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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Lella Lombardi - racing driver

Only woman to win points in Formula One

Lella Lombardi is one of only two women to start
a world championship race in the history of F1

Maria Grazia “Lella” Lombardi, the only female driver to finish in a points position in a Formula One world championship motor race, was born on this day in 1941 in Frugarolo, near Alessandria in Piedmont.

She finished out of the points in 11 of the 12 world championship rounds which she started between 1974 and 1976 but finished sixth in the 1975 Spanish Grand Prix, a race marred by the tragic deaths of five spectators after the car being driven by the German driver Rolf Stommelen went out of control and somersaulted over a barrier into the crowd.

His was the eighth car to crash in the first 25 of the 75 laps and the race was halted four laps later when it became known there had been fatalities. At that moment, Lombardi’s March-Ford was in sixth position, albeit two laps between race leader Jochen Mass.

The points were awarded on the basis of positions when the race was stopped. In normal circumstances, a sixth-place finish would have been worth one point but because less than three-quarters of the race had been completed the points were halved, thus Lombardi was awarded half a point.

Her next best performance was to finish seventh in the German Grand Prix at the Nurburgring later in the same season.

Lella Lombardi at the wheel of the March 751 in which she
finished sixth at the 1975 Spanish Grand Prix

Lombardi was one of only two women to qualify for Formula One races in the history of the sport, the other being her fellow Italian, Maria Teresa de Filippis, who participated in the late 1950s.

Little detail is known about the origins of Lombardi’s fascination with cars and speed, although it is thought she learned to drive in order to help her father, a butcher, with deliveries. The family did not own a car.

A friend is said to have introduced her to racing, inviting her to be co-driver in rally events. She drove Alfa Romeo and BMW sports cars in club events and graduated to Formula Monza when she raised enough money to buy her own car, which she maintained herself.

Over the next decade, she raced in Formula Monza, Formula 3, Formula 850 and Formula 5000, winning the Formula Monza title in 1970, having been runner-up in the Formula 3 championship in 1968 behind her compatriot, Franco Bernabei.

She entered an F1 race - the British Grand Prix - for the first time in 1974 in an ageing Brabham but failed to qualify. That winter, however, she met Italian nobleman Count Vittorio Zanon, a well known motor racing enthusiast, and he paid for her to race in the 1975 season in a March 741 previously driven by the Italian driver Vittorio Brambilla.

Lombardi at the wheel

At the opening race of the season, in South Africa, she became the first woman to qualify for a Grand Prix since De Filippis 17 years earlier. At the next race she had a new 751 with sponsorship from the Lavazza coffee company, with which Count Zanon's wife was associated. This was the car she races in Spain.

Although she was a standard bearer for women behind the wheel, Lombardi never had the car to be really competitive in F1 and decided at the end of the 1976 season to refocus on the sports car classes in which she had enjoyed success previously.

Her best season was in 1979 when she won the Six Hours of Pergusa and the Six Hours of Vallelunga. She also competed four times at the 24 hours of Le Mans, for which her co-driver in 1980 was Mark Thatcher, son of the British prime minister Margaret.

Lombardi continued to compete until the late 1980s, when she began to struggle with her health.  She gave up driving and formed Lombardi Autosport, a touring car team running Alfas, but it was not long afterwards that she was diagnosed with breast cancer, from which she died in 1992 at the age of only 50.

The church of San Felice in Frugarolo

Travel tip:

Lombardi’s home village of Frugarolo, which has a population of just under 2,000, is little more than 10km (6 miles) southeast of Alessandria, in the direction of Genoa.  It has a Romanesque church, the parish church of San Felice, which has an incongruously new bell tower because the original collapsed.

Hotels in Alessandria by Booking.com

Travel tip:

The historic city of Alessandria became part of French territory after the army of Napoleon defeated the Austrians at the Battle of Marengo in 1800.  It was ruled by the Kingdom of Sardinia for many years and is notable for the Cittadella di Alessandria, a star-shaped fort and citadel built in the 18th century, which today it is one of the best preserved fortifications of that era.

