The Iso Grifo, produced from 1965 through 1974, was one of the most distinctive Italian grand touring cars of the 1960s and early 1970s. Combining elegant styling by Giorgetto Giugiaro, chassis engineering by Giotto Bizzarrini and powerful American V8 engines, the Grifo offered Ferrari-level performance with the torque, durability and relatively straightforward maintenance of a Chevrolet or Ford drivetrain.
Developed by industrialist Renzo Rivolta as a more sporting companion to the Iso Rivolta IR 300, the Grifo represented an unusual collaboration between three very different automotive traditions. Its bodywork reflected the best of Italian coachbuilding, its chassis benefited from Bizzarrini’s experience at Ferrari, and its engines came from Detroit. The result was a luxurious, exceptionally fast two-seat coupe with a character unlike that of its Italian contemporaries.
The Grifo evolved through two principal series. Early cars used Chevrolet’s 327-cubic-inch small-block V8, while the spectacular 7 Litri introduced a 427-cubic-inch big-block in 1968. The restyled Series II brought revised front-end styling and the Can Am version with Chevrolet’s 454 V8. The final IR-8 models adopted Ford’s 351 Cleveland engine before Iso ceased automobile production in 1974.
Approximately 400–413 Grifos were produced, with differences among historical records concerning prototypes, chassis numbers and completed cars. Their rarity, celebrated styling and exceptional performance have made them among the most desirable Italian-American grand tourers.
Renzo Rivolta and the Origins of Iso
The Iso story began far removed from exotic automobiles. Industrialist Renzo Rivolta built a successful manufacturing business producing refrigerators, motorcycles and other consumer products in postwar Italy. His company became internationally famous for the Isetta, the tiny bubble car that BMW subsequently manufactured under license.
During the early 1960s, Rivolta decided to enter the prestigious grand touring market. Rather than developing an expensive proprietary engine, he adopted an unconventional strategy: combining Italian design and chassis engineering with reliable, mass-produced American mechanical components.
The first result was the Iso Rivolta IR 300, introduced in 1962. Styled by Giorgetto Giugiaro at Bertone and engineered with the involvement of Giotto Bizzarrini, it used a Chevrolet 327 V8 and a sophisticated chassis with independent front suspension and a De Dion rear axle.
The IR 300 established the formula that would define Iso’s subsequent automobiles. Rivolta then sought a more compact, faster and more exclusive two-seat model capable of competing directly with Ferrari, Maserati and Aston Martin.
1963 Iso Grifo A3/L Prototype coupe, from an auction in Scottsdale on January 19th, 2018
The 1963 Iso Grifo A3/L
The Grifo project brought together Giorgetto Giugiaro, then working at Bertone, and Giotto Bizzarrini, the engineer who had contributed to the development of the Ferrari 250 GTO.
The new car was based on a shortened version of the Iso Rivolta chassis. Its mechanical layout retained the front-mounted Chevrolet V8 and rear-wheel drive, but its lower body and shorter wheelbase gave it a more focused sporting character.
The Grifo A3/L prototype debuted at the 1963 Turin Motor Show. The designation stood for Lusso, reflecting its intended role as a luxurious high-performance road car. Alongside it, Bizzarrini developed the A3/C, a more specialized competition version.
The A3/L attracted considerable attention for its elegant styling and impressive specifications. Production development continued through 1964, with customer cars beginning to appear in 1965.
Giorgetto Giugiaro’s Design
The Grifo is widely regarded as one of Giorgetto Giugiaro’s finest early designs. Its proportions combine a long, low hood with a compact passenger compartment and gently descending fastback roofline.
The front features a wide, shallow grille and paired round headlights, while the sculpted front fenders flow into a relatively restrained body. A sharply defined shoulder line extends toward the rear, giving the car a muscular appearance without excessive decoration.
The Grifo’s styling is particularly effective in profile. Its low roof, long hood and short rear deck suggest considerable performance, while the large glass area and elegant detailing preserve the refinement expected of an expensive grand tourer.
Unlike contemporary mid-engine exotics, the Grifo retained traditional front-engine proportions. Its design successfully combined the visual drama of an Italian sports car with the more substantial presence of a high-powered American grand tourer.
