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Order number-0114 was placed on the Wednesday 1st November 1972 with Maranello Concessionaires Ltd by the South West Ferrari and Dino dealers, Dick Lovett for a 246 GTS finished in marrone Dino metallizato 106-M-73 (one of 215 246's so finished)with beige 430 trim with beige carpets and electric windows, in turn Maranello Concessionaires Ltd placed the order -D/380 with the factory the same day for January 1973 production. which was acknowledged two weeks later. The car was completed and invoiced by the factory on the 13th February 1973 for delivery to Maranello Concessionaires Ltd by truck. In turn Dick Lovett were invoiced for the car by Maranello Concessionaires Ltd on Monday 2nd April 1973.First registered on Tuesday 17th April 1973 to a 29 year old dentist and latterly successful national British rally driver, Mr M P. Mr P apparently resisted Peter Lovett's best efforts to sell him a 365 GTB/4 Daytona instead! The list price was £5605.81 plus metallic paint £114.79 plus delivery charges number plates and road tax. During Mr P ownership, the car, it was maintained by T J of A in Pershore, Worcestershire. (A were appointed official Aston Martin service agents ,and noted for their building of race prepared Aston Martins, as well as competition preparation and noted for their turbo charging of Ford engined cars.) Mr P owned the car for just over two years/30,000 miles(?) finally selling it to T J who apparently had damaged it whilst it was with him being serviced. It was replaced with a fibreglass 308 GTB from then Ferrari agents, Maltin Car Concessionaires of Henley on Thames.
Purchased, from T J, on Tuesday 2nd September 1975 by Mr M H for his wife S's 32nd birthday. It was bought the car with some "fairly inconsequential damage" the result of having "been driven into a ditch", which he had repaired and changed the colour to red ,before giving it to his wife. Mr H then bought a Humber Hawk with the number 1SDH ,which he transferred onto the Dino. Mrs H, recalls taking their then six year old son to parties, much to the annoyance of other parents. (There are photographs of the car with her son taken in 1976)Mrs H owned the car until 1st April 1976, when it was bought by 34 year old Mr N P . The DVLA Swansea were notified of the colour having changed to red on the 10th September 1977, after it had passed into the ownership of Mr D M on the 3rd July 1977.Mr M owned the car for just under two years when it was bought by a 21 year old, Mr D S, from a friend of his fathers, Mr D J of the Mini Centre Clockhouse Station, Beckenham Kent part exchanging a Porsche 911 2.4 E and paying some £7500 in all. The car was registered to his property company A Ltd on the 2nd April 1979 still registered VNP 334L.The car acquired another keeper when the personal number DE 51 was applied and it was re-registered to Mr D S ,still of the same Kent company. During Mr S's ownership the car was maintained by Surrey Ferrari specialists, Modena Engineering where it was photographed in 1981 by my colleague Mark Hawkins. This included Modena Engineering rebuilding the engine following a dropped valve. Modena also carried out a full body restoration. DE 51 remained on the car until May 1981 when it was transferred to a Mercedes-Benz 450 SEL 6.9, and the replacement number of XGU 123M allocated to it. Mr S sold the car via the weekly magazine ,Exchange and Mart for £12,000-he would later own a 365 GTB/4 Daytona- to Mr R B of West Yorkshire on the 23rd May 1981.
The car was registered to Mr B's textile machinery company, K T M Ltd on the 15th January 1982 noting the colour as Yellow ,having been changed on the 21st August 1981 The car passed into the "ownership" of Miss D H on the 12th August 1982,before being re-registered to K T M Ltd machinery company. This appears to have facilitated the transfer of the registration number 246 VT onto the car(at this time both cars had to be registered to the donor vehicles owner).The car was re-registered to Mr B's company, S Y Ltd on the 29th July 1997.
The car was acquired by respected Ferrari specialist ,John Pogson of Italia Autosport with 10,877 miles recorded, on the 20th November 2001,and who sold the car to the penultimate owner, Mr C Wo. John recalls the car having been maintained by Prancing Horse Garages, where he previously worked before setting up Italia Autosport. Over the next few months some £28,000 was spent stripping the car to a rolling shell for refinishing in red, the engine was overhauled with new inlet valves new, valve guides and with the engine reassembled to "show condition". The interior trim was sent away to a specialist. Over the course of the next few years John Pogson continued to maintain the car annually with a gearbox overhaul and in February 2009 with 14,711 miles. The brakes and suspension being rebuilt in 2011.
The last owner, a geologist from Surrey bought the car from Kent specialist ,Simon Furlonger and registered the car on the 29th March 2014 with the current 1972 dating number plate was allocated.
Complete with an original Dino wallet ,hand book, parts book , "copy" warranty card as well as copious invoices and MOT certificates. Tony Willis has confirmed that all numbers match with factory records
With the sales of the Dino 246 GT stable, Ferrari looked to increase its popularity still further by introducing an open version. The 246 GTS made its debut at the 1972 Geneva Motor Show and reactions were immediately very positive. The styling retained the individual, attractive lines of the 264 GT, with the added advantage of a practical targa top for open-air driving.
