Dante Giacosa - auto engineer

Dante Giacosa worked for Fiat automobiles
for almost half a century

Designer known as ‘the father of the Cinquecento'

The automobile engineer Dante Giacosa, who worked for the Italian car maker Fiat for almost half a century and designed the iconic Fiat 500 - the Cinquecento - in all its incarnations as well as numerous other classic models, died on this day in 1996 at the age of 91.

Giacosa was the lead design engineer for Fiat from 1946 to 1970. As such, he was head of all Fiat car projects during that time and the direction of the company’s output was effectively entirely down to him.

In addition to his success with the Cinquecento, Giacosa’s Fiat 128, launched in 1969, became the template adopted by virtually every other manufacturer in the world for front-wheel drive cars.

His Fiat 124, meanwhile, was exported to the Soviet Union and repackaged as the Zhiguli, known in the West as the Lada, which introduced Soviet society of the 1970s to the then-bourgeois concept of private car ownership.

Born in Rome, where his father was undertaking military service, Giacosa's family roots were in Neive in southern Piedmont. He studied engineering at the Polytechnic University of Turin.

Dante Giacosa, standing between the familiar shape of the
Nuovo Cinquecento and the original 'Topolino'

After completing his compulsory military service he joined Fiat in 1928, at first working on military vehicles and then in the aero engine division. The director of the aero engine division was Tranquillo Zerbi, designer of Grand Prix cars for Fiat, from whom Giacosa learned the basics of car design.

In 1929, Senator Giovanni Agnelli, co-founder of the Fiat company (and grandfather of Gianni), asked his engineers to design an economy car that would sell for 5,000 lire.

There was an emphasis on producing economical small cars in all the industrialised European countries. Giacosa's new 500cc vehicle, originally called the Zero A, appeared for the first time in 1934 and was immediately hailed as a triumph of engineering subtlety.

The vehicle was only just over three metres (10 feet) in length, yet Giacosa had managed to squeeze in a four-cylinder engine and space for two adults and two children. The radiator was squeezed in behind the engine for compactness, which allowed a sharply sloping nose.

Giacosa's Fiat 600 was a bigger version of the Fiat 500 but
with space for four adults and some luggage

The whole looked not unlike a clockwork mouse and enthusiastic buyers nicknamed it il Topolino after Mickey Mouse. Nonetheless, with independent suspension, the car out-handled many larger contemporaries.

During the Second World War, Giacosa returned to working on aero engines but also began planning a post-war range of economy cars.

However, in the financial chaos that followed, the Topolino was priced at 720,000 lire when Fiat resumed its production in 1945, a long way from Agnelli’s dream. The best that ordinary Italians could aspire to at the time was a bicycle or, later, perhaps a Vespa or Lambretta scooter.

But the needs of Italians changed with the baby boom of the early 1950s, by which time they had more disposable income. What they wanted was a family car, bigger and more comfortable than the Topolino, and Giacosa met that need by designing the Fiat 600.

Giacosa's Cisitalia D46 racing car, which he designed for
the entrepreneur and racing driver Piero Dusio

Although it cost 580,000 lire when it went on sale in 1955, it became more affordable through the new concept of credit payments. Though still compact, the rear-engined car had space for four passengers, while a stretch version went into regular use as a taxi.

However, as the narrow streets of Italian cities became busier, smaller cars such as the old Topolino that could whisk through traffic and park in a small spot, came back into vogue. Giacosa met that need by designing a new Cinquecento - the familiar Nuovo 500 - based on the rear-engined pattern of the 600, with seats for four adults, an open roof and a top speed of 100kph (60mph). It was an immediate hit, selling 3.7 million models before production stopped in 1973.

In addition to his mass production cars for Fiat, Giacosa also worked on behalf of the entrepreneur Piero Dusio and his Consorzio Industriale Sportivo Italia company to design a single-seater racing car cheap known as the Cisitalia D46. The car scored multiple successes in competition, particularly in the hands of drivers as talented as the brilliant Tazio Nuvolari, winner of 24 Grands Prix in the pre-Formula One era.