The original Series I body remained largely unchanged until 1970, when Marcello Gandini revised the front-end styling for the Series II.
1967 Iso Grifo GL350 coupe, from an auction at Silverstone on May 28th, 2022
The Series I Grifo GL: 1965–70
The original production Grifo, commonly identified as the Grifo GL, used Chevrolet’s 327-cubic-inch (5.4-liter) small-block V8.
Output varied according to engine specification, with versions rated at approximately 300, 350 and 365 SAE gross horsepower. The engine was mounted well back in the chassis, contributing to relatively balanced weight distribution.
The standard transmission was a four-speed manual, while a ZF five-speed manual and automatic transmissions were also offered. The combination of a relatively light body, powerful V8 and long-legged gearing gave the Grifo exceptional performance.
A contemporary British road test recorded a top speed of approximately 161 mph, making the Grifo one of the fastest production cars available in the mid-1960s.
Despite this performance, the GL was intended primarily as a luxurious road car. Its comfortable interior, substantial torque and stable high-speed handling made it particularly well suited to long-distance touring.
The Chevrolet 327 Small-Block V8
The Chevrolet 327 was central to the Grifo’s character. Unlike the highly specialized V12 engines used by Ferrari and Lamborghini, the Chevrolet V8 was relatively simple, durable and supported by a large supply of replacement components.
Its overhead-valve design used a single camshaft in the block, pushrods and two valves per cylinder. Although less exotic than contemporary Italian engines, the small-block was compact, relatively light and capable of producing substantial power.
The Grifo’s 327 offered excellent throttle response and strong torque across a broad engine-speed range. This allowed the car to accelerate effortlessly without the frequent gear changes required by some high-revving European grand tourers.
The availability of American mechanical components also simplified certain aspects of ownership. However, the Grifo’s installation, cooling system, exhaust arrangement and ancillary components were specific to Iso, so maintaining one is not as simple as servicing an ordinary Chevrolet.
For many enthusiasts, the 327-powered Grifo offers the best balance of performance, handling and everyday usability.
1969 Iso Grifo 7 Litri Series I coupe, from an auction in Pebble Beach on August 13th, 2021
The Grifo 7 Litri: 1968–70
In 1968, Iso introduced the spectacular Grifo 7 Litri, powered by Chevrolet’s 427-cubic-inch (7.0-liter) big-block V8.
The engine was commonly specified in high-performance L71 form, with three two-barrel carburetors and a factory rating of approximately 435 SAE gross horsepower. Its enormous torque transformed the Grifo into one of the most powerful grand touring cars of its era.
Installing the physically larger engine required modifications to the engine compartment and supporting structure. Most visibly, the 7 Litri featured an enormous raised hood section, often nicknamed the penthouse or the “Pagoda” hood, necessary to provide clearance for the tall big-block engine.
Iso advertised a maximum speed approaching 300 km/h (186 mph), although independently measured performance was generally lower. Nevertheless, the 7 Litri was capable of extraordinary straight-line acceleration and very high cruising speeds.
Approximately 90 examples are commonly reported, making the 7 Litri one of the most desirable Grifo variants. Its combination of extreme power, distinctive appearance and limited production gives it particular collector appeal.
1967 Iso Grifo 458/500 Targa, from an auction on January 28th, 2005
The Rare Grifo Targa
Iso also produced a small number of Grifo Targa models featuring a removable roof panel. The design was introduced during the 1960s and offered an open-air driving experience while retaining the coupe’s distinctive proportions.
The Targa was considerably rarer than the conventional fixed-roof Grifo. Commonly cited figures indicate approximately 14 Series I Targas and four Series II Targas, although historical records differ slightly. The removable roof required specialized seals, trim and structural arrangements. These components can be particularly difficult to replace because of the tiny production volume.
Original Targas are highly collectible, especially when accompanied by complete roof components and documentation establishing their factory configuration. Their rarity places them among the most sought-after Grifos.
