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- Tsukishima-TDUDT
Shortly after Pininfarina clothed a Ferrari chassis for the first time in 1952, the Turin-based company became the Italian manufacturer's carrozzeria of choice. This close relationship has lasted to this day and has been greatly beneficial for both companies. In addition to creating many beautiful designs, Pininfarina also played an instrumental role in convincing Ferrari to create a 'Dino' road car during the second half of the 1960s. The model line proved vital for Ferrari's survival and in its latest guise, the 458 Italia, is still the top-seller of the manufacturer's line-up.
The first push in the right direction came in 1965 when Pininfarina requested the use of a 206 Dino P chassis as the basis for a new show car. This was the second chassis of its type built with the original car being extensively raced in preparation for a limited production run of Dino competition cars due to be launched ahead of the following season. Accordingly, the show car sports an even chassis number (0840), which was at the time only reserved for Ferrari competition cars. Delivered at Pininfarina as a rolling chassis, it was clothed with a striking coupe body designed by Aldo Brovarone.
Pininfarina's chief stylist at the time, Brovarone had already started working on this design in 1964. He had actually created two distinct versions with the same basic shape; the first had a 250 GTO inspired oval grille with covered headlights, while the second was less conventional with two pairs of headlights mounted inside the plexiglass covered nose. Brovarone eventually settled for the second, more adventurous option. For the production road car, Pininfarina did revert back to the more conservative and practical headlight and grille layout.
Making the most of the Dino chassis' compact dimensions and mid-engined layout, Brovarone created a very low nose, which was further accentuated by the tall wheel-arches. There was no need to look over the engine anymore, so a very low driving position and roofline could be used. The line of the elegant glasshouse continued into two lateral fins mounted on the long tail on either side of the engine cover. Another unusual feature was the concave rear window fitted between the fins. Fresh air was fed to the engine by intakes on the flanks. These were fitted with chrome strips that double as doorhandles.
The 206 P chassis used was of the latest design and featured a space-frame, which was further reinforced by a welded-in, steel floor. Suspension was by double wishbones and ventilated disc brakes were used on all four corners. The Dino's V6 represented the latest development of the engine that had been raced with great success, powering both single seaters and sports cars. Displacing just under two litres and equipped with twin-spark ignition and double overhead camshafts, it produced well over 200 hp in competition trim.
Pininfarina debuted the Dino Berlinetta Speciale at the 1965 Paris Motor Show and received universal acclaim. The following year the production version made its debut in Turin. Although clearly inspired by Brovarone's design, this Dino was penned by Leonardo Fioravanti. In addition to the revised headlights, the most significant change was the relocation of the V6, which was mounted transversely on the road car to allow for slightly more compact dimensions. The Dino GT eventually entered production in 1968.
Both because of its design and influence, the Dino Berlinetta Speciale remains as one of the most important Ferrari show cars. Believed to be the last completed car seen by Battista Pininfarina, it was also regarded one of the all time favourite designs by both his son Sergio Pininfarina and Aldo Brovarone. Today it is one of the very few non-racing car displayed in the Le Mans museum. In 2013, it made a rare appearance at the Geneva Motor Show, where it was shown on the Pininfarina stand alongside the Ferrari Sergio built in honour of the company's long-time chairman, who had passed away.
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