Fiat's extraordinary motor production plant at Lingotto, a
few kilometres from the centre of Turin

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.

The village of Neive in Piedmont is at the heart of an
important wine production area

Travel tip:

Neive, from which Giacosa’s family originated, is a large village in the Cuneo province of Piedmont region, about 12km (7 miles) north of the larger town of Alba and 70km (44 miles) southeast of Turin. It is best known as the centre of a wine producing region but more recently has enjoyed a boom in agritourism among visitors wishing to experience a rural Italian village. The centre of the village is the charming narrow Piazza Italia and the most important landmark the 13th century Torre Comunale dell’Orologio, the tallest building in the village. The village is beautifully presented and listed as one of the Borghi Più Belli d’Italia - the most beautiful small towns of Italy. The Baroque Chiesa Di San Pietro is one of the most important churches, with several beautiful art works by artists of the region. The notable wines produced in the area include Barbaresco, Barbera, Dolcetto d’Alba and the sweet dessert white wine Moscato d’Asti.

More reading:

How Fiat boss Gianni Agnelli became more powerful than politicians

Giovanni Agnelli and the 'horseless carriage' that launched Italy's biggest automobile company

How little 'Pinin' Farina became the biggest name in Italian car design

Also on this day:

1425: The birth of Bianca Maria Visconti - Duchess of Milan

1675: The birth of intellectual leader Pope Benedict XIV

1941: The birth of comic book artist Franco Bonvicini

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Alex Zanardi - racing driver and Paralympian

Crash victim who refused to be beaten

Ex-motor racing champion Alex Zanardi won his first
 Paralympic gold medals at the 2012 Games in London

Alessandro 'Alex’ Zanardi, a title-winning racing driver who lost both legs in an horrific crash but then reinvented himself as a champion Paralympic athlete, was born on this day in 1966 in the small town of Castel Maggiore, just outside Bologna.

Zanardi was twice winner of the CART series - the forerunner of IndyCar championship of which the marquee event is the Indianapolis 500 - and also had five seasons in Formula One.

But in September 2001, after returning to CART following the loss of his contract with the Williams F1 team, Zanardi was competing in the American Memorial race at the EuroSpeedway Lausitz track in Germany when he lost control of his car emerging from a pit stop and was struck side-on by the car of the Canadian driver Alex Tagliani.

The nose of Zanardi’s car was completely severed as Tagliani's car slammed into Zanardi's cockpit, just behind the front wheel, and the Italian driver suffered catastrophic injuries. Rapid medical intervention saved his life after he lost almost 75 per cent of his blood volume but both legs had to be amputated, one at the thigh and the other at the knee.

Zanardi driving for the Williams F1 team at the 1999
Canada Grand Prix in Montreal

For most drivers, it would have been the end of their career yet Zanardi, although he would never compete in open wheel racing again, fought back from his injuries, learned how to use prosthetic legs he designed himself and, within just 19 months of his accident, was back behind the wheel.

Extraordinarily, he first returned to Lausitz in a gesture of defiance, completing the 13 laps that remained of his fateful 2001 race in a car adapted with hand-operated brake and accelerator controls.

But this was to be no belated farewell to his sport. Noting that his lap times were fast enough to have put him fifth on the grid of the 2003 German 500 event that followed his appearance on the track, Zanardi plotted a comeback.

In a touring car modified to allow the use of prosthetic feet, he made his comeback in a competitive race in October 2003 in a European Touring Car Championship race at Monza and finished seventh. The following season Zanardi returned to racing full-time, driving for Roberto Ravaglia's BMW Team Italy-Spain. 

