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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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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Mario Pavesi – entrepreneur

Biscuit maker who gave Italian motorists the Autogrill

Mario Pavesi began making
biscuits in 1934

Italy lost one of its most important postwar entrepreneurs when Mario Pavesi died on this day in 1990.

Pavesi, originally from the town of Cilavegna in the province of Pavia in Lombardy, not only founded the Pavesi brand, famous for Pavesini and Ringo biscuits among other lines, but also set up Italy’s first motorway service areas under the name of Autogrill.

Always a forward-thinking businessman, Pavesi foresaw the growing influence American ideas would have on Italy during the rebuilding process in the wake of the Second World War and the way that Italians would embrace road travel once the country developed its own motorway network.

He was one of the first Italian entrepreneurs to take full advantage of advertising opportunities in the press, radio, cinema and later television. 

Born in 1909 into a family of bakers, Pavesi moved to Novara in 1934, opening a pastry shop in Corso Cavour, where he sold a range of cakes and confectionery and served coffee. During the next few years, until Italy became embroiled in the war, he expanded the business in several ways.

By the time hostilities interrupted normal life, he had gone into production with Biscottini di Novara, a traditional biscuit made from eggs, flour and sugar that had been around since the 16^th century but had never before been produced as a commercial product.

The company's famous ad, proclaiming that
"It's always Pavesini time".

Pavesi took an interest in American tastes at the end of the conflict and in the immediate aftermath, when the occupying US military used to share supplies. It was after comparing traditional Italian biscuits with the ones the soldiers were handing round that he decided to travel to the United States on a fact-finding mission.

On his return, he devised a product that was based on the same traditional ingredients but was lighter and easier to digest, which he called Pavesini.  The product became a huge success, based on an advertising campaign that used the slogan: “It’s always Pavesini time".

As well as Pavesini, the company made crackers. In time, Pavesi introduced more winning lines such as his Ringo biscuits – one plain biscuit, one cocoa-flavoured, with a sweet filling – and the chocolate-covered Togo.

Pavesi’s ideas for roadside refreshment outlets grew from what he had encountered in America too, although he was not so much thinking of the needs of motorists so much as selling his biscuits that he decided, in 1947, to open a bar and café next to the A4 Turin-Milan highway, which passed close to the outskirts of Novara, not far from his factory.

Pavesi's Autogrill, straddling the motorway near Novara

Car ownership in Italy was small at the time – only one vehicle for every 100 people – so turnover was modest initially, but as the post-War economic recovery began to take hold, so more cars began passing his kiosk, and more of them stopped. Pavesi added more tables, a bigger covered area, and designated part of it as a restaurant, serving hot meals. Italy’s first Autogrill was born.

Far-sighted as ever, Pavesi knew he was on to a winner and began to look for other locations along the country’s highway network, which began to grow at a rapid rate in the 50s and 60s as the car manufacturers concentrated on the mass production of affordable, economy cars for ordinary Italians to drive.

Pavesi enlisted the help of architects, in particular the urban designer Angelo Bianchetti, who conceived the idea of restaurants that straddled both lanes of the motorway, great glass and steel structures supported by enormous girders, which had the advantage of being accessible to drivers on both sides of the highway.

The first of these, opened at Fiorenzuola d'Arda, between Parma and Piacenza, in 1959, was the first of its kind in Europe.  On many occasions, particularly lunchtime on Sundays, it would see every table taken, not just by passing travellers but by local people intrigued by the idea of cars racing beneath them as they ate.

Mario Pavesi (left), with the architect Angelo
Bianchetti, who designed many of the Autogrills

The original restaurant outside Novara, at Veveri, was transformed along similar lines in 1962.

In the 1970s, Pavesi found competition from Motta and Alemagna in a rapidly expanding market, and by then there were more than 200 rest areas across the 3,900km (2,450 miles) network of motorways.

The boom was threatened by the oil crisis of the 1970s, which plunged all three companies into crisis, but state intervention saved the day, with the catering sections of all three companies becoming part of a new state-run entity, Autogrill SpA.

