The Autodromo Nazionale Monza, a name synonymous with speed, motorsport, and Italian passion, has been a cornerstone of racing history for a century. From its inception in 1922 to its continuous evolution, Monza has witnessed triumphs, tragedies, and technological advancements, solidifying its place as the "Temple of Speed."
Genesis of a Legend: The Birth of Monza
The story of Monza begins in January 1922, driven by the Automobile Club di Milano's desire to celebrate its 25th anniversary and capitalize on the burgeoning Italian automotive market. The idea was to create a dedicated space for testing new models on the track. The catalyst was Italy's defeat at the inaugural Italian Grand Prix in 1921. The Automobile Club di Milano took up the challenge, establishing the Società Incremento Automobilismo e Sport (S.I.A.S.) on January 17, 1922. The company was granted a concession to build a circuit within the Royal Park of Monza.
The initial plan, entrusted to architect Alfredo Rosselli, envisioned a 14-kilometer circuit, comprising a road course and a high-speed ring. However, concerns about the environmental impact on the Royal Park led to a compromise, reducing the track's length to 10 kilometers. Despite this reduction, the project sparked controversy, highlighting the inherent conflict between the Autodromo and the Park. The construction of the circuit, with its roads, was a disruption to the environment, which had been redeveloped over a century earlier with the creation of the Park, its farms and villas, the large straight tree-lined avenues, the modeling of the land and the adaptation of the water system with the waters of the Lambro and adjacent canals. The park, established on September 14, 1805, by Emperor Bonaparte, aimed to create an agricultural estate and hunting reserve spanning over 700 hectares, three times larger than the famed Parisian park of Versailles.
Despite the initial resistance, construction began on May 15, 1922, and was completed in a record-breaking 110 days. The project involved 5,000 workers and a vast array of equipment, including 250 carts, 50 trucks, and a 5-kilometer narrow-gauge railway with dedicated locomotives and 250 wagons. On July 28, 1922, Pietro Bordino and Felice Nazzaro, driving a Fiat 570, became the first to test the track.
The official inauguration took place on September 3, 1922, amidst heavy rain. The event was attended by Prime Minister Luigi Facta. A week later, on September 10, before 200,000 spectators, Bordino won the second Italian Grand Prix, driving a Fiat 804.
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The Original Layout: A Test of Courage and Machine
The original Monza circuit was a formidable combination of a 5.5-kilometer road course and a 4.5-kilometer high-speed oval. The high-speed ring featured two steeply banked curves, allowing for theoretical speeds of 180-190 km/h, connected by two 1070-meter straights.
The track quickly became a proving ground for drivers and machines. The races held at Monza were known for the high speeds reached. In the early years, the circuit became a symbol of Italian motorsport, fostering the growth of the automotive and motorcycle industries.
Evolution and Adaptation: Responding to Safety and Technology
Over the years, Monza has undergone numerous modifications to enhance safety and accommodate evolving racing technologies.
1930s: Initial Modifications
In 1938, the circuit was modified with the reconstruction of the road layout, the demolition of the banked curves, and the expansion of spectator areas.
Post-War Era: Rebirth and Innovation
Following World War II, Monza was restored to its former glory.
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1955: The High-Speed Ring Returns
In 1955, a new high-speed ring was built, featuring reinforced concrete structures instead of earthworks. The two banked curves, designed by engineers Antonio Beri and Aldo Di Renzo, had different radii (318.20 meters for the north curve and 312.32 meters for the south curve) and a progressive transverse slope of up to 80%. The theoretical maximum speed was around 285 km/h. The renovated circuit, featuring the high-speed track, was used for the Italian Grand Prix only in 1955, 1956, 1960 and 1961.
1970s: The Introduction of Chicanes
In 1972, a chicane was added at the Junior variant to reduce speeds entering the Biassono curve. In 1976, this became a variant consisting of two left and two right turns to further reduce speeds.
Modern Era: Continuous Refinement
Further modifications were made in 1994-1995 to meet FIA safety standards, including redesigning the Lesmo curves, the Curva Grande, and the Roggia variant. Further changes were made in 2000, particularly at the Prima Variante and the Curva della Roggia.
Key Sections of the Track: A Driver's Challenge
Monza's current layout presents a unique challenge to drivers, with a blend of high-speed straights and demanding corners.
Prima Variante (Variante del Rettifilo):
The first variant is a very tight 90-degree right turn, followed by an equally tight left-hand corner.