More reading:

How Maria Teresa de Filippis became the first woman to drive in F1

Michele Alboreto - Italian F1's nearly man

Triumphs and tragedy: the story of Alberto Ascari

Also on this day:

1881: The birth of legendary fashion designer Guccio Gucci

1958: The birth of Formula One's 'last gentleman racer' Elio de Angelis


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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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Mario Andretti – racing driver

American champion was born and grew up in Italy

Mario Andretti raced as an American but
was born in Montona, then part of Italy

Mario Andretti, who won the 1978 Formula One World Championship driving as an American, was born on this day in 1940 in Montona, about 35km (22 miles) south of Trieste in what was then Istria in the Kingdom of Italy.

Andretti’s career was notable for his versatility. He is the only driver in motor racing history to have won an Indianapolis 500, a Daytona 500 and an F1 world title, and one of only two to have won races in F1, Indy Car, NASCAR and the World Sportscar Championship. He is the last American to have won an F1 Grand Prix.

He clinched the 1978 F1 title at the Italian Grand Prix at Monza in September, the 14^th of the 16 rounds, having led the standings by 12 points going into the race.  He crossed the line first and even though he was demoted to sixth place – the result of a one-minute penalty for going too soon at a restart – it was enough to mean he could not be caught.

His celebrations were muted, however, after his close friend, the Swedish driver Ronnie Petersen, died from complications to injuries he suffered in a crash on the first lap.

Andretti’s early years in Italy were fraught with difficulties. He and his twin brother, Aldo, were brought up by their father Gigi,  a farm manager, and their mother Rina in a loving family but at the end of the Second World War their lives were turned upside down when the allies ceded Istria to Yugoslavia and they found themselves living in a Communist country.

Mario Andretti with Lotus boss Colin Chapman (left) during
the 1978 Formula One championship-winning season

They stayed there until 1948, hoping somehow the old order would be restored, but eventually joined the Italian exodus from the region, moving first to a dispersement camp in Udine, and then to Lucca in Tuscany, where they would live in a crowded refugee camp, sharing a single room with several other families, for the next seven years.

In 1955, the family decided to emigrate to the United States, leaving all of their possessions behind and settling in Nazareth, Pennsylvania.

The twins were already enthusiastic about cars.  As five-year-olds in their home village, they had raced each other down the steep streets in hand-made wooden cars.  Later, while they were living in Lucca, they watched a section of the Mille Miglia endurance race and Mario became captivated by Alberto Ascari, the two-times F1 World Champion, who won the race.

In Nazareth they went to work in an uncle’s garage and quickly learned about cars.  Their first experience of competition in America was on a dirt track near their home, where they took part in stockcar races unbeknown to their parents, in a car they had borrowed from their uncle’s workshop.

Although Aldo was unlucky that an injury hampered his progress, Mario quickly showed his talent, winning 20 races in his first two seasons.

The Lotus 79 car in which Andretti won the 1978 title

He knew racing was the career he wanted to follow and quickly worked his way through the ranks before making his Indy Car debut in 1964, the year he became an American citizen.  He won his first Indy Car race in 1965 and, amazingly, became United States Auto Club champion at the first attempt, finishing in the top four in 12 races. At 25, he was the youngest champion in the history of the event.

He defended the title successfully in 1966, winning eight races, and claimed further Indy Car championships in 1969 and 1984.

Andretti’s Formula One debut came in 1968, three years after he had met Colin Chapman, the British owner of the Lotus team, and outlined his ambitions.  Chapman had told him to get in touch once he thought he was ready and, true to his word, gave the Italian-American an opportunity.

It took him three years to achieve a first F1 win, in the South African GP in 1971, driving for Ferrari, and another five years to clinch his second, in the Japanese GP in 1976, having returned to Chapman’s garage for John Player Team Lotus.

