A superb and rare photo of the amazing Enzo Ferrari
(left), the founder of the Scuderia
Ferrari Grand Prix motor racing team, and subsequently of the Ferrari car factory,
photographed while talking to the equally amazing Ferrari racing team rider Gilles Villeneuve (right). It is
a remarkably relaxed and rare image of both men!
According the spec. sheet that came with the negative, the photograph
was taken during the Italian Formula
1 Grand Prix of 1979,
which was held on the circuit of Monza on September 9, 1979. Gilles Villeneuve
finished the race in second
position.
Enzo Anselmo
Ferrari was born in the Italian city of Modena in 1898,
Enzo Ferrari grew up with little formal education but a strong desire to race
cars. During World War I he was a mule-shoer in the Italian Army. His father,
Alfredo, died in 1916 as a result of a widespread Italian flu outbreak. Ferrari
became sick himself and was consequently discharged from Italian service. Upon
returning home he found that the family firm had collapsed. Having no other job
prospects he sought unsuccessfully to find work at FIAT and eventually settled
for a job at a smaller car company called CMN redesigning used truck bodies
into small passenger cars. He took up racing in 1919 on the CMN team, but had little
initial success. He left CMN in 1920 to work at Alfa Romeo and racing their
cars in local races he had more success. In 1923, racing in Ravenna, he
acquired the Prancing Horse badge which decorated the fuselage of Francesco
Baracca's (Italy's leading ace of WWI) SPAD fighter, given from his mother,
taken from the wreckage of the plane after his mysterious death. This icon
would have to wait until 1932 to be displayed on a racing car. In 1924 he won
the Coppa Acerbo at Pescara. His
successes in local races encouraged Alfa to offer him a chance of much more
prestigious competition. Ferrari turned this opportunity down and did not race
again until 1927. He continued to work directly for Alfa Romeo until 1929
before starting Scuderia Ferrari as the racing team for Alfa.
Ferrari managed the development of the factory Alfa cars,
and built up a team of over forty drivers, including Giuseppe Campari and Tazio
Nuvolari. Ferrari himself continued racing until the birth of his first son in
1932 (Alfredo Ferrari, known as Dino, who died in 1956). The support of Alfa
Romeo lasted until 1933 when financial constraints made Alfa withdraw. Only at
the intervention of Pirelli did Ferrari receive any cars at all. Despite the
quality of the Scuderia drivers the company won few victories (1935
in Germany by Nuvolari
was a notable exception). Auto Union and Mercedes
dominated the era. In 1937 Alfa took control of its racing efforts again and
again, reducing Ferrari to Director of Sports under Alfa's engineering
director. Ferrari soon left, but a contract clause restricted him from racing
or designing for four years.
He set up Auto-Avio Costruzioni, a company supplying parts
to other racing teams. But in the Mille Miglia of 1940 the company manufactured
two cars to compete, driven by Alberto Ascari and Lotario Rangoni. During World
War II his firm was involved in war production and following bombing relocated
from Modena to
Maranello. It was not until after World War II that Ferrari sought to shed his
fascist reputation and make cars bearing his name, founding today's Ferrari
S.p.A. in 1947. The first open-wheeled race was in Turin in 1948 and
the first victory came later in the year in Lago di Garda. Ferrari participated
in the Formula 1 World Championship since its introduction in 1950 but the
first victory was not until the British Grand Prix of 1951. The first
championship came in 1952–53, when the Formula One season was raced with
Formula Two cars. The company also sold production sports cars in order to
finance the racing endeavours not only in Grand Prix but also in events such as
the Mille Miglia and Le Mans. Indeed many
of the firm's greatest victories came at Le Mans (14 victories, including six
in a row 1960–65) rather than in Grand Prix, certainly the company was more
involved there than in Formula One during the 1950s and 1960s despite the
successes of Juan-Manuel Fangio (1956), Mike Hawthorn (1958), Phil Hill (1961)
and John Surtees (1964). In the 1960s the problems of reduced demand and
inadequate financing forced Ferrari to allow Fiat to take a stake in the
company. Ferrari had offered Ford the opportunity to buy the firm in 1963 for
US$18 million but, late in negotiations, Ferrari withdrew. This decision
triggered the Ford Motor Company's decision to launch a serious European sports
car racing program. The company became joint-stock and Fiat took a small share
in 1965 and then in 1969 they increased their holding to 50% of the company.
