Italian soul, American heart

Italian 'bubble car' manufacturer Iso joined the ranks of supercar constructors in 1962 with the launch of the Rivolta coupé at the Turin Motor Show. Renzo Rivolta's Isothermos company had begun life pre-WW2 making refrigerators, turning to the manufacture of scooters and motorcycles, under the Iso name, after the war and thence to the Isetta bubble car, which was taken up so successfully by BMW. Styled at Carrozzeria Bertone by the young and up-and-coming Giorgetto Giugiaro and powered by a 5.4-litre Chevrolet V8, the four-seat Rivolta employed a steel platform chassis featuring independent front suspension, De Dion rear axle, and disc brakes all round. The chassis and running gear were designed by ex-Ferrari engineer, Giotto Bizzarrini, whose company specialised in the production of prototypes for the Italian automobile industry.

An engineering graduate and former Alfa Romeo test driver, Bizzarrini was head-hunted by Ferrari in 1957, eventually assuming responsibility for sports car development at Maranello where he worked on such notable models as the 250 GTO. In 1961, he was one of the many senior technical staff that departed from Ferrari following an acrimonious dispute over the company's style of management. His next job was with ATS, and then in 1962 he started his own company, Società Autostar, changing its name to Bizzarrini in 1964.

As Iso and many of its European contemporaries had recognised, the use of a tried and tested American power train enabled them to compete with the likes of Ferrari, Maserati and Aston Martin in performance terms while undercutting them on price. Iso's first supercar set the pattern for those that followed: Bizzarrini-designed chassis, Bertone coachwork, and Chevrolet engines. Future developments included the long-wheelbase, Ghia-styled, Fidia four-door saloon; the Rivolta-replacement Lele; and the muscular, short-wheelbase Grifo.

Produced between 1965 and 1974, the 'standard' Grifo used the small-block Chevrolet Corvette V8 engine in all but its final Ford-powered incarnation. Even the tamest Grifo came with 350bhp, which was good for around 160mph, while for the seriously speed addicted there was the exclusive, 7.0-litre, 'big block' model. Introduced in 1968, the 7.0-litre Grifo incorporated numerous mechanical changes to cope with larger, heavier engine and its monstrous power output. It was readily distinguishable from the regular Grifo by its large bonnet scoop (dubbed 'Penthouse' on account of its shape) necessitated by the taller engine. The factory claimed a top speed of 186mph for the long-legged 7.0-litre Grifo, making it faster than a Ferrari Daytona.

Iso also offered the even more powerful 7.4-litre 'Can Am' version of this engine. There was also a Corsa (racing) version of the Grifo: the A3/C. Despite the partnership's successes, Rivolta and Bizzarrini soon parted company, the latter going on to re-launch a revised version of the A3/C under his own name in 1965. Between 1965 and 1974 when production ceased, Iso made approximately 412 Grifos including a small number of Targa coupés like the model featured here.

The first Targa was unveiled in 1966 by Carrozzeria Pavesi of Milan featuring a central pillar, a two-piece roof and a 'soft' rear window with zip. The factory gave the name 'S' to the Targa project. Production Targas featured a reinforced chassis, a model-specific windscreen and a glass rear window, and were built in Iso's factory in Bresso near Milan. The last Targa left the factory in 1971 after only 13 cars had been built in Bresso.

This beautiful 1969 Iso Grifo S Targa is available as part of Bonhams Milano AutoClassica auction on the 18th November 2022. Photos © Bonhams