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Motorsport Dic 1995.Pdf an 0, 0, 0 CONTENTS fl'Oflf cover: IeMttotl at work In the pits, one of the key elements "hind Midtael SchUlllOCher's S~ this year. Inset, the allurlnt liDarrini Strada. INCORPOUnlG Sl'fED DD THE 611OD1O.AJ1DS IJAHT1I loadon EaA 4DA Ttlep one: 0171 6284741 Fo: 0171 638 8497 Iodem: 0171 2.56 6246 Ttlex; 888602 MONEWS G Vol WI Number 12 DKEMIEII995 @ nESDALI PUBLISHING COMPANY LlMmD r Editor William Boddy Editor Simon Arron &ran Prix Editor Mark Skewls Deputy Editor Gordon Cruickshank Pictures LA T Photographic Advertising John Deverell ext 129 !nn Mengher ext 146 " PIIYIMIIIII ..de lit • .,"lilt defIln. plea ...dd f:2.so Ito ster\IItfI """ ,... Ito ~. 1IS.l: (......... )pw_$4,.oo. Q ..,.rr.. .. ,IiIoToe s-r ... III, .....eIey IIh ... Jwsey 07m, USA 1",,_ (toe) M5-7111 r.a, (901) M5-7114 "at issue out December 22 BIZZARRINI STRADA competition version of the Grifo. Essentially the Grifo was an extremely fast road car, which relied on 5.3-litre V8 Chevrolet Cor­ vette power. Both the cylinder block and heads were made from cast iron, the valve­ a.ckets of charDder illlSide, but you gear was actuated by push rods and rockers, and the crankshaft ran in five main bea­ can't tell how fast you're toInI ... rings. For the suspension, Bizzarr!ni used coil springs and wishbones at the front, and Super ... pnlfiJe "'S .... IM set ,., a coil-sprung De Dion tube located by ..... """,,,,, ..... -. lie .... radius arm and Pan hard rod at the rear. By 1965. there were two versions of the Grifo - the Iso Bizzarrini A3C racer and the A3L Grifo road going version, the main difference between them being that the Bitza had its engine moved back in the chassis by the bodies for Bizzarrini's sports prototype, raris. Bizzarrini's company might have 16in. A class win in the over five-litre retained the body forms and constructed lasted longer - it certainly deserved to - category and ninth overall at Le Mans in further cars after the company's demise in but 1968 was a significant year in 'supercar' 1965 proved that Bizzarrini was working 1969. production. Enzo Ferrari launched the 365 along the right lines. There was also a fifth But to return to 1966. Enzo Rivolta and GTB Daytona, and such was this model's placing in the 1965 Monza IOOOkms, but Giotto Bizzarrini finally fell out 'over the impact that even Lamborghini, who had when pitted against pukka thoroughbreds latter's use of the name Grifo for his road debuted the magnificent and technically from Ferrari the Bizzarrini stood I!ttle chance cars. Wisely, Bizzarrini had already regi - advanced Miura two years earlier, was of outright victory. Those "bloody red cars· tered the Grifo name, but allowed Rivolta to forced to draw breath more deeply than had the opposition licked once again. use it in exchange for a supply of parts for usual. The old man and his "bloody red Bizzarrini returned to Le Mans in 1966 50 cars. At last they had managed to agree cars" had done it yet again. with an open-top mid-engined Chevrolet­ on something. So Rivolta continued to make powered P538 prototype. As usual, the the Grifo, and Bizzarrlni went his own way body styling was stunning - a typical Bitza with cars which bore his name. Some 35 Driving Impressions cocktail of voluptuous curves, swooping examples of the GT5300 model were built Smartly dressed, with designer sun­ lines and deeply cut louvres over a simple throughout 1967, and 60 Strada versions glasses and a king-size Cigarette between tubular chassis. But the 1966 24-Hour followed in 1968 before the company was his lips, the young executive in the silver French classic was one which those finally laid to rest the follow!ng year. BMW 530i suddenly changed the expres­ involved with the Bizzarrini p,roject would The limited number of cars produced by sionless shape of his protein-starved fac~ . rather forget. The car retired early in the Bizzarr!ni (around 143 all told) were stun­ Unlike dozens of others who stared !O race with a broken chassis frame. and that ning by any standards. Fast and reliable, amazement as the Bitza burbled its waY was that. It seems likely that three of these their Simple American power units ensured across Kew Bridge en route to the M4, the racers were built originally - one in coupe that they suffered from none of the niggling man in the BMW didn't smile - he'd just form - but Salvatore Diamonte, who made problems which typified contemporary Fer- dropped his Cigarette onto his lap. kess ceIIIPfOIIIisH by IIInIad fueI·filled sills" left, '"" acljlllfa .... peclals help And there were the two joggers who thu ndered across the petrol station fore­ COIIIfort. "StratIa" suffix, oItove, denotes cou rt; "Ere, John, what sort of car's this _ of 60 1961 cars. 5.3-litre CMm»Iet then?" Their question is quickly answered. 