1974 ISO Rivolta GT news, pictures, and information

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Coupe
Chassis Num: FA500253

The motor company Iso Rivolta (Iso Motors since 1973) was initially named Isothermos and began as a manufacturer of refrigeration units. The company was originally founded in Genoa in 1939, but transferred to Bresso in 1942 under the direction of chief engineer Renzo Rivolta. After the Second World War, the company reopened its doors; completely changing direction by 1948, they began to build motorcycles, scooters and motocarries (three wheeled transport scooters/motorcycles). In 1953, Renzo Rivolta, also the heir of an important family of industrialists just outside of Milan in Bresso, changed his production portfolio to mopeds and motorbikes instead (Isomotos). With the termination of equipment production, the company Iso Autoveicoli S.p.a. was founded in 1953. Among the most famous are the Furetto (1948), 'Isoscooter (1950),' Isocarro' (1951), 'Isomoto' (1954) and 'Isosport' (1953).

The last Iso motorcycle, the Iso 500, left the factory in 1961. Isomotos were known as expensive, but durable and well-built. The mid-1950s also saw Rivolta continue to branch out from three to four wheels as he started to develop a miniature car for two persons and front entrance, initially with only three wheels, later, for reasons of stability, with four wheels (the two on the rear very close together). From this was born the Isetta. Starting in 1954, the radical little commuter car was licensed to automobile manufacturers in several countries: France (by VELAM), Spain, Great Britain and Brazil (by Romi). The most successful, however, was the German Isetta built by BMW. The BMW-Isetta fulfilled the dream of mobility in war-torn Germany and about 130,000 were sold until the end of production in 1962.

Together with the engineer Giotto Bizzarrini, the designer Giorgetto Giugiaro and the body-experts of Bertone, Renzo Rivolta began developing the Iso Rivolta IR 300. Introduced at the Torino Show of 1962, it was an elegant 2+2 Coupé with well-balanced technical components and outstanding driving performance. Beneath the unique bodywork, a 327 ci V8 Chevrolet engine sourced from the successful Corvette powered the car, while the transmission along with De Dion axles and Lockheed 4-wheel disc brakes came from the large Jaguars of the time. This concept of sharing good components from existing manufacturers of performance drivetrain components would be maintained for almost all Iso production cars. Starting in late 1971, Ford 351 Cleveland engines replaced the GM small block. Iso's most well-known GT was without doubt the Iso Grifo Berlinetta by Bertone, first presented as a very sporty, low-slung prototype, the Grifo A3C, in 1964. Following Bizzarrini's departure, this prototype formed the basis for his own Bizzarini 5300 GT. Further refined by Iso, the production Grifo received a reworked, less aggressive and more luxurious body in the process, and went into production in 1965. The following year, a convertible version of the Grifo was shown that didn't manage to go into production. Starting in 1968 the Grifo could also be had with Chevrolet's 427 ci big-block V-8; this version was known as the 'Grifo 7 Litri' and was easily recognized by the broad air inlet on the hood. Later-day Grifos, the Series II, featured concealed headlights and a slightly modfied front area.

After the sudden death of Renzo Rivolta, his son Piero became the director of Iso Rivolta in 1966 at the age of just 25. Under his leadership, Iso built the large Ghia-bodied sedan Fidia, dubbed 'the fastest four seats on wheels', the Grifo 7 litri and the Bertone-bodied 2+2 fastback coupé Lele intended as the successor to the IR 300. Named after Lele Rivolta, wife of Piero Rivolta (son of Iso company founder Renzo), early models had Chevrolet 350 engines and a manual or automatic transmission while the later cars went over to Ford power. After a few too many lean years, Iso Rivolta went bankrupt in 1974, and since founder Renzo's death, a mere 1,700 Iso cars managed to leave the factory under his son's tutelage.

One of just 20 made in its last year of production, the Lele on shown here represents one of the finest Italian Autobahn cruisers ever produced. Designed to offer 2+2 comfort, style and 150mph stability right off the showroom floor, this example is extremely rare as it represents one of just two last-year models known to exist in the United States. In 2009 it was offered for sale at the Russo & Steele Auction held in Monterey, California.

Source - Russo & Steele Auction

This car was the original brainchild of Renzo Rivolta who owned a large Italian manufacturing company. This beautiful car is the marriage of Italian body, chassis and interior with a high powered American V8 engine and four speed transmission. The chassis was designed by the famous Giorgio Bizzarrini and Bertone designed the body. Chevrolet provided the Corvette 327 cubic-inch V8 and transmission. The end result was this magnificent, beautiful grand touring car.

