Background:
Ferrari’s lead engineer and head of design, Giotto Bizzarrini worked for in Maranello for just five years, from 1957 to 1962. In that short time-frame, some of the world’s most beautiful as well as competitive machines were developed, tuned and eventually designed outright by this brilliant, largely self-taught engineer. (To learn more about this gentleman, please use this link: http://en.wikipedia.org/wiki/Giotto_Bizzarrini )
In 1962, along with many other unsatisfied Ferrari personal, Bizzarrini joined the new company ATS for a short stint as head of design and development. He remained however keenly interested in producing a follow-on competition Berlinetta that would beat Ferrari’s latest and greatest at their own game. Upon leaving ATS, Bizzarrini established a new engineering and consulting company called AutoStar, this would eventually become Prototipo Bizzarrini from which his most successful run of vehicles would be designed and developed. Bizzarrini’s third design at AutoStar was given the simply designation “A3” which would soon become “A3/C” with the “C” indicating “Corsa” or “Racing” a more informal name AC/L would be applied to the “Lusso” or “Luxury” road versions of his new A3 which confusingly were still most often called A3/Cs.
The A3/C would be the platform with which Bizzarrini hoped he would achieve the same success as he had done with his original design of the GTO. Starting with an oval, steel tube chassis similar to that of the GTO he used an independent front suspension of un-equal length, heavily reinforced “A-arms” with separate coil springs and shock absorbers. The front suspension was given massive adjustment capabilities to deal with a variety of competition environments. The rear suspension was a complete departure from that used on the GTO. Gone was the old-fashioned and outdated solid rear axle assembly. An all new, massive, limited-slip, Salisbury rear differential capable of dealing with immense horsepower and torque drove each rear wheel through articulating half shafts. A de-Dion rear suspension set-up with double radius-rods on each side ensured maximum grip under race conditions. Braking was by discs all around with the rears being in-board to reduce un-sprung weight. Rotors and Calipers were licensed bought direct from Dunlop with no corners being cut. These were largest units available at the time and they were well up to the task.
For an engine, he chose an “off-the-shelf" race-tuned solid-lifter, 5.7-liter, “small-block” Chevrolet V8s that nominally produced 350bhp but could easily be tuned to make 400bhp and more when needed. A corresponding General Motors, industrial strength and race-proven, wide-ratio four-speed gearbox transmitted the power to the rear differential assembly. While nowhere near as exotic as the GTO’s 3.0-liter, V12, the A3/C was both lighter and produced significantly more torque and horsepower. It also did so for a fraction of the cost with significantly more reliability which was crucial in endurance racing.
Bizzarrini was an aerodynamicists genius in a time when the use of a wind-tunnel was still seldom considered. Working with Carrozzeria Bertone, he insisted the overall design have an extremely low center of gravity and that polar-moment of moment likewise be limited wherever possible. His underslung, long-wheel base chassis allowed for the engine to be positioned behind the front axle similar to the Corvette. This gave the advantages of a “mid-engine” design while allowing the retaining of a traditional engine, gearbox, rear axle layout and subsequent ease of construction in an economically viable way. For coachwork, he chose an especially curvaceous, fluid design of multiple compound curves that many believe to be a work of beauty with few if any equals. The extremely low and wide design gave the perception of pure speed, even when simply standing still. The A3/C was significantly lower than the GTO by a large degree. Front glass work was steeply raked as were the driver and passenger seats with deep footwells on either side. Despite the extremely low roof design a driver well over six feet in height could easily be accommodated and done so with remarkable comfort. The proportions were perfect and while looking much like an evolved GTO, the over all design was far more cohesive and purposeful along with being significantly more comfortable for both occupants.
External alloy panels were just the start of the AC/3 external features. Rather than simply using a steel inner frame work to mount the individual body sections, Bizzarrini went one step further. Using aircraft assembly procedures, all of the body panels were boxed and riveted together creating a massively rigid but still extremely light overall design. It was said some “ten-thousand” individual rivets were needed to construct each vehicle. In order to ensure his prized design would go into production he chose the nearby small Livorno, Italy automotive specialist, ISO, owned by Renzo Rivolta to handle individual construction and assembly of the chassis and drive-trains. Completed examples where then shipped to Modena to Piero Drogo’s Carrozzeria Sports Cars of Modena. Each slightly unique body was then painstakingly hand assembled and fitted, a process that was neither cheap or could be accomplished that quickly compared to the standard alloy bodied vehicles they were use to producing.