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Curva Biassono (Curva Grande):
Originally known as Curva Grande due to its wide radius and length, it was renamed Curva Biassono in 1972 due to its proximity to the town of Biassono.
Seconda Variante (Variante della Roggia):
Born as Curva della Roggia, due to a small stream that flowed nearby, its design was modified in 1976 to reduce the ever-increasing averages. It thus became the Second Variant or Variant of the Roggia. It is also located at the end of a long straight (over 1 km with the accelerator fully depressed, including the Biassono curve) on which 335 km/h is reached.
Curve di Lesmo:
Surrounded by woods, the first Lesmo curve is located near the town of the same name. Located just 200 meters from the exit of the Second Variant, it is reached at not too high speeds and is a 75-meter radius right-hand bend that is tackled at around 180 km/h. Located 200 meters from the First Lesmo Curve, the Second Lesmo Curve is also located among the thick vegetation.
Variante Ascari:
In the past, it was one of the mythical points of the circuit: you arrived at it in full acceleration and entered the curve at almost 300 km/h. Only the best drivers managed to complete it at full speed. The name of the curve derives from the presence in the immediate vicinity of the Serraglio, the King's hunting lodge, where animals were also kept. Originally it was called Curva del Vialone, because it passed over the large avenue leading to the Autodromo Nazionale di Monza. From 1955 it changed its name and was dedicated to Alberto Ascari, who lost his life at that point. To slow down the high speeds, in 1972 a chicane was built at the entry point, which two years later was further modified in width and exit section, thus assuming the definitive name of variant.
Curva Parabolica:
The name of the curve derives from the presence in the immediate vicinity of the Serraglio, the King's hunting lodge, where animals were also kept. Originally it was called Curva del Vialone, because it passed over the large avenue leading to the Autodromo Nazionale di Monza. From 1955 it changed its name and was dedicated to Alberto Ascari, who lost his life at that point. To slow down the high speeds, in 1972 a chicane was built at the entry point, which two years later was further modified in width and exit section, thus assuming the definitive name of variant. You arrive at it keeping the accelerator pressed all the way from the Second of Lesmo and here too you reach 330 km/h. After braking, you tackle in rapid succession three left-right-left curves, which lead onto the straight opposite the pits. Originally these were two hairpin bends characterized by a radius of 60 meters and a width of 90°, joined by a very short straight. Given the particularity of the paving, made up of many porphyry cubes, it became famous for being the Curva del Porfido. Rebuilt in 1955, when the track returned to its original layout, it was called Curva Parabolica due to the design and trajectory it described. On the straight that leads to this curve, 330 km/h is reached again, then you brake to enter the curve at around 180 km/h.
Safety Measures: Protecting Drivers and Spectators
Safety has always been a paramount concern at Monza, with continuous improvements implemented over the years.
Run-off Areas and Barriers:
In correspondence with the curves, the track is widened with surfaces first in asphalt and then in gravel in order to gradually slow down the speed before the car impacts with the barriers. In the most recent international circuits (not here in Monza) the asphalt surface of the escape routes is treated with special colored paints that increase grip, contributing to deceleration.
Tire Barriers:
The tire wall is the most widely used system on international circuits today. The tires, all of the same diameter, are stacked and bolted together to prevent them from dispersing upon impact, reducing the effectiveness of shock absorption. Generally, the stacks are made up of 6 overlapping tires, and must have a total height of at least one meter. 120 cm high and 59 wide, the reinforced modules, 150 cm long, weigh 110 kg, and are arranged as a barrier; the absorption modules, of the same dimensions, weigh 45 kg and are placed transversely to the first ones. Filled with foam with modulable density, reinforced by a double sheet of sheet metal and connected to each other by three harnesses, the blocks have a very high absorption power but with the advantage of extreme simplicity in construction and reconstruction following an accident.
Monza and the Environment: A Commitment to Sustainability
In recent years, there has been a growing awareness of the importance of environmental sustainability. The inclusion of the Monza Park - including the Autodrome - within the perimeter of the Regional Park of the Lambro Valley is leading in recent years to the implementation of extraordinary intervention projects for the redevelopment of the Park and its structures, and in particular of the wooded areas.
Reforestation Projects:
In December, the Lombardy Region allocated funding of 160,000 euros, through a call for proposals from the Directorate General for Agriculture and Green Systems, to a large five-year forest improvement project launched by the Autodromo Nazionale di Monza. The program had the favorable opinion of the Regional Park of the Lambro Valley and the Superintendence of Archeology, Fine Arts and Landscape.
