1971 ISO Grifo Series II

Ferruccio Lamborghini was a hugely successful Italian tractor and air-conditioning manufacturer who decided to produce his own GT car in the early 1960s. He gave Ferrari serious competition with the introduction of the 350GT coupe in March of 1964, earning rave reviews for its V-12 performance and excellent handling courtesy of chief engineer Giotto Bizzarrini. Two years later, the car evolved into the 400GT 2+2 with the addition of vestigial rear seating and subtle styling alterations on the same 100.3-inch wheelbase. The V-12 was upsized from 3.5- to 4.0-liters, and its horsepower was increased from 280 to 320. The 400GT featured a Lamborghini-built 5-speed gearbox designed by Gian Paolo Dallara.

Though not yet a sales threat to Ferrari, notice had hereby been given that the upstarts from Sant'Agata meant business. Fewer than 400 were built through 1968. After World War II, the Italian public needed inexpensive and practical transportation, prompting a refrigerator company named Iso to expand into the manufacture of scooters, followed by small bubble cars, including the popular Isetta marketed by BMW. The success of the Isetta provided the means and inspiration for Iso to manufacture a line of Grand Touring cars.

The Iso Grand Touring automobiles were small and lightweight with Italian coachwork and penned by some of the best designers in the industry. Power was from American V-8 engines. The earliest was the four-seater called the Rivolta, powered by a 300-horsepower Corvette engine. The success of this project enabled Iso to develop a two-seater known as the Grifo. It wore a design by Bertone with the assistance of designer Giorgio Giugiaro and was initially powered by Chevrolet's 327 cubic-inch V-8. In 1970, the Grifo Series II was introduced with the big-block Chevrolet 454 V8 engine. Exterior styling features included hideaway headlights. In 1974 the Grifo IR-8 was introduced, with power from a small-block Ford Boss 351 engine.

Production of the Iso Grifo lasted between 1965 and 1974. A total of 322 examples of the Series I were built, and 78 of the Series II with a total of 413 Grifos, 90 of which were powered by the 7-liter engine. Just 23 of the Series II were equipped with the five-speed transmission. Only 4 were Series II Targas.

by Dan Vaughan

GL Coupe
Chassis number: 351

The ISO Grifo is a limited-production grand tourer (GT) automobile manufactured between 1965 and 1974, intended to compete with Ferrari and Maserati GTs. The body was designed by Giorgetto Giugiaro at Bertone and Giotto Bizzarrini, creator of the Ferrari 250 GTO, engineered the car.

This is 1 of 17 examples built as a transitional model in that it was a series II with covered headlights and still retained the Chevrolet Corvette 350 V-8 engine. Later, Series II models were equipped with the Ford 351 cubic-inch engine requiring a raised hood section.

This ISO Grifo is powered by the fast, modified but reliable Chevrolet small-block 327 Corvette V8 engine producing 350hp, coupled to a Borg-Warner 4-speed manual transmission. The manufacturer eventually went bankrupt and ceased all operations in 1974. Perhaps the largest cause was the 1973 oil crisis.

The car was sold new in Switzerland and brought to the United States in the 1980s. The current owner authorized a complete, five-year restoration, resulting in this award-winning automobile.

Only 412 Grifos were manufactured.

CanAm Coupe

Working with the engineer Giotto Bizzarrini, the coachbuilder Giorgetto Giugiaro and the styling expertise of Carrozzeria Bertone, Iso company founder Renzo Rivolta developed the Iso Grifo Rivolta IR 300, which debuted at the Turin Motor Show in 1962. It was an elegant 2+2 Coupe with well-balanced technical components and outstanding driving performance. In 1970 a long overdue styling change was made to the nose section of the car, and the Iso Grifo Series II was born. Initially, 4 Targas were built, then the company switched from using 7-liter 427 cubic-inch engines to the newer 454, and the CanAm version of the Series II was born. Although not as fast as the Series I, the timeless beauty of the Iso Grifo Can Am secured its sales success until 1972 when new Ford engines were introduced.

CanAm Coupe

Renzo Rivolta's Iso had no known connection with the Canadian American Challenge Cup race series, usually abbreviated to Can-Am. If his intent was to imply high speed from a massive motor a la Can-Am's big-bore McLarens, Lolas, Chaparrals, et al, then he succeeded, for the Iso Grifo Can Am featured 454 Chevrolet V-8 big block, substituting the 427, which could push the newly re-styled Series II car - new, sleeker nose section with 'hidden' headlights - top speed close to 190 mph - Rivolta's marketing department stated. Only 413 Grifos were built, of which just 90 were Series II.

GL Coupe

Iso of Bresso, Italy, was a refrigerator manufacturing company that was re-founded in 1953 as Iso Autoveicoli S.p.A. to reflect the production of its Isetta automobiles. The company's first performance car prototype arrived in 1962 as the Iso Rivolta, followed by the Grifo prototype in 1963, both cars being Italian-American hybrids featuring a Corvette 327 cubic-ich, 300 horsepower V8 engine, and Borg Warner 4-speed manual transmission. The car's steel platform chassis was designed by ex-Ferrari engineer Giotto Bizzarrini.

The muscular styling of the Grifo is by Giorgio Giugiaro of Bertone. It's highlighted by a low greenhouse and large front and rear glass. A total of 412 Grifos were produced between 1965 and 1974.

This particular example is a Series II Grifo with partially covered headlights. It was updated in 1980 when it received a 454 cubic-inch 420 horsepower Chevrolet V-8 and 5-speed manual transmission from a damaged Iso Can Am model.

GL Coupe
Chassis number: ISOGL110340

This Iso Grifo is a Series II example that was completed on May 3rd of 1971 and is believed to have been delivered new to Italy. At some point prior to 1980, the 327 cubic-inch small-block Chevrolet engine was swapped with a 454 CID big-block unit and paired with a ZF five-speed transmission. Additionally, the 'pagoda' hood from an Iso Grifo Can Am, number 345, which had reportedly sustained body damage, was added.

The car is believed to have entered the custodianship of Mr. Fred Gertz in 1980 and remained with him for nearly thirty years before it was purchased by Mr. Emile Garcin of St. Remy, France, who commissioned a nut-and-bolt restoration. Work began in 2009 and was completed in 2011.

The car was imported to the United States early in 2019 by Dr. Chris Auty, who had the interior recommissioned with custom red leather upholstery and leather-bound Wilton wool carpets. During this time, the wood dash was also refinished. Over $30,000 was spent on an extensive mechanical service.

by Dan Vaughan

CanAm Coupe
Chassis number: 7L/110/3339/D

This Iso Grifo is one of only three right-hand-drive, 7.4-liter Can-Am coupes, and the first Grifo built in Varedo after the company moved from Bresso. It was ordered by George Fardell, a special forces policeman posted in Rhodesia, who returned to live in Europe before the car was completed. On a whim, Fardell took delivery from the factory in Varedo and then toured southern Spain and eventually drove home to Devonshire, England. Once in the U.K. the car was stored due to 'unresolved issues' and remained untouched for half a century. The current owner acquired the car in 2021, finding it to be a time-capsule complete with touring memorabilia from the 70s cached in its many compartments, including maps and cigars. Preserved with fewer than 21,000 miles, this Iso Grifo is truly a one-off.

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