heavily to the engine’s sound and throttle response.
European versions are generally quoted at approximately 195 horsepower. Due to stricter emissions regulations and air-pumping equipment, American market models produced roughly 175 bhp (SAE net) and were fitted with different distributors and jetting.
65-Degree V6
The unusual 65-degree bank angle helped provide space for the induction system while maintaining a compact engine package. The architecture traces its heritage to Ferrari’s earlier Dino V6 development rather than simply being a conventional production engine adapted for the car. Its firing characteristics give the Dino a distinctive exhaust note, very different from both Ferrari’s V12s and the flat-plane-crank V8s that later became associated with the company’s smaller mid-engine cars.
The engine’s character is defined less by low-rpm torque than by smoothness and willingness to rev.
Weber Carburetors
Three Weber carburetors sit prominently above the engine. Correct synchronization and jetting are essential. When properly adjusted, the carburetors provide crisp throttle response and a distinctive induction sound as the engine approaches the upper portion of its rev range.
Poorly adjusted carburetors can create hesitation, difficult starting, fouled spark plugs and uneven running. Many apparent engine problems are actually the result of incorrect carburetor setup or ignition adjustment. Original air-cleaner assemblies, linkages and carburetor components are important on collector-quality cars.
Five-Speed Transaxle
A five-speed manual gearbox is integrated with the transverse drivetrain. The gear lever operates through Ferrari’s familiar exposed metal gate, providing the mechanical shift action that has become one of the most celebrated features of classic Ferraris.
Second gear can be reluctant when the transmission is cold, and experienced drivers generally avoid forcing shifts until the lubricant has warmed.
The gearbox is an integral part of the Dino experience. With modest engine torque compared with later Ferraris, the driver uses the ratios frequently to keep the V6 in its preferred operating range.
Chassis
The Dino uses a tubular steel chassis, constructed around the compact mid-engine drivetrain. The chassis is relatively light and provides mounting points for independent suspension at all four corners. Unlike later monocoque Ferraris, much of the car’s structural integrity depends on the tubular framework and surrounding body structure.
Corrosion and poorly executed accident repairs can therefore have consequences beyond cosmetics. Chassis dimensions and suspension pickup points should be verified carefully on cars with uncertain histories.
Independent Suspension
The 246 uses independent double-wishbone suspension at all four corners, with coil springs, telescopic dampers and anti-roll bars. The layout was sophisticated for a road car of the period and contributes greatly to the Dino’s reputation for balanced handling. Relatively modest tire widths and low mass mean the car does not generate the enormous grip of a modern exotic. Instead, the suspension communicates changes in load clearly and progressively.
Worn bushings, ball joints or incorrect alignment can significantly diminish that character.
Steering
The steering is unassisted rack and pinion. At low speeds it requires some effort, but once moving it becomes light, precise and highly communicative. There is little isolation between the front tires and the driver’s hands. Because the front of the car carries relatively little weight, steering effort is lower than might be expected from an unassisted sports car.
Correct wheel and tire specifications matter. Oversized modern wheels and tires can make the steering heavier while reducing some of the delicacy that defines the original chassis.
Four-Wheel Disc Brakes
Disc brakes are fitted at all four wheels. The system is conventional by modern standards but entirely appropriate for the Dino’s relatively light weight and performance. A properly maintained car has strong, progressive braking.
Cars that spend long periods in storage can develop seized calipers, deteriorated hoses or hydraulic leaks. As with many collectible cars, lack of use can be more damaging than moderate regular mileage.
1970 Ferrari Dino 246 GT coupe – L series car, from an auction at Pebble Beach on August 15th, 2025
L-Series Cars
Dino 246 production is commonly divided into L-, M- and E-series cars, reflecting important production developments rather than formal marketing model names.
The earliest L-series cars retain numerous details closely related to the 206 GT. These include distinctive wheels and interior and exterior features that changed as production matured. L-series cars were built in relatively small numbers and are particularly interesting to collectors because they represent the earliest form of the 246.
Correct early components can be difficult to replace, making completeness especially important.
