Finally here: Iso Horn buttons!!

It’s been a long road to have these manufactured the right way but in the end our efforts got rewarded big time! I have been keeping you updated on the process and how I had to reject the first production run of these. But the manufacturer (USA made) understood my complaints and reworked the molds and process and the result is no more than stunning. I decided on manufacturing the two most popular of the three versions and will thus be able to supply most of the Isos who need one.

They are perfectly factory correct in every detail and will complete any restoration. We made sure the gold and silver have the correct tone and shine while making sure the whole unit has an even better UV-stability than the originals. Because Isos own horn button production shows some dimensional tolerances I also had a limited amount of horn button beds made – just in case there is any doubt these buttons will fit your car. However, in 99% of all cases they will fit and they only need replaced when yours is broken or worn out.

I will try to get them up on my site as soon as I can so some of these can be used as a unique Christmas present. Thank you everybody involved in this project – another journey with a great ending!

Looking back at 2018 Monterey Car Week.

Finally time for an update!!

We have had some time to relax after the hectic Monterey Car Week. The Iso insiders already knew I was working on getting the unbelievable Grifo #405 ready to be shown. This car was found in Oregon after being stored for 38 years in a humid environment, never moved from it’s position other than finally moved from an open pole barn to a concrete building. Not on it’s own power, the motor and brakes were locked up and basically the car was unsafe when found. It had a total of 005950 Miles racked up before being stored. It was my intention to show it in the Preservation Class at Pebble Beach. After several discussions with the “judges” I decided to not change anything about the car until it was shown on the lawn… Unfortunately on April first (no joke) I received a letter from the “committee” explaining that without further given reasons this Grifo would not be accepted in their Preservation Class. So I had 4 months to get the car ready for Monterey Week!

First I had to pull the motor because it was just a lump of rust and it was seized – water had been running into it and I wasn’t able to turn it even with the tallest wrench.

To just get an idea of what humidity does to a car take a look in the trunk. (Which I called a bio-hazard) The aluminum vent tube form the gas tank was corroded off the tank – it had to be rewelded to be safe and functional.

At the same time I opened the transmission and found the owner hasn’t been too nice on the synchros. I put in original ZF parts and the motor received new bearings, seals and gaskets but stayed as standard as it was. No modifications, all clamps and hoses were either restored or exchanged for OEM ones. Built to 1973 Mustang specs, with it’s unique dual point distributor – it was soon ready to rumble!

Talking about rumble: this Grifo still had it’s factory original exhaust system! So I restored it and this is now the only Grifo I know of with a factory exhaust system.

While the drive train was out I could tackle the body and suspension parts and get the engine bay ready for serious detail work. All steering, cooling, electrical and brake parts were restored to stock configuration. Even the hood springs got their cloth liner back.

All components got powder coated and all usable hardware was cad plated – luckily my daughter June we on vacation to help me figure out the mess I made with the nuts and bolts, hahaha!! She learned when she was just 7 or 8 so she’s used to it.

I turned everything from a rusted pile into a factory new look, complete with all new bushings, bearings and shocks.

The paint itself was left untouched, my “dent-guy” Steve made sure the old “mechanics dents” were taken care of and the panels are straight like new. Cheers Steve Brown!

The drive train was put back, everything restored like factory specs and the first test run was done 8 days before Monterey Car week began!

The interior was taken out and the rodent nests removed, it needed a new headliner because that’s where they lived. The bumpers were straightened, all stainless polished and a few days before Monterey I was still mounting the bumpers.

The car was scheduled to be on the lawn in Monterey Saturday morning but Friday night the trucked called me to tell me his truck broke down – I had to figure out how to get the car to Monterey! After a long night of phone calls and not being able to hire anyone to pick it up I decided to take it out of the trailer and make it’s first test drive right up to the lawn! To make a (very!) long story short; it got there in good order and we had time to detail it for the show. It was shown with fully original interior (except new headliner), fully original paint, wheels, tires, exhaust system and sheet metal.