1970 Iso Grifo GL Series II coupe, from an auction at Amelia Island on March 6th, 2020
The Series II Grifo: 1970–74
The Series II Grifo, introduced in 1970, received a significant front-end redesign by Marcello Gandini at Bertone.
The original exposed quad-headlight arrangement was replaced by partially concealed headlights beneath revised front bodywork. The new nose was smoother and more contemporary, reflecting the changing design trends of the early 1970s. The remainder of the body retained much of Giugiaro’s original design, preserving the Grifo’s long hood, low roof and distinctive fastback proportions. Mechanical specifications evolved during Series II production, with Chevrolet big-block engines continuing initially before Iso adopted Ford powerplants.
The Series II was produced in considerably smaller numbers than the original Grifo, making surviving examples relatively rare.
1971 Iso Grifo Series II Can Am coupe, from an auction in Paris on January 29th, 2026
The Grifo Can Am: 1970–72
The Grifo Can Am, also identified as the IR-9, represented the ultimate development of the Chevrolet-powered Grifo.
It used Chevrolet’s 454-cubic-inch (7.4-liter) big-block V8, replacing the earlier 427. The larger engine provided enormous torque and strong acceleration, although published horsepower ratings varied according to specification and market.
The Can Am retained the Series II’s revised front-end styling and prominent hood bulge necessary to accommodate the large engine.
Its name reflected the contemporary Can-Am racing series, which was associated with exceptionally powerful Chevrolet V8 engines, although the Grifo Can Am itself was a luxury grand tourer rather than a competition car.
The Can Am is among the most desirable Grifo variants because it combines the revised Series II styling with the largest Chevrolet engine offered in the model.
The Grifo IR-8: 1972–74
During 1972, Iso began replacing Chevrolet engines with Ford powerplants, a change associated with supply arrangements and the company’s financial circumstances.
The final Grifo, designated IR-8, used Ford’s 351-cubic-inch (5.8-liter) Cleveland V8. The engine provided strong performance but was less powerful than the preceding Chevrolet big-block versions.
The IR-8 retained the Series II body, with distinctive hood treatment and mechanical changes associated with the Ford drivetrain. The transition to Ford power marked the final stage of Grifo development. Production continued in very small numbers until Iso ceased operations in 1974.
Although the IR-8 lacks the extreme displacement of the 7 Litri and Can Am, its rarity and status as the final production version make it historically significant.
The Iso Grifo A3/C and Bizzarrini 5300 GT
The Grifo’s history is closely connected to the Iso Grifo A3/C, the competition version developed by Giotto Bizzarrini.
Where the A3/L was designed as a luxurious road car, the A3/C emphasized racing performance. It featured lightweight coachwork, a more rearward engine position and specialized competition equipment.
The A3/C competed at major endurance events, including the 24 Hours of Le Mans, where it achieved notable results during 1964 and 1965.
However, Renzo Rivolta and Bizzarrini disagreed over the company’s direction. Rivolta favored profitable luxury grand tourers, while Bizzarrini wanted to pursue competition development.
Their partnership ended during the mid-1960s, and Bizzarrini continued developing the competition car under his own name. It evolved into the Bizzarrini 5300 GT, one of the most celebrated Italian-American sports cars of the era.
Although closely related in origin, the Grifo A3/C and Bizzarrini 5300 GT should be distinguished from the regular-production Grifo GL. Their construction, intended use and collector markets are substantially different.
Chassis and Suspension
The Grifo used a shortened version of the Iso Rivolta’s pressed-steel chassis, developed with substantial input from Giotto Bizzarrini.
The front suspension employed independent double wishbones, coil springs and telescopic dampers. At the rear, a De Dion axle with coil springs and a Watt linkage provided improved wheel control compared with a conventional live axle.
The De Dion arrangement allowed the rear wheels to maintain more consistent geometry during suspension movement while keeping the differential mounted to the chassis. This reduced unsprung weight and improved handling over uneven surfaces.
Four-wheel disc brakes provided stopping performance appropriate to the Grifo’s considerable speed, with rear discs mounted inboard.
The chassis was intended to combine high-speed stability with comfort rather than provide the sharpest possible response on a racetrack. Its sophisticated rear suspension was particularly notable given the use of relatively conventional American engines.
