1967 ISO Grifo GL

Prior to World War II, Renzo Rivolta built Isothermos refrigerators, and its success allowed it to venture into other ventures in the post-war era. When war came to a close, the factories were re-tooled and Rivolta turned to the manufacture of motorcycles, scooters, and tricycles. Amongst these were the Furetto, the Isoscooter, and the Isocarro. The company quickly expanded to the Isetta bubble cars later licensed to BMW. The BMW-Isetta deal was profitable and coupled with refrigerator sales, Renzo Rivolta resolved to build a proper motor car. The Iso Rivolta was a four-seat coupe that appeared in 1962 at the Turin Auto Show. It was the work of Giotto Bizzarrini, designer Giorgetto Giugiaro, and coachbuilder Bertone, and was followed by a two-seat Gran Turismo in 1963 dubbed the Grifo - again the work of the Bizarrini-Giugiaro-Bertone team. The Grifo A3/L utilized Chevrolet power components and was considerably more streamlined than the Rivolta.

The Iso Grifo A3/L was later joined by an A3/C (C for Corsa) competition version with modified, alloy bodywork. To improve weight distribution and balance, the engine was moved back about 40 mm, transforming the A3/C into a front, mid-engine car.

With potent Corvette engines, the Iso was capable of speeds in excess of 140 mph, making it one of the world's fastest production cars at the time. Over the Grifo's lifespan, a variety of Chevrolet V-8s was offered, including the 327-, 427-, and 454 cubic inch small block engines. Later in the car's life, a Ford 351 'Cleveland' motor was made available The 327 cubic-inch V8 engine produced 300 horsepower and the Borg-Warner 'Top Loader' four-speed (later a five-speed) manual transmission sent power through a 3.07:1 rear axle. The Grifo 7 Litri, introduced in 1968, was endowed with a Chevrolet L71 big-block engine that offered 435 horsepower at 5,800 RPM. The factory claimed that the 7 Litri was capable of achieving top speeds of 300 km/h (186 mph).

The lightweight tube-frame chassis boasted a deDion rear axle, coil springs all round, and disc brakes with the rear being mounted inboard. The stance was menacing, being both low and wide, successfully combining many aspects of both Italian and American design. The interior was luxurious, fitted with the finest wood and leather accouterments.

Production of the Iso Grifo continued into 1974, by which time 5.8-liter units from Ford became available. In all, just 413 Iso Grifos of all configurations were built, including approximately 330 Grifo GL Series I coupes, 83 Series II cars, and 90 7-litre versions. Four examples were the Series II Targa, and 23 were Series II 5-speeds.

by Dan Vaughan

Berlinetta by Bertone

The Iso Grifo had Corvette power, fashionable Bertone styling, and Milanese flair. It was one of the best all-around sporting GT cars available and a worthy competitor to the most pedigreed European marques. Only 471 examples were built, and only a handful made it across the Atlantic. This example was originally sold to Dr. John Garizio of New York. After eight years, it was sold to Gary lee of California, who kept the car for 33 years. After three decades of ownership, the car was sold to the current owner.

The car remains in unrestored condition, with the exception of paintwork performed in the early 1990s. The interior of the car remains in its original blue leather upholstery and carpets. There are original cast-aluminum Campagnola wheels - a rarity since most owners had the Borrani wire wheels installed.

The car has had a recent brake refurbishment. The rear package shelf and dashboard were reupholstered with the factory-correct dark brown vinyl material.

In 2010, this car was offered for sale at the 2010 Pebble Beach auction presented by Gooding & Company. The car was estimated to sell for $160,000 - $210,000. As bidding came to a close, the car had been sold for the sum of $137,500, inclusive of the buyer's premium.

by Dan Vaughan

Berlinetta by Bertone

Italian Renzo Rivolta launched the first Iso Rivolta, a Bertone-styled four-seat coupe, at the 1962 Turin Motor Show. The sportier two-seat Iso Grifo was introduced in 1965 and sold through 1974, with a total of 412 examples built. The Iso Grifo GL has a small block 5358cc, 300 horsepower Corvette V8 engine and a brilliant chassis designed by Giotto Bizzarrini. The Iso cost twice the price of the Corvette and was technically much more sophisticated, offering tremendous performance that was at least as good as the similarly packaged Ferrari Daytona.

