Ferrari 246

A little history

The Ferrari 246 went through some of the best and worst times for the Scuderia. After a successful 1958 season, this single-seater rapidly turned into a dinosaur during a period of rapid changes.

The 246 model was designed by two of the greatest names in Formula One history: Carlo Chiti and Vittorio Jano. While the former drew the blueprints of the chassis, the latter, who had recently joined Ferrari after the Scuderia had taken over Lancia’s racing activities, was responsible for a radically new engine. Ferrari had been viscerally attached to V12 blocks up to then. Dino Ferrari, the Commendatore’s son, insisted on the development of a V6, a revolution at Maranello. Jano, to whom should be credited the world’s first production V6 (as the Lancia Aurelia’s engine) was obviously keen to give satisfaction to his employers, and designed a 1.5-litre block with a 65° “V” answering Formula Two rules. The original idea being credited to Dino Ferrari who had prematurely died in the meantime, the decision was taken to name “Dino” all non-V12 engines assembled in Maranello.

The success of this engine during the 1957 season prompted Ferrari to develop a Formula One variant, the Tipo 143, a DOHC engine enlarged to 2.4 litres. Fed on 100/130 AvGas, this engine was rated at 280 hp, and was developed on time for the opening of the 1958 season.

Seen for years as a simple curiosity, the rear-engined Cooper didn’t make anyone laugh anymore after winning the first two Grand Prix of the season. Caught off guard in Argentina, outclassed in the twisty streets of Monte-Carlo, the front-engined Formula One re-established their supremacy afterwards. The Vanwalls driven by Stirling Moss and Tony Brooks seemed to outclass the Ferraris. Fortune also played against Ferrari, which lost two of its pilots, Luigi Musso and Peter Collins, respectively killed during the ACF and German Grand Prix. Therefore the eventual success of Mike Hawthorn, who bagged only one win but proved extremely regular throughout the year, came almost as a surprise. Moss and Brooks totalled seven victories, which was well enough to give the very first title for manufacturers attributed in Formula One to their British employer.

For the next season, Ferrari’s workhorse in Formula One remained the 246, but re-engined with another of Jano’s creations, a 2.5-litre, 60° V6. The 2.4-litre, 65° engine’s career was far from over though, as it would be the very same engine that would later equip the road-going Dino 246. During 1959, the Coopers stood one step above the Ferraris, and no one could pretend to beat Jack Brabham for the title. The 246 still proved superior on very fast circuits, winning at Rheims and at the Avus, but the fact that the Scuderia was beaten on its very own Monza track, though itself anything but a slow circuit, was a peek at things to come during the following season.

Totally outshone in 1960, the 246 was easy game for the nimble Coopers and Lotuses. Wouldn’t it be for the cunning organizers of the Italian Grand Prix who bent the rules to advantage their beloved Scuderia, and in the process caused a massive boycott by the British teams, Ferrari wouldn’t have won even a single race. The machine’s obsolescence was acknowledged by the appearance of a new 246P, built around the same engine, but now placed at the rear à la Cooper, a first for Ferrari. Richie Ginther only raced a few times at the wheel of this car, which was never fully developed – Ferrari had better things to do, preferring to concentrate on the 1961 season for which it would unveil an effective weapon: the 156.

About the models

Model: Ferrari 246 - Dino
Year: 1958
Event: 1958 Formula One Championship (see below)
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.18 of its Ferrari Collection press series
Acquired: brand new, in November 2005, in Souillac, France

Despite the thick plastic wheels replacing the photo-etched metal ones used on genuine Ixos, this is a correct model worth 12/20.

Note: Fabbri doesn’t provide any indication regarding the event entered by this car. Pictures of Ferrari 246s during the 1958 season would help identifying this car - I have a few ones somewhere but didn’t take the time yet to look for them. Number 4 was used four times by the Scuderia during World Championship races that year: during the Dutch Grand Prix (Peter Collins, retired), the ACF Grand Prix (Mike Hawthorn, finished 1st, as die-cast makers like winners I’d bet this is the one), German Grand Prix (Wolfgang von Trips, finished 4th), and Moroccan Grand Prix (Phil Hill, finished 3rd)





Model: Ferrari 246 - Dino
Year: 1958
Event: 1958 Italian Grand Prix (see below)
Maker: Brumm
Scale: 1/43
Distributed by: Brumm
Acquired: brand new, in March 2008, in Montpellier, France

Brumm’s main trait isn’t necessarily the quality of its models, but rather the originality of most models among its wide range. Furthermore the Italian seems to have made its specialty of reproducing very correct wire wheels in plastic. On the other hand, the cockpit is traditionnally poorly detailed. I’d give 11/20 to this model.

