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1966 Ferrari 206 S news, pictures, and information | ||
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 |  |  | Competition Spyder Chassis Num: 006 |
| Sold for $3,255,604 (€2,520,000) at 2012 RM Auctions. | |||
In early 1966, Ferrari introduced a new spots-racing car formulated for the FIA's 2-liter Group 4 class. They were dubbed the Dino 206S and were powered by the development of the Dino V-6 engine. Ferrari had hopes of winning over the successful privateer teams, many of whom were winning with Porsches.
The engine was introduced as a Formula 2 powerplant, an enlarged version was subsequently used in the Formula 1 cars. One example driven by works driver Mike Hawthorn was rewarded with a Driver's World Championship in 1958
The V-6 continued to be development and enlarged throughout its lifespan, and used in various experimental sports prototypes, including the 246 SP, the 206 SP, the 196 SP and the 166 P.
The Dino 206 S was introduced for the 1966 racing season. It wore similar coachwork to the 330P. The car was clothed by Piero Drogo's Carrozzeria Sports Cars in Modena. The design was aerodynamic and featured a combination of stressed alloy panels and fiberglass over a welded tubular semi-monocoque.
At the close of the 1966 race season, the 206 S had proven to be a fierce competitor, earning a 2nd place finish at the Targa Florio, 2nd and 3rd at the Nurburgring and a 6th place finish at Spa.
The 206 S had originally been slated for a homologation of 50 examples, but labour problems prematurely interrupted production after only 18 examples had been assembled.
Not including the Factory Works prototype, this 206 S is the third example produced. It is a restored car that was initially purchased on April 233rd of 1966, by Colonel Ronnie J. Hoare of Maranello Concessionaires Racing Team of Egham, Surrey, England, an authorized Ferrari dealer and racing concern originally founded by driver Mike Hawthorn. The car was painted Ferrari Racing Red and given a Maranello Concesionairs blue stripe.
Chassis number 006 made its racing debut at the RAC Tourist Trophy in Oulton Park, England. It was piloted by Michael Parkes and wore racing number 42. Unfortunately, the car retired early due to final drive issues, but it still placed 21st overall.
The following June, at the 1,000 Kilometers of Nurburgring, the car started 12th on the grid and was piloted by British drivers, Richard Attwood and David Piper. By lap 28, the car was in 5th in class and 8th place overall. Unfortunately, it would again retire early due to mechanical issues. After sorting out the mechanical problems, the car was brought to the British Grand Prix at Brands Hatch, where Mr. Parks drove the car to 6th place overall and 1st in class.
The car was sold in August of 1967 to Gustaf Dieden, through Tore Bjurstrom, the official Ferrari concessionaire of Sweden. Mr. Dieden subsequently advertised the car in Road and Track. It was purchased by Hans Wangstre of Malmo, Sweden, who brought in driver Evert Christofferson as a co-owner. Under the name Team Bam-Bam, Mr. Wangstre and Christofferson campaigned the car in several international venues over the following year. Highlights were a 15th place finish at the Good Friday Meeting at Oulton Park on April 12th of 1968 and a 22nd place finish at the Targa Florio on May 5th.
In 1969, the Dino V-6 engine suffered problems due to the imbalance of the crank shaft. A replacement block was deemed too expensive, so an experimental Volvo B20 engine was installed, effectively ending the cars racing career.
The car was sold to the current owner in 1970. The purchase included all of the components of the original engine. The car was then put into storage. A search for the correct-type replacement engine began. In 1974, the owner contacted the factory and was delighted to find that one engine was left over in the Maranello works. Unfortunately, the price was very steep. In 1988, a decision was made to restore the car back to its original glory. The owner eventually managed to obtain a set of drawings for the specialized 206 S block. The plan was to cast a new series of four blocks using another car in. The owner, at the time, also owned Dino 206 S chassis 016, which also had a cracked block. The blocks were cast at the factory foundry and machined to the correct specifications before the unit intended for chassis 006 was installed in the car.
The restoration of 006 took several years, including the testing of the new engine. The car has been returned to its original livery, as it was campaigned by Maranello Concessionaires at the 1966 1,000 km of Nurburgring, wearing number 14.
The 1987cc dual overhead valve V-6 engine offers 218 horsepower which is sent to the rear wheels via a five-speed manual gearbox. There is an independent double wishbones suspension and four-wheel disc brakes.