1971 Ferrari Dino 246 GT Series M coupe, from an auction in Paris on February 5th, 2016
M-Series Cars
The M-series represents an intermediate stage in Dino development. Numerous detail changes were introduced as Ferrari refined production, including revisions to wheels, interior fittings and mechanical components. Because the changes did not necessarily occur simultaneously, exact chassis-number research is important when determining whether a particular feature is correct.
The M-series generally combines early-car character with some of the improvements that would become standardized on later Dinos.
1972 Ferrari Dino 246 GT coupe – E series car, from an auction at Villa d’Este Auction 2026 on May 16th, 2026
E-Series Cars
The E-series encompasses the later and most numerous 246s. By this point production had become more standardized, and many of the detail changes introduced during the earlier series had become established. The E-series also includes many of the most familiar Dino configurations, including the 246 GTS and the highly desirable chairs-and-flares specification.
Because more E-series cars were built, parts and reference information can be somewhat easier to find than for the earliest versions.
1974 Ferrari Dino 246 GTS coupe, from an auction on Amelia Island on March 5th, 2026
246 GTS
The open-roof Dino 246 GTS was introduced in 1972. Rather than using a conventional folding convertible top, the GTS has a removable roof panel that can be stored behind the seats. This provides much of the open-air experience while retaining the basic roof structure around the windshield and rear body.
The GTS became especially popular in the United States and is one of the most recognizable Dino variants. Its relative rarity and open-roof configuration have historically made it especially desirable among collectors.
GT Versus GTS
The 246 GT has a fixed roof and provides greater structural rigidity along with the cleanest expression of the original Pininfarina profile.
The GTS sacrifices some of that purity for the removable roof panel. With the panel removed, the V6’s induction and exhaust sounds become considerably more prominent.
Collector preference varies. The GTS has often commanded a premium because of its open-air appeal and lower production, while enthusiasts interested primarily in chassis feel may prefer the fixed-roof GT.
Both share essentially the same fundamental drivetrain and performance.
Chairs and Flares
Among the most desirable late Dinos are cars ordered with the options commonly known as “chairs and flares.”
The “chairs” are Daytona-style seats with distinctive contrasting inserts similar in concept to those used in Ferrari’s larger Daytona. The “flares” are widened wheel arches designed to accommodate wider Campagnolo alloy wheels. The two options could technically be specified independently, although surviving cars are often discussed collectively as chairs-and-flares examples.
Authenticity matters enormously because these features can be added during restoration. Factory documentation should establish whether a car was originally delivered with the equipment.
Campagnolo Wheels
Standard Dinos used relatively narrow wheels appropriate to the tires of the period. The wider Campagnolo wheels associated with flared cars give the Dino a more aggressive stance and have become particularly desirable. Reproduction wheels and aftermarket alternatives are available, so the presence of wide wheels alone does not establish an original flares car.
Correct wheel dimensions, casting details and factory records should be considered when evaluating an important example.
European Versus U.S. Cars
European and U.S.-market Dinos differ in several important details. American regulations required changes to lighting, side-marker lamps, emissions equipment and other components. Engine tuning and carburetor specification could also differ. U.S. cars often acquired additional modifications over the years as owners removed emissions equipment or converted them toward European appearance.
Neither specification is inherently preferable, but a high-level restoration should accurately reflect the car’s original market configuration.
Performance
The 246 GT’s performance was strong for a 2.4-liter sports car of its period but was never its defining characteristic. Acceleration to 60 mph generally falls in roughly the seven-second range, depending on test methodology and specification, while top speed is approximately 145 mph.
Contemporary V12 Ferraris offered greater straight-line performance, and many modern family cars can exceed the Dino’s acceleration figures.
What distinguishes the Dino is how it uses its available performance. The V6 encourages high engine speeds, the gearbox demands participation and the chassis allows the driver to exploit much of the car’s capability on ordinary roads.
Low Weight and Balance
The Dino’s relatively low mass is central to its personality. Without power steering, electronic stability systems, heavy luxury equipment or large wheels, the car responds immediately to steering and throttle inputs. The compact V6 also concentrates mass near the center of the chassis. This reduces the rotational inertia that can make larger cars feel reluctant to change direction.
The result is a car whose performance feels greater than its horsepower figure suggests.
