Showing posts with label Motors. Show all posts
Showing posts with label Motors. Show all posts

1 July 2022

Achille Varzi - racing driver

Death on track led to mandatory wearing of crash helmets

Varzi was never seen as a driver who was reckless at the wheel
Varzi was never seen as a driver
who was reckless at the wheel
Italian motor racing fans were in mourning on this day in 1948 when it was announced that Achille Varzi, whose rivalry with fellow driver Tazio Nuvolari made frequent headlines during the 1930s, had been killed in an accident while practising for the Swiss Grand Prix.

Although the sun was shining, an earlier downpour had left parts of the Bremgarten circuit outside Berne very wet and Varzi’s Alfa Romeo 158 was travelling at 110mph when he arrived at a corner that was both wet and oily.

The car spun several times and appeared to be coming to a stop but then flipped over. The helmetless Varzi was crushed beneath the car and died from his injuries at the age of 43.

His death was especially shocking because he was regarded as one of the more cautious drivers. Since beginning his career on two wheels in his teens he had suffered only one major accident, in stark contrast to Nuvolari, whose daredevil tactics led him to have several serious crashes.

Whether Varzi would have survived with better protection is unknown, but his death did prompt motor racing’s governing body, the FIA, to make the wearing of crash helmets by drivers mandatory rather than optional, a ruling many thought was long overdue.

The fearless Nuvolari won 24 Grands Prix but in spite of his more conservative style Varzi still won 17 of his own and his rivalry with Nuvolari has drawn comparisons with that of Ayrton Senna and Alain Prost half a century later.

Varzi at the wheel of his Bugatti T51 after winning his duel with rival Tazio Nuvolari at Monaco in 1933
Varzi at the wheel of his Bugatti T51 after winning
his duel with rival Tazio Nuvolari at Monaco in 1933
They were seen as contenders for the crown of Italy’s greatest driver, often competing against each other in Italy’s two great endurance races, the Mille Miglia, which Nuvolari won twice to Varzi’s once, and the Targa Florio, which both won twice each.

Born in 1904 in Galliate, a small town just outside the city of Novara in Piedmont, Varzi was the son of a wealthy cotton manufacturer.

Like Nuvolari, he began his career racing motorcycles, having the financial wherewithal to acquire some of the best machines of the day, such as those made by Garelli, Moto Guzzi and Sunbeam. 

He switched to cars in 1928, at first driving Type 35 Bugattis alongside Nuvolari, although he soon decided to go it alone, again taking advantage of his family’s wealth to buy himself a P2 Alfa Romeo, which was a superior car. He chalked up so many race wins in 1929 that Nuvolari felt he needed a P2 of his own. 

With a shrewd business brain in addition to his talent behind the wheel, Varzi would not hesitate to switch his allegiance if he felt it would be to his advantage and managed to drive for each major marque during their most successful periods: Alfa Romeo in the late 1920s and mid-’30s, Bugatti in the early 1930s, Auto-Union in the mid-1930s after Adolf Hitler began investing in German motorsport, and Maserati in the immediate pre-war years.

There were numerous races that came down to a straight fight between him and Nuvolari, one example of which was the 1933 Monaco Grand Prix, when the two Italians fought a duel along the narrow streets of the principality that the lead changed on almost every lap until Varzi ultimately broke away to win.

Varzi's car rounds a bend in the 1930 Targo Florio, the endurance race in Sicily, which he won
Varzi's car rounds a bend in the 1930 Targo Florio,
the endurance race in Sicily, which he won
Varzi’s peak was 1934, when he drove his P3 Alfa Romeo to victory in the prestigious Coppa Ciano as well as both the Mille Miglia and Targa Florio, and the Grands Prix of Tripoli, Penya Rhin and Nice.

He would have undoubtedly won more had he not begun what would prove to be a disastrous affair with Ilse Pietsch, the wife of one of his teammates at the Auto Union team, which he joined in 1935.

Apart from the tensions this caused in the Auto Union stable, the relationship had terrible consequences for Varzi’s career. It turned out Ilse Pietsch was addicted to the opioid morphine, a potent painkiller that can induce feelings of intense joy and euphoria when taken in large quantities.

She persuaded Varzi, by then in his early 30s, to sample it himself and he too soon became addicted. His performances suffered as well as his health. By then driving for Maserati, he won the inaugural San Remo Grand Prix in 1937 but little more was seen of him after that and it was not until the Second World War curtailed normal life that he was able to beat his addiction.

No longer with Pietsch, he went back to his former partner, Norma, and they were married. When motor racing resumed, he found success again, driving the Alfa 158. He won races in Argentina, where he decided he would retire once his track career had ended. 

A popular figure in Argentina, his name would live on in the Scuderia Achille Varzi, which was set up after his death to enable Juan Manuel Fangio and other Argentine drivers to compete in Europe.

After his death, Varzi’s body was returned to Galliate, his coffin placed on the chassis of a racing car inside the Church of Saints Peter and Paul. His  funeral attracted 15,000 people to the large Piazza Vittorio Veneto at the front of the church.