This Iso Grifo is painted in Giallo Limone yellow. It was carefully maintained in pristine condition by the original Italian owner until last year, when it was sold to its current owner.

Berlinetta by Bertone
Chassis number: GL 730147
Engine number: 1028-V 0323 HT

This Iso Grifo is a first series example that is powered by a small block 327 cubic-inch Chevrolet engine backed by a 5-speed ZF manual gearbox. The color was Argento Indianapolis combined with a black leather interior which it still retains today.

The car's first owner was Walter Lauener in Switzerland, who cared for it from 1968 to 1979 when it was sold to Peter Monteverdi. It would be Mr. Monteverdi's private transport from 1979 to 1992. The Monteverdi car collection was subsequently sold at auction and this Grifo was imported into Germany. It had three further owners in the Düsseldorf area before being purchased in 2004 by the current owner. While in the custody of the previous owner, the original ZF gearbox was removed as it was irreparable, and a 4-speed manual 'box was fitted in its place. The current owner had a Tremec 5-speed manual gearbox fitted.

by Dan Vaughan

Berlinetta by Bertone
Chassis number: GL 650098

There is something magical about the combination of Italian coachwork and a 5.3-liter American V8. In this case, a 360 horsepower V8 turning a ZF five-speed gearbox and 3:31 rear axle which can get you close to 170 miles per hour.

In 1991, the car was sold by Oliver Kuttner to Signore Giuseppe Prevesti, an Italian textile magnate. He returned the car to Italy and engaged Salvatore Diamonte, the former Bizzarrini factory manager, to commence restoration. Due to tax issues, Prevesti liquidated his collection in 2007. The new owner, Herr Fischer of Hamburg, regularly exercised the car at speeds up to 160 mph. These momentary indiscretions led Fischer to sell the car in 2012, to Imtiaz Shaikh of Dubai. After lengthy negotiations, the car was brought stateside to Southwest Florida.

Berlinetta by Bertone
Chassis number: 0167

Before it built the Grifo, the 'bubble car' manufacturer Iso had already joined the ranks of supercar constructors with the launch of the Giotto Bizzarrini-designed Rivolta coupe at the 1962 Turin Motor Show.

This Series I Grifo has been restored over the last three years to its original specifications, which include the rare color combination of Verde Aintree, a dark metallic green, with a Pelle Beige interior. It also boasts the original and highly desirable ZF 5-speed transmission.

Berlinetta by Bertone

This Iso Grifo GL Bertone Coupe is completely original and has never been restored. It is one of only five Iso Grifos with a factory-installed sunroof. It was built for the East Coast U.S. importer Bill Moore, who wanted this new Italian coupe to make a statement when it arrived in America, therefore ordering it with every available option including the high-performance 350 horsepower Chevrolet Corvette motor combined with this unique and stunning orange paintwork. It is the only Grifo with this configuration. Before it was delivered, Renzo Rivolta allowed it to be used in the Italian film L'Assoluto Naturale, starring Sylvia Koscina. It was also featured in the November 1968 issue of Car & Driver magazine. The current owner first saw the car when he was 17, when it was owned by his girlfriend, who later became his wife. His new father-in-law had the car in storage for nearly 25 years before he was finally able to purchase the car. It has been in the same family for almost 50 years.

Berlinetta by Bertone

Iso of Bresso, Italy, was a company whose main business was manufacturing refrigerators. The Iso Grifo followed the Iso Rivolta; both cars being Italian-American hybrids featuring a Chevrolet Corvette 300hp/327cid V-8 engine and Borg-Warner 4-speed manual transmission. Its steel platform chassis was designed by ex-Ferrari engineer and creator of the 250 GTO, Giotto Bizzarrini. While at Iso, Bizzarrini headed up the development of both the Rivolta and the Grifo.