The Pavesi brand is now owned by the Barilla group.

Pavesi passed away after a heart attack in Rocca di Papa, one of the Castelli Romani towns in the Alban Hills, some 25km (16 miles) southeast of Rome.

The enormous cupola of the Basilica of San
Gaudenzio dwarfs the ball tower

Travel tip:

The city of Novara, where Pavesi opened his first bakery and store, a little more than 20km (12 miles) from his home town of Cilavegna, is the second largest city in Piedmont after Turin, with a population of just over 100,000. It is notable for its attractive historic centre, at the heart of which is the Piazza della Repubblica, where visitors can find the Broletto, an arcaded courtyard around which are clustered a number of palaces housing a civic museum and art gallery and the town hall, as well as the 19^th century neo-classical cathedral designed by Alessandro Antonelli, who was responsible also for the city’s major landmark, the Basilica of San Guadenzio, with its tall multi-tiered cupola, which stands 121m (397ft) high.

Stay in Turin with Booking.com

Rocca di Papa from Piazza della Repubblica

Travel tip:

Rocca di Papa, where Pavesi died, is a town of around 16,000 people and one of a group of communities in the Alban Hills southeast of Rome known as the Castelli Romani – the Roman Castles.  Built on a rocky outcrop, it is the site of a papal fortress once the home of Pope Eugene III, on top of which is built the Royal Geodynamic Observatory.  The town suffered considerable damage during bombing in the Second World War, after it was used as a strategic stronghold by the occupying German army, but has undergone substantial reconstruction since.

Hotels in Rocca di Papa by Booking.com



More reading:

The former peasant farmer who founded the Lavazza coffee company

How Karl Zuegg made his name synonymous with jam and juice

Francesco Cirio - Italy's canning pioneer

Also on this day:

1905: The birth of Enrico Piaggio: the man behind the Vespa scooter

1914: The birth of Nobel Prize-winning physiologist Renato Dulbecco

1921: The birth of Giulietta Masina - the actress who married Fellini

(Picture credits: Basilica of San Gaudenzio by Umby; Rocca di Papa by Gugganij; 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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Fabrizio Giovanardi – racing driver

Touring car specialist has won 10 titles

Fabrizio Giovanardi has been racing
for more than 30 years

One of the most successful touring car racers in history, the former Alfa Romeo and Vauxhaul driver Fabrizio Giovanardi, was born in Sassuolo, not far from Modena, on this day in 1966.

Giovanardi has won the European Championship twice, the European Cup twice, the British Championship twice, the Italian Championship three times and the Spanish touring car title once.

His best season in the World Championship came in 2005, when he finished third behind the British driver Andy Priaulx.

At the peak of his success, Giovanardi won a title each season for six consecutive years.

Like many drivers across the motor racing spectrum, Giovanardi had his first experience of competition in karting, winning Italian and World titles in 125cc karts in 1986, before graduating to Formula Three and Formula 3000.

He was hoping from there to step up to Formula One but although he won a number of races the opportunity to drive competitively for an F1 team did not come about.

It was during the 1991 season that he tried his luck in touring cars and met with immediate success, winning five class S2 races in a Peugeot 405, prompting him to focus on touring cars in the 1992 season. He remained at class S2 level and won his first title, the Italian Superturismo Championship, finishing first in 12 races for a commanding lead of 68 points over British driver Gary Ayles.

The Vauxhall Vectra in which Giovanardi won the
2007 British Touring Car Championship

He moved into the main class of the championship with Peugeot in 1993, finishing in the top three overall twice before moving to Nordauto Engineering Alfa Romeo in 1995.

In his début season with Alfa, Giovanardi again finished in third. He continued in the Italian series in 1996 while simultaneously contesting the four-race Campeonato de España de Turismo, which would give him his second touring car title in 1997, when he was also runner-up in the Italian series.

