Bizzarrini 5300 GT

The 5300 GT sits across a fraught production and paperwork history — Giotto Bizzarrini himself could not clarify total production or chassis numbering. For the 5300 GT specifically, cross-check the chassis number against the transition from Iso Grifo A3/C to Bizzarrini 5300 GT at chassis #0224 — earlier cars were Iso Grifo A3/C production and are a distinct model, not a 5300 GT. Insist on the fullest possible ownership trail, cross-check against the recognised Bizzarrini registry and treat any car whose paperwork begins mid-life as a car priced on that history, not the badge.

The tubular steel chassis with riveted alloy centre sections is structural — the outer body is a stressed member. Inspect for prior accident repair, chassis-rail deformation and body-panel replacement; a full lift inspection with paint-depth gauge is non-negotiable. Fibreglass-bodied 5300 GT America and one-off Corsa fibreglass cars must be identified explicitly and priced separately.

The Chevrolet 327 small-block, Borg-Warner T10 four-speed and Salisbury 4HU LSD are robust and well-supported. Verify cold-start behaviour, oil pressure at temperature and evidence of recent service. Confirm whether the drivetrain and body specification match Strada (Carter/Holley four-barrel, ~365 hp) or Corsa (four twin-choke Webers, alloy body, ~400–420 hp) against the factory build book — output quoted for Corsa varies materially between sources.

De Dion rear with twin radius arms and a Watt's linkage is bespoke and specialist-serviced; verify geometry, bushing condition and any deviation from original spec on a lift. Cars with documented Le Mans / period race history are priced separately and require full FIA / class-eligibility paperwork before any sporting valuation is placed on them.