Zanardi in action for the Italian team at the 2016 Paralympics
in Rio de Janeiro, where he won two gold medals

The series evolved into the World Touring Car Championship in 2005 and Zanardi was to race for BMW for five seasons. Incredibly, he won four races, his first coming in August 2005 at Oschersleben in Germany, no more than 220km (137 miles) from Lausitz.

If that were not enough proof of his extraordinary and undiminished zest for competition, halfway through his five seasons with BMW, Zanardi took up handcycling, a Paralympic sport in which paraplegic athletes race one another in a kind of high-tech tricycle.

He finished fourth in the handcycle category at the New York Marathon of 2007 after just four weeks of training

In 2009 he won the Venice Marathon in the category for the disabled, riding his wheelchair in 1hr 13 mins 56 secs and the 2010 Rome City Marathon in 1:15.53. In 2011, at his fourth attempt, Zanardi won the New York Marathon in his handcycling class.

Zanardi drove in the World Touring Car
Championships for BMW after his crash

Selected for the Italian team at the 2012 London Paralympics, Zanardi won gold in the men's road time trial H4 by a margin of 27.14 seconds as well as the individual H4 road race, plus a silver medal for Italy in the mixed team relay H1-4.  These events took place at Brands Hatch, a motor racing circuit where Zanardi had previously competed in a car.

Zanardi has won an impressive 10 gold medals at four World Championships and picked up two more golds - in the H5 road time trial and the H2-5 mixed team replay - at the Rio Paralympics in 2016.

He has also become a major force in Ironman events and only last month set a world record for a disabled athlete en route to an amazing fifth place overall at the Ironman Italy Emilia-Romagna.  Taking on 2700 mainly able-bodied athletes, he completed the course - made up of a 3.8km (2.4 miles) sea swim, 180km (112 miles) of handcycling and a 42.2km (26.2 miles) wheelchair marathon - a time of 08:26.06, smashing his own world record, set in Barcelona, by more than half an hour.

His Barcelona time of 08:58.59 had made him the first disabled athlete to complete an Ironman triathlon in less than nine hours.

Born into a working class family in Castel Maggiore, Zanardi began racing go-karts at the age of 13, his father, Dino, having been persuaded it was safer than allowing him to ride a motorcycle on public roads.

He stepped up to Formula Three car racing in 1988 and won his first important title in 1990, moving into F1 the following year. His F1 career was the least successful of all his ventures, yielding just one point from his sole podium finish in 41 starts.

Zanardi, who suffered tragedy as a child when his sister, Cristina, died in a road accident, has been married since 1996 to Daniela. They have a son, Niccolò, who was born three years before his accident. He has co-written two books about his life -  Alex Zanardi: My Story (2004) and Alex Zanardi: My Sweetest Victory (2004).

The Villa Zarri, in Castel Maggiore, is now the home
to a distillery producing some of Italy's finest brandy

Travel tip:

Castel Maggiore, where Zanardi was born, is a municipality of more than 18,000 inhabitants that was formerly known as Castaniolo. Its origins are Roman and it did not become Castel Maggiore until the early 1800s, when workshops opened to make agricultural machinery and tools.  The surrounding countryside is notable for a number of beautiful private villas built for the ancient noble families of the area, including Villa Zarri, now a renowned brandy distillery.

Bologna's Piazza Maggiore with the Basilica San Petronio

Travel Tip:

The history of Bologna itself can be traced back to 1,000BC or possibly earlier, with a settlement that was developed into an urban area by the Etruscans, the Celts and the Romans.  The University of Bologna, the oldest in the world, was founded in 1088.  Bologna's city centre, which has undergone substantial restoration since the 1970s, is one of the largest and best preserved historical centres in Italy, characterised by 38km (24 miles) of walkways protected by porticoes.  At the heart of the city is the beautiful Piazza Maggiore, dominated by the Gothic Basilica of San Petronio, the largest brick built church in the world.

