Giovanna Amati - racing driver

Kidnap survivor who drove in Formula One

Giovanna Amati survived a 75-day kidnap
ordeal when she was 18 years old

Racing driver Giovanna Amati, the last female to have been entered for a Formula One Grand Prix, was born on this day in 1959 in Rome.

The story of Amati’s signing for the Brabham F1 team in 1992 was all the more remarkable for the fact that 14 years earlier, as an 18-year-old girl, she had been kidnapped by a ransom gang and held for 75 days in a wooden cage.

Kidnaps happened with alarming frequency in Italy in 1970s, a period marked by social unrest and acts of violence committed by political extremists, often referred to as the Years of Lead. Young people with rich parents were often the targets and Amati, whose father Giovanni was a wealthy industrialist who owned a chain of cinemas, fitted the bill.

She was snatched outside the family’s villa in Rome in February 1978 and held first in a house only a short distance away and then at a secret location, where she was physically abused and threatened with having her ear cut off while her captors negotiated with her 72-year-old father.

Critics accused Brabham of hiring
Amati as a publicity stunt

Eventually, Giovanni is said to have paid 800 million lira (about $933,000 dollars), for her release, having raised the money through a combination of box office receipts from the Star Wars movie playing at his cinemas, and from the sale of some of his 42-year-old former actress wife’s jewellery.

Seven of the kidnappers were arrested but the ringleader, a gangster from Marseille called Jean Daniel Nieto, evaded the police and got away. He was caught later after contacting Amati, with whom he had allegedly become infatuated, and agreeing to meet her on the fashionable Via Vittorio Veneto in the centre of Rome.

Amati, who has dismissed as untrue newspaper stories at the time that she and Nieto had become romantically involved, returned to normal life and the love of driving she had developed as an eight-year-old, when her father allowed her to drive a tractor on the family estate.

She bought a Honda motorcycle when she was 15 and was inspired to race cars by her friend, the dashing young Roman racing driver Elio de Angelis, with whom she attended a motor racing school.

She first raced professionally in the Formula Abarth series - effectively Formula Four - before graduating to Formula Three. She won some races in both yet it still came as something of bombshell when she was contacted by the then-Brabham boss Bernie Ecclestone in January 1992 and offered a drive in Formula One.

Giovanna Amati failed to qualify in each of
the three Grand Prix she entered

With only weeks to raise the budget she needed to take up the offer, Amati feared she would have to turn down the chance of a lifetime. But at the 11th hour her dream was made possible by an unlikely benefactor, the prime minister, Giulio Andreotti, who had been a friend of her father, by then passed away.

Sadly, her excursion into F1 was not a success.  She failed to qualify for the first three races of the season, in South Africa, Mexico and Brazil, and was promptly sacked, to be replaced by Damon Hill, amid suspicions that, at a time when the Brabham team was desperately in need of exposure and cash, hiring a driver who happened to be an attractive, photogenic young woman was all a publicity stunt.

It was not the end of Amati’s career. She competed in sports and touring cars for a number of years with some success but by the end of the 1990s she was more often sitting alongside TV commentary teams than in the cockpit of a car.  Her compatriot, Lella Lombardi, who started 12 World Championship races between 1974 and 1976, remains in the last female to race in a Formula One Grand Prix.

The Vallelunga autodrome was the home of the Rome
Grand Prix between 1925 and 1991

Travel tip:

Racing drivers in Rome have never had their own home Formula One event but a Rome Grand Prix took place at the Vallelunga circuit between 1925 and 1991. The Vallelunga track is near the town of Campagnano, about 32km (20 miles) north of Rome. It still hosts race meetings and is used by various F1 teams for testing. The city did almost get its first F1 World Championship event in 2013, when plans had been put forward for a street circuit in the EUR district of the city. The idea was eventually abandoned through lack of support and amid fears that it would undermine the supremacy of Monza, home of the Italian Grand Prix, as Italy’s number one racing circuit.

Monza's striking Duomo is one of a number of
attractive architectural features in the city

Travel tip:

Monza, which has hosted the Italian Grand Prix every year since 1950, is situated about 15km (9 miles) north of Milan.  Because so many visitors are interested in little more than cars, Monza’s many notable architectural attractions tend to be under-appreciated. These include the Gothic Duomo, with its white-and-green banded facade, which contains the Corona Ferrea (Iron Crown), which according to legend features one of the nails from the Crucifixion. The crown is on show in the chapel dedicated to the Lombard queen Theodolinda.  The adjoining Museo e Tesoro del Duomo contains one of the greatest collections of religious art in Europe.

More reading:

How Lella Lombardi became the only female racing driver to win a point in a Formula One GP

Maria Teresa de Filippis - the first woman to start a Formula One world championship event

Elio de Angelis - the last of the 'gentleman racers'

Also on this day:

1890: The birth of 20th century still life 'master' Giorgio Morandi

1937: The death of radio pioneer Guglielmo Marconi

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Rinaldo ‘Dindo’ Capello - endurance racing driver

Three times winner of the Le Mans 24 Hours 

Rinaldo Capello was one of Italy's top
drivers in endurance motor racing

Rinaldo ‘Dindo’ Capello, one of Italy’s most successful endurance racing drivers, was born on this day in 1964 in Asti, in Piedmont.

During a period between 1997 and 2008 in which there was an Italian winning driver in all bar two years, Capello won the 24 Hours of Le Mans, the most prestigious endurance race on the calendar, three times.

