Trulli, Liuzzi & Co: after them, the desert?

Although it has always had at least two representatives on the starting grids for the past fifteen years, and despite being considered a historical nation of Formula One, Italy will no longer have a national driver to support, for the first time since the Mexican Grand Prix of 1970. In an interview with La Stampa, Jarno Trulli disclosed that his dismissal by Caterham and the resulting absence of an Italian driver are merely symptoms of a situation that has, in fact, been around for some time and has been overlooked. But what are the sources of the Italian “illness,” and what solutions can be offered?

Above all, it is an observation on which everyone agrees, starting with Giancarlo Minardi, for Omnicorse.it: « It is not true that Italy lacks talent. Our country can count on various drivers of high technical quality as well as the best karting school with the best drivers and constructors. However, we fail to help them grow and progress in the categories. Russia sees various talented drivers emerging, even in the minor formulas, but they are certainly aided by their country’s economic resources. » For his part, Riccardo Patrese, former record holder for the number of Grand Prix starts, commented in La Stampa: « In the championship, there are drivers from almost all countries, more or less, and I don’t believe that ours are devoid of talent. »

One of the explanations lies precisely in the internationalization of the championship, which, in seeking to invest in new markets by organizing events in Malaysia, China, India, Singapore, the Middle East, and soon in Russia, exposes the historically and almost exclusively European nations to international competition. This is especially true as the old continent is currently one of the most affected by the economic crisis, as Giancarlo Minardi points out: « Europe is going through a severe economic crisis, and Italy is paying a heavy price. In contrast, we have emerging countries [editor’s note: the well-known BRIC for Brazil, Russia, India, China] that rely heavily on their image by using sports as a promotional tool. This makes us powerless, especially in a sport where the crisis we are experiencing is being felt. Automobile manufacturers are no longer present, and consequently, the teams must balance their accounts by seeking the best compromise between financial income and drivers. Today, it is the drivers, but shortly, it will be the European circuits that will have to give way to the emerging countries. »

However, the absence of Italian drivers in Formula One cannot be explained simply by the emergence of a global crisis affecting the Peninsula more than some other countries, especially since this crisis only began in 2008. The 2000s were marked by the presence of many constructors with sometimes record budgets, yet, apart from Fisichella, Trulli, and Liuzzi, only two drivers have emerged — briefly — in Formula One over the last fifteen years: In Italy, there is no system that helps drivers emerge at a high level, and it is therefore normal that we find ourselves in this situation. There are talents, but they are not supported, they have no hopes. I would like to see more participation from everyone, but in these times of crisis like the one the country is going through, I don’t see how a young driver could find help to be noticed by any team, says Jarno Trulli in La Stampa, an analysis shared by Riccardo Patrese: In karting and the lower formulas, we defend ourselves; we see good things. However, it is clear that it is not enough to drive well; it is also necessary to have a good environment because the teams that allow drivers to emerge are scarce.

Indeed, since 1997 and the arrival of Jarno Trulli in Formula One, Italy boasts nine CIK-FIA karting world championship titles out of 19 contested: however, only one Italian karting world champion has risen to Formula One: Vitantonio Liuzzi. There is therefore a paradox in seeing Italians excel in what many observers consider one of the best training grounds for future prospects of the premier category, where Italians are nonetheless no longer present.