More reading:

How Riccardo Patrese became a key figure in the glory years of Williams F1

The brilliance of Mario Andretti, conqueror of F1 and IndyCar

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

Also on this day:

The Feast Day of St John of Capistrano

1457: The Doge of Venice, Francesco Foscari, is thrown out of office


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Piero Dusio - sportsman and entrepreneur

His Cisitalia company revolutionised automobile design

The Cisitalia 202 set new standards in sports car design
that changed the way automobiles looked

The footballer, racing driver and businessman Piero Dusio was born on this day in 1899 in Scurzolengo, a village in the hills above Asti, in Piedmont.

Dusio made his fortune in textiles but it is for his postwar venture into car production that he is most remembered. Dusio’s Cisitalia firm survived for less than 20 years before going bankrupt in the mid-1960s but in its short life produced a revolutionary car - the Cisitalia 202 - that was a gamechanger for the whole automobile industry.

Dusio played football for the Turin club Juventus, joining the club at 17 years old, and was there for seven years before a knee injury forced him to retire at the age of only 24, having made 15 appearances for the senior team, four of them in Serie A matches.

Piero Dusio was a former footballer
who made his fortune in textiles

He kept his connection with the club and from 1942 to 1948 was Juventus president. In the short term, though, he was forced to find a new career. He took a job with a Swiss-backed textile firm in Turin as a salesman. He took to the job immediately and made an instant impression on his new employers, selling more fabric in his first week than his predecessor had in a year.  Within a short time he had been placed in charge of sales for the whole of Italy.

In 1926, at the age of 27, Dusio opened his own textile company, producing Italy's first oil cloth.

By the 1930s he had a portfolio of business interests that included banking, tennis racket manufacture and racing bicycles. In the textile business he branched out into uniforms and casual clothing. He made his fortune after landing a contract with Mussolini to supply military uniforms for the Italian army. Demand for his waterproof canvas products also soared.

His personal wealth enabled him to indulge his passion for motor racing. He bought himself a Maserati and regularly raced. He finished sixth in the Italian Grand Prix of 1937 and won his class in the Mille Miglia in 1937 driving a 500cc SIATA Sport.

In 1938 he finished third overall in the Mille Miglia and won the Stelvio hillclimb. War then intervened but once it had finished Dusio was eager to resume his career in the cockpit.

The Cisitalia D46 was the first car to be produced
by Piero Dusio's new company

Yet Italy’s economy was on the floor at that stage with most of its industry destroyed. Dusio realised that it might be unrealistic to expect the expensive sport of motor racing to pick up exactly where it left off.

With that in mind, he created his new company - the Consorzio Industriale Sportivo Italia, Cisitalia for short - with a plan to produce a single-seater racing car cheap enough to tempt the amateur.  He commissioned the Fiat engineer, Dante Giacosa, famous for the Fiat 500 Topolino to design it and soon the Cisitalia D46 was born.

Dusio's dream of a one-model series featuring only the D46 came to nothing, but the car scored multiple successes, particularly in the hands of drivers as talented as the brilliant Tazio Nuvolari, winner of 24 Grands Prix in the pre-Formula One era.

He overstretched himself somewhat with his next project, paying a fortune to extract the legendary German engineer Ferdinando Porsche - a Nazi party member - from a French prison. Porsche’s innovative but complex mid-engined Cisitalia 360 was a triumph of engineering but ultimately proved too expensive for Dusio to support.

Battista 'Pinin' Farina is said to have made
his reputation with his work on the 202

Yet Dusio was not done.  In 1945, he took on another Fiat man, their young head of aviation, Giovanni Savonuzzi, with the idea of building a two-seater commercial coupé based on the D46.  Their project was taken up by Battista ‘Pinin’ Farina, who came up with the Cisitalia 202 Coupé.

The car was not a commercial success. It was priced higher than rival cars from Jaguar and Porsche that offered better performance. In the end, fewer than 200 were built.

