Giotto Bizzarrini - auto engineer

Took part in 1961 rebellion that left Ferrari on brink

Giotto Bizzarrini was a
key Ferrari engineer

The automobile engineer Giotto Bizzarrini, a key figure in the development of Ferrari’s 1960s sports car, the 250 GTO, was born on this day in 1926 in Quercianella, a seaside village on the coast of Tuscany.

Bizzarrini famously joined with two other key engineers and several more employees in quitting Ferrari in October 1961 after a colleague had been sacked by founder Enzo Ferrari following a row over Ferrari’s wife, Laura, interfering in how the company was run.

Their walk-out left Ferrari effectively with no engineers to further develop on-going projects. The marque was already at a low point following the deaths of five of their main drivers in crashes between 1957 and 1961, one of which, at Monza in 1961, saw 15 spectators also lose their lives.

Enzo Ferrari, who was accused of running his company like a dictator, is said to have considered winding it up after Bizzarrini and the others left. The episode is remembered in Ferrari’s history as ‘the Great Walkout’.

Bizzarrini was born into a wealthy family from Livorno. His father was a landowner and his grandfather, also called Giotto, had worked with Guglielmo Marconi on his development of the wireless telegraph.

After obtaining a degree in engineering from the University of Pisa, in 1954 Bizzarrini began his career in the automobile industry with Alfa Romeo, where he trained to be a test driver. He felt it important to his work as an engineer that he understood from a driver’s point of view the problems he was asked to solve.

The Ferrari 250 GTO, developed by Bizzarrini,
is still seen as one of Ferrari's best cars

It was as a test driver that he joined Ferrari in 1957. Promotion came quickly and it was not long before he was the company’s chief engineer. 

Bizzarrini’s most notable achievement at Ferrari was the development of the 250 GTO sports car, which even 60 years after it went into production is still regarded as one of the greatest Ferraris. In response to Enzo Ferrari’s concerns over competition from the Shelby Cobra and Jaguar E-Type Lightweight, Bizzarrini developed a shorter wheelbase than the standard 250 GT to improve its handling, as well as more aerodynamic bodywork.

The 250 GTO was capable of reaching 174 mph, which was unheard of at the time. The car won the GT world championship in its class in 1962, 1963 and 1964.

Despite the governing body of motorsport requiring that a minimum 100 examples of a car to be built in order to compete in GT events, only 39 examples of the 250 GTO were built. Enzo Ferrari created the impression that more cars existed by giving them non-consecutive chassis numbers.

Bizzarrini (right) speaks to the driver after
a test run of the prototype 250 GTO in 1961

Its scarcity value now is such that in 2018, a 1963 Ferrari 250 GTO sold for $70 million dollars at auction, which at the time was a record for any car changing hands at a public auction.

It was Bizzarrini’s success in turning the 250 into a serial winner that made his departure such a serious blow, although in the event the project was completed successfully in his absence. 

The Great Walkout came against a background of rising tensions at Ferrari in which sales manager Girolamo Gardini frequently argued with Enzo Ferrari’s wife, Laura. Matters came to a head when Gardini was joined by Bizzarrini and two other senior staff in demanding that Laura’s involvement with the running of the company. Enzo Ferrari rejected their demands and the four left, along with several other personnel.  It has never been entirely clear whether they resigned, or were sacked.

After Ferrari, Bizzarrini worked for Scuderia Serenissima, the Venice-based racing team run by Count Giovanni Volpi, whose father, Count Giuseppe Volpi, was the founder of the Venice Film Festival, and had a spell with Lamborghini, developing the first of the marque’s successful V12 engines.

His company, Società Autostar, then won a contract with Iso Autoveicoli, building the Iso Rivolta IR 300 and the Iso Grifo. He left Iso after another dispute and began building cars under his own name, starting with the Bizzarrini Grifo Stradale in 1965.

The car evolved into the Bizzarrini 5300 GT Strada, which was produced between 1965 and 1968. Bizzarrini ran into financial difficulties and Bizzarrini Spa was declared bankrupt in 1969, after which his career as an automobile manufacturer was over.

As a consultant and university lecturer, however, he remained an influential figure in the industry, working well into his 80s.

A beach on the rocky waterfront at
the seaside village of Quercianella.

Travel tip:

Quercianella, where Bizzarrini was born, is a small hamlet situated some 15km (nine miles) south of the port of Livorno on the Tuscan coast, from which it is separated by a stretch of rocky coastline known as Il Romito. Surrounded by tall cliffs lined with pine forests. The village is largely residential but has a small public beach and a salt-water swimming pool. The sea off Quercianella has been praised for its cleanliness and is popular with water sports enthusiasts and has abundant fish stocks. The Quercianella coastline was chosen by a former prime minister, Sidney Sonnino, who led two governments in the 1900s, to build the Castello Sonnino, a neo-medieval style castle residence built on the site of a 16th-century fort built by the Medici. 

Livorno's duomo, the Cathedral of St Francis
of Assissi, originally built in the 17th century

Travel tip:

The port of Livorno is the second largest city in Tuscany after Florence, with a population of almost 160,000. Although it is a large, industrialised  commercial port, it has many attractions, including the elegant Terrazza Mascagni, a waterside promenade with checkerboard paving, and its historic centre – the Venetian quarter – which has a network of canals and a tradition of serving excellent seafood. Situated next to Terrazza Mascagni is the Livorno Aquarium, which has 33 exhibition tanks containing around 300 different species. The city’s cathedral, commonly called Duomo di Livorno and dedicated to Francis of Assisi, can be found on the south side of Piazza Grande.

