The Ferrari Dino engine is a line of mechanically similar V6 and V8 engines produced by Ferrari for about 40 years from late 1950s into the early 2000s. Alfredo "Dino" Ferrari was the son of Enzo Ferrari. Dino suggested to Enzo Ferrari the development of a V6 engine for F2 at the end of 1955. Soon afterwards, Alfredo fell ill, suffering from muscular dystrophy. While hospitalized, he discussed technical details with the engineer Vittorio Jano. Dino would never see the engine; he died on June 30, 1956 at the age of 24. The Dino V6 was Ferrari's first V6 engine. The Dino V8 engine was introduced later. The V8 engines all used a flat-planecrankshaft configuration.
V6
The production Dino V6 began as a discussion between Vittorio Jano and Enzo and Dino Ferrari about the ideal 1.5 L engine for use in the 1957 Formula Twoauto racing series. Jano, formerly of Alfa Romeo and Lancia, pressed for a conventional 60° V6 but the Ferraris were open-minded.
60°
Jano's 60° design incorporated some of his ideas from the Lancia Aurelia, and were used in a number of Formula One, Formula Two, and Grand Prix cars from 1959 through the early 1960s. Appearing in 1958, it used a bore and stroke for and produced in the 196 S. A larger version was also produced, the Dino 246 S. These engines continued in the 1962 Ferrari 196 SP and 286 SP. The latter had a bore and stroke of for and.
65°
Ferrari designers began work on the first Dino V6 engine in 1956 and the engine was running by the end of the year. The engine displaced. This engine was installed in the Dino 156 F2 car and was first raced in the Grand Prix of Naples in April 1957, where it finished in third place behind two Lancia-Ferrari V8 Formula One cars. The result of the trio's creativity was the world's only 65° V6 engine. The extra 5° between cylinder banks gave Ferrari the straight intakes he wanted. As this engine was not a true V6 but had a separate crankpin for every connecting rod, the crank pins were offset by 55 degrees within every pair of cylinders. This ensured an even firing order for the complete engine as well as an even distance between firing pulses per cylinder bank. Thus the engine was as smoothly running as a conventional 60 degree V6, but had greatly enhanced potential for the design of harmonically balanced exhaust manifolds, giving much better performance. Although the Dino V6 was discontinued with the introduction of the V8, the 65° design continues to this day: It reappeared on Ferrari's 1992 456V12. The engine used in the 246 S produced with dual overhead camshafts pushing two valves per cylinder. The rear mid-engine, rear-wheel-drive layout 1961 Ferrari 246 SP used this same engine, as did the 246 P F1. A bigger displacement engine with was used for the 1959 Dino 296 S. The 65° Dino V6 continued in racing after 1962, and made its way to the street as well. The 60° unit was no longer being developed after the SP-series. Ferrari needed to have the engine in 500 production vehicles to homologate it for racing use. The company worked with Fiat to develop a sports car to house it, and the front-engine, rear-wheel-drive layoutFiat Dino project was born. In competition, the 1965 Dino 166 P used a tiny version of the 65° unit. Both bore and stroke were different from the earlier engine at and output was impressive at. Bore was up to for the version found that same year in the Dino 206 SP as well as the 1966 Dino 206 S. In 1968, Ferrari debuted its own Dino 206 GT, the company's first mid-engined road car. It used the 2.0 L engine from the 206 S transversely-mounted between the rear wheels. After producing just 152 cars, Ferrari bumped the bore and stroke up from to for. This increased power to at 7600 rpm and at 5500 rpm, but the engine block was now made of cast iron rather than aluminium. The same V6 engine was handed off to Lancia for use in its WRC-champ Stratos in the early 1970s, but Ferrari's Dino had moved on to 8 cylinders. Applications:
The Dino V8, now bored to, replaced the V6 in the next line of street Dinos to be produced by Ferrari, the 1973 GT4 and 1975 GTB "308" cars. Although the model name suggests 3.0 L, the V8 displaced only which rounds down to 2.9 L and was another DOHC 2-valve design. Applications:
per cylinder were added for the 1982 308 and MondialQuattrovalvole, bringing power back up to the pre-FI high of. A very unusual Dino Quattrovalvole was used in the Lancia Thema 8.32. It was based on the 308 QV's engine, but used a cross-plane crankshaft rather than the Ferrari-type flat-plane. The engine was constructed by Ducati rather than Ferrari, and was produced from 1986 through 1991. The Quattrovalvole was also used by Lancia for their attempt at the World Sportscar Championship with the LC2. The engine was twin-turbocharged and destroked to 2.65 litres, but produced in qualifying trim. The engine was later increased to 3.0 litres and increased power output to. Applications:
These small V8 variants were chiefly intended for the domestic market, where cars with engines larger than two-litre incurred in an almost doubled 38% value added tax. In 1975 the company introduced the Dino 208 GT4. The bore was reduced from but the stroke remained at. Output was reduced as well, from. Applications:
1982 saw the introduction of the 208 Turbo. The 208 Turbo featured, more than the fuel injected 308 from the previous year. Except for the non-intercooled 208 Turbo engine, all the forced induction F1 and road engines from 1980 to 1989 were designed and developed by Nicola Materazzi due to his experience in fuels, engines, combustion, turbo and Comprex that had accumulated in his career. Applications:
The turbo also served as a development platform for the forthcoming 1984 288 GTO sports car. That famous Ferrari was meant for Group B racing, with a version of the 308's engine. With IHI twin-turbochargers, a Behrintercooler, and Weber-Marelli fuel injection, the GTO boasted from Dino's engine. Applications:
The 1985328 and 3.2 Mondial used a bored and stroked 3.0 QV V8 to version called the Tipo F105CB. That naturally aspirated engine boasted. Applications:
1985–1989 328 GTB & GTS
1985–1989 3.2 Mondial
F120A
In 1987, the F40 sports car debuted with the Tipo F120A engine. The Dino-based engine now had a bore x stroke of and of turbo boost for at 7000 rpm and of torque at 4000 rpm while the US designated engines, code named the Tipo F120 D were rated at. Applications:
1987–1992 F40
F120B
The Tipo F120 B, used in the Ferrari F40 LM, retained the same displacement as the F120A, but the output of the IHI turbochargers was upped to and the compression ratio was increased to 8.0:1 for at 7500 rpm. Applications:
The 1989 introduction of the 348 and Mondial t saw the Dino V8 pushed to with a bore x stroke of. Power was up to in the Tipo F129D/G, and revised as the Tipo F119H with in later Ferrari 348s. Applications:
The 1994 F355 included their first production 5-valve engine, and sported a longer stroke for and. This Tipo F129B was used from 1994 through 1998. It was revised as the Tipo F129C, debuting in 1998 and used through 1999. Applications:
The 1999 360 Modena retained the bore of the F355 engine and the 5-valve per cylinder layout, but increased the stroke to, to raise the displacement again to and. Modifications to the intake/exhaust and an increased 11.2:1 compression ratio produced for the 360 Challenge Stradale. This Tipo F131 was produced from 1999 through 2004. Applications:
A new V12 engine family debuted in the 1992 456 as the Tipo F116. It featured the Dino 65° V angle with an 88 mm bore and the same 75 mm stroke as the Dino V8 found in the 348, that was produced at the time of introduction. It was then revised again as the "Tipo F133" and used in the front engined 550 and later in 575M Maranello and 612 Scaglietti.
