I covered this Iso prototype briefly in an article on the cars of the Rudi Klein “Junkyard” collection, but Araknid78 isolated this tip for us, and I’m a sucker for these weird exotics, so here we go again. This spyder is an Iso Grifo A3/L prototype developed by Giugiaro at Bertone for Renzo Rivolta, Iso’s founder. Designed, produced, and shown at Turin in 1963, it pre-dates the introduction of the A3/L by at least a year. Two prototypes were built – the spyder and a coupe; due to chassis flex, only the coupes entered production, leaving this example the lone drop-top. At some point, this car was in an accident, and the front clip was replaced by one from a coupe – a mild tragedy since the spyder’s bodywork differed substantially from the coupe. The “Junkyard” collection is represented by RM Sotheby’s here, with the auction scheduled for October 26. The estimate on this car is $700k to $1 million, no reserve.

Iso used a variety of American V8 engines in its cars. The earliest A3/L would have had a 300 hp Chevrolet (Corvette) 327 cu. in. mill, backed by a four-speed Borg Warner manual. Before installation of the motor, Iso ran through a disassembly/ inspection/reassembly/test cycle to look for faults. Documentation provided with this car indicates that at some point it may have received a transplant – the car was advertised for sale with a “powerful yet docile 425-hp Corvette engine specially tuned by Bizzarrini”. Of course, it doesn’t run now, though it was certainly in working order when delivered to Rudi Klein.

No bare-bones prototype was this: it features a full leather interior, lovely Veglia gauges branded with “Iso A/3L”, and a veneer-trimmed dash. Armrests, a sporty wood-rimmed steering wheel, and a Blaupunkt radio round out the interior features. The new owner will presumably be signing up for a full restoration, renewing all these components to their former glory.

Giorgetto Giugiaro’s design is a masterful blend of masculinity haunted by delicacy – his particular genius. The car’s haunches are softened by lengthening the lines; the side vents both fore and aft are functional art; the nippy tail draws to a fine point. Virtually no view of the car is disappointing. Yet for all of this, the car was scorned upon arrival and for decades after as lacking “pedigree” thanks to its amalgamation of American mechanicals and Italian bodywork. Today, the tune has shifted, and collectors appreciate all sorts of foreign coachbuilt cars with American drivetrains. In just a few days, we’ll find out how much respect this particular “mutt” can generate.