Also on this day:

1513: The Battle of Novara

1772: The birth of Maria Theresa, the last Holy Roman Empress

1861: The death of Camillo Benso, Count of Cavour, Italy’s first prime minister

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Luca Cordero di Montezemolo – aristocrat and businessman

Luca di Montezemolo led
Ferrari to F1 success

Former driver who led Ferrari to Formula One success

Luca Cordero di Montezemolo, a former racing driver, chairman of Ferrari and Fiat and president of employers’ federation Confindustria, was born on this day in 1947 in Bologna.

He is one of the founders of NTV, an Italian company that is Europe’s first private, open access operator of 300km/h (186 mph) high-speed trains.

Montezemolo is a descendant of an aristocratic family from Piedmont, who served the Royal House of Savoy for generations. He is the youngest son of Massimo Cordero dei Marchesi di Montezemolo and Clotilde Neri, niece of the surgeon, Vincenzo Neri. His uncle was a commander in the Italian Navy in World War II and his grandfather and great grandfather were both Generals in the Italian Army.

After graduating with a degree in Law from Rome Sapienza University in 1971, Montezemolo studied for a master’s degree in international commercial law at Columbia University.

His sporting career began at the wheel of a Giannini Fiat 500. He then drove briefly for the Lancia rally team, before joining the auto manufacturing conglomerate Fiat. In 1973 he moved to Ferrari, where he became Enzo Ferrari’s assistant, and he became manager of the Scuderia - the racing division of the company - in 1974.

Montezemolo pictured in 1985 with Fiat chairman
Gianni Agnelli, who made him a trusted lieutenant 

While Montezemolo was involved with the team, Ferrari won the Formula One world championship with Nikki Lauda in 1975 and 1977. He became head of all Fiat racing activities in 1976 and became a senior manager of Fiat in 1977.

During the 1980s he held a number of positions in the Fiat empire, including managing director of the drinks company, Cinzano. He also managed Team Azzurra, the first Italian yacht club to enter the America’s Cup and in 1985 he became manager of the organising committee for the 1990 World Cup in Italy.

Fiat chairman Gianni Agnelli appointed Montezemolo president of the then struggling Ferrari company in 1991, after the death of Enzo Ferrari. Montezemolo was awarded the Lorenzo Bandini trophy for his achievements in Formula One motor racing in 1997 and, under his leadership, the Ferrari team won the world drivers’ championship in 2000.

Montezemolo became president of Confindustria in 2004 and on the death of Agnelli was elected chairman of Fiat. He stepped down from Fiat in 2010 and resigned as president and chairman of Ferrari in 2014.

He launched NTV - Nuovo Trasporto Viaggiatori - in 2006 along with three other businessmen with the aim of competing for business on the Italian high speed rail network following the liberalisation of the railway sector in the European Union.  Trading under the brand name Italo, today it operates more than 90 daily services across 11 routes, serving serving 54 cities.

He is also non-executive chairman of the board of the airline Alitalia and was committee president of the Rome bid for the Summer 2024 Olympics.

He has been awarded five honorary degrees in Mechanical Engineering by Italian universities. Married twice, Montezemolo has five children. He celebrates his 74th birthday today.

The Villa Ada is surrounded by one of the
biggest urban parks in Rome

Travel tip:

While working on the Rome bid for the 2024 summer Olympics, Montezemolo has had an office at the Foro Italico, the site for the 1960 Olympics, and an apartment in the exclusive Parioli district in the north of Rome. This became an upper class area early in the 20th century after the construction of Viale Parioli. Now considered to be Rome’s most elegant residential area, notable for its tree-lined streets and some of Rome's finest restaurants, it is also home to some foreign embassies.  The Villa Ada, once the Rome residence of the Italian royal family and surrounded by the second largest park in the city, can also be found within the Parioli district.

The elegant Piazza Galimberti is
the central square in Cuneo

Travel tip:

The Montezemolo family name comes from a small village in the province of Cuneo in the Piedmont region, about 80 kilometres (50 miles) southeast of Turin. Cordero Montezemolo Barolo wine is made in the wine producing area of La Morra by a branch of the Montezemolo family. The city of Cuneo is characterised by its 19th-century Savoy layout and architecture, with eight kilometres of arcaded streets, at the heart of which in the elegant Piazza Galimberti.

Also on this day:

1542: The birth of noblewoman Isabella de’ Medici

1834: The birth of opera composer Amilcare Ponchielli

1900: The birth of Gino Lucetti, Mussolini’s would-be assassin

1907: The birth of Altiero Spinelli, political visionary

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Giorgetto Giugiaro - automobile designer

The Volkswagen Golf Mk I was one of  Giugiaro's most
successful designs, the car selling 6.8 million units

Creative genius behind many of the world’s most popular cars

Giorgetto Giugiaro, who has been described as the most influential automotive designer of the 20th century, was born on this day in 1938 in Garessio, a village in Piedmont about 100km (62 miles) south of Turin.

In a career spanning more than half a century, Giugiaro and his companies have designed around 200 different cars, from the high-end luxury of Aston Martin, Ferrari, Maserati and DeLorean to the mass production models of Fiat, Volkswagen, Hyundai, Daewoo and SEAT.

The Volkswagen Golf and the Fiat Panda, two of the most successful popular cars of all time, were Giugiaro’s concepts.

In 1999, a jury of more than 120 journalists from around the world named Giugiaro “Designer of the Century.”

Giugiaro formed his own company.
Italdesign, just outside Turin in 1968

Giugiaro’s father and grandfather both painted in oils and Giugiaro became passionately interested in art. He enrolled at the University of Turin to study art and technical design.

He took an interest in styling automobiles only after one of his professors suggested that the motor industry would pay big money for someone of his artistic vision who could come up with elegant and practical designs.

Not surprisingly, after he had presented some sketches of cars at a student exhibition in Turin in 1955, it was Fiat - based in Turin - who became aware of his talent. The company’s technical director, Dante Giacosa, approached Giugiaro and three months later he joined Fiat’s Special Vehicle Design Study Department. He would stay with Fiat for four years, although he struggled to win approval for his designs.

