1919 1930 1940 1950 1960 1970 1980 1990 2000 2019

In these pages, it is my desire to tell the story of my family's one hundred years of dedication to the car. Beginning with my grandfather, Alfredo, whom I did not know, who started with a small coachbuilder and foundry model workshop, which in 1989 became STOLA s.p.a..
Maintaining the memories also through the lives of my Father, Uncles Giuseppe and Roberto, my Cousin Massimo, the executives, the workshop leaders and all the employees I have met, I will describe the contributions they all made.
From as far back as 1919 to 26 July 2004, the day I left the presidency and every operational position in STOLA spa, and then from 2005 to 2019, founding STUDIOTORINO srl, this century of people, projects and places will be retold so that the memories are not lost.
Part of this narrative will also include the three companies 100% owned by Stola s.p.a. : Estival, Tecnocars and Stola do Brasil.
This story is dedicated to my father Francesco, whose life was taken away by evil, cowardly men at the age of 49.
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Turin 1896, Corso Casale 62 on the corner of via Casal Borgone 1, the wine emporium of Francesco Stola founded in 1875.
Alfredo Stola was born in the family home in Via Casal Borgone 1, in the Madonna del Pilone neighbourhood on the banks of the river Po ,Turin, on the 31st August 1894. He was the first born, later joined by his sisters Gabriella and Adelina. His father Francesco and his mother, Vincenza Brunazzo, were traders with a thriving business in the sale of the wines and liqueurs of Asti and Monferrato. In Corso Casale 62, on the corner of Via Casal Borgone 1 within the family property, they had an important and profitable retail outlet called "Emporio Vini Stola Francesco" managing a retail and wholesale business for northern Italy founded in 1875.

1905 Alfredo Stola on the day of his christening.
The young Alfredo however, proved much more interested in the motor car and its technology, his parents encouraged him by offering him the opportunity to undertake technical studies.
So, after graduating from middle school, encouraged by his parents, he undertakes technical studies and at eighteen years of age, not without a good dose of courage, he decides to leave Italy for Brazil.
There are no photos taken by Alfredo during his time in South America. Everything was told by him to his three
children, and consequently to grandchildren. So we wanted to imagine through these two postcards found on the web his ocean crossing, and a Sunday walk in the center of Santos. In these vintage photographs we see the motor ship Tomaso di Savoia at the port of Genoa in those years often used on the Genoa - Buenos Aires - Santos route, and a suggestive image of the center of Santos in the last century, probably on a day of celebration.

1915, island of Morosini in the province of Gorizia.
Alfredo Stola, infantryman of the Italian army at the
beginning of the First World War.

In the autumn of 1912 he embarked from Genoa, his destination Santos, a city with the largest port in South America and very close to Sao Paulo.
As with many Italian emigrants arriving in Brazil, after nine days sailing the young Alfredo met his father’s Italian contact who had placed him in work.
The job was as a foundry apprentice modeler in the field of large marine engines, here he stood out for his natural ability to work with wood, following technical drawings and learning the sand casting processes.
It was this experience, gained in the environment of motorized transport, that a few years later would allow him to take his first steps in the fervent Turin automotive industry.
With the military call, Alfredo returned to Italy in 1915 to participate in the First World War, and enlisted in infantry he would be positioned at the front near the Isonzo river in the Isola di Morosini area.


The choice of area was deliberate, it was in the heart of Borgo San Paolo, the location of the headquarters of Lancia, which was then one of the most important Italian car factories, renowned throughout the world.
On an area of just over 300 square meters, his team was composed of four collaborators: Carandino, Moiso, Pronel and the apprentice, Cit.

1919 Turin Alfredo Stola.

Torino 1919 Inside the model shop of Alfredo Stola in Corso Racconigi 138.

Being less than a kilometer from the Lancia factory, the small workshop was immediately appreciated by the car maker, not only for models but also for the prototype panels assembled on demonstration bucks, some of which were drivable. In the meantime, a sincere relationship of mutual respect was being established between Alfredo Stola and Vincenzo Lancia. It was at this first location that various demonstration models for exterior bodywork and interiors were being built. Also, castings for Lambda engine parts, to be put into production from 1921 onwards.

Turin, corso Racconigi 138. part of the Alfredo Stola modelling team from the end 1920's.
From the left-Corandino, Alfredo Stola, Moiso, Pronel and Cit.

1920 1:1 wooden scale model of the Lancia Lambda first concept.

1921 model of the Lancia Lambda chassis.
It is interesting to note the hand-written sign, that can be read with difficulty,
showing the company name and the address of the modeling shop.

1924 wooden model of the Lancia Lambda Torpedo.

1920 Complete design of the foundry models for the Lancia Lambda engine.
Other work followed for the Dilambda and Augusta models ; the Artena in 1933 would become the last project delivered from the Corso Racconigi site.
The details of this last project being a "restyling" as we would call it today.
New style wooden running boards and mud-guards were fitted to the previous production model; in this way a kind of running model / prototype was realised.

1929 of the foundry models for the Lancia Astura engine.

Turin,1933 wooden model and sheet metal prototype for the Lancia Artena third series.
Alfredo Stola's driving licence from 1930.

In 1934, the works moved a few hundred meters, to Via Issiglio 38, bordering the wall of the large Lancia factory in Via Monginevro. 800 square meters of workshop owned, designed and built under the direction of Alfredo.
It was complete with diverse work areas, cast iron countertops, a column milling machine, accounting support offices and a headcount of around 20 employees.

For "Stola Modelling", The wall of the Lancia plant in Via Issiglio would become a legend within in the workplace, when Vincenzo Lancia himself, opened a connecting gate right in front in order to speed up movement between the companies.
A saving of almost a kilometer for the movement of the models that, at the time, were pushed by hand on a cart.
With the new gate across the street, it allowed direct access to the Lancia courtyard without having to go through Lancia's goods reception in Via Caraglio.
"Aprilia" and "Ardea" were the model names of the period. Alfredo Stola designed the first wooden maquettes for interiors and exteriors on the same buck for these models.
The aim, to understand both style and habitability together, given the unusually daring aerodynamics for the time.