In 2012, the car was scheduled to cross the auction block at RM Auction's Monaco sale. The car is estimated to sell for €2.200.000-€2.800.000.
By Daniel Vaughan | Apr 2012
 |  |  | Chassis Num: 032 |
In 1991 Rober Lamplough became the cars next owner. He sold it to Jacques Setton in 1993 but re-acquired the car in 1995. In 1996 it was sold to Logalos and then to Brandon Wang in 1997.
In 2001 it was purchased by Carlos Monteverde of the UK. It was shown at the 2003 Goodwood Revival Meeting.
By Daniel Vaughan | Jan 2007
 |  |  | Competition Spyder Chassis Num: 026 Engine Num: 15 Gearbox Num: 13 |
A 2-liter engine which had appeared in the 206P was also retained for the 206SP, however it had undergone several changes including a redesigned combustion chamber, lower compression ratio and reversion to single-plug ignition. Initially these vehicles were fitted wîth carbureted engines, however on a number of occasions fuel injection was tried using a Lucas indirect, side-valve system. Apart from these changes the specification was mechanically much the same as for the previous cars. Later, several of these vehicles also received improved three valve cylinder heads.
The brand-new bodywork was by Pierro Drogo's Carrozzeria Sports Cars in Modena and was simply a scaled-down version of that used by the P3. On a number of cars, a section of the roof over the driver's head was removed to give a targa-type top. A roll-bar was molded into the roof section behind the driver.
The chassis of these new Dino Racers was a revised semi-monocoque structure formed over a welded tubular frame that was stiffened by stressed alloy panels riveted into place. Some glass fiber panels were also used, particularly in the cockpit area where bag-type fuel tanks were fitted into the sills.By mid-1967 the Ferrari Factory Team turned over their remaining vehicles to private hands. Chassis 026 was sold directly by the SEFAC Ferrari to the Swiss Scuderia Filipinetti Race Team. The car was first raced by the Scuderia Filipinetti in the prestigious 12 Hours of Sebring on April 1st ('April Fools Day'), 1967. Driving duties were assigned to Herbert Mueller and Gunther Klass who were hopeful that the little Dino would maneuver well amongst the numerous Porsche 904, 906, and 910s from Stuttgart.
German newcomer, Klass was working hard to establish his reputation as an exceptional driver. This was in fact his first season wîth the Ferrari Factory Team and his expectations remained high. Swiss born, Mueller on the other hand was well known in all racing circles and simply determined to win at every level.
For the race, Klass was loaned to the Scuderia Filipipetti by the SEFAC Ferrari Factory Team. Wearing race number 34, the two did well in practice, qualifying 15th overall. The two would have done even better hand not minor mechanical problems limited the car's overall top speed down the straights. Race day saw the two quickly move into the front of the pack and by the close of the first hour the two had moved well up on the field, finding themselves in 11th spot.By the third hour, Klass and Mueller were fighting it out amongst the two class leading Factory Porsche 910s of Siffert and Hans Herrmann. Running third in class and tenth overall, Mueller continued to push even harder. Some say maybe too hard. On lap 63, going into the fourth hour, the front right 'A' arm cracked a bushing which caused the car to vibrate excessively under braking. Despite this Mueller and Klass pushed on, however they were never again in contention. The two were eventually forced to settle for a rather poor 49th overall out of the original 61 entries.
After Sebring, chassis 026 was returned back to the Ferrari Factory for service and sorting in preparation for the upcoming 1000 kilometer race at the Nurburgring track.
The Scuderia Filipinetti again entered chassis 026 in this Championship points race, the 1000 kilometer race at Nurburgring, Germany which was held on May 27th, 1967.The SEFAC Ferrari Factory Team driver, Jean Guichet was paired up wîth the ever enthusiastic, Herbert Mueller and as at Sebring, chassis 026 was wearing race number 34.
In practice Guichet quickly began putting chassis 026 through it's paces. Tragically an undetected leak in the fuel injection system began pooling fuel between the twin banks of cylinders. A first soon erupted while Guichet was approaching the Hatzenback Woods. Guichet pulled off to the side of the track, however he was unable to extinguish the flames. Help arrived in an untimely fashion wîth the fire severely damaging the engine, gearbox and much of the rear bodywork.