Sound and Character
The V6 produces one of the Dino’s most distinctive characteristics. At low engine speeds it has a relatively mechanical sound, with the carburetors audible immediately behind the occupants. As rpm rises, induction and exhaust combine into a sharper and more complex note. The sound is different from a Ferrari V12 but no less distinctive. It also contributes to the need to use the engine’s upper rev range, encouraging the driver to work through the five-speed gearbox.
For many owners, that combination of engine note, shift action and steering feedback is more important than outright speed.
Rust
Corrosion is one of the most important concerns when buying a Dino. The steel body contains numerous areas where moisture can become trapped, and many cars were used regularly when they were simply depreciated sports cars rather than valuable collectibles. Rocker panels, floors, wheel arches, door bottoms and lower body sections deserve careful inspection. Structural areas around suspension mounts must also be evaluated.
Fresh paint can hide extensive previous repairs, making documentation and inspection of the underside particularly important.
Body Restoration
Correctly restoring a Dino body requires considerable skill. The curves that make the design appear simple are difficult to reproduce accurately. Small errors in fender shape, nose profile or panel alignment can noticeably change the appearance.
Replacement panels have been available in various forms over the years, but their accuracy varies. Hand fitting is often required. A car with older but fundamentally correct original bodywork can therefore be more desirable than a freshly restored example whose shape has been altered during reconstruction.
Accident Damage
The Dino’s nose is particularly vulnerable to accident damage because it is low and relatively delicate. Front-end repairs performed decades ago may have been carried out when the car had little collector value. Replacement panels could be fitted without careful attention to original contours or chassis alignment.
Suspension pickup points, chassis tubes and panel symmetry should therefore be inspected carefully. Evidence of an old accident does not automatically disqualify a car, but the quality and documentation of the repair matter greatly.
Engine Maintenance
The V6 is durable when correctly maintained but requires specialist knowledge.
Valve clearances, ignition timing, carburetor synchronization and cooling-system condition all affect how the engine performs. A poorly tuned Dino can feel dramatically slower and less refined than a properly sorted example. Oil leaks are not unusual, but significant leakage should not simply be accepted as normal.
Service history from mechanics familiar with Dino engines is particularly valuable.
Timing Chains
The Dino V6 uses timing chains to drive its camshafts. Chain condition and tension should be checked during major service, particularly on engines with uncertain rebuild histories.
Noise from the timing system can indicate wear or incorrect adjustment. Because internal engine repairs are expensive, unusual mechanical sounds deserve investigation rather than being dismissed as typical Italian-car behavior.
Cooling System
The mid-engine layout places considerable importance on the cooling system. Radiator condition, coolant pipes, hoses, fans and thermostat operation should all be evaluated. Cars that have spent years sitting can develop internal corrosion or blocked cooling passages.
A properly maintained Dino should be capable of operating without chronic overheating. Persistent high temperatures usually indicate a fault rather than an unavoidable characteristic.
Fuel System
The carbureted fuel system requires careful maintenance, particularly because many cars now spend extended periods in storage. Old fuel can leave deposits in carburetor passages, while hoses and seals deteriorate with age. Fuel leakage in a mid-engine car is an obvious safety concern. Modern ethanol-containing fuel can also affect older rubber components, making appropriate replacement materials important.
Gearbox Condition
The five-speed transaxle should shift cleanly once warm. Resistance when cold is characteristic, particularly when selecting second gear, but persistent grinding indicates synchronizer wear or other problems. Gearbox repairs can be expensive because components are far less common than those for ordinary production cars.
A patient driver who allows the transmission to warm before shifting aggressively will generally reduce wear.
Suspension Wear
Bushings, ball joints, dampers and wheel bearings all affect the Dino’s handling. Because steering feedback is such an important part of the car’s appeal, relatively small amounts of suspension wear can noticeably degrade the driving experience. Restoring the suspension to correct factory geometry often produces better results than simply installing stiffer springs or modern performance components.
The Dino was designed around relatively compliant suspension and narrow tires, and preserving that balance is important.
Interior
The Dino interior is simple but distinctive. A large instrument cluster faces the driver, while toggle switches and auxiliary gauges occupy the dashboard. The gated shifter rises from the center console, visually emphasizing the mechanical nature of the car.