Turin, 1932, via Issiglio 38, Alfredo Stola with his
Fiat 514 TO 37145, on the site of his new workshop.

Vincezo Lancia poses in front of his premises in Borgo San Paolo. In 1936 he will open a door
driveway in front of the street of Via Issiglio 38 corresponding to the model shop of Alfredo Stola.

1934 the working hours of 14 employees
on the Lancia Aprilia.

Vincenzo Lancia, in the search for totally new streamlined forms, found in the laboratory of Alfredo Stola, the ideal partner who also had the capability to create prototype bodywork in both sheet metal and, in the early stages, wood.
Looking at the archive photographs, it is surprising to see how, at the time, car models were built with thin wood, hollow on the inside to make the habitability and ergonomics immediately verifiable.
These are very profitable years for the Italian automotive industry and the "Alfredo Stola" company would soon become a benchmark for its expertise, not only for Lancia but also for the other Italian car manufacturers, such as Fiat, OM, Diatto, Farina, SPA. Lancia.
Turin 1934. Interior and exterior wooden models for the Lancia Aprilia In effect it was a half model, with the interior visible from one side Unfortunately there are no photographs, but this was described to Alfredo Stola by his father.

1934, a 1:1 scale model of one of the proposals showing both interior and exterior together It is conceivable
that it also had the doors open, as shown by the steering wheel and the window not being completely lowered.
The license plates shown were those of Alfredo Stola's personal Lancia Augusta.

1935,Taken in the courtyard of Lancia,38 via Issiglio, one of numerous aerodynamic
prototypes requested by Vincenzo Lancia.
From the number plate this appears to be the fifth proposal model of 1935.

1938, Avogadro Technical Institute of Turin, Giuseppe Stola, the first on the left, at the fourth year practical exam.

The war period between 1940 and 1945, represented a potential moment of crisis in production, but this was in fact offset by military orders dedicated to the development of special vehicles for the Italian army.
Running prototypes for presentation to the high command, scale models, special trucks, elongated cabins, and wheel rims adapted for desert use, were some of the unique productions of the time.

Interior of the laboratory in 1940.
1939/1943 models and scale models of military transport vehicles built for Lancia and Fiat in view of the military conflict.

1946 The Stola family. From the left: Francesco, Margherita, Roberto, Alfredo and Giuseppe.
Alfredo Stola, Giuseppe Stola
Turin, 1946. "Alfredo Stola" modellers. Alfredo Stola (third from right standing).
Giuseppe Stola (fourth from left standing). Francesco Stola (third from left standing).

Turin 1947 The Stola brothers: Roberto at 11, Francesco, 18 years old and Giuseppe, 25.
After the Second World War, with the subsequent recovery of the Italian automobile industry, the "model shop" had a workforce of over 25 workers.
The three sons Giuseppe, Francesco and Roberto, born respectively in 1922, 1929 and 1936 from the marriage with Margherita Converso, gradually joined the business under the strict gaze of their father.
They acquired the necessary experience, demonstrated differing abilities as well as their own individual characters, earning respect from both customers and workers.
Following the end of the war, normal business could begin to resume, slowly at first, then increasing from 1950 with the arrival of a new customer, Alfa Romeo, with its impressive sedans.
On the 25th March 1951, Giuseppe Stola married Nena Gollo, as a result of their union two children were born, Margherita in 1951 and Massimo in 1960.
Giuseppe Stola
Turin 1950, Theeldest son, Giuseppe, at the workbench constructing a casting model for a motor.

May 1950,Francesco Stola receives his civil license.

October 1950 Francesco Stola is recieves
his military truck license.

1950 Civitavecchia. Francesco Stola, on the left,
with a fellow soldier posing next to the Lancia 3Ro.

1950 Civitavecchia Francesco Stola, on the right,
with two comrades for lunch.
25 MARCH 1951
On March 25, 1951 Giuseppe Stola marries Nena Gollo and their sons Margherita and Massimo will be born from their union in 1953 and 1960.

Florence March 27, 1951 Nena and Giuseppe Stola

Torino 1963 on the fifth floor of via Issiglio 40,
siblings Margherita e Massimo Stola.

Torino via Issiglio 38, center, resin worker Ranzato.

The model shop in the 1950's, we can see Carlo Bordone.

Example of a master model construction.

Alfredo Stola relaxing with modellers Francesco Nada and,
on the left Ranzato.

In the laboratory we can see standing on the left Giuseppe Stola and on the right, Michele Comba.

Sellan Sante, one of the historic workshop heads,
as always flanked with the other, Carlo Bordone.

Turin 1953, Via Issiglio 38, Alfredo Stola in front of the office with his new Fiat 1900 A.
In 1954, a few hundred meters from the modelling shop, in Via Vincenzo Lancia, the construction of the Lancia skyscraper designed by the architect Nino Rosani began. A futuristic, 70 meter high building, unique in the world, crossing the road, allowing traffic to pass below. An original concept, the car company projecting the neighbourhood of Borgo San Paolo into the future. It was recognizable from every part of the city, especially at night, topped by it’s giant blue neon emblem.

1955 the skyscraper under construction in via Lancia.
On the square the transporters with the Aurelia B24 Spider.

1957 the completed skyscraper capped by the
neon blue Lancia sign on the roof.


1955 Alfa Romeo 2000 Master Model
From the left Roberto Stola, Aldo Peiretti, Francesco Stola and Carlo Bordone.

1955 Master Model: Alfa Romeo 2000 sedan.

1955 Master Model:Alfa Romeo 2000 sedan.

1955 Master Model Fiat 1200 Cabriolet Pininfarina.

1955 Master negative moulds and Master Model for Fiat 1200 Cabriolet Pininfarina.

1956 Master Model OM Lupetto.

1956 Complete assembly of resin negatives OM Lupetto.

1957 The first prototypal body in beaten sheet metal of the Fiat 1200 Cabriolet Pininfarina.
Towards the end of 1957, Alfredo Stola felt the need for his company to be identified with a logo, illustrating the tradition and continuity through a graphic device that well represented the family name.
He designed it personally, at the drawing board, in black and white, a special three dimensional form made up of a rhomboid and the Stola name.

