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The Bizzarrini Corsa was specially made by Giotto Bizzarrini, one of the most prolific auto designers of the 1960s. After receiving a degree in mechanical engineering from the University of Pisa in 1953, Bizzarrini went to work for Alfa Romeo but later moved on to Ferrari, where he created the celebrated GTO racing coupe. He struck out on his own in 1961 as a consultant, building the chassis of the Iso Grifo and designing the chassis and V12 engine for the Lamborghini 350 GT. Next, he arranged to build a version of the Grifo under his own name. This was a two-door coupe, equipped with a Chevrolet V8 engine. This example was described by Sports Car Graphic magazine as being a 'cross between a Sting Ray Corvette and a Ferrari GTO.' It was imported into the United States in time for the 1964 Sebring 12-hour enduro. It placed 39th overall and 12th in class. It was an SCCA Championship car in 1964, with Ed Hugus driving.
Bizzarrini's resume included working for the legendary Ferrari and Lamborghini marques, and when he began producing cars bearing his own name, these two marques became his top competitors.
The first car to bare his name was the 5300, created in collaboration with Giugiaro at Bertone and Renzo Rivolta, who were working on creating the Iso Rivolta 300 at the time. The Rivolta 300 had a Corvette V8 powerplant and a welded steel monocoque chassis. The suspension was indpenedent with double wishbones in the front and a DeDion rear axle. The Chevrolet V8 engine was a foreign piece of technology in an Italian sportscar, but it offered numerous benefits such as plenty of power (around 365 bhp), proven reliability, and low cost of production. The engine was placed as far back in the engine bay as possible, resuling in limited interior room, but maximum performance. Another drawback to being so close to the engine was the noise and the heat produced by engine. But, as in many other sports cars, interior space played 'second fiddle' to performance.
The result was spectacular, with performance and reliability coupled together in a small and stylish package. It was very aerodynamic, had a great suspension, and the powerplant to keep it competitive.
Bizzarrini wanted to take the cars racing but Iso, at first, disagreed. By 1963, Bizzarrini had convinced Rivolta to finance a racing program resulting in the development of a sportier version of the Iso Rivolta. The result was the Iso Grifo which laid the ground-work for the soon-to-come 5300GT. Homologation requirements meant the Iso Grifo was entered in the prototype category, pitting the car against some very fierce competition such as the dominant Ford GT40 with its seven-liter engine, and Shelby's Cobra. The team scored a 14th place finish at LeMans and a 19th at the Nurburgring 1000Km in 1964. 1965 began on a sour note, as a car was destroyed at Sebring and another at Daytona. The team switched to older cars, leaving them at even more of a disadavantage. At LeMans, the true potential of the cars shined, as they scored a class victory. This victory was made possible by the Ford GT40's retiring from the race prematurely.
At the 1963 Torino Motor Show, the competition Grifo A3/C and Grio A3/L 2+2 were displayed. These cars shared similarities, but very different bodies styled by Giugiaro at Bertone. The cars were given positive reviews at the show resulting in both being put into production. The chassis were built by Bizzarrini while Iso provided the engine and various other mechanical compoentns. The 2+2 A3/L models were assembled by Bertone and Drogo manufactured the competition bodies.
Only twenty-fve examples of the Grifo's were produced before Renzo Rivolta's death. The relationship between Bizzarrini and Iso soon fell apart, ending with Bizzarrini suing Iso to get the necessary parts to finish 50 cars. The first set of cars carried the Iso badge, while the cars the came after chassis number 0024 were dubbed the Bizzarrini 5300 GTs. As such, both the Iso Grifo AC3/C and the Bizzarrini 5300 GT were very similar in many respects. Their designs were slightly different, as Carrozzeria BBM was tasked with creating the bodies for the Bizzarrini's which introduced small subtletees such as different door handles and small changes to the light and signals in the front and rear.
The first car to bare his name was the 5300, created in collaboration with Giugiaro at Bertone and Renzo Rivolta, who were working on creating the Iso Rivolta 300 at the time. The Rivolta 300 had a Corvette V8 powerplant and a welded steel monocoque chassis. The suspension was indpenedent with double wishbones in the front and a DeDion rear axle. The Chevrolet V8 engine was a foreign piece of technology in an Italian sportscar, but it offered numerous benefits such as plenty of power (around 365 bhp), proven reliability, and low cost of production. The engine was placed as far back in the engine bay as possible, resuling in limited interior room, but maximum performance. Another drawback to being so close to the engine was the noise and the heat produced by engine. But, as in many other sports cars, interior space played 'second fiddle' to performance.
The result was spectacular, with performance and reliability coupled together in a small and stylish package. It was very aerodynamic, had a great suspension, and the powerplant to keep it competitive.
Bizzarrini wanted to take the cars racing but Iso, at first, disagreed. By 1963, Bizzarrini had convinced Rivolta to finance a racing program resulting in the development of a sportier version of the Iso Rivolta. The result was the Iso Grifo which laid the ground-work for the soon-to-come 5300GT. Homologation requirements meant the Iso Grifo was entered in the prototype category, pitting the car against some very fierce competition such as the dominant Ford GT40 with its seven-liter engine, and Shelby's Cobra. The team scored a 14th place finish at LeMans and a 19th at the Nurburgring 1000Km in 1964. 1965 began on a sour note, as a car was destroyed at Sebring and another at Daytona. The team switched to older cars, leaving them at even more of a disadavantage. At LeMans, the true potential of the cars shined, as they scored a class victory. This victory was made possible by the Ford GT40's retiring from the race prematurely.