Note: This model is presented as having raced in the Italian Grand Prix, but no Ferrari was given number 1 during this event. In those times, the habit was to give only even numbers to Formula One cars, though there were exceptions. During that season, a lone Ferrari 246 received number 1 during a World Championship race: this was Peter Collins’ car at Silverstone for the British Grand Prix. Pictures of the original car are welcome in order to confirm this.









Model: Ferrari 246 - Dino
Year: 1959
Event: 1959 Monaco Grand Prix, driven by Tony Brooks (finished 2nd)
Maker: Ixo
Scale: 1/43
Distributed by: Ixo “Ferrari” series
Acquired: brand new, in May 2008, in Manila, Philippines

A very nice “short-nose” 246. The wire wheels are superb but take care of their spinners, which are all too often badly centered. My rating is 14/20.

Dino 206 and 246

A little history

The company from Maranello decided early on to reserve the “Ferrari” name to V12 cars exclusively. When a V6 was designed, it was named “Dino”, honouring the memory of Enzo Ferrari’s late son Alfredo, whose nickname was Dino and to whom is credited the idea of this very first V6.

For several years Dinos were racing cars, but the idea of building a cheaper road-going GT powered by a similar V6 was tempting enough. Engineer Vittorio Jano was its main proponent, but he insisted on a central engine – Enzo stubbornly refused. Jano’s resolve finally won over Ferrari’s obduracy.

The first Dino would be the 206 GT, introduced at Turin in 1967. Aurelio Lampredi had converted the V6 racing engine for road use; it sat in a central, transversal position on the chassis. Though officially rated at 180 hp, its actual output should have been closer to 160 hp. With all-independent suspension and disk brakes on all four wheels, the handling promised much, but styling wasn’t neglected. Pininfarina signed a perfectly balanced design, reminiscent of the racing Ferraris of the time, bulged over the wheels, extended up front by a long protruding nose flanked by headlights set deep in the wings, and pierced by side air intakes that were so appreciated that they would be carried over several generations of Ferraris. Entirely made of aluminium, the body was built at Scaglietti’s, a long-time partner of Ferrari. Though a Ferrari design, the Dino V6 engine wouldn’t be made in Maranello either. After an agreement had been signed allowing its use in the Fiat Dino car, the Italian giant took over its construction, and sent back to Ferrari the blocks needed for the Dino 206.

In this initial form, the junior Ferrari was produced until the end of 1969 in small numbers, sales being hampered by the reputation for unreliability its engine soon earned. To correct this problem, the alloy-built 2.0-litre was replaced by a more durable cast-iron 2.4-litre V6 for model year 1970. Fiat followed suit and adopted the new engine for its Dino model. Ultimately, this block would also equip the Lancia Stratos a few years later. Though heavier, this engine was also more powerful, even if Ferrari’s claimed figure of 195 hp was probably over-estimated once again. Now dubbed the 246 GT, the car’s sales finally took off, even more after a convertible version, the 246 GTS was introduced in 1972. Rather than a true “spider”, the GTS was rather a removable-top “targa”, if it isn't a disgrace to describe this car with a term coined by Ferrari’s archrival.

The Dino 246’s production ended in 1974. A 4-passenger Dino 308 GT4 had been introduced shortly before, but its highly controversial design, atypically signed by Bertone in the angular style this studio had became known for, was universally rejected. This failure, coupled with the everlasting difficulties Ferrari had to sell a car bearing neither its famous name nor its prancing horse, drove the company into discarding the Dino brand. The 246’s real successor, the 308 GTB introduced in October 1975, was a Ferrari, while the clumsy 308 GT4 was renamed Ferrari during the following year.

About the model

Model: Dino 246 GTS
Year: 1972
Maker: Ixo
Scale: 1/43
Distributed by: Fabbri as no.7 of its Ferrari Collection press series
Acquired: brand new, in September 2005, in Souillac, France

My regret, as of now, is to have let passed the opportunity of purchasing a nice model of a 206 GT coupe a few years back. Therefore I have to content myself with this Altaya-distributed 246 GTS. This model isn’t bad, but suffers from that common flaw many models by Ixo share: either the body shell lacks detailing, or the paint is thick and hides these details, I don’t know for sure, but there’s definitely something disturbing. My rating is 11/20.