Yet its design - the one that made Farina’s reputation, although it closely followed Savonuzzi’s preliminary sketches - is credited with changing the way cars look, setting an entirely new standard - a template for the way sports cars look even today.

Whereas road cars traditionally had been a collection of elements - cabin, hood, grill, fenders, headlights etc - with no real thought for aerodynamics, at least until the late 1930s, the Cisitalia 202 was a single unit. The headlights and the grill were perfectly aligned elements of the hood, the wheels were entirely inside the body, removing the need for separate fenders, and the cabin tapered in a smooth line to the rear.

Savonuzzi had applied to his sketches all he had learned about airflow in his aviation work and Farina had put his ideas into practice. The result was a beautiful design that was likened to a sculpture.  When the Museum of Modern Art in New York became the first museum to exhibit automobiles as examples of functional design, the 202 was the first vehicle to enter their collection.

For all that, Dusio could not sell enough cars to rescue his ailing company and the only way he could continue his career was to accept an offer of support from the government of Argentina to set up in car production in Buenos Aires, where he would remain until his death in 1975 at the age of 76.

Cisitalia continued to be run by his son, Carlo Dusio, but was made bankrupt in 1965.

The cathedral in Asti dates back to the 11th century

Travel tip:

The village of Scurzolengo is just over 15km (9 miles) northeast of Asti, a city of just over 75,000 inhabitants about 55 km (34 miles) east of Turin. The city enjoyed many years of prosperity in the 13th century when it occupied a strategic position on trade routes between Turin, Milan, and Genoa. The area between the centre and the cathedral is rich in medieval palaces and merchants’ houses, the owners of which would often compete with their neighbours to build the tallest towers. Asti was once known as the City of 100 Towers, although in fact there were 120, of which a number remain, including the Torre Comentina, the octagonal Torre de Regibus and Torre Troyana.

The strikingly modern Museo Nazionale dell' Automobile
is a major tourist attraction in Turin

Travel tip:

With a long history in motor vehicle design and manufacturing - Fiat, Lancia, Iveco, Pininfarina, Bertone, Giugiaro, Ghia and Cisitalia were all founded in the city - it is hardly surprising that Turin is home to Italy’s most important automobile museum, the Museo Nazionale dell’Automobile (also known as MAUTO).  Opened in 1960 and dedicated to Giovanni Agnelli, founder of FIAT, the museum’s building and permanent exhibition were completely renovated in 2011. The MAUTO, in  Corso Unità d'Italia, is today one of Turin’s most popular tourist attractions.

More reading:

Was Tazio Nuvolari the greatest driver of them all?

The 'smallest brother' who became a giant of the car industry

The brilliance of engineer Vittorio Jano

Also on this day:

54AD: The suspicious death of the emperor Claudius

1815: The execution of Napoleon's military strategist Joachim Murat


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Ettore Bugatti - car designer

Name that became a trademark for luxury and high performance

Ettore Bugatti launched the company in 1909 after
attending the Brera Academy of Fine Arts in Milan

The car designer and manufacturer Ettore Bugatti was born in Milan on this day in 1881.

The company Bugatti launched in 1909 became associated with luxury and exclusivity while also enjoying considerable success in motor racing.  When the glamorous Principality of Monaco launched its famous Grand Prix in 1929, the inaugural race was won by a Bugatti.

Although Bugatti cars were manufactured for the most part in a factory in Alsace, on the border of France and Germany, their stylish designs reflected the company’s Italian heritage and Bugatti cars are seen as part of Italy’s traditional success in producing desirable high-performance cars.

The story of Bugatti as a purely family business ended in 1956, and the company closed altogether in 1963.  The name did not die, however, and Bugatti cars are currently produced by Volkswagen.

Ettore came from an artistic family in Milan. His father, Carlo Bugatti, was a successful designer of Italian Art Nouveau furniture and jewelry, while his paternal grandfather, Giovanni Luigi Bugatti, had been an architect and sculptor.  His younger brother, Rembrandt Bugatti, became well known for his animal sculpture.