Seats are relatively low, and the curved windshield and front fenders create a unique view from behind the wheel. Original dashboards, switchgear, steering wheels and seat materials have become important because reproductions do not always duplicate factory appearance precisely.
Restoring the Interior
Dino interiors have frequently been retrimmed over the decades. Leather grain, carpeting, stitching and seat patterns should be compared with original specifications. The Daytona-style seats used in chairs-and-flares cars require particular scrutiny because replicas can be installed easily.
Original instruments should ideally be rebuilt rather than replaced. As values increased, restoring interiors to accurate factory configuration became much more important than simply making them look luxurious.
Production Numbers
Approximately 3,700 Dino 246s were produced between 1969 and 1974. The majority were fixed-roof GTs, while roughly 1,200 were GTS models. Exact totals can vary slightly depending on how production records are categorized. Combined with the roughly 150 earlier 206 GTs, production was substantial compared with Ferrari’s V12 models of the period but small by later sports-car standards. The volume was sufficient to demonstrate that Ferrari could successfully sell a smaller mid-engine model in meaningful numbers.
The Dino and Ferrari Branding
One of the enduring curiosities of the 246 is that it was not originally sold as a Ferrari in the conventional sense. The Dino marque had its own nose badge, wheel-center emblems and identification. Ferrari intended it to establish a separate range of smaller cars.
The strategy did not survive long term. Subsequent Dino-branded models included the 308 GT4, but Ferrari eventually returned to using the Ferrari name across the range. Ironically, the lack of Ferrari badges has become one of the 246’s most historically significant features.
Successor: Dino 308 GT4
The 246 was replaced by the Dino 308 GT4, introduced in the early 1970s. The GT4 represented a dramatic change. Bertone rather than Pininfarina designed its angular body, seating expanded to a 2+2 configuration and the V6 was replaced by a transverse 3.0-liter V8. Although visually very different, the GT4 continued the fundamental concept of a smaller mid-engine car beneath Ferrari’s V12 models.
That V8 architecture subsequently became central to Ferrari’s road-car business.
From Dino to 308 GTB
The later Ferrari 308 GTB, introduced in 1975, returned to Pininfarina styling and a two-seat layout. Its relationship with the Dino 246 is conceptual rather than simply mechanical. Both are compact, mid-engine sports cars designed to provide agility and driver involvement rather than relying on the immense power of Ferrari’s flagship models.
The 308 GTB and its descendants ultimately established the mid-engine V8 Ferrari as one of the company’s most important product lines. The Dino can therefore be viewed as the starting point for a lineage that extends through the 308, 328, 348, F355, 360 and beyond.
Common Modifications
Because Dinos were once relatively inexpensive used sports cars, many were modified. Electronic ignition, upgraded cooling fans, modern starter motors and improved electrical components can enhance reliability without significantly altering the car’s character.
More visible changes include wider wheels, non-original steering wheels, Ferrari badges, altered exhaust systems and replacement seats. For a driver-quality car, carefully selected improvements may be beneficial. For a top collector example, original components and reversibility matter considerably.
Ferrari Classiche
High-value Dinos are increasingly evaluated through extensive historical documentation and, in some cases, Ferrari Classiche certification. Certification can help establish that major components and specifications correspond to factory records. It should not replace a mechanical or structural inspection. A certified car can still have corrosion, worn mechanical components or restoration issues.
For collectors, the strongest examples combine documented history, correct specification, excellent structural condition and sympathetic restoration or preservation.
Understanding the Major Dino 246 Variants
The principal versions can be understood as follows:
- Dino 206 GT: The 2.0-liter predecessor, with aluminum body and aluminum-block V6; extremely rare and lighter than the 246.
- 246 GT L-Series: Earliest 2.4-liter production cars, retaining several details related to the 206 and built in relatively small numbers.
- 246 GT M-Series: Intermediate-production cars incorporating numerous detail revisions.
- 246 GT E-Series: Later and most numerous fixed-roof cars, with the mature 246 specification.
- 246 GTS: Removable-roof version introduced in 1972 and particularly popular in the American market.
