Ferrari Dino: common faults & what to check

Which Ferrari Dino are you looking at?

1 generation variant documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Petrol

1 variant documented

1969–19742461969–19742462.4 V6 petrolPetrolDocumented issues5 knownSee faults & what to checkPhoto: Calreyn88 via Wikimedia Commons, CC BY-SA 4.0.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Ferrari Dino

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a Ferrari Dino before you hand over any money. Every documented fault is listed below, each with its own page.

• Costly issue

  Start it from cold yourself and listen to the idle for roughness and to the cam chains for rattle, then watch the exhaust for blue smoke.

  See why

  The V6 is robust on its chains — but wants valve adjustment, carburettor tuning and an engine-out refresh every 50,000 km

  The Dino's 2.4-litre V6 drives its cams by chain, which makes it fundamentally robust, but it is a high-revving, Weber-carburetted engine that demands regular oil changes, valve adjustments and carburettor tuning, and it leaks oil on unrestored cars. The Australian guide puts a major engine-out refurbishment at every 50,000 km or ten years, and a complete V6 has been offered at over US$20,000. The service history should show the valve adjustments, timing chain work and carburettor tuning; a car without that record is a car whose engine you are buying blind.

  What you would notice

  • No record of valve adjustments or carburettor tuning in the history
  • Oil leaks under the engine
  • Rough idle, hesitation or a misfire
  • Blue smoke on start-up or on the overrun
  • Rattle from the cam chains at idle

  Typically $5,000–$60,000 to put right.

• Costly issue

  Expect first-to-second to be stiff for the first few minutes and note whether it frees once the gearbox is warm.

  See why

  Stiff into second when cold, graunching when warm — worn synchros and an expensive rebuild

  The Dino's five-speed gearbox is stiff from first to second until the oil is warm, and that much is character. Graunching into second once the box is warm, or difficulty selecting gears — especially on downshifts — means the synchromesh is worn, usually from being forced when cold, and the guides are clear that the fix is an expensive rebuild. Drive it long enough to get the gearbox properly warm before you judge it.

  What you would notice

  • Second gear stiff when cold — normal — but still baulking when warm
  • Graunch or crunch on the way into second or on a downshift
  • Gear selection needing force
  • Whine that changes with road speed

  Typically $6,000–$18,000 to put right.

• Common issue

  Switch on and work every switch, gauge, light, wiper and window in turn, and check every warning lamp lights with the ignition and goes out.

  See why

  Fragile wiring and the Dinoplex electronic ignition — check every switch, gauge and window

  The Dino was the first Ferrari road car with electronic ignition, and its electrics are not a strong point: the ignition system can be troublesome, the wiring is fragile, and the guides tell you to check that the gauges, windows and every switch work as they should before you talk money. Model-specific switches and components are scarce and expensive, so a car where everything works has had somebody care about it.

  What you would notice

  • Gauges, windows or switches not working
  • Misfire or reluctant starting from the ignition system
  • Warning lamps that never light
  • Non-original wiring or an aftermarket ignition fitted

  Typically $800–$6,000 to put right.

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