1968 Fiat Dino Coupé
1970 Fiat Dino 2400 Spider
Giorgetto Giugiaro at Bertone (Coupé)
|Body and chassis|
|Body style||2-door coupé
|Related||Dino 206 GT and 246 GT|
|Engine||2.0 L V6 (1966–1969)
2.4 L V6 (1969–1973)
|Wheelbase||Coupé: 2,550 mm (100.4 in)
Spider: 2,280 mm (89.8 in)
|Length||Coupé: 4,507 mm (177.4 in)
Spider: 4,109–4,237 mm (161.8–166.8 in)
|Width||Coupé: 1,696 mm (66.8 in)
Spider: 1,709 mm (67.3 in)
|Height||Coupé: 1,287–1,315 mm (50.7–51.8 in)
Spider: 1,245–1,270 mm (49.0–50.0 in)
|Kerb weight||Coupé: 1,270–1,380 kg (2,800–3,042 lb)
Spider: 1,150–1,240 kg (2,535–2,734 lb)
The Fiat Dino (Type 135) is a front-engine, rear-wheel-drive sports car produceded by Fiat between 1966 and 1973. The Dino name refers to the Ferrari Dino V6 engine, produced by Fiat and installed on the cars to achieve the production numbers sufficent for Ferrari to homologate the engine for Formula 2 racing.
Dino was the nickname of Alfredo Ferrari, Enzo's son, who passed away prematurely aged just 24 and was credited with designing together with Vittorio Jano Ferrari's V6 racing engine. In his memory V6-engined Ferrari sports prototype racing cars had been named Dino since the late 50s. The Dino road cars came to be because of Enzo Ferrari's need to homologate a V6 engine for Formula 2 racing cars. The 1967 rules required F2 engines to have no more than six cylinders, and to be derived from a production engine, installed in a road car homologated in the GT class and produced at least in 500 examples a year. Since a small manufacturer like Ferrari did not possess the production capacity to reach such quotas, on 1 March 1965 an agreement was drawn up with Fiat for the production of an upmarket grand tourer powered by the Dino V6. The conversion of the Dino 196 racing engine for road use was entrusted by Fiat to engineer Aurelio Lampredi, who had previously designed several Ferrari engines. Interviewed in the early 1980s, Lampredi noted that "things didn't work out exactly as Ferrari had foreseen": Enzo Ferrari had counted on building the engines at Maranello, but Fiat's management insisted on taking control of production, to avoid any breaks in the engine supply. Originally the intention was to brand all V6 cars as "Dino", as a tribute to Alfredo. Ferrari started its first line of mid-engined cars in 1968 and sold them under the newly created Dino marque.
Fiat Dino, 1966–1969
The Fiat Dino was introduced as a 2-seater Spider at the Turin Motor Show in October 1966; a 2+2 Coupé version, built on a 270 mm (10.6 in) longer wheelbase, bowed a few moths later at the Geneva Motor Show in March 1967. The two bodies showed very different lines, as they had been designed and were manufactured for Fiat by two different coachbuilders: the Spider by Pininfarina, and the Coupé by Bertone—where it had been sketched out by Giorgetto Giugiaro. Curiously the Spider type approval identified it as a 2+1, the third passenger having to seat transversally behind the front seats.
The car was offered with an all-aluminium DOHC 2.0 L V6, coupled to a a 5-speed manual transmission. The same 2.0-litre engine was used in mid-engined, Ferrari-built Dino 206 GT, which was introduced in pre-production form at the 1967 Turin Motor Show and went on sale in 1968. Fiat quoted 160 PS (118 kW; 158 hp) for the Fiat Dino, while in 1967 Ferrari—presenting the first prototype of the Dino 206 GT—claimed 180 hp (130 kW) despite both engines were made by Fiat workers in Turin on the same production line, without any discrimination as to their destination. Jean-Pierre Gabriel in "Les Ferraris de Turin" notes that, "La declaration de Ferrari ne reposait sur aucun fondament technique"—Ferrari's statement had no technical basis.
Fiat Dino 2400, 1969–1973
Updated Fiat Dinos were introduced in October 1969 at the Turin Motor show; the most important changes were an enlarged 2.4-litre engine and independent rear suspension, The V6 now put out 180 PS (132 kW; 178 hp), and used a cast iron in place of an aluminium engine block; the same engine was installed on the Dino 246 GT, Ferrari's evolution of the 206 which was also launched in 1969. Whereas the original Dino was equipped with a live axle suspended by leaf springs, 2.4-litre cars used a coil-sprung independent rear suspension derived from the Fiat 130. Rather than engine power and absolute speed, the most important consequence of the larger displacement was a marked increase in torque, available at lower engine speeds; the Dino 2400 had much better pickup, and it was found more usable, even in city traffic. Besides suspension and engine, other modifications went on to improve the car's drivability and safety: larger diameter clutch, new ZF gearbox with revised gear ratios, wider section tyres, and up-sized brake discs and callipers. Cosmetic changes were comparatively minor. Both models were now badged "Dino 2400". On the coupé the previous silver honeycomb grille with the round Fiat logo on its centre had been replaced by a new black grille and a bonnet badge. A host of details were cahnged from chrome to matte black, namely part of the wheels, the vents on the front wings and the cabin ventilation outlets—the latter moved from next the side windows to the rear window. At the rear there were different tail lights. The spider sported too a new grille with two horizontal chrome bars, 5-lug instead of knock-off wheels, as well as a new bumpers with rubber strips. Inside the coupé only received an entirely redesigned dashboard and new cloth seats, leather being available on request; front seat headrests were standard on the coupé and optional on the spider.