The skyline of Novara is dominated by the 121m dome of the Basilica of San Gaudenzio
The skyline of Novara is dominated by the 121m
dome of the Basilica of San Gaudenzio
Travel tip:

With a population of more than 100,000, Novara is the second largest city in the Piedmont region after Turin. Founded by the Romans, it became an important crossroads for commercial traffic along the routes from Milan to Turin and from Genoa to Switzerland. It was later ruled by the Visconti and Sforza families. In the 18th century it was ruled by the House of Savoy. In 1849, the defeat of the Sardinian army by the Austrian army at the Battle of Novara led to the abdication of Charles Albert of Sardinia and is seen as the beginning of the Italian unification movement.  Among the fine old buildings in Novara, which include the Basilica of San Gaudenzio, with its tower-dome designed by Alessandro Antonelli, who also designed Turin's landmark Mole Antonelliana, and the Broletto, a collection of buildings showing four distinct architectural styles, is the Novara Pyramid, which is also called the Ossuary of Bicocca, which was built to hold the ashes of fallen soldiers after the Battle of Novara.

The impressive Sforzesco Castle is one of the main features of the historically strategic town of Galliate
The impressive Sforzesco Castle is one of the main features
of the historically strategic town of Galliate
Travel tip:

Galliate, where Varzi was born, is notable for the Sforzesco Castle, which stands on the town’s central square, the Piazza Vittorio Veneto, opposite the Church of Saints Peter and Paul.  Originally built in the 10th century, the castle was rebuilt by Barbarossa in 1168, again by Filippo Maria Visconti in 1413, and by the Sforza family of Milan in the late 15th century. The castle’s exterior retains its Renaissance architectural features, such as the grand entrance tower, the curtain wall and the garden.  The castle passed from the Sforza family to Luchino del Maino and was eventually divided and sold to private individuals. The Galliate municipality took over and subsequently restored a part of the castle.  Today, it houses the civic library, the Angelo Bozzola Museum of Contemporary Art, and the Achille Varzi Museum, dedicated to the driver.

Also on this day:

1464: The birth of noblewoman Clara Gonzaga

1586: The birth of musician Claudio Saracini

1878: The birth of career burglar Gino Meneghetti

1888: The birth of abstract painter Alberto Magnelli


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6 June 2022

Giotto Bizzarrini - auto engineer

Took part in 1961 rebellion that left Ferrari on brink

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

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

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

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

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

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

The Ferrari 250 GTO, developed by Bizzarrini, is still seen as one of Ferrari's best cars
The Ferrari 250 GTO, developed by Bizzarrini,
is still seen as one of Ferrari's best cars
It was as a test driver that he joined Ferrari in 1957. Promotion came quickly and it was not long before he was the company’s chief engineer. 

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

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

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

Bizzarrini (right) speaks to the driver after a test run of the prototype 250 GTO in 1961
Bizzarrini (right) speaks to the driver after
a test run of the prototype 250 GTO in 1961
Its scarcity value now is such that in 2018, a 1963 Ferrari 250 GTO sold for $70 million dollars at auction, which at the time was a record for any car changing hands at a public auction.

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

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

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

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

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

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

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

Travel tip:

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

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

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

Also on this day:

1513: The Battle of Novara

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

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


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6 May 2022

Carlo Mollino - architect and polymath

A Renaissance man of the mid-20th century

Carlo Mollino's talent was nurtured by his engineer father
Carlo Mollino's talent was
nurtured by his engineer father
The multi-talented architect Carlo Mollino, who designed buildings, interiors and furniture but whose talents also ran to writing and photography, racing car design, aerobatic flying and downhill skiing, was born on this day in 1905 in Turin.

Mollino, whose style has been described as an eclectic fusion of the modern and the surreal, was responsible for several notable public buildings, including the Turin Chamber of Commerce and the headquarters of the Horse Riding Club of Turin, as well as several striking private residences and apartment buildings.

He also designed the extraordinary Lago Nero Sled Station, at Sauze d'Oulx, the winter resort 50km (31 miles) north of Turin, and rebuilt the interior of the Teatro Regio opera house in Turin 40 years after a catastrophic fire left little behind the the 18th century facade intact.

Never married in his 68 years, Mollino also had a deeply secretive side, which manifested itself in a number of apartments he kept, the whereabouts of which he disclosed to no one, not even his closest friends and acquaintances.

One of these, in a 19th century villa overlooking the Po river in the centre of Turin, which he preserved as a kind of idealistic shrine, filled with his favourite objects but where it is thought he never actually lived, is now a museum, the Casa Mollino.

Mollino was raised in comfortable surroundings in a 19th-century neo-Gothic villa in Rivoli, about 20km (12 miles) west of Turin. His father, Eugenio, was an important civil engineer who, over the course of his career, built more than 300 buildings in Turin.  His father’s work was evidently something that captured the imagination of the young boy, who astonished his teachers at the age of just six by drawing a detailed cross section of a car engine and an illustration of an imaginary town drawn with accurate perspective.

