<<<FIAT PORTAL

BACKGROUND

Although Fiat had not offered a particularly sporting model since the commercially unsuccessful 8V back in the early 1950s, the FIA’s decision to implement new Formula 2 racing regulations for the 1967 season led to a surprise collaboration with Enzo Ferrari’s illustrious company.

The new-for-1967 F2 regulations were announced well ahead of time (in 1965) and principally concerned the engines that could be used: displacement would be limited to no more than 1600cc, a maximum of six cylinders would be permitted and at least 500 units would have to be used in road-going production cars all built within twelve consecutive months of one another.

After several years out of Formula 2, Enzo Ferrari decided the new format would be the perfect way to promote his Dino brand which was to serve as a junior brand for the Maranello company.

At the time, Formula 2 was a pretty big deal, routinely attracting Formula 1 drivers and constructors. The new 1967 regulations were expected to see a further explosion of interest.

Usefully, Ferrari already had a 1.6-litre 65° V6 in development for the Dino 166 P purpose-built racing car. This diminutive engine was subsequently enlarged to 2-litres and went on to achieve considerable on-track and hillclimb success.

Enzo Ferrari considered his Dino V6 to be the perfect basis for a 1600cc F2 powerplant. Unfortunately though, his firm did not have the production capacity to build the 500 engines and cars required in the aforementioned twelve-month period.

As a consequence, il Commendatore turned to Fiat and, in March 1965, the two companies signed a co-operation agreement that would see Fiat produce the vehicles required to homologate a V6-powered Ferrari Dino Formula 2 car.

Soon afterwards, one of Ferrari’s prototype Dino engines was sent to Fiat whose engineers stripped it down and reconfigured it to suit mass production methods.

Fiat and Ferrari then set about designing new cars to take the engine.

Fiat created two models: the two-seat Dino Spider (with bodywork by Pininfarina) and the Dino Coupe 2+2 (with bodywork by Bertone). Ferrari came up with the Dino GT (another Pininfarina design). All three models were built by Fiat, initially with the V6 Dino block enlarged to two-litres.

The Fiat Dino Spider was unveiled in November 1966 at the Turin Motor Show. At the same event, Ferrari displayed a prototype Dino GT. The long wheelbase Bertone-bodied Fiat Dino 2000 Coupe then broke cover at the Geneva Motor Show in March 1967.

CHASSIS

Each Fiat Dino Coupe was based around a steel monocoque bodyshell with a 2550mm wheelbase. This was 270mm longer than the Spider variant in order to provide sufficient space for a couple of rear seats.

Independent front suspension was via double wishbones with coil sprung hydraulic shocks and an anti-roll bar. At the back was a rigid rear axle lifted from the Fiat 2300 S. Semi-elliptic springs were fitted (two for the Coupe compared to one for the Spider) along with a pair of hydraulic shocks per side.

Ventilated Girling disc brakes were used all round. They ran off a dual circuit system with vacuum servo assistance.

Cromodora cast magnesium wheels measured 14 x 6.5-inches and were retained by a triple-eared hub nut. The wheels were originally shod with either Michelin XAS or Pirelli CN36 tyres.

A 66-litre fuel tank was installed under the boot floor.

ENGINE / TRANSMISSION

The Dino line of engines was named after Enzo Ferrari’s son, Alfredino, who had died in 1956.

The original design was credited to Vittorio Jano and its conversion for mass production was handled by Aurelio Lampredi.

The same engine used in the Fiat Dinos was fitted to the Ferrari Dino and all these motors were manufactured on the same production line.

The Tipo 135 B 000 engine was a dual overhead camshaft 65° V6 with an alloy block and heads, cast-iron wet cylinder liners, cast-iron valve seats and hemispherical combustion chambers.

It displaced 1987cc thanks to a bore and stroke of 86mm and 57mm respectively.

Compression was set at 9.0:1 and three twin choke Weber 40 DCN downdraught carburettors were fitted.

In this configuration, peak output was 160bhp at 7200rpm and 126lb-ft at 6000rpm.

Transmission was via an all-synchromesh five-speed manual gearbox, single plate clutch and limited-slip differential.

BODYWORK

Whereas the Pininfarina-styled Fiat Dino Spider and Ferrari Dino GT both had avant garde show car looks, Bertone took a slightly more conservative approach with the Dino Coupe to reflect its status as a discrete Grand Touer.

Like the Dino Spider, twin headlights per side were housed in a fashionable full width aperture that also featured a distinctive hex-pattern grille. Further down, Bertone fitted a single-piece wraparound bumper while the lower apron was home to a trio of radiator and brake cooling intakes.

Elegant definition was given to the gently curved hood by way of three subtle creases and a bank of finned cooling vents at the trailing edge. Similarly elegant cooling solutions were cut from the sides of the front fenders.

The curvaceous side profile continued towards the back of the car with muscular rear fenders and a Fastback profile for the slim-pillared five-window cockpit. A delicate chrome trim strip was mounted low down between the wheels to give the body a more slender effect.

Bertone opted for a Kamm style fascia at the rear with a set of custom tail light clusters and another full width wraparound bumper. Underneath, the rear apron featured cutaways for single exhausts per side.

Steel body panels were used throughout.

INTERIOR

Bertone followed a similarly restrained approach for the cockpit which, thanks those aforementioned slim pillars and an expansive glass area, provided excellent all-round visibility.

The dash was finished in wrinkled soft-touch vinyl and featured handsome wood veneer inserts. Directly behind the three-spoke steering wheel with its vented polished aluminium spokes was a low profile instrument binnacle with large individual cowls for the 9000rpm rev counter and 250kmh speedometer. In between these was a small water temperature read out while off to the left were more small dials for oil pressure and oil temperature. Angled towards the driver on the right-hand side were the fuel gauge and clock.

Adjoining the dash and transmission tunnel was a modern central control panel with an array of flick and toggle switches, above which were the ventilation system controls.

Cocpit space was excellent, even in the rear where individual bucket seats were provided along with an ashtray and a full complement of armrests.

A ribbed ivory roofliner accentuated the bright and airy feel.

Electric front windows were fitted as standard along with vinyl leatherette upholstery and basket-weave seat elements.

OPTIONS

Optional extras were limited to a radio, metallic paint and leather upholstery.

WEIGHT / PERFORMANCE

At 1280kg the Fiat Dino Coupe weighed in at 40kg more than the Spider.

Top speed was 124mph and 0-62mph took eight seconds.

PRODUCTION CHANGES

In 1968, Magnetti Marelli Dinoplex C electronic ignition was introduced (the first time such a system had been used on a production car). It was commissioned by Fiat specifically for the Dino engine to overcome plug fouling in slow moving traffic.

Also in 1968 (from chassis 2031 (Coupe) and 0726 (Spider), the original Weber 40 DCN carburettors were switched to Weber 40 DCNF and an accelerator pedal with a linkage replaced the earlier wire-type.