1957 Via Issiglio. Alfredo and third son Roberto
during the restructuring.

In 1957, his sons were delegated to carry out an extension of the model shops in via Issiglio 38 incorporating a new stone façade.
At the same time, next to the model shop, a six storey building consisting of thirteen apartments was started, replacing their old residence.
Alfredo's goal, was that he and the three sons would live together, having a floor each.
The remaining nine apartments would be rented to the most deserving employees.

1957 Via Issiglio 38 and 40 before the construction
of the building and renovation of the laboratory.

1957, renovation work begins at number 38,
stone facade and extension of the workshop.
The executive project approved by the Municipality of Turin in 1958 for the construction of a building at number 40 in Via Issiglio,
alongside the recently renovated model shop at number 38.

Turin 1958 Via Issiglio 38 two models ready for shipment.
In front of the little Topolino, the Fiat 1900 A by Alfredo Stola is visible.
In the background on the right you can see the access to the construction of the wooden scaffolding
where the palace of the Stola family is about to rise at number 40.

1958 The construction work sign in the
name F.lli STOLA.

1958 competion of the third floor; three others are
still to be added at number 40.
1 JUNE 1958

Turin, June 1, 1958. Francesco Stola and Aimo Maria get married in the Sant'Anna church.

l June 1, 1958, in the Sant'Anna church in Turin, Francesco Stola and Aimo Maria married.
From this marriage the little Alfredo was born in Turin on 26 July 1960.
His grandfather, suspecting that he would not live to see his nephew due to illness, bought a cuddly toy dog for him months before, asking Maria to give it to him as a first birthday present in his memory.

15 August 1959 Bergeggi.
Alfredo Stola with his daughter-in-law Maria walking.

January 1960 The soft toy bought by Alfredo for his nephew.

1958 Master Model Peugeot 404 Cabriolet Pininfarina.

1958 Master Model: partial central part Lancia Flavia.

1958 Master Model Innocenti 850 Spider.

1959 Master Model ISO Rivolta 300.

1959 Turin across the street from 38,Via Issiglio.

What followed was a very important decade, characterized by the technical experience of the Stolas and their modellers reaching a peak of maturity. The modellers of that period were recognized by their customers, they had little competition for their extraordinary skill and speed of execution.
In the 1950s, from the workforce Carlo Bordone and Sante Sellan stood out. They became the two workshop managers, continuing in their roles until 1992, retiring after 42 years of extraordinary and tireless work.
It is important to remember that in those years all the models, bodywork, interiors, and engines, were made by hand, each form was derived from mathematical and trigonometric calculations.

1959 Turin Via Issiglio 40 Francesco Stola
during the construction of the palace.

1959 Master Model FNM 2000 JK Brazil. Derived from the Alfa Romeo 2000, it will be produced under license from 1960.

1959 Departure of the Master Model FNM 2000 JK, by ship from the port of Genoa to Rio de Janeiro.
In the background on the right you can see the scaffolding of the house under construction.
In the background on the left you can see the water tank of the Lancia factory.

1959 Master Model Fiat 2300 Coupè OSI.

1959 Master Model Fiat 2300 Coupè OSI
Standing from the left Luigi Rossetti, Gino Rossetti, Carlo Bordone and Roberto Stola, behind Sanna.

Turin 1958 Via Issiglio 38, in front of the Lancia wall,
Alfredo Stola with his son Francesco.
The DKW convertible of Giuseppe Stola.

Turin March 1959 in via Issiglio 38,
opposite the Lancia wall, Alfredo Stola with
his son Roberto and Whiskey dog.

Turin via Issiglio March 1959 Alfredo Stola observes the end of the renovation of the workshop at number 38
and the construction of the family building at number 40.
Behind him his new Alfa Romeo 1900 Super will be his last car.
27 MARCH 1960
On March 27th 1960, at the age of 66, following an illness and surrounded by the affection of his sons Giuseppe, Franceso and Roberto, Alfredo passed away. According to his wishes, a chamber of rest was set up inside the factory.
The family and the workers all kept watch over him day and night until the day of the funeral.
That morning, the community of "Borgo San Paolo" felt the need to participate, coming out in numbers to say farewell to "Monsú Stola", as he was known by everyone.

1960 the last image of "Munsù Stola"
as he was widely known.

Turin March 30, 1960 in Via Issiglio in front of numbers 38
and 40, the community of Borgo San Paolo
say their final farewell.

Turin, March 30, 1960 the funeral procession in via Monginevro.
The coffin is transported by the modelers, on the right we can see Carlo Bordone and Francesco Nada.
To the right of Nada, Fabbris and behind him the Stola brothers. The first on the right is Ranzato.

The three brothers, full of gratitude to their father, immediately changed the company name to "ALFREDO STOLA & FIGLI" - "Alfredo Stola & sons".
They took over, already well prepared to lead the company.

The last final financial statement of Alfredo Stola of the year 1959, with a gross profit of £ 17,662,929.

1961 Francesco, Maria and Alfredo in corso Trapani 179.

1963 Alfredo Stola on his Dad's Fiat 1500 Cabriolet.

1963 Francesco Stola with Alfredo in San Grato di Villanova

1960 Master Model Lancia Flavia Coupè Pininfarina

1960 Master Model Lancia Flavia Coupè Pininfarina

1960 Michele Comba and Carlo Bordone

Turin August 1960, the Lancia Flavia Coupè Master Model departing on the destination truck the Pinifarina plant.
In this photograph you can see the Fiat 1100 box body owned by the company Alfredo Stola.
Next to the Lancia Master Model loaded on the truck you can see the finished Stola family building.

Via Issiglio September 38, August 1960 the master model of the Lancia Flavia Coupè Pininfarina.
The last project directed Alfredo Stola.
In the photos Francesco Stola poses for a souvenir photo before delivery.
In those years confidentiality was absolutely not required.