Mollino's Lago Nero Sled Station, which he called a "flying chalet"
Mollino's Lago Nero Sled Station,
which he called a "flying chalet"
An only child, Mollino grew up in an environment populated mainly by women, the house being home to three great aunts and two female housekeepers as well as his mother, Jolanda. After high school, he studied engineering at the Polytechnic of Turin he attended the Royal Superior School of Architecture, making friends with students at the Academy of Fine Arts, to which it was attached.

After graduating, he worked in Eugenio’s studio, from which he pursued his own projects as well as helping his father. The first major work to bear his own stamp was the offices of the Farmers’ Federation in Cuneo, a city about 100km (62 miles) south of Turin, the commission for which was a prize in a competition. The building, which had influences of metaphysical art, immediately identified Mollino as an architect eager to challenge conventions.

At the same time, Mollino was devoting much of his energy to writing. His novel, the Life of Oberon, in which the main character was an architect called Oberon, was published in several instalments in the architecture magazine, Casabella. The novel, seen to be ahead of its time in its protagonist’s description of nature and history as the environments in which architects work, and of the capacity of designs to tell a story, has been interpreted as a personal manifesto.

Mollino's foyer of the Teatro Regio opera house in Turin
Mollino's foyer of the Teatro Regio
opera house in Turin
Mollino’s first acknowledged architectural masterpiece was the headquarters of the Società Ippica Torinese - the Horse Riding Club of Turin - which he completed in 1940. The building combines elements of surrealism and metaphysical art with modernism in an innovative design.

War interrupted Mollino’s architectural career. He escaped being sent away to fight after a friend gave him a job as a technician at an aeronautical construction company.  

Mollino was by then living in an apartment in Turin but left the city because of Allied bombing and returned to live in the family villa in Rivoli. During the war years, he wrote books on photography and skiing, at which he was so proficient he qualified as an instructor. His Il Messaggio dalla Camera Oscura was the first compendium on the history of photography to be published in Italy. 

The years after the war were his most productive as as an architect, during which he built the Lago Nero Sled Station on behalf of the car designer Piero Dusio, owner of the Cisitalia company, which resembled a traditional log ski chalet suspended on concrete trusses, the Casa del Sole apartment building in Cervinia, a new Monumental Cemetery on the outskirts of Turin, the interior of Turin’s RAI Auditorium and the Casa Cattaneo, a rationalist villa overlooking Lago Maggiore.

The dining room from one of Mollino's apartments illustrated his interior design work
The dining room from one of Mollino's
apartments illustrated his interior design work
The death of his father in 1953 pushed Mollino into a personal crisis, during which he almost abandoned architecture. His consuming interests were photography, latterly of an increasingly erotic nature as he sought to highlight what he saw as the aesthetic qualities of the female form, car design - his Bisiluro racing car, built in 1955, competed at the 24 Hours of Le Mans - and aerobatic flying, by which he became excited after obtaining his pilot’s license in 1956.  It was during this time that his one serious relationship, with the sculptress Carmelina Piccolis, came to an end.

His focus on architectural projects returned in the late 1950s and continued until his death in 1953 from cardiac arrest. By then, he had sealed his legacy with the Chamber of Commerce building in Turin, the design of which allowed for large functional spaces free from columns, and the Teatro Regio opera house, the interior of which saw Mollino create a spectacular elliptical auditorium with a shell-like roof and lightning that resembled icicles, and a labyrinthine foyer based on the enormous subterranean vaults imagined by the 18th century artist, Giovanni Battista Piranesi.

After his death in 1973, it was discovered that he had created in his secret apartment in Via Napione between 1961 and 1970 a collection of different rooms, each lavishly decorated in individual style, one of which was furnished with a boat-shaped bed on a blue carpet, surrounded with symbols of ancient funeral rituals and some of his personal treasures and photographs. It is thought this was the room in which he intended to spend his final hours, although in the event he was working in his studio when he died.

The museum, which can be visited by private appointment, is now maintained by Italian design expert Fulvio Ferrari and his son Napoleone.

Juvarra's unfinished facade of the Castle of Rivoli
Juvarra's unfinished facade
of the Castle of Rivoli
Travel tip:

The town of Rivoli, where Mollino grew up, is notable for the Castle of Rivoli, probably built in the 9th–10th centuries and acquired by the House of Savoy in the 11th century.  In 1273 King Edward I of England visited the castle en route from the Crusades and the castle was the first place of public veneration of the Shroud of Turin, the length of cloth claimed to have been wrapped around the body of Christ after the crucifixion. Work on the current Baroque structure began in the 17th century and was redesigned but never finished by the architect Filippo Juvarra in the 18th century. Since the late 20th century it has been home to a permanent collection of 20th-century Italian art.