Needless to say – it was a great success! We had 8 Isos on the lawn – one of the biggest attendances the last few years. Grifo 405 won Second in class and a First prize with the Iso-Bizzarrini Club. The people I spoke to about the car all agreed that this Grifo is very unique and the Iso community is better off because it still exists.

Ricky got his prize later at the Iso-Bizzarrini dinner after a job well done supervising me in the shop. What a great experience to have been part of the resurrection of Grifo 405! Thank you for everybody who attended, gave their input and enjoyed it as much as I did!

Monterey week is nearing…

News from Iso Central…

Now Monterey is just 10 weeks away I came to realize how many projects I’m working on at the same time. I don’t have/take the time to take pictures to post but here is an overview of the Iso/Bizzarrini interiors that are still out. And that doesn’t include the 2 Rivolta GT’s and one early Fidia I’m working on: one A3/C for paint; one for sheet metal; two Iso Grifo’s still have the suspension and motor and transmission out and one Fidia is now 7 months late for upholstery…

Nervous yet??? ๐Ÿ˜Ž

Maybe someone can determine what cars these consoles go to?

Finally here: Iso Grifo bumper fillers!!

After several tries they are available:

Bumper fillers for Iso Grifo (and Alfa Romeo 2600) front and rear bumpers.

These are hand cast reproductions for the obsolete but necessary bumper filler seals for Iso Grifo and Alfa Romeo 2600 cars. Cast from NOS originals, these are authentic looking into the smallest details and will fit original bumpers perfectly. I made sure these fillers came out AS perfect as factory original and even had the (invisible) mounting holes filled so they would fit any arrangement of mounting bolts between the bumper ends. I had my name (invisibly) engraved to guarantee the quality of these.

Manufactured in USA; high quality workmanship and preformed fit. Highly UV stabilized, actually better than factory. Correct hardness and sheen, perfect into the smallest detail. I have a limited number available and sell them as single seals or sets of one left and one right hand seal. Front and back are the same. Links:

https://www.grandtouringusa.com/shop/iso/iso-parts/filler,-iso-grifo-bumper-l-or-r-detail

https://www.grandtouringusa.com/shop/iso/iso-parts/fillers,-iso-grifo-bumper-pair-l-r-detail

ISO RIVOLTA HORN BUTTONS

ISO RIVOLTA HORN BUTTONS

As many of you already heard I have decided to reproduce the (rarer-than-hens-teeth) horn buttons for Iso Rivolta cars. To keep the production as efficient as possible we chose to use two of the most often used designs. This is the early “Horseshoe” design and the “Griffon” which is used on several models including Grifo. I decided to also have the underlying bed reproduced as they are often cracked or worn. For this I provided the very best examples I had collected through the years for each style and after several quality checks in December 2017 the complete batch was cast. Their fit was perfect and I was happy to tell them to go ahead with the coloring.

The coloring is a three step project, it involves gold metallic, gloss black and chrome – in three separate steps. This week I received the first sample that used the gold color we need in the correct hue and shine! This was a big step forward. We will now focus on the masking for the chroming process. I’m excited and hope to update you soon on any further progress!!

Restoration Chronicles: Iso Fidia โ€“ Assembly of Components

The time for assembling our Fidia has begun; most all components have been rebuilt and made optically factory correct. The body got a special undercoating and engine compartment treatment and the cabin and doors received a special sound deadener. I then first wanted to make the car a roller so all suspension components were installed, all new bushings, the (super heavy) Salisbury differential and intricate system of brakes and drive line. A fully rebuilt steering column was installed and the highly detailed original wood “Personal” steering wheel was wrapped well to keep it from being marred. All came out perfect! The gorgeous looking Ariston shocks were installed with the correct decals and once the newly restored wheels were mounted we had a car we can roll around again! The wheels are a whole deal of their own, they are made of Elektron, a highly reactive Magnesium alloy that can even corrode under a paint layer. The wheels on this car have been hand stripped, hand sanded, specially primed and painted with the factory correct hue of silver metallic. One wheel had a crack in one of the mounting holes and had to go through a special welding process and came out perfect – the disadvantage of working with 48-year-old Magnesium! New Pirelli Cinturato tires make the car have a wonderful stance again!

