BUYER’S GUIDE

Dino 206 GT/246 GT Review

“Almost a Ferrari” according to the brochure but, a template for Maranello’s mid-engined cars to this day, and still one of its most beautiful. If you’ve dreamed of owning a Dino 206 GT or 246 GT, then this buyer’s guide will help you find the best example available, and how to protect your investment with the correct insurance.

What are the Dino 206 GT and Dino 246 GT?

The Dino 206 GT and 246 GT are mid-engined Italian sports cars produced by Ferrari under the Dino marque between the late 1960s and mid 1970s. Created in memory of Enzo Ferrari’s son, Alfredo “Dino” Ferrari, they were designed to showcase Ferrari’s new V6 engine while offering a lighter, more accessible alternative to the company’s V12 models.

The 206 GT was the original version, featuring an aluminium body and a 2.0-litre V6. It was succeeded by the more powerful 246 GT, which gained a 2.4-litre engine, a steel body with aluminium panels and improved usability. An open-top 246 GTS followed in 1972.

Today, the Dino is regarded as one of the most beautiful sports cars ever built. Buyers value its elegant Pininfarina styling, exceptional steering, balanced chassis and charismatic V6 engine.
However, originality and structural condition are critical because restoration costs can be extremely high.

When were the Dino 206 GT and 246 GT produced?

The Dino 206 GT and 246 GT were produced from 1967 to 1974 in Italy. Bodies were built by Scaglietti in Modena, while final assembly took place at Ferrari’s Maranello factory. Their Italian craftsmanship remains a major part of the cars’ appeal today.

The Dino 206 GT was produced from 1967 to 1969, with just 152 examples built. The Dino 246 GT replaced it in 1969 and remained in production until 1974. The targa-roof 246 GTS joined the range in 1972. Across all variants, approximately 3,700 Dino 246 GT and GTS models were produced, making them rare but far more common than the original 206 GT.

What changes were made to the Dino 206 GT and 246 GT over the years?

The biggest change came in 1969, when the 206 GT evolved into the 246 GT. Engine capacity increased from 2.0 to 2.4 litres, delivering more torque and making the car easier to drive on modern roads. The aluminium body of the 206 GT was replaced by predominantly steel construction, reducing manufacturing costs while increasing weight.

The 246 also adopted wider wheels, revised suspension settings and numerous detail improvements to reliability and refinement. During production, Ferrari introduced three distinct series of the 246 GT, commonly known as L, M and E-series. Each received incremental improvements to the gearbox, electrics, interior trim, switchgear and braking system.

In 1972, the 246 GTS added a removable targa roof, giving buyers an open-air alternative without significantly changing the driving experience.

The fundamental character remained unchanged throughout production: a compact, beautifully balanced mid-engined sports car powered by Ferrari’s jewel-like V6 engine. Most buyers today prefer the later E-series 246 GT or GTS for their improved refinement, while collectors prize the lightweight 206 GT for its rarity and aluminium construction.

What are the common problems with the Dino 206 GT and 246 GT?

Corrosion is by far the biggest concern, with rust repairs being exceptionally expensive because of the Dino’s complex construction and the value of originality. Poor previous restorations are common and can hide significant structural issues.

Mechanically, the V6 engine is durable when maintained properly, but regular cambelt changes, cooling-system maintenance and carburettor tuning are essential. Oil leaks, worn suspension bushes, ageing electrical systems and tired brake components are common on unrestored cars.

Gearboxes can become worn, particularly if synchromesh has been abused. Replacement trim, glass and model-specific parts are available through specialists but can be costly.

A cheap Dino rarely stays cheap. Paying more for an original, well-documented example is almost always the wiser financial decision.

What should people look for when buying a Dino 206 GT and 246 GT?

Body condition should be the first priority. Inspect the chassis, sills, floorpan, wheelarches, suspension pick-up points and lower body sections for corrosion or evidence of poor repairs. Restoration invoices and photographic records are highly desirable.

Confirm matching chassis, engine and gearbox numbers, especially on high-value 206 GTs. Verify originality of colours, trim and specification wherever possible.

Mechanically, ensure the V6 starts cleanly, maintains good oil pressure and runs at the correct temperature. Check the gearbox, brakes, suspension and steering carefully.

Because values are high, a pre-purchase inspection by a recognised Dino specialist is essential.

Where do the Dino 206 GT and 246 GT tend to rust?

Rust commonly affects the sills, floorpan, front luggage compartment, wheelarches, lower doors, rear chassis sections, suspension mounting points and the base of the windscreen. Moisture can also become trapped beneath underseal and inside box sections.