'Yeah, that's obvious, " says the one with ....IM hard to get to, left. the purple and yellow trainers, "But who made it? Nice paint job, Rover V8 is it?" So, for the benefit of Mr BMW and the two tubby youths in the world's most frightful clothing, this car is a Biuarrini GT Strada long arms and legs severed just below the (fSo who cares tha.t 5300, designed by Giotto Bizzarrini and knees; but at least the pedal cluster is built by his company in 1968. adjustable, and the large curvaceous When the car's owner and fastidious windscreen creates a wonderful feeling of this 30-year-old isn It custodian, Alexander Fyshe, removed the cabin space. So many of the Bitza's low­ protective dust sheets from the gorgeous slung contemporaries feel so claustro­ quite up to scratch in bodywork of this beguiling monster, the phobic that Sitting in them, let alone driving genius of Glotto Bizzarrinl became immedi­ them, can be oppressive. the field of human ately apparent. Like so many other Italian In the ma nner of a good number of sports superca rs of the mid- 1960s, beautiful styl­ racers built in the classic post-war era , comfort and Ing was accomplished at all costs. The Giotto Blzzarrini traded sound ergonomics frontal aspect is pure Bizzarrini. with just a in favour of style. And I am glad he did, convenience ?JI hint of post-war Alfa around the wheel because the cabin is endowed with bucketS arches and headlamps, whereas the middle of character, the sort which today's efficient and rea r sections of the body show under­ supercars miss. Visibility through the rear tones of Ferrari, Lamborghini and Maserati. window isn't too good, the gear lever Make no mistake, though, this was Biz­ doesn't fa ll naturally to hand and the steer­ zarrini through and through - not quite at ing wheel obscures the main instrument his best, but, overall, the smooth slipper­ cluster, but all of these are traits which iness and overall effect is as pleasing aes­ equally apply to the F40 Ferrari, BMW 8501 thetically as it is correct aerodynamically. and POTsche 911 respectively. So who cares Because beauty and folly are generally that this 30-year-old isn 't quite up to good companions, getting Into the cabin scratch in the field of human comfort and Over the broad sil ls, which interestingly convenience? double as fuel tanks, one is poised between Incredibly stylish, the car Is at the same cliche and indiscretion. I'll skIp the cliches time almost practical; this is Ont! of the few bu t admit to slight apprehension at the exotics with a boot big enough to a swallow ~h ought of a prolapsed spinal disc. There is, a sensible quantity of luggage. Admittedly, Owever, a technique: throw the right leg its ability to take a couple of medium-size against the left of the transmission tunnel suitcases, a squashy bag and a large and hold it there firmly; next, fa ll carefully camera box is aided by the skimpy space­ into the body-hugging leather-covered seat saver spare wheel and tyre, but all things an d pull the left leg in behind you with both ~consjdered , this arrangement is an emi­ hands. nently good compromise, which goes part Once installed behind the classic three· way towafds Justifying the GT badge. SPOke Wood-rimmed alloy steering wheel, Prepare for lift-off. Three prods on the you experience the typical Italian driving throttle pedal to prime the elephantine POSition, specially tailored for folks with Holley carburettor, light the blue . touch --------------------------------------------------------------------------------------------------- BIZZAAAINI STRADA .......... ...... hnwI ••• • ................. number says more about the noise inside the cabin than any words could convey. Incidentally, it pays to be ready when the power comes in on full throttle: the shove in the back is tremendous. Contemporary road testers reckoned on a top speed of around 145mph, the benchmark figure of 60nph arriving from rest in a maximum of 6.5secs, but Alex Fyshe tells me that his car will easily reach 160mph. At high speed the front apparently goes "a bit light"; I have every reason to believe this but have no intention of finding out for myself. It's a large, heavy car, yet the all-round disc brakes - outboard at the front, inboard at the rear - do their job of hauling the Bizzarrini down smoothly and progress­ ively even from high speed. There 's good initial bite and never any fade, but as one might expect the pedal needs a hefty shove. As there are electrically-operated windows fitted (the only part of the car worthy of contempt for self-indulgence).
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