{"id":894408,"date":"2026-04-14T08:22:08","date_gmt":"2026-04-14T08:22:08","guid":{"rendered":"https:\/\/www.supercars.net\/blog\/?p=894408"},"modified":"2026-04-12T20:47:04","modified_gmt":"2026-04-12T20:47:04","slug":"1965-iso-grifo-a3-l","status":"publish","type":"post","link":"https:\/\/www.supercars.net\/blog\/1965-iso-grifo-a3-l\/","title":{"rendered":"1965 Iso Grifo A3\/L"},"content":{"rendered":"

Turin, March 1965. Iso Rivolta unveiled the Grifo, a dramatically styled grand tourer designed to challenge Ferrari’s dominance. The name meant “griffin” in Italian, a mythical creature combining eagle and lion. Giorgetto Giugiaro, then working at Bertone, penned the striking bodywork featuring a low nose, aggressive stance, and distinctive flying buttresses. Under the hood sat a Chevrolet 327 cubic inch V8 producing 300 horsepower, later upgraded to the 427 big-block for the ultimate GL specification. The A3\/L combined American muscle with Italian craftsmanship, delivering Ferrari performance at half the maintenance cost. Production ran from 1965 to 1974, with approximately 412 Grifos built.<\/p>\n

Background and Origins<\/strong><\/h2>\n
\"\"
Credit: Radical Mag<\/figcaption><\/figure>\n

Iso Rivolta began as a refrigerator manufacturer before entering automobile production in 1953 with the Isetta bubble car. By the early 1960s, founder Renzo Rivolta wanted to build sophisticated grand tourers. His philosophy was pragmatic: use reliable, powerful American V8 engines in elegant Italian coachwork, avoiding the temperamental complexity of exotic European powerplants.<\/p>\n

The first result was the Iso Rivolta IR 300, a four-seat luxury sedan introduced in 1962. It proved the concept worked, combining Chevrolet Corvette mechanicals with Bertone styling. Encouraged by success, Rivolta commissioned a two-seat sports car. Giugiaro designed the stunning bodywork while engineer Giotto Bizzarrini developed the chassis, fresh from creating Ferrari’s 250 GTO.<\/p>\n

The prototype debuted at Turin in October 1963 as the Grifo A3\/C, a competition-focused variant. The road-going A3\/L followed at the 1965 Turin show, sharing the basic platform but with refined suspension, more luxurious interior, and civilized road manners. Production began immediately at Iso’s Bresso factory near Milan.<\/p>\n

Design and Engineering<\/strong><\/h2>\n
\"\"
Credit: Radical Mag<\/figcaption><\/figure>\n

The Grifo A3\/L was based on a tubular steel chassis designed by Giotto Bizzarrini. The ladder frame featured large-diameter tubes creating a rigid central structure, with smaller-section tubing supporting suspension pickup points. The 2,550mm wheelbase provided excellent weight distribution with the engine mounted entirely behind the front axle line.<\/p>\n

Front suspension used unequal-length double wishbones with coil springs and telescopic dampers. The rear employed a De Dion axle with trailing arms, Watt’s linkage for lateral location, coil springs, and tube shocks. This sophisticated rear suspension delivered excellent traction while maintaining precise wheel control. Anti-roll bars front and rear controlled body roll.<\/p>\n

Braking was by Girling disc brakes all around, vented at the front measuring 290mm and solid rears at 280mm with dual-circuit hydraulics. Power steering was optional, with most customers preferring the unassisted rack-and-pinion’s superior feedback.<\/p>\n

\"\"
Credit: Radical Mag<\/figcaption><\/figure>\n

The standard engine was Chevrolet’s 327 cubic inch small-block V8. Displacing 5,359cc with a 101.6mm bore and 82.6mm stroke, this overhead-valve V8 featured a four-barrel carburetor and hydraulic lifters. Output was 300 horsepower at 5,000 rpm and 360 lb-ft at 3,200 rpm.<\/p>\n

From 1968, customers could specify the legendary 427 cubic inch big-block, displacing 6,997cc and producing 390 horsepower at 5,200 rpm and 460 lb-ft at 3,400 rpm. This GL specification transformed the Grifo into a genuine supercar, capable of embarrassing contemporary Ferraris in straight-line performance.<\/p>\n

Transmission was a Borg-Warner four-speed manual or optional three-speed automatic. Final drive ratios varied depending on engine specification, typically between 3.54:1 and 3.90:1.<\/p>\n

Styling<\/strong><\/h2>\n
\"\"
Credit: Radical Mag<\/figcaption><\/figure>\n

Giugiaro’s design was stunning from every angle. The Grifo’s proportions were perfect: long hood, short deck, and a cabin positioned well rearward. The front featured four exposed headlights flanking a simple grille with horizontal bars. The hood was long and low, creating an aggressive profile.<\/p>\n

The side view was dominated by a distinctive crease running from headlight to tail. The roofline featured flying buttresses that became the Grifo’s signature element, creating an elegant C-pillar treatment. At the rear, quad circular taillights were set into a black panel, while dual exhaust outlets exited through the bumper.<\/p>\n

Body panels were hand-formed aluminum over the tubular steel chassis, though some later examples used steel for cost reasons. Panel gaps were tight, reflecting Bertone’s expertise in coachbuilding. Standard wheels were 15-inch Campagnolo magnesium units measuring 7 inches wide, wearing Michelin XWX tires sized 205\/70 VR15. GL models received wider 8-inch rear wheels.<\/p>\n