The design was both strikingly beautiful and immensely successful both on and off the track but constructing each vehicle was expensive and time consuming. A total of 22 different examples were completed in two distinct batches. The first of which were built by Renzo Rivolta’s ISO company based in Livorno, Italy. A falling out between ISO and Bizzarrini meant that the last eleven had to be completed directly by Bizzarrini himself however at Bizzarrini Prototipo which had evolved from Bizzarrini’s earlier AutoStar company. ISO continued to provide parts and assistance throughout the limited production run of all 24 examples. The easiest way to distinguish an early Iso built example is the front nose badging. Bizzarrini however also had his own name adoring most examples and certainly beginning with B -0213- and through to the end of production they were all marketed and sold as Bizzarrinis rather than as ISOs.
Chassis No. B -0213-
This is the final of the original thirteen ISO built AC/3 Competition Berlinettas assembled in Livorno, Italy. An additional nine examples were then built nearby directly by Giotto Bizzarrini but with constant assistance and assembly help being still carried out at ISO. The original ISO built examples from Livorno were given chassis numbers B -0201- through B -0213-. After the completion of B -0213- Bizzarini took over construction himself and the final eleven examples were numbered B -0214- through B -0222-.
Bizzarrini clearly intended that these 22 hand built alloy, riveted-panel Berlinettas would be built primarily for competition, but a “Stradale” or road version was built as well simultaneously along-side the competition cars. Both versions were impossibly light, extremely rigid and overwhelmingly competitive for the 1964, 65 and even into the 1966 Season including two top class finishes at Le Mans in consecutive years! Despite this, they were soon outdated and outclassed by massive changes in racing technology. Many were destroyed in period racing and today only about half of those built survive as originally completed when new.
After the completion of the 22 riveted-panel, alloy-bodied examples, the design reverted to a less time consuming, less expensive more traditional construction method of simple welded alloy bodies and eventually the production run turned to even more economical fiberglass bodies. The last of Bizzarrin’s vehicles were completed in early 1969 when Bizzarrini was already facing bankruptcy. After chassis B -0223-, the standard alloy and fiberglass examples were sold under various names including IA3, Bizzarrini GT, GT 5300, Bizzarrini Grifo, Berlinetta Grifo 5300 and GT America.
I have personally wanted to acquire one of the early alloy riveted-body examples since I first saw and raced against one more than ten years ago at the Le Mans Classic. I first saw this particular A3/C, s/n B -0213- on the lawn when it was shown at the Pebble Beach Concours d’Elegance just over a year ago. I tried unsuccessfully to purchase the car then and for many months subsequently thereafter from the former owner. Over the past year, I spent a fair amount of time carefully researching this vehicle along with many of the other survivors. B -0213- was ordered new by Auto Becker in Germany in November of 1964. Period documents and detailed research by noted automotive historian Winston Goodfellow confirms that B -0213- was completed as a Stradale or road version. Evidence of this is clear and can be found from several sources and upon direct examination. Winston Goodfellow penned a fantastic article in the Griffon magazine in the Spring of 1993. He states the following regarding his research on B-0213-:
Grifo B0 213 was also a Stradale, and was the first the the cars to have the “conventional” rear window that wraps down to the rear fenders instead of the “flat” back-window seen on its predecessors. The chassis appears to have been at Drogo’s (Pierro Drogo’s Carrozzerria Sports Cars Modena) in early November, (1964) and was destined for Germany’s AUTOBECKER dealership. Wanting to have the car completed by mid-December, Bizzarrini wrote to Drogo, “(This car) should have the modification to the rear window for improved visibility.” The car was then sent to Livorno, and Bizzarrini, unhappy with the workmanship found, sent it back. On December 15, he wrote Drogo, “With reference to the ‘crude’ German car, number 213, I ask you to examine it in the dark with a small light (to see) how many gaps there are between the passenger compartment and the trunk. (Regarding Bizzarrini’s “crude’ comment, this looks to have been an inside joke, possibly about the new look for the rear window, rather than a derogatory slap at Drogo’s quality of work.) It appears that 213 was completed and delivered in January of 1965. Seeing that this car was likely the first one completed in 1965 and had the new look that offered improved visibility, it is assumed that all cars such as --208 and 211— that were “modified to a 1965 model”, also received the wrap-around rear window.