The next majorly important component is the fully restored original wire loom – complete with correct ends for the many factory options this car came with. I used the correct ties and routing through the cabin, I only upgraded the stereo wiring and left all else stock. In October 2016 the engine was completed and hooked up with the Muncie 4-speed. The valve covers and bell housing were treated with a special finish which GM used and will not fade in time. Installing the engine and transmission HAS to happen in one unit, the narrow chassis does not allow this separately. It’s a pretty intense job, knowing all paint is done and NO scratches are allowed! But it went perfect and I could focus on the (expansive) work of putting the rest of the car together.

The side glass systems were next and didn’t make it not easy on me… It seems the Iso factory took a very easy (and sloppy) route to install the door glass and make it actually seal with the door frames. Iso glued strips of plasticized cardboard under the window felt to keep rainwater out. To be honest, it looked cheap and unprofessional. I was able to modify their NOS window felt in a way that it looks totally factory correct AND the different thicknesses are not visible to a critical onlooker. If you ever see the car on a show, please check out the differences in window felt. I know, these are small details but in rare and unique cars like these one HAS to think in detail to get this right. Like this window felt there are literally dozens of parts that need such special attention and completing such work is very satisfying in the end. Not for everyone but then again these cars are not for everyone…

Early 2017 lots of items neared its finishing stage and many ready-to-go components were on my shelves – this is the time when everything comes together and the prep work BETTER be perfect! The leather was being produced after lots of research was done, we’re reproducing the original Franzi leather and my good friend Henk from HVL Leathers in Holland is the go to man for this. Around this time we started to plan to show the car in Monterey for the 50th anniversary of Iso Fidia, however, we understood all the stars had to be aligned for this to happen. Restoring an Iso is not just ordering the needed parts and put them together… Several glass seals turned out to not fit Fidia and I had to have them reproduced, they were all on my shelves now. All the chrome and stainless was back, some were returned because it was not to my standards. The instruments were back from being rebuilt and looked gorgeous. The dash and door panel wood was newly fabricated and was awaiting installation in a box in my bedroom…
Another item that has been planned for a while (years) was replacing the (broken) windshield with a new one. I looked all over the planet and the best one I could find was one of an early Fidia I sold to Italy – however it just was not good enough for this car. So I decided to have a batch fabricated and after many disappointments, I was promised we’d make the August 17th deadline…

A new dual exhaust system was mounted in a perfect manner, it is all new but fully to original specs and with factory hardware. We did make it flow a bit better and it sounds like it should now. A newly rebuilt Becker Mexico signal seeking radio was ordered and an original Autovax electric antenna was installed under the right fender.

Around this time a new crossflow radiator was planned. I wanted to have it a look as original as possible, so my master craftsman Patrick hammered out a simulated top tank with a specially fabricated “Firsat Torino” embossing. While this is going on the leather was flown in and the car could go in for upholstery. Because of a few delays, it became clear the interior could not be completed fully. It was then decided to STILL show the car in Monterey for the Fidia Anniversary no matter how far the restoration was finished – it will be shown as a partial restoration so there is no excessive pressure to get it done as happens so often. I decided to install the headliner and carpet and I will finish most of the dash (wood) so other critical parts can be finished before the August 19 show. My goal now is to drive it onto the lawn on its own power and have people look at the perfection of the restoration work. This just shows that even a perfectly planned restoration has many variables that can interfere with that plan; some things just can not be predicted…

At the time of this writing, we’re putting the last finishing touches on the interior work and radiator. These Fidias had a very intricate finish of the dash wood, where it integrated a strip of interior leather in the seam of the dash wood. This came out beautiful and is one of the finishing touches that will make this car stand out. The completed windshield was finally installed in the last week of July 2017. It comes with a factory correct St. Gobain etching to make it correct in every detail. So as of the last week of July, the car has all the glass installed, including the rear glass with (working) heating elements. It will go to my painter next to correct the last imperfections and the plan is it to return to my shop to finish the mechanical work. Keeping my fingers crossed!