October 1960 La Morra, Sunday lunch offered by the company to celebrate the delivery of the Lancia Flavia Pininfarina model. Carlo Bordone Francesco Stola and Zenoni, standing, Renato, are recognizable rear right seated first
on the right was Giuseppe Stola and to his side, Peiretti.
Technical developments in resin materials by Ciba and Bayer chemical companies had been trailed in the modelling sector in Turin since the 1950's and were opening up new opportunities.
The use of these innovative materials, which at the beginning were called "plastic woods", attracted new international customers such as Nsu, and American Motors, first for the creation of resin moulds of individual parts followed by the real "master" models "of complete motor cars.
Compared to wood, these materials guaranteed dimensional stability, resulting in a significant improvement in the final quality of mass-produced automobiles.
The "Italian boom" of the 1960's meant you were almost always at work, with a break only on Sunday afternoons, but even that was not guaranteed.
The customer of the time included Lancia, Alfa Romeo, Fiat, Autobianchi, Innocenti, Bertone, Osi, Om, Pininfarina, Iso Rivolta and Nardi alongside the foreign companies already mentioned.

1962 Master Model Fiat 850 T.

1962 Master Model Fiat 850 T
From left standing Carlo Bordone and Francesco Stola,
seated Francesco Nada, Giorgio Rossetti and Aldo Peiretti.

1962 Resin assembly and control jig of the Ferrari 330 GT 2 + 2 Pininfarina.

1962 Ferrari jig 330 GT 2 + 2 Pininfarina.

1962 From the left Michele Comba, Aldo Fonda,
Gino Rossetti and Carlo Bordone.

The Ferrari 330 GT 2 + 2 Pininfarina will be Enzo Ferrari's personal car, which he will use for many years.
The Alfredo Stola & Figli in 1963 will build the only assembly control jig for Pininfarina.
The Pininfarina stylist for this 330 GT was Tom Tjaarda who made several visits from the Stolas in via Issiglio 38.

1963 Master Model Fiat 850 Coupè.

1963 Master Model Fiat 850 Spider Bertone.

1964 Master Model Fiat 1100 R.

1964 Master Model Ford Anglia Torino.

1964 painted Master Model Fiat 238 from the left Aldo Peiretti, Gino Rossetti,
Francesco Stola, Luigi Ivaldi e Francesco Nada.


1964 Master Model Alfa Romeo Spider Pininfarina.

1964 Master Model Alfa Romeo Spider Pininfarina.

1964 Master Model Alfa Romeo Spider Pininfarina.

One variation to the construction of demonstration models and master models, was the order from Autobianchi for the production of fiber-glass exterior body panels and chassis for the Stellina spider. An innovative weight saving and corrosion-proof material.
This project took place between 1963 and 1965 for a run of 503 vehicles.
The Alfredo Stola & Figli, with a team of resinists, inside the laboratory of Via Issiglio will make all the fiberglass parts of the entire production of spare parts included.
It is likely that this Autobianchi to have been the first resin car built in Italy thanks to the new chemicals available on the market.
For the record, In the same year Porsche put into production the fiberglass type 904 for a run of 120 vehicles in Germany.

1964 The team dedicated to the production of the fiberglass details of the Autobianchi Spider Stellina,
from the left Sellan Sante, Ranzato, Valentino, Nada, Sanna, Lombardi, Bambino.

1964 Sets of resin molds with a wooden structure under test to check the coupling of the Stellina.

Turin 1963 in via Issiglio 38 a photo of Francesco Stola, in the center, with some of his modelers.
Standing from left Sellan Sante, Fabbris, Francesco Stola, Comba and Bambino below Gastaldello, and Ranzato Antonio

Turin 1964, in front of number 38 , via Issiglio. Francesco Stola with his son Alfredo and his Maserati Sebring.
In 1964, Giuseppe, the eldest son, decided to leave the modelling business, entering the foundry sector and specialising in large iron castings.
Called S.E.V., a new 2,500 square meter factory was built in Rivoli, Corso Canonico Allamano 72, the business continued successfully until 1992.
The company logo, used only from 1965, also tells of the continuity between the three brothers, it was always a rhombus form with the same characters and colours, as well as the acronym S.E.V., an idea of Joseph's meaning Wisdom, Experience, Will.

Rivoli 1965 The head of the workshop Luigi Ivaldi lights
the oven to start the first Cast-iron pouring of S.E.V.

There was a commercial synergy between the two businesses, many of the customers of the new foundry being the same as those of the model shop, ie Fiat, Lancia, Alfa Romeo, Autobianchi, and the historic builders of Torinese pressings such as Berto-Lamet and Itca; from the 1980's Ford and Saab, were added to the list.
After the bodywork models, the forms were built and large castings created to make the panels; this was the synergy between the brothers and their respective companies that so benefited their customers.
Giuseppe e Francesco Stola
Rivoli, 1965. Giuseppe and Francesco Stola at the first cast-iron casting in their SEV foundry,corso Allamano, Rivoli.
Iron castings for molds, shown is a front door.

Large casting for multiple molds.
During this period, Francesco and Roberto retained a minority and non-operative shareholding, leaving the management completely to Giuseppe.
At the age of 69, Giuseppe came to realise that he was too old to work in the foundry, the work was hard and dangerous, and so it was decided among the shareholders to liquidate the company, selling the remaining materials and, above all, the land located in one of the most sought after industrial zones on the outskirts of Turin.

1965 IKA Master Model Renault Torino 380w licensed by American Motors Corporation (AMC).

June 1965, In the laboratory of via Issiglio 38, on the day of the client presentation,
Francesco Stola and modeller Francesco Nada are shown.

1965 Master Model of the Innocenti Lambretta
The last "master model" built at the old headquarters of Borgo San Paolo, the Fiat 124 type sedan, which for the record was known as A 520.

