Five hardcore Grifo enthusiasts have signed on for a new
Italian GT with Z06 Corvette soul. It’s Déjà vu all over again!
Grifo 90 styling buck, Modena, Italy, June 1991
New Grifo 90, Lake Como, Italy, April 2010
That’s how it all started for specialty car builder Renzo Rivolta in the early-1960s: Chevrolet-powered Italian GTs. Renzo, and later his son, Piero Rivolta showed the world that it doesn’t get any better than combining Italian styling and chassis engineering with American power. First it was the two-plus-two Rivolta GT, followed by the stunning two-place Grifo, two-plus two Lele and Fidia sedan (The Worlds Fastest Four Seats!). Except for a limited number of Ford 351 powered models when Piero Rivolta changed direction, Chevrolet, both small and big-block, was the power supplier of choice.
Original Iso production ended in 1974.
Piero Rivolta, right and Dallara check interior layout
And that’s what Piero Rivolta envisioned when he put the IsoRivolta and Grifo nameplates on a modern GT in 1990: IsoRivolta Grifo 90. He enlisted the services of friends and legends in the field: Gian Paolo Dallara (Formula One and Three constructor) and Marcello Gandini (supercar stylist). He even brought back his old pal and former sales manager of Iso, Piero Sala to move the metal. To bring it all together, Rivolta partnered with a successful bus building company in Bari, Italy for financing
and final assembly.
Unfortunately what Rivolta couldn’t control was economic conditions in Europe. Before production ever started, a far-reaching recession signaled the collapse of the partnership. A fully functioning Grifo 90 prototype was never built. When the smoke had cleared, all that remained was Gandini’s yellow styling buck. The partnership was dissolved and, with typical Italian drama, the Grifo 90 styling buck and the 1990 ZR-1 Corvette that was to be used as a “Mule,” mysteriously disappeared! While the Grifo 90 was dead in the water, Iso enthusiasts, collectors and Piero Rivolta did not forget it.
Grifo 90 Press Conference, Modena, Italy, June 1991
When I introduced the Grifo 90 to U.S. automotive and lifestyle media after the international press conference on the outskirts of Modena in June 1991, the announcement heading was: IsoRivolta – Una Grande Tradizione Che Torna (The Continuation of a Grand Tradition). After more than 15 years, Piero Rivolta was ready to breathe new life into his family’s once-dynamic brand. The Grifo 90 remains one of the most exciting and rewarding product introductions I have been involved in. Owning a 1967 Iso Grifo since new, I took great pride in working with Piero and seeing his and Dallara’s and Gandini’s sketches and engineering drawings morph into a gracefully-sculptured 1:1 scale styling buck.
We (PMPR, Inc.) were involved with the project starting a year or so before its press introduction. I produced the marketing study (IsoRivolta Grifo: U.S. Marketing Feasibility Study) for IsoRivolta S.r.L., Modena, Italy, which was the partnership between Piero Rivolta and the Vinella brothers who controlled a group in Bari that manufactured busses. When it came to powerplant choices, Piero chose to stick with Chevrolet small-blocks that had served both him and his father well from the time that their first high-performance car (Rivolta GT) was produced.
I accompanied Piero on his visit to Reeves Callaway in Old Lime, CT to discuss possibilities of using one of his signature twin-turbocharged Corvette engines. We later met with Mike Koran at Specialized Vehicles in Troy, MI to discuss alternative small-block Chevy powerplants. Rivolta reviewed a number of boosted (twin turbo and supercharged) LT1 350 small blocks generating up to 425-435 horsepower. Possibilities were almost endless.
When Chevrolet came out in 1990 with the ZR-1 Corvette powered by a new four-cam, four-valve LT5 with heads engineered by Lotus, Rivolta’s interest was piqued. The ZR-1 had a European influence and was a premium priced American sports car. It also came very close to Piero’s vision of a new Grifo as far as horsepower, performance, weight and dimensions were concerned. He determined that a ZR-1 could be used as a development (Mule) vehicle before Dallara and his team would be able to build a running prototype.