Mario Andretti today

Everything clicked in 1977, when he was third in the standings after four race wins, and in 1978, driving the so-called “ground effects” Lotus he had helped develop, when he took the drivers’ title.

Andretti continued to race competitively until he was 54.  By the time he decided enough was enough, his list of honours, in addition to his four Indy Car titles, his wins at the 1969 Indianapolis 500 and 1967 Daytona 500 events and his F1 title, included three 12 Hours of Sebring victories, a USAC dirt track title and an International Race of Champions victory.

In all, he competed in 879 races, of which he won 111. He is the only driver to have won Indy Car races in four decades.

In retirement, Andretti has pursued a number of business interests, including a winery, worked as an ambassador for a number of companies and made frequent television appearances.  Both his sons, Michael and Jeff, became drivers, Michael repeating his father’s success by becoming Indy Car champion in 1991. His grandson, Marco – Michael’s son – is also a racing driver.

Motovun, formerly Montona, sits on top of a hill in Istria,
the area of Croatia that was in Italy when Andretti was born

Travel tip:

Montona – now known as Motovun and part of Croatia – was an idyllic hilltop village as Mario and his brother, Aldo, were growing up, surrounded by beautiful rolling countryside.  The summit could be reached by climbing a 1,052-step staircase, said to be the longest staircase in the world, and anyone with the stamina to complete the climb would be rewarded with stunning views over the vineyards of the Quieto river valley. The main square is named after Andrea Antico, a Renaissance music printer who invented the first wooden types for printing music scores.

Piazza dell'Anfiteatro in Lucca

Travel tip:

Lucca, where the Andrettis lived until they were granted visas to emigrate to the United States, is situated in western Tuscany, just 20km (12 miles) from Pisa, and 80km (50 miles) from Florence. Its majestic Renaissance walls are still intact, providing a complete 4.2km (2.6 miles) circuit of the city popular with walkers and cyclists.  The city has many charming cobbled streets and a number of beautiful squares, plus a wealth of churches, museums and galleries and a notable musical tradition, being the home of composers Alfredo Catalani, Luigi Boccherini and the opera giant, Giacomo Puccini.


More reading: 

Riccardo Patrese, the first F1 driver to compete in 250 Grands Prix

Michele Alboreto, the last Italian to challenge for the F1 drivers' title

A crash kills Alberto Ascari, twice F1 world champion

Also on this day:

1915: The birth of jam and juice maker Karl Zuegg

1942: The birth of goalkeeper Dino Zoff, the oldest player to win a World Cup

Selected reading:

The Golden Age of Formula One, by Rainer W Schlegelmilch

Driven: The Men Who Made Formula One, by Kevin Eason

(Picture credits: Top picture of Andreotti by Gillfoto; Andretti with Chapman by Suyk, Koen; Andretti today by Jonathan Mauer; Piazza in Lucca by Robespierre; via Wikimedia Commons)

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Maria Teresa de Filippis – racing driver

Pioneer for women behind the wheel

Maria Teresa de Filippis in 1958

The racing driver Maria Teresa de Filippis, who was the first woman to compete in a Formula One world championship event and remains one of only two to make it on to the starting grid in the history of the competition, died on this day in 2016 in Gavarno, a village near Bergamo in Lombardy.

De Filippis, a contemporary of the early greats of F1, the Italians Giuseppe Farina and Alberto Ascari and the Argentine Juan Manuel Fangio, qualified for the Belgian Grand Prix in June 1958 and finished 10^th.

She made the grid for the Portuguese and Italian Grands Prix later in the year but had to retire from both due to engine problems. 

She managed only six laps in the former but was unlucky not to finish in the latter event at Monza, where she completed 57 of the 70 laps. Although she was at the back of the field, 13 other cars had retired earlier in the race and she would therefore have finished eighth.

These were her only F1 races. The following year she turned her back on the sport following the death of her close friend, the French driver Jean Behra, in a crash in Germany. Only a year earlier, her former fiancé, the Italian driver Luigi Musso, had also been killed.