At the 1963 Torino Motor Show, the competition Grifo A3/C and Grio A3/L 2+2 were displayed. These cars shared similarities, but very different bodies styled by Giugiaro at Bertone. The cars were given positive reviews at the show resulting in both being put into production. The chassis were built by Bizzarrini while Iso provided the engine and various other mechanical compoentns. The 2+2 A3/L models were assembled by Bertone and Drogo manufactured the competition bodies.
Only twenty-fve examples of the Grifo's were produced before Renzo Rivolta's death. The relationship between Bizzarrini and Iso soon fell apart, ending with Bizzarrini suing Iso to get the necessary parts to finish 50 cars. The first set of cars carried the Iso badge, while the cars the came after chassis number 0024 were dubbed the Bizzarrini 5300 GTs. As such, both the Iso Grifo AC3/C and the Bizzarrini 5300 GT were very similar in many respects. Their designs were slightly different, as Carrozzeria BBM was tasked with creating the bodies for the Bizzarrini's which introduced small subtletees such as different door handles and small changes to the light and signals in the front and rear.
In 1962, the Milan car manufacturer ISO introduced its second model, the Grifo. The first was the Rivolta. Giorgio Giugiaro of Bertone designed the body and Giotto Bizzarrini, creator of the Ferrari GTO, engineered it. The Grifo was powered by a Chevrolet 5.3 liter V8 and sat atop a shortened Rivolta platform. The engine was placed in the front and drove the rear transaxle. The Borg-Warner T4 4-speed manual gearbox lacked overdrive, a problem that would cause it problems in future endurance racing. At speeds, the driver had to back off the accelerator pedal to help preserve the life of the engine. With over 400 horsepower from the GM small-block and a weighing less than 2200 pounds, the vehicle was able to achieve 190 miles-per-hour.
The Grifo was sportier than its predecessor and was available in two version, luxury and sport. The luxurious Grifo was dubbed the A3/L while the sportier version received the title A3/C. Iso produced the Grifo A3/L while Bizzarrini developed the A3/C.
In 1964 it was entered in the 12 Hours of Sebring as well as the grueling and fiercely competitive 24 Hours of Le Mans race. During its racing career it would capture a fourth overall but first in class victory at Le Mans.
During the production lifespan of the Grifo, around 22 versions of the A3/C were constructed. Due to disagreements, Bizzarrini and Rivolta parted ways in 1965. A deal was struck where Bizzarrini could still produce the Grifo A3/C cars but was unable to use the name. The new name was the Bizzarrini 5300 GT and American GT.
In 1968, a 6998 cc V8 engine became available and was later modified to 7443 cc.
The Grifo was sportier than its predecessor and was available in two version, luxury and sport. The luxurious Grifo was dubbed the A3/L while the sportier version received the title A3/C. Iso produced the Grifo A3/L while Bizzarrini developed the A3/C.
In 1964 it was entered in the 12 Hours of Sebring as well as the grueling and fiercely competitive 24 Hours of Le Mans race. During its racing career it would capture a fourth overall but first in class victory at Le Mans.
During the production lifespan of the Grifo, around 22 versions of the A3/C were constructed. Due to disagreements, Bizzarrini and Rivolta parted ways in 1965. A deal was struck where Bizzarrini could still produce the Grifo A3/C cars but was unable to use the name. The new name was the Bizzarrini 5300 GT and American GT.
In 1968, a 6998 cc V8 engine became available and was later modified to 7443 cc.
| Photos grouped by event | |
 Amelia Island Concours d'Elegance |
Pebble Beach Concours d'Elegance |
1964 Bizzarrini Iso Grifo A3/C |
|
| Year | 1964 |
| Make | Bizzarrini |
| Model | Iso Grifo A3/C |
| Body Style | Berlinetta |
| Engine Location | Front |
| Drive Type | Rear Wheel |
| Limited Slip | |
| Body / Chassis | Aluminium |
| Weight | 1220 kg | 2690.1 lbs |
| Combined MPG | 0.00 |
| Performance | |
| 0-60 mph | 5 seconds. |
| Top Speed | 190 mph | 305.7 km/h Similar top speeds |
| Engine | |
| Engine Builder | Chevrolet |
| Engine Configuration | V |
| Cylinders | 8 |
| Aspiration/Induction | Normal |
| Displacement | 5359.00 cc | 327 cu in. | 5.4 L. |
| Valves | 16 valves. 2 valves per cylinder. |
| Horsepower | 405.00 BHP (298.1 KW) @ 6000.00 RPM |
| Torque | 370.00 Ft-Lbs (501.7 NM) @ 3600.00 RPM |
| HP to Weight Ratio | 6.6 LB / HP (Vehicles with similar ratio) |
| HP / Liter | 75.0 BHP / Liter |
| Redline | 6200 |
| Compression Ratio | 10.5:1 |
| Fuel Type | Gasoline - Petrol |
| Fuel Feed | Carburetor |
| 4 Weber 45 DOEC 12 carburetor | |
| Vehicles with similar horsepower and weight | |
| Standard Transmission | |
| Gears | 4 |
| Transmission | Manual |
| Borg Warner | |
| View more photographs |
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| Articles and Event Coverage |
| Amelia Island Concours d'Elegance |
| Pebble Beach Concours d'Elegance |
| Additional Resources and Links |
| Pebble Beach Concours d'Elegance Official Website |
| Amelia Island Concours d'Elegance Official Website |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com