This car has an incredible lightweight pan style chassis which provides very rigid body structure and combined with the lightweight Bertone body the complete weight of the car is less than 2800 pounds! This car is equipped with independent twin front wishbone suspension and DeDion type rear suspension. The Corvette engine provided outstanding performance with 0-60 in 6.5 seconds and top speed of 145 mph.

Less than 700 of these cars were produced and the cost was over $10,000 which at the time made it one of the most expensive Italian sports cars. It is still considered one of the most beautiful sports cars ever produced.

Iso Rivolta, 1962-1970

The Iso Rivolta was a well-styled Italian grand tourer with brutal power backing its sophisticated air. Why, then, is the name Iso uttered so infrequently and with so much less reverence than, say, Ferrari? Taking a look at Iso's history reveals a past less pedigreed than the stories behind more legendary Italian marques.

Ferrari, Maserati, and Alfa Romeo all produced racing cars from their infancies. The pilots of those rapid machines were often elevated to heroic status as children reveled in the danger and glory of their achievements. The vehicles toward which Iso first turned were not quite so awe-inspiring.

Saying that Iso began as a motorcycle manufacturer would be an optimistic stretching of the truth. Iso's first vehicles were, in reality, mere mopeds and simple scooters. Iso stumbled onto an ingenious idea, though, when they teamed up with aeronautical engineer Ermenegildo Preti to create the Isetta. BMW, the company that made the Isetta famous, is too often credited with the vision behind the egg-shaped car. 'Isetta' is short for 'Little Iso,' and Iso was in charge of the development of the tiny 3-wheeler whose rights were later sold to BMW.

Through its licensing agreement with BMW, Iso was able to establish financial security and focus its efforts on crafting more exotic machinery. The question as to why a company that was successful at creating transportation devices in miniature decided to make the switch to designing world-class machinery had a simple answer: Renzo Rivolta, Iso's founder, just couldn't find the right car.

Ferraris and Maseratis were gorgeous, but lacked durability. Jaguars were the same way. Renzo wanted a vehicle that could tote passengers around with style and speed while offering the peace-of-mind afforded by real world reliability. The car that would bear his last name was Renzo Rivolta's vision of the perfect exotic.

The Iso Rivolta was developed with legendary ex-Ferrari engineer Giotto Bizzarrini at the project's head. Both he and Iso's boss looked to the U.S. for their creation's heart, which throbbed to the tune of 300hp. The 327c.i. V8 was lifted right out of the then-new Corvette Sting Ray. Its rugged and simple design ensured longevity and reliability, two key goals apparent in the Rivolta.

The Detroit V8 wasn't the only component of the vehicle not produced by Iso. The available transmissions were a 4-speed Borg-Warner and a 5-speed ZF. The differential was from a Jaguar. Dunlop supplied the disc brakes all around, while Borrani wire wheels were available to reside within the fenders. All this outsourcing, though not of a particularly thoroughbred nature, meant that all the Rivolta's parts were the right ones for the job.

Cementing the Rivolta's claims as a GT car were its comfortable interior and large, 25-gallon fuel tank. These features allowed for comfortable long distance cruising with four people on board. The Veglia gauges sunk into the wood dash imparted a distinctly Italian flair to the passenger compartment, while the burbling V8 and spacious accommodations mimicked the very best of another country's automobiles.

Suspended up front by a conventional independent layout with upper and lower control arms with coil springs, the Rivolta also featured a De Dion rear axle design. The De Dion axle was popular on GT cars of the era, and offered better handling and a smoother ride thanks to its lower unsprung weight than a conventional live axle.

Though pieces of the Rivolta were brought together from all over the world, the car was still Italian in spirit. Accordingly, the lines of its body were taken very seriously. The famed Giorgetto Giugiaro was in charge of sculpting the Rivolta. He did a superb job, and created a rakish body with a clear intent of speed while retaining traditional GT proportions. The look was crisp and modern. Funny given Iso's historical connection to BMW, the Rivolta bears a definite resemblance to the later BMW 3.0 CS from the forward rake of the nose to the Hoffmesister kink.

While Iso set out to make a good car while developing the Rivolta, they clearly didn't aim to create a pure one. That fact can be attributed to how slowly the Iso is gaining regard as a real classic. Though it may be a very highly-regarded car in the future, the Rivolta today continues to be a largely underappreciated and unknown vehicle. With prices low for a 1960's Italian GT, now is a great time to experience the vision of Renzo Rivolta and the car which it inspired.

Sources:

Donnelly, Jim. 'Red Blooded: Bowtie Power Motivates a 1965 Iso Rivolta GT.' Hemmings Sports & Exotic Car Feb 2007: 22-27. 'Iso Rivolta.' Motorbase (2008) 28 Feb 2009 .

Evan Acuña

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