From Fiat, he moved up the ladder of automotive design very quickly, lured away by Nuccio Bertone to join Gruppo Bertone, where Giugiaro delivered an amazing run of successful designs.

The stylish Alfa Romeo Brera is based on another of
Giugiaro's designs for Italdesign

Appointed chief designer at the age of just 22, his work included the Aston Martin DB4 GT, the Ferrari 250 GT Concept, Chevrolet Corvair Testudo Concept, Alfa Romeo Sprint, and the Fiat 850 Spider.

Giugiaro moved to Ghia in 1965, shortly before it was taken over by Alejandro de Tomaso, head of De Tomaso. He stayed there only two years, but it was long enough for him to make his mark with the De Tomaso Mangusta and the Maserati Ghibli, both unveiled in 1966.

Only a year later, Giugiaro moved on again, this time to form a partnership with Aldo Mantovani and a new company, based in Moncalieri, just outside Turin, which would be called Italdesign (later Italdesign Giugiaro.)

Since its founding, Giugiaro’s company has styled an estimated 200 vehicles for clients all over the world.

The Fiat Panda is another massive seller worldwide
that began life as a Giorgetto Giugiaro design

Among the best known have been the Alfa Romeo Alfasud, Lotus Esprit, Volkswagen Golf and Scirocco, Bugatti EB112, Saab 9000, Subaru SVX, and the DeLorean DMC 12. There are few major motor manufacturers around the world for whom Giugiaro or his company have not worked.

Probably the most successful of all has been the Volkswagen Golf Mark I, which was unveiled for the first time in 1974 and went on to sell 6.8 million units.

Giugiaro’s favoured styles in the early days of Italdesign tended to accentuate curves, as characterised by the DeTomaso Mangusta and the Maserati Ghibli. Later he became more concerned with straight lines, as characterised by the VW designs for the Passat and Scirocco as well as the Golf. Other designers often followed suit. A high-sided taxi he conceived for the Museum of Modern Art in New York in 1978 did not enter production but became the influence for a generation of MPVs.

Like the Golf, Giugiaro’s Fiat Panda sold in huge numbers. Conceived to be minimalist, aesthetic and functional, the model continued in production for 32 years with barely an upgrade in that period.

His design talents have not stopped at cars. Giugiaro has also designed cameras for Nikon, firearms for Beretta, and motorcycles for Ducati, and Suzuki.

The castle at Moncalieri, once a royal residence for the
Savoys, now houses a Carabinieri training college

Travel tip:

Moncalieri, where Giugiaro established the Italdesign company with his partner Aldo Mantovani, has a population of almost 58,000 people. About 8km (5 miles) south of Turin within the city’s metropolitan area, it is notable for its castle, built in the 12th century and enlarged in the 15th century, which became a favourite residence of King Victor Emmanuel II and subsequently his daughter, Maria Clotilde. The castle now houses a prestigious training college for the Carabinieri, Italy’s quasi-military police force.

The village of Garessio sits in a valley in the Ligurian Alps,
close to the Langhe wine region

Travel tip:

Garessio, where Giugiaro was born, is located in the Ligurian Alps, on the border between Liguria and Piemonte provinces. In medieval times it was an important staging post for the salt trade and eventually salt brought over the Ligurian Alps from the Mediterrean Sea was re-packed and sold in Garessio for distribution to Northern Europe.  It is close to the Langhe wine region, which produces famous wines such as Barolo and Dolcetto, and is famous for the Aqua San Bernardo mineral water, which is renowned to have healing properties. At the turn of the century, Garessio built its fame as a spa town. It has a well preserved historical town centre.

More reading:

Why Giuseppe 'Nuccio' Bertone is known as the 'godfather of Italian car design'

Dante Giacosa, the engineer behind the iconic Fiat Cinquecento

How 'Pinin' Farina became a giant of the car industry

Also on this day:

1616: The death of architect Vincenzo Scamozzi 

1893: The death of opera composer Alfredo Catalani

1956: The birth of TV presenter Gerry Scotti


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Riccardo Patrese - racing driver

Former Williams ace was first in Formula One to start 250 races

Riccardo Patrese was considered brash and
impetuous at the start of his career

The racing driver Riccardo Patrese, who for 15 years was the only Formula One driver to have started more than 250 Grand Prix races, was born on this day in 1954 in Padua.

The former Williams driver reached the milestone in the German Grand Prix of 1993, having three years earlier been the first to make 200 starts.

Patrese retired at the end of the 1993 season with his total on 256 and his  record of longevity was not surpassed until 2008, when the Brazilian driver Rubens Barrichello made his 257th start at the Turkish Grand Prix.

Ferrari ace Michael Schumacher passed 250 two years later and Patrese’s total has now been exceeded by six drivers, Jenson Button, Fernando Alonso, Kimi Raikkonen and Felipe Massa having all joined the 250 club.

Patrese also became famous for an unwanted record, having gone more than six years between his second Grand Prix victory in Formula One, in the 1983 South African GP, and his third, in the San Marino GP of 1990.

He enjoyed his most successful years while driving for Williams between 1987 and 1992, finishing third in the drivers’ championship in 1989 and 1991 and runner-up in 1992, albeit a long way behind that season’s champion, his Williams team-mate Nigel Mansell.

Patrese scored four of his six Grand Prix wins during that period, when he was also runner-up no fewer than 12 times.

Patrese became a key figure in the
successful years of the Williams team

A former world karting champion - he had started in karting at the age of nine - Patrese began his motor racing career in 1975.  Impetuous and brash, characteristics that did not endear him to some of his rivals and colleagues, he nonetheless had exceptional talent and was a dual Formula Three champion in only his second season on the track, winning both the Italian and European titles.

