LOT 44
1973 Ferrari Dino 246 GTS Coachwork by Pininfarina/Scaglietti Chassis no. 05710
Sold for US$431,250 inc. premium
Lot 44
1973 Ferrari Dino 246 GTS
1973 Ferrari Dino 246 GTS
Coachwork by Pininfarina/Scaglietti
Chassis no. 05710
Coachwork by Pininfarina/Scaglietti
Chassis no. 05710
2,418cc DOHC 65-degree V6 Engine
4 Downdraught Weber 40 DCNF Carburetors
195bhp at 7,800rpm
5-Speed Manual Transaxle
4-Wheel Independent Suspension
4-Wheel Disc Brakes
* Iconic V6-engined Dino
* Desirable final 'E' series example
* Includes tool roll, jack, and manuals
*66,657 miles shown
* Maintained with no expense spared
* Recent engine and gearbox rebuilds
THE CAR OFFERED
'It is a thrill to drive a car like the Dino, one whose capabilities are far beyond what even an expert driver can use in most real-world motoring, and that is the Dino's reason for being. The real joy of a good mid-engined car is in its handling and braking and the Dino shone as we expected it to. The steering is quick without being super quick, and it transmits by what seems a carefully planned amount of feedback exactly what is going on at the tires. Thanks to the layout's low polar moment of inertia the car responds instantly to it. The Dino's cornering limits are very high... ' – Road & Track.
It was the need for a production-based engine for the new Formula 2 rules that prompted the introduction of a 'junior' Ferrari, the Dino 206 GT, at the Turin Motor Show in 1967. The latest in a line of Dino V6 'quad-cam' engines stretching back to the late 1950s, the new unit proved as successful on the racetrack as in the showroom, Derek Bell and Ernesto Brambilla both winning races in the European Championship, while Andrea de Adamich triumphed in the 1968 Argentine Temporada series.
Building on experienced gained with its successful limited edition Dino 206S sports-racer of 1966, Ferrari retained the racer's mid-engine layout for the road car but installed the power unit transversely rather than longitudinally in a tubular steel chassis. A compact, aluminum-bodied coupé of striking appearance, the Pininfarina-styled Dino - named after Enzo Ferrari's late son Alfredino Ferrari- was powered by a 2.0-litre, four-cam V6 driving via an in-unit five-speed transaxle. The motor's 180 brake horsepower was good enough to propel the lightweight, aerodynamically efficient Dino to 142mph, and while there were few complaints about the car's performance, the high cost of its aluminum construction hindered sales.
Ferrari always intended the Dino to be a separate sub-brand, and Ferrari badging was never officially used. Picking up from the 206 GT, a new 2.4-litre version on a longer wheelbase - the 246 GT – arrived in late 1969. Built by Scaglietti, the body was now in steel and the cylinder block cast-iron rather than aluminum, but the bigger engine's increased power - 195bhp at 7,600rpm - adequately compensated for the weight gain. A Targa-top version, the 246 GTS, followed in 1972. The Dino 246 was built in three series: 'L', 'M' and 'E', these designations reflecting detail changes in the specification. Of the three, the M-series is by far the rarest, being produced during the early months of 1971 only. Changes from the preceding L-series included a 30mm increase in rear track; five-bolt fixing for the road wheels; internal boot release; seat-mounted headrests; and various minor improvements to the engine and gearbox. The final 'E' series incorporated all the changes made to its predecessors together with further improvements to the engine and gearbox, resulting in the best-sorted and most functional of the three variants.
While not quite as fast in a straight line as its larger V12-engined stablemates, the nimble Dino could show nearly anything a clean pair of heels on a twisting tarmac. Truly a driver's car par excellence and still highly regarded today.
This E-series Dino GTS, s/n 05710, was completed in February 1973, leaving the factory gates finished in Nero (black) over tan upholstery – one of just 63 Dinos originally finished in 20-B-50 Nero. Destined for the West Coast, the car was sold new by Tonkin Ferrari of Portland, Oregon, before traveling south to California, where it spent much of its early life with several documented owners. In November 1998, 05710 was acquired by Buddy Stubbs, the legendary Harley Davidson racer, dealership principal, and later, Ferrari Challenge driver. In Buddy's stewardship, the Dino was well maintained, but always driven in a manner that we're sure Enzo himself would be proud of. Never a man to do things halfway, Buddy enjoyed his Dino to the fullest at every turn, using it for everything from commuting to the Copperstate 1000. In 2015, the car was treated to a high-quality repaint in in its original shade of black, and the engine was overhauled to the tune of $32,000. During his tenure, Mr. Stubbs kept excellent notes of the service and maintenance work.
A particular highlight of this car is its wonderfully preserved cockpit – the upholstery being beautifully broken-in like a favorite pair of boots. Equipment includes electric windows and air conditioning, and rather fittingly, there's no radio to distract from the business of driving and savoring that glorious V6 soundtrack. The car is authentically presented, with details like factory Cromodora alloy wheels shod with Michelin tires, original Sekurit glass, Ansa mufflers, and satin black removable roof panel. Accompanying the sale are the all-important accessories including the factory tool roll, factory jack, and owner's manuals in the original leather wallet, as well as service and ownership records.
Benefitting from enthusiastic use and cost-no-object maintenance, chassis 05710 is the ideal Dino in which to experience the legacy of one of Ferrari's finest driver's cars.
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