Showing posts with label Enzo Ferrari. Show all posts
Showing posts with label Enzo Ferrari. Show all posts

6 June 2022

Giotto Bizzarrini - auto engineer

Took part in 1961 rebellion that left Ferrari on brink

Giotto Bizzarrini was a key Ferrari engineer
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
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
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
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
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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9 November 2018

Giuseppe Panini - entrepreneur

News vendor who started football sticker craze


The Mexico 1970 World Cup album can sell for thousands of pounds at auction
The Mexico 1970 World Cup album can sell for
thousands of pounds at auction
Giuseppe Panini, the entrepreneur and businessman who created an international craze for collecting football stickers, was born on this day in 1921 in the village of Pozza in Emilia-Romagna, not far from Modena.

Since the stickers’ first appearance in Italy in the 1960s and the first World Cup sticker album in 1970 took the concept into an international marketplace, Panini has grown into a publishing company that in 2017 generated sales in excess of €536 million ($643 million US) in more than 120 countries, employing more than 1000 people worldwide.

Panini, who died in 1996, grew immensely wealthy as a result, selling the business in 1989 for a sum said to be around £96 million, the equivalent of £232 million (€266 million; $303 million US) today, after which he spent the remaining years of his life building on an already established reputation for philanthropy.

He came from humble working-class origins and left school at the age of 11. His father, Antonio, worked at the military academy in the city of Modena, about 16km (10 miles) away from their village. Life changed for the family, however, when in 1945 they acquired the license to operate the popular newsstand near the cathedral in the centre of the city.

Giuseppe Panini anticipated what a success  football stickers would become
Giuseppe Panini anticipated what a success
football stickers would become
Despite his lack of formal education, Panini had sound business sense. He and his brother Benito ran the newsstand and did well, investing some of the profits in a newspaper distribution agency.

While working at the newsstand, they noticed that the picture cards that some publishers gave away with their papers and magazines were always popular.  When they came across a large number of cards depicting flowers and plants that had been left over from a series given away with a popular magazine, they bought them all and hit upon the idea of selling them as a stand-alone product, in packets of two at 10 lire per packet.

Incredibly, they sold three million packets and in 1961 Giuseppe decided there was a demand it would be foolish not to try to meet. He rented a small workshop in Via Castelmaraldo in Modena and the Panini brothers began printing their own cards, not of plants and flowers but of footballers. They were the same size as the miniature pictures of saints that were popular at the time.

The first ones were just plain cards - self-adhesive stickers would follow later - but they were hugely popular, nonetheless. In the first year alone, the number of packets sold reached a staggering 15 million, almost doubling the following year and in 1964 Panini acquired the publishing plant in Viale Emilio Po, which is still the company’s headquarters today.

Giuseppe Panini turned the family business into a worldwide success
Giuseppe Panini turned the family
business into a worldwide success
The first Panini football album was published the same year and in the late 1960s came the development that was to turn the business into an international concern, when the brothers formed a partnership with FIFA to produce stickers and an album for the 1970 FIFA World Cup in Mexico.

It was a successful venture but because of the European trading laws, the market that turned out to be among the biggest of them all - in the United Kingdom - was not cracked until 1978, when the sticker album for the World Cup in Argentina hit the newsstands.

In typical Italian fashion, Giuseppe Panini made sure he looked after his family, employing not only Benito but his other brothers, Franco and Umberto, and his sisters Veronica, Maria and Norma. His mother, Olga, and his wife, also called Maria, were also involved.

He was also determined to put money into the local community in Modena.

In 1966, he bought the local volleyball team Modena Volley, which for a while was one of the biggest volleyball clubs in the world. In 1973 he founded the Italian Volleyball League - won 12 times by his own club - of which he was president for eight years.

Modena's Palazzo dello Sport is also known as PalaPanini
Modena's Palazzo dello Sport is also known as PalaPanini
He sponsored cultural projects and from 1985 to 1992 was president of the Modena Chamber of Commerce. He founded a school for business managers and a linguistic high school. He even opened a restaurant in Modena to showcase local products such as tortelloni and Lambrusco wine.