De Filippis prepares to take the wheel outside the Maserati
garage during the 1958 season

De Filippis came from a wealthy background, born in Naples in 1926 and brought up in the 16^th century Palazzo Marigliano. Her family, with aristocratic roots, also owned the Palazzo Bianco in Caserta.

A keen horsewoman, she also loved skiing and tennis as a teenager but took up car racing in order to prove a point to her two older brothers, Antonio and Giuseppe, who had teased her about her prowess at the wheel.

Determined to prove them wrong, at 22 she entered her first race, a hill climb between the port of Salerno and the town of Cava di Tirreni, 10km (6 miles) inland, and won.

Finding, to her surprise, that she had no fear behind the wheel she quickly progressed to sports car events, finishing second in the 1954 Italian sports car championship.

It was at the sports car race that accompanied the 1956 Naples Grand Prix that De Filippis caught the eye.  Driving a works-entered Maserati 200S on a circuit that followed the walled streets and tree-lined boulevards of Posillipo, an upmarket residential area of her home city, she started at the back of the grid after missing practice but worked her way through the field to finish second.

Maria Teresa de Filippis pictured at the age of 88

The invitation to compete in Formula One soon followed and it was in the Maserati 250F, the same car that took Fangio to his fifth world title the previous year, that she made her historic debut at the Spa-Francorchamps circuit.

Although a woman in motorsport was not a new phenomenon – the French driver and aviator Camille du Gast had taken part in the 1901 Paris to Berlin rally – Formula One was a wholly male-dominated world and there were considerable barriers to overcome.

Stirling Moss, the British driver she considered a friend, doubted whether a woman had the strength to handle an F1 car at speed, while the director of the French Grand Prix at Reims that followed the Belgian race allegedly barred her from taking part, telling her – in her words – that “the only helmet a woman should wear is the one at the hairdressers.”

It was at the French Grand Prix that Luigi Musso died. Although they had broken off their engagement and he had a new girlfriend, his death hit De Filippis hard nonetheless and made her think about whether she wanted to continue.

As the only female driver, she was never short of attention, but one of the fans to whom she was introduced at her Monza appearance in 1958, an Austrian textile chemist by the name of Theodor Huschek, made a bigger impression than others.

The iconic Maserati 250F

She bumped into him again in Istanbul the following year and after meeting for a third time on a skiing trip they became engaged and married. After living in Austria and Switzerland they moved to Cortina d’Ampezzo in the Dolomites, then to Rome and next Capri, the idyllic island in the Bay of Naples.

They had a daughter, Carola, and settled in Bergamo area when Theodor began working for the Legler textile firm in Ponte San Pietro, to the northwest of the city. They settled in Gavarno, a village between Scanzorosciate and Nembro.

Despite De Filippis having broken new ground for women in motor racing, the only other female driver to participate in a Formula One race is Lella Lombardi, her fellow Italian, who started 12 times between 1974 and 1976.

In later life, De Filippis was vice-president of the International Club of Former F1 Grand Prix Drivers.

The facade of the Palazzo Marigliano

Travel tip:

The Palazzo Marigliano, built in the early 16^th century, is the former home of Andrea de Capua, the fourth Count of Altavill and the chief legal executive for the Kingdom of Naples. It was refurbished in the 1750s with frescoes by Francesco de Mura and paintings by Giovanni Battista Maffei. It can be found right in the heart of the city in Via San Biagio dei Librai, which forms part of the historic Spaccanapoli, the narrow, straight thoroughfare that runs in a 2km (1.25 miles) diagonal across the city. Today the beautiful inner courtyard hosts artisan workshops and part of the palace is given over to apartments.

Gavarno is situated in a wooded valley near Bergamo

Travel tip:

Gavarno is a village of some 1,200 residents a few kilometres to the northeast of Bergamo overlooking the stream of the same name that joins the Serio river at nearby Nembro. Built largely on a gentle hillside, it is in an area popular with walkers, offering pleasant woodland paths. Between Gavarno and Nembro there is a interesting modern church, consecrated only in 2000, dedicated to Pope Giovanni XXIII, who hailed from Sotto il Monte in Bergamo province.