- Chairs-and-Flares Cars: Late GT or GTS examples originally ordered with Daytona-style seats, flared wheel arches and, where specified, wider Campagnolo wheels; among the most sought-after configurations.
Because numerous details changed during production, chassis-specific documentation is more reliable than assuming every car within a series has identical equipment.
What Matters to Collectors
For a Dino 246, body and chassis integrity should come before cosmetic appearance. Properly repairing corrosion and structural damage is vastly more expensive than routine mechanical work, and an attractive repaint can conceal poor repairs.
Original drivetrain components are increasingly important. Engine and gearbox numbers should be checked against available records, particularly on high-value cars. Replacement engines were installed when Dinos were simply used sports cars, and not every surviving example retains its original powerplant.
Correct specification matters as well. L-, M- and E-series cars contain numerous differences in wheels, wipers, bumpers, interiors and mechanical components. Cars restored using whichever parts were available can contain a mixture of features from different periods.
The chairs-and-flares specification requires especially careful authentication. Flares, wheels and Daytona-style seats can all be added during restoration, and their presence alone does not prove that the car left the factory that way.
For GTS examples, roof-panel fit, seals and body rigidity should be examined. For all cars, panel shape and alignment deserve close attention because correct Dino bodywork is difficult and expensive to reproduce.
Documentation can materially affect desirability. Original books, tools, ownership records, factory correspondence, restoration photographs and invoices help establish both provenance and the quality of previous work.
Collector Hierarchy
The extremely rare 206 GT occupies a category of its own, but within the 246 family the hierarchy depends on series, body style, specification, originality and condition.
Early L-series GTs appeal to collectors because of their rarity and close relationship to the 206. Their early details can make correct restoration difficult, increasing the value of complete and original examples.
The 246 GTS has traditionally attracted strong demand because of its removable roof and lower production. Excellent examples combine the classic Dino shape with open-air driving and greater rarity than the standard GT.
Factory-documented chairs-and-flares cars, whether GT or GTS, occupy a particularly desirable niche. Their wider wheels and distinctive seats create the most aggressive factory appearance offered on the 246.
A standard GT should not be overlooked, however. Its fixed roof preserves Pininfarina’s shape without interruption and provides the most structurally rigid version of the 246. For an owner primarily interested in driving, an excellent GT can be every bit as compelling as the more valuable special configurations.
Driving the Dino 246 GT
The Dino’s driving experience is defined by lightness and balance rather than power.
The seating position is low and the front bodywork falls away ahead of the windshield. Without a heavy engine over the front wheels, steering is remarkably light once the car begins moving.
The V6 is flexible enough for ordinary driving but comes alive as engine speed rises. The three Weber carburetors become increasingly audible, and the exhaust develops the distinctive note that makes the Dino immediately recognizable.
The gated five-speed transmission encourages deliberate involvement. Cold shifts require patience, but once the drivetrain is warm the combination of metal gate, mechanical linkage and close interaction with the engine becomes one of the car’s defining pleasures.
The chassis is similarly communicative. The Dino does not have modern levels of tire grip, which allows the driver to feel weight transfer at relatively modest speeds. Steering effort changes naturally as the front tires load, while the mid-engine balance makes direction changes immediate.
There are no electronic systems intervening between driver and car. No power steering, traction control, stability control or adaptive suspension modifies the response. Smoothness matters, particularly near the limit, but the Dino is generally regarded as progressive and approachable when correctly set up.
Compared with a contemporary V12 Ferrari, the Dino feels smaller and more agile. Compared with a modern Ferrari, it feels almost impossibly delicate.
That difference is fundamental to its appeal. The driver can use the engine, gearbox, steering and chassis without requiring extraordinary speeds.
Lasting Importance
The Dino 246 GT is important for reasons that extend far beyond its appearance.
It demonstrated that a smaller, less powerful Ferrari-developed sports car could possess an identity every bit as compelling as the company’s V12 flagships. Rather than attempting to duplicate the Daytona’s performance, the Dino offered an entirely different experience centered on agility, balance and mechanical interaction.