Mollino's elliptical auditorium at the Teatro Regio Torino, with its icicle lighting
Mollino's elliptical auditorium at the Teatro
Regio Torino, with its icicle lighting
Travel tip:

The Teatro Regio Torino, which was Mollino’s last major work, can be found in Piazza Castello close to the Palazzo Reale in the centre of Turin. The theatre has had of a chequered history. Inaugurated in 1740, it was closed by royal decree in 1792 then reopened with the French occupation of Turin during the early 19th century, first as the Teatro Nazionale and then the Teatro Imperiale before its original name was reinstated with the fall of Napoleon in 1814. It endured several financial crises in the late 1800s but limped into the 20th century only to be burnt down in the catastrophic fire in 1936. It remained dark for 37 years until reopening in 1973. The rebuilt theatre, with Mollino’s striking contemporary interior design hidden behind the original facade, was inaugurated with a production of Verdi's I vespri siciliani directed by Maria Callas and Giuseppe Di Stefano.

Also on this day:

1527: The Sack of Rome

1895: The birth of silent movie star Rudolph Valentino

1963: The birth of ballerina Alessandra Ferri


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28 July 2020

Vittorio Valletta - industrialist

Agnelli lieutenant who turned Fiat into an auto giant


Vittorio Valletta worked for Fiat for 45 years, 27 as CEO
Vittorio Valletta worked for Fiat
for 45 years, 27 as CEO
The industrialist Vittorio Valletta, whose diplomatic and deal-making skills helped him turn Fiat into the beacon of Italy’s postwar recovery, was born on this day in 1883 in Sampierdarena, a port suburb of Genoa famous for shipbuilding.

He joined Fiat in 1921, quickly rising to the top and became effectively the right-hand man to founder and president Giovanni Agnelli, as CEO practically steering the company single-handed through the turmoil of the Second World War.

After Agnelli’s death in 1945 he became president and remained in control of the company until 1966, when he finally handed over to Gianni Agnelli, the founder’s grandson, at the age of 83.

Under his leadership, Fiat grew to such a position of dominance in postwar Italy that at one stage 80 per cent of cars bought in Italy were made by Fiat. The company’s factories employed almost 100,000 people, fulfilling Giovanni’s ambition, which he handed to Valletta almost on his deathbed, to "make Fiat greater, giving more working opportunities to the people, and producing cheaper and better cars".

Valletta also pulled off one of the greatest business coups of the postwar years when he secured a contract with the government of Russia to produce 600,000 cars per year at a factory in the Volga region.

The son of a railway official originally from Brindisi, Valletta moved with his family to Turin while he was a boy. He graduated in economics from a college that is now part of the University of Turin and might have settled for the life of an accountant had his military service as a pilot not steered him into the aviation industry.

The classic Fiat 500 was Italy's  people's car in the 1950s
The classic Fiat 500 was Italy's 
people's car in the 1950s
He was recruited by an organisation charged with co-ordinating the aeronautical industries in assisting military aviation. After the First World War, one of the many contacts he had made asked him to run an aeroplane parts business, which subsequently transitioned into Autocostruzioni Chiribiri, a small car manufacturer.

Valletta joined Fiat in 1921 during a period in which Italian industry was having to deal with an unstable political climate in which the occupation of factories by socialist and communist workers’ collectives was common. The rise of Mussolini’s Fascists further complicated the company’s ability to pursue friction-free trade.

After Agnelli’s son Edoardo was killed in a plane crash, Valletta was appointed CEO in 1928. He spent much of the next decade travelling back and forth between Turin and Rome, trying to stay on the right side of Mussolini, who had a long-standing animosity towards Fiat and Agnelli.

The German invasion of Italy in 1943 put Fiat in a difficult position. They had made vehicles and machinery for the Italian army and were expected to continue to do so for the Nazis. Failure to do so would have led Agnelli and Valletta and others to risk arrest, the seizure of their factories and perhaps even execution.

Fiat's founder, Giovanni Agnelli, saw Valletta as his right-hand man
Fiat's founder, Giovanni Agnelli,
saw Valletta as his right-hand man
Yet Valletta was a patriot, prepared to risk his own safety by deliberating creating excuses for slow production of equipment and armaments, while secretly giving financial help to the Resistance.

Despite this, when the war ended, the trade unions and political parties on the left accused Valletta of collaboration and reported him to the National Liberation Committee, who removed him from his position as head of Fiat. However, the intervention of the Christian Democrat prime minister, Alcide De Gasperi, who had persuaded communist leader Palmiro Togliati that Italy’s workforce needed a successful Fiat, led the Committee to reconsider and he was reinstated.

Agnelli died in December 1945, which brought another crisis for the Fiat board over succession. Gianni, who was heir to the empire after the death of Edoardo, was only 24 and had no experience of running a business. It was with his blessing - and vote as a board member - that Valletta, forever known as The Professor on account of his academic background, was made president.

Rebuilding the business was a herculean task, not least because so many of Fiat’s factories had been flattened in bombing raids. But Valletta put funds granted through the Marshall Plan for Europe’s postwar recovery to good use, even persuading further investment from the sceptical United States on the basis that a powerful Italian economy would help check the growth of communism the Americans feared.