As is often said, timing is everything. When the ZR-1 was announced, dealers starting tacking on extra charges as absurd as $25,000-$50,000 to Chevrolet’s already pricy sticker. Fortunately I had a very good relationship with GM and Chevrolet based on PMPR having the Buick PR consulting contract since 1982 and my launching of CHEVY ACTION and VETTE magazines. I arranged with Chevrolet PR Director Ralph Kramer to allow Piero Rivolta to purchase at discount one of the pilot/early production ZR-1s that had been used for the press launch in Switzerland. They were all Bright Red and upon return home, refurbished by Chevrolet Engineering at the Milford Proving Grounds. They were reserved for Chevrolet-sponsored NASCAR and road racing drivers. One was taken out of the fleet and earmarked for Piero Rivolta
ZR-1 was purchased from Chevrolet after media launch
Rivolta purchased a very low serial number ZR-1 and had it put on an Alitalia 747 bound for Milano at Detroit Metro Airport. The LT5 was Piero Rivolta’s choice and engines were to be purchased from the company that assembled them for Chevrolet, Mercury Marine (Mercruiser) in Stillwater, OK.
Working with Gandini on the design of the aluminum two-place body and Dallara on the tubular steel chassis and four-wheel multi-link IRS, Piero Rivolta came up with a modern version of what the Grifo could be had it not had its life cut short years earlier. The final specs showed a 100-inch wheelbase, 177-inch overall length and a curb weight of 3,500 pounds.
Running gear included power rack and pinion steering, electronic ride control, huge Brembo disc brakes, 18-inch OZ alloy wheels shod with Pirelli P-Zeros and a choice of six-speed ZF manual or Valeo electronic clutch automatic. Performance was estimated at 0 to 60 in 4.5 seconds with a top speed of 186 mph. Plans were made to manufacture the Grifo 90 in Bari. Its projected price: $225,000.
By the time Rivolta was getting close to seriously considering the ZR-1’s engine, its stock horsepower rating was over 400. With simple computer tuning and intake and exhaust upgrades, an additional 50 horsepower would be in reach. But it was not to be. Europe was in the grip of a recession and municipalities stopped ordering new commuter busses. Rivolta’s partners in Bari relied upon bus production to fund the Grifo 90 venture. All indications pointed to rough sailing ahead for the project.
Rivolta was interested in showing the Grifo 90 to enthusiasts in New York and I worked with Candida Romanelli, Director of the New York International Auto Show at the Javits Center to lock in a special display area for the styling buck. Iso has a history of U.S. new model launches in New York City, dating back to the 1960s when the show was at the New York Coliseum. The Grifo 90 was well received by both the Press and the public at the 1992 show, but not well enough to stop the
unraveling of IsoRivolta S.r.L.
First "new" Grifo 90 photographed at Mako-Shark Designs
Almost 20 years later, enter Federico Bonomelli, serious car enthusiast and owner of Mako-Shark Designs in Dolzago, Italy. His company specializes in carbon fiber, Kevlar and fiberglass technology for racing, marine, military and ballistic safety applications. In 2005 he had located the missing Grifo 90 styling buck in a car collection in Tuscany.
Bonomelli scanned the styling buck is now producing a total of five replica bodies that will be used for cars being built for his friends. Piero Rivolta has given the Grifo 90 revival his blessings, allowing them to use the Grifo and Iso Rivolta nameplates that he still owns. Roberto Negri in Clusone/Bergamo is executing final assembly of Grifo 90s, where he also builds replicas of the original ISO Rivolta AC3. Bonomelli, Negri and Iso collector, Gerd Eckstein, now jointly own the
recovered Grifo 90 styling buck.
Hidden under composite intake is a Z06 Corvette LS6
The five Grifo 90 tribute cars are being constructed on C5 Corvette platforms; the first one shown here is based on a potent Z06. Power comes from an aluminum block LS6 rated at over 400 horsepower. It was photographed for Italian auto magazine, OmniAuto in Cernobbio on Lake Como (Villa D’Este and Villa Erba).
OmniAuto photo of Grifo 90, Cernobbio, Lake Como, Italy
While the elusive Grifo 90 styling buck is safe and sound and cloned Grifo 90s are being built, the 1990 ZR1 Corvette “Mule” is still MIA!
Additional photo coverage of the first Bonomelli-bodied IsoRivolta Grifo 90 can be found at: http://www.omniauto.it/magazine/12139/iso-grifo-90
Iso fans should check out http://www.isobizclub.com/home
Piero Rivolta is marketing the latest edition of Winston Goodfellow’s book, ISORIVOLTA The Men, The Machines. For more information, please visit http://www.pierorivolta.net/