Shortly before his death he donated his photographic collections to the city. The local authority subsequently dedicated the city’s Palazzo dello Sport athletic facility to him as well as two museums to show off his collection - the Fotomuseo Giuseppe Panini and the Museo della Figurina.

Ironically, the sale of the company in 1989 - to the British-based publisher Robert Maxwell - almost brought about its demise. A period of poor management saw Panini miss out to rivals Merlin on the lucrative contract to publish sticker albums on behalf of the new English Premier League and after Maxwell died in 1991, leaving behind a mountain of debt, the company survived only after an investment consortium bought it out of administration.

The company was returned to profitability and the albums for recent World Cups have been among the most successful.  Past albums, meanwhile, remain highly collectible - none more so than the first one.

Indeed, such is the rarity of completed 1970 World Cup albums today that one sold at auction in 2017 for £10,450 (€12,012; $13,653 US).

The Ferrari headquarters at Maranello
The Ferrari headquarters at Maranello
Travel tip:

The village of Pozzo is a short distance from Maranello, famous as the headquarters of Ferrari, which has an extraordinary museum in which visitors can explore the history of the world’s most famous sports cars. Pozzo itself, which has a population of a little under 2,500, is home to the Villa Rangoni-Machiavelli - also known as the Villa Bice - which houses sculptures belonging to the Severi contemporary art collection.

Modena's 11th century cathedral
Modena's 11th century cathedral
Travel tip:

The historic city of Modena has a magnificent main square, Piazza Grande, where visitors can find the 11th century Duomo (cathedral) dedicated to San Geminiano, which is now a Unesco world heritage site. The city’s opera house was renamed Teatro Communale Luciano Pavarotti in 2007 after the great tenor, who was born in the city, as was the soprano Mirella Freni. Modena is also famous for its balsamic vinegar, Aceto Balsamico di Modena.

More reading:

How Giacinto Facchetti led Italy to the 1970 World Cup final

Vittorio Pozzo - Italy's double World Cup winner

Enzo Ferrari - the man behind the legend

Also on this day:

1383: The birth of professional soldier Niccolò III d'Este

1877: The birth of Enrico De Nicolo, Italy's first president

1974: The birth of footballer Alessandro del Piero


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13 April 2018

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 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
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
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.
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
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
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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20 March 2018

Giampiero Moretti - entrepreneur racing driver

Gentleman racer behind ubiquitous Momo accessories brand


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

16 November 2017

Tazio Nuvolari – racing driver

Man from Mantua seen as greatest of all time


Tazio Nuvolari is seen by some as Italy's greatest racing driver
Tazio Nuvolari is seen by some as
Italy's greatest racing driver
Tazio Nuvolari, the driver many regard as the greatest in the history not only of Italian motor racing but perhaps of motorsport in general, was born on this day in 1892 in Castel d’Ario, a small town in Lombardy, about 15km (9 miles) east of the historic city of Mantua.

Known for his extraordinary daring as well as for his skill behind the wheel, Nuvolari was the dominant driver of the inter-war years, winning no fewer than 72 major races including 24 Grands Prix.  He was nicknamed Il Mantovano Volante - the Flying Mantuan.

From the start of his career in the 1920s, Nuvolari won more than 150 races all told and would have clocked up more had the Second World War not put motor racing in hibernation.  As it happens, Nuvolari’s last big victory came on September 3, 1939, the day the conflict began, in the Belgrade Grand Prix.

His popularity was such that when he died in 1953 from a stroke, aged only 60, his funeral in his adopted home city of Mantua attracted at least 25,000 people and possibly as many as 55,000 – more than the city’s recorded population.

His coffin was placed on a car chassis pushed by legendary drivers Alberto Ascari, Luigi Villoresi and Juan Manuel Fangio, at the head of a mile-long procession.

Today, his name lives on as the name of a motor racing channel on Italian subscription television.