Its transverse mid-engine layout was particularly influential. The compact drivetrain demonstrated a practical architecture for Ferrari’s smaller sports cars, an idea that continued through the 308 GT4 and into the long-running family of mid-engine V8 models.
The Dino also helped establish mid-engine architecture as the natural configuration for exotic road cars. When the 206 and 246 appeared, placing the engine behind the occupants was still closely associated with racing machinery and a small number of highly specialized road cars. Within a decade it had become almost mandatory for the exotic-car category.
Styling is equally central to the Dino’s reputation. Pininfarina created a body whose beauty does not depend on aggression. There are no enormous wings, elaborate air intakes or dramatic aerodynamic devices. The proportions themselves communicate the car’s purpose.
The decision to market it as a Dino rather than a Ferrari has become one of history’s great automotive ironies. What was originally intended as a less expensive companion marque now carries enormous collector prestige, and owners generally take pride in preserving the Dino badges that once signified its position below Ferrari’s V12 cars.
Its performance figures are no longer remarkable, but that has done little to diminish the car. If anything, modern traffic has made the Dino’s modest dimensions and usable performance increasingly relevant. The V6 can be exercised, the gearbox worked and the chassis explored without immediately reaching extraordinary speeds.
For collectors, the challenge is finding a car whose beauty is more than skin deep. Rust, old accident repairs, incorrect bodywork, replacement drivetrains and inaccurate restorations can substantially affect both value and driving quality. The best examples combine structural integrity with correct specification and a history that explains how the car reached its present condition.
The 246 GT ultimately succeeded because Ferrari did not build a smaller version of one of its V12 cars. It created something with a character of its own: compact, light, responsive and exceptionally beautiful.
More than half a century later, that combination makes the Dino 246 not simply an entry-level Ferrari from another era, but one of the defining mid-engine sports cars of the 20th century.
Important Sales Reviewed by SCM Experts
In each month’s issue for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Ferrari Dino 246 GT, you’ll likely find these profiles critical in helping you make the right decision. Each of the following is an article from our print magazine on a Ferrari Dino 246 GT sold at auction.
1971 Ferrari Dino 246 GTOf all the machines to emerge from Maranello over the years, few are as closely linked to the personal story of Enzo Ferrari — or played a greater contribution to the ongoing success of his eponymous marque — as the Dino 246 GT. Ferrari’s efforts to develop a V6-configured engine were driven by Enzo’s son, […]Read more
1972 Ferrari Dino 246 GT BerlinettaFerrari had resolved to create a younger brand using the support of Fiat, the innovative defining style of Pininfarina, and a new light alloy engine used in a rear mid-engine configuration. The resulting Dino was described by the Commendatore as “almost a Ferrari.” That slap denied it the name which posterity restored to it. The […]Read more
1974 Ferrari 246 GTS Dino SpyderThe 246 GTS Dino offered here was completed on November 2, 1973, and finished in Blu Dino Metallizzato with a black Connolly leather interior. Ferrari historian Marcel Massini notes its first owner, a resident of Lausanne, Switzerland, kept it until 1983. A second Swiss owner kept it until 2011. Then it passed to a noted […]Read more
1973 Ferrari 246 GT Dino Barn FindThe car on Pininfarina’s stand at the 1965 Paris Auto Salon was the forecast of Ferraris to come. Called the “Dino 206 S Speciale,” it was a sleek, competition-inspired coupe to be powered by the Ferrari-designed, mid-mounted V6. A “research prototype” built on a racing chassis, it was merely eye candy, as it had no […]Read more
1972 Ferrari 246 GT Dino BerlinettaThe need for a production-based engine for Formula 2 led to the introduction of a “junior” Ferrari — the Dino 206 GT — at the Turin Motor Show in 1967. Building on experience gained with its Dino 206S sports racer, Ferrari retained the racer’s mid-engined layout for the road car but installed the power unit […]Read more
Cars For Sale
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Books on the Ferrari Dino 246 GT
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Past Auction Sales – Ferrari Dino 246 GT
Average Ferrari Dino 246 GT Sale Price by Year from SCM’s Platinum Auction Database:
Includes sales listed as Ferrari Dino 246 GTS, Ferrari 246 GT, Ferrari 246 GTB, Ferrari Dino 206 GT.