Goodfellow continues in his article to state that "B0 213” a Stradale version was built in January of 1965, the rear window modifications were completed in March and the car delivered that same month to AutoBecker in Germany. Initially after delivery, AutoBecker complained about the car and wanted warranty work done on it. They were unhappy with cooling issues as well as body panel fit. Something that would likely have never bothered a client who purchased it for racing. The vehicle also had Britax “road-car” lap belts and photos of the vehicle prior to restoration show a completely carpeted “Lusso” or “Luxury” interior, again something a racer would not have been interested in. The racing versions had open door pockets with no door “skins” and perspex was used for much of the side and rear glass. Ducted vents and additional cooling scoops can be seen in period photos of the racing versions none of which are found on B -0213-. The pedal assembly of B -0213- is not the drilled, light-weight version found on the racing variant and there an no “quick jack” brackets in the front or the rear of the vehicle attached to the frame where the car could be quickly raised during races to change out wheels and brake pads. Both the tachometer and odometer are clearly labeled “ISO A3/L” a final confirmation that this vehicle at least initially was intended for normal street use.
B -0213- had been ordered new by AutoBecker on behalf of a client for non-race, road use. At the time of completion and delivery, B -0213- was initially painted green with a black vinyl interior but soon sported first a yellow paint scheme and later red. The original retail German owner of this AC/3 is not known at this time but circa 1966/7 the vehicle was sold to the famous Swiss Racer and Collector, Pierre de Siebenthal and shipped to him in Switzerland. Siebenthal was no stranger to the AC/3s as he had previously owned B -0201-, the first of the AC/3s completed and one that he raced on several occasions. After being purchased, B -0213- was registered by Siebenthal on plates “VD 401979”.
Siebenthal had a large stable of running as well as numerous project cars. During his ownership, B -0213- suffered heavy front and rear damage in a road accident most likely by Siebenthal himself. Both the front and rear riveted-alloy coachwork remained un-repaired for many years to come and like many of Siebenthals vehicles despite wanting and intending to restore it, he never did. He and his shop personal never got any further than stripping the car down and disassembling it. It would remain in this state for nearly twenty years. At some point during his ownership, it was relegated to de Siebenthal’s famous growing collection “scrap yard” of collectible automobiles (Garage Siebenthal) located near his home in Lausanne, Switzerland. In the early 1980s urban development saw the building of new Sports Center and the need for De Siebenthal to relocate his automobiles to a new location. He was eventually able to secure a new storage facility in Goumaoens-la-Ville on the outskirts of Lausanne. Sadly a few years later De Siebenthal passed away and his vehicles, collections and possessions were sold off and scattered throughout the world. (The UK Ferrari Owner's Club Magazine published a fantastic article by Marcel Massini documenting many details on De Siebenthal including interesting details of his holdings and the varied treasures he stored and collected over the years.)
Prior to passing away, Siebenthal offered several of his vehicles for sale to various dealers and collectors. Amongst these was B -0213-. After failing to complete a sale with fellow Swiss dealer Rob Box, Siebenthal found another interested buyer, Salvatore Diomante from Nichelino, Italy. It is highly unlikely that any living individual is more familiar with the AC/3s then Diomante. In 1966, he took over managing sales, construction, repair and warranty work for Bizzarrini and even after Bizzarrini shut down in 1969, Diomante remained the “go-to-guy” for all things related to the servicing, repairing and restoration of any of Bizzarrini’s creations. Diomante was well aware of the importance of this particular AC/3. Although the accident damage and disassembled state would have turned away most buyers, Diomante knew the car was one of the early build AC/3s with the special riveted alloy panels.
A sale was agreed to shortly thereafter in September of 1993 and a formal invoice for the vehicle is dated November 19th of 1993. The invoice is from P. de.Siebenthal Automobiles of Goumoens-la Ville and it is made out directly to Salvatore Diomante’s Auto Constuctione SD of Via Ippolito Nievo, 10042 Nichelino, Italia. The invoice describes the vehicle as follows; "1 vehicle type Bizzarrini Berlinetta chassis B.O. 213 incomplete and disassembled." According to the Swiss dealer Rob Box who also had been offered the car, it was largely stripped and nearly completely disassembled at the time of the sale. Siebenthal promised Box and other buyers that the car would be sold complete with everything that he had but his “Garage” was a frightful mess as can be seen in the many period photos of the era. The invoiced weight of the car which at the time was not even in a rolling state was listed at 650kgs (1,433lbs) and the selling price was 3,800 CHF which clearly reflected that the car had been crashed and left un-repaired for many, many years. At the time of the sale, Siebenthal promised that the car would include and be delivered with the original engine, gearbox, suspension, brakes, rear axle etc….
