Q.S.C.D >> Quelli che sognano una car d'epoca

[mirko88]

grazie della sign

[clio3000v6]

Messaggio originariamente postato da mirko88
bella... però non la conoscevo

eheheh il 3d infatti è fatto appsota per questo

[mirko88]

Messaggio originariamente postato da clio3000v6
eheheh il 3d infatti è fatto appsota per questo

eehhehehhe xke non parliamo dell' alfa alfetta gtv? (non la tua, intendo quella anni 80 )

[clio3000v6]

Messaggio originariamente postato da mirko88
eehhehehhe xke non parliamo dell' alfa alfetta gtv? (non la tua, intendo quella anni 80 )

si si consoco..la metto in lista allora

[mirko88]

Messaggio originariamente postato da clio3000v6
si si consoco..la metto in lista allora

ok, dopo vedo di cercare qlc

[clio3000v6]

Bizzarini 5300 GT

Although the Iso A3/C and Bizzarrini 5300 only made a small impact on the GT racing scene during the 1960’s, those cars produced in the little Livorno factory have always commanded a strong following from enthusiasts and collectors alike. Widely acknowledged as among the most beautiful GT cars of their era, they are now considered among the most desirable post war vehicles to come out of Italy, a reputation enhanced by the scarcity and sultry appearance of Bizzarrini’s machine. During the latter half of the 1980’s, values of nearly all collectable vehicles had risen to previously unimaginable heights, spurred on by an economic boom and speculators who believed they were a safe investment for the future. Indeed, while in 1985 an A3/C or 5300 GT (Stradale) may have commanded around £30,000, this value had soared to around £175,000 by 1989. Clearly unsustainable, the market crashed back down to earth soon enough and the nineties brought with them a recession of a severity not seen for many decades.


Values slumped almost overnight and within two years, acquisition costs had been halved, the downward spiral continuing until the middle of the decade. Bottoming out at around £55,000 for a pretty good Stradale by 1995, values crept slowly back up during the latter part of the 1990’s as economies around the globe began to improve once again. A further strengthening over the last couple of years’ has seen that £55k mid nineties car move closer to the £100k mark as such rare and pretty GT cars of the sixties are becoming ever more sought after around the globe and especially in the UK.
The ex-Rob Walker A3/C Stradale B 0217


The most collectable A3/C and 5300's are undoubtedly those that boast a period race history although only a small proportion of the production run are able to claim such an attribute. However, all talk of desirability is relative and any genuine A3/C or 5300 is an ultra desirable piece and an important addition to any serious collection. Collectability for vehicles of this nature is established by taking into account the specification, rarity and history of any example and thus Corsa's will nearly always require a more substantial sum than a Stradale. Establishing which derivative represents best value in the current marketplace is slightly more difficult though and for a number of reasons. A road-going version of the Ferrari 275 GTB may be valued at £120,000 while an original competition specification GTB/C will nearly always realise closer to £500,000, nearly five times more. Meanwhile, Stradale versions of the A3/C and 5300 GT weigh in at an average of maybe £100,000 while an equally good Corsa can be acquired for less than £300k. In light of such figures, Corsa variants seem good value, particularly when an original example with some period race history comes along.

Model Production Years Low High
Iso Grifo A3/C Corsa (450bhp) 7 - 8 1963 - '65 £150,000 £450,000
Iso Grifo A3/C Stradale (365bhp) 19 - 20 1964 - '65 £70,000 £140,000
Bizzarrini Grifo Stradale (365bhp) 6 1965 £65,000 £125,000
Bizzarrini GT 5300 Stradale (365bhp) 64 - 68 1965 - '68 £65,000 £125,000
Bizzarrini GT 5300 Corsa (450bhp) 3 1965 - '67 £150,000 £330,000
Bizzarrini GT 5300 Spyder SI 2 1966 - '68 £80,000 £200,000
Bizzarrini GT America (350bhp) 3 - 5 1966 - '68 £50,000 £120,000
Bizzarrini GT America Corsa (400bhp) ? 1967 - '67 £150,000 £300,000