Only Emanuele Pirro, his sometimes Audi teammate and rival during that period, has more victories in the race among Italian drivers, with five. Pirro won in 2000, 2001, 2002, 2006 and 2007, Capello in 2003, 2004 and 2008.

Capello’s career record also includes two championship wins in the American Le Mans Series and five victories in the 12 Hours of Sebring. He is also record holder for most wins at Petit Le Mans, the race run annually at Atlanta, Georgia to Le Mans rules, with five.

Alongside teammates Tom Kristensen and Allan McNish, he was regarded as the quiet man of the all-conquering Audi sports car team, although his contribution was every bit as impressive.

Capello’s ambitions when he began his single-seater career were the same as other young drivers - to work his way up to Formula One.

The Bentley EXP "Speed Eight" that provided Capello
with the first of his three 24 Hours of Le Mans wins

He raced in Formula Three from 1985 to 1990, winning the penultimate race of the 1987 Italian F3 championship. In 1988, when he was fourth in the Italian championship, he shone in the F3 support race at the Monaco Grand Prix, finding a way through the field in an accident-strewn race to finish fourth, having started from 19th on the grid.

But two years later, he abandoned single-seaters and soon began a relationship with the Volkswagen Audi Group that he would retain for the rest of his career.

Success came almost immediately in Italy’s national Group A saloon car series, Capello winning the title in a Volkswagen Golf. He stepped up to the Italian Super Touring Car championship, scored a first win for Audi in 1994 and was the series champion in 1996.

He made his Le Mans 24 hours debut in 1998. He had to pull out because of accident damage to his car but for the next seven years he never finished below fourth.

Capello at the wheel of his Audi R10 during the
1000km of Silverstone race in 2008 

He joined Audi Sport Team Joest in 1999 and won several races in the following year’s American Le Mans Series, helping co-driver McNish to clinch the title.  He had a similar season in 2002 when Kristensen won the title and Capello, as in 1999, was runner-up.

Two second-place finishes at Le Mans in 2001 and 2002 were followed by his first victory in 2003 when VAG decided to promote its Bentley brand at Le Mans and Capello shared a Bentley EXP "Speed Eight" with four-time winner Kristensen and Englishman Guy Smith.

It was the first time the Bentley marque had won the race for 73 years, recalling the dominance of Bentley sports cars at Le Mans between 1924 and 1930, when they won the race five times.

The Dane Kristensen, who is the most successful driver in the history of Le Mans, would be one of Capello’s co-drivers again when he scored his second victory the following year and won for a third time in 2008, the other co-drivers being Seiji Aja of Japan and McNish respectively.

With McNish again, Capello won the American Le Mans Series title in 2006 and 2007.

After winning his fifth 12 Hours of Sebring in Florida in 2012, Capello finished second at Le Mans, recording his 10th podium finish in endurance racing’s most famous race.

A month later, he announced his retirement from prototype racing, fulfilling his intention to finish at the top of his game, rather than allow advancing years to compromise his sharpness behind the wheel.

He has continued to appear as an ambassador for Audi and in 2016 was inducted into the Sebring Hall of Fame, having been an enormously popular figure around the Florida circuit.

The Torre Comentina is one of Asti's
surviving medieval towers

Travel tip:

Asti, a city of just over 75,000 inhabitants about 55 km (34 miles) east of Turin, offers many reminders in its historic centre of its years of prosperity in the 13th century when it occupied a strategic position on trade routes between Turin, Milan, and Genoa. The area between the centre and the cathedral is rich in medieval palaces and merchants’ houses, the owners of which would often compete with their  neighbours to build the tallest towers, which once saw Asti known as the City of 100 Towers. In fact there were 120, of which a number remain, including the Torre Comentina, the octagonal Torre de Regibus and Torre Troyana.

The Palio di Asti is held every September to celebrate
a victory over the rival city of Alba in the Middle Ages

Travel tip:

Asti has staged an annual horse race in the centre of the city for longer even than Siena. The Palio di Asti features horses representing the traditional town wards, called Rioni and Borghi, as well plus nearby towns in a bare-back race. The event apparently recalls a victory in battle over Asti’s rival city, Alba, during the Middle Ages, after which some of the victorious soldiers celebrated with a horse race around Alba's walls. The modern reconstruction takes place in the triangular Piazza Alfieri on the third Sunday of September, preceded by a medieval pageant through the historic centre.

More reading:

Giannino Marzotto, the double Mille Miglia winner who finished fifth at Le Mans

How Lella Lombardi defied the odds to race at the highest level

The longevity of Riccardo Patrese

Also on this day:

1691: The birth of Giovanni Paolo Panini, painter of Roman scenes

1952: The birth of auto executive Sergio Marchionne, the man who saved Fiat

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Riccardo Patrese - racing driver

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Frescoes by Giotto at the Scrovegni Chapel in Padua

Travel tip:

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

Monza's 14th century Duomo

Travel tip:

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

More reading:

Alberto Ascari, one of Italy's Formula One pioneers

Flavio Briatore, the entrepreneur behind the Benetton team

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

Also on this day:

1598: The birth of astronomer Giovanni Riccioli

1927: The birth of the vivacious operatic soprano Graziella Sciutti


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Giannino Marzotto - racing driver

Double Mille Miglia winner from a famous family

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

A postcard from Valdagno showing the Viale Trento in 1950

Travel tip:

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

The entrance to the Villa Trissino Marzotto

Travel tip:

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

More reading:

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

Champion Mario Andretti inspired by watching Mille Miglia

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

Also on this day:

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

1920: The birth of controversial banker Roberto Calvi


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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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