Tazio Nuvolari at the wheel of the Alfa Romeo car in  which he won the 1935 German Grand Prix
Tazio Nuvolari at the wheel of the Alfa Romeo car in
which he won the 1935 German Grand Prix
Nuvolari was not only a brilliant driver but one who willingly risked his life on the track in order to satisfy his lust for victory.

The performances that have gone down in Italian motor racing folklore include his incredible performance against his rival Achille Varzi in the Mille Miglia endurance event of 1930.

A significant distance behind Varzi as the race entered its night-time phase between Perugia and Bologna, Nuvolari took the strategic decision to switch off his headlights despite reaching speeds of more than 150kph (93mph).

Unable to see Nuvolari in his mirrors, Varzi was fooled into thinking he had the race sewn up and eased back on the throttle only for Nuvolari to appear alongside him with three kilometres remaining, at which point he switched his lights on, gave Varzi a cheery wave and accelerated ahead.

More than once, after serious accidents, he defied doctors’ orders to get behind the wheel again while still heavily bandaged, returning to action within days when he was supposed to rest for at least a month.

How the start of a Grand Prix looked in 1935
How the start of a Grand Prix looked in 1935
His greatest performance, after which he was hailed as a national hero, came in the 1935 German Grand Prix at the Nurburgring, which had been set up by the Nazi propaganda machine as an opportunity to demonstrate the might of both the German drivers and their Mercedes and Auto Union cars.

Nuvolari had tried to join the Auto Union team only to be rebuffed and was obliged to tackle the race in an outdated and underpowered Alfa Romeo for Enzo Ferrari’s team, an arrangement brokered by none other than Italy’s Fascist leader Benito Mussolini.

It looked a hopeless cause.  Nuvolari had a poor start and lost more time through a refuelling delay, yet managed somehow to battle through the field to be second by the start of the final lap, on which he caught and passed the German Manfred von Brauchitsch to claim what some still believe to be the greatest motor racing triumph of all time.

The eight cars immediately in Nuvolari’s wake were all German.  As the Nazi hierarchy fumed, Mussolini seized the chance to score a propaganda success of his own.  As it happened, Nuvolari eventually got his wish to drive for Auto Union and his last three big wins – in the Italian and British Grands Prix of 1938 and the Belgrade event in 1939 – were under their flag.

A garlanded Nuvolari after winning the  French Grand Prix in 1932
A garlanded Nuvolari after winning the
French Grand Prix in 1932
Nuvolari’s daring was evident from a young age.  As a boy, he designed a parachute made from various pieces of material he had gathered up around the family home and decided to test it by jumping off the roof of the house.  He suffered serious injuries but survived to tell the tale.

In the First World War, despite his tender years, he persuaded the Italian army to take him on as an ambulance driver only to be deemed too dangerous behind the wheel to be entrusted with wounded personnel.

After the Second World War, Nuvolari did return to racing but his health began to decline in his 50s. He began to develop breathing problems attributed to years of breathing in dangerous fumes and suffered the first of his two strokes in 1952.

Dubbed "the greatest driver of the past, present and future" by Ferdinand Porsche, founder of the company which shares his name, in addition to his Grands Prix successes, Nuvolari also won five Coppa Cianos, two Mille Miglias, two Targa Florios, two RAC Tourist Trophies, a Le Mans 24-hour race, and the European Grand Prix Championship.

The son of a farmer, Arturo Nuvolari, Tazio had grown up with speed.  His father and brother, Giuseppe, both enjoyed success on two wheels. Indeed, Giuseppe was a multiple winner of the Italian national motorcycling championship.

Nuvolari was married to Carolina Perina, with whom he had two sons, Giorgio and Alberto, both of whom sadly died before they had reached the age of 20.

Mantua is surrounded by water on three sides
Mantua is surrounded by water on three sides
Travel tip:

Mantua has scarcely altered in size since the 12th century thanks to the decision taken to surround it on three sides by artificial lakes as a defence system. The lakes are fed by the Mincio river, which descends from Lake Garda, and it is largely as a result of the restrictions on expansion imposed by their presence that the city’s population has remained unchanged at around 48,000 for several centuries.  The city is a UNESCO World Heritage Site and is the 2017 European Capital of Gastronomy, famous for its pumpkin ravioli (Tortelli di zucca alla Mantovana), its pike in tangy parsley and caper sauce (Luccio in salsa) and its pasta with sardines (Bigoli con le sardelle alla Mantovana).