He made his debut at the 1977 Monaco Grand Prix with the Shadow racing team, switching later in the year to Arrows, for whom he almost won the 1978 South African Grand Prix, which he was leading when an engine failure forced him to retire 15 laps from the end.

But his early career was overshadowed by controversy following the death of the Swedish driver Ronnie Peterson following a pile-up soon after the start of the Italian Grand Prix later in the 1978 season, when the cars driven by Peterson and James Hunt came together, sending Peterson’s car into the barriers, where it broke in two and caught fire.

Peterson appeared to have escaped serious injury but while he was in hospital recovering from surgery on a broken leg he developed a blood clot and died. Hunt blamed Patrese, whose car had gone off onto the grass and rejoined the race moments before the collision.

Together with a race official, Patrese stood trial in 1981 over Peterson’s death but was found not guilty.

Patrese scored his first Grand Prix wins after joining Brabham, although his maiden success at the 1982 Monaco Grand Prix was somewhat fortuitous. He spun off while in the lead just two laps from the finish, which seemed to have put paid to his chance, but then three cars in front of him sensationally dropped out, one from engine failure, a second in a crash and a third, his fellow Italian Andrea de Cesaris, because he ran out of fuel.

Riccardo Patrese won four of his six Grand Prix while with the
Williams team, finishing championship runner-up in 1992

His second victory came in the South African Grand Prix in 1983, when his Brabham teammate Nelson Piquet, who needed only to finish in the top four to be confirmed as world champion, cautiously dropped his pace in the closing stages.

Then came the long wait for a third success as two seasons with Alfa Romeo and two more with Brabham yielded nothing but frustration. His move to Williams to be Nigel Mansell’s teammate in 1988 surprised the motor racing world but proved to be the break Patrese needed.

He got on well with the Renault engine and after a string of podium finishes in 1989 he ended his long drought by winning in San Marino in 1990. He collected more wins in Mexico and Portugal in 1991 and scored his final success in 1992 in Japan, before concluding his career alongside Schumacher at Benetton.

Patrese’s later successes largely repaired the reputation damaged by the Peterson incident, although BBC television viewers became used to Hunt routinely referring to the controversy and what he thought of the Italian whenever he commentated on a Patrese race.

After retiring from F1 Patrese drove in the Le Mans 24 Hours race in 1997 and finished third in a Grand Prix Masters race in 2005, again coming in behind Nigel Mansell.

A former schoolboy swimming champion and successful skier, Patrese remains involved with sport. One of his twin daughters, Beatrice, is an international class equestrian and his youngest son, Lorenzo, has followed his father into karting, with ambitions to become a Formula One driver.

Patrese himself now rides and has a stable of horses. He still lives with his family in Padua.

Frescoes by Giotto at the Scrovegni Chapel in Padua

Travel tip:

Padua has become acknowledged as the birthplace of modern art because of the Scrovegni Chapel, the inside of which is covered with frescoes by Giotto, an artistic genius who was the first to paint people with realistic facial expressions showing emotion. His scenes depicting the lives of Mary and Joseph, painted between 1303 and 1305, are considered his greatest achievement and one of the world’s most important works of art.

Monza's 14th century Duomo

Travel tip:

Monza, the Lombardy city best known for its motor racing circuit, has been the home of the Italian Formula One Grand Prix every year bar one since 1950.  The city has other attractions, including a 14th century Duomo, built in Romanesque-Gothic style with a black and white marble facade, and the church of Santa Maria in Strada, also built in the 14th century, which has a facade in terracotta. The Royal Villa, on the banks of the Lambro river, dates back to the 18th century, when Monza was part of the Austrian Empire.

More reading:

Alberto Ascari, one of Italy's Formula One pioneers

Flavio Briatore, the entrepreneur behind the Benetton team

Lella Lombardi, the only woman to win points in a Formula One Grand Prix

Also on this day:

1598: The birth of astronomer Giovanni Riccioli

1927: The birth of the vivacious operatic soprano Graziella Sciutti


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Giannino Marzotto - racing driver

Double Mille Miglia winner from a famous family

Giannino Marzotto was a flamboyant driver with an
edgy image he was happy to live up to

Giannino Marzotto, a racing driver who twice won the prestigious Mille Miglia and finished fifth at Le Mans, was born on this day in 1928 in Valdagno, a town situated in the mountains about 30km (19 miles) northwest of Vicenza.

He was the great, great grandson of Luigi Marzotto, who in 1836 opened a woollen factory that evolved into the Marzotto Group, one of Italy’s largest textile manufacturers.

Marzotto worked for the company after he retired from motor racing, at one point filling the position of managing director and later company president, before giving up those roles to develop other businesses.

He was one of five sons of Count Gaetano Marzotto, who was the major figure in the Marzotto company in the 20th century, transforming the family business into an international entity and building the Città Sociale, a town adjoining Valdagno characterised by wide, tree-lined boulevards which he built to provide a pleasant and well-appointed community for the workers at the Marzotto factory.

With this wealthy background, Giannino was able to indulge his passion for cars.  Soon after his 20th birthday he entered his father’s Lancia Aprilia in the Giro di Sicilia, finishing 16th overall but second in his class.

A Ferrari 195S Berlinetta similar to the one in which
Marzotto won his first Mille Miglia in 1950

Not long afterwards, he met Enzo Ferrari, who felt he had enough talent behind the wheel to have raced professionally.  Ferrari had ambitions to lead the world in performance racing cars and with his support Giannino and three of his brothers - Vittorio, Umberto and Paolo - entered the 1950 Mille Miglia, the historic endurance test over 1,000 Roman miles (about 1,500km) from Brescia to Rome and back, along a figure-of-eight route that passed through many of central and northern Italy’s major cities, including Verona, Bologna, Florence and Parma.

