The name Dino was used for some models with engines smaller than 12 cylinders, it was an attempt by the company to offer a relatively low-cost sports car.

The valvetrain was of a twin overhead camshafts per bank type with two valves per cylinder and single spark plugs.

The chassis was made of steel tubes with independent front suspension, a de Dion rear axle, and Houdaille shock absorbers.

[4] Musso managed to score third place at the time of its debut at the Naples GP and Maurice Trintignant won the Coupe de Vitesse.

In 1960 the engine was updated with a lower V-degree (65º>60º), a shorter stroke {73 x 58.8 mm for 1476.6 cc), and a single overhead camshaft.

[10] The cars were raced by Ernesto Brambilla, Chris Amon, Andrea de Adamich, and Derek Bell.

The differing factors were the RPM range: 7200 for the DOHC, 7800 for both the SOHC engine and a twin spark plug arrangement for the DOHC-variant.

After being converted to SOHC form, it scored silver for the 1959 Le Mans Test and a single victory at Coppa Sant Ambroeus.

Approximately twelve examples based on a tubular chassis with handcrafted aluminium bodywork in Fantuzzi spider style.

[18] A tubular steel chassis with independent front suspension, de Dion rear axle and drum brakes was clothed with a spider Fantuzzi bodywork as seen on its siblings from the same period.

Bodies were designed and executed by Fantuzzi, both in the style previously seen on the Dino cars, but s/n 0784 was rebodied as a 'high tail' spider before 1961 12 Hours of Sebring race.

The 'high tail' spider driven by Jim Hall and George Constantine scored sixth place and won its 'Sports 2.5' class at the 1961 12 Hours of Sebring.

[34][35] Major racing accolades include the 1962 European Hill Climb Championship, two overall Targa Florio victories, in 1961 and 1962, and "1962 Coupe des Sports" title.

One chassis that raced, s/n 0834, sported brand new all-aluminium berlinetta bodywork inspired by the Ferrari P-series of cars but with smaller dimensions.

[39] A second car, s/n 0842, never raced and was converted into the works prototype of the Dino 206 S.[40] The engine, mounted in the rear, displaced 1.6 L (1,592.57 cc (97.2 cu in)) from 77 by 57 mm (3.0 by 2.2 in) of bore and stroke.

The compression ratio was 11.5:1 and with three Weber 40DCN/2 carburettors and twin spark plugs per cylinder, resulting power was 175 PS (129 kW; 173 hp) at 9000 rpm.

From this moment on, every Dino race and road car would have a 65°, twin overhead camshafts per bank with two valves per cylinder engine.

The same month Lorenzo Bandini with Nino Vaccarella scored a respectable fourth place overall and second in 'Prototype 2.0' class at the 1000km Nürburgring, ahead of cars with much bigger engine capacity.

Power rose to 218 PS (160 kW; 215 hp) at 9000 rpm, with all of the remaining specifications the same apart for all-new Lucas fuel injection.

[46] The new car debuted at its first hillclimb in Trento-Bondone in 1965, winning it outright in the hands of Ludovico Scarfiotti, despite being described as "an absurdly dramatic climb".

In 1967 the 206 SP was lent to Scuderia Nettuno that entered the car in the Targa Florio, placing fourth overall and third in the 'Prototype 2.0' class, driven by Vittorio Venturi and Jonathan Williams.

[52] They were all involved in creating and packaging this concept car and ultimately the production version, Dino 206 GT, that would also be partially credited to Fioravanti as its co-designer along Brovarone.

The Berlinetta Speciale was built on a competition Type 585 tubular chassis, derived from the Dino 206 SP sports prototype, with its engine mounted longitudinally.

The elongated side air-intakes that channelled air for rear brakes cooling became a signature element of the marque range.

[56] Aldo Brovarone of Pininfarina was also credited with this design, but the car featured a triple seating with the driver situated in the center.

[59] The same as before, the engine was accessed by a large lid hinged on the roof of the car that incorporated the buttresses and rear convex window.

Such a design placed more of the car's weight over the driven wheels, and allowed for a streamlined nose, but led to a cramped passenger compartment and more challenging handling.

Eventually he partially relented and a mid-engined Dino concept car was built for the 1965 Paris Motor Show.

The 246 GT was powered by an enlarged 2,419.20 cc (147.6 cu in; 2.4 L) V6 engine, producing 195 PS (143 kW; 192 hp) at 7,600 rpm in European specification.

Three series of the Dino 246 GT were built, with differences in wheels, windshield wiper coverage, and engine ventilation.