Turin 1965 via Issiglio 38, the Master of the Fiat 124 sedan is the last work built here.
The photo shows the model on the truck ready for delivery at the Fiat Mirafiori plant.
2 OCTOBER 1965

For the historic model shop in via Issiglio, despite the expansion completed in 1959, new customer requirements now meant that the office was too small and no longer suitable in terms of space, industrial confidentiality and not least the increasing workloads.

In autumn 1965, following two years of construction work directed by Francesco, a third new office was opened under the name "ALFREDO STOLA & FIGLI", in Via La Thuile, 69-71, Lesna, Turin.

The brothers also had two 6 floor buildings containing 39 apartments rented out to employees at 71,75 and 77 Via La Thuile.
For the opening, the Stola logo was updated, the original graphic but now in red on a gold background.

Turin 1963 the first executive project of the future factory for the new model shop in via La Thuile 69.
The land was purchased by Alfredo Stola in 1958, and for this reason his sons Giuseppe, Francesco and Roberto will always write the property of "Sig Stola Alfredo" on the executive drawings.

Turin 1963 The first executive project of the residential building in via La Thuile 71, 73 and 77.
The land was purchased by Alfredo Stola in 1958, and for this reason his sons Giuseppe, Francesco and Roberto will always write the property of "Sig Stola Alfredo" on the executive drawings.

Turin, autumn1965, the driveway entrance of the new headquarters in Via La Thuile 69.
Above the door you can see the STOLA logo in red. Next to the building built by the Stola brothers for some
of its employees at numbers 71, 73 and 77.
At the end of 1965 Francesco Stola transformed the logo from black and white into red on a gold background.
The new factory was opened with a real party, with employees, wives and customers invited.
The evenings highlight was a gala dinner accompanied by live music by the beat group Mister Bianco.

From the right, Piazza, Bordone, Stola, x, y, z and Sardi.
Autumn 1965, the opening party in the new modeling shop of Alfredo Stola e Figli in via la Thuil 69 in which all the
employees took part with their families and customers. The Beat group, typical of the time, was Myster Bianco.
The room, measuring 4000 square meters, tiled in stoneware, with high diffusion directional lighting, fully air-conditioned for all seasons, complete with 6 camera controlled reserved areas, 400 square meters of cast iron plates, 3 gantry lifts and above all the very first "Dea" electronic measuring machines.
Investments that, combined with the most skilled modelers in Turin, immediately made it one of the most modern model shops in Europe.

1965 aluminum identification plate riveted on each
model or resin produced by the company.

One of the working areas for the modelers, Ruggeri is on the right and Marigonda Arrigo, in the hat,
on the left at the back, with the red Ciliutti Silvano shirt.

Another modelling area with the carraia
exit in via Villa Giusti.

In the testing area one of the five DEAs.

Test area, Carlo Mantovani stands checking a
model for Ford using a DEA.

Larger view of the testing area.

One of the six reserved private boxes, equiped with 6x3 meter steel plates each with Quick sliding grooves.
You can see the "no entry" sign in nine languages.

A view of the testing area where you can see the crane
for use by the modelers.

At the semi-automatic three-axis milling machine,
Carlo Bordone, one of the two workshop managers.

Michele Comba at the flat milling machine.

In this state of the art structure, the head-count almost doubled in the first year, reaching 60 employees.
A futuristic environment, oriented to both customers and workers, who appreciated the cleanliness, controlled air conditioning, perfect lighting, and the many load lifting apparatus.
The employees appreciated the family management and the industrial vision of the Stola brothers.
In that period most of the competitions modellers would have liked to have worked at"Alfredo Stola & Figli".
Francesco, 7 years older, was the president and Roberto, vice president. Two very different characters and therefore complementary to the company.

The former, a refined technician and modeler and the latter an extraordinary businessman, strongly oriented towards the customer. These characteristics, added to the extreme skill of the workers were the reason for a very significant growth in the years to come. The "master models" the Fiat 124 Coupè, the Ferrari 365 GT 2 + 2 for Pininfarina and the Autobianchi A111, were the main projects at the time of the move between the end of 1965 and the beginning of 1966.

1965 Master Model Ferrari 365 GT 2+2 Pininfarina

1965 Master Model Ferrari 365 GT 2+2 Pininfarina

Giovanni Battista Farina.

On 3 April 1966 the Commendator Giovanni Battista Pininfarina disappears, and the Stola Family remembers him with esteem and gratitude for the trust placed by his company in entrusting the realization of six master models.
The Modelleria degli Stola as supplier of Pininfarina in these ten years has been involved in the following projects:
Fiat 1200-1500 Cabriolet - Peugeot 404 Cabriolet - Lancia Flavia Coupe - Ferrari 330 GT 2 + 2 - Alfa Romeo Spider - Ferrari 365 GT 2 + 2.

1965 Master Model Autobianchi A 111

1965 Master Model Fiat 124 Coupè

The very first project acquired and realized in the new premises was the "master model" of the Isuzu type 117 designed by Giorgetto Giugiaro. The meeting with the great stylist of Italaldesign and the management of the Japanese car manufacturer in 1966, represented the first sign of the internationalization of "Alfredo Stola & Figli". In the following 5 images you can see the various stages of the realization of the "Master Model".

Giorgetto Giugiaro during the Isuzu period.
The cube structure in standardized, milled steel, the assembly of the details on a tubular resin base and the testing phases on the plate, all very modern for at the time.
Using "Quick" electronic calibration and a controlled temperature environment, a dimensional tolerance of 2 tenths of a millimeter could be achieved.

1966 Master Model Isuzu 117 drawing by Giorgetto Giugiaro.

1966 Master Model Isuzu 117 in assembly. Francesco Nada tests with the Quick the Master.

From left, Carlo Bordone, Giuseppe Valentino, Bergoz Ladislao, Gastaldello, Fabbris,
Francesco Stola with his dog Lupo, Francesco Nada and Viviani.