Giannino and his co-driver Marco Crosara, in the colours of the Ferrari works team, started at the back of the field in their Ferrari 195S Berlinetta yet worked their way through the field to finish five minutes in front and score an improbable victory.  The great Juan Manuel Fangio, who would be Formula One world champion five times in the 1950s, was third.

Marzotto scored a hit with the Italian public not just for his skill behind the wheel but for his insistence on competing in a double-breasted brown suit. 

Ferrari's 340MM Spider, similar to the one in which
Marzotto raced to his second Mille Miglia in 1953

It transpired later that the victory was all the more remarkable for having been prefaced by a row with Ferrari over the performance of the car in practice, after which Luigi Bazzi, the team’s chief technician, admitted to making adaptations to the car to slow it down, because he did not trust the headstrong Marzotto not to kill himself by taking outrageous risks.

Two years later, after relations with Ferrari had become strained, he was due to compete in the Mille Miglia in a new model Alfa Romeo only for it to be assigned to another driver while he was away on business.  He approached Lancia for a car but was told there was no vacant drive and reluctantly went back to Ferrari.

The best they could offer was driver Luigi Villoresi's 340MM Vignale Spider, in which he had won the Giro di Sicilia but had not been touched since and had suffered a loss of brakes towards the end of the event. He asked for it to be prepared for the race but took delivery of it only hours before the start and had no time for any pre-race testing.

Despite some extraordinary problems during the race, such as when mechanics were unable to open the bonnet and had to cut a hole in it to top up the oil, he again overhauled Fangio's Alfa to win his second Mille Miglia, accompanied by Crosara as before.

Giannino Marzotto in 2010, a couple of years
before his death. He smoked all his life.

With his brother, Paolo, as co-driver, Marzotto piloted another Ferrari 340MM, this time the Pininfarina Berlinetta version, to finish fifth at Le Mans the same year.

Marzotto, whose other victories included the Grand Prix de Rouens-les-Essarts in 1951 in a Ferrari 166F2/50, retired from racing in 1953 to take up a position in the Marzotto business.

Later he served two terms as president of the Mille Miglia Club. He died in 2012 at the age of 84.  A good part of his life was spent restoring the neglected Villa Trissino outside Vicenza, built in 1700 but allowed to fall into disrepair, especially during the Second World War.

Very well connected, his friends included the Italian political leader Giulio Andreotti and the ill-fated US president John F Kennedy.

Married with three daughters, he died in 2012 at the age of 84. Coincidentally, his lifelong friend and co-driver Marco Crosara had passed away just five days earlier.

A postcard from Valdagno showing the Viale Trento in 1950

Travel tip:

The Città Sociale, built on the left side of the Agno river, was designed by the Bassano architect Francesco Bonfanti. It was completed in just ten years, from 1927 to 1937 during the period of greatest expansion of the Marzotto company, and comprised 1000 lodgings, a stadium, a school building, a music school, a theatre, a swimming pool, a five-hectare park and other recreational facilities, all of which are still in use today with the exception of the theatre, which closed in 1981.

The entrance to the Villa Trissino Marzotto

Travel tip:

Villa Trissino Marzotto, originally an ancient stronghold about 20km (12 miles) from Vicenza and 11kn (7 miles) from Valdagno, was transformed into a villa in 1700 by a Venetian architect, passed by inheritance to the Conti Da Porto. In 1951 it was purchased by Giannino Marzotto, who brought it back to its original splendour.  Inside, the Villa preserves frescoes, statues, a collection of Gonzaga Pannemaker tapestries, the cartoons of Raffaello and Giulio Romano and a pinacoteca with the Macchiaoli collection. The historic gardens contain centuries-old trees, tree-lined avenues and a lake, all of which is open to guided tours, educational activities and exhibitions by pre-arrangement.

More reading:

How Enzo Ferrari created the world's most famous sports car marque

Champion Mario Andretti inspired by watching Mille Miglia

Why Elio de Angelis was known as 'the last of the gentlemen racers'

Also on this day:

1808: The birth of Antonio Meucci, claimed by some to be the true inventor of the telephone

1920: The birth of controversial banker Roberto Calvi


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Giampiero Moretti - entrepreneur racing driver

Gentleman racer behind ubiquitous Momo accessories brand

Gianpiero Moretti won the 24 Hours of
Daytona at the 15th attempt

Giampiero Moretti, a motor racing enthusiast who made his fortune almost literally by reinventing the wheel, was born on this day in 1940 in Milan.

Known as 'the last of the gentleman racers' because of his unfailing courtesy, refined manners and an unquenchable determination to succeed on the track, Moretti made a profound mark on the sport through his ergonomic rethink of the racecar steering wheel.

Steering wheels were traditionally large and made of steel or polished wood but Moretti saw that reducing the diameter of the wheel would cut the effort needed by the driver to steer the car, helping him conserve energy and creating a more comfortable driving position.  He also covered the wheel with leather to improve the driver's grip, and gave it a contoured surface.

He made the first one for a car he planned to race himself and there was soon interest among other drivers and he began to make more wheels.  His big break came when Ferrari invited him to design a leather wheel for their Formula One car.

Enzo Ferrari himself was a traditionalist who took some persuading that the tried-and-tested old steering wheel was not the best but when his drivers took to it with such enthusiasm he sanctioned its installation in the new Ferrari 158 that John Surtees was to drive in the 1964 F1 season.

The Ferrari 158 in which John Surtees won the 1964
Formula One drivers' championship

Surtees loved it and, as it happened, won his only F1 world title that year, his victories in the German and Italian Grand Prix enabling him to pip his fellow British driver Graham Hill by one point.

Ferrari was sold on Moretti's innovative skills and decided he wanted his steering wheel on all Ferrari cars.

On the back of this encouragement, Moretti acquired a small factory premises near Verona and set up the company, Momo (an amalgam of the first two letters of Moretti and of Monza, the Italian race track), of which Ferrari was the principal client.