Specific Interventions:
A first level of work involves an area of almost 12 hectares near the Biassono curve, recently affected by an exceptional atmospheric event, where invasive exotic plants tend to take over from native ones. Selective cuts will therefore be made on infesting plants and on dead or dangerous specimens. The activities will not concern the areas furthest from public use, to protect the shelters and habitat of the local fauna. 2,610 young plants of oak, farnia, white hornbeam and other ecologically consistent species will therefore be planted. The second intervention (for an amount of 107,646 euros) instead aims to improve the composition and floristic richness of the forest, also pursuing the enhancement of the aesthetics and usability of the places. The area concerned, equal to 54.3 hectares, is mainly distributed between the curves of Lesmo, Ascari, the north Overpass and Alboreto. In the identified areas, 3,000 new native trees are being planted, including elms, ash trees and maples. Also for these lots, once cleaned of dead, decaying or invasive plants, monitoring of the new grafts will be guaranteed for five years.
Monza Today: A Modern Racing Facility
Today, Monza continues to host major international racing events, including the Formula 1 Italian Grand Prix, the GT World Challenge Europe, the Monza Rally Show, and the European Le Mans Series.
Facilities and Infrastructure:
In 1989, work began on expanding the pits and upgrading the facilities for the press, which had long been requested by both FISA and FOCA. The new pit complex covers an area of 2532 square meters and extends for a length of 196.30 meters, a width of approximately 12.90 meters and an overall height of two floors above ground. The image is that of a high-tech construction with considerable visual lightness. The pit system consists of 48 modular elements using mobile walls, designed to accommodate 16 Formula 1 teams of 2 cars. On the first floor, completed in the summer of 1990, there is a press room that can accommodate 370 journalists, with relative offices, rooms for telephones and telefax. Furthermore, next to the press room there is an area equipped to accommodate 80 photographers with development rooms and material storage. Another 4 photographic laboratories are located on the roof of the first floor.
Technological Advancements:
In 1989, important interventions were carried out to improve the technological systems and in the central grandstand, where the press grandstand was located, 36 soundproofed cabins were created for television and radio commentators, increased by 9 on a temporary structure during major events. As part of the renovation works, the new Autodrome management offices were also created and offices were created for the CSAI (Italian Automobile Sports Commission). Together with the structures, the technological systems were also enhanced or replaced and new ones were installed. These include the integrated system for the detection, processing and transmission of data, as well as for the remote control of the closed-circuit television system and for the connection of track telephones, with renewal of the relative equipment.
Visiting Monza: Experiencing the Legend
For motorsport enthusiasts, a visit to Monza is a pilgrimage to a sacred site.
Touring the Circuit:
Part of the fans. It is advisable to visit the circuit on days without races or events. In these cases, the entrance ticket costs a few euros, including private transport. You can stop in many areas. The visit can begin starting from the old north-east curve, made with concrete tiles which were obtained from the demolition of the first, original, high-speed ring built in 1922. This curve connected the starting straight with the central one. Practically, together with the porphyry curves located to the south, it gave life to a sort of high-speed ring. Having seen the north-east curve, we can take the avenue on the left, located shortly before the underpass, and immediately turn right and then run alongside the external part of the elevated north curve. After a few minutes' walk we will arrive at the junction between the elevated curve and the east straight (or levante straight). Here we can walk on the elevated north curve and progressively discover the increase in the slope.
Points of Interest:
Approximately 200 meters before the elevated south curve, on the right, it is possible to see a short straight section with concrete paving. This is the old Florio connection which connected the central straight to the elevated south curve. Our journey can continue towards the elevated south curve, preceded by a large open space which until the end of the 80s was occupied by the south variant, built in 1966. The elevated south curve differs from the north one in that a larger section of the track is on embankment (the north one, however, is almost totally above ground). In some points, especially at the beginning of the curve, it is still possible to see the seats of the "groundhogs", lights that delimited the edge of the curve and used for night tests. Walking on the track, shortly after the underpass, you can see a small gravel rise on the right. If we head inside, we will notice old traces of the central straight used until 1954, before the new renovation of the autodrome and before the construction of the new high-speed ring. Returning to the elevated south curve and continuing the journey clockwise, we will soon arrive at the junction with the road track. Here we can still see a piece of the old main straight which was connected to the second porphyry curve. The itinerary is quite long, in fact you walk several kilometers. As a result, it is advisable to wear comfortable shoes and carry limited weights.
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