His (father's) workshops, and the family house, were sited at 264 via Camurri, next to the railway line running through the northern end of town... The buildings stand there today, now renamed and renumbered but looking almost as they did then, except for the television aerials sprouting from the roof of the two-storey house. From the road, the house looks deserted, the long, low workshops disused. But round the side, where the railway track passes along the front, up there on the brickwork of the upper floor of the house, the name FERRARI can just be seen, carefully lettered in white paint that may be only a decade or two from fading completely.

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The sixties arrived with no change in the scuderia's philosophies, and next to no change in the car. Dan Gurney had had enough and went to BRM, to be replaced by yet another of the Americans brought over by the US dealer Luigi Chinetti, this time Richie Ginther. It made no difference, and the scuderia were beaten in every Formula One race of the year bar the Monza Grand Prix, where the authorities had made the decision to run on the old banking, which led to the British teams pulling out. Phil Hill led a one-two-three for his team, the last win for a front-engined racing car and the 2.5 litre engine. Jack Brabham won his second title, and everyone went home to dream up a 1.5 litre engined car to run for the following season.

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In late 1939 Enzo Ferrari formed a new company, wholly owned by himself, called Auto-Avio Construzioni (AAC). Based in Modena, it was set up using funds from the liquidation of his former company and the wages he had earned during his spell with Alfa Romeo. The company's core business was to manufacture parts for the growing aircraft industry, and with Italian Prime Minister Benito Mussolini stockpiling weapons this could be seen to be a good financial move for Ferrari. Italy may have declared its neutrality, but no one expected it to last.

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Non mi piacciono i monumenti, he once said - monuments do nothing for me. Of course, the company he built has become the ultimate monument, in a country full of them, to him. Which is ironic, as he only started it in the first place to bankroll his love of motor racing. When asked which of the many cars his company had built he loved the most, he always replied his favourite was the next one that raced and won.

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