Eventually, the company expanded its lines to include helmets, shift knobs, road wheels, fireproof driving suits, gloves and shoes, and branched out into sponsorship and team ownership. Although Moretti sold the company in 1996, its red and yellow logo is still familiar today.

Born into a wealthy Milanese family who owned a large pharmaceuticals business, Moretti caught the racing bug when he was studying for his political science degree at the University of Pavia and soon began taking part in sports car events.

Moretti established the Momo motor racing
accessories business in the 1960s

Although he won from time to time, it was an expensive hobby and it was part to finance his racing without relying on his family's support that he launched his business.

It enabled him to continue to pursue his ultimate dream, which was to win the 24 Hours of Daytona, the prestigous endurance sports car race that takes place in Florida each year.

Having been a fixture at Daytona for many years, racing Porsches and Ferraris and developing close friendships with movie actors such as Gene Hackman and Paul Newman, for whom he would often could pasta dishes in his motorhome, Moretti finally could call himself a winner in 1998, at the 15th attempt.

In their Ferrari 333sp - a car Moretti had persuaded Ferrari to develop specifically to race in the United States - Moretti and his co-drivers, Arie Luyendyk, Didier Theys and Mauro Baldi, recovered from 18 laps behind to take the lead in the final three hours, with Moretti at the wheel to take the chequered flag.

Amazingly, the team also won the 12 Hours of Sebring only a couple of months later, while Moretti partnered another Italian driver, Massimiliano "Mad Max" Papis to win the Six Hours of Watkins Glen, making Moretti the only driver to win all three events in the same year.

Moretti, who never married but had two sons, Matteo and Marco, died in Milan in 2012, at the age of 71.

The chimneys of the cement factory are still a
feature of the Tregnano skyline

Travel tip:

Moretti established his first factory at Tregnano, a small town outside Verona that for many years enjoyed a thriving economy due to the establishment of a cement factory that at its peak supplied the cement that went into the Ponte della Libertà, the road bridge linking Venice with the mainland that was opened in 1933.  Although the factory closed in 1973, the factory's tall chimneys still exist.  Notable buildings include the 15th century parish church of Santa Maria Assunta and the remains of a castle built between the 11th and 12th centuries.

Visit Booking.com to find a hotel in Verona

The Duomo at Monza is often overlooked by
visitors who flock to the motor racing circuit

Travel tip:

Monza, which is situated about 18km (11 miles) north of Milan, is best known as the home of the Italian Grand Prix, and while the racing circuit within the Parco di Monza to the north of the town attracts thousands of visitors, the town itself is often passed by, despite many historic buildings. These include a beautiful Duomo completed in 1681 with a Baroque facade decorated in Gothic style, the 14th century Arengario civic palace, a magnificent 18th century Royal Villa, designed by Giuseppe Piermarini (of Teatro alla Scala fame) and the Ponte dei Leoni, a bridge of Roman origin.

More reading:

Enzo Ferrari and the world's most famous sports cars

Alberto Ascari - triumph and tragedy of Italy's double F1 champion

Mario Andretti, the Italian who is America's only F1 champion

Also on this day:

1898: The birth of exclusive jeweller Fulco di Verdura

1934: The birth of Azeglio Vicini, coach of Italy's 1990 World Cup team



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Giuseppe ‘Nino’ Farina – racing driver

The first Formula One world champion

Giuseppe 'Nino' Farina had family roots
in the automotive industry

Emilio Giuseppe Farina, driving an Alfa Romeo, became the first Formula One world champion on this day in 1950.

The 43-year-old driver from Turin - usually known as Giuseppe or 'Nino' - clinched the title on home territory by winning the Italian Grand Prix at Monza.

He was only third in the seven-race inaugural championship going into the final event at the Lombardy circuit, trailing Alfa teammates Juan Manuel Fangio, of Argentina, by four points and his Italian compatriot, Luigi Fagioli, by two.

Under the competition’s complicated points scoring system, Fangio was hot favourite, with the title guaranteed if he was first or second, and likely to be his if he merely finished in the first five, provided Farina did not win.  He could have been crowned champion simply by picking up a bonus point for the fastest lap in the race, provided Farina was no higher than third.

Fagioli could take the title only by winning the race with the fastest lap, provided Farina was third or lower and Fangio failed to register a point.

Farina could win the title only by winning the race, recording the fastest lap and hoping Fangio finished no better than third place.  A top-three finish with the fastest lap bonus would do if Fangio did not score at all.

Farina on the cover of the Argentine motor
racing magazine El Gráfico in 1953

In the event, Farina won and Fangio had a bad day, retiring twice – first in his own car, on which the greabox failed, and then in team-mate Piero Taruffi’s Alfa. He scored one point for the fastest lap, but that on its own was not enough.

It was a third victory of the season for Farina, who had also triumphed in the British Grand Prix at Silverstone and the Swiss Grand Prix at Bremgarten.

Born in Turin in 1906, Farina’s roots were in the car business.  He was the son of automotive coachbuilder Giovanni Carlo Farina and the nephew of the brilliant car designer Battista “Pinin” Farina.

Giuseppe excelled at skiing, football and athletics but was always likely to opt for motor sport.  He bought his first competition car while still at university and abandoned a potential career as an officer in the Italian Army in order to fulfil his ambitions on the track.

He made his competitive debut in 1933 and by 1936 was driving Alfas for Enzo Ferrari’s Scuderia Ferrari team. In 1937 he won his first Grand Prix in Naples and by the end of the season was Italian champion, a title he retained in 1938 and 1939, driving for Alfa Corse, then the official Alfa Romeo team.

The Second World War almost certainly robbed him of his best years. In the immediate years following, he fell out with Alfa Corse, but had some successes in a privately-entered Maserati before returning to Scuderia Ferrari. 