The actual sale and shipping of the car, predated the formal sales invoice date by several days. B -0213- and many spare parts were physically shipped by truck from Swizterland on November 17th, 1993 when the vehicle and the original engine, gearbox, suspension, axles and many other items were finally all located and prepared for the movement. The shipping invoice dated November 11th, 1993 stated that the total weight of the car and all components at the time of shipping was 1,250kgs (2,756lbs). In comparison, the cataloged Italian homologation weight of the vehicle was listed at 1,200kgs (2,646lbs) which is a good indication that Diomante was clever enough to await and arrange for delivery once all of the car’s rare pieces and components were gathered together.
B -0213- cleared Italian Customs and was formally imported into Italy by Diomante’s Auto Constructione two days after leaving Switzerland on November 19th, 1993. Upon arrival, Diomante using the original assembly and sales documents as a starting point and then inspected and evaluated B -0213- carefully. The car had been repainted several times and body filler completely covered all of the normally visible and exposed rivets except where there was damage. Several areas were sanded down to expose the layers of body filler and paint as well as the unmistakable out line and pattern of thousands of rivets holding the coachwork together. Diomante was well aware of the importance of the car and soon was able to locate and confirm that chassis number of the vehicle hidden under layers of oil, dirt and paint. It was no surprise when it perfectly matched the assembly and sales records of the vehicle.
After the initial inspection, Diomante who was perpetually busy with other projects and work did little but store his new A3/C. Not until December 16th, 1996 after locating to a new facility (Autocostruzioni Turino, Italia) did he formally apply for ownership in Italy and settle his import fees and bills with the Italian authorities. An import bill dated 16-9-96 identifies the vehicle in detail and the fees and expenses due to the Italian authorities.
Well aware of the vehicle’s importance, Diomante continued to keep it stored for many more years and it was not until 2011 that he found a client willing to fund the restoration of B -0213- to its former glory. More than 200 pre-restoration and in progress photos were taken documenting the rebuild of the car. Despite the very bad accident damage to the front and rear of the car, it otherwise remained remarkably well preserved protected under at least four layers of paint and massive amounts of grease and dirt. The vehicle still retained the original type *129* Chevrolet 5.7-liter engine, correct gearbox, rear axle assembly, de-dion rear suspension, front and rear brakes etc… the chassis was in excellent undamaged condition but both front wings, front valence, nose and headlight bucket assemblies had to be fabricated from scratch. The front and rear deck lids, doors and main body were all in excellent original condition without damage but the lower rear valence and floor of the trunk all had to be fabricated from new. The interior was complete and clearly showed that the car was a “Stradale” version.
All of the repairs, fabrication and restoration work was carefully done as per original and the before and after photos carefully document all of this. The two main changes to the car during restoration were the change in color from Green to Red and the replacement of the single four-barrel carburetor to a quartet of side-draft Webbers. The car was then offered for sale in 2012 and purchased by a friend and client here in the States. He showed the car at the Pebble Beach Concours d’Elegance in 2013 and just over a year later, I was able to acquire the vehicle.
I have now covered some 250 kilometers in the car since it arrived and it is in simple words, it is beyond impossibly perfect! B -0213- is offered with a comprehensive file of pre-restoration records and photographs, detailed invoices, shipping and customs documents and incredibly an original A3/C Owner’s HandBook and Warranty / Service Manual.
More than 250 high resolution inspection and pre-restoration photos, period records, notes and documents can all be accessed by clicking on this link:
http://symbolicphotos.weebly.com
Pleases contact me for additional assistance in arranging for an inspection, test-drive or to discuss a potential purchase of this vehicle further.
Warm regards,
Bill Noon
Symbolic International
Symbolic Motor Car Company
7440 La Jolla Blvd.
La Jolla, California 92037 USA
Phone 619 840 7811
Email bnoon@symbolicmotors.com
Website http://symbolicphotos.weebly.com