Thus, Italy failed to anticipate the intensification of competition in the lower series with the arrival of GP2, World Series by Renault, GP3, Formula 2, and AutoGP. The Italian F3 championship, an important pool of drivers in the 1980s and 1990s, now suffers from the competition from a British F3 that has always been very international, as well as the merging of the French and German championships to reform, in 2003, a European Formula 3 championship, the F3 Euroseries, which welcomes drivers from different backgrounds. Lewis Hamilton, Paul di Resta, Romain Grosjean, Nico Rosberg, and Jules Bianchi won this championship, which also hosted eight other drivers currently occupying positions as full-time or third drivers for Formula One teams. During the same period, Luigi Ferrara, Mauro Massironi, Paolo Nocera, Mirko Bortolotti, and Daniel Zampieri won the Italian F3 championship without truly engaging in the Euroseries and without making a name for themselves – except perhaps Bortolotti – as drivers who could seriously contend for positions in Formula One. Giancarlo Fisichella is the last Italian F3 champion to have made it to Formula One, whereas Jarno Trulli and Vitantonio Liuzzi opted for the German championship. Thus, since 2003, only 10 Italian drivers have competed in the F3 Euroseries, with Edoardo Mortara being the only one to shine, winning in 2010 at the end of his fourth season.

The GP2 and World Series by Renault teams, from which most of the newcomers in Formula One are almost systematically recruited, prefer to choose their drivers from the F3 Euroseries or the British F3, international level series, rather than from the Italian F3. The latter mainly features transalpine drivers and yet remains the preferred path for many of them.

Furthermore, during the transition from karting to the world of single-seaters, it was not until 2005 to see the emergence of Formula Azzurra in Italy – since renamed Formula Abarth – intended to fulfill the same role as Formula Ford, Formula Chevrolet, or the Renault and BMW Formulas, which started in some countries even before the year 2000. For some, notably Sebastian Vettel, who was the Formula BMW ADAC champion in 2004, it’s the first step to getting noticed, which allowed the reigning double world champion to directly access the F3 Euroseries. It is also an opportunity to be in contact early on with manufacturers involved as engine suppliers in promotional series and/or as constructors in Formula One. This raises, in the case of Italy, the question of the real lack of involvement from manufacturers, except for FIAT via Ferrari, and therefore highlights the hegemonic shadow cast by the Maranello firm over motorsport in Italy.

Indeed, like Atlas bearing the world, Ferrari has almost single-handedly carried the hopes of Italy in Formula One on its shoulders for over fifty years. On the evening of Jarno Trulli’s dismissal by Caterham, some Italian media, never shy of criticizing the Rossa, quickly questioned Ferrari’s responsibility in the current situation. *La Stampa* points out that out of 91 drivers who have raced for Maranello, only 23 were Italian. Apart from the cases of injuries to Massa in 2009 and Alesi in 1994, one must go back to 1992 with Ivan Capelli to find an Italian driver who began a Formula One season as a starter for the team. Additionally, one must go back to 1972 with Arturo Merzario to find the last Italian driver given the opportunity by the Scuderia to make their debut in the top category. *La Stampa*, however, mentions two explanatory factors for this relative disinterest in Italian drivers by Maranello. Firstly, Ferrari’s policy, dictated by Enzo Ferrari himself, has always been to trust experienced drivers who have already proven their worth in the discipline. As proof, Arturo Merzario is not only the last Italian but also the last driver of any nationality to debut with the Scuderia.

Thus, from its beginnings, Ferrari has applied the policy of “national preference” very little in choosing its drivers: it was indeed José-Froilan Gonzalez, an Argentine, who gave him his first F1 victory, while the men from Maranello won their first constructor’s title after a struggle, ultimately tragic, between the American Phil Hill and the German Wolfgang von Trips. To this purely sporting consideration is added a more personal consideration from Ferrari’s iconic boss, and for this, La Stampa mentions the consequences of the accident in which Luigi Musso died at the wheel of a Ferrari, a few weeks before the death in the Grand Prix of Peter Collins, the Prancing Horse struck on the nose of his mount. The Italian press then called for the banning of car races, with the Osservatore Romano even having harsh words towards Ferrari: « Saturn of modern times, Ferrari, having become an industry captain, continues to devour its own children… » Il Commendatore learned a lesson from this that would mark him until his death in 1988: « I have been violently attacked by people who do not know that racing is dangerous. If I take Italian drivers, it’s even worse, there is more pressure. »