The steel-bodied 246 is generally more susceptible than the aluminium-bodied 206, although both require careful inspection. Poor accident repairs or hidden corrosion can dramatically affect value because structural restoration is both complex and expensive.

Common Corrosive Areas on the Dino 206 GT and Dino 246 GT

Chassis tub (246 GT and GTS)

Wheelarches

Rear panels

Dino 206 GT & Dino 246 GT Checklist

Dino name came from Enzo Ferrari’s son, who was working on a vee-engine at the time of his premature death in 1956 and became associated with a sub-brand of small, lightweight prototypes with V6 engines
The Dino brand was also used by Fiat in its own series of cars to ensure the V6 could be produced in sufficient scale to meet homologation rules for Formula 2
Teased in a series of Pininfarina design studies and prototypes, a roadgoing Dino was eventually shown in 1967 – while the looks were clearly inspired by the race cars the engine was turned 90 degrees to a transverse arrangement with the gearbox mounted below and behind the crankcase
Dino 206 GT road car finally went into production in 1968 with a 2.0-litre engine and all-aluminium bodywork
After a nine-month production run of only 152 cars the 206 was replaced by the 2.4-litre 246 GT
This featured a bigger 2.4-litre, iron-blocked engine, steel bodywork (though doors, bootlid and other panels were aluminium on some cars) and a 60mm wheelbase stretch
Easiest visual ‘tell’ for a 246 GT compared to the 206 is flush-fitting fuel filler under a flap on the left buttress – the earlier car has an exposed cap instead
246 GT production is typically divided into L, M and E series
L series cars all left-hand drive and identifiable by their centre lock wheels with knock-off hub caps – later cars used more conventional five-stud mounts for the Cromodora alloy wheels
Other differences are detail, with minor mechanical updates for the engine, gearbox and external trimmings
GTS ‘targa’ option added in 1972; later cars gained popular option of wider Campagnola wheels and Daytona-style seats, often referred to as ‘chairs and flares’ from the wider rear bodywork
High-revving V6 is carb-fuelled but the first Ferrari road car with electronic ignition – this can be troublesome, wiring likewise fragile and susceptible to throwing up issues
Cooling system can be problematic, so make sure the temperature holds steady once the car is warmed up
Chain-driven cams mean engine is fundamentally robust, but it’s still demanding of regular oil changes and proper upkeep – make sure there’s evidence of this in any prospective purchase
Gearshift can be stiff when cold, especially from first to second – if this persists or there are any graunches when warm this could point to worn synchros and an expensive rebuild
Steel frame and body on 246s can rust from the inside out, so insist on a thorough, expert inspection and documentation of any restoration – most cars will have had correctional work at some point so make sure it’s been done by a credible specialist and not bodged

What do people love about the Dino 206 GT and Dino 246 GT?

Owners often describe the Dino as one of the sweetest-driving Ferraris ever built. Its unassisted steering is beautifully communicative, the mid-engined balance inspires confidence and the V6 engine delivers a distinctive soundtrack that feels both smooth and exotic.

The styling is equally admired. Designed by Pininfarina and executed by Scaglietti, the Dino’s proportions remain elegant more than 50 years after its introduction. Many enthusiasts consider it one of the prettiest production Ferraris ever made, despite carrying Dino rather than Ferrari badges.

Unlike later supercars, the Dino feels relatively compact, light and approachable. It rewards smooth driving rather than outright speed, making it a car owners enjoy on real roads rather than simply admiring in a collection.

How do the Dino 206 GT & 246 GT drive?

Assuming you can squeeze yourself in, the Dino is the original when it comes to mid-engined Ferraris, with an uncluttered footwell, sparse dash, functional materials and – of course – that gated five-speed manual sprouting from the floor. Imagine a Lotus Elise, just a lot more exotic and valuable…

Like any old-school Ferrari the fluids need to warm through before you can engage gear or shift to second without veins bulging on your forearm. Once it’s up to temperature, though, the race-car style dog-leg arrangement makes more sense, with second to third a single swipe and cross-gate shifts to fourth and fifth a click-clack away.

For a small and light car the controls will be surprisingly physical for a modern driver, but once underway the consensus is it lightens up to become a true delight. An MX-5 would leave it for dead these days but if ever there’s a car to prove performance is about quality not quantity the Dino is it, the V6 spinning freely and making full use of even its modest stable of horses and the pace perhaps more usable and appropriate to what you can enjoy on the road than any more modern mid-engined Ferrari.

