The Ferrari Dino 246 GT Tipo 607 E is the late-series fixed-roof Dino built during the years when Ferrari’s V6 mid-engine sports car became a genuine production success. It kept the delicate Pininfarina shape and compact two-seat layout of the earlier cars, but added the more mature E-series details, wider market availability, and, in U.S. form, emissions equipment that brought output down to the often-quoted 175 hp figure.
The Dino was not badged as a Ferrari when new, yet today it is treated as one of the most important Ferrari-era road cars. Its appeal is simple: beautiful proportions, a high-revving 2.4-liter V6, manual steering, a five-speed gearbox, and a chassis that feels light, balanced, and alive at normal road speeds.
Quick Take
The 1972–1974 Dino 246 GT Tipo 607 E is the most developed fixed-roof 246 GT, and it is usually the most usable version for buyers who want to drive rather than only preserve. A U.S.-spec 175 hp car will not feel as strong as a European 195 hp example at the top end, but the basic character is the same: sharp steering, a musical V6, compact dimensions, and a level of design purity that explains why values remain high. The biggest risks are not ordinary age or mileage; they are rust, accident damage, incomplete documentation, incorrect restoration work, tired mechanicals, and claims about originality that are not backed by numbers and paperwork.
Table of Contents
- Why the E-Series Dino Matters
- Tipo 135 CS V6 and Chassis Specs
- Series E Production and Identification
- Pininfarina Shape and Mid-Engine Packaging
- Road Feel, Performance, and Usability
- Maintenance, Rust, and Restoration Risk
- Values, Inspection, and Buying Priorities
Why the E-Series Dino Matters
The E-series Dino 246 GT matters because it represents the point where Ferrari’s small mid-engine V6 idea became mature, popular, and commercially proven. It also helped establish the layout that would shape many later Ferrari sports cars: a compact engine behind the driver, two seats, rear-wheel drive, and handling as the main attraction.
The Dino line was created for a purpose. Ferrari wanted a smaller, less expensive sports car that could sit below the V12 models without weakening the image of the main Ferrari brand. The name honored Alfredo “Dino” Ferrari, Enzo Ferrari’s son, whose work and influence were tied to Ferrari’s V6 engine program. When the Dino road cars arrived, they were sold under the Dino marque, not as conventional Ferrari-badged models.
The 246 GT followed the earlier 206 GT. The 206 was lighter and more delicate, with a 2.0-liter aluminum-block V6 and aluminum bodywork, but it was built in small numbers. The 246 GT made the concept more practical for wider production. It gained a larger 2.4-liter engine, a longer wheelbase, and mostly steel body construction. Those changes added weight, but they also made the car stronger, more flexible, and easier to produce.
By 1972, the fixed-roof 246 GT was in its final E-series form. This is the version most buyers encounter today. Earlier L-series and M-series cars have their own collector appeal, especially because of details such as center-lock wheels on early cars, but the E-series is the best-known and most numerous. It also overlaps with the U.S. market cars and the arrival of the open 246 GTS.
The Dino’s long-term reputation has changed dramatically. In period, some buyers questioned whether a V6 car without Ferrari badges could be a “real” Ferrari. Today, that question feels outdated. The Dino is valued because of its design, its engineering importance, and the quality of the driving experience. It is also one of the clearest links between Ferrari’s front-engine grand touring past and its later mid-engine sports car identity.
For collectors, the Tipo 607 E 246 GT is important because it combines beauty, usability, and documentation sensitivity. A correct, matching-numbers, well-restored or highly original example is a serious collector car. A poorly restored or incomplete car can be expensive to put right, even if it looks attractive from a distance.
Tipo 135 CS V6 and Chassis Specs
The core of the Dino 246 GT is its transverse-mounted Tipo 135 CS 2.4-liter V6, paired with a five-speed manual transaxle. In European trim the engine is usually quoted at about 195 hp, while U.S.-spec late cars are commonly quoted at 175 hp because of emissions equipment and market rating differences.
The Dino engine is a 65-degree V6 with dual overhead camshafts for each bank and two valves per cylinder. It uses an iron block with alloy heads, a wet-sump lubrication system, and three Weber twin-choke carburetors. The engine sits behind the cabin, mounted transversely, which means it is placed across the car rather than lengthwise. This helped keep the package compact.