(In 1988 Fiat's holding was increased to 90%). Ferrari remained managing director
until 1971. Despite stepping down he remained an influence over the firm until
his death. The input of Fiat took some time to have effect. It was not until
1975 with Niki Lauda that the firm won any championships — the skill of the
driver and the ability of the engine overcoming the deficiencies of the chassis
and aerodynamics. But after those successes and the promise of Jody Scheckter
title in 1979, the company's Formula One championship hopes fell into the
doldrums. 1982 opened with a strong car, the 126C2, world-class drivers, and
promising results in the early races. However, Gilles Villeneuve was killed in
the 126C2 in May, and teammate Didier Pironi had his career cut short in a
violent end over end flip on the misty backstraight at Hockenheim in August.
Pironi was leading the driver's championship at the time; he would lose the
lead as he sat out the remaining races. The team would not see championship
glory again during Ferrari's lifetime.
Enzo Ferrari died on August
14, 1988 in Modena at the age of
90. His death wasn't made public until two days later, as by Enzo's request, to
compensate late registration of his birth. He died at the beginning of the
dominance of the McLaren Honda combination. The only race which McLaren did not
win in 1988 was the Italian Grand Prix. It was held just weeks after Ferrari's
death, and, fittingly, the result was a 1-2 finish for Ferrari, with Gerhard
Berger leading home Michele Alboreto. After Ferrari's death, the Scuderia
Ferrari team has had further success, notably with Michael Schumacher, Rubens
Barrichello, Felipe Massa and Kimi Räikkönen from 1996 onwards. He witnessed
the launch of one of the greatest road cars Ferrari F40 shortly before his
death, which was dedicated as a symbol of his achievements. In 2003 the first
car to be named after him was launched in the Enzo Ferrari.
Made a Cavaliere del Lavoro in 1952, to add to his honours
of Cavaliere and Commendatore in the 1920s, Ferrari also received a number of
honorary degrees, the Hammarskjöld Prize in 1962, the Columbus Prize in 1965,
and the De Gasperi Award in 1987. In 1994, he was
posthumously inducted into the International Motorsports Hall of Fame. After
the death of his son Alfredo ("Dino"), Ferrari wore his now iconic
sunglasses almost every day to honor his son.
Gilles
Villeneuve (January 18, 1950 – May 8, 1982) was born in
Richelieu, a small town in the largely French-speaking province of Quebec in Canada and grew up
in Berthierville. He married Joann Barthe in 1970, with whom he had two
children, Jacques and Melanie. During his early career Villeneuve took his
family on the road with him in a motorhome during the racing season, a habit
which he continued to some extent during his Formula One career. He often
claimed to have been born in 1952. By the time he got his break in Formula One,
he was already 27 years old and took two years off his age to avoid being
considered too old to make it at the highest level of motorsports. Niki Lauda
said of him, "He was the craziest devil I ever came across in Formula 1...