The monument to Tazio Nuvolari in Castel d'Ario
The monument to Tazio Nuvolari in Castel d'Ario
Travel tip:

The life of Tazio Nuvolari is commemorated in several ways around Mantua and Castel d’Ario.  He is buried in the family tomb in the Cimitero Degli Angeli, on the road from Mantua to Cremona, and his home on Via Giulia Romano how houses a museum dedicated to his achievements.  In Castel d'Ario there is a bronze statue of Nuvolari reclining against the bonnet of a Bugatti racing car in an open space behind the town hall as well as a square named after him.





3 September 2017

Giuseppe ‘Nino’ Farina – racing driver

The first Formula One world champion


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









14 August 2017

Enzo Ferrari – car maker

Entrepreneur turned Ferrari into world’s most famous marque


Enzo Ferrari at the 1967 Italian GP in Monza
Enzo Ferrari, the founder of the Scuderia Ferrari motor racing team and later the Ferrari sports car factory, died on this day in 1988 at the age of 90.

Known widely as Il Commendatore, he passed away in Maranello, a town in Emilia-Romagna a few kilometres from Modena, where he had a house, the Villa Rosa, literally opposite Ferrari’s headquarters, where he continued to supervise operations almost to his death. He had reportedly been suffering from kidney disease.

Since the first Ferrari racing car was built in 1947 and the Scuderia Ferrari team’s famous prancing stallion symbol has been carried to victory in 228 Formula One Grand Prix races and brought home 15 drivers’ championships and 16 manufacturers’ championship.

Always an exclusive marque, the number of Ferraris produced for road use since the company began to build cars for sale rather than simply to race is in excess of 150,000.

Born Enzo Anselmo Ferrari in 1898 in Modena, he attended his first motor race in Bologna at the age of 10 and developed a passion for fast cars rivalled only by his love of opera.

He endured tragedy in 1916 when both his brother and his father died in a flu epidemic and was fortunate to survive another epidemic two years later, when he became seriously ill while serving with the army.

A young Enzo Ferrari pictured at the  wheel of a racing car
A young Enzo Ferrari pictured at the
wheel of a racing car
In 1919, he moved to Milan to work as a test driver, joining Alfa Romeo the following year. It was after winning a race in 1923 that he met the parents of First World War flying ace Francesco Baracca, who suggested the young driver use the emblem that decorated their son's plane for good luck – a prancing horse.

In 1929, he formed the Scuderia Ferrari motor racing team, which was essentially the racing division of Alfa Romeo, although that arrangement came to an end in 1937 – six years after he retired as a driver – when Alfa claimed back control of its racing operation.

Soon after leaving Alfa Romeo, Enzo Ferrari opened a workshop in Modena but the outbreak of the Second World War stalled its progress, and the first Ferrari racing car – the 125S - was not completed until 1947.

The marque scored its first win in the same year, at the Rome Grand Prix, and went on to notch victories at the Mille Miglia in 1948, the 24 Hours of Le Mans in 1949 and the British Grand Prix in 1951.

In 1952 and 1953, Ferrari driver Alberto Ascari won the newly launched Formula One world championship. Around this time, the company also began producing cars for road use, with rich and famous clients soon queuing up for the chance to own one as its reputation grew as the ultimate automotive status symbol.

The Ferrari museum at Maranello has a reconstruction of Enzo's  office with a waxwork of 'il Commendatore' at his desk
The Ferrari museum at Maranello has a reconstruction of Enzo's
 office with a waxwork of 'il Commendatore' at his desk
Enzo suffered more personal tragedy in 1956 with the death of his son Dino from muscular dystrophy, during a period in which six of his drivers were killed and one of his cars went out of control in the 1957 Mille Miglia, killing nine spectators. Afterwards he became increasingly reclusive.