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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

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

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

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.

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Luigi Musso - racing driver

Wealthy Roman who found expectations hard to bear

Musso at the wheel of his Ferrari Formula One car

Luigi Musso, who for a period of his life was Italy’s top racing driver, was born on this day in 1924 in Rome.

Musso competed six times for the world drivers’ championship, three times for Maserati and three times for Ferrari. His finished third in the 1957 season, driving for Ferrari.

His solitary Formula One Grand Prix victory came in 1956 in Argentina, although he had to content himself with a half-share of the points after being forced to hand over his car to Juan Fangio, the local hero and Ferrari team leader, after 29 of the 98 laps, when Fangio’s car failed.

Sadly, two years later he was killed in an accident at the French Grand Prix in Reims, which his girlfriend, Fiamma Breschi, blamed on the ferocity of his rivalry with his fellow Ferrari drivers Mike Hawthorn and Peter Collins.

Born into a wealthy Roman family – his father was a diplomat – Musso grew up in a luxurious palazzo off the Via Veneto. He acquired his love of cars from his brothers, who were also racing drivers.

Luigi Musso was the wealthy son
of a Roman diplomat

He began to compete in 1950 in a car he bought himself, a 750cc Giannini sports car. He made an inauspicious start, his first race ending when he left the track and collided with a statue of the national hero, Giuseppe Garibaldi.

But he soon began to enjoy success racing sports cars and his talent was noted by Maserati, for whom he dominated the 1953 national 2000cc sports car championship. More success the following year, when he placed highly in the two big endurance road races, the Mille Miglia and the Targa Florio, as well as winning several smaller events, saw him named reserve driver for Maserati’s Formula One team. In that capacity he finished second in the Spanish Grand Prix in Barcelona.

He moved to Ferrari in 1956, a season which began with his handover to Fangio in Buenos Aires and was interrupted by a major crash in Germany, in which Musso was lucky to escape with only a broken arm.

When he returned for the Italian Grand Prix, the last race on the calendar, he found himself facing a repeat of the first, when his team asked him to surrender his car to Fangio.  This time, risking his Ferrari career, he refused, taking a gamble that almost paid off.  In the lead with four laps remaining, he suffered a puncture and then steering problems and was forced to quit, leaving Stirling Moss, in a Maserati, to win.

The pit lane at the Argentine Grand Prix of 1956, in which
Musso, whose car is No 12, gained his only F1 win

Musso was embarrassed. Yet far from attracting ignominy he endeared himself to the Monza crowd, who appreciated his daring.  Come the 1957 season he was firmly in the spotlight, the Italian press loving the new rivalry between Musso and his fellow Italian, Eugenio Castellotti.

When Castellotti suffered fatal injuries in a crash while testing, Italian motor racing fans looked to Musso more than ever to deliver success.

Yet he found the weight of expectation hard to bear.  He was now the best Italian driver, built up by the press as the heir to Alberto Ascari, the winner of back-to-back Formula One world titles in 1952 and 1953 but who had himself been killed in an accident in 1955.  The pressure on Musso to win races became intense.

There were rumours of debts, the result of a gambling habit that saw him lose large sums in the casinos. His personal life was in turmoil, too, after leaving his wife and two children for Fiamma, a beautiful blonde. And then there was the growing animosity between Musso and his Ferrari teammates, Hawthorn and Collins, two close friends who had a deal to pool their prize money and share it, from which Musso was excluded.

Musso's girlfriend, Fiamma Breschi

It all came to a head in the French Grand Prix at Reims in July. Musso was second on the grid behind Hawthorn, having matched his best-ever performance in practice. The race was the most lucrative on the calendar and Musso was determined to win.