Farina in practice at Monza in 1955

In 1950, however, he rejoined Alfa and enjoyed his best season, going back to Ferrari in 1954 only because Alberto Ascari – world champion in 1952 and 1953 - had left Ferrari and switched to Lancia, creating a vacancy for team leader.

Farina retired in 1955, after which he became involved in Alfa Romeo and Jaguar distributorships and later assisted at the Pininfarina factory.  He died in June 1966 at the age of 59 en route to the French Grand Prix, when he lost control of his Lotus in the Savoy Alps, near Aiguebelle, hit a telegraph pole and was killed instantly.

Travel tip:

Apart from the motor racing circuit, Monza is notable for its 13th century Basilica of San Giovanni Battista, often known as Monza Cathedral, which contains the famous Corona Ferrea or Iron Crown, bearing precious stones.  According to tradition, the crown was found on Jesus's Cross.  Look out also for Villa Reale, built in the neoclassical style by Piermarini at the end of the 18th Century, which has a sumptuous interior and a court theatre.

The church of Santa Giulia in Borgo Vanchiglia

Travel tip:

Giuseppe Farina’s father established his coachbuilding business in the historic Borgo Vanchiglia district of Turin, near the confluence of the Dora Riparia river and the Po. The neo-Gothic church of Santa Giulia, on Piazzetta Santa Guilia, is at the heart of the neighbourhood, which is renowned for buildings of unusual design.

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Giuseppe ‘Nuccio’ Bertone – car designer

The man behind the classic Alfa Romeo Giulietta Sprint

Nuccio Bertone (right), pictured with his
 father, Giovanni

Automobile designer Giuseppe Bertone, who built car bodies for Alfa Romeo, Fiat, Lamborghini, Ferrari and many other important names in the car industry, was born on this day in 1914 in Turin.

Nicknamed ‘Nuccio’ Bertone, he was regarded as the godfather of Italian car design. His career in the automobile industry spanned six decades.

His father Giovanni was a skilled metalworker who made body parts for cars in a workshop he founded two years before Giuseppe was born.

Giovanni had been born in 1884 into a poor farming family near the town of Mondovi, in southern Piedmont. He had moved to Turin in 1907 and became gripped by the automobile fever that swept the city.

It was under the direction of his son that the company – Carrozzeria Bertone – was transformed after the Second World War into an industrial enterprise, specialising at first in design but later in the manufacture of car bodies on a large scale.

An accountant by qualification, Nuccio joined his father's firm in 1933, although his passion at first was racing cars as a driver. He raced Fiats, OSCAs, Maseratis, and Ferraris.

Through the 1930s, much of the work done by Carrozzeria Bertone was still craft-based and the car bodies finished by hand, but Nuccio understood the need to turn to mass production if the company was to enjoy real success.

Bertone's Alfa Romeo Giulietta Sprint 

After he took control in the 1950s, his first designs were for the British company M.G., but his big break came in 1954, when he landed a contract to design and build 500 Alfa Romeo Giulietta Sprints. They were to be given away in a state raffle but generated such interest that, in the end, Bertone built more than 40,000, transforming the company from a small craft organisation into an industrial one.

He went on to produce numerous models for Fiat and Alfa Romeo and for Lamborghini, which were noted for their beautiful design and strong performance.

Bertone’s revolutionary Lamborghini Miura, unveiled at the 1966 Geneva Auto Show, had a centrally placed engine and a shark-like nose that became a common basic feature in many later designs. The Lamborghini Espada and the Countach, and the Fiat X 1/9, were characterised by sleek lines and grills that create an aura of menace. Bertone’s Ferrari Dino 308 GT4 is another sought out by collectors.

In 1971, Bertone received the Italian equivalent of a knighthood for his services to industry. The 1970s and '80s saw the company’s fortunes dip, but it bounced back by creating convertibles from family cars such as the Vauxhall and Opel Astras and Fiat Punto.

Bertone's revolutionary Lamborghini Miura

When Volvo launched a special series of limited-production two-door sports cars in the United States in 1991, they not only featured bodies designed and built by Bertone, they also bore his signature on a plaque on the dashboard.

Bertone, an avid sailor and skier, had a penchant for sharp tailoring and sunglasses. He was inducted into the Automotive Hall of Fame in 2006, nine years after his death in Turin at the age of 82.

In the years after his death, Bertone’s company ran into financial difficulties, eventually declaring bankruptcy in 2014. The name lives on after the licence was bought by a Milan company, Bertone Design, that designs trains, including the high-speed Frecciarossa 1000.

The Civic Tower in the centre of Grugliasco

Travel tip:

Grugliasco, where the Bertone Group was based before its collapse, is a town of some 38,000 residents in the metropolitan area of Turin about 9km (6 miles) west of the centre. The history of the town goes back to the 11^th century at least. The centre is dominated by the Civic Tower, originally built to aid the defence of the town, in time it became the bell tower for the adjoining church of San Cassiano.  The town’s patron saint is San Rocco, credited with delivering the population from an outbreak of plague in 1599. In more recent times, the town was victim to a massacre carried out by German soldiers, who killed up to 66 partisans and citizens in April 1945 in retaliation for a partisan attack on a Fascist division the previous day.

Travel tip:

Examples of Bertone’s designs can be viewed in the Centro Stile Bertone museum in Via Roma, Caprie, a small town about 35km (22 miles) west of Turin along Val di Susa, which was established by Nuccio’s widow, Lilli, who rescued most of the Bertone Collection when the Grugliasco plant was sold. It is now protected by the Ministry of Heritage and Culture as part of Italy’s artistic heritage. Viewing is by appointment (Tel: +39 011 9638 322).