1967 Master Model commercial vehicle FIAT.

1967 Master Model commercial vehicle FIAT.

1967 Master Model Alfa Romeo 1750 GT Coupè Giugiaro.

1968 Master Model FIAT 130 Berlina.

1968 Master Model FIAT 130 Berlina.

1968 Master Model FIAT 130 Berlina.

1969 Mitsubishi Master Model designed by Giugiaro (S.I.R.P.). Probably from the Colt series, though not making it to production.

1969 Master Model FIAT 127.

The last Master Model realised at the end of the 1960s was that of the classic Flavia 3 series sedan. A work commissioned by the historic Turin-based Lancia brand, begun under the ownership of the financier Carlo Pesenti before it passed Fiat.

1969 Master Model Lancia 2000.

1968, a moment of relaxation in the resin department of Alfredo Stola & Figli.
From left: Giuseppe Valentino, Carlo Bordone, Di Pietro, Foti and Zanellato.

Between 1966 and 1969, Francesco, again in memory of his father, promoted a cycling team called "Alfredo Stola", a fashionable pursuit of the time.
For two out of the three years, they won the amateur championship for Piemonte, also winning dozens of cups in stage races in the adjoining Liguria and Lombardy regions.

At the rear of the Fiat 850 T coach, modeler
Marigonda Arrigo hand painted the bear and the
wolf team mascot. 

Turin, spring 1968 the "Alfredo Stola" team poses in Piazza Castello in front of the Royal Palace.
The child at the center is Alfredo Stola.

1969, director Pratis with the cyclists of the Alfredo Stola race team in the Roero.

1969 in the Roero region Francesco Stola together with his partner Angela Sardi and the manager
of the administration Elisabetta Piazza attend the race.

As a thank you to their customers, to motivate their workers and greet the new decade with optimism, the company took part in the the 51st Turin motor show in 1970 running from 29 October to 13 November.
Their stand at in the historic Palazzo Esposizioni presented three demonstration models of individual body parts, outer skin and compete chassis.
The brochure's slogan distributed to customers and the public was "The car was created by us in 1919".
From the professional photography of the event, note that the stand's banner is "STOLA" and no longer "Alfredo Stola & Figli".

1970 Turin Stand of Alfredo Stola & Figli at the 51st Motor Show.
It is curious to note the written Stola in full instead of the actual company name.

Fundamental to the company's growth was the complete modeling development of the Alfa Sud, designed by Giugiaro, in all its 3/4 door, coupe and spider variants. The latter never being produced. A project started in 1970 and so important that the Alfa Sud took over 500 square meters of the Alfredo Stola & Figli facility, having its own testing area and offices for its resident technicians, who worked on the coordination of suppliers throughout the industrial area of Turin.
The Sunday visits of Giorgetto Giugiaro to Via La Thuile were unforgettable. Checking the quality of the surfaces of the master models in complete tranquility, his 6 year old son Fabrizio, always accompanied him. A tradition, though not always on a Sunday, that continued for the Isuzu Piazza and Saab 9000 models.
During these visits, among the resin models, a great friendship was born between the young Fabrizio Giugiaro and Alfredo, son of Francesco Stola.


1970 Alfa Sud control jig.

1970 Alfa Sud control jig.

1972 Master Model Alfa Sud Giardinetta

1972 Master Model of the family version.

1973 Master Model Alfa Sud Sprint for sheet metal control.
The technical director of the Alfa Sud, Engineer Rudolf Huruska, known for being one of Professor Ferdinad Porsche's assistants in 1938 on the original VW program and later,together with Piero Dusio for the Formula 1 Cisitalia. In those years, the Alfa Sud factory based in Pomigliano d'Arco was thought to be the largest industrial project in southern Italy, where the government shareholder had decided to create a car factory.

Rudolf Hruska at the time of the Alfa Sud.

Sestriere winter 1988. The Principe Di Piemonte hotel,
the perfect engineer Rudolf Hruska's favorite
for his passion for skiing.
During the 1970’s, besides the Alfa Sud, other extraordinary projects were overseen by the Engineer Hruska for Alfa Romeo in Arese.
The two brothers had gained the trust and confidence of the great technical director, just as their father had done with Vincenzo Lancia. In particular, with Roberto, the friendship continued even after Huruska had retired. Pleasant winter meetings at Sestriere, sharing descents on the slopes, in fact it was the Engineer the had given him his first ski lessons.

Sestriere 1988, Hotel Principe di Piemonte. Engineer Rudolf Hruska already retired with
Roberto Stola andtheir respective families.

In the 1970s, a number of impressive master models were created, and, despite the oil crisis and union unrest in the country, some extraordinary cars were born in via La Thuile 71.
In order to more securely face this considerable increase in work and to manage the increasingly organized customers, from a professional point of view, in 1971 the two Stola brothers took on Alberto Sasso, a very young mechanical engineering graduate from the Polytechnic of Turin.

1975 The technical direction of Alfredo Stola & Sons.
The two workshop managers Sante Sellan and Carlo Bordone, and in the center the
engineer Alberto Sasso in the meeting room, via la Thuile 71.

A role which was new for those times in a relatively small company, today we would call him the General Manager. Certainly a sign of modernity and change half a century after the first workshop of 300 square meters occupied by the owner, 3 modelers and the boy apprentice.
A choice that would prove even more forward-looking when, from the beginning of the 1980s, foreign sales would consistently represent 40/50% of the entire turnover.


1971 Massimo and Alfredo Stola in the meeting room,
Via La Thuile 71

1972 Alfredo Stola opposite 69, Via La Thuile, in the
background the Fiat type 625 company truck.

1970 Master Model FIAT 132

1970 Master Model FIAT 132


1970 Master Model 130 Coupè for Pininfarina.

1970 Master Model Ferrari 365 GTC4 for Pininfarina.

1970 Master Model Alfa Romeo Alfetta

1970 Specific master for complete Alfa Romeo Alfetta side panel.

1970 Alfa Romeo Alfetta Master for verification of the attachment of moving parts to the
windscreen frame and rear window frame.

1970 Lancia Beta foundry models for the engine of the modified former
Fiat Lampredi Beta for the Borgo San Paolo Lancia plant.