It began a run of six titles in as many seasons for the Nordauto team, comprising consecutive Italian titles in 1998 and 1999, the European Super Touring Cup in 2000, the European Super Touring Championship in 2001 and the European title in 2002.

Giovanardi’s career stalled when Alfa Romeo decided to pull out of touring but he put himself back on track when he joined Vauxhall Racing to compete in the British Touring Car Championship.

Giovanardi finished third in the 2005 World Championship
in this Honda Accord

He finished fifth in the 2006 season in an Astra before finding that the new Vectra suited him very well, winning the 2007 title after a season-long battle with SEAT Sport’s Jason Plato.

Giovanardi successfully defended his title in 2008 and finished third in 2009, but suffered another blow when Vauxhall decided that would be their last season in touring car racing, citing the economic downturn for their withdrawal.

At 44 years old, Giovanardi had one more triumph, winning the European Touring Car Cup for Hartmann Honda Racing, but after moving from one team to another in search of the right car he effectively retired after the 2014 season.

His guest appearance at the Vallelunga round of the Italian championship in September 2017, when he drove a SEAT León for BF Motorsport and finished fourth, was his first competitive drive for three years.

Away from the track, Giovanardi is a keen pilot and has a passion for renovating houses.  He is married with one son, Luca.

The Palazzo Ducale in Sassuolo

Travel tip:

Sassuolo is a town in Emilia-Romagna, some 17km (11 miles) southwest of Modena.  With a population of just over 40,000 Sassuolo is a major centre for the production of ceramics, with more than 300 factories producing 80 per cent of all Italy’s ceramic tiles, making it one of the most important ceramic centres in the world.  At the centre of town, Piazza Garibaldi is a pleasant square and the 17^th-century Palazzo Ducale, designed by Bartolomeo Avanzini, is a handsome building. Sassuolo’s football club made history in 2013 when they were promoted to Serie A for the first time in their 93-year existence.

The Vallelunga racing circuit from the air

Travel tip:

The Vallelunga motor racing circuit – the Autodromo Vallelunga Piero Taruffi – can be found 32km (20 miles) north of Rome, close to the town of Campagnano di Roma. Owned by the Automobile Club d’Italia (ACI), the 4.1km (2.5 miles) track has held the Rome Grand Prix since 1963.  The track is used by the FIA as a test circuit for Formula One teams and has also hosted the Six Hours of Vallelunga endurance event.  In autumn of each year, Vallelunga hosts a vast flea-market specialising mainly in vintage automotive spare parts.

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Tazio Nuvolari – racing driver

Man from Mantua seen as greatest of all time

Tazio Nuvolari is seen by some as
Italy's greatest racing driver

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

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

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

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

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

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

Tazio Nuvolari at the wheel of the Alfa Romeo car in
which he won the 1935 German Grand Prix

Nuvolari was not only a brilliant driver but one who willingly risked his life on the track in order to satisfy his lust for victory.

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

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

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

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

How the start of a Grand Prix looked in 1935

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

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

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

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

A garlanded Nuvolari after winning the
French Grand Prix in 1932

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

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

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

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

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

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

Mantua is surrounded by water on three sides

Travel tip:

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

The monument to Tazio Nuvolari in Castel d'Ario

Travel tip:

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

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Enzo Ferrari – car maker

Entrepreneur turned Ferrari into world’s most famous marque

Enzo Ferrari at the 1967 Italian GP in Monza

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

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

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

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

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

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

A young Enzo Ferrari pictured at the
wheel of a racing car

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

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

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

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

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

The Ferrari museum at Maranello has a reconstruction of Enzo's
 office with a waxwork of 'il Commendatore' at his desk

Enzo suffered more personal tragedy in 1956 with the death of his son Dino from muscular dystrophy, during a period in which six of his drivers were killed and one of his cars went out of control in the 1957 Mille Miglia, killing nine spectators. Afterwards he became increasingly reclusive.

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

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

Ferrari's famous 'prancing horse'
at the Maranello factory

Travel tip:

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

Travel tip:

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

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