Ferrari Dino 246 GT Sales from SCM’s Platinum Auction Database:
Broad Arrow Auctions
Condition: 2
Aug 13, 2026
$401,000
Broad Arrow Auctions
Condition: 3+
May 16, 2026
$465,120
Bonhams Cars
Condition: 3+
Apr 24, 2026
$370,392
RM Sotheby's
Condition: 2+
Feb 27, 2026
$566,000
RM Sotheby's
Condition: 2-
Oct 18, 2025
$354,080
Bonhams Cars
Condition: 4-
Aug 15, 2025
$252,000
Gooding Christie's
Condition: 3+
Aug 15, 2025
$511,000
RM Sotheby's
Condition: 3+
Apr 28, 2025
$256,802
Artcurial
Condition: 3+
Feb 7, 2025
$309,235
RM Sotheby's
Condition: 3+
Feb 4, 2025
$356,954
Gooding & Co.
Condition: 2
Aug 16, 2024
$533,000
RM Sotheby's
Condition: 2-
Mar 1, 2024
$313,000
RM Sotheby's
Condition: 2-
Nov 25, 2023
$354,117
Collecting Cars
Condition: 2
Oct 17, 2023
$322,857
RM Sotheby's
Condition: 2
Sep 15, 2023
$404,667
Gooding & Co.
Condition: 1-
Aug 18, 2023
$423,000
Bonhams
Condition: 3+
Dec 16, 2022
$322,223
Silverstone
Condition: 2-
Jun 4, 2022
$325,028
Bonhams
Condition: 2+
Oct 10, 2021
$421,435
Silverstone
Condition: 3+
Jun 5, 2021
$392,929
Silverstone
Condition: 3+
Jun 5, 2021
$302,253
Gooding & Co.
Condition: 1-
May 3, 2021
$385,000
Gooding & Co.
Condition: 2+
Oct 26, 2020
$275,000
RM Sotheby's
Condition: 3+
Oct 23, 2020
$318,500
Bring a Trailer
Condition: 2
Jun 4, 2020
$395,000
Barrett-Jackson
Condition: 2
Jan 13, 2020
$308,000
Bonhams
Condition: 2-
Nov 21, 2019
$253,459
RM Sotheby's
Condition: 2
Oct 24, 2019
$557,767
Russo and Steele
Condition: 2
Mar 6, 2019
$275,100
Silverstone
Condition: 2-
Feb 22, 2019
$350,406
RM Sotheby's
Condition: 3+
Feb 6, 2019
$377,426
Gooding & Co.
Condition: 3-
Jan 18, 2019
$240,800
RM Sotheby's
Condition: 1-
Jan 17, 2019
$500,000
RM Sotheby's
Condition: 2
Dec 8, 2018
$263,200
Bonhams
Condition: 3+
Sep 8, 2018
$321,681
Bonhams
Condition: 2-
Sep 8, 2018
$576,034
RM Sotheby's
Condition: 3
Sep 5, 2018
$221,182
Gooding & Co.
Condition: 1-
Aug 24, 2018
$407,000
Bonhams
Condition: 2
Aug 24, 2018
$335,000
Bonhams
Condition: 3-
Jul 13, 2018
$186,182
Bonhams
Condition: 3+
Jul 13, 2018
$262,812
Artcurial
Condition: 3
Jul 7, 2018
$349,375
RM Sotheby's
Condition: 3+
May 12, 2018
$314,759
Silverstone
Condition: 2-
Feb 24, 2017
$552,245
RM Sotheby's
Condition: 2+
Feb 8, 2017
$477,792
Gooding & Co.
Condition: 2
Jan 20, 2017
$280,500
Bonhams
Condition: 2-
Dec 7, 2016
$418,507
Bonhams
Condition: 3+
Sep 10, 2016
$399,000
Artcurial
Condition: 2-
Jul 9, 2016
$250,713
Bonhams
Condition: 2-
May 13, 2016
$326,255
See all 265 sales in SCM’s Platinum auction database: Ferrari Dino 246 GT · Ferrari Dino 246 GTS · Ferrari 246 GT · Ferrari 246 GTB · Ferrari Dino 206 GT
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