The fact that, for all this, he was a sensitive and lovable character rather
than an out-and-out hell-raiser made him such a unique human being". His
younger brother Jacques also had a successful racing career in Formula
Atlantic, Can Am and CART. Gilles' son, also named Jacques, won the Indianapolis 500 and CART
championships in 1995 and became Formula One World Champion in 1997. Villeneuve
started competitive driving in local drag-racing events, entering his road car,
a modified 1967 Ford Mustang. He was soon bored by this and entered the Jim Russell Racing School at Le
Circuit Mont Tremblant to gain a racing licence. He then had a very successful
season in Quebec regional
Formula Ford, running his own two year old car and winning seven of the ten
races he entered. The next year he progressed to Formula Atlantic, competing
there for four years, running his own car again for one of those seasons. He
won his first Atlantic race in 1975 at Gimli Motosport Park in heavy
rain. In 1976, teamed with Chris Harrison's Ecurie Canada and factory
March race engineer Ray Wardell, he dominated the season by winning all but one
of the races and taking the US and Canadian
titles. He won the Canadian championship again in 1977. Money was very tight in
Villeneuve's early career. He was a professional racing driver from his late
teens, with no other income. In the first few years the bulk of his income
actually came from snowmobile racing, where he was extremely successful. He
could demand appearance money as well as race money, especially after winning
the 1974 World Championship Snowmobile Derby. His second season in Formula
Atlantic was part-sponsored by his snowmobile manufacturer, Skiroule. He
credited some of his success to his snowmobiling days: "Every winter, you
would reckon on three or four big spills — and I'm talking about being thrown
on to the ice at 100 mph. Those things used to slide a lot, which taught
me a great deal about control. And the visibility was terrible! Unless you were
leading, you could see nothing, with all the snow blowing about. Good for the
reactions — and it stopped me having any worries about racing in the
rain." After Villeneuve impressed James Hunt by beating him and several
other Grand Prix stars in a non-championship Formula Atlantic race at
Trois-Rivières in 1976, Hunt's McLaren team offered Villeneuve a Formula One
deal for up to five races in a third car during the 1977 season. Villeneuve
made his debut at the 1977 British Grand Prix, where he qualified 9th in
McLaren's old M23, splitting the regular drivers Hunt and Jochen Mass who were
driving newer M26s. In the race he set fifth fastest lap and finished 11th
after being delayed for two laps by a faulty temperature gauge. The British
press coverage of Villeneuve's performance was generally complimentary,
including John Blunsden's comment in The Times that "Anyone seeking a
future World Champion need look no further than this quietly assured young
man." Despite this, shortly after the British race McLaren's experienced
team manager Teddy Mayer decided not to continue with Villeneuve for the
following year. His explanation was that Villeneuve "was looking as though
he might be a bit expensive" and that Patrick Tambay, the team's eventual
choice for 1978, was showing similar promise. Villeneuve was left with no solid
options for 1978, although Canadian Walter Wolf, for whom Villeneuve had driven
in Can-Am racing, considered giving him a drive at Wolf Racing and also
recommended him to the Ferrari team's founder, Enzo Ferrari. Rumours circulated
that Villeneuve was one of several drivers in whom the Italian team was
interested, and in August 1977 he flew to Italy to meet Ferrari, who was
immediately reminded of the pre-war European champion Tazio Nuvolari:
"When they presented me with this 'piccolo canadese', this minuscule
bundle of nerves, I immediately recognised in him the physique of Nuvolari and
said to myself, let's give him a try." Ferrari was satisfied with
Villeneuve's promise after a session at Ferrari's Fiorano test track, despite
the Canadian making many mistakes and setting relatively slow times, and
Villeneuve signed to drive for Ferrari in the last two races of the 1977 season
and the 1978 season. Villeneuve later remarked that: "If someone said to
me that you can have three wishes, my first would have been to get into racing,
my second to be in Formula 1, my third to drive for Ferrari..."
Villeneuve's arrival was one factor that prompted Ferrari driver Niki Lauda to
quit the team at the 1977 Canadian Grand Prix having already clinched his
second championship with the Italian team. Villeneuve retired from the race
after sliding off the track on another competitor's oil. He also raced in the
Japanese Grand Prix, but retired on lap five when he tried to outbrake the
Tyrrell P34 of Ronnie Peterson. The pair banged wheels causing Villeneuve's
Ferrari to became airborne. It landed on a group of spectators watching the
race from a prohibited area, killing one spectator and a race marshal and
injuring ten people. After an investigation into the incident no blame was
apportioned and, although he was "terribly sad" at the deaths,
Villeneuve did not feel responsible for them. The 1978 season saw a succession
of retirements for Villeneuve, often after problems with the new Michelin radial
tyres. Early in the season, he started on the front row at the United States
Grand Prix West, but crashed out of the lead on lap 39. Despite calls in
the Italian press for him to be replaced, Ferrari persisted with him. Towards
the end of the season, Villeneuve's results improved. He finished second on the
road at the Italian Grand Prix, although he was penalised a minute for jumping
the start, and ran second at the United States Grand Prix before his engine
failed. Finally at the season-ending Canadian Grand Prix Villeneuve scored his
first Grand Prix win after Jean-Pierre Jarier's Lotus stopped with engine
trouble. As of 2008, he is the last Canadian to win his home race. Villeneuve
was joined by Jody Scheckter in 1979 after Carlos Reutemann moved to Lotus.