Among the most notable, if not important projects, in the early months of 1970 the truck manufacturer Kamaz, an industrial arm of the communist Russian government, emerges via the ministerial council of the USSR.
Alongside Detroit, Turin represented one of the two world centers of the automobile, the transport ministry chose Alfredo Stola & Figli for the models and Berto Lamet of Turin for the moulds and assembly line for their first project.
Particularly innovative for the Italians, but quite normal for the Russians, was that many of the engineers responsible for the trip to Turin were women. The first truck branded Kamaz came off the assembly line in February 1976 from the Naberezhnye Chelny factory located in the north of the Soviet Union.


1971 The Master Model Kamaz

1971 The Master Model Kamaz

1971 Master Model Lancia Beta Sedan first series.

1971 Master Model Lancia Beta Sedan first series.

1972 Master Model Fiat 131

1972 Master Model Fiat 131

1972 Master Model OM 241

1972 Master Model OM 241

1972 Master Model FIAT Citroen 242

1973 Master Model Lancia Beta Coupè

1973 Master Model Lancia Beta Coupè

1973 Master Model Lancia Beta HPE

1973 Master Model Lancia Beta HPE

1973 Master Model FIAT type 180.

1973 Master Model FIAT type 180.

1973 Master Model FIAT Campagnola.

1973 Master Model FIAT Campagnola.

1973 Master Model Lancia Gamma.

1974 Master Model Fiat 131 Familiare

1974 Master Model Fiat 131 Familiare

1974 Alfa Romeo Alfetta GT control jig for the door closure and the rear side glass opening.
1974 Alfa Romeo Alfetta GT, Master for control of side panels, pavilion, rear window and windscreen.

1974 Alfa Rome Alfetta GT Master complete floor.

1974 Alfa Romeo Alfetta GT Master aluminum door.

1974 Alfa Romeo Alfetta GT simulacro checks doors opening.
1974 Alfa Sud Master for checking the panels and frames of the bodysides, roof, tailgate and windscreen.
1974 Alfa Sud, separate details to be assembled on the Master to check couplings.

In this period the demand from manufacturers increased for resin copies of the production moulds, both in negative and positive forms.
Special equipment called calibration gauges were used for individual exterior and interior parts, and sheet metal structures for the car in its complete form.
Even the pressed resins and the construction of the related sheet metal panel assemblies become a new and important source of work.


1975 exterior control jig, Alfa Romeo Giulietta.

1975 interior control jig, Alfa Romeo Giulietta.

1975 control jig, Alfa Romeo Giulietta trunk compartment.

1975 Giulietta bonnet control jig.

1975 Control jig Alfa Romeo Giulietta doors.

1975 Partial control jig for Alfa Romeo Giulietta wings.

1975 Master Model Lancia Beta second series.

1975 Master Model Lancia Beta second series.
During the first 10 years in Via La Thuile, the workforce reached 85 employees, including modellers, resin craftsmen, maintenance technicians and other workers. Turin endured some serious labour unrest in the metal working sector, but at Alfredo Stola & Figli there is no record of this occurring in this decade or the next, not even a single strike. The atmosphere in the factory continued to be familiar, a continuation of the original spirit. Relationships were built on mutual respect between each and every worker and Francesco and Roberto Stola. In these times, at the end of a particularly demanding or important project, they would all find themselves on a Saturday or Sunday at a restaurant to celebrate a job well done.

1976, Crescentino (VC) Restaurant Villa Rosa from the left: Miuccio Fiorin, Carlo Bordone, Francesco Stola, Fonda.

1976 Alfa Sud second series 4 door.

1976 Alfa Sud second series 3 door.

1976 Master Model Simca 1000 3 door, never gone into
production. Style by Mario Revelli of Beaumont and Boano.

1976 Master model for Chicago metro front end.

1976 Master Model Alfa Romeo Alfa 6.

1976 Master Model Fiat Ritmo.

1977 Master Model Lancia Delta

1977 Master Model Lancia Delta

1978 Lancia Delta Master for door closure check.

1978 Lancia Delta special Master Model to control the moving parts like hood, fenders, bumper, front grill and lamps.

1978 Lancia Delta.In the middle Lino De Franceschi, in the left Giuanin.
In 1977, Alfredo Stola & Figli, a leader in the European Auto industry, won a very important order from Areitalia, itself a leader in the aeronautical and aerospace sector.
The model shop was asked to build the leading edge of the wings for the Boeing 767 and 757 joint project.
Sophisticated aluminum forming equipment was created for the bending of the wing leading edges at the Aeritalia plant.

Boing 767. Le ali e quindi i relativi "bordi d'attacco "
realizzati in Alfredo Stola & Figli sono utilizzati anche
sul più piccolo Boing 757.

1977 "ALFREDO STOLA & Figli In the model shop, a wing section of the Boeing 767 757. At work Ciliutti Ezio.

April 1977. A lunch organized by Francesco Stola to celebrate the work of the Lancia Delta.
From left: Gastaldello, Fiorin e Vittorio Danzi.

May 1977 The brothers Roberto and Francesco Stola in a souvenir photo in via La Thuile 71 in Turin.

It is also interesting to remember another very special order from Italdesign from the early months of 1977.
This was for the construction and assembly of glass fiber body parts for the BMW M1, designed by Giugiaro. Under the direction of the Moncalieri design house, a dozen or so rough, unpainted shells were made for a special series. The other 456 units were built directly by Italdesign.

1978 BMW M1

1978 Master Model Fiat Panda.

1978 Master Model Fiat Panda.
1978 at the Alfredo Stola & Figli the Master Models of the Lancia Beta Trevi and the innovative dashboard designed
by Mario Bellini are made. Unfortunately, the original photos of Master Model not found.
1978 was a tragic year for the Stola family. It was also a period of political and social complexity, affecting the whole nation. At 07:40 pm on February 7th, infront of the company at 73, Via la Thuile, Francesco was kidnapped.
The seizure took place as he was getting into his Fiat 130 coupe to return home, the motive was extortion.
Brothers, Giuseppe and Roberto, along with long time friend and accountant Giuseppe Nuzzo, immediately open negotiations with the criminals.

