During the 1960s, Maranello toyed with a radical idea: a Ferrari for the people. The result was the stunning Dino 206 GT – a striking departure from tradition. Small, lightweight and powered by a transversely mounted V6, it was unlike any road-going Ferrari to come before it. Or at least, it would have been, had it actually been called a Ferrari.
At the time, the marque’s road cars were defined by their sonorous V12 engines and sweeping, voluptuous bonnets. The diminutive Dino – named after Enzo’s beloved son Alfredo, who died at just 24 from muscular dystrophy – was antithetical to Ferrari’s 1960s road car formula.
With the benefit of hindsight, this all seems very ironic; you could easily argue that the Dino has done far more to shape the modern identity of Ferrari, which specialises in agile, mid-engined supercars, than the glamorous V12-powered grand tourers that preceded it. Tellingly, even Ferrari’s current flagship hypercar, the F80, is powered by a mid-mounted V6.
Which neatly brings me back to the present day and to the gorgeous 1973 Dino 246 GTS parked before me. It’s time to find out how this ‘people’s Ferrari’ performs on the provincial roads of Oxfordshire.
This car is one of just 235 UK-spec right-hand-drive models, and one of only two such cars finished in striking Grigio Ferro Metallizzato over Rosso upholstery. From where I’m standing, it certainly looks like a Ferrari – there’s little wonder that Sergio Pininfarina counted it among his most attractive designs. I’m inclined to agree with him.
This Dino boasts pretty special provenance, too. It was delivered to its first owner, William Shand Kydd, by Maranello Concessionaires in July 1973. Kidd was a member of the British aristocracy and was the brother of Princess Diana’s stepfather. It then passed through the hands of two more UK owners before being acquired by a certain Adrian Hamilton – son of Duncan, who won the Le Mans 24 Hours in 1953 at the wheel of a Jaguar C-type.
Hamilton sold the car in 1984 and, in a letter to its new owner, the Historic racing driver Jack Gertson, he revealed that the Dino was one of his favourite cars. A separate letter addressed to Gertson, however, revealed that Hamilton had been issued with a number of driving-licence endorsements during his time with the Dino, and that it was a “target that the police enjoyed dealing with”. I’ll be careful to avoid the same fate when I get behind the wheel.
Especially as this particular example is currently on the market and is being offered by Broad Arrow Private Sales for £465,000. The price is reflective of the fact that modern collectors certainly regard the Dino as a ‘proper’ Ferrari, and is also a result of this example’s incredible condition and originality; it boasts matching numbers and has covered fewer than 30,000 miles over the past 52 years. It’s so well presented, in fact, that I assume that the car had been fully restored, but this isn’t the case.
It’s impossible not to feel cool as you pull the delicate chrome door latch and sink into the Dino’s cockpit for the first time. The interior is a symphony of chrome and supple Italian leather, with a beautifully thin Momo steering wheel angled towards your fingertips. You sit low, legs stretched out beneath the dash, with the iconic five-speed gated shifter rising proudly from the centre console. Without a bulky transmission tunnel, the cabin feels remarkably spacious – an effect amplified even further with the targa roof removed. That musty ‘classic car smell’ is another highlight.
Twist the tiny key and the 2.4-litre V6 erupts into life. Even at idle, the car sounds so much more characterful than a modern car, keenly thrumming away as the three Weber carburettors dutifully dish out air and fuel to the combustion chambers.
Another big departure from more modern metal is the power; the V6 develops just 195bhp and 166 lb ft of torque. Admittedly, that doesn’t sound like much from a 2025 perspective, but it’s important to remember the car weighs in at a sprightly 1100kg, which gives it the same power-to-weight ratio as a modern Toyota GR86.
That said, outright performance completely misses the point of a car such as this. After covering only a few miles I can’t help but smile. This is one of the most characterful cars I have ever driven. The engine – while not all that powerful – is incredibly keen to rev, and it certainly sounds like a Ferrari as it approaches its 7500rpm red line.
Then, as the revcounter needle nears the red, you grasp that tactile cue-ball gearknob in your left hand, bury the clutch with your left foot and enjoy the satisfying ‘snick-snick’ sound from the gated shifter as you move through the ratios. God, it’s addictive – no wonder Adrian Hamilton liked it so much.
Such mechanical pleasure permeates the entire driving experience. The steering is responsive, with the nose eager to turn in. The floor-hinged accelerator reacts quickly to throttle blips during downshifts, and the pedals are perfectly positioned for heel-and-toe driving, even with my size 11 feet. Before I know it, I’m rowing through the gears, simply to enjoy the transmission and the glorious sound of the engine.
After covering far fewer miles than I would have liked – this car is for sale, after all – I return to Broad Arrow’s Bicester HQ and reluctantly hand over the keys. Given the choice, I would have happily driven the Dino all the way home.
At the time of writing, the car is still for sale. It was acquired by its current owner in 2020, and was previously part of a noted Ferrari collection. It has also been subjected to recommissioning work by UK Ferrari specialists Barkaways and Nick Cartwright. More information about the car is available here.
Now, you’ll have to excuse me – I’m off to go and find £465,000. I’ll begin with a look under the sofa…