The damaged racer was then returned to the Ferrari factory to await repairs, however the damage was to such an extent that it was deemed not worth the expense to repair as the season was at this point mostly over.IN 1969, chassis 026 remained at the Ferrari Factory untouched and un-repaired until being purchased by the well known French collector, Pierre Bardinon. While wîth Bardinon, the car remained untouched and un-repaired until being purchased in 1982 by the Italian Ferrari enthusiast, Currado Cupellini. Cupellini then initiated and completed a length and comprehensive restoration wîth the direct assistance from the Ferrari Factory, bringing the car back to it's original specifications and former beauty. The engine however supplied by Ferrari this time was an Ex-Tasman 246 F2 unit wîth Hewland Transaxle.
This initial rebuild made use of the updated Ferrari Formula Two engine and Hewland Gearbox and in this configuration, Cupellini raced the car on several occasions including the Tutte le Ferrari in Pista, Mugello in 1995 as well as at the 1996 running of the Ferrari Spa Days and Ferrari / Maserati Shell HIstoric Challenge Races. Later in 1996 he ran in the same series at the Nurburgring. In 1997, the car was invited and participated in the Ferrari Factory's official 50th Anniversary Celebration event. Shortly thereafter, the car was purchased by Bernie Carl of Washington, DC ÚSA.
Únder Carl's care the car was delivered to Terry Hoyle Engineering in Malden, ÚK for a restoration that saw a correct and original Ex-Factory Team (SEFAC) Tipo 231B 206S engine (No 15) and proper Tipo 537 gearbox refitted back to the car. The new engine was one of the rare 'twin-plug, fuel-injected' units producing upwards of 240 bhp!Source - Symbolicmotors.com
The 206 Dino was built by Enzo Ferrari as a tribute to his son who passed away in 1956 at the age of 24 due to kidney disease. Alfredo Ferrari, more commonly known as Dino, was Enzo Ferrari's only son (Alfredo was also Enzo's brother and fathers' name). Afredo had been trained in Switzerland as an engineer, after which he returned to the family business and received tutoring from his father. It was Enzo's dream to one-day hand over the keys to the company to his son. Sadly, that never transpired.
The 206S first debuted in 1965 at the Paris Salon. The Dino Berlinetta GT Prototype was debuted later in 1966 at the Turin Show and again in 1967 at the same show but this time as a production model. The Dino Berlinetta was Ferrari's first transverse-mounted mid-engine vehicle.
The design was done by Pininfarina and built by Scaglietti at the Maranello assembly facility. The body was alloy and the frame was steel.
The Dino 206 did not receive any Ferrari marque. It was void of the signature 'horse' logo, making it never officially a Ferrari. Rather, it was marketed as a separate marque.
The Dino was also built to compete against the Porsche 911. In order to meet the Formula Two racing regulations, over 500 production units had to be made. Ferrari was not capable of producing such numbers. So Ferrari relied on other resources. The engine was supplied by Fiat with half the number of cylinders that Ferrari was accustomed to working with. It was an all-alloy 2-liter, quad-cam, V-6 engine capable of producing between 140 and 180 horsepower. Side vents were located on the car which helped with cooling the engine.
Production continued until the end of 1969.
By Daniel Vaughan | Mar 2008
The 206S first debuted in 1965 at the Paris Salon. The Dino Berlinetta GT Prototype was debuted later in 1966 at the Turin Show and again in 1967 at the same show but this time as a production model. The Dino Berlinetta was Ferrari's first transverse-mounted mid-engine vehicle.
The design was done by Pininfarina and built by Scaglietti at the Maranello assembly facility. The body was alloy and the frame was steel.
The Dino 206 did not receive any Ferrari marque. It was void of the signature 'horse' logo, making it never officially a Ferrari. Rather, it was marketed as a separate marque.
The Dino was also built to compete against the Porsche 911. In order to meet the Formula Two racing regulations, over 500 production units had to be made. Ferrari was not capable of producing such numbers. So Ferrari relied on other resources. The engine was supplied by Fiat with half the number of cylinders that Ferrari was accustomed to working with. It was an all-alloy 2-liter, quad-cam, V-6 engine capable of producing between 140 and 180 horsepower. Side vents were located on the car which helped with cooling the engine.
Production continued until the end of 1969.
By Daniel Vaughan | Mar 2008
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 1966
Ferrari
models |
| Ferrari 206 SP |
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| Ferrari 275 GTB Competition |
| Ferrari 275 GTS |
| Ferrari 330 GT |
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| Ferrari 500 Superfast |
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