At about the time that the Dino 206 GT gave way to its successor the 246 GT during 1969, Enzo Ferrari was reaching an agreement with Gianni Agnelli of Fiat to take over the production car side of the Ferrari business. At this time Enzo Ferrari was already over 70 years of age, and apart from securing the long-term future of the production car business, it freed him from the day to day responsibilities of it, and gave him more time to devote to his first love, the racing department.
The Dino 246 GT made its official debut at the Turin Show in November 1969, although the production run had already commenced. A total of 81 examples were completed by the end of the year.
Visually the 246 GT was almost identical to the 206 GT that it succeeded, apart from the fuel filler cap being under a flush fitting flap on the left sail panel.
In reality there were more differences than initially met the eye. Apart from the increase in engine capacity from 2 litres to 2.4 litres, the engine block material was changed from aluminium to cast iron. Also not apparent from a casual glance was the change to the wheelbase, which was 2280mm on the 206 GT, and 2340mm on the 246 GT, with a corresponding increase in overall length.
An increase in diameter of the paired twin exhaust pipes could also be noticed.
During the production period of the 246 GT from 1969 to 1974, there were no major changes to any features, although various smaller items and details did change, leading to the three series of cars referred to as “L”, “M” and “E”. This is apart from the different market versions, and the targa-roof 246 GTS model.
Broadly speaking, series “L” cars were produced in late 1969 and through 1970. They have road wheels with a single knock-off spinner, front quarter bumpers into the grille opening, rear licence plate lights in the quarter bumper ends, an external boot lid release button and head rests mounted on the rear bulkhead. The body material was steel with an aluminium front lid.
Series “M” cars were produced for a short period in the early part of 1971. They had five bolt fixing for the road wheels, an internal rear boot lid release catch, seat-mounted headrests, plus detail changes to the engine and gearbox, whilst the chassis received modification, resulting in an increase of 30mm in the rear track.
The Series “E” cars were produced from early 1971 to the end of production in 1974. They incorporated all the changes to the Series “M” examples, together with further modifications to the engine and gearbox. The windscreen wiper parking arrangement changed from central to right, on left-hand drive cars, whilst right-hand drive examples retained the central parking arrangement.
Other visible differences were the repositioning of the door lock barrel from within the scallop to below it. The quarter bumpers finished short of the grille opening, the cooling ducts below the front quarter bumpers changed from plain rectangular openings, to formed circular inlets, and the rear number plate light became a chrome-plated rectangular unit mounted on the rear edge of the boot lid.
The Design and the Chassis
A USA market version was introduced at the end of 1971, which can be identified by the vertical instead of flush mounted indicator lights in the nose panel, and rectangular side marker lights cut into the front and rear wings. The 246 GTS model with a black finished removable roof panel was introduced in the spring of 1972 at the Geneva Show. Apart from the removable roof panel, it can be identified by the omission of the rear quarter windows, which were replaced by a plain metal sail panel with three rectangular cabin exhaust air slots.
Late in the production run, wider Campagnola wheels of a different design from the standard Cromodora ones, coupled with flared wheel arches, were offered, as were “Daytona” pattern seats, which had a different, more elaborate stitch pattern with thin horizontal bars to the centre, which earned the package the epithet “Chairs and Flares”.
As noted the cars were built on a 2340mm wheelbase chassis, constructed along the same lines as the preceding 206 GT. It was modified twice during the production period, and given factory type reference numbers 607L, 607M and 607E.
The Dino even-number chassis numbering sequence, which had started with the 206 GT, continued in use throughout the production run. Servo-assisted ventilated disc brakes, initially Girling on “L” series cars, and then ATE on later models, together with independent suspension of the same layout as the 206 GT were provided.
The body shape was virtually identical to the 206 GT apart from the details already mentioned.
The engine was again of 65 degree configuration, with chain-driven twin overhead camshafts per bank, having a total capacity of 2418cc, with a bore and stroke of 92.5mm x 60mm, bearing factory type reference 135 CS. The cylinder block was cast iron, whilst the cylinder heads and various other castings were of a silumin alloy.
The engine was transversely mounted in unit with the all-synchromesh five-speed transmission assembly, which was below and to the rear of the engine’s wet sump. It was fitted with a bank of three twin-choke Weber 40 DCN F/7 carburettors on Series “L” and “M” cars, with 40 DCN F/13 models on Series “E” cars, mounted in the centre of the vee, with a distributor and electronic ignition system, to produce a claimed power output of 195 hp.
Despite the evolution of the body style from the sports-racing Dino model, there was virtually no competition career for the Dino road series cars, apart from relatively low key private entries in some national events and rallies.
The only major international race appearance was at the Le Mans 24-Hour Race in 1972, when a much modified 246 GT, chassis no. 02678, was entered by Luigi Chinetti’s North American Racing Team, driven by Gilles Doncieux/Pierre Laffeach/Yves Forestier, finishing in 17th position overall and 7th in the Index of Performance category.
Between 1969 and 1974 a total of 2487 Dino 246 GT models were produced, with 1274 246 GTS examples being produced between 1972 and 1974.
Taken from Ferraris own website.
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