Fiat’s big winners under Valletta’s guidance were the four-door Fiat 600 and its two-door brother, the 500, two massive sellers introduced in the 1950s in place of the popular but dated Topolino of the 1930s.

Gianni Agnelli took the reins at Fiat in 1966 as Valletta retired
Gianni Agnelli took the reins at
Fiat in 1966 as Valletta retired
The company expanded in other directions, too, mass-producing tractors to mobilise the growth of agriculture, and further strengthening the West’s bulwark against the Soviets by supplying the Italian military with its first jet plane, the G-80 fighter aircraft.

The cosiness of Valletta’s relationship with the United States did not stop him pursuing his long-held ambition of breaking into the Russian market, however, and in May 1966 his diplomatic and negotiating skills resulted in an historic agreement being reached with the Soviet leader Leonid Breshnev for Fiat to develop a factory and produce a version of the Fiat 124 sedan under the name Zhiguli - later, Lada - beating competition from the French company, Renault.

It was The Professor’s last act as Fiat supremo. By then, plans were already in place for him to step down and for Gianni Agnelli to take charge, at the age of 43, alongside chief executive Gaudenzio Bono.

Valletta was made a senator for life later in the same year, described by the Italian President, Giuseppe Saragat, as "the first Fiat worker, and one of the great men who most contributed to the Italian economic miracle and to the welfare of the country".

Valletta died only a few months later, in August 1967, having suffered a cerebral hemorrhage while on holiday at his summer villa in Pietrasanta, a town slightly inland of the coast of northern Tuscany.

In recognition of the accord fostered by Valletta, Gianni Agnelli was joined by the Russian ambassador to Italy in placing a laurel wreath sent by the Russian president, Aleksej Kosygin, on his tomb at the Monumental Cemetery of Turin.

Sampierdarena is now an industrial suburb of  the Italian port city of Genoa
Sampierdarena is now an industrial suburb of 
the Italian port city of Genoa
Travel tip:

Sampierdarena was historically a fishing village, named after the church of San Pietro d'Arena.  During the Italian Renaissance it became a residential area, with great palaces being built such as the Palazzo Imperiale Scassi, designed by Domenico and Giovanni Ponzello according to the style of Galeazzo Alessi.  After the coming of the railways (1854) it became one of the great industrial centres of Italy, known particularly for shipbuilding and armaments. In 1926, Sampierdarena was absorbed into the greater Genoa area. Today it is part of the city’s Municipio II (Centro Ovest) zone.

The Piazza del Duomo is the main square in Pietrasanta, a town 32km (20miles) north of Pisa
The Piazza del Duomo is the main square in
Pietrasanta, a town 32km (20miles) north of Pisa
Travel tip:

Pietrasanta, which has Roman origins, was founded in 1255 around the  "Rocca di Sala" fortress of the Lombards by Luca Guiscardo da Pietrasanta, from whom it got its name. At different times belonging to Genoa and Lucca, it came under Medici control in 1484 before being seized by Charles VIII of France in 1494.  Pope Leo X, a member of the Medici family, gave Pietrasanta back to his family.  The town declined during the 17th and 18th centuries, partly due to malaria. In 1841, Grand Duke Leopold II of Tuscany promoted several reconstruction projects, including the reopening of once-famous quarries.  The seaside resort of Marina di Pietrasanta is 3km (1.9 miles) away.

Also on this day:






 


 









18 October 2019

Ludovico Scarfiotti - racing driver

Last Italian to win ‘home’ Grand Prix


Ludovico Scarfiotti grew up in a background of cars and racing
Ludovico Scarfiotti grew up in a background
of cars and racing
The racing driver Ludovico Scarfiotti, whose victory in the 1966 Italian Grand Prix at Monza is the last by an Italian, was born on this day in 1933 in Turin.

His success at Monza, where he came home first in a Ferrari one-two with the British driver Mike Parkes, was the first by a home driver for 14 years since Alberto Ascari won the last of his three Italian Grand Prix in 1952.

It was Scarfiotti’s sole victory - indeed, his only top-three finish - in 10 Formula One starts. His competitive career spanned 15 years, ending in tragic circumstances with a fatal crash in 1968, little more than a month after he had come home fourth in the Monaco Grand Prix in a Cooper-BRM.

Scarfiotti in some respects was born to race. His father, Luigi, a deputy in the Italian parliament who made his fortune from cement, had raced for Ferrari as an amateur.  His uncle was Gianni Agnelli, the powerful president of Fiat.

He first raced in 1953 and he won his class in the 1956 Mille Miglia. He joined Ferrari in 1960 and finished fourth on the Targa Florio. Although he subsequently drove for OSCA and Scuderia Serenissima, he returned to Ferrari in 1962 and won the European Hillclimb championship for the marque.

Ludovico Scarfiotti in the Ferrari 312 with which he won the 1966 Italian GP
Ludovico Scarfiotti in the Ferrari 312
with which he won the 1966 Italian GP
By the following year, he had become a key member of Ferrari’s sports car team. That year, he won at both Sebring and Le Mans and finished second on the Targa Florio. He also made his F1 championship debut that year in the Dutch Grand Prix. His sixth place finish made him only the 31st driver to score points on his GP debut.