Villeneuve won three races during the year. The 1979 French Grand Prix is
remembered for Villeneuve's wheel-banging duel with René Arnoux in the last
laps of the race. Arnoux passed Villeneuve for second place with three laps to
go, but Villeneuve re-passed him on the next lap. On the final lap Arnoux
attempted to pass Villeneuve again, and the pair ran side-by-side through the
first few corners of the lap, making contact several times. Arnoux took the
position but Villeneuve attempted an outside pass one corner later. The cars
bumped hard, Villeneuve slid wide but then passed Arnoux on the inside at a
hairpin turn and held him off for the last half of the lap to secure second
place. Villeneuve commented afterwards, "I tell you, that was really fun!
I thought for sure we were going to get on our heads, you know, because when
you start interlocking wheels it's very easy for one car to climb over
another."[23] At the Dutch Grand Prix a slow puncture collapsed
Villeneuve's left rear tyre and put him off the track. He returned to the
circuit and limped back to the pits on three wheels, losing the damaged wheel
on the way. On his return to the pits Villeneuve insisted that the team replace
the missing wheel, and had to be persuaded that the car was beyond repair.
Villeneuve could have won the World Championship by beating Scheckter at the
Italian Grand Prix, but chose to follow team orders and finish behind him,
ending his own championship challenge. The pair finished first and second in
the championship, with Scheckter beating Villeneuve by just four points. During
the extremely wet Friday practice session for the season-ending United States
Grand Prix, Villeneuve set a time variously reported to be either 9 or 11
seconds faster than any other driver. His team-mate Jody Scheckter, who was
second fastest, recalled that "I scared myself rigid that day. I thought I
had to be quickest. Then I saw Gilles's time and — I still don't really
understand how it was possible. Eleven seconds!" The 1980 season was a
complete disaster for Ferrari. Villeneuve had been considered favourite for the
drivers championship by UK bookmakers,
but only scored six points in the whole campaign in the 312T5 which had only
partial ground effects. Scheckter scored only two points and retired at the end
of the season. For the 1981 season, Ferrari introduced their first turbo
engined F1 car, the 126C, which
produced tremendous power but was let down by its poor handling. Villeneuve was
partnered with Didier Pironi who noted that Villeneuve "had a little
family [at Ferrari] but he made me welcome and made me feel at home
overnight ... [He] treated me as an equal in every way." Villeneuve
won two races during the season. At the Spanish Grand Prix Villeneuve kept five
quicker cars behind him for most of the race using the superior straight-line
speed of his car. After an hour and 46 minutes of racing Villeneuve led
second-placed Jacques Laffite by only 0.22 seconds. Fifth-placed Elio de
Angelis was only just over a second further back. Harvey Postlethwaite,
designer of the 126C, later
commented "That car...had literally one quarter of the downforce that, say
Williams or Brabham had. It had a power advantage over the Cosworths for sure,
but it also had massive throttle lag at that time. In terms of sheer ability I
think Gilles was on a different plane to the other drivers. To win those races,
the 1981 GPs at Monaco and Jarama —
on tight circuits — was quite out of this world. I know how bad that car
was." At the 1981 Canadian Grand Prix Villeneuve damaged the front wing of
his Ferrari and drove for most of the race in heavy rain with the wing
obscuring his view ahead. There was a risk of being black flagged but
eventually the wing became detached and Villeneuve drove on to finish third
with the nose section of his car missing. The first few races of the 1982
season were promising. Villeneuve led in Brazil in the new 126/C2, before
spinning into retirement, and finished third at the United States Grand Prix
West although he was later disqualified for a technical infringement. The
Ferraris were handed an unexpected advantage at the San Marino Grand Prix as an
escalation of the FISA-FOCA war saw the FOCA teams boycott the race,
effectively leaving Renault as Ferrari's only serious opposition. With Renault
driver Prost retiring from fourth place on lap 7 followed by his team-mate
Arnoux on the 44th lap Ferrari seemed to have the win guaranteed. In order to
conserve fuel and ensure the cars finished the Ferrari team ordered both
drivers to slow down. Villeneuve believed that the order also meant that the
drivers were to maintain position but Pironi passed Villeneuve. A few laps
later Villeneuve re-passed Pironi and slowed down again, believing that Pironi
was simply trying to entertain the Italian crowd. On the last lap Pironi passed
and aggressively chopped across the front of Villeneuve and took the win.
