Despite Ferrari’s denials, spy photographers already caught test-mules of the upcoming Dino. Powered by a V8 engine, Dino will be the most affordable model Ferrari ever did. With a price tag of about $170.000, Dino will compete with models like Porsche 911 Turbo, Audi R8 and Lamborghini Gallardo. The new 2+2 Coupe will be unveiled at the 2008 Paris Motor Show or at the 2009 Detroit Auto Show.
Set to go on sale at the beginning of 2009 (and a spyder version later on), its name honours the founder Enzo Ferrari´s son, Alfredino "Dino" Ferrari, who died in 1956 at the age of 24 from a muscular dystrophy.
The 2009 Dino will follow the trend set by the 246 Dino GT and GTS from 1968 and 1971, and the 308 GTB and GTS from 1975 and 1977.
Ferrari started to work at the new Dino in 2004, but the company changed its plans and the result was a Maserati . The chassis and the technology used in the Maserati model are now going to be adopted for the new Dino; as a result the new 2+2 Coupe will be smaller than the 612.
If the classic Dino was powered by a V6 engine, the upcoming model will be a 2+2 seater model powered by a 4.2 liter V8 (from Maserati) engine with an output of 400 hp.
The new 2+2 Coupe will sit on a new aluminum chassis made by Alcoa at the new facility in Modena and that will replace the old Scaglietti workshop.
The design work for the upcoming Dino will be made by Pininfarina with input from former Ferrari design boss Frank Stephenson, who now heads Fiat´s Centro Stile operation.
Body construction and materials will be taken from Alfa Romeo 8C Competizione.
Ferrari expects to sell around 4000 units a year after the car will hit the market in 2009.
In the late 1960’s through the 1970’s Ferrari produced the Dino series - the 206, 246 and 308, for a total of approximately 7,750 Dinos. The Dino brand was meant to be used for cars with engines that had fewer than 12 cylinders, reserving the Ferrari name for the V-12 and flat 12 models.
Dino suggested the development of a 1,5 litre V6 engine on his father cars. This engines were quad-cam engines with just 2 valves per cylinder and used flat-plane crankshafts.So the next decade, were used successfully in Grand Prix, Formula 2 and sports prototype machinery. The V6 had become one of Ferrari’s most successful engines, especially in F1.
The first Dino conceptualised as a road car debuted at 1965’s Paris Salon, Pininfarina displaying their stunning 206 GT Berlinetta Speciale on what was also the first 206 S chassis. The 206 GT used a transverse-mounted 2.0 L all-aluminum, 180 hp at 8000 rpm redline, 65 degree V6 engine, Dual overhead camshafts, 9.7:1 Compression ratio. Torque was 138 lbs-ft at 6500 rpm. Top speed was 146 mph.
More power was required and the second version, Dino 246 developed 195 hp (at 7,600 rpm) from a 2.4 liter engine. It was available as a coupe (GT) from 1970 and as a open spyder (GTS) a year latter.
The last version, Dino 308 GT4 came in 1975 with a Bertone 2+2 angular body. It was unveiled at the Paris Motor Show and it first featured a controversial styling, due to its angular lines. The chassis was stretched for a 2550 mm wheelbase to make room for a second row of seats, and was based on the 246 Dino.
The 308 GT4 V-8 had a 90 degree, dual over head camshaft, 2927 cc engine with 4 Weber carburetors which produced 250 horsepower. The V-8 block and heads were made of alloy. The compression ratio was 8.8:1. The American version had a timing change and an air-pump which produced a modest 230 horsepower.
2008 Audi R8
The mid-mounted 420 bhp V8 FSI engine, quattro permanent four-wheel drive and Audi Space Frame aluminium body form the basis for truly outstanding driving dynamics. The Audi R8 will be available to order from 28 September 2006; first deliveries will be made in the first half of 2007.
As the first Audi mid-engined sports car, the R8 combines Audi’s experience gained from numerous motorsport triumphs with groundbreaking design and the acknowledged technological expertise of the brand. This expertise has led to the slogan ’Vorsprung durch Technik’ becoming a byword for leading-edge technology both on the race track and on the road.
The characteristic proportions of the vehicle are dictated by the location of the engine behind the cockpit. This layout is a typical feature of race cars. One of the most striking examples of this design – and as such one of the legitimate antecedents of the Audi R8 – was, and still is, the Auto Union Type C Grand Prix car. The central position of the engine is above all a boon to driving dynamics, as it allows for a weight distribution, as on the R8, of 44 percent to the front and 56 percent to the rear. Price: $109.000
Porsche 911 Turbo
The primary objective for every 911 Turbo is to challenge the limits of technical feasibility. Not only in terms of performance and dynamics, but also when it comes to ride comfort. On this latest evolution, we’ve completely redesigned a number of systems and components. The result builds on the achievements of the previous 911 Turbo – a car widely acknowledged as the ultimate in sportscar design.
As you would expect, the new 911 Turbo meets the highest expectations in terms of engine performance. The classic flat-six unit develops 353 kW (480 bhp) at 6,000 rpm from a 3.6-litre displacement. Maximum torque of 620 Nm is available between 1,950 and 5,000 rpm. To achieve that capability, we’ve combined VarioCam Plus with twin turbocharger units featuring Variable Turbine Geometry (VTG) – a totally new technology on a petrol-engined car. With a standard manual gearbox, the new 911Turbo requires just 3.9 seconds to reach 100 km/h (62 mph).
Equipped with the latest optional Tiptronic S transmission, the car is 0.2 seconds quicker on the standard sprint. Benchmark times to 200 km/h (124 mph) are 12.8 and 12.2 seconds, respectively. Maximum speed with either transmission is 310 km/h (193 mph). Price: $126.000.
With the purchase of Lamborghini by Audi/Volkswagen in 1998, an interesting challenge arised: adjusting the hot-blooded and temperamental machines to the Teutonic levels of quality and engineering. The result was the Italian supercar maker’s Lamborghini Gallardo. It met Audi’s mission to keep the style and attitude of V12-powered cars like Countach, Diablo and Murcielago but to make the car more usable and livable for daily use. This has been greeted with very positive reviews and strong sales, since the Gallardo’s debut in 2004.
The aluminum V10 engine has been upped slightly for 2006 and tops out at 520 hp at 8,000 rpm and 376 pound-feet of torque at 4,500 rpm. It launches the car from zero to 60 mph in 4.3 seconds. The gasoline consumption is estimated at a 10 mpg city / 19 mpg highway rate. The V10 features an 18-degree offset crankshaft for even firing, continuously variable valve timing, dry-sump oiling and a variable-length induction system. All the V10 power is fed to the pavement through an AWD system that can vary front-to rear, if necessary, as the suspension front and rear is a double-wishbone design. The stopping duties are handled by the Beefy Brembo brakes that have eight-piston calipers clamping things down up things. Price: $175000