Description
The ISO Grifo IR8 was one of the rarest and most intriguing evolutions of the ISO Grifo line — a car that marked the final flowering of ISO Rivolta’s great grand touring tradition. Introduced in 1970, as the company transitioned from its original Rivolta family ownership to De Tomaso’s control, the IR8 represented both continuity and change: it retained the timeless Giugiaro styling and engineering purity that had made the Grifo a legend, but beneath its elegant form lay a new heart — a Ford 351 cubic inch (5.8-litre) V8 engine. The designation “IR8” stood for ISO Rivolta 8 cylinders, a simple yet significant name that reflected a new era for the marque, one where survival and modernisation were intertwined with the shifting realities of the 1970s automotive world.
To understand the IR8, one must first appreciate its timing. By the end of the 1960s, ISO was producing some of the finest grand tourers in Europe — the Grifo 7 Litri and the Rivolta Lele being among the most refined GTs ever built. But Renzo Rivolta’s death in 1966 and the economic turbulence that followed left the company vulnerable. In 1970, Alejandro de Tomaso — already known for the De Tomaso Mangusta and later the Pantera — acquired ISO. His intention was to rationalise production, streamline costs, and secure a more consistent supply of engines and components. General Motors’ big-block Chevrolet engines, which had powered the earlier Grifos, were becoming increasingly difficult to source and more expensive due to tightening emissions and export restrictions. De Tomaso’s solution was to replace the American engines from Chevrolet with those from Ford — specifically the 351 cubic inch Cleveland V8.
The ISO Grifo IR8 thus became the first Grifo to use Ford power. The 5.8-litre V8 was a robust, high-performance engine, capable of producing around 325 horsepower in standard tune — less than the monstrous 7.0-litre big-blocks, but still ample for a refined GT. It was smoother and more tractable than its predecessor, with a broad spread of torque and excellent reliability. Coupled with a ZF five-speed manual or optional Ford automatic transmission, the IR8 offered effortless cruising ability and strong acceleration: 0–100 km/h (62 mph) in about 6.8 seconds and a top speed near 240 km/h (150 mph). It was a slightly more subdued performer than the earlier Grifos, but still a car of serious pace, designed for comfort and composure rather than outright ferocity.
The chassis and bodywork of the IR8 remained faithful to the proven Grifo formula. The pressed-steel monocoque, designed originally by Giotto Bizzarrini, continued to deliver a superb balance of strength and agility. The suspension layout — independent front suspension with unequal-length wishbones and coil springs, and a de Dion rear axle with twin trailing arms and inboard disc brakes — was retained, ensuring the car’s trademark combination of stability and smoothness. Power-assisted rack-and-pinion steering and ventilated disc brakes on all four wheels made the IR8 as controllable as it was fast. The handling was serene, predictable, and beautifully weighted — a reminder of how advanced the Grifo’s engineering had been since its debut in the early 1960s.
Visually, the ISO Grifo IR8 adopted the revised “Series II” body style that debuted in 1970, featuring a sleeker, more modern front end with pop-up headlights replacing the earlier exposed lamps. The nose was slightly lower, the grille narrower, and the lines even more refined, giving the car a cleaner, more aerodynamic appearance without sacrificing Giugiaro’s original proportions. The long bonnet, compact cabin, and short rear deck still defined the car’s athletic stance, while subtle chrome detailing added an air of restrained luxury. The hand-built bodywork, produced by Carrozzeria Bertone, remained a testament to Italian craftsmanship, each panel fitted with care and precision.
Inside, the IR8 reflected ISO’s commitment to luxury and comfort. The interior was trimmed in the finest Connolly leather, with deep-pile carpets, wood veneers, and polished metal details. The dashboard featured a full array of Veglia instruments, their clear faces set within a symmetrical wooden fascia. The large steering wheel, elegant gear lever, and ergonomically arranged controls made the IR8 a pleasure to drive over long distances. In typical Grifo fashion, refinement was paramount: excellent sound insulation, effective ventilation, and adjustable seating made it a true long-range GT. Optional extras such as air conditioning, electric windows, and premium Becker radios further enhanced its grand touring credentials.
On the road, the ISO Grifo IR8 delivered the same effortless composure that had made its predecessors so admired, though with a subtly different character. The Ford engine was less explosive than the Chevrolet big-block, but it offered a smoother, more elastic delivery of power, making the car feel relaxed and assured at all speeds. The steering remained light yet precise, the ride supple but controlled, and the brakes strong and progressive. The combination of mechanical refinement and elegant design made the IR8 an ideal car for the discerning driver who wanted performance without drama — a grand tourer in the purest sense of the word.
Production of the ISO Grifo IR8 was extremely limited. It was built between 1970 and 1974, during which time fewer than two dozen examples are believed to have been completed. This scarcity was due partly to ISO’s financial instability under De Tomaso’s management and partly to the shifting automotive market of the early 1970s, when the oil crisis and new regulations made large-engined GTs increasingly difficult to sell. As a result, the IR8 became one of the rarest and most elusive Grifos of all.
Today, the ISO Grifo IR8 is a car of quiet significance — not as famous as the thunderous 7 Litri, but deeply admired by collectors for its refinement, rarity, and historical importance. It represents the bridge between the glorious, freewheeling spirit of the 1960s and the more measured sophistication of the 1970s. Its combination of Giugiaro’s timeless design, Bizzarrini’s engineering foundation, and Ford’s smooth V8 power makes it one of the most usable and balanced Grifos ever built.
The ISO Grifo IR8 was, in many ways, the final expression of a golden philosophy — the belief that performance and elegance could coexist in perfect harmony. It was a car born of transition, yet it retained the soul of the original ISO dream: a grand tourer that could cross continents with speed, grace, and mechanical integrity. Today, it stands as both a coda and a tribute to one of Italy’s most fascinating marques — a car of enduring beauty and effortless power, marking the end of an era when the grand tourer was at its zenith.