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Michele Alboreto - racing driver

Last Italian to go close to Formula One title 

Michele Alboreto is the last Italian
to win a Grand Prix in a Ferrari

No Italian motor racing driver has won the Formula One world championship since 1953 but Michele Alboreto, who was born on this day in 1956, went as close as anyone.

Racing for Ferrari, Alboreto finished runner-up in 1985, beaten by just 20 points by Alain Prost. Riccardo Patrese finished second in 1992 but the gap between him and champion Nigel Mansell was a massive 52 points after the British driver won nine Grand Prix victories to Patrese's one.

Patrese was never even in the hunt in 1992 after Mansell began the season with five straight wins.By contrast, Alboreto's 1985 duel with Prost could have gone either way until well into the second half of the campaign. Alboreto scored two race wins and four second places to lead by five points after winning race nine of the 16-race series in Germany.

However, a series of disastrous engine failures late in the season wrecked Alboreto's chance to be the first Italian champion since Alberto Ascari in 1953.

Michele Alboreto during
 his period driving for Tyrrell

Prost won the next race in Austria to draw level and after both finished on the podium in the Netherlands the Frenchman led by just three points with five races left.

Next up was the Italian Grand Prix at Monza and never would a home victory have been cheered so loudly had Alboreto been able to finish in front and regain the initiative. As it was, the Ferrari's reliability suddenly disappeared and Alboreto came home last of the 13 drivers to complete the race.

In the final four events, he was forced to retire each time, unable to secure even a single point.

It was a profound disappointment for the Italian, for whom being hired to drive for Ferrari had been the pinnacle of his career.  Ironically, the appointment came after he had openly criticised owner Enzo Ferrari for failing to hire an Italian driver, arguing that both Patrese and Elio de Angelis were perfectly qualified.

Enzo Ferrari's counter argument was that for Italian drivers there was too much emotion attached to driving the iconic red car and that under the weight of patriotic expectation they were too inclined to let passion get the better of professionalism.

Michele Alboreto at the wheel of the Ferrari in which he
finished runner-up to Prost in the 1985 F1 championship

Yet he was impressed enough with Alboreto's performances with Tyrrell, for whom he won two Grand Prix at Caesar's Palace and Detroit, to be persuaded to take a chance.  Alboreto was an intelligent, gracious and companionable man, hugely popular on the circuit, but had few peers for skill and competitiveness.

Alboreto was born in Milan, where his father was a sales representative and his mother worked for the municipal authority. His career in motorsport began in 1976, racing a car he and a number of his friends had built for the Formula Monza series. Two years later Alboreto moved up to Formula Three and began to enjoy considerable success.

He was runner-up in the Italian Formula Three championship in 1979 and in 1980 won the European Formula Three title that Prost had taken in 1979.  This paved the way for his entrance into F1 with Tyrrell.

In his debut season for Ferrari, Alboreto took victory in the third round in Belgium, where he became the first Italian driver to win an F1 Grand Prix for Ferrari since Ludovico Scarfiotti in 1966.  Alboreto finished the 1984 season in fourth place.

After his peak of 1985, however, he never won another race for Ferrari in three seasons, the closest he came being runner-up at Monza to Austrian teammate Gerhard Berger in 1988, an extraordinary result that came days after Enzo Ferrari had died at the age of 90.

Alboreto was driving an Audi R8 when he suffered his
fatal crash while testing in Germany

The wave of emotion that accompanied the occasion soon faded, however, and Alboreto's drive went to Mansell the following season.

He spent 1989 back with Tyrrell, but thereafter moved from one small team to another, the last of them the low-budget Minardi operation from Faenza, in Emila-Romagna.  From 1995 he concentrated on sports cars, competing in Ferraris, Porsches and then the all-conquering Audi works team.

Victory in the Le Mans 24 Hour race in 1997, sharing the wheel of a Porsche with the Swede Stefan Johansson, was the highlight of his post-Formula One career.

He won the Sebring 12-hour race in an Audi R8 in 2001 and that proved to be his last victory.  Two weeks later, while testing the Audi at Lausitzring, near Dresden, in preparation for another attempt at the Le Mans 24 Hours, he suffered fatal injuries when the car left the track, hit a wall and somersaulted several times.

At the request of his wife, Nadia, he was cremated at the Lambrate cemetery in Milan.  Aged just 44 at the time of his death, he left behind two children, Alice and Noemi, as well as countless friends and admirers.  Alboreto remains the last Italian to have won a Grand Prix for Ferrari.

The Basilica of San Giovanni Battista in Monza

Travel tip:

Apart from the motor racing circuit, Monza is notable for its 13th century Basilica of San Giovanni Battista, often known as Monza Cathedral, which contains the famous Corona Ferrea or Iron Crown, bearing precious stones.  According to tradition, the crown was found on Jesus's Cross.  Note also the Villa Reale, built in the neoclassical style by Piermarini at the end of the 18th Century, which has a sumptuous interior and a court theatre.

Hotels in Monza by Hotels.com

Travel tip:

The town of Maranello in Emilia-Romagna, about 18km from Modena, would probably have remained relatively anonymous but for the decision taken in the early 1940s by Enzo Ferrari to relocate there after his factory in Modena suffered from repeated bombing raids in the Second World War.  The town houses the Museo Ferrari, which details the history of the company and has many vintage racing and sports cars on display, and is also the starting point for the annual Italian Marathon, which finishes in nearby Carpi.

Hotels in Maranello by Expedia

More reading:

Vittorio Jano - genius designer behind Italy's Formula One success

Luigi Fagioli - Formula One's oldest winner

How little 'Pinin' Farina became a giant of car design

Also on this day:

1896: The birth of writer Giuseppe Tomasi di Lampedusa


(Picture credits: Ferrari in 1985 by Spurzem; Audi R8 by dro!d; Basilica in Monza by Francescogb; all via Wikimedia Commons)

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