Ettore - full name Ettore Arco Isidoro Bugatti - displayed both artistic talent and an interest in motor vehicles at a young age. He attended the Accademia di Belle Arti di Brera in his home city before becoming apprenticed to the bicycle manufacturer Prinetti and Stucchi, where at the age of 17 he successfully attached an engine to a tricycle.

A Type 35 Bugatti, the car that brought the company
many race successes, including its first Grand Prix

With financial support from his father, he began to produce prototype cars, the second of which won a prize at the Milan Trade Fair in 1901. Bugatti's design also caught the eye of the wealthy Baron de Dietrich, who offered him an opportunity to design cars at his factory in Niederbronn, a town then in Germany but now in the Alsace region of northeastern France.

Bugatti produced his first racing car in 1903, but fell out with De Dietrich over his attention to racing cars over production models and moved to work for the French manufacturer Emil Mathis in Strasbourg, although again it was a short-lived relationship. By 1907 he was working for the Deutz engine company in Cologne.

He went alone for the first time in 1909, buying a disused dyeworks in Molsheim, abou 25km (16 miles) west of Strasbourg, where with the financial backing of the Spanish racing driver Pierre De Vizcaya and a bank loan, he began work to produce 10 cars and five aeroplane engines.

Bugatti produced his first so-called ‘pur sang’ (thoroughbred) Bugattis - a term he invented himself - with the Type 10/13 in 1910, a car in which his factory driver, Ernest Friederich, came second in the French Grand Prix at the first attempt in 1911.

Ettore Bugatti (right) and his son Jean discuss race tactics

The company’s reputation for producing some of the fastest, most luxurious, and technologically advanced road cars of their day soon spread. Among the clients who purchased a Bugatti car was the celebrated French fighter pilot Roland Garros.

Bugatti branched more into aircraft engines during the First World War but returned to cars once peace resumed and between the wars Bugatti cars enjoyed notable success on the track.

The 1924 Type 35 brought the marque its first Grand Prix victory in Lyon, while Bugattis swept to victory in the Targa Florio, the road race in Sicily, for five years in a row from 1925 to 1929.

Between 1921 and 1939 Bugattis won more than 30 major races, including the French Grand Prix six times and the Monaco Grand Prix four times, culminating in the 24 Hours of Le Mans twice, in 1937 and 1939, with the Type 57, driven by Jean-Pierre Wimille and Pierre Veyron, whose name has since been immortalised in the most famous of modern Bugattis.

The Bugatti Veyron is regarded by experts as one of
the best cars ever produced for looks and performance

On the production side, the company enjoyed huge success through the 1920s but suffered in the financial crash of the 1930s, which was a disaster for the first of the Bugatti Royales, the luxury 12.7 litre open-top limousine, of which only three were sold after the market disappeared.

Tragedy struck when Ettore Bugatti's son, Jean Bugatti, was killed in 1939 at the age of 30 while testing a Type 57 near the Molsheim factory. After that, the company's fortunes began to decline.  A strike in 1936 hit the company hard and the Second World War saw the factory in Molsheim transferred to a German owner by compulsory purchase.

The Molsheim plant was given back to Bugatti after the war but lack of funds meant the company could never return to its pre-war prosperity. Ettore, by then living in Paris, suffered pneumonia followed by a stroke and died in 1947 at the age of 65.

Married twice, he fathered two daughters and two sons, the youngest of whom, Roland Bugatti, took over the running of the company in 1951 but was unable to save it, production coming to an end in 1956, the closure of the company following in 1963.

The company name was revived 24 years later, however, when the Italian entrepreneur Romano Artioli bought the rights to the Bugatti trademark and began manufacturing cars at Campogalliano, near Modena.