The muscular styling of the Grifo is by Giorgio Giugiaro of Bertone. It is highlighted by a low greenhouse and large front and rear glass. A total of 412 Grifos were produced between 1963 and 1974. Series II Grifos differ by having partially covered headlights. This Grifo spent most of its life in California and has been in possession of its current owner since 2013.

Berlinetta by Bertone
Chassis number: GL 650098

This 1967 Iso Grifo GL Series I was restored by Salvatore Diomante and earned a Best in Class award at the 2017 Amelia Island Concours d'Elegance. It wears a Rosso Cordoba Metallizzato exterior over a tan leather interior, and the odometer currently shows 4,311 kilometers. Beneath the bonnet is a modern GM 355 V8 engine, but also remaining with the car is its fully rebuilt, period-correct 5.4-liter V8 engine. This Iso Grifo GL is equipped with the optional ZF five-speed manual transmission.

Between 1965 and 1969, a total of 330 examples of the Iso Grifo were produced.

by Dan Vaughan

Berlinetta by Bertone
Chassis number: GL710121

A combination of American power and Italian styling, the Iso Grifo was given chassis and mechanical components engineered by Giotto Bizzarrini, while Giorgetto Giugiaro at Bertone penned the aerodynamic body. Styling elements included a long hood, a short rear deck, smooth lines, and a muscular yet elegant stance. The American V8 powertrain delivered around 300 horsepower making it a formidable contender among the high-speed luxury grand tourers of its era.

The interior was luxurious and comfortable, and featured high-quality materials such as leather upholstery and a wood-trimmed dashboard. Power windows were standard equipment, and an air conditioning system was part of the options list.

This particular Iso Grifo is finished in a period-correct Azzuro Metallizzato exterior. It has a known history from the 1990s; an enthusiast from Maryland owned it for approximately five years before selling and then eventually re-acquiring this example in the mid-2000s. Upon returning to the collection, the Grifo was sent to Grand Touring of Frederick, Maryland, for a mechanical refurbishment which was completed in early 2020.

by Dan Vaughan

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, the 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, leading to 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 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 versions, 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 Man's race. During its racing career, it would capture a fourth overall and 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.

by Dan Vaughan

Founder and head of Iso S.p.A. of Bresso, Renzo Rivolta, began his business 'Isothermos' in refrigerators before moving on to automotive design. The company is well known for its bubble cars and motorcycles, but its claim to fame lies in its performance GT car Iso Grifo. In 1960 Renzo was immensely attracted to the British Gordon GT prototype. Borrowing it for inspection, Renzo also borrowed some of its ideas for a new high-performance 2+2 sportscar. Already quite famous for producing the stunning Rivolta IR300, Iso Rivolta took it a step further and introduced the glorious Grifo in 1963.

Giotto Bizzarrini, the famous freelance Italian engineer, had worked for Ferrari but left to set up 'Prototipi Bizzarrini' in Livorno, Tuscany. It was here that Giotto designed and consulted for big names like Lamborghini, ATS, and Iso Rivolta. Young Giorgetto Giugiaro at Bertone designed the body while Bizzarrini focused on the mechanical side of the sportscar. What developed was the stunning Grifo A3L (L for Lusso/Luxury) prototype coupe. Debuting in Turin in 1963, the vehicle wouldn't be production-ready for another two years. The A3L curvy fastback featured a steel body with large engine-cooling grids in the front fenders, a Kamm-style tail, and a twin-mouth grille. Sharing a great distinction with the Chevrolet Corvette, the two-door coupe Grifo was well known for its sleek appearance.

The Grifo was also designed in a race version called the A3/C (Corsa) with a spectacular modified alloy body. Bizzarini had been the designer behind the Ferrari 250 GTO and he dubbed the A3/C his 'Improved GTO'. One of the first front-mid-engined cars ever built, the A3/C's engine was moved back about 16 inches. Both versions of the Grifo were built simultaneously and both models were debuted in the same year. Bertone debuted the Grifo A3/L prototype at the Turin Auto show, and Iso unveiled the under construction competition version; the Iso Grifo A3/C. The motoring press was incredibly impressed with both models.