How easy is it to get hold of parts for the Dino 206 GT and 246 GT?

Routine service parts remain available through Ferrari specialists, while many mechanical components can still be sourced or remanufactured.

However, original body panels, trim, glass and model-specific components are scarce and expensive. Buying a complete, original car is almost always more economical than restoring an incomplete example.

Is classic car insurance right for the Dino 206 GT and 246 GT?

Yes, it’s very important to secure proper classic car insurance for your Dino, which is firmly established as a collector-grade classic. Their rarity, historical importance, Ferrari engineering, limited production, and exceptionally high market values mean specialist insurers routinely treat them as classic vehicles.

Here at Goodwood Classic Solutions, classic Ferrari insurance starts at just £120 per year for a policy tailored to you and your Dino 206 GT or 246 GT.

Because values vary significantly according to originality, history and restoration quality, agreed-value cover is particularly important. Most owners also drive their cars sparingly, store them securely and use specialist workshops, making them well suited to classic insurance policies and limited mileage discounts.

What’s good about the Dino 206 GT and 246 GT?

The very delicacy of the Dino’s tiny size and modest power output may have been a matter of concern at one stage, but these days appreciation of the stunning looks, the technical intrigue of the mechanical underpinnings and the usable performance are all highly prized among those motivated by more than just horsepower. Because this is a car at least as interesting historically as it is gorgeous.

With a kerbweight of around a tonne, the purity of response of a carb-fed racing engine, a slick synchromesh gearbox and undiluted feedback from all the controls the Dino is also as good to drive as it is to look at. And that’s saying something, given this is perhaps one of the best looking classics of any era.

What’s bad about the Dino 206 GT and 246 GT?

The days of Dinos being the unappreciated and affordable ‘starter Ferrari’ have long gone. So, having fallen into the league of collectable classics the usual caveats apply of making doubly sure of the history and condition of any cars you’re looking at, and following your head rather than your heart.

Practically speaking the Dino is very much on the teeny side as well, and a very snug fit for anyone of, shall we say, a modern physique. This may or may not be a problem for you but if you want a car for racking up miles there may be better choices.

There’s also no escaping the fact this is an Italian car of a certain vintage, and while mechanically relatively simple any work will come with the inevitable ‘Ferrari tax’ in terms of costs, especially if that involves sorting out any structural corrosion.

Who is the Dino 206 GT and 246 GT recommended for?

The Dino suits experienced classic-car enthusiasts and collectors looking for one of the finest analogue sports cars ever built. It rewards owners who prioritise originality, careful maintenance and sympathetic use.

It is less suitable for buyers seeking inexpensive ownership, but for those prepared to invest in proper care, it offers one of the most rewarding driving experiences of any classic Italian sports car.

What are the most popular specs for the Dino 206 GT and 246 GT?

The rare 206 GT is the ultimate collector’s choice thanks to its aluminium body and limited production. However, its rarity places it well beyond the reach of most buyers.

Among the 246 models, the fixed-head 246 GT is generally considered the purest driver’s car, while the 246 GTS appeals to those wanting open-top touring. Later E-series cars are often favoured because they combine the most developed specification with improved reliability and usability.

Originality has a major influence on value. Matching-numbers cars with documented history, original colours and correct trim consistently command the strongest prices.

Which model to choose?

While the original 2.0-litre 206 GT is down on power compared with the later 2.4-litre 246 GT the significant weight advantage of its all-aluminium construction and marginally revvier nature of the engine arguably make up for it. This also makes it considerably more exotic, its rarity – most sources agree on there being just 152 built – sealing the deal as the one for the real purists to chase. With a premium to match.

On that basis there’s no shame seeking a relatively more numerous 246, the GTS with its removable roof panel a tempting wind in the hair option while the GTB has the purity of the coupe design on its side.

The centre-lock wheels of the earlier series cars look cool but beyond that the differences are really in the finer details, so really it comes down to condition, price and colour with the usual advice being to buy the best you can afford on the basis a cheap one will likely be a false economy.

Specifications

Engine

2.0-litre V6 petrol/2.4-litre V6, petrol

Power

180PS (132kW) @ 8,000rpm/195PS (143kW) @ 7,600rpm

Torque

187Nm (138lb ft) @ 6,500rpm/226Nm (166lb ft) @ 5,500rpm

Transmission

Five-speed manual, rear-wheel drive

Kerb weight

900kg (dry)/1,080kg (dry)

0-62mph

N/A

Top speed

146mph

Production dates

1968-1969 (206 GT)/1969-1974 (246 GT and GTS)