1963-1975 Iso Grifo

Comfortable and agile, the Rivolta was well received — and enjoyed much more success than its Gordon Keeble alter ego. It was only with the debut of the Grifo a year later, however, that the fledgling super car builder really made its mark. By shortening the Rivolta chassis (schemed by the celebrated ex-Ferrari engineer Bizzarrini) and clothing it in a sensational coupe body — again by Bertone - Iso now had a car to challenge Ferrari, even if purists would always turn their noses up at the American V-eight engine.

The original 5.4-litre V-eight came in two states of tune — 300 and 365 bhp - with a top speed of up to 160 mph (257 kph) in its most potent form. Buyers could opt for four- or five-speed gearboxes or even an automatic, a fitment unheard-of on the Grifo’s pure-bred rivals. Naturally, four-wheel disc brakes were deemed necessary for a car of such weight and power and in the right hands these elegant, well-engineered cars were as quick as anything on the road. The ultimate version was the 390 bhp seven-liter, manufactured from 1968 to challenge the Ferrari Daytona and Mascrati Ghibli. Iso claimed 170 mph (273 kph) for this flagship coupe and, although this figure was never confirmed independently, there was no doubting its formidable acceleration: 70 (112) was attainable in the first gear alone. A bonnet hump distinguished the seven-liter car from lesser Grifos.

Later Grifos had a redesigned, chisel edged nose with pop-up lights and for the last two years of production employed Ford "Cleveland" V-eights rather than Corvette engines. By then Iso were on the rocks financially, and the company died in the midst of the fuel crisis in 1974.

The Grifo 7.0 litre used a 6998cc V8 at first with later cars using a 7443cc unit. Like all Iso models the Grifo had its own unique blend of Italian styling (the model was originally designed by Bizzarrini) and American muscle-power.