Transmissions and Driving Character
The Grifo was available with several transmissions, including a Borg-Warner four-speed manual, an optional ZF five-speed manual and automatic gearboxes.
The ZF five-speed is particularly desirable because it provides closer ratios and more flexible high-speed cruising. However, the Chevrolet V8’s broad torque curve makes even the four-speed cars relatively effortless to drive.
The 327-powered Grifo is generally the most balanced version. Its lighter small-block engine contributes to responsive steering and predictable handling, while providing more than enough power for rapid road use.
The 7 Litri and Can Am offer a very different experience. Their big-block engines deliver extraordinary torque and acceleration, but the additional front-end weight affects steering response and handling balance.
The Grifo’s interior and suspension tuning emphasize comfort, making it more suitable for long-distance touring than many contemporary Italian sports cars. Its combination of high-speed stability, abundant torque and elegant surroundings is central to its appeal.
Interior and Equipment
The Grifo’s interior reflects its position as an expensive, low-volume Italian grand tourer. It features extensive leather upholstery, traditional instruments, carefully finished trim and a relatively spacious two-seat cockpit.
The dashboard combines sporting instrumentation with luxury-car detailing. Depending upon specification, cars could be equipped with electric windows, air conditioning and other comfort features unusual among high-performance European cars of the mid-1960s.
The driving position is low, with a long hood visible ahead and a relatively upright windshield. The broad transmission tunnel and compact cabin reinforce the car’s sporting character.
Interior materials and equipment varied during production, reflecting Iso’s hand-built manufacturing methods. Correct original trim, switches, instruments and fittings are increasingly important because replacement components can be difficult to obtain.
Body Construction and Corrosion
The Grifo’s steel body and chassis are vulnerable to corrosion, particularly in rocker panels, floor sections, wheel arches, lower fenders and areas surrounding the windshield and rear window.
The pressed-steel chassis structure requires careful inspection because corrosion or previous accident damage can compromise alignment and structural integrity. Suspension mounting points and chassis sections should be examined thoroughly.
The Grifo’s hand-built body panels present additional restoration challenges. Replacement panels are scarce, and accurate repairs often require skilled metal fabrication. Panel fit should be evaluated carefully, but buyers should also recognize that original construction tolerances were not equivalent to those of modern mass-produced cars.
A structurally sound, largely original Grifo is generally preferable to a cosmetically attractive example concealing extensive corrosion or poorly executed repairs.
Engine and Drivetrain Maintenance
The Chevrolet and Ford V8 engines used in the Grifo are generally durable and comparatively straightforward to service. Their widespread use in American automobiles means that many internal engine components remain available.
However, engine originality is particularly important. Some Grifos have received replacement engines, modified induction systems or performance upgrades during their lives.
Cooling-system condition should be inspected carefully, especially on big-block cars. Radiators, hoses, water pumps and cooling fans must be in good condition to manage the heat generated by the large V8 engines.
Transmission and differential condition also require attention. Worn synchronizers, leaking seals, differential noise and deteriorated driveline joints can lead to expensive repairs.
Although the engines are relatively familiar, many other mechanical components are specific to Iso or were sourced from specialized European suppliers. Restoration therefore requires knowledge of both American and Italian automotive engineering.
Suspension, Brakes and Electrical Systems
The Grifo’s De Dion rear suspension is sophisticated but contains components that can deteriorate with age. Bushings, bearings, locating links and suspension mounts should be inspected for wear or damage.
The inboard rear disc brakes can be more labor-intensive to service than conventional outboard arrangements. Brake calipers, hydraulic hoses and master cylinders may require rebuilding after prolonged storage.
Electrical problems are common in unrestored examples, particularly because of aging wiring, corroded connectors and deteriorated switches. The basic electrical system is relatively simple, but some original components are difficult to source.
A properly maintained Grifo should feel stable and predictable at speed. Excessive steering play, unusual suspension noises or inconsistent braking may indicate deferred maintenance or structural problems.
Understanding the Major Iso Grifo Variants
- Grifo A3/L Prototype (1963): Original Giugiaro-designed luxury coupe prototype, developed using a shortened Iso Rivolta chassis.