I would also invite you to visit me and the car at the lawn at Concorso Italiano in Monterey. Especially for the interested technical people, I’d love to explain more details about the restoration. I hope to see you there!

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Restoration Chronicles: Iso Fidia โ€“ Restoration of components

This is the part where everything is coming together again. Even though this car has spent most of its life in Southern California – they had almost no rust protection and the body shop had to insert new metal in the doors, floors and trunk areas. From there it went to paint and for me, this is always THE most painstaking process. I oversee every aspect but am not always there to 100% check things so sometimes they have to change things which are not as “factory correct” as I want it to be. It starts with a special etching primer which is shot right onto the sheet metal, followed by a high-grade filler they can use to make the flat sides of this Fidia absolutely straight. That said, mostly my work also means to do it BETTER than the factory and the paint system is a good example of that. Once our paint system and undercoating (my special recipe to imitate Iso’s system to a tee) is applied, the exterior of any Iso is way better protected than any factory new Iso! Once all sheet metal is fitted perfectly, most of the time is spent on blocking, blocking, and again more blocking. The finishing coat is easy in comparison.

At this time we made the decision to make the car dark blue metallic with a red leather interior. The owner and I picked a very eye-catching shade after we showed him a few test samples. For leather, we contacted the only business capable of duplicating the Frantzi process as used by Iso and Bizzarrini. The process of finding the perfect shade commenced here and I’ll report on that later. As indicated this car was born with a brown metallic exterior and tan interior, not really a shade that makes the car stand out. In all my years of restoring such high-end cars, I have come to the conclusion in most cases it should be left to the owner to pick his own color – in the end, HE is the one to enjoy it, and I also noticed there is no negative effect on selling prices, some non-factory colors even fetch more than factory.

While the car is being painted all other parts got my full attention. Because all aftermarket wiring looms look very fake and give me more work than old ones – I restored the wiring in this Fidia to factory specs. And that means down to original spade connectors, boots, and colors. There were many (burned) shorts in the old one and even just cleaning off the old overspray took us some serious time to do it right.

The engine was being rebuilt by the shop that does all my Iso and Bizzarrini engines – we leave the outside as stock as possible and tweak the internals so we are right under the 400 hp mark. I have included the link to a video of this actual Fidia motor being dyno tested – that way I also don’t have to break in the cam anymore. As this is going to be a street car, we kept everything else (like cast iron intake manifold) totally stock. Video:

The transmission was working but had some serious damage which could get worse in a jiffy. The whole main shaft was marred and it’s bearings had a lot of tolerance; several other hard parts like the pictured gears needed replacing.

The complete De Dion tube and rear axle setup were disassembled, powder coated and rebuilt with new components. The differential was completely stripped, needed both pinion and ring gear and was painted black as all late Iso differentials are. The half shafts were still fine but in order to perfectly powder coat them they were completely disassembled and put together with new parts. All suspension parts were stripped of bearings and bushings, powder coated and assembled with new parts. A few pictures illustrate how perfect they came back. Same thing with the Girling brake calipers, they have a special gold cadmium coating to do it right. Needless to say, they came out perfect. All brake rotors were tested, powder coated, trued and installed with factory correct hardware.

All aluminum and chrome work went to the chrome shop. This is just a very lengthy and tedious process, there is a lot of brightwork on these cars and every piece needs special attention. Let’s just say it takes a lot of trips back and forth to get it right – essential to start this process as early as possible. I had to fabricate new aluminum transmission tunnel cladding, once that is taken off it cannot be used anymore. Luckily the best sheet metal guy on the planet works with me… He entered the first car he restored into the 1976 Pebble Beach Concourse and it won it’s class so he knows what he is doing – thanks Patrick! The burl walnut interior parts were all dropped off at a specialist to restore the cracks, discoloring, and delamination. That process takes about 3-4 months depending on what we have to work with and fortunately this wood was not too deteriorated.