After suffering leg injuries preparing for the French GP a week later, he announced he would not race again. Nonetheless, he was persuaded to return in 1964 and was again successful in sports cars – winning at the Nürburgring.

In 1965 he was European Hillclimb champion and winner of the Nürburgring 1000km for a second time.  Scarfiotti returned to Ferrari’s F1 team when John Surtees suddenly quit in the middle of 1966.

The victory at Monza, in which he set a track record speed of 136.7mph (220.0 km/h), came in only his fourth world championship start.

Scarfiotti gained more successes racing sports cars in 1967, finishing runner-up at Daytona, Monza and Le Mans. He dead-heated for first place with team-mate Parkes in a non-championship F1 race at Syracuse in Sicily.

He and Ferrari parted company in 1968. Scarfiotti was in demand, however, and he soon secured drives with Porsche in hillclimbs and sports cars and, and became Cooper’s team leader, in F1.

Scarfiotti was only 34 years old when he  was killed in a crash in 1968
Scarfiotti was only 34 years old when he
was killed in a crash in 1968
His death occurred in June of that year at a hillclimbing event at Rossfeld in the German Alps. During trials, he lost control of his Porsche 910, veered off the track and down a tree-covered slope. As the car stopped abruptly, snared by branches, Scarfiotti was thrown out of the cockpit and struck a tree.

He was discovered, badly injured, some 50 yards from his car. He died in an ambulance of numerous fractures. Traces of burned runner along 60 yards (55m) of road close to the crash site indicated that Scarfiotti had slammed on his brakes at the final moment.

He left a wife, Ida Benignetti, and two children from a previous relationship.  He is buried at the Cimitero Monumentale di Torino.

The futuristic Fiat plant in the Lingotto district in Turin,  with its famous rooftop testing track
The futuristic Fiat plant in the Lingotto district in Turin,
with its famous rooftop testing track
Travel tip:

The former Fiat plant in the Lingotto district of Turin was once the largest car factory in the world, built to a linear design by the Futurist architect Giacomo Matte Trucco and featuring a rooftop test track made famous in the Michael Caine movie, The Italian Job. Redesigned by the award-winning contemporary architect Renzo Piano, it now houses concert halls, a theatre, a convention centre, shopping arcades and a hotel, as well as the Automotive Engineering faculty of the Polytechnic University of Turin. The former Mirafiori plant, situated about 3km (2 miles) from the Lingotto facility, is now the Mirafiori Motor Village, where new models from the Fiat, Alfa Romeo, Lancia and Jeep ranges can be test driven on the plant's former test track.

Monza's Basilica of San Giovanni Battista, which contains the jewel-bedecked Corona Ferrea
Monza's Basilica of San Giovanni Battista, which
contains the jewel-bedecked Corona Ferrea
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.  Monza is a city of just under 125,000 inhabitants about 20km (12 miles) northeast of Milan.

Also on this day:

1634: The birth of composer Luca Giordano

1833: The birth of industrialist Cristoforo Benigno Crespi

2012: The death of cycling great Fiorenzo Magni


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7 August 2019

Giorgetto Giugiaro - automobile designer

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

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


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

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

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

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

Giugiaro formed his own company. Italdesign, just outside Turin in 1968
Giugiaro formed his own company.
Italdesign, just outside Turin in 1968
Giugiaro’s father and grandfather both painted in oils and Giugiaro became passionately interested in art. He enrolled at the University of Turin to study art and technical design.

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

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

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

The stylish Alfa Romeo Brera is based on another of Giugiaro's designs for Italdesign Appointed chief designer at the age of just 22, his work included the Aston Martin DB4 GT, the Ferrari 250 GT Concept, Chevrolet Corvair Testudo Concept, Alfa Romeo Sprint, and the Fiat 850 Spider.    Giugiaro moved to Ghia in 1965, shortly before it was taken over by Alejandro de Tomaso, head of De Tomaso. He stayed there only two years, but it was long enough for him to make his mark with the De Tomaso Mangusta and the Maserati Ghibli, both unveiled in 1966.    Only a year later, Giugiaro moved on again, this time to form a partnership with Aldo
The stylish Alfa Romeo Brera is based on another of
Giugiaro's designs for Italdesign
Appointed chief designer at the age of just 22, his work included the Aston Martin DB4 GT, the Ferrari 250 GT Concept, Chevrolet Corvair Testudo Concept, Alfa Romeo Sprint, and the Fiat 850 Spider.

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

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

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

The Fiat Panda is another massive seller worldwide that began life as a Giorgetto Giugiaro design
The Fiat Panda is another massive seller worldwide
that began life as a Giorgetto Giugiaro design
Among the best known have been the Alfa Romeo Alfasud, Lotus Esprit, Volkswagen Golf and Scirocco, Bugatti EB112, Saab 9000, Subaru SVX, and the DeLorean DMC 12. There are few major motor manufacturers around the world for whom Giugiaro or his company have not worked.