Hawthorn made a flying start and began to pull away from the field.  Musso felt he had no option but to chase hard.  He took more and more risks until, on the 10^th lap, he took one too many.  Attempting to take a corner at 150mph, he was unable to keep the car on the track and one of the wheels clipped the edge of a ditch, sending it somersaulting into the air.

Musso was thrown from the car but suffered severe head injuries.  He was taken to hospital but died later that evening.

Breschi later recalled that after spending several hours at the hospital, doctors told her she should return to her hotel to rest. In the car park of the hotel she says she saw Hawthorn and Collins laughing and joking, playing football with a tin can, and hated them from that point onwards.

The Excelsior Hotel is a landmark on the Via Veneto

Travel tip:

The Via Vittorio Veneto, colloquially known as Via Veneto, is one of the most elegant and expensive streets in Rome. The street is named after the Battle of Vittorio Veneto (1918), a decisive Italian victory of the First World War. Federico Fellini's 1960 film La Dolce Vita was mostly centered on the Via Veneto area. Its bars and restaurants attracted Hollywood stars such as Audrey Hepburn, Anita Ekberg, Anna Magnani, Gary Cooper and Orson Welles as well as writers Tennessee Williams and Jean Cocteau and the designer Coco Chanel.

Monza Cathedral with its marble facade 

Travel tip:

Although widely known for its Formula One track, Monza has other attractions that tend to be overlooked. There is an elegant and stylish historical centre, in which the cathedral, which originated in the sixth century and was rebuilt in the 14^th, featuring a marble façade in Romanesque style with some Gothic adornments, and a bell tower added in 1606, stands out.  Another feature is the vast Parco di Monza, at 688 hectares one of the largest enclosed parks in Italy, which contains the Royal Villa, built between 1771 and 1780 for Archduke Ferdinand of Austria.

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Alberto Ascari - racing driver

F1 champion killed amid eerie echoes of father's death

Alberto Ascari (centre), pictured a few weeks before his fatal
crash with his friends Luigi Villoresi (left), Eugenio
 Castellotti (right) and the famous engineer Vittorio Jano.

Racing driver Alberto Ascari, who was twice Formula One champion, died on this day in 1955 in an accident at the Monza racing circuit in Lombardy, just north of Milan.

A hugely popular driver, his death shocked Italy and motor racing fans in particular. 

What many found particularly chilling was a series of uncanny parallels with the death of his father, Antonio Ascari, who was also a racing driver, 30 years previously.

Alberto had gone to Monza to watch his friend, Eugenio Castellotti, test a Ferrari 750 Monza sports car, which they were to co-drive the car in the 1000 km Monza race.

Contracted to Lancia at the time, although he had been given dispensation to drive for Ferrari in the race, Ascari was not supposed to test drive the car, yet he could not resist trying a few laps, even though he was dressed in a jacket and tie, in part to ensure he had not lost his nerve after a serious accident a few days earlier.

Ascari on the cover of a magazine in
Argentina, where he was very popular

When he emerged from a fast curve on the third lap, however, the car inexplicably skidded, turned on its nose and somersaulted twice. Ascari was wearing Castellotti’s white helmet but he suffered multiple injuries nonetheless when he was thrown out of the car and survived for only a few minutes, pronounced dead at the scene.

There were several eerie similarities between the deaths of Alberto and his father.

Alberto Ascari died on May 26, 1955, at the age of 36, the same age as his father, Antonio, who was killed in the French Grand Prix, on July 26, 1925. Alberto was only four days older than his father had been.

That both should die on the 26^th of the month at the same age was a strange coincidence, yet it did not end there.

Even more weirdly, both were killed four days after surviving serious accidents, Antonio having crashed while practising ahead of the Grand Prix in which he died, Alberto having lost control of his car during the Monaco Grand Prix and gone into the harbour.

Both suffered fatal crashes at the exit of fast left-hand corners, both had won 13 championship Grand Prix events and both left behind a wife and two children.