| Item | Specification |
|---|---|
| Model | Dino 246 GT Tipo 607 E |
| Production years covered | 1972–1974 |
| Body style | Two-seat fixed-roof coupe |
| Engine code | Tipo 135 CS |
| Engine layout | Rear mid-mounted transverse 65-degree V6 |
| Displacement | 2,419 cc |
| Bore x stroke | 92.5 mm x 60 mm |
| Compression ratio | 9.0:1 |
| Fuel system | Three Weber twin-choke carburetors |
| Power | 175 hp in U.S. emissions specification; European cars commonly quoted at about 195 hp |
| Transmission | Five-speed manual transaxle |
| Drive | Rear-wheel drive |
| Steering | Rack and pinion, unassisted |
| Brakes | Four-wheel disc brakes |
| Suspension | Independent front and rear, unequal-length wishbones, coil springs, telescopic dampers, anti-roll bars |
| Wheelbase | 2,340 mm |
| Fuel capacity | About 65 liters |
The late 246 GT’s chassis is a tubular steel structure with body panels by Scaglietti from Pininfarina’s design. The change from the earlier 206 GT’s aluminum construction to mostly steel gave the 246 more production durability but also made it heavier. That extra mass is one reason the Dino does not feel like a pure racing special, even though its layout and engine character suggest one.
The brakes are discs all round, with a period feel rather than modern bite. The steering is one of the car’s best features. It is unassisted, direct, and full of texture once the car is moving. The suspension uses conventional but well-executed wishbones and coil springs, which gives the Dino its balance and progressive cornering behavior.
Performance figures vary by market, test method, condition, and gearing. A healthy European car is often associated with a top speed around 235 km/h, while U.S.-spec cars are usually a little less urgent. More important than the number is the way the car delivers speed. The Dino likes revs, clean carburetion, and smooth driver inputs. It is quick by early 1970s standards, but its modern appeal is less about outright acceleration and more about precision.
Series E Production and Identification
The Tipo 607 E is the late 246 GT series, and it is the version most closely associated with 1972–1974 production. It brought detail changes, wider market availability, U.S. compliance equipment, and the period when the Dino became a stronger commercial success.
Dino 246 production is usually discussed in three main GT series: L, M, and E. The L-series cars are the earliest and rarest 246 GTs, with center-lock wheels and several details carried over from the 206 GT. The M-series introduced five-bolt wheels and other refinements. The E-series is the final and most numerous form, and it includes the years covered here.
| Series | General period | Key identity points |
|---|---|---|
| L-series | 1969–1970 | Early 246 GT details, center-lock wheels, high collector interest |
| M-series | 1970–1971 | Five-bolt wheels, revised body and interior details, transition specification |
| E-series / Tipo 607 E | 1971–1974 | Final major series, U.S. variants, higher production, mature specification |
The fixed-roof 246 GT and the targa-roof 246 GTS are closely related, but they are not the same body. The GTS arrived for 1972 and has a removable roof panel, no rear quarter windows, and sail panels with rectangular ventilation slots. The GT coupe keeps the cleaner roofline and rear quarter glass, which many collectors prefer for design purity.
For identification, buyers should look at several areas together rather than relying on one badge or seller description:
- Chassis number and chassis stamping
- Engine number and engine type
- Gearbox number
- Body number
- Pininfarina or Scaglietti body references where present
- Market specification, especially U.S. lighting and emissions parts
- Factory color and interior trim records
- Period documents, warranty card, manuals, tools, jack, and service history
U.S.-market E-series cars have visible differences. These include rectangular side marker lights, U.S.-style front indicator treatment, and emissions-related equipment such as an air pump system. Some cars have lost these parts over time, either during restorations or because owners wanted a cleaner European look. That may improve appearance for some buyers, but it can hurt originality if the car was built for the U.S. market.
Factory and dealer options also matter. Air conditioning and electric windows appear on some late cars, and leather trim is common. Wider wheels, flared arches, and Daytona-style seats are more often discussed with GTS cars, but any claimed special specification should be supported by documentation rather than assumption.
Matching numbers are extremely important. A Dino can still be enjoyable with a replacement engine, but value changes sharply when the engine, gearbox, body, colors, and records align. Ferrari Classiche certification, heritage documentation, and a respected Dino specialist’s report can make a major difference in buyer confidence.
Pininfarina Shape and Mid-Engine Packaging
The Dino 246 GT looks special because its engineering layout and body design work together. The low nose, curved fenders, compact cabin, flying buttresses, and short rear overhang are not decoration; they reflect a small mid-engine car shaped before aerodynamic aggression took over sports-car design.
The body was designed by Pininfarina, with work commonly associated with Aldo Brovarone and the Pininfarina studio. Scaglietti built the bodies. The result is one of the most admired shapes of the era. It is small, low, and fluid, with almost no hard edges. The front fenders rise gently over the wheels, the windshield is steeply raked, and the rear deck sits low over the transverse V6.
The Dino is also a useful lesson in packaging. The engine sits behind the seats, but the car does not feel bulky or intimidating. The cabin is narrow by modern standards. The glass area is generous, and visibility is better than many later mid-engine exotics. The driving position is slightly Italian in the classic sense: pedals, wheel, and seat may not fit every driver perfectly, but when they do, the car feels intimate.