For any A3/C or 5300 to be worth a value in accordance with the higher appropriate figure listed above, that said example will have to abundantly satisfy a number of vitally important criteria. Originality is the value tenet that more and more collectors are increasingly demanding of their vehicles and thus, top money examples should be in no way compromised. To clarify, all the original alloy (or in some cases glassfibre) panels should be present along with the correct type (and original fit) Chevrolet Corvette 327-inch V8 motor and period interior. Vehicles of this age are rarely found in unrestored condition and thus high value examples should have been restored to the exact same specification in which they would have left the Livorno factory during the 1960’s.
A3/C Corsa chassis B 0207 at the 1964 Le Mans


Such examples should also feature the original interior and exterior shades although the proof of an excellent example is in the detail. Overall condition must be excellent throughout with the chassis, mechanical components, bodywork and interior all in almost faultless condition. They will show few signs of hard use while any restoration work that has been carried out must be fully documented. This should form part of an extensive history file that outlines the cars owners and service history for a large proportion of its existence, however, many examples will have a few years missing, particularly very early history and this, therefore, is quite acceptable. To find either an A3/C or 5300 GT with a complete service and ownership history from new would be rare and thus a premium for such examples can be applied. More recent gaps or an almost total lack of history may well cause suspicion for the A3/C and 5300 GT have long been collectors vehicles and to find one with little evidence of any history should raise questions over the said vehicles authenticity. Such an example would have to be valued along the lines of the lower appropriate figure regardless of the condition of that car. The same could be said for examples needing some fundamental expenditure in one confined area, maybe an interior re-trim, mechanical overhaul or bare-metal re-spray, for example. Lower value cars should be well capable of being driven and enjoyed immediately although some short-term expenditure will be likely. Meanwhile, also falling into this category are A3/C and 5300 that have been crash damaged in the past (and a surprising number have) as regardless of their real time condition, originality will have been severely compromised.


Auctions are one of the most regular sources of A3/C and 5300's with between two and four examples normally coming onto the market each year, around 50% of which sell. However, the relatively small production (just over one hundred) dictates that these vehicles are spread across continents so making the best purchase could well require some foreign travel. A handful of exotic dealers can supply these rare and sought after machines although once again, while there may be between one to three on the market at any one time, it is unlikely that these will be within a close geographic proximity to one another.

[clio3000v6]

[clio3000v6]

In the best tradition of small Italian performance car makers, the story of Iso's A3/C and the Bizzarrini 5300 is an exceedingly complicated one that took place over several years and the entire facts of which are still not clear to this day. To set the scene, gifted Tuscan engineer Giotto Bizzarrini was approached by Renzo Rivolta, owner of the Iso car manufacturing concern. Rivolta wanted someone to design and build Iso a flagship GT and, having already created Ferrari's 250 GTO, seemed sure Bizzarrini was his man.
#IA3 0283, a factory de-chromed 5300 Strada

Known as the Iso Grifo A3/C, Giotto was to be responsible for developing, producing and racing the car from his Bizzarrini Prototipo concern in Livorno and initially things went well. But after eighteen months of collaboration, the two parties went through an acrimonious split that resulted in Bizzarrini acquiring not only the rights to build what had been the Iso A3/C, but enough components to construct fifty more cars. Rivolta meanwhile secured the rights to use the Grifo name for his concurrently produced, Bertone-bodied A3/L. This explains why today we have some outwardly similar models known by a number of alternative and often confusing designations. These included Iso Grifo A3/C, Bizzarrini Grifo, Bizzarrini 5300 GT and Bizzarrini GT America, most of which were available in either Strada or Corsa configurations whilst the Grifo A3/L was an entirely different looking car altogether. Only around a hundred were ever completed between 1963 and '68, making them among the rarest supercars of their era, but nevertheless, they ensured Bizzarrini's name would be remembered as a manufacturer in his own right and not just a genius designer.