Alberto’s accident occurred on the Curva del Vialone, one of the Monza track's most challenging high-speed corners. The corner was renamed in his honour but has subsequently been replaced with a chicane, now called Variante Ascari.

He was laid to rest next to the grave of his father in the Cimitero Monumentale in Milan. His death was considered to be a factor in the withdrawal of Lancia from motor racing in 1955, just three days after his funeral, although it was also a fact that the company was in financial trouble.

Ascari, in his Lancia, chases the legendary Argentina Juan
Manuel Fangio, in a Mercedes, in a 1954 race

Born in Milan, Alberto was only seven when he lost his father yet was not put off his desire to become a racing driver.

He was one of the best drivers around when Formula One launched in 1950, with a string of victories in Grand Prix events over 1948 and 1949. His success continued in 1950, although his nine race wins did not include any in the inaugural Formula One series, won by another Italian, Giuseppe Farina.

The 1951 season brought seven more victories and this time two of them counted as he finished second to the legendary Argentinian Juan Manuel Fangio.

He went one better and won the drivers’ championship in 1952, winning the final six rounds after Fangio dropped out midway through the season, and defended his title successfully in 1953.

After his death, a street in Rome was named in his honour, while both the Autodromo Nazionale Monza and Autodromo Oscar Alfredo Gálvez in Buenos Aires, which staged the Argentine Grand Prix between 1953 and 1998, have chicanes named after him.

Monza's Duomo, the striking Basilica of San
 Giovanni Battista

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.

Travel tip:

The Cimitero Monumentale is one of the two largest cemeteries in Milan, the other one being the Cimitero Maggiore. Designed by the architect Carlo Maciachini (1818–1899), it was planned to consolidate a number of small cemeteries that used to be scattered around the city into a single location.  It can be found in the northern part of the city, adjacent to Chinatown and Porta Volta.  As well as Ascari and his father, it is the resting place of the tenor Franco Corelli, the conductor Arturo Toscanini, the poet Filippo Tommaso Marinetti – who founded the futurist movement - the novelist and writer Alessandro Manzoni, and the founder of AC Milan football club, the Englishman Herbert Kilpin.

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Flavio Briatore - entrepreneur

From clothing to luxury resorts via Formula One

Flavio Briatore has interests in a string of resorts
and restaurants serving wealthy clientele

The colourful and controversial entrepreneur Flavio Briatore was born on this day in 1950 in Verzuolo, a large village in the Italian Alps near Saluzzo in Piedmont.

Briatore is best known for his association with the Benetton clothing brand and, through their sponsorship, Formula One motor racing, but his business interests have extended well beyond the High Street and the race track.

His empire includes his exclusive Sardinian beach club Billionaire, Twiga beach clubs in Tuscany and Apulia, the Lion under the Sun spa resort in Kenya, the upmarket Sumosan, Twiga and Cipriani restaurants, and the Billionaire Couture menswear line.

Briatore was also for three years co-owner with former F1 chief executive Bernie Ecclestone and steel magnate Lakshmi Mittal of the English football club Queen’s Park Rangers.  He is also the man to whom the contestants must answer in the Italian version of the hit British TV series The Apprentice.

With a fortune estimated at £120m (€140m; $150m), Briatore lives the lifestyle of the super-rich clients he entertains at his clubs and restaurants, owns a £68.2m (€80m; $85m) yacht and has enjoyed the company of a string of beautiful and famous women.

These include supermodels Naomi Campbell and Heidi Klum, with whom he had a child, and the Italian TV presenter Adriana Volpe. In 2008 he married Elisabetta Gregoraci, once the Italian face of Wonderbra, who is 30 years his junior.  They have a son, Falco.

Briatore's wife, the former model Elisabetta Gregoraci

Both of Briatore’s parents were teachers but he was no academic, scraping through high school with the lowest grades. He found employment first as a ski instructor and then a restaurant manager before selling insurance.

It was while he was working at the Borsa – the Milan stock exchange – that in 1974 he met Luciano Benetton, founder of the Italian global clothing company.