Though design tweaks to the prototype were made, Iso set about getting the Grifo A3/L production-ready. In an attempt to make the Grifo 'less aggressive' a facelift was in order, and it transformed the model into an even more stunning model. The Grifo shared the Rivolta's running gear and suspension but was tuned for higher performance.

Considered by some to be the most elegant-looking Gran Turismo (GT) supercar ever created, the Grifo received the Chevrolet Corvette's 327 V8 (5.4 L) engine. Speedy and reliable, the engine was either 300 or 350 hp and was mated to a Borg-Warner 4-speed Toploader. The engine was ordered in the U.S. but would be taken apart precisely and blueprinted before being installed, in the same way as the Iso Rivolta GT. With a top speed of 171 mph, the supercar had over 400 hp and weighed less than 2,200 pounds. The front suspension was through conventional wishbones and coil springs, while at the rear was a coil-spring De Dion live axle located by radius arms and Watt linkage. The brakes were four-wheel discs.

Giotto spent all of his time and energy on the A3/C, while Renzo Rivolta focused on the A3/l. This, unfortunately, brought some tension between the two men. The Grifo GL was produced at Bresso while the A3/C was produced at Piero Drogo's Sports Car of Modena under the watchful eye of Giotto. The A3/C was raced at Le Mans (Edgar Berney/Pierre Noblet) in 1964. The prototype raced well until brake issues required a two-hour pit stop before the car finished in 14th place. A disagreement between Renzo and Bizzarrini ended the cooperation in 1965, and the production of the street Grifo GL and the competition Bizzarrini A3/C were separated. Only 22 examples of the Bizzarrini Grifo A3/C were constructed.

Giotto produced a line of Bizzarrini 5300 Stradas and Corsas from the improved A3/C. The 'Grifo' name was dropped from any connection to Bizzarrini at this time. Bizzarini went on to build both Bizzarrini Strada and Corsa and had the alloy bodies constructed by BBM of Modena.

Bizzarrini introduced the scaled-down 1900 'Europa' in 1967. Some models received Alfa Romeo engines, while some received a tuned-up version of the Opel 1900 engine. About seventeen models were produced which made it one of his rarest designs ever. The Barchetta version, the P538, was even rarer with only three models produced. Around 155 Bizzarrini Stradas and Corsas were built before Bizzarrini closed down in 1969 due to bankruptcy. The remaining parts and cars were sold off.

In production form, the Grifo developed 390 hp and could reach 68 mph in first gear. A singular Grifo A3/L Spyder was debuted at the Geneva auto show by Renzo. In 1965 production of Iso Grifo GL began. The first-ever Grifo with Targa Top was shown in Turin in October 1966 and would be one of 13 Series I Targas ever built. Four series II Targas were eventually produced.

The interior of the Grifo was incredibly comfortable and could rival many Italian supercars of the day. The Grifo handled beautifully and was a solid supercar that appealed to nearly everyone. Because of its low build of only 47 inches, the Grifo was extremely fast and had excellent aerodynamics. Unfortunately, the Iso marque wasn't as prominent as Maserati or Ferrari, and attracting orders from the affluent customers that they needed was difficult.

The Grifo 7 Litro was debuted in 1968, powered with a Chevrolet L71 big-block engine, a Tri-Power version of the 427 engine. Changes had to be made to the car for this seven-liter engine to fit, including the addition of a hood scoop. The 7 Litro had a claimed top speed of 186 mph and produced 435 hp at 5800 RPM. The Grifo Series II was introduced in 1970 and included styling updates in the nose section of the car that was sleeker and hid hide-away headlights. Four Targas were built in this new series. The engine for the IR-9 'Can Am' version was switched from the 427 engine to the newer 454 engine. Iso began to use a small-block Ford Boss 351 engine which could be easily recognized by their taller hood scoop. In 1972 production ceased, and Iso S.P.A. closed its doors in 1974 during the oil crisis.

During its production span, a total of 413 Iso Grifos were produced. 322 Series 1 models, 78 Series II cars, 90 of these being the 7 Liter. Twenty-three of the Series II 5-speeds and 4 of the Series II Targa models were produced. Today the Grifo is an incredible collectible due to its extremely rare production.

by Jessican Donaldson