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

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

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

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

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

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

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

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

More reading:

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

Dante Giacosa, the engineer behind the iconic Fiat Cinquecento

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

Also on this day:

1616: The death of architect Vincenzo Scamozzi 

1893: The death of opera composer Alfredo Catalani

1956: The birth of TV presenter Gerry Scotti


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13 July 2019

Jarno Trulli - racing driver and winemaker

Ex-Formula One star still winning prizes


Former F1 racing driver Jarno Trulli now produces wine from his Abruzzo vineyard
Former F1 racing driver Jarno Trulli now
produces wine from his Abruzzo vineyard
The racing driver-turned-winemaker Jarno Trulli was born on this day in 1974 in Pescara on the Adriatic coast.

Trulli competed in Formula One from 1997 until 2011, competing in more than 250 Grand Prix.  He enjoyed his most successful season in 2004, when he represented the Mild Seven Renault team and finished sixth in the drivers’ championship.

He retired from racing in 2014-15 to focus on his winemaking business, which he had established while still competing and which now produces more than 1.2 million bottles every year.

Trulli’s Podere Castorani vineyard, situated near the village of Alanno, some 35km (22 miles) inland of Pescara, focuses largely on wines made from Abruzzo’s renowned Montepulciano grapes.

Although he was familiar with vineyards as a boy - his grandfather was a winemaker - Trulli’s parents were motorsports fans and named him after a Finnish Grand Prix motorcycling champion, Jarno Saarinen, who had been killed at the Monza circuit the year before Trulli was born.

Trulli began kart racing at the age of seven and by 17 was Karting World Champion.

The Renault car that Trulli drove to victory at the 2004
Monaco Grand Prix, his only success in Formula 1
He made his debut in Formula Three in 1993 and in 1996, driving for the Benetton-sponsored Opel team, won the German F3 Championship, winning six races from 15 starts.

His F3 success led to him being handed a drive for Minardi in the 1997 F1 season, soon switching to the Prost team to replace an injured driver. He impressed by finishing fourth in the German GP at Hockenheim.

As an F1 driver, he was a respected figure renowned for his skill in qualifying, regularly achieving better grid positions than rivals with superior cars to his own.

On the track, he excelled in a defensive driving style which allowed him successfully to hold off quicker drivers, sometimes for an entire race. Often starting from high grid positions in comparatively slow cars, his skill in denying quicker cars the chance to pass him often resulted in a line of vehicles forming behind him during a race. Commentators began to refer to these lines of frustrated rivals as forming a ‘Trulli Train'.

Trulli was a very capable driver who had a reputation for positioning his car so he could hog the middle ground
Trulli was a very capable driver
 who was difficult to pass
Overall, Trulli’s F1 career was rather unsuccessful.  He was seldom in a car that was competitive enough to be in contention in the closing stages of a race and he managed only 11 podium finishes all told.

He won just one Grand Prix, although it was a memorable one. At Monaco in 2004, driving a Renault, Trulli achieved the first pole position of his career after setting a circuit record for the fastest lap.

Pole position had regularly failed to produce the winner at the Monaco street circuit but in the event Trulli beat the British driver Jenson Button to the first corner and led almost throughout, surrendering first place only briefly - to Michael Schumacher - before coming home almost half a second ahead of Button with Rubens Barrichello third.

It was with the encouragement of his father that Trulli invested in a future in the wine business.

In partnership with his manager, Lucio Cavuto, who also had a winemaking background, Trulli bought the Podere Castorani estate, which dates back to 1793, in 1999.

The label on Trulli's Castorani wines
The label on Trulli's Castorani wines
Between them, the two families invested around £5 million into the business over the next few years, increasing the number of wines in their range year on year and selling more bottles with each vintage.

Podere Castorani wines regularly win prizes and the vineyard was named Winery of the Year in the London Wine Competition in 2018.  Among Trulli's most successful wines are his Jarno Rosso and Majolica, two full-bodied reds made from Montepulciano grapes.

Trulli has generated orders for his company’s wines all over the world, capitalising on his fame as a racing driver by setting up promotion events to coincide with Grand Prix dates.

Married to Barbara, Trulli has two sons, Enzo, born in 2005 and named after Jarno’s father, and Marco, who was born in 2006.

A typical narrow street in medieval Alanno
A typical narrow street in
medieval Alanno
Travel tip:

Alanno is a medieval village situated in the hills between the Cigno stream and the Aterno-Pescara river, some 25km (16 miles) from the ancient city of Chieti. The most important landmark of Alanno is the Renaissance church of Santa Maria delle Grazie, built around 1485, which was built on a sacred site overlooking a valley 3km (2 miles) outside the town. There are also the remains of the village’s castle and medieval walls.  The Wildlife Oasis of Alanno is home to many species of wild birds.

