The Fiat Dino Buying Guide – The thinking man’s Ferrari-engined sports car

The Fiat Dino may have been the by-product of the need to meet of homologation regulations, but history has shown that this is how most great road cars come into being.

The Fiat Dino is an elegant ‘60s sports car that would have certainly become a desirable classic even if it weren’t for the rather special engine under its elongated bonnet. As it turns out, Ferrari’s desire to compete in Formula 2 meant that it would have to build 500 production car derived engines to take part in the GT class. Being a small volume manufacturer, it could not do it alone, especially since the regulations required that the engines have no more than six cylinders at a time when Ferrari road cars were predominantly V12s. An agreement was struck with Fiat where the newly developed mid-engined Dino 206 GT would share its engine with Fiat’s Dino Coupe.

The Fiat Dino Spider arrived first, launched in 1966 at the Turin Motor Show it looked every bit the sophisticated sports car thanks to the Pininfarina styled body. The Dino Coupe was released in March of the following year at the Geneva Motor Show, this time designed by Bertone, it shared the Spider’s running gear and had the much improved interior trim which was an early running change for the drop top. Looks and trim aside, the big talking point was the Ferrari-sourced 2.0-litre V6 engine, Fiat claimed 158bhp while Ferrari stated 174bhp for the identical unit in its Dino 206 GT, apparently a conversion error. Suffice to day the Fiat Dino offered enthusiastic performance and in 1969 the enlarged 178bhp 2.4-litre V6 gave it even more flexibility. Once again Ferrari decided that its engine made a bit more power and claimed 192bhp, this time no reason for the disparity was given.

Along with the engine update the name was changed to Dino 2400 and the rigid rear axle was replaced with a more advanced independent setup. A new gearbox, uprated clutch and larger brakes rounded off the mechanical changes. Visually both the Spider and Coupe received minor exterior trim changes although the hardtop also got a redesigned interior and new seats. Production for both variants ended in 1973 with far more Coupes finding homes than Spiders. While the debate over whether these cars can be considered to be junior Ferraris may never be settled, viewed in isolation, the Fiat Dino is a superb classic in its own right made only better by that V6 nestled under the bonnet. As Enzo Ferrari himself was reputed to have said, “I build engines and attach wheels to them.”

Fiat Dino Engine and gearbox

Both the aluminium block 2.0-litre and steel block 2.4-litre engines are of a similar design although the smaller unit has been to known to be a bit more fragile. Timing chain tensioner failures and worn cylinder bores are more common on these engines although both tend to develop worn camshafts, especially if driven hard when cold. Setting up the triple Weber carbs just right makes a big difference to how the engine performs.

The 2.4-litre engines came with sodium-filled exhaust valves that tended to break, most have been replaced by now but be sure to check, especially on very low-mileage examples. Valve clearances should be checked every 6,000-miles or every second oil change. The Dinoplex electronic ignition was developed specifically for the Dino V6 engine but they are not particularly reliable and some cars have since been converted to more modern systems. The earliest 2.0-litre cars were fitted with a more basic mechanical ignition setup which require periodically renewing the points and condenser. These too can be upgraded to a more modern setup.

The gearboxes on 2.0-litre cars tend to need more attention than the hardier ZF-sourced dog-leg units fitted to the 2.4-litre cars. Check for worn synchros on both types, a bit of recalcitrance between changes is considered normal but if the gears grind or are difficult to engage once the ‘box has warmed up then it might be time for a rebuild.

Fiat Dino Suspension and Brakes

Both variants came fitted with disc brakes all-round, the 2.4-litre cars getting larger diameter rotors. Aside from the usual issues stemming from leaving a car standing for long periods, they do not have any inherent problems.

The suspension is similar up front for both variants and ball joints are a known weak spot so check for split rubber bushes. Replacement suspension components are generally available and some items are shared with other Fiat models. The 2.4-litre cars got an independent rear setup (derived from the Fiat 130).

Fiat Dino Bodywork and interior

As with many classics from this era, rust can be a serious issue. A thorough inspection, preferably by a specialist, is recommended. The usual hotspots such as the wheel arches, sills, boot and footwells as well as the doors should all be checked, restoration is a costly project. Spiders tend to be more prone to issues such as sagging doors and any replacement panels will have to be sourced second-hand as they can’t be bought new.

The earliest Spiders had a low-rent interior which was soon upgraded, the Coupes came with the updated interior trim from the off. Much of the switchgear was borrowed from existing Fiat models making sourcing replacement items easier than if they were model specific. The electrics can play up but corroded connections and wiring issues are usually to blame.

Model History Of The Fiat Dino

1966: Fiat Dino Spider unveiled at Turin Motor Show featuring 158bhp 2.0-litre V6

1967: Fiat Dino Coupe joins lineup featuring identical running gear with a slightly longer wheelbase. Uprated interior of Coupe also rolled out for subsequent Spider models

1968: Dinoplex electronic ignition introduced on all variants

1969: Fiat Dino 2400 replaces 2.0-litre cars and production moves to Maranello. 2.4-litre engine produces 178bhp and independent rear suspension replaces solid rear axle. Coupe receives significantly revised interior and both variants get subtle exterior trim changes

1972: All Fiat Dino production ends with 7,803 of all variants built

Production Numbers

Fiat Dino Coupe:                    3,670

Fiat Dino Spider:                    1,163

Fiat Dino 2400 Coupe:           2,550

Fiat Dino 2400 Spider:           420

Which Fiat Dino To Buy

Whether you consider these cars as cut-price Ferraris or expensive Fiats, they are definitely more than just a pretty design masquerading as a sports car. Thanks to their characterful V6s and 2+2 layout, they could just as easily have been marketed as junior Ferrari grand tourers. Yet, thanks to the Fiat badge on the nose even the rarest and most desirable Dino 2400 Spider can be had for a fraction of what a tatty Dino 206 GT would sell for.

The rarity of the Spiders in general makes them more sought after and they do offer a slight performance advantage too thanks to lighter kerb weights than the Coupes. What the tin top variants offer is more interior space, and on 2.4-litre variants, a much-improved dashboard design. We would opt for the larger engined cars, but a well-kept early 2.0-litre model is still a very enjoyable classic. Finances may dictate choices here as prices vary wildly depending on rarity and mileage but your primary concern should be to find a car with a sound bodyshell and decent maintenance history. These Fiats prefer to be treated like Ferraris when it comes to servicing.

Fiat Dino Specifications

2.0-litre V6

Power:             158bhp

Top speed:      124mph

0-60mph:        9.5sec est.

Economy:       20mpg est.

2.4-litre V6

Power:            178bhp

Top speed:      127mph

0-60mph:        8.5sec est.

Economy:       20mpg est.

Text John Tallodi  Photos Fiat Heritage, C.O.G. Classics, LACAR SPORT & CLASSIC

Author: David Lillywhite

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