While the 2.0-litre and early 2.4-litre cars were assembled by Fiat in Rivalta (Turin), from December 1969 2.4-litre cars were made in Maranello on Ferrari's production line, alongside the 246 GT. Between 1966 and 1969 there were 3,670 2.0-litre coupés and 1,163 2.0-litre spiders made; with only 420 built, the 2400 Spider is the rarest of the Fiat's Dinos. Of the total 7,803 Fiat Dino produced, 74% were coupés and 26% were spiders.
The Fiat Dino used all-steel unibody construction. The dual-circuit braking system with vacuum servo operated on four wheel disc brakes. The upgraded Girling brakes of the Dino 2400 were shared with sports cars like the De Tomaso Pantera and Lamborghini Miura. Steering was of the worm and roller type.
Front suspension was of the double wishbone type. The upper wishbone consisted of a stamped steel control arm, the lower one of a stamped steel link and a adjustable forward radius rod. Coaxial coil springs and hydraulic dampers were attached to the upper wishbone; an anti-roll bar was fitted.
On 2.0-litre cars, the rear suspension consisted of a solid axle on semielliptic springs (single-leaf on the spider, two-leaf on the coupé) and twin hydraulic dampers. It was located by a longitudinal reaction strut on each side, linked to the axle at the front and to the aft leaf spring attachment point at the rear.
On 2.4-litre cars, the independent rear suspension consisted on each side of a long oblique stamped steel link (incorporating the spring seat) and a transverse link, attached to the same crossmember which supported the differential; there were coil springs, single hydraulic dampers and an anti-roll bar.
A peculiarity of Dino V6 engines was a 65° angle between the cylinder banks, instead of the usual 60°. The valvetrain consisted of 12 poppet valves timed by two chain-driven overhead camshafts. Compression ratio was 9:1 on both engines. Fuel was delivered via three twin-choke downdraught Weber carburettors, normally 40 DCN 14 on 2.0 cars and 40 DCNF 12 on 2.4 cars.
The 2.0-litre V6 had bore and stroke respectively of 86 mm (3.4 in) and 57 mm (2.2 in), for a total displacement of 1,987 cc. The engine block was aluminium, with inserted special cast iron wet cylinder liners; cylinder heads were aluminium as well, with cast iron valve seats and hemispherical combustion chambers. In 1968 the 2.0-litre Fiat Dino became the first car to have electronic ignition as standard. The Dinoplex C electronic capacitive discharge ignition was developed by Magneti Marelli expressly for the high-revving Dino V6 engine. Performance was impressive, with a 0–60 mph time of less than 8 seconds.
The 2.4-litre V6 had bore and stroke respectively of 92.5 mm (3.6 in) and 60 mm (2.4 in), for a total displacement of 2,418 cc. The redesiged engine block was cast iron.
|Dino||DOHC 12v 65° V6
|1,987 cc (121.3 cu in)||160 PS DIN (118 kW; 158 hp) at 7,200 rpm||163 N·m (120 lb·ft) at 6,000 rpm||Coupé: 205 km/h (127 mph)|
|Spider: 210 km/h (130 mph)|
|Dino 2400||DOHC 12v 65° V6
cast iron block
|2,418 cc (147.6 cu in)||180 PS DIN (132 kW; 178 hp) at 6,600 rpm||216 N·m (159 lb·ft) at 4,600 rpm||Coupé: 205 km/h (127 mph)|
|Spider: 210 km/h (130 mph)|
Both series cars used an all-synchromesh 5-speed manual transmission, with an hydraulic single-plate dry clutch (up-sized on the 2400), and a limited slip differential. Two-litre Dinos used a transmission of Fiat's own design. This was changed on the 2400 to a ZF-sourced S5-18/3 dog-leg gearbox, the same found on the Fiat 130 as well as on other manufacturers' cars.
- "Italdesign Giugiaro". europeancarweb.com. Retrieved 24 September 2007.
- "L'importanza di chiamarsi "Dino"" [The importance of being named "Dino"]. Ruoteclassiche (Milan: Editoriale Domus) (136): 52–62. February 2000.
- Bernabò, Ferruccio (3 November 1966). "Ecco la "124" Sport e la Dino spider". La Stampa (in Italian). p. 5. Retrieved 28 May 2015.
- Bernabò, Ferruccio (2 March 1967). "Ecco i coupé Fiat Dino e 124 Sport". La Stampa (in Italian). p. 11. Retrieved 28 May 2015.
- Gabriel 2003.
- Bernabò, Ferruccio (27 October 1969). "La 128 Familiare, le Fiat Dino 2400 le 124 Sport 1600 novità del Salone". Stampa Sera (in Italian). p. 5. Retrieved 29 May 2015.
- Fenu, Michele (3 December 1969). "La "Fiat Dino 2400", anche auto da città". La Stampa (in Italian). p. 17. Retrieved 29 May 2015.
- Sass, Rob (February 2011). "A Fiat or a Ferrari?". Sports Car Market 23 (2): 30.
- "The Magneti Marelli Dinoplex Ignition". dinoplex.org.
- Buckley, Martin & Rees, Chris (1998). World Encyclopedia of Cars. London: Anness Publishing. ISBN 1-84038-083-7.
- Weberg, Don (November 2005). "Great Save: The Dino Project Kept Ferrari Racing and Gave Fiat a True Exotic". Classic Motorsports: 73.
- "The Fiat Pages". carsfromitaly.net. Retrieved 7 June 2007.
- Gabriel, Jean-Pierre (2003). Les Ferrari de Turin. Nimes: Editions du Palmier. ISBN 2-914920-25-3.
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