| Ferrari Dino engine | |
| Manufacturer: | Ferrari |
| Production: | 1959 - 2004 |
| Fueltype: | Gasoline |
| Compression: | 7.7:1[1] - 11.2:1 |
| Fuelsystem: | Carburetor/Electronic fuel injection |
| Coolingsystem: | Water-cooled |
| Bore: | NaNmm |
| Stroke: | NaNmm |
| Displacement: | NaN1NaN1 |
| Power: | NaN0NaN0 |
| Torque: | approx. NaN0NaN0[2] [3] [4] |
| Successor: | Ferrari-Maserati F136 engine |
The Ferrari Dino engine is a line of mechanically similar V6 and V8 engines produced by Ferrari for about 40 years from the late 1950s into the early 2000s.
The idea for the engine came from Alfredo "Dino" Ferrari, who 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 gravely ill, and he was diagnosed with muscular dystrophy. While hospitalized, he discussed technical details about the engine with a recently hired engineer named Vittorio Jano. Dino would never live to 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 latter used a flat-plane crankshaft configuration.
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 Two auto racing series. Jano, formerly of Alfa Romeo and Lancia, pressed for a conventional 60° V6 but the Ferraris were open-minded.
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 77x bore and stroke for 19841NaN1 and produced 2000NaN0 in the 196 S. A larger version was also produced, the 2450NaN0 24171NaN1 Dino 246 S. These engines continued in the 1962 Ferrari 196 SP and 286 SP. The latter had a bore and stroke of NaNmm for 28631NaN1 and 2600NaN0.
Ferrari designers began work on the first Dino V6 engine in 1956 and the engine was running by the end of the year.[5] The engine displaced 14891NaN1. 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.[5] [6]
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 crankpins 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 engine in the Dino 308 GT4, the 65° design continues to this day: It reappeared on Ferrari's 1992 456 V12.
The NaNmm 24171NaN1 engine used in the 246 S produced 2800NaN0 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 (29621NaN1) with 296bhp 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 layout Fiat Dino project was born.
In competition, the 1965 Dino 166 P used a tiny 15931NaN1 version of the 65° unit. Both bore and stroke were different from the earlier engine at NaNmm and output was impressive at 1750NaN0. Bore was up to 86mm for the 2180NaN0 19871NaN1 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. In compared with racing 206 S version the engine of road 206 GT was detuned to 1800NaN0. After producing just 152 cars, Ferrari bumped the bore and stroke up from NaNmm to NaNmm for 24191NaN1. This increased power to 1950NaN0 at 7600 rpm and 230NaN0 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 81mm, 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 29271NaN1 which rounds down to 2.9 L and was another DOHC 2-valve design.
Applications:
The 1980 "i" models added fuel injection to the existing 29271NaN1 engine.
Applications:
4 valves per cylinder were added for the 1982 308 and Mondial Quattrovalvole (or QV), bringing power back up to the pre-FI high of 2450NaN0.
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 7200NaN0 in qualifying trim. The engine was later increased to 3.0 litres and increased power output to 8280NaN0.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 81to but the stroke remained at 71mm. Output was reduced as well, from 255to.Applications:
1982 saw the introduction of the 208 Turbo. The 208 Turbo featured 2200NaN0, 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 (Mobil, Lancia, Osella).
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 28551NaN1 version of the 308's engine (bore was down by 1mm to meet the regulations of the class). With IHI twin-turbochargers, a Behr intercooler, and Weber-Marelli fuel injection, the GTO boasted 4000NaN0 from Dino's engine.
Applications:
The 1985 328 and 3.2 Mondial used a bored and stroked 3.0 QV V8 to NaNmm version called the Tipo F105CB. That naturally aspirated 31861NaN1 engine boasted 2700NaN0.
Applications:
Two prototype Ferrari 408 4RMs from 1987 and 1988 used a 90° rear and longitudinally mounted 4.0 litre (3,999.7 cc) V8 that produces 221abbr=onNaNabbr=on at 6,250 rpm and 373Nm of torque at 4500 rpm. The engine has a compression ratio of 9.8: 1 and a bore and stroke of 93 mm and 73.6 mm respectively, bringing total displacement to 3 999.66 cm³ (4.0 L). The engine also features double overhead camshafts with four valves per cylinder, as well as Weber-Marelli fuel injection and dry sump lubrication.[10]
A transverse mounted transaxle version of the engine called the F117A was built and tested by Ferrari as a possible option for the upcoming 348 but was decided against due to Ferrari's preference for smaller displacement high revving engines. A twin turbocharged version was also reportedly tested, producing 450abbr=onNaNabbr=on at 6800 rpm and 376lbft of torque at 4000 rpm.[11]
In 1987, the F40 sports car debuted with the Tipo F120A engine. The Dino-based engine now had a bore x stroke of NaNmm 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:
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.[12] [13]
Applications:
The 1989 introduction of the 348 and Mondial t saw the Dino V8 pushed to 3405cc with a bore x stroke of NaNmm. Power was up to 3000NaN0 in the Tipo F129D/G, and revised as the Tipo F119H with 3200NaN0 in later Ferrari 348s.
Applications:
The 1994 F355 included their first production 5-valve engine, and sported a 2mm longer stroke for 3496cc and 3800NaN0. 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 85mm bore of the F355 engine and the 5-valve per cylinder layout, but increased the stroke to 79mm, to raise the displacement again to 3586cc and 4000NaN0. Modifications to the intake/exhaust and an increased 11.2:1 compression ratio produced 4250NaN0 for the 360 Challenge Stradale. This Tipo F131 was produced from 1999 through 2004.
Applications:
The Dino V8 was retired in 2004 with the introduction of the new Ferrari-Maserati F136 engine used in the Ferrari F430.
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 (5.5 litre) and later in 575M Maranello and 612 Scaglietti (5.75 litre).