Dino restomod

I would have no qualms putting the 24-valve engine back in as long as you keep the original engine as well. Only mod would be another engine lid to clear the carburetors which could be fabricated. The early 24-valve engines ran 44IDFs and the later ran 48's. Hopefully the exhaust manifolds also are with the 24-valve engine as they are different from the 12-valve.

 

Here’s a bit of aural inspiration! The raised decklid and air box will be important to design correctly so it looks integrated and factory. Most that I’ve seen are either a hole in the deck lid or the power bulge raised just on the engine lid. If you also get an extra trunk (boot) lid, the best subtle mod is to start raising the bulge by using the tail as a pivot point. This makes the mod almost invisible. I’d be more than happy to help when you get to that point. Here’s a quick idea of how to do it.

https://youtube.com/shorts/fKR393c2Zdc?si=OqyYr6d7oFJYJLub

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The 4v head is a brilliant thing. The only issue I might see putting it in a road car is making certain the camshaft spec is at least somewhat road friendly. The race-spec 4v made power up to some 10,000rpm, which may be a romantic thing but that may be a bit peaky for some.

 

Not buying or selling, I wanted to do a quick photoshop of the before and after of the modified engine lid and trunk lid on what it would look like to minimally clear the carbs on the 24 valve motor. In reality it may have to be even taller as the 24 valve motor with the IDF Webers is much taller than the 12 valve/IDF Weber motor. This also helps to imagine what the engine lid would look like w/o modifying the trunk lid. It would be interesting if there is a modified engine lid on the property. Might be worth searching for. Could be stored in the rafters? If you look at the videos I posted or look at the BaT ad you can see how much the carbs stick through a stock engine lid. After doing this exercise, I recant my previous comments about it being subtle and almost invisible!

https://bringatrailer.com/listing/1973-ferrari-dino-246-gts-9/




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My 24-valve Stratos is no problem on the road at all. Not really that peaky. The competition clutch is not a problem either. The dog ring gearbox takes some getting used to. Over all, it's a blast!

 

What’s the configuration of your engine lid to clear the carbs? Are you running a filter system?

 

It is the standard GR4 setup and air cleaner. All fits under the rear clip. Pulled this pic off the net:
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gracious, that is a magnificent thing! I have only ever seen one once, in a blue Stratos here in the Atlanta area some 10 years ago.

 

We can definitely build one, or more...

Regards, Alberto

 

In a Stratos or Dino? Looks like in a Stratos.

 

Stratos Thomas.

Regards, Alberto

 

That was me! I think Italian car day event.

 

I wonder what the journey of the Dino would have been “if” it would have been further developed much like the Porsche 911. It would be amazing if it had gotten the 24V motor with gearbox, wheel and suspension upgrades. I’m not a huge fan of the factory flares. My colleague, when he had his 24V Dino took his stock flares and widened them similar to what is on the homologation documents but not nearly as extreme. It really looked good. Has anyone (Matthias? Marcel?) seen the actual homologation Dino or any other photos of it?


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#01626 and #01628...


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Matthias, please tell us more about these Dinos. Looks like they had an early version of the F&C style flare. I’m looking through the archives: https://www.ferrarichat.com/forum/threads/dino-01628-is-this-what-it-appears-to-be.455826/

 

indeed it was! So cool. I have a pic somewhere. Ty again

 

Thanks to everyone for their interest and comments, ideas, photoshopped images, etc.

Simon and I have been in contact directly by phone and yesterday my race-car engineer friend inspected the two 24v engines / parts. A deal was agreed with payment made, so the engines are now in my friend's hands and already being crated up for shipping to me in Australia (where I have recently moved to from the UK).

I am currently in the middle of a major renovation, much of which centres on building a workshop and more garaging, hence its unlikely that much work on rebuilding the engines will be done this year. But as soon as the workshop is complete and up and running, the priority will be on rebuilding the 246 24v engine and reinstalling it once again into 02114!