Interior<\/strong><\/h2>\n
\"\"
Credit: Radical Mag<\/figcaption><\/figure>\n

The cabin was trimmed in Connolly leather throughout with matching carpeting. Front seats were deeply contoured buckets providing excellent support. Small rear seats were suitable only for children or luggage, making the Grifo effectively a two-seater.<\/p>\n

The dashboard featured a comprehensive instrument cluster with Veglia gauges including a large tachometer, speedometer, oil pressure, water temperature, fuel, and ammeter. A wood-rimmed steering wheel faced the driver with the Iso griffin badge at its center. The gear lever sprouted from the transmission tunnel with a leather boot and chrome surround. Air conditioning was optional and rarely specified.<\/p>\n

Specifications<\/strong><\/h2>\n
    \n
  • Engine: Chevrolet 327 V8, 5,359cc (101.6mm x 82.6mm), overhead valves, two valves per cylinder (427 big-block optional)<\/li>\n
  • Power: 300 bhp at 5,000 rpm (390 bhp with 427)<\/li>\n
  • Torque: 360 lb-ft at 3,200 rpm (460 lb-ft with 427)<\/li>\n
  • Transmission: Borg-Warner four-speed manual or three-speed automatic<\/li>\n
  • Chassis: Tubular steel ladder frame, 2,550mm wheelbase<\/li>\n
  • Suspension: Double wishbones (front), De Dion axle with Watt’s linkage (rear)<\/li>\n
  • Brakes: Girling vented discs 290mm (front), solid discs 280mm (rear)<\/li>\n
  • Wheels: Campagnolo 7×15 magnesium, Michelin XWX 205\/70 VR15<\/li>\n
  • Weight: 1,360 kg<\/li>\n
  • Performance: 161 mph top speed (327), 171 mph (427), 0-60 mph in 6.4 seconds (327)<\/li>\n<\/ul>\n

    Competition History<\/strong><\/h2>\n
    \"\"
    Credit: Radical Mag<\/figcaption><\/figure>\n

    The Grifo A3\/L was designed as a road car, though the competition-focused A3\/C variant achieved racing success. Several A3\/L owners entered their cars in GT racing during the late 1960s, where the combination of American V8 torque and sophisticated chassis proved competitive in long-distance events. The Grifo’s real competition was in the showroom, where it challenged Ferrari’s 275 GTB and later Daytona, offering similar performance with vastly superior reliability and lower running costs.<\/p>\n

    Production and Legacy<\/strong><\/h2>\n
    \"\"
    Credit: Radical Mag<\/figcaption><\/figure>\n

    Iso built approximately 412 Grifos between 1965 and 1974 at the Bresso factory, though exact numbers remain disputed. Production included roughly 90 competition A3\/C models, with the remainder being A3\/L road cars. Of these, approximately 133 received the 427 big-block engine as GL specification.<\/p>\n

    The Grifo represented Renzo Rivolta’s vision perfectly: a beautiful, fast, reliable grand tourer that avoided the complexity and fragility of Italian exotics. The combination of American V8 power and Italian styling created something unique, a car that could cruise effortlessly at high speeds while requiring only basic maintenance.<\/p>\n

    However, commercial success eluded Iso. Production costs were high due to hand-built construction, while the brand lacked Ferrari’s prestige. The 1973 oil crisis devastated demand for thirsty V8 grand tourers. Renzo Rivolta died in 1966, leaving his son Piero to manage an increasingly difficult business. Production ended in 1974 as Iso Rivolta collapsed financially.<\/p>\n

    Today, the Grifo is recognized as one of the most beautiful Italian cars of the 1960s and among Giugiaro’s finest designs. Those flying buttresses influenced countless subsequent designs, while the combination of American power and Italian elegance created a template others would follow. Values have climbed significantly, with pristine 427 GL examples commanding prices approaching contemporary Ferraris.<\/p>\n

    The Grifo proved that Italian coachbuilders could create masterpieces around pragmatic American mechanicals, that beauty and reliability weren’t mutually exclusive. It represented an alternative path the Italian exotic car industry might have followed, one prioritizing dependability alongside performance and style. The Grifo was Iso Rivolta’s masterpiece, a griffin that soared briefly but brilliantly before the company’s collapse ended production of one of the decade’s most compelling grand tourers.<\/p>\n","protected":false},"excerpt":{"rendered":"

    Turin, March 1965. Iso Rivolta unveiled the Grifo, a dramatically styled grand tourer designed to challenge Ferrari’s dominance. The name meant “griffin” in Italian, a mythical creature combining eagle and lion. Giorgetto Giugiaro, then working at Bertone, penned the striking bodywork featuring a low nose, aggressive stance, and distinctive flying buttresses. Under the hood sat a Chevrolet 327 cubic inch V8 producing 300 horsepower, later upgraded to the 427 big-block for the ultimate GL specification. The A3\/L combined American muscle […]<\/p>\n","protected":false},"author":49,"featured_media":894410,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2186,694,9348],"tags":[16843,696,13281,23352,23294],"class_list":["post-894408","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-1960s","category-iso","category-guides","tag-1960s-cars","tag-iso","tag-iso-grifo","tag-iso-grifo-a3-l","tag-model-guides"],"yoast_head":"\n1965 Iso Grifo A3\/L<\/title>\n<meta name=\"description\" content=\"The Iso Grifo A3\/L: Italian-American GT from 1965. Giugiaro styling with Chevy 327 or 427 V8 power, flying buttresses. 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