[clio3000v6]

Featuring a combined multi-tubular and semi-monocoque chassis, the A3/C frame was derived from that of Iso's A3/L Grifo, albeit with a reinforced floorpan and a wheelbase shortened by Piero Drogo’s Sports Cars of Modena. Reduced from 2700mm to just 2450mm, the A3/C chassis was also much lighter than the Bertone-bodied A3/L frame and had it's engine mounted as far back as possible in order optimise weight distribution and handling.
A3/C Corsa B 0201 prior to the 1963 Turin Salon


Indeed, the motor was positioned so far back in the chassis that access to the ignition and distributor was via a trap door on top of the dash. Furthermore, Bizzarrini's drive to realise almost perfect weight distribution also influenced the fuel tank location, two side mounted saddle tanks being joined by a third located directly behind the front seats. Eventually, Bizzarrini finished up with an impressive 52/48 front/rear split. Independent front suspension was by double triangulated wishbones and helical springs with telescopic dampers and an anti-roll bar, the rear featuring a de Dion axle, paired parallel radius arms and a lateral Watt’s linkage. Two alternative ratios were available for the Burman recirculating ball steering box, braking coming via Dunlop discs with the rear units inboard of the differential. Bizzarrini chose beautifully fabricated Campagnolo knock-on cast alloy wheels shod with either Dunlop R6/R7 racing tyres or Dunlop SP/Goodyear Blue Streak rubber for the A3/C, Corsa versions weighing in at around 1220kg while the Strada's were slightly heavier at 1270kg. Meanwhile, rather than design and construct scratch built motors like Ferrari, Maserati and Lamborghini, Iso preferred to use large capacity, ultra reliable and often extremely powerful American V8 engines for his GT cars. Indeed, the A3/C used a Chevrolet 327cu V8 prepared in-house to either 405bhp in Corsa trim or mildly de-tuned 365bhp Strada spec. Displacement was always 5354cc thanks to a bore and stoke of 101.6mm x 82.6mm respectively, the Strada normally featuring an 11.0:1 compression, Carter four-barrel carburettor and 365bhp at 6200rpm. This was enough for a top speed approaching 160mph and a zero to sixty sprint time of just 6.1 seconds, these putting it firmly in the territory of Ferrari’s new 275 GTB.


Customers could alternatively opt for a competition-spec Corsa motor that had its compression dropped down to 10.5:1, this so as to reduce detonation symptoms. These hot motors normally got four twin choke Weber 45 DCOE sidedraught carburettors with cross over ram induction supply for the fuel-air mixture although some were originally fitted with 42's. Corsa engines also featured polished ports and combustion chambers, high carbon connecting rods, hot camshafts and free flow exhaust systems. All this equated to 405bhp being developed at 6000rpm and enabled the Corsa's to hit 186mph down Le Mans' famed Mulsanne Straight (albeit when the four-speed all-synchro Borg Warner transmission was suitably geared).
A3/C B 0217, the only right hand drive Strada