Cooling and airflow are part of the design. The side intakes feed the engine bay, and the rear deck vents release heat. Heat management is one reason buyers should inspect the engine compartment carefully. Missing seals, incorrect panels, poor wiring, and improvised fuel-line routing are not small details on a carbureted mid-engine car.
The cockpit is simple but distinctive. Large main instruments sit ahead of the driver, with smaller gauges for oil pressure, oil temperature, water temperature, fuel, and charging. The dash material and trim details are often restoration trouble spots, because modern retrims can look too shiny, too smooth, or too luxurious compared with the original character.
The sound is central to the Dino’s appeal. The V6 does not sound like a Ferrari V12, and that is the point. It has a sharper, more metallic voice, with carburetor intake noise and a rising exhaust note that encourage the driver to use the upper half of the rev range. A correct exhaust system gives the car its character without turning it into a harsh or tiring machine.
What makes the design age so well is restraint. There are no oversized wings, no exaggerated scoops, and no unnecessary drama. The Dino is dramatic because the proportions are right.
Road Feel, Performance, and Usability
A good Dino 246 GT is fast enough to be exciting, but its real strength is communication. The steering, chassis balance, throttle response, and engine note make it feel special at speeds where many modern supercars are barely awake.
The 2.4-liter V6 wants to be warmed properly before hard use. Carbureted cars are sensitive to temperature, fuel quality, ignition condition, and tune. A cold Dino may hesitate, smell rich, or feel uneven until everything has heat in it. Once properly set, the engine is smooth, crisp, and eager. It does not deliver modern low-rpm torque; it rewards revs and timing.
The five-speed gearbox is another part of the ritual. It should feel mechanical, not vague or obstructive. Second gear may be reluctant when cold, which is common in many older Italian transaxles, but it should improve as the oil warms. Grinding, jumping out of gear, or heavy selection points to expensive work.
The steering is heavy at parking speeds and excellent on the move. It gives clear feedback through the rim and lets the driver place the front tires accurately. The car changes direction with less effort than its classic-supercar reputation might suggest. A properly aligned Dino on good tires feels light, flowing, and predictable.
Ride quality is better than many expect. The Dino is not a soft grand tourer, but it has enough compliance for real roads. It works especially well on flowing back roads, where the engine can stay on cam and the chassis can settle into a rhythm. On tight city streets, the low seating position, manual steering, cabin heat, and limited luggage space remind the driver that this is a 1970s exotic.
Braking performance is period-correct. The discs are capable when the system is healthy, but the pedal will not feel like a modern carbon-ceramic setup. Old hoses, tired calipers, worn discs, or poor fluid maintenance can make the brakes feel wooden or uneven. A buyer should judge the brakes after proper inspection, not just from a short test drive.
The 175 hp U.S.-spec version is best understood as a more emissions-constrained Dino, not a different personality. It may feel slightly softer than a European car, especially at higher revs, but condition matters more than paper output. A well-tuned U.S. Dino can feel far better than a neglected European car with a larger advertised number.
For usability, the coupe has advantages. It is stiffer and quieter than the GTS, and its roofline is cleaner. It also avoids some removable-roof sealing and storage issues. The GTS brings open-air appeal, but the GT is the purist’s shape.
Maintenance, Rust, and Restoration Risk
Dino ownership is less about routine reliability ratings and more about age, originality, specialist knowledge, and restoration quality. A neglected Dino can absorb huge sums, while a properly sorted car can be reliable enough for regular classic use.
The engine itself is strong when maintained, but it is not cheap to rebuild. Timing chains, valve adjustment, carburetor setup, ignition condition, cooling health, and oil leaks all deserve close attention. The Weber carburetors must be clean, correctly jetted, and synchronized. Poor tuning can make a good engine seem weak, hot, or difficult.
Common mechanical inspection areas include:
- Timing chain noise, tensioner condition, and service history
- Valve clearances and camshaft wear
- Carburetor wear, fuel leaks, and incorrect linkage setup
- Distributor, ignition box, coils, plugs, and wiring condition
- Water pump, radiator, fans, hoses, and thermostat operation
- Oil leaks from cam covers, sump, gearbox, and seals
- Clutch wear and release mechanism feel
- Gear synchros, especially second gear
- Brake calipers, hoses, master cylinder, and servo condition
- Suspension bushings, dampers, ball joints, and wheel bearings
Rust is the largest body and value risk. The Dino’s steel body and tubular structure can corrode in areas that are not obvious from above. Fresh paint can hide serious problems. A magnet test is not enough, and a shiny restoration can still have poor metalwork underneath.