Villeneuve was irate as he believed that Pironi had disobeyed the order to hold
position. Meanwhile Pironi claimed that he had done nothing wrong as the team had
only ordered the cars to slow down, not maintain position. Villeneuve stated
after the race "I think it is well known that if I want someone to stay
behind me and I am faster, then he stays behind me." Feeling betrayed and
angry Villeneuve vowed never to speak to Pironi again. In 2007, former Marlboro
marketer John Hogan disputed the claim that Pironi had gone back on a prior
arrangement with Villeneuve. He said: "Neither of them would ever have
agreed to what effectively was throwing a race. I think Gilles was stunned
somebody had out-driven him and that it just caught him so much by
surprise." Hogan's company sponsored Pironi while he was at Ferrari. A
comparison of the lap times of the two drivers showed that Villeneuve lapped
far slower when he was in the lead, suggesting that he had indeed been trying
to save fuel. On May 8, 1982, Villeneuve
ever so sadly passed away after an accident during the final qualifying session
for the Belgian Grand Prix at Zolder. Villeneuve is still remembered at Grand
Prix races, especially those in Italy. At the
Autodromo Enzo e Dino Ferrari, the venue of the San Marino Grand Prix, a corner
was named after him and a Canadian flag is painted on the third slot on the
starting grid, from which he started his last race. There is also a bronze bust
of him at the entrance to the Ferrari test track at Fiorano. The racetrack on
Île Notre-Dame, Montreal, host to the
Formula One Canadian Grand Prix and NASCAR Nationwide Series, was named Circuit
Gilles Villeneuve in his honour at the Canadian Grand Prix of 1982. His
homeland has continued to honour him: In Berthierville a museum was opened in
1992 and a lifelike statue stands in a nearby park which was also named in his
honour. Villeneuve was inducted into the Canadian Motorsport Hall of Fame at
their inaugural induction ceremony at the Four Seasons Hotel, Toronto, Ontario on August 19, 1993. In June
1997 Canada also issued
a postage stamp in his honour.
This is a very nice and very rare non period photo that reflects a wonderful era of
Ferrari ‘s and automotive history in a wonderful way. This is your rare chance to own this
photo, therefore it is printed in a nice large format of ca. 8" x 12"
(ca. 20 x 30 cm). It makes it perfectly suitable for framing.
Shipping costs will only be $ 7.00 regardless of how many photos you buy. For 5 or more photos, shipping is free!
All our photos are modern photos that are traditionally made from what we believe are the original negatives and are copyright protected.
(Note: A. Herl, Inc. does not appear on photo, for ebay purposes only)
No copyright expressed or implied. Sold as collectable item only. We are clearing out our archives that we have gathered from various sources.
All items always sent well protected in PVC clear files and board backed envelopes.
They make the perfect gift and are perfectly suited for framing. They will look gorgeous unframed and will be a true asset nicely framed with a border. They are a gorgeous and great asset in every home, workshop, workplace, restaurant, bar or club!
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