Meanwhile, to clothe his state of the art machine, Bizzarrini worked with the legendary Giorgetto Giugiaro to design one of the most exotic bodies of the early 1960’s. Fabricated by Piero Drogo’s Sports Cars of Modena, the light alloy bodywork was riveted onto the chassis to form a combined monocoque with the frame. But no two early A3/C's were totally identical, many featuring minor detail alterations from the next. Indeed, while the 1963 prototype (chassis B 0201) and a handful of early production cars featured banks of four louvres behind each front wheelarch, some later examples used twin louvres with decorative horizontal slats, most getting tall single banks that were louvred either vertically or horizontally and again, located before each door. Other distinctive features were radiator cooling nostrils carved into the nose and flanked by covered headlights, Strada versions being fitted with attractive chromium rims. Conspicuous by their absence, neither the A3/C Corsa or Stradale were originally fitted with bumpers although some purely decorative chrome units for the rear were introduced during early 1965. This was around the same time that Bizzarrini chose to replace the flat rear windscreen for a panoramic unit where glass extended down the sail panels towards the rear wings. Indeed, the first thirteen A3/C's had featured two vents carved into each sail panel for cockpit airflow. Other vents were artistically sculpted from the lightweight aluminium panels behind each rear wheelarch, this to aid brake cooling while the tail featured a pair of circular light pods. Little more than 42-inches high, B 0201's bodywork took over one thousand hours to perfect although at the end of the day, everyone involved in the project must have been suitably proud of their achievement.


Those examples of the A3/C completed to Corsa spec got super lightweight, pop riveted aluminium panels, additional engine and cabin cooling ducts, an externally mounted quick fuel filler cap and sliding Plexiglas side windows. But despite the fact that Rivolta would have undoubtedly expected Bizzarrini to decorate the A3/C with Iso badges, the Tuscan affixed his own Bizzarrini of Livorno emblems to B 0201 and nearly every subsequent A3/C constructed, an issue that would have major implications for the Rivolta – Bizzarrini relationship.
A3/C Corsa B 0201 at The Turin Salon 1963


The A3/C's rakish cabin was typical of an early sixties Italian GT with Bizzarrini's creation making few concessions to comfort, even in more luxurious Strada trim. A huge transmission tunnel (usually upholstered in quilt effect leather-faced padding or ‘skai’ plastic) lay between steeply raked bucket seats, drivers being presented with a three-spoke, wood rimmed steering wheel fronting a flat top dash with water and oil instruments immediately ahead. Indeed, the speedometer and rev counter were bizarrely located centrally in the cabin while, somewhat expectedly, ventilation was crude and inefficient, making driving with the windows up in even slightly sunny weather a chore. The boot housed a spare wheel while additional luggage space was provided by the quilted parcel shelf behind both seats. Finally, customers ordering their A3/C to Strada specification benefitted from more comfortable interior fittings with better insulation and acoustics, more luxurious carpet and door trim, glass wind-down windows and a slightly improved ventilation system. Debuting during October 1963 at the Turin Salon (the A3/L on Bertone's stand and the A3/C on Iso's), B 0201 was finished right at the last minute, it's bare aluminium bodywork being shown with a distinctive glossed cork finish achieved by polishing the panels with cork mats on the end of electric drills! Star of the show though, press and public reaction were all Iso could have hoped for and shortly afterwards, the decision was made to put both the A3/L and A3/C into construction. Prototipo Bizzarrini was established in Livorno to construct and sell the A3/C and race the Corsa, but while Renzo Rivolta had intended for both the A3/L and A3/C to be known as Grifo's, Giotto Bizzarrini had registered the name himself and for his own use…


Production began in early 1964 and the earliest customer cars were delivered soon after, one of the first (chassis B 0202) contesting the Sebring 12 Hours in March and making the A3/C's competitive debut. Over the next eighteen months, Corsa's racked up several important results including back-to-back class wins in the 1964 and '65 Le Mans 24 Hour race's, but despite this promise on the track, relations between Renzo Rivolta and Giotto Bizzarrini had broken down. By August 1965, their association was finally terminated after A3/C production had barely reached thirty examples. Indeed, while marketed at the expense of Iso, Giotto had supplied nearly all the aforementioned A3/C's with Bizzarrini Livorno badges, this after registering the dual model Grifo designation for his own use. Understandably, Rivolta was more than a little disgruntled and the two men split, Rivolta acquiring the rights to the Grifo name for use on his forthcoming A3/L while in return, Bizzarrini was given enough component parts to construct fifty vehicles and the sole rights to build the A3/C under whatever name he desired..

[clio3000v6]