Financial issues prompted him to sell 50 per cent of Ferrari to Fiat in 1969 and he formally resigned as president of the company in 1977, although he remained involved with day-to-day running.

The Ferrari name lives on as a public company with its legal headquarters in Amsterdam. Enzo’s second son, Piero, owns 10 per cent of the company.

Ferrari's famous 'prancing horse' at the Maranello factory
Ferrari's famous 'prancing horse'
at the Maranello factory
Travel tip:

Maranello, a town of around 17,000 inhabitants 18 km (11 miles) from Modena, has been the location for the Ferrari factory since the early 1940s, when Enzo Ferrari transferred operations from Modena, due to bombing during the Second World War. The public museum Museo Ferrari, which displays sports and racing cars and trophies, is also in Maranello. In another sport, Maranello is also the starting point of the annual Italian Marathon, which finishes in nearby Carpi.

Travel tip:

Modena should be high up the list of any visitor’s must-see places in northern Italy. One of the country’s major centres for food – the home of balsamic vinegar and tortellini among other things – it has a large number of top-quality restaurants among its narrow streets. The ideal base for visiting Ferrari’s headquarters at Maranello, it also has a beautiful Romanesque cathedral and is the birthplace of the great tenor Luciano Pavarotti, whose former home in Stradello Nava, about 8km (5 miles) from the centre of the city is now a museum.






28 April 2017

Nicola Romeo - car maker

Engineer used profits from military trucks to launch famous marque


Nicola Romeo bought the car manufacturer Alfa of Milan in 1915
Nicola Romeo bought the car manufacturer
Alfa of Milan in 1915
Nicola Romeo, the entrepreneur and engineer who founded Alfa Romeo cars, was born on this day in 1876 in Sant’Antimo, a town in Campania just outside Naples.

The company, which became one of the most famous names in the Italian car industry, was launched after Romeo purchased the Milan automobile manufacturer ALFA - Anonima Lombarda Fabbrica Automobili.

After making substantial profits from building military trucks in the company’s Portello plant during the First World War, in peacetime Romeo switched his attention to making cars. The first Alfa Romeo came off the production line in 1921.

The cars made a major impact in motor racing, mainly thanks to the astuteness of Romeo in hiring the the up-and-coming Enzo Ferrari to run his racing team, and the Fiat engineer Vittorio Jano to build his cars.  Away from the track, the Alfa Romeo name sat on the front rank of the luxury car market.

Romeo’s parents, originally from an area known as Lucania that is now part of the Basilicata region, were not wealthy but Nicola was able to attend what was then Naples Polytechnic – now the Federico II University – to study engineering.

Enzo Ferrari at the wheel of an Alfa during his driving days in 1920
Enzo Ferrari at the wheel of an Alfa
during his driving days in 1920
He left Italy to work abroad at first, obtaining a second degree Рin electrical engineering Рin Li̬ge, Belgium. In 1911 he returned to Italy and set up his first company, manufacturing machines and equipment for the mining industry.

With success in that market, Romeo was keen to expand. He acquired a majority stake in Alfa in 1915, taking full ownership three years later.

As Italy entered the First World War, Italy had a desperate need for military hardware and Romeo converted and enlarged his new factory specifically to meet this demand. Munitions, aircraft engines and other components, compressors, and generators based on the company's existing car engines were produced.

It made a great deal of money for Romeo, who in the post-war years invested his profits in buying locomotive and railway carriage plants in Saronno – north-west of Milan – Rome and Naples.

He did not consider car production at first but the Portello factory had come with 105 cars awaiting completion and in 1919 he decided that, subject to certain modifications, he was happy to finish the building of these vehicles. In 1920, he rebranded the company Alfa Romeo.  The first car to carry the new badge was the 1921 Torpedo 20-30 HP.

Romeo wanted his company to rival Fiat and was particularly astute in recognising talented individuals who would take the brand forward and establish Alfa Romeo's long-term credibility.