In the meantime, the search for original or even NOS parts kept going to keep pace with the restoration work – obviously most Iso Fidia parts can not be ordered at Autozone! As usual with such rare cars, I ended up having certain parts fabricated in small numbers just to make sure I didn’t have that problem when finishing my projects. As soon as I write about the assembly, I’ll indicate what parts were specially made for this car – or for Iso S4/Fidia in general.The Ariston shocks were sent to the UK to be modified inside where we kept the original look and specs. All instruments were sent out to be cleaned, fixed, restored or whatever they needed to be perfect.

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Restoration Chronicles: Iso Fidia โ€“ Disassembly 4

It was at this point where we could finally determine the true extent of the coming restoration; taking out the doors, lids and mechanicals showed up how much hidden rust there was. The floors were weak, the doors were heavy coated in bondo, corners were rusted out and many fasteners broke when trying to loosen them. So it was easy to conclude we needed to disassemble it completely and strip it to bare metal. The whole wiring was documented (there are no wiring diagrams for these) and taken out, awaiting cleaning, inspection and restoration. Luckily the chassis was pretty good, except for repairing a few lower rust problems I could leave it as it was.

I found the (rare) Ariston shocks and it was obvious they needed to be rebuilt. I dropped these off at the Koni people but got them back with the message these could not be rebuilt… Then one person from the Pantera club told me he could rebuild them but after being on hold for one whole year I got them sent back – only with a bill attached for disassembling them… That story continues…

The windshield had a crack and trying to repair it I was told by a pro that someone already filled it with resin (incorrectly) and this was not able to repair it. I was offered a used one in Italy but when I visited them it had a major bull-eye so it was not usable. It was then when I started to contact companies to reproduce one for me and gave that order to a local company early 2015. I was to pick them up by October 2015… That story also continues…

The front suspension could be taken apart without too many problems, the rear suspension was totally different… Several (M12) bolts were rusted shut and only cutting them made them come out. Now is that not the biggest problem, were it not that one of those held the differential cradle right under the gas tank floor! I took many Dutch curse words before that bolt finally came out! Luckily, in the end, I always win and that was also the case when finally the whole DeDion system dropped on the floor. The greasy work was to begin as taking these hubs apart is probably THE dirtiest work on these Isos. The joy of a restorer!! But, in the end, all hardware was nicely sorted and ready for the plating process.

The body was ready to be stripped and to be careful I chose the soda blasting method. Because it can easily be washed away with water I did this in my backyard and the place looked like Aspen in wintertime after we were done. Ricky had a ball and of course inspected the work! We found several “repaired” damages and more-than-expected rust in doors and floors so a follow-up (harder) stripping method was needed. I marked the areas that needed sandblasting yellow and any serious rust was either removed or perforated sheet metal was totally taken out. After that; next stop was the specialized metal shop. It was hard to reserve a spot so I decided to start some body work in the healthy areas already. That too took some arm wringing but the body was now bare and needed to be primed ASAP – luckily I live in Southern California and not The Netherlands anymore! (And that was not purely meant politically ๐Ÿ˜Ž

While the car was gone, the work on the parts could start full blown. All parts were checked, documented, pictured, disassembled and sorted, prepared for either plating, powder coating or repair-rebuild. A few pictures illustrate that but I have literally 1000s of this process. During this process I ran into a rear Girling caliper with a serious crack and months of trying to find a replacement went unanswered. I contacted collectors and companies just to find out how rare these really are and this was when I had these welded by a genius in this field and it came out perfect. next was gold cadmium plating for these and assembly with new internals. Suspension parts were sorted, marked and separated for whatever job was next for them – it’s always interesting to press out the (rusted) shut bushings in these components… I think all but 2 had to be cut out instead of being pressed out… Any damages to them were filed, welded, re-threaded or straightened and awaited to be sandblasted and powder coated.

I can say that at this stage about 99% of the disassembly was done so my next update will show the actual “restoration” work on the car. Even though I love the disassembly (because it always teaches me about what NOT to accept from anyone working on cars!) my favorite work is to assemble all parts and put a car together with them. At this time – that was still far in the future…

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One Long Lost Iso Grifo โ€“ Part 5: going to a deserving home.

