Professional Automotive Photography by Damian Blades
The Dino
One way to look at Ferrari’s timeline is BD (Before Dino) and AD (After Dino). Traditionally, Ferrari followed a “horse-before-the-cart” approach with il motore di Dio — the V12. But as the “garagistas” started racking up success in racing with smaller V-configured engines mounted in the middle of the car, Enzo had to change his approach — and follow what his son Dino had suggested all along.
Even though he loved his son, Enzo didn’t fully believe in the concept (a very dad move), so he branded these cars as “Dino”, not Ferrari. After multiple successes in F1, F2 and sportscar racing, Enzo had to concede — the mid-engined layout made more sense. But he stuck to his guns: it had to be 12 cylinders.
Due to the oil crisis and rising costs, a large V12 didn’t really suit the economic climate of the 1980s. Ferrari began shifting towards a range of V6 and V8 engines. Around this time, the "Dino" badge was dropped, and these cars became full-blooded Ferraris. The 328 GTB and GTS proved to be some of the best-selling Ferrari road cars ever, and the mid-engined layout reigned supreme. Even today, the V12 has taken a back seat — modern V6 Ferraris are now faster.
How it all started....
Dino 206 & 246 GT, GTS
To homologate the 2.0-litre Dino engine for racing, a joint project between Ferrari and Fiat was born — both sharing the “Dino” name and V6 engine. The 206 GT came first, followed by the 246 GT and GTS just a few years later with more power and performance. Although many owners rebadged their cars with Ferrari emblems, these were officially badged as Dino only.
Dino 308 GT4
The first V8-powered Dino, and Ferrari’s first mid-engined 2+2. It featured a transverse V8, and was more practical and quicker than rivals like the Lamborghini Urraco and Maserati Merak. Despite its strengths, it wasn’t a strong seller — especially in North America, where it's rumoured warehouses were full of unsold cars. Around 1976, the Dino badge was quietly dropped and replaced with the Ferrari one.
Ferrari 208 / 308 GTB, GTS, i and Turbo
Retaining the V8 from the GT4, these two-seater sports cars now proudly wore the Ferrari badge. Early versions were made using fibreglass (Vetroresina), but production quickly shifted to steel. Immortalised by Magnum P.I., the 308 became a true pop culture icon. Due to fuel crises and taxes, a smaller 2.0-litre 208 was launched in some markets, later boosted with a turbo — which, incredibly, made it just as quick as the naturally aspirated 308.
Ferrari 328 GTB, GTS and Turbo
The 328 was the evolution of the 308 and became one of Ferrari’s best-selling road cars. Produced from 1985 to 1989, it marked the final iteration of the classic transverse V8 before the shift to the 348.
Ferrari 348 TB, TS, GTB, GTS, Spider, Challenge & Competizione
A clean-sheet design, the 348 drew inspiration from the Testarossa with its side strakes and wedge profile. Despite visual similarities to its 12-cylinder sibling, the 348 housed a transversely-mounted V8 (hence the “T” in TB/TS). It marked the debut of Ferrari’s customer racing programme — the Challenge Series. Customers could retrofit their road cars with a track kit to compete. Later, a homologation special — the 348 GT Competizione — was built, limited to just 50 units. Some owners have converted standard GTBs into Competizione-spec.
Ferrari F355 GTB, GTS, Spider & Challenge
The F355 took everything the 348 started and perfected it — smoother power, improved handling, and iconic looks. It offered Berlinetta, GTS, and Spider variants, and introduced the F1-style paddle-shift gearbox to Ferrari’s road cars. Like the 348, the F355 had its own Challenge series, but this time, the Challenge car was built from the factory — no retrofitting required. It was not street legal.
Ferrari 360 Modena, Spider, Challenge, GT, GTC & Challenge Stradale
The 360 was a huge leap forward, both technically and visually. It ditched the targa roof in favour of proper coupé and Spider versions, improving rigidity and usability. Like its predecessors, it had a Challenge series, and the GT/GTC variants raced in global GT championships. The Challenge Stradale was the hardcore, road-legal variant — the first of its kind — and set the tone for future “track-focused” Ferraris. It was raw and extreme, bordering on too much for road use.
Ferrari F430, Spider, Challenge, GTC, Scuderia & 16M
Designed by Frank Stephenson, the F430 blended F1-derived aerodynamics with modern usability. Inspired by the classic "Sharknose", it looked sharp and purposeful. It introduced more advanced electronics and featured a proper convertible. The Scuderia was the road-legal track special, honed with input from Michael Schumacher. To celebrate Ferrari’s 16th Constructors' title, the Scuderia Spider 16M was launched — although reportedly even harsher than the coupé, with extra chassis stiffening to compensate for the drop-top.
Ferrari 458 Italia, Spider, Challenge, Evo, Speciale & Speciale Aperta
The final naturally aspirated V8 Ferrari — and what a way to go. The 458 featured active aerodynamics, advanced electronics (E-diff, F1-Trac, Manettino), and an award-winning engine. It was also the first Ferrari without a traditional manual or even optional gear lever — F1 paddles only. A Spider with a folding hardtop followed, and the Challenge, GT, and Evo variants supported racing series globally. Two track specials followed: the Speciale and Speciale Aperta (the latter being the more sought-after today).
Ferrari 488 GTB, Spider, Challenge, Evo, GT3, GTE, Pista & Pista Spider
The turbocharged era began with the 488. With 661bhp, it blew the 458 away in performance. Design-wise it refined the 458 shape, and many consider the 488 to the 458 what the F355 was to the 348 — evolution over revolution. Ferrari also went full-force into GT3 and GTE racing with the 488, marking a new era in customer racing. The Pista and Pista Spider carried on the Speciale lineage with huge performance and dramatic aero.
Ferrari F8 Tributo & Spider
Built during the COVID era, the F8 was the final hurrah for Ferrari’s V8 line. It sat on the 488 platform, but brought more power, new styling cues, and lightweight enhancements. However, it never fully gained momentum — largely because many customers were still waiting on their Pistas, making the F8 feel like an interim model.
Ferrari 296 GTB, GTS & GT3
The first Ferrari road car since the Dino 246 to feature a V6 — but this time with 800+bhp thanks to hybrid tech. Despite being smaller than its V8 predecessors, the 296 is faster than the 812 Superfast and only slightly behind the SF90 in straight-line pace. The GT3 version marks Ferrari’s return to top-tier customer GT racing with a fully new chassis and design. It’s also launched its own Challenge variant, replacing the 488 in the series.
What about the Mondial?
The Mondial shares its engine and layout with the 308/328/348, but features a 2+2 layout — rare for a mid-engined Ferrari. Like the 308 GT4 (which started life as a Dino), the Mondial had a transverse V8 and was aimed at buyers wanting a more practical Ferrari. However, it was always badged as a Ferrari, never a Dino. It ran from 1980 to 1993 across various updates, and although often overlooked, it represents a unique part of Ferrari history.
The Dino in Racing