Today, fortunately, the deadly risk of driving a Formula One car has been significantly reduced, but it wasn’t until 2009, when faced with the question of replacing Felipe Massa, that Ferrari realized its shortcomings in terms of scouting young drivers, particularly Italians. However, it should be acknowledged that beyond any responsibility Ferrari might bear in the current situation, it is very difficult for a driver aspiring to Formula One to exist in the overwhelming shadow of the Scuderia: In the land of football, Ferrari is queen! This proverb could be said, as the Maranello firm practically alone represents Italy in motorsport. It’s not for lack of major manufacturers, some of which, like Ferrari, have racing in their genes, but they are very scarcely involved, whether it’s Alfa Romeo, FIAT, Lancia, Maserati, or even Lamborghini, for various reasons. Ferrari attracts all the media, all the attention, all the passion, making the Cavallino Rampante the number one target for Italian sponsors who are willing to pay, just to appear on the immaculate red bodywork, amounts that some teams with limited airtime ask from some drivers, sometimes not so inexperienced after all.

However, it must be acknowledged that Scuderia Ferrari realized rather late, for itself and for Italian motorsport, the necessity of supporting the development and promotion of young drivers, with Felipe Massa’s accident at the 2009 Hungarian Grand Prix serving as a trigger. Since then, the team from Maranello has founded the Ferrari Driver Academy, led by Luca Baldisseri, but also works with the Italian Motorsport Commission from karting to Formula Abarth and Formula 3. For Giancarlo Minardi, Ferrari’s involvement is a step forward: The Italian Federation and the Ferrari Driver Academy have understood that they need to develop young talents, but as for finding a champion with Ferrari, it will take time even though we are the first to cry scandal when the Maranello team comes in second.

Ferrari being unable to easily play leading roles and give chances to young Italian hopefuls, Giancarlo Minardi regrets the absence of a “small” Italian team that would allow drivers, mechanics, and engineers to grow, a vocation that the Minardi team once had. The last drivers that Minardi tested before passing the torch to Toro Rosso were Luca Filippi and Davide Rigon. If the team had survived, these boys would be full-time in Formula One today, like Fisichella, Trulli, Nannini, Martini, and Morbidelli who started with the Faenza team. Today, Scuderia Toro Rosso, although claiming an Italian identity since it is still based in Faenza, does not give its chance to young Italian hopefuls but to those from the Red Bull development program, who can come from different backgrounds and sometimes, fortunately, from Italy, like Kevin Ceccon, AutoGP 2011 champion. The departure of Jaime Alguersuari and Sebastien Buemi, in favor of Daniel Ricciardo and Jean-Eric Vergne, reminded everyone of this vocation of the Italian team that more or less follows the directions of Red Bull, its parent company.

But Giancarlo Minardi also highlights the indirect responsibility of the FIA: « It’s also the result of a poor policy led by the FIA, between 1996 and 2002, which favored car manufacturers at the expense of private teams. » In this area, although Italy had a plethora of manufacturers involved in the 1950s, none wanted—or had the means—to join the battle against Mercedes, BMW, Ford, and Toyota in the 2000s.

At a time when teams are recruiting experienced and/or talented and/or wealthy drivers, Italy is currently not sufficiently equipped, either economically or in terms of training. Certainly, efforts have been made in this area, but they will only truly bear fruit in a few years and provided that the economic context is favorable to the promotion of an Italian driver in Formula One, unless Italy finds other means to support its drivers: « Sport thrives thanks to sponsors and this is true for all sports, not just motorsports. We cannot accept that private investors exclusively finance our national sports. Revenue is needed. We could dedicate a portion of the revenue from national games, as was once the case with SISAL, to the promotion of sport » proposes Giancarlo Minardi.

One thing is certain, however: Italy, like France in its day, has likely deluded itself, content in seeing Scuderia Ferrari sometimes carry the Italian flag so high, and not considering, probably mistakenly, that one day, Trulli, Fisichella, or Liuzzi might find themselves without successors.

Read or re-read the first part of our report