It was subsequently acquired by Volkswagen in 1998, with the help of whose expertise the Bugatti name has again come to symbolise luxury and high performance. The Bugatti Veyron, of which production began in 2005 at a refurbished Molsheim plant, has propelled it back to the top of the tree in the limited production exclusive sports car market, earning the title ‘greatest car of the past 20 years’ in a poll conducted by the UK magazine Top Gear that attracted more than 100,000 entries.

The Palazzo Brera is home to the Accademia di Belle Arti

Travel tip:

The Accademia di Belle Arti di Brera, sometimes shortened to Accademia di Brera, is a state-run tertiary public academy of fine arts in Via Brera in Milan, in a building it shares with the Pinacoteca di Brera, Milan's main public museum for art. The academy was founded in 1776 by Maria Theresa of Austria and shared its premises with other cultural and scientific institutions, including an astronomical observatory, botanical garden, school of philosophy and law, laboratories for physics and chemistry, and a library. The main building, the Palazzo Brera, was built in about 1615 to designs by Francesco Maria Richini.

The first Targa Florio in 1906 was won by Alessandro
Cagno, driving an Turin-based Itala car

Travel tip:

The Targa Florio was an open road endurance car race held in the mountains of Sicily near the island's capital of Palermo between 1906 and 1977, when it was discontinued due to safety concerns. Conceived by the wealthy pioneer race driver Vincenzo Florio, it was for a time the oldest surviving sports car racing event in the world. While early races were eventually extended to a whole tour of the island, covering a distance of 975km (606 miles), it was in time shortened to a circuit of just 72km (45 miles). The race started and finished at the village of Cerda, 45km (28 miles) southeast of Palermo.

More reading:

Enzo Ferrari and the automobile world's most famous name

The insult that fired the Lamborghini-Ferrari rivalry

How Battista 'Pinin' Farina changed the way cars looked

Also on this day:

1616: Europe's first free public school opens in Frascati, near Rome

1904: The birth of Umberto di Savoia, the last king of Italy


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Giovanna Amati - racing driver

Kidnap survivor who drove in Formula One

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

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

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

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

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

Critics accused Brabham of hiring
Amati as a publicity stunt

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

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

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

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

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

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

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

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

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

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

Travel tip:

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

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

Travel tip:

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

More reading:

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

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

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

Also on this day:

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

1937: The death of radio pioneer Guglielmo Marconi

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Rinaldo ‘Dindo’ Capello - endurance racing driver

Three times winner of the Le Mans 24 Hours 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Travel tip:

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

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

Travel tip:

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

More reading:

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

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

The longevity of Riccardo Patrese

Also on this day:

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

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

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Pietro Frua - car designer

Built business from a bombed-out factory

Pietro Frua became one of Italy's leading
car designers in the 1960s

The car designer and coachbuilder Pietro Frua, who built some of Italy’s most beautiful cars without achieving the fame of the likes of Giovanni Bertone or Battista “Pinin” Farina, was born on this day in 1913 in Turin.

He is particularly remembered for his work with Maserati, for whom he designed the A6G and the Mistral among other models.

The son of a Fiat employee, Carlo Frua, Pietro was an apprentice draftsman with Fiat and from the age of 17 worked alongside Battista Farina for his brother, Giovanni Farina, who had a coachbuilding business in Turin. He became director of styling for Stabilimenti Farina at the age of just 22.

After being obliged to diversify during the war, when he designed electric ovens and children’s model cars among other things, Frua bought a bombed-out factory building in 1944, restored it to serviceable order and hired 15 workers to help him launch his own business.

The first car he designed in his own studio was the soft-top Fiat 1100C sports car in 1946.  Subsequent work for Peugeot and Renault came his way and in 1955 he was approached by Maserati for the first time, to work on the design of the two-litre A6G coupe.

