The Alfa Romeo Giulia GT is a coupe derived from the Giulia built by Alfa Romeo between 1963 and 1975. The Giulia GT was intended to replace the Giulia Sprint 1600, from which, however, it retains the general body layout and also the classic engine and front gearbox placement with rear-wheel drive.

The Giulia Sprint GT is compact, streamlined, simple and refined at the same time, with a clever play on proportions. Compared with the Giulietta, one notices that the fenders have practically disappeared from view.

Giorgetto Giugiaro takes a cue from one of his earlier creations, the 2000 Sprint of 1960: on the new coupe, too, the wide curved pavilion is striking, guaranteeing, in fact, roominess for four people. The modernity of the design is represented by the taut sides interrupted by a dihedral. The front end is also innovative, with a wide rectangular grille encompassing the Carello headlamps, surmounted by a sheet metal bordered by two oblique sections.The curious front "step" that characterizes all versions produced until 1968 and part of those produced until 1971 was due to an afterthought between the approval of the design and the car's production run. It was originally intended to be an air intake, later abolished to keep costs down, which by leaving room for the "step" defined an important (and recognizable) styling feature.

The Alfa Romeo Giulia Sprint GT was previewed to the press on September 9, 1963, and three days later the official presentation to the public took place at the Frankfurt Motor Show. Its debut was phenomenal: it amazed everyone, both for the modernity of its line and for its sports car performance tout court. It was the new benchmark in its category and became one of the most coveted cars of the period.

Iso's intention, in launching the design of the "Grifo”, was to make a car that would be a cross between the mammoth American coupes and the sleek European sports sedans, managing to concentrate, without too many sacrifices or excesses, the comfort and reliability of the one, with the elegance and performance of the other.

The difficult work was entrusted, for the technical part, to Giotto Bizzarrini, a famous designer and former Alfa Romeo and Ferrari consultant, joined by Bertone and Giugiaro for the aesthetic part. The new model was ready in a few months, as it was decided to proceed by shortening the chassis of the "GT" and was presented at the 1963 Turin Motor Show, under the name "A 3 L Grifo”.

As soon as the road model was defined, Giotto Bizzarrini devoted all his energy to the racing version, named "A 3 C”. The bodywork was lightened and the distribution of masses was varied, through the retreat of the engine. Bizzarrini's clear goal was to succeed, in a short time, in making a car that could compare with the Ferrari 250 GTO.

The Grifo is a low, streamlined 2-seater coupe with a long hood and set-back passenger compartment with a large glass area and tapering toward the tail. Compared to the GT, the newcomer is a coupe with fastback shapes, whose rear end drops gently toward the hint of a tail while the nose is long and ends in a front end with 2 pairs of round lights.

To true supercar performance the Iso Grifo combines classic luxury car elegance, with a cabin infused with leather and wood and accessories that at the time represented the ultimate, such as electrically operated windows and air conditioning.

In 1960, the 2000 Sprint made its debut: an elegant and luxurious coupe, 700 of which were built up until 1962. That same year, Bertone also created a 4-seater convertible version of the car which however was not produced commercially, and Bertone was also behind the design of the 2000 and the Giulia T.I. In 1963, the Frankfurt Motor Show saw the unveiling of the Giulia GT which replaced the Giulietta Sprint while repeating its enormous success: more than 200,000 of them were built up until 1977. It was also in 1963 that Bertone prepared two cars that were destined to remain one-offs: the 2600 Sprint HS and the Giulia Sprint Speciale.

By 1962, the Japanese carmakers had turned towards Italy almost en masse. It started with a Prince Skyline by Michelotti, and soon Nissan was turning to Pininfarina, and Daihatsu to Vignale. Toyo Kogyo (the future Mazda) consulted with Hideyuki Miyakawa, a journalist, entrepreneur and globetrotter who had found home and love in Italy, on their passenger car aspirations. Miyakawa suggested Bertone. The Luce 1000/1500 was shown at the 1963 Tokyo Motor Show. Those fender badges and the Italian name marked this as the first public manifestation of the collaboration between Mazda and Bertone.