The Timeless Beauty of the Iso Grifo: A Legend Reimagined
Only ONE - In our perspective, the Iso Grifo A3/L (L for Lusso) represents a pinnacle of Italian sports car design, brought to life by the visionary Renzo Rivolta as a successor to his Iso Rivolta IR 300. The body of this masterpiece was crafted by none other than the legendary Giorgetto Giugiaro at Bertone, while the mechanical genius Giotto Bizzarrini lent his expertise to the powertrain. Bizzarrini, foreseeing a demand for a high-performance racing variant of the Grifo, conceived the A3/C (C for Corsa), featuring a dramatically modified alloy body.
The Iso Grifo A3/L (L for Lusso) represents a pinnacle of Italian sports car design, brought to life by the visionary Renzo Rivolta as a successor to his Iso Rivolta IR 300. (Picture from: Conceptcarz)
This extraordinary creation earned the moniker of the "Improved GTO" due to Bizzarrini's prior involvement as the designer of the iconic Ferrari 250 GTO during his tenure at Ferrari. One of the most noteworthy innovations was the relocation of the engine, shifted about 40 centimeters (16 inches) rearward, positioning the A3/C among the pioneering front-mid-engined cars in automotive history. To fine-tune the engine's timing, a portion of the dashboard was meticulously removed. Both the 250 GTO and Iso Grifo originally rolled out of the factory equipped with Pirelli Cinturato 205VR15 tires (CN72).
The Iso Grifo A3/L represents a pinnacle of
Italian sports car design, brought to life by the visionary Renzo
Rivolta as a successor to his Iso Rivolta IR 300. (Picture from: Conceptcarz)
The chassis #001, the prototype showcased on the Bertone stand, stands as a unique masterpiece, distinguished by subtle variations from subsequent production models. Featuring a lower roofline and beltline, its coachwork exudes an even more pronounced sporty allure than its successors. Remarkable details such as a stainless steel wraparound roof band set it apart. Inside, the cabin embraces luxury with bespoke elements including a special shifter and steering wheel, adding to its exclusivity.
The Iso Grifo A3/L (L for Lusso) unveiled at the 1964 Turin Auto Show in Bertone booth. (Picture from: SportscarMarket)
In that same year, Bertone unveiled the Grifo A3/L Prototype at the Turin Auto Show, while Iso presented the competition-oriented version, the Iso Grifo A3/C, albeit partially unfinished. The response was overwhelmingly positive. Despite necessary design modifications to the prototype, Iso concentrated its efforts on preparing the Grifo A3/L for production. A mild facelift ensued, slightly softening its aggressive demeanor, transforming it into perhaps the most elegantly styled Gran Turismo (GT) supercar ever to grace the roads.
The Iso Grifo A3/L (L for Lusso) represents a pinnacle of
Italian sports car design, brought to life by the visionary Renzo
Rivolta as a successor to his Iso Rivolta IR 300. (Picture from: SportscarMarket)
This road-going Iso Grifo GL adopted the potent yet reliable Chevrolet small-block 327 Corvette V8 engine (5.4-liter) with power outputs ranging from 300 to 350 horsepower, mated to a Borg-Warner 4-speed toploader transmission. These engines were imported from the United States but underwent meticulous disassembly and blueprinting before installation, a practice reminiscent of the Iso Rivolta IR 300.
With over 400 horsepower and a weight of under 2,200 pounds, this remarkable vehicle achieved speeds exceeding 171 mph, setting the stage for an era of high-performance supercars. As Renzo Rivolta focused on perfecting the A3/L, tensions arose due to Giotto's efforts to promote the A3/C. This division resulted in the production of the Grifo GL at Bresso and the A3/C at Piero Drogo's Sports Cars of Modena, under Giotto's rigorous supervision.
The Iso Grifo A3/L (L for Lusso) powered by a Chevrolet small-block 327 Corvette V8 engine (5.4-liter) with power outputs ranging from 300 to 350 horsepower. (Picture from: SportscarMarket)
In 1964, the prototype Grifo A3/C made its presence felt at Le Mans, piloted by Edgar Berney and Pierre Noblet. The car performed admirably until brake issues necessitated a lengthy pit stop. Despite this setback, the car soldiered on, ultimately finishing in 14th place—a commendable achievement for a brand-new entrant. Unfortunately, a disagreement between Renzo and Bizzarrini brought the partnership to an end, halting the production of the Bizzarrini Grifo A3/C after just 22 units.
The Iso Grifo A3/L prototype showcased on the Bertone stand, stands as a unique masterpiece, distinguished by subtle variations from subsequent production models. (Picture from: SportscarMarket)
Finally, in 1965, Giotto Bizzarrini and Renzo Rivolta parted ways, marking the commencement of separate production lines for the road-going Grifo GL and the competition-focused Bizzarrini A3/C. Giotto continued to refine his A3/C, ultimately leading to the creation of the Bizzarrini 5300 Stradas and Corsas. From this point onward, the "Grifo" name gradually faded from association with Bizzarrini.
The production version of the car boasted 390 horsepower and a first-gear sprint of 68 mph. Additionally, Renzo Rivolta unveiled a one-off Grifo A3/L Spyder at the Geneva Auto Show. Production of the Iso Grifo GL officially commenced in 1965, and by October 1966, the first Grifo with a Targa Top, car #97, was unveiled in Turin.
After its showcase in Turin, the prototype embarked on a tour of auto shows across Europe, culminating in its appearance at the 1964 New York Auto Show before returning to the factory for further development. In the early 1970s, the Grifo found its way to the United States through an actor's import, eventually falling into the hands of renowned collector Ron Kellogg in Southern California. Subsequently, it changed hands again in Yucca Valley, California, where the body underwent an orange repaint, and the nose was replaced with one from a standard production Grifo. *** [EKA | FROM VARIOUS SOURCES | GOODING.CO | CONCEPTCARZ | RMW.LV | RUOTEVECCHIE.ORG | SPORTSCARMARKET ]
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The chassis #001, the prototype showcased on the Bertone stand, stands as a unique masterpiece, distinguished by subtle variations from subsequent production models. Featuring a lower roofline and beltline, its coachwork exudes an even more pronounced sporty allure than its successors. Remarkable details such as a stainless steel wraparound roof band set it apart. Inside, the cabin embraces luxury with bespoke elements including a special shifter and steering wheel, adding to its exclusivity.
After its showcase in Turin, the prototype embarked on a tour of auto shows across Europe, culminating in its appearance at the 1964 New York Auto Show before returning to the factory for further development. In the early 1970s, the Grifo found its way to the United States through an actor's import, eventually falling into the hands of renowned collector Ron Kellogg in Southern California. Subsequently, it changed hands again in Yucca Valley, California, where the body underwent an orange repaint, and the nose was replaced with one from a standard production Grifo. *** [EKA | FROM VARIOUS SOURCES | GOODING.CO | CONCEPTCARZ | RMW.LV | RUOTEVECCHIE.ORG | SPORTSCARMARKET ]
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