Antonio Ascari won the first Grand Prix world title driving the Vittorio Jano-designed Alfa Romeo P2
Antonio Ascari won the first Grand Prix world title
driving the Vittorio Jano-designed Alfa Romeo P2
He retained Alfa’s chief engineer, the talented Giuseppe Merosi, and encouraged a youthful Enzo Ferrari to join the company, soon putting him in charge of his new works racing team and its star drivers Antonio Ascari, Giuseppe Campari and Ugo Sivocci.

When Merosi left to take up a position in France, Romeo pulled off a major coup, sending Ferrari to cajole the Fiat engineer Vittorio Jano to jump ship. The Jano-designed engines propelled Alfa Romeo to the pinnacle of success in motor racing, his P2 car winning the four-race series for the first Grand Prix world championship in 1925.

Jano's first production car, the 6C 1500, was launched in 1927, but Romeo’s personal role in Alfa Romeo ended in 1928.

Some bad investments following the collapse of its major investor, the Banca Italiana di Sconto, had left the company close to going bust.  Under boardroom pressure to quit, Romeo at first accepted a figurehead role as president but then decided to sever his links altogether.

Married to Angelina Valadin, a Portuguese opera singer and pianist, he was the father of seven children. He died in 1938 at his home in Magreglio, a village overlooking Lake Como, at the age of 62.

An Alfa Romeo 20-30 at the Alfa Romeo museum at Arese, about 15km north-west of Milan
An Alfa Romeo 20-30 at the Alfa Romeo museum at
Arese, about 15km north-west of Milan
Luckily for the company, it was kept in business initially by the Italian government after Mussolini decided to promote Alfa Romeo as an Italian national emblem and used it to build bespoke cars for the wealthy, the sleek 2900B being a prime example.

After the Second World War, Alfa Romeo continued its success on the racing circuit, too, with Giuseppe Farina and the Argentinian Juan Manuel Fangio winning the first two Formula One world titles, in 1950 and 1951, driving the famous Alfetta 158/159.

The marque’s iconic status was further strengthened in the 1960s when both the Italian state police and the quasi-military Carabinieri stocked their fleets with Alfa Romeo cars.

The Church of Madonna del Ghisallo at Mareglio
The Church of Madonna del Ghisallo at Magreglio
Travel tip:

Magreglio, where Romeo was living at the time of his death, is a village perched on a hill overlooking the south-eastern fork of Lake Como, is famous for its association with cycling, thanks to the nearby Ghisallo hill, which has been long established on the route of the Giro di Lombardia cycle race and has often featured in the Giro d’Italia. The Madonna del Ghisallo was adopted in 1949 as the patron saint of cycling and the church of the same name now contains a small museum dedicated to competitive cycling and an eternal flame burns for cyclists who have died in competition.

Travel tip:

Almost 70 years after his death and on the occasion of the 130th anniversary of his birth, Naples dedicated a street to the memory of Nicola Romeo, called Via Nicola Romeo, which can be found in the Lauro district of the city, above Mergellina and not far from the Stadio San Paolo, home of Napoli football club.


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18 April 2017

Ilario Bandini - racing car maker

Farmer's son who created beautiful and successful cars


Ilario Bandini, the car maker, pictured in 1988
Ilario Bandini, the car maker, pictured in 1988
Ilario Bandini, a businessman and racing driver who went on to construct some of Italy’s most beautiful racing cars, was born on this day in 1911 in Villa Rovere in Emilia-Romagna.

His cars won races in Europe and America and his designs earned the respect of the great Italian performance car maker Enzo Ferrari.

Bandini was from a farming family but was fascinated with cars and motorcycles and began to work part-time as a mechanic while he was still at school, eventually becoming an apprentice in a workshop in nearby Forlì.

At the age of 25 he took the bold decision to move to Eritrea, then an Italian colony, in northern Africa, where he repaired trucks and in time set up a transport business, which was very successful.

The venture made him enough money to open a garage in Forlì. when he returned to Italy in 1939, running a repair workshop alongside a car rental and chauffeured limousine business.

