The Ferrari Dino engine is a line of mechanically similar V6 and V8 engines produced by Ferrari for about 40 years from the late 1950s into the early 2000s. The idea for the engine came from Alfredo "Dino" Ferrari, who was the son of Enzo Ferrari. Dino suggested to Enzo Ferrari the development of a V6 engine for F2 at the end of 1955. Soon afterwards, Alfredo fell gravely ill, and he was diagnosed with muscular dystrophy. While hospitalized, he discussed technical details about the engine with a recently hired engineer named Vittorio Jano. Dino would never live to see the engine; he died on June 30, 1956, at the age of 24. The Dino V6 was Ferrari's first V6 engine. The Dino V8 engine was introduced later; the latter used a flat-plane crankshaft configuration. V6 The production Dino V6 began as a discussion between Vittorio Jano and Enzo and Dino Ferrari about the ideal 1.5 L engine for use in the 1957 Formula Two auto racing series. Jano, formerly of Alfa Romeo and Lancia, pressed for a conventional 60° V6 but the Ferraris were open-minded. 60° Jano's 60° design incorporated some of his ideas from the Lancia Aurelia, and were used in a number of Formula One, Formula Two, and Grand Prix cars from 1959 through the early 1960s. Appearing in 1958, it used a bore and stroke for and produced in the 196 S. A larger version was also produced, the Dino 246 S. These engines continued in the 1962 Ferrari 196 SP and 286 SP. The latter had a bore and stroke of for and . 65° Ferrari designers began work on the first Dino V6 engine in 1956 and the engine was running by the end of the year. The engine displaced . This engine was installed in the Dino 156 F2 car and was first raced in the Grand Prix of Naples in April 1957, where it finished in third place behind two Lancia-Ferrari V8 Formula One cars. The result of the trio's creativity was the world's only 65° V6 engine. The extra 5° between cylinder banks gave Ferrari the straight intakes he wanted. As this engine was not a true V6 but had a separate crankpin for every connecting rod, the crankpins were offset by 55 degrees within every pair of cylinders. This ensured an even firing order for the complete engine as well