The birthplace of  Gabriele D'Annunzio in Pescara
The birthplace of  Gabriele
D'Annunzio in Pescara
Travel tip:

Pescara, a city of almost 120,000 people on the Adriatic in the Abruzzo region, is known for its 10 miles of clean, sandy beaches, yet is only 50km (31 miles) from the Gran Sasso mountain range, the snow-capped peaks of which are visible even from the coast on a clear winter’s day. The city is the birthplace of the poet, patriot and military leader, Gabriele D’Annunzio. His childhood home, the Casa Natale di Gabriele D’Annunzio, which can be found in the historic centre of the city on the south side of the Fiume Pescara, which bisects the city, houses a museum about his life and works. The Museo delle Genti d'Abruzzo has exhibitions on regional industries like ceramics and olive oil. Pieces by Miró and Picasso are on view at the Vittoria Colonna Museum of Modern Art.

More reading:

How Alex Zanardi went from F1 star to paralympic athlete

Giamperi Moretti - racing driver turned entrepreneur

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





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5 July 2019

Roberto Locatelli - motorcycle racer

World champion who survived horror crash


Roberto Locatelli in action in the Dutch TT at Assen in 2008, riding a Gilera in the 250cc category
Roberto Locatelli in action in the Dutch TT at Assen
in 2008, riding a Gilera in the 250cc category
The former world 125cc motorcycling champion Roberto Locatelli was born on this day in 1974 in the Lombardy city of Bergamo.

Locatelli won the 125cc title in 2000, riding an Aprilia for the Vasco Rossi Racing team, winning the Grand Prix of Malaysia, Italy, the Czech Republic, Spain and Japan to finish top of the standings, ahead of the Japanese rider Yoichi Ui.

He finished third in the standings in 2004, his next best performance, but because of the rule excluding riders over the age of 28 from competing in the 125cc class was obliged to focus on the 250cc category.

He enjoyed some success racing with the Toth team, obtaining two podium finishes in the 2006 season, including second place in Valencia, to finish fifth overall. The achievement won him a contract to ride for Gilera in 2007.

Locatelli was 125cc world champion in 2000, winning five races to top the standings
Locatelli was 125cc world champion in 2000,
winning five races to top the standings
However, while practising for the Spanish Grand Prix in Jerez in March 2007 Locatelli suffered an horrific crash, losing control of his bike and slammed into a trackside tyre wall at an estimated speed of 150kph (93mph).

He was taken to Cadiz hospital and placed in a medically-induced coma. Tests ruled out brain damage, but every bone in the rider’s face - his nose, mandible, jaw, orbit and cheekbone - was broken, in addition to a fractured left collarbone, a dislocated left ankle, and a punctured lung.

Locatelli underwent reconstructive surgery and remained in a coma for four days before doctors gradually brought him back to consciousness. He had no recollection of the crash.

He was flown back to Italy and admitted to a hospital in Bologna to continue his treatment.

Given that at one time there were fears that he would not survive his injuries, or at best would be told his career was over, Locatelli made a remarkable recovery.

By June 2007 - just three months after the crash - he was back on the track, competing in the Italian GP at Mugello. He finished in a lowly 18th place but continue to work hard at his rehabilitation and by the end of the season was in 13th position in the standings.

He continued to compete for another two seasons. He finished third in the French GP of 2009, his last podium place, and retired at the end of the campaign.

After quitting the track, he remained in motorcycle racing as a television commentator before being appointed as coach at multiple World champion Valentino Rossi’s VR46 Riders Academy.

Bergamo's beautiful Città Alta - the medieval part of the Lombardy city where Locatelli was born
Bergamo's beautiful Città Alta - the medieval part of
the Lombardy city where Locatelli was born
Travel tip:

Bergamo in Lombardy, where Roberto Locatelli was born, is a fascinating, historic city with two distinct centres. The Città Alta - upper town - has gems of medieval and Renaissance architecture surrounded by the impressive 16th century walls, which were built by the Venetians. The elegant Città Bassa - lower town - still has some buildings that date back to the 15th century, but more imposing and elaborate architecture was added in the 19th and early 20th centuries.

The countryside around Mugello in northern Tuscany, the historic region north of Florence
The countryside around Mugello in northern Tuscany,
the historic region north of Florence
Travel tip:

The Mugello is an historic region in northern Tuscany, which takes its name from the Mugello river. Located north of Florence, the region was occupied by the Etruscans, who have left many archeological traces, and subsequently colonised by the Romans. The towns of Borgo San Lorenzo, Scarperia and San Piero a Sieve are part of the Mugello. The Mugello Circuit (Autodromo Internazionale del Mugello) is situated in Scarperia e San Piero.

More reading:

Why Valentino Rossi is one of motorcycle racing's all-time greats

The record-breaking career of Giacomo Agostini

Carlo Ubbiali - the Bergamo racer from another generation

Also on this day:

1466: The birth of Giovanni Sforza, the military leader who married Lucrezia Borgia

1966: The birth of footballer Gianfranco Zola

1982: Paolo Rossi scores a hat-trick against Brazil in the World Cup in Spain

(Picture credits: Locatelli top picture by Thijs Bekkema; Mugello countryside by Christian Lorenz  2017, CC BY-SA 4.0)


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