Bandini at the wheel of his first car, the Bandini 1100
Bandini at the wheel of his first car, the Bandini 1100
At around the same time, he began to compete in motorcycle races, soon graduating from two wheels to four. In 1940, he took part in the Mille Miglia, the 1,000-mile road race from Brescia, near Lake Garda, to Rome and back, driving a Fiat Balilla.

Bandini built his first car almost by accident.  In his possession during the Second World War was a Fiat 1100, which he cut apart and hid to avoid it being requisitioned by the German army.  He began to reassemble it after the war but made adaptations as he did so and equipped the chassis with an entirely different body, made in aluminium by the Turin coach builder Rocco Motto.

He felt entitled to call the car the Bandini 1100, which thus became the first car – “La Prima” – to carry the Bandini name. The small, two-seat car was notable for its elegant, curved lines.  Driving it himself, he finished second in the Predappio to Rocca delle Camminate, a road race held just outside Forlì.

The Bandini badge Ilario placed on the car featured a bantam rooster crowing, the symbol of the town of Forlì.

The 1100 Siluro, which brought Bandini his first race victory
The 1100 Siluro, which brought Bandini his first race victory
More cars followed. His 1100 Siluro, so-called because of its torpedo-like bodywork, gave him his first win in the Giro dell’Umbria, encouraging him to produce purpose-built racing cars to compete in races such as the Mille Miglia in Italy and the SCCA series in America. They were soon a force to be reckoned in Europe and the United States.

The model that established his reputation was the Bandini 750 Sport Siluro, a tiny sports car that he produced between 1950 and 1956. The car used a modified inline four cylinder Crosley engine, produced by Powel Crosley Jnr, an industrialist from Cincinnati, Ohio, who owned the Cincinnati Reds baseball team.

The 750 Siluro was versatile enough to contest all kinds of events, from hill climbs to road races, airbase circuits and endurance events.

In America, the Siluro won the SCCA class championships in 1955 and 1957 and claimed many other victories in different categories on both sides of the Atlantic.

The Bandini badge, featuring the crowing bantam, symbol of Forlì
The Bandini badge, featuring the
crowing bantam, symbol of Forlì
Known to his friends as Lili and sometimes referred to as the “great Drake of Forlì”, Bandini never moved into mass production cars.  There were 17 different models but all of his vehicles were one-offs, in effect, which is why only 73 Bandinis were ever built.  His final car, the Berlinetta 1000 Turbo 16V, was finished shortly before his death in 1992 at the age of 80.

Extraordinarily, Ilario was still getting behind the wheel to compete himself even into his 70s. He drove his 1300 16Vi in the Predappio hill climb in 1985, at the age of 73.

Members of Bandini’s extended family have preserved the memory of his achievements in a museum established in his last workshop in Forlì., which has many documents relating to his career and 10 Bandini cars, considered to be representative of the development of the marque. There are thought to be 46 surviving Bandinis, owned mainly by Japanese and American enthusiasts.

Travel tip:

Villa Rovere was a hamlet at the time of Ilario Bandini’s birth. Situated some 13km (8 miles) west of Forlì, it is now part of the city’s metropolitan area, almost a satellite community.  Forlì itself is a wealthy city with thriving clothing and footwear industries and a number of notable buildings, including the Basilica of San Mercuriale in the central Piazza Saffi, the Pinacoteca Comunale art gallery and the Rocca di Rivaldino, once the fortress stronghold of the redoubtable Caterina Sforza.  Local restaurants are notable for Romagnolo cuisine.

Hotels in Forlì from Hotels.com

The Bandini Collection is housed in a museum in Rovere
The Bandini Collection is housed in a museum in Rovere
Travel tip:

Ilario Bandini’s achievements were recognised in 2002 – 10 years after his death – when in a special ceremony in Forlì, a square just in front of the city’s railway station was renamed Piazzale Ilario Bandini in his honour.  The museum – the Collezione dell’Automobile Brandini – can be found in Via del Braldo in Rovere, although note that viewings are by appointment.