Important corrosion and body areas include:
- Sills and rocker structures
- Lower doors and door bottoms
- Wheel arches and inner arches
- Front lower valance and nose
- Floor sections and footwells
- Front and rear suspension pickup areas
- Engine bay structure and lower frame tubes
- Boot floor and battery area
- Windscreen and rear glass surrounds
- Areas behind trim, seals, and under carpets
Accident damage is also common. The Dino’s low nose, mid-engine layout, and valuable bodywork mean that old repairs need expert evaluation. Uneven panel gaps, strange headlight alignment, rippled inner panels, poor door fit, or non-original welds can signal past damage. Because the body was coachbuilt, perfect modern symmetry is not always realistic, but poor structure is different from hand-built variation.
Parts availability is better than it once was, but that does not mean ownership is inexpensive. Many mechanical and trim parts are available through specialists, yet original parts, correct materials, and skilled labor remain costly. The most expensive restorations are not always caused by the engine; they often come from metalwork, missing trim, incorrect interiors, and undoing old repairs.
Originality versus upgrades is a real choice. Electronic ignition improvements, better cooling fans, modern fuel hoses, and careful brake updates can make a driven car safer and more dependable. However, visible modifications, non-factory colors, incorrect interiors, or removed U.S.-spec equipment can reduce collector value. The best approach is reversible improvement with full documentation.
A pre-purchase inspection should be done by someone who knows Dinos specifically. General classic-car knowledge is not enough. The inspector should understand number locations, market differences, factory construction, common rust areas, and what a correct 246 GT should feel like on the road.
Values, Inspection, and Buying Priorities
The Dino 246 GT sits in a strong collector market where condition, originality, documentation, and specification can move value by hundreds of thousands of dollars. The cheapest car is rarely the cheapest to own.
Recent market data places many 246 GT coupes in the mid-six-figure range in U.S. dollars, with exceptional cars, rare specifications, and highly original examples commanding more. Projects and compromised cars can appear far below top-market figures, but restoration costs can quickly erase the discount. GTS models generally bring more money than GT coupes, but many enthusiasts still prefer the fixed-roof GT for its cleaner design and driving feel.
The main value drivers are:
- Matching engine, gearbox, body, and chassis numbers
- Original color combination or documented return to original colors
- Verified market specification
- Strong ownership history
- Ferrari Classiche or respected specialist documentation
- Original books, tools, jack, warranty card, and records
- High-quality restoration with photo documentation
- Sound metal structure with no hidden corrosion
- Correct interior materials and details
- Sensible mechanical sorting without irreversible modifications
Cars to seek are honest, well-documented examples with consistent stories. A Dino does not have to be a concours car to be worth buying. A carefully maintained driver with correct numbers, known history, and good metal can be more satisfying than an over-restored car with unclear identity.
Cars to avoid include those with missing identification details, unclear import history, heavy rust, poor panel fit, incomplete records, non-original engines presented as original, or fresh cosmetic work over unknown structure. Be especially cautious with cars advertised using vague phrases such as “believed matching,” “European style,” “older restoration,” or “recently recommissioned” without invoices and specialist reports.
A practical buying checklist should include:
- Confirm chassis, engine, gearbox, and body numbers before discussing price seriously.
- Verify the car’s original market, color, trim, and equipment.
- Inspect the underside, sills, suspension points, and inner panels on a lift.
- Check for overheating, poor hot starting, fuel smells, and unstable idle.
- Drive the car long enough to assess gearbox, brakes, steering, and cooling.
- Review restoration invoices, not just photographs.
- Confirm that rare or expensive trim pieces are present.
- Budget for immediate sorting, even on a good car.
Long-term collectability looks strong because the Dino has several qualities that do not go out of fashion: beauty, mechanical purity, historical importance, and genuine driving pleasure. The risk is buying the wrong car at the right price. A Dino with bad metal, weak documentation, or incorrect identity can become a financial trap. A correct E-series GT, especially one that is usable and honestly presented, remains one of the most rewarding ways to experience Ferrari’s early mid-engine road-car era.
References
- Ferrari Dino 246 GT Specifications – SBR Engineering 2025 (Specifications)
- Ferrari Dino 246 GT & 246 GTS Guide — Supercar Nostalgia 2020 (Historical Guide)
- 1967-1974 Ferrari Dino 206 GT and 246 GT buying guide from Magneto magazine – Magneto 2025 (Buying Guide)
- Dino 246 GT Market – CLASSIC.COM 2026 (Market Data)
- 044 – Air Pump & Alternator (Variants For Usa Versions) parts diagram for Ferrari 246 Dino GT Coupe & Spyder (From Ch 02132) | Maranello Classic Parts 2026 (Parts Catalog)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, appraisal, or pre-purchase inspection. Specifications, torque values, service intervals, procedures, and correct parts can vary by VIN, market, production date, and equipment, so owners and buyers should verify all details against official service documentation and a qualified Ferrari or Dino specialist.