Once work starts I will start a new thread on the whole process.

A few comments and thoughts:

Both engines were / are fuel injected and no IDF carbs or carb-type manifolds were found. Looking at photos on the internet, it seems that Tasmin 246 engines used in NZ / Australia in by Derek Bell in 1969 were injected too - see photo. So that all makes sense and supports the fact that the 246 24v engine is indeed ex-Derek Bell.

As suggested, a second modified engine cover was looked for, but nothing was found. But I think that the height of the fuel injected throttle slides in the attached photo of Derek Bell are not nearly as high as IDF carbs and manifold would be. Hence I am hoping that the 24v engine might go back into 02114 without the need to modify (or rather build a second) engine cover, etc.

This morning I have been researching which Tasmin car Derek Bell was driving in NZ / Australia in the attached photo. It seems that the "regular" 24v 166 F2 cars were just fitted with the larger 24v 246 engine for the Tasmin Series in NZ / Australia. According to various reports, Bell seems to have raced chassis 0010 in the Tasmin Series, where a 24v 246 engine would have replaced the "normal" F2 166 engine. https://girardo.com/car/1968-ferrari-166246-dino-formula-2-2/ .I imagine that two or more engines would have been taken to the Tasmin Series to be used by Bell, as one wouldn't go all that way without a spare engine (or two). Then as the Series progressed, I assume the unused and fresh spare engine(s) would be fitted and used.

It seems that Anthony Bamford (billionaire owner of JCB) purchased 0010 straight after the 1969 Tasmin Series for his collection, https://www.theroaringseason.com/showthread.php?1796-Missing-Tasman-Series-Ferrari&styleid=5. This brings chassis 0010 and its 24v engine(s) back to the UK sometime in 1969, and from there Ronnie Hoare must have acquired my 246 24v engine from Bamford. On reflection this makes more sense than Ronnie Hoare buying my 24v 246 engine directly from Enzo Ferrari, as Enzo would likely have wanted to know why Ronnie wanted such an engine, and on Enzo hearing of Ronnie's secret project of putting a 24v engine into the road-going Dino, the project would have been over before it started.

Another thing I have been pondering, is the origin of the 24v 206 engine. I have been doing a bit of research on this topic since Simon confirmed that there was also a 206 24v engine found along with the 24v 246 engine, but I didn't want to mention too much before I secured the two engines. My research indicates that Ronnie Hoare and Maranello Concessionaries owned and ran a Dino 206SP (chassis 006) during 1966: http://www.barchetta.cc/english/all.ferraris/detail/dino/006.206S.htm

So, I am assuming that the 206 24v engine might be somehow related to chassis 006.

The Barchetta-history indicates that in 1969 a Volvo engine was installed in chassis 006, and it is possible that my 24v 206 engine was the one removed at that time, which somehow found its way back to Maranello Concessionaries? That seems possible, as the same Barchetta-history claims that in 1989 "new re-produced Dino 206 S engine was installed", so it seems that when the Volvo engine was installed in 1969, the original 206SP engine was separated from chassis 006 and sold to a third party. Maranello Concessionaries being the previous owners of 006 and at that point most likely one of the most well known Ferrari agents in Europe, makes them a reasonably realistic buyer of 006's original engine in and around1969.

I am interested in everyone's thoughts and whether I might have missed something....
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Just to add a bit to the story, there were also three valve heads with two intakes and one exhaust. Besides slide injection there was also an injected intake manifold with butterfly valves and two injection ports per choke. I sold a NOS pair of these off to Roberto Cassetta in Italy as he has a Stratos project that raced with this setup using a Kugelfischer injection pump. I visited University Motors in Genoa, Italy last fall and they were working on a 24-valve motor at the time. Very nice folks and a wealth of information on this engine.

 

Thanks David! That explains a lot about the engine height and it does look plausible to fit under the original decklid.

 

Do what you like to your car - for yourself. But, looking at my personal budget, I would start with a replica.

 

Wow!