- Grifo GL Series I (1965–70): Principal production model with Chevrolet 327 small-block V8, available in several horsepower specifications.
- Grifo Targa Series I (1966–70): Extremely rare removable-roof version, with approximately 14 examples commonly reported.
- Grifo 7 Litri (1968–70): High-performance version with Chevrolet 427 big-block V8, approximately 435 SAE gross horsepower and distinctive raised hood.
- Grifo Series II (1970–74): Restyled model with revised front end and partially concealed headlights.
- Grifo Can Am / IR-9 (1970–72): Series II big-block model with Chevrolet 454 V8.
- Grifo IR-8 (1972–74): Final production version with Ford 351 Cleveland V8.
- Grifo Targa Series II (1970–74): Exceptionally rare removable-roof Series II version, with approximately four examples commonly cited.
The Grifo A3/C, developed for competition and later evolved into the Bizzarrini 5300 GT, belongs to the same historical family but is generally treated separately from regular Grifo production.
What Matters to Collectors
For any Iso Grifo, originality, structural condition, factory specification and documentation are among the most important considerations.
The Grifo 7 Litri is especially desirable because of its powerful 427 V8, distinctive hood and limited production. The Can Am is similarly attractive because it represents the ultimate Chevrolet-powered development.
The Targa variants are exceptionally rare and command particular attention when accompanied by complete original roof components and reliable documentation.
Among standard cars, the 327-powered Series I offers the purest expression of Giugiaro’s original design. Its relatively lighter engine and elegant proportions make it particularly appealing to enthusiasts who value driving balance.
The Series II attracts buyers who prefer its revised front-end styling and greater rarity, while the IR-8 has historical significance as the final production version.
Engine identification is critical because the differences in value among a standard 327, a genuine 7 Litri and a Can Am can be substantial. Factory records, chassis numbers, engine specifications and period documentation should be examined carefully.
The Iso Grifo Among Its Contemporaries
The Grifo competed with some of the most prestigious grand touring cars of the 1960s, including the Ferrari 275 GTB, Maserati Ghibli and Aston Martin DB6.
Compared with the Ferrari, the Grifo offered a more relaxed driving experience, with greater low-speed torque and a less mechanically demanding engine. Its American V8 also provided relatively straightforward servicing compared with Ferrari’s sophisticated V12.
The Maserati Ghibli offered similarly dramatic Italian styling but used a proprietary V8 and a more conventional luxury grand-touring character. The Grifo’s Chevrolet powertrain gave it a distinctive combination of effortless acceleration and mechanical familiarity.
The Aston Martin DB6 emphasized traditional British craftsmanship and long-distance refinement, while the Grifo offered more exotic styling and, particularly in big-block form, substantially greater straight-line performance.
The Grifo’s appeal lies in its unusual combination of Italian coachbuilding, sophisticated chassis engineering and American V8 power. Few contemporary cars offered the same balance of performance, elegance and mechanical simplicity.
Important Sales Reviewed by SCM Experts
In each month’s issue for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Iso Grifo, you’ll likely find these profiles critical in helping you make the right decision. Each of the following is an article from our print magazine on a Iso Grifo sold at auction.