Appointed director of group operations in the United States, where Benetton was undergoing significant expansion, Briatore’s job was to set up franchises across the country. He took a cut from each franchise agreement and, with 800 stores opened in the US in the 1980s, became an extremely wealthy man.

In 1989, Luciano Benetton began to sponsor F1 and, wanting someone to take charge of merchandising, turned again to Briatore.

From commercial director, Briatore was promoted to managing director and turned Benetton into a competitive F1 team, which he ran from 1990 to 1997. When the Benetton team was sold to Renault in 2000, Renault hired Briatore as team manager. In all, Briatore oversaw seven world titles in the constructors' and drivers' categories and was hailed as the man who ‘discovered’ the seven-times drivers’ champion, Michael Schumacher.

While there have been some spectacular successes in Briatore’s career, there have also been some catastrophes.

Flavio Briatore in his days as boss
of the Renault F1 team

One of his earliest jobs was as an assistant to businessman Attilio Dutto, owner of the Paramatti Vernici paint company in Cuneo that had previously been owned by Michele Sindona, the shady Sicily-born banker who laundered heroin proceeds for the Gambino family and was poisoned in prison.  Dutto was killed in 1979 in a suspected Mafia car bomb attack.

In 1980 Briatore was convicted on various counts of fraud and given two prison sentences amounting to four and a half years. These were reduced on appeal to two years and two months, although Briatore actually escaped jail by fleeing to the US Virgin Islands and benefitting from an amnesty on his return, which in Italian law amounts to the cancelling of the criminal convictions that led to the sentence.

His yacht at one time was seized during an investigation into alleged tax fraud and, in 2007, he was diagnosed with kidney cancer, for which he was treated successfully.

In 2009, Briatore was banned from motor racing after driver Nelson Piquet Jr alleged he had been instructed to crash deliberately in the 2008 Singapore Grand Prix in a move designed to help his Renault teammate, Fernando Alonso, another Briatore protégé, to win the race.

Motor racing’s governing body, the FIA, handed Briatore and his chief engineer, Pat Symonds, an indefinite ban. However, in 2010, Briatore’s ban was overturned by a French court and he was awarded €15,000 compensation, although his lawyers had asked for €1m.

He has remained involved with F1 as personal manager for Alonso, a close friend who drove the wedding car when he and Gregoraci were married at the Santo Spirito in Sassia church in Rome.

Travel tip:

Saluzzo, the nearest town to Briatore’s birthplace in Verzuolo, is known for its picturesque setting, built on a hill overlooking a fertile plain with a mountain backdrop, and close to the source of the River Po. Its well preserved historic centre features many antique shops and the main sights include Saluzzo cathedral, built at the end of the 15th century in Lombard-Gothic style.

Check Saluzzo hotels with Hotels.com

The expansive Piazza Galimberti in Cuneo

Travel tip:

The beautiful city of Cuneo, which developed at the confluence of the Stura and Gesso rivers, is set out in a grid system with a large, elegant central square, Piazza Galimberti, one of the largest squares in Italy, after Piazza del Plebiscito in Naples. Surrounded by neo-classical buildings, it has a large statue of Giuseppe Barbaroux, the author of the Albertine Statute that formed the constitution of the Kingdom of Sardinia-Piedmont in 1848. The square is named after Duccio Galimberti, one of the heroes of the Italian resistance in the Second World War.

More reading:

Elio de Angelis - last of the 'gentleman racers'

How Michele Alboreto almost ended Italy's long wait for a new champion

Ferruccio Lamborghini - the tractor maker who took on Ferrari

Also on this day:

1948: The birth of World Cup winning football coach Marcello Lippi

(Picture credits: Main Briatore pic by Minerva97; Elisabetta Gregoraci by franco.ruspa; Briatore in Renault days by Bert van Dijk; Piazza Galimberti by Gian Francesco Fanti; all via Wikemedia Commons)

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