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Early years: motorcycles
Iso grifo rivolta a3c restoration 500
1950s: Isetta bubble car
1960s: performance cars
The 5.4 L V8 Chevrolet Small-Block engine and the transmission came from General Motors in Detroit, and the de Dion suspension and four-wheel disc braking system came from the large Jaguars of the time. This concept was maintained for almost all production cars of Iso grifo rivolta a3c restoration . Starting in 1971, Ford 351 Cleveland engines replaced the GM small block.
That same year Bertone showed the Grifo A3/L prototype at the Turin Auto Show, while Iso grifo rivolta a3c restoration showed off the (partly unfinished) competition version; the Iso grifo rivolta a3c restoration Grifo A3/C. Both were overwhelmingly successful. Although design changes had to be made to the prototype, Iso grifo rivolta a3c restoration concentrated on getting the Grifo A3/L ready for production. The car got a light facelift that made it less aggressive but turned it into possibly the most elegant-looking Gran Turismo (GT) supercar ever produced. This “street” Iso grifo rivolta a3c restoration Grifo GL received the fast, modified but reliable Chevrolet Corvette’s 327 V8 (5.4 L) engine—either in 300 or 350 hp—coupled to a Borg-Warner 4-speed toploader. These engines were ordered in the United States, but were completely taken apart and blueprinted before they were put in; as they did with the Iso grifo rivolta a3c restoration Rivolta GT. With over 400 horsepower (300 kW) and a weight of less than 2,200 pounds (1,000 kg), the vehicle was able to reach speeds over 275 km/h (171 mph).
While Renzo Rivolta focused on the A3/L; Giotto tried to promote the A3/C—making for some tension between the two. This meant that the Grifo GL was being produced at Bresso and the A3/C at Piero Drogo’s Sports Cars of Modena under Giotto’s strict supervision. In 1964 the prototype Grifo A3/C raced at Le Mans (Edgar Berney/Pierre Noblet), running well until brake problems required a two hour pit stop. The car then resumed the race, finally finishing in 14th place; an encouraging result for a brand-new car.
Bizzarrini 5300 GT
Finally in 1965 Giotto Bizzarrini and Renzo Rivolta split ways, which resulted in separate production of the street Grifo GL and the competition Bizzarrini A3/C. Giotto refined his A3/C and this eventually turned out to be his line of Bizzarrini 5300 Stradas and Corsas. From here on the “Grifo” name was lost in connection to Bizzarrini.
Bizzarrini continued to build both Bizzarrini Stradas and Corsas and had the alloy bodies (put together with more than 10,000 rivets) built by BBM of Modena. In 1966 he introduced a scaled-down version, the Bizzarrini 1900 “Europa,” first shown in 1967. Most of these cars got a tuned-up version of the Opel 1900 engine, some got Alfa Romeo engines. Only about 17 Europas were ever built, making it one of the rarest of his creations. Even rarer is the Barchetta version, the P538, with only three ever produced. A total of around 155 Bizzarrini Stradas and Corsas were built before Bizzarrini closes down in 1969 after a bankruptcy; all remaining parts and cars were sold off.
Production of the GT
Production of the Grifo
The car developed 390hp (290kW) in its production form and could reach 110km/h (68mph) in first gear. Renzo Rivolta also showed a one-off Grifo A3/L Spyder at the Geneva auto show. The production of Iso grifo rivolta a3c restoration Grifo GL started in 1965. In October 1966 the very first Grifo (car #97) with Targa Top was shown at Turin. This was one of 13 Series I Targas ever built; later, four series II Targas were built.
In 1968 the Grifo 7 Litri was introduced with a Chevrolet L71 big-block engine, a Tri-Power version of the 427 engine. This seven-liter power plant required changes to the car to fit, and a hood scoop was needed because of the engine's height. It produced 435hp (324kW) at 5800 rpm and the factory claimed it could reach a top speed of 300km/h (186mph). This particular 7 Litri is still lost.
Iso grifo rivolta a3c restoration Rivolta went bankrupt in 1974, only 1.700 Iso grifo rivolta a3c restoration Gran Turismos had been built in those ten years.
Grifo Series II.
IR-9 "Can Am"
In 1970 a styling change was made to the nose section of the car for the Grifo Series II. It got a sleeker look and hide-away headlights. In this new Series II, four Targas were built, and for the IR-9 "Can Am" version the engine was switched from the 427 engines to the newer 454 engine. Production stopped in 1972.
In 1972 Iso grifo rivolta a3c restoration started to use small-block Ford Boss 351 engines; these cars (Grifo IR-8) are recognized by their taller hood scoop. This was the final version of the Iso grifo rivolta a3c restoration Grifos: Iso grifo rivolta a3c restoration S.P.A. closed its doors in 1974 during the oil crisis.
Collectibility In total, 330 Series I and 83 Series II cars were built for a total of 413 Grifos, 90 of which 7 Litri. The rarest are the Series II 5-speeds (23 units) and the Series II Targa (5 units). All Grifos are desirable because of their rarity. A former employee of Iso grifo rivolta a3c restoration , Roberto Negri, runs a small Company in Clusone, Italy, restoring Grifos.
Main source: Wikipedia