Once the dust had settled it can be stated that THE nicest original Iso Grifo on the planet has found the deserving home I talked about earlier. It was taken to the Gooding auction at Pebble Beach and the buzz was on that this car would make it’s presence there. Justin from Gooding had done a good job of getting the word out and even though this is not a “F-car” there were several very high end buyers present to see where this one ended up. It was presented well at auction and was in good company – the ex-Millner 7Litri was across the room in all it’s (restored) glory. Us insiders know the car and even though it presents beautiful it was not as “original” as Sam’s Series II small block Grifo 369. However, we had no hopes of beating it in a bidding war – our 369 was heading for a whole different clientele.

At the Concourse d’Elegance there was the rumor another fully original Grifo was to be shown there and it kinda scared us in that much that it could be a serious contender for Sam’s 369. However, as soon as I saw it on the Boulevard in Carmel it was obvious the car was no comparison to ours. It was yellow and it was obvious it was driven hard and put away wet – even though very charming the car showed tired and would need to be restored. Nevertheless, it was one of the few remaining original (driving) cars that can be used “as is” – it was well worth having it flown over from Italy. If it was not for Sam’s 369 I would have voted the yellow car for “best original”…

I met Sam at the car and we knew we had done the best we could – this was the moment to find out what the world thinks of an ORIGINAL car. The auction itself was perfectly executed except for the commentator calling the car “Aiso Griffo” – telling me just how unknown these cars still are! The bidding started at $200,000 and flew up to $400,000 within 20 seconds, where it stalled a bit and it ended up being sold at $465,000!! This means with buyer’s commission it ended up setting the record for an unrestored Grifo at $510,000! This was the reward for our hard work; Sam was happy and the car ended up with a good friend who is elated to have it in his collection now. It is among a gorgeous Bizzarrini Strada I found for him, a very unique Iso Grifo Can Am and many other high profile exotics. End good, all good!

Video:https://youtu.be/MAGcxtJzFrI

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Restoration Chronicles: Iso Fidia – Disassembly 3

It’s Christmas time and I have a bit of time to update my site. The work on the Iso Fidia is progressing next to the finish of the restoration of a 1955 Porsche (Pre-A) 356 Speedster. Here you can see how Ricky at disassembly concentrating on the wiring while I tackled the engine compartment. This is the original motor the car was delivered with: a 1969 March 21 casting Corvette L-46 350 V8. The Iso company used very good motors for their cars, this 350 horse L-46 is just one step down from the legendary (mechanical lifter) LT-1. (It only needs another intake, cam and carb – it still had pressed in rocker studs) The heads were the same 2.02 heads as the LT-1 and this motor could really open up!

Through the years several things got changed but nothing I can not reverse back to original. When I inspected the car in 2002 my main complaint was the lower end knock it had when seriously revved and yes – it still had it! ๐Ÿ˜Ž But, it will be rebuilt with better internals than factory – the outside will stay fully stock. Fortunately major items like water pump, manifolds and starter were still the original 1969 units. The transmission is the original Muncie 4-speed and there was a noticeable hard spot in shifting which later showed explained itself once I had it open.

I had to cut up the exhaust system as it was fully welded so did not clear the frame and had the wrong mufflers welded into the wrong position. These engines do not come out easy, it takes 3 people and a LOT of tricks to do this! Especially in Fidias there are clearance problems with the distributor and clutch system, sometimes I ask myself how they did it in the factory. I am specifically showing the motor mounts: these are the original (worn out) units and because of the power steering Iso had to cut a corner off the LH one to make it fit. I found out the hard way 8-).

Once theย motor was out, the true scope of what damage a quick paint job can do came out: the gloss black paint covered everything! Not only sheet metal but wiring, relays, brake system, steering – they just shot whatever they could reach. Fortunately, some of the original wiring colors could still be seen. Lots of Mickey Mouse “repairs” which are because original parts could not be sourced.

Now there is a lot of weight off the car, the next items that will be tackled are underpinnings, interior and wiring.

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