Pietro Frua's Mistral, the sports car that helped propel
Maserati into the forefront of the luxury market

In 1957, he sold his company to Carrozzeria Ghia, another Turin coachbuilder, whose name would become synonymous with sporty excellence across the motor industry. The Ghia director Luigi Segre made Frua head of design. His big success there was the Renault Floride, of which more than 117,000 were sold.

They fell out, however, when Segre tried to take credit for the model’s success, leading Frua to open his own studio again.  An influence on Pelle Petterson’s design for the iconic Volvo P1800, he also designed several cars for Ghia-Aigle, the former Swiss subsidiary of Ghia, and for Italsuisse.

By the 1960s, Frua was one of Italy’s leading car designers in Italy, with a reputation for elegant, tasteful lines, a perfectionist who would often deliver his cars to motor shows around Europe himself, having treated the journey as a test drive.

In 1963, Frua designed a range of cars for Glas, Germany’s smallest car-maker, which included the Glas GT Coupé and Cabriolet as well as the V8-engined 2600, which was nicknames the "Glaserati" for its likeness with Frua's Maserati-designs.

The car became the BMW GT, after BMW had rescued Glas from financial difficulties with a 1966 buy-out.

Frua's Maserati A6G had a design that exuded power

Also in 1963, Frua returned to Maserati to build the four-door Quattroporte which, following on from the 3500GT and the 5000GT, saw him firmly back in the Maserati stable.

His Mistral, developed in 1965, propelled Maserati into the forefront of the luxury sports car market, the car finding a substantial following for its powerful, understated image.

In 1965, he began a successful association with the British-based AC car company, for whom his AC Frua Spyder drew on the Mistral’s shape.

In the 1970s Frua began to scale back his work, concentrating on small projects and one-offs, styling exclusive versions of a Chevrolet Camaro, a BMW 2000 TI, an Opel Diplomat, a BMW 2800, a Porsche 914/6 and a five-litre Maserati.

Hew worked with French racing driver Guy Ligier to create the Ligier JSI. Moving his workshop to Moncalieri, a town just south of Turin, he accepted commissions from wealthy individuals such as the Shah of Persia and the Aga Khan.

One of the last cars to enter series production based on Frua’s designs was the two-door GT Maserati Kyalami, which made its debut at the 1976 Geneva Motor Show.

In 1982, Frua underwent treatment for cancer but died in 1983, a short time after his 70th birthday.

Fiat's extraordinary factory in the Lingotto district of Turin
was once the largest car manufacturing plant in the world

Travel tip:

Frua’s apprenticeship for Fiat would have seen him become familiar with Fiat’s enormous, iconic factory in the Lingotto district of Turin, famous for a production line that progressed upwards through its five floors, with completed cars emerging on to a then-unique steeply banked test track at rooftop level. Opened in 1923, it was the largest car factory in the world, built to a starkly linear design by the Futurist architect Giacomo Matte Trucco. The factory was closed in 1982 but the building was preserved out of respect for the huge part it played in Italy’s industrial heritage. 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 rooftop track, which featured in the Michael Caine movie, The Italian Job, has been preserved and can still be visited today.

The handsome castle at Moncalieri now houses
a training college for the Carabinieri

Travel tip:

Moncalieri, where Frua moved his studio in the 1970s, 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.



More reading:

How little Battista Farina became a giant of car design

The insult that inspired Ferruccio Lamborghini

Dante Giacosa, father of the Cinquecento

Also on this day:

1660: The birth of composer Alessandro Scarlatti

1930: The birth of radical politician and campaigner Marco Pannella


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Riccardo Patrese - racing driver

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Frescoes by Giotto at the Scrovegni Chapel in Padua

Travel tip:

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

Monza's 14th century Duomo

Travel tip:

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

More reading:

Alberto Ascari, one of Italy's Formula One pioneers

Flavio Briatore, the entrepreneur behind the Benetton team

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

Also on this day:

1598: The birth of astronomer Giovanni Riccioli

1927: The birth of the vivacious operatic soprano Graziella Sciutti


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