1964 Iso Grifo A3/L Spider PrototypeOnly a single original Iso Grifo convertible was built: this car, actually a companion to the original A3/L prototype coupe, with which it shared such distinctive features as the side exhaust rakishly snaking through the passenger’s side of the cowl and under the rocker panel trim with its nearly matte finish, a nose with a […]Read more
1970 Iso Grifo Series I TargaThis 1970 Iso Grifo is one of approximately 14 targa examples built during four years of Series I production. It was completed on May 21, 1970, before being delivered new in Germany. Chassis 314 was purchased in 1978 by its previous owner, who commissioned a repaint in the current shade of dark blue metallic and […]Read more
1963 Iso Grifo A3/L PrototypeAt the 1963 Torino Motor Show, one of the decade’s most celebrated berlinettas, the Iso Grifo A3/L, was introduced on Bertone’s stand. Powered by a Corvette V8 and built on the Iso Rivolta’s short-wheelbase chassis, the Grifo was designed by legendary engineer Giotto Bizzarrini with substantial input from Bertone stylist Giorgetto Giugiaro. Company principal Renzo […]Read more- 1967 Iso Grifo GL Series IThe Grifo GL offered here is one of about 34 right-hand-drive Series I examples produced. It was acquired by the current owner as a solid original car in 1986 and was subsequently sent to a restorer to be refinished in burgundy. The work was never carried out, and the car spent over two decades in […]Read more
- 1967 Iso Grifo GL 300This 1967 Iso Grifo GL, chassis GL660107, features Chevrolet’s 327-cubic inch V8, with 300 horsepower. The car’s silver finish accentuates its distinctive Bertone lines, and the black leather interior presents nicely, showing wear commensurate with the car’s age. The elegant wood-trimmed instrument panel remains in good condition, as does the sporty three-spoke, wood-rimmed steering wheel. […]Read more
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Past Auction Sales – Iso Grifo
Average Iso Grifo Sale Price by Year from SCM’s Platinum Auction Database:
Iso Grifo Sales from SCM’s Platinum Auction Database:
Gooding Christie's
Condition: 2
Jan 29, 2026
$511,140
RM Sotheby's
Condition: 3-
Oct 26, 2024
$1,875,000
Bring a Trailer
Condition: 2-
Jun 24, 2024
$492,500
Artcurial
Condition: 3+
Feb 2, 2024
$363,231
RM Sotheby's
Condition: 2-
Jan 25, 2024
$324,000
Broad Arrow Auctions
Condition: 2
Mar 3, 2023
$335,000
RM Sotheby's
Condition: 1-
Jan 26, 2023
$533,000
Silverstone
Condition: 2-
May 28, 2022
$390,833
RM Sotheby's
Condition: 2+
Jan 27, 2022
$610,000
RM Sotheby's
Condition: 2-
Nov 19, 2021
$2,034,416
Bonhams
Condition: 3+
Sep 18, 2021
$476,096
Gooding & Co.
Condition: 2
Aug 13, 2021
$544,000
RM Sotheby's
Condition: 2
Jan 22, 2021
$406,500
RM Sotheby's
Condition: 2+
Oct 23, 2020
$500,000
RM Sotheby's
Condition: 1-
Oct 23, 2020
$401,000
RM Sotheby's
Condition: 1-
Mar 6, 2020
$500,000
RM Sotheby's
Condition: 2-
Feb 5, 2020
$303,133
RM Sotheby's
Condition: 1-
Mar 8, 2019
$362,500
RM Sotheby's
Condition: 2-
Sep 5, 2018
$641,108
Silverstone
Condition: 2
May 18, 2018
$364,256
Gooding & Co.
Condition: 2
Jan 19, 2018
$1,760,000
Bonhams
Condition: 3+
Sep 9, 2017
$260,973
Bonhams
Condition: 2+
Jun 30, 2017
$268,663
Artcurial
Condition: 3
Feb 10, 2017
$468,781
RM Sotheby's
Condition: 4
Sep 7, 2016
$172,592
Bonhams
Condition: 1-
Jun 27, 2014
$326,853
RM Auctions
Condition: 1-
May 10, 2014
$277,412
RM Auctions
Condition: 3
Sep 8, 2013
$244,269
Gooding & Co.
Condition: 2-
Jan 20, 2012
$352,000
Gooding & Co.
Condition: 3+
Aug 14, 2010
$137,500
RM Auctions
Condition: 3-
Oct 10, 2008
$85,250
RM Auctions
Condition: 2
Jan 18, 2008
$308,000
RM Auctions
Condition: 1
Oct 31, 2007
$255,172
RM Auctions
Condition: 2
Jan 28, 2005
$115,500
RM Auctions
Condition: 1-
Aug 12, 2004
$73,700
RM Auctions
Condition: 3-
Aug 18, 2000
$33,000
RM Auctions
Condition: 3
Aug 26, 1999
$30,800
Brooks
Condition: 3-
Jun 11, 1998
$12,906
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