From La Stampa of 8 February 1978.
Thirty seven days later the accompanying kidnapping of Aldo Moro, president of the Italian Government, took place. The consequent militarisation of the peninsula during his search and a new law freezing family assets in such situations, were the probable causes of the tragic outcome of the kidnapping; unfortunately Francesco Stola will never return home.
Doctor Nuzzo will accept the position of being the curator of the kidnapped and the guardian of Alfredo, then seventeen years old, until he turned 21.
On July 27, 1981, more than three and a half years after the kidnapping, the Turin Court started the procedure for the alleged death declaration.
His body will never be found again and on July 15, 1982 the court with a sentence will declare the presumed date of death on March 18, 1978.

LA STAMPA, Tuesday 28th February 1978.

From La Stampa of 29 July 1981.
1977-78 The last images of Francesco Stola. On the left at home in Villarbasse, and on the right in the shipping department,
Via La Thuile, 69, posing proudly alongside dozens of boxes containing Ford models to be sent to Cologne.
Il 15 luglio 1982 il tribunale di Torino Sezione II° Civile sentenza che la morte di Francesco Stola è avvenuta il 18 marzo 1978.

Roberto Stola took over the company to be joined in the autumn of 1979, by Alfredo, after competing his studies.
At the factory, there were moments of emotional uncertainty for both family and workers, even though the solidarity of everyone, including customers and friends, could never be questioned.
Unexpectedly, in the spring of 1978, Ford of Europe became a customer with a major complete project.
The stamping department at Ford and its Cologne model shop, run by Josef Munch, needed a lot of additional work capacity to meet their extraordinary commitments; the model in question was the new large commercial vehicle called Cargo.

1978 Torino via La Thuile 71 Roberto Stola.
For Alfredo Stola & Figli, this meeting would mark the first real international breakthrough, anticipating the increasing globalization up to the end of the 1980's.

1979 Master Model Ford tipo Cargo
The engineer Alberto Sasso, in the position of General Manager, represented the model shop in the challenging technical re-organisation with one of the largest car manufacturers in the world.
Roberto Stola, sensing its potential and hoping for a long collaboration, not only aimed at making up for their immediate needs, but also proposed to the Director Ford to assemble a master model from all of the exterior models realized.
The commercial advantage was to offer for free the construction of the steel support jig and the hours needed for it’s assembly.
The German manager accepted the proposal, and thus the first Ford Master Model assembled in Turin was born.
From that idea, the collaboration with Ford Europe would continue for another two and a half decades, involving the Detroit office and the sub-brands Lincoln, Mercury and Land Rover who were at that time part of the group.

1979 Master Model FIAT 132 2000 third series.

1979 Master Model FIAT 132 2000 third series.

1979 Master Model Lancia Prisma

1979 Master Model door and glass closures Fiat Ducato.

1979 Master Model exterior Fiat Ducato.

1979 Master Model Fiat Argenta.

1979 Master Model Fiat Argenta.
With the coming arrival of another decade, the last Master model of the 1970's was the Isuzu Piazza designed by Giorgetto Giugiaro

1979 Master Model Isuzu Piazza.

1979 Master Model Isuzu Piazza.

In this period more than ever, Giorgetto Giugiaro would visit  the model shop in Via la Thuile on Sundays to examine the surfaces of the Master Model, accompanied by his fifteen year old son,  Fabrizio.
From the meetings between the young Alfredo and Fabrizio, a true friendship was born that continues to this day.


1982 Villarbasse, Alfredo Stola with Fabrizio Giugiaro and his DeLorean DMC-12.

The 80s, as we will see later, would witness an extraordinary technological revolution.
The difference compared to the past was that now the final models were examined with modern computer controlled Dea measuring machines from Turin.
The data collected was directly recorded using printers on special paper print outs.
This methodology, requested by Ford, was the prelude of self-certification testing.

1979 testing a model with a motorized DEA
with a special ruby-tip sensor.

1979 Stola Alfredo & Figli installs the DEA Delta 3d measuring machine with a working area of 5500 mm.
Ferreo Versino, in the white coat, is the operator.
The model shop was well prepared, having just finished an expensive re-fit program of their Dea, updating all the machines originally installed in 1965.

1981 The first brochure by Alfredo Stola & Figli showing customers the technological changes of the time.
February 22 - March 2, 1981, Milan Malpensa - New York - Detroit and back.
Boing 747-200 Alitalia and DC 10 North West.

1981 Detroit,the Alfredo Stola & Figli stand,Cobo Hall exhibition center,
on the left Guido Toninelli and on the right Alfredo Stola.
In his American trip there is also the engineer Alberto Sasso.


1981 Detroit Cobo Hall, Umberto Agnelli visiting the stand.
On the right Alfredo Stola.

Alfredo, in the side of his Uncle Roberto in the company, among the first assignments abroad in the winter of 1981 flies to Detroit together with a delegation from the Turin Chamber of Commerce.
The goal was to set up and present a stand by Alfredo Stola & Sons at the car supplier show at Cobo Hall.
The American event was called SIAE, an international initiative aimed at showing to Ford of Europe the global vision of their own Italian "Partner Supplier".
The stand was unexpectedly honored also by the visit of Umberto Agnelli, one of the major shareholders of Fiat.
In the same exhibition building in Detroit at the motor show, 18 years later, Mercedes would exhibit the A Class Show Car, made in Turin by the family model shop.

Marzo 1981. Furono realizzate per l'occasine delle medaglie commemorative
che venivano distribuite da un armatura medioevale posta nello stand.
March 1, 1981 Photographs by Guido Toninelli of a Sunday morning in Detriot down town.
These images include the famous Renaissance Center, the old tram and the ancient skyscrapers
from the 1930s and a car park adjacent to the Cobo Hall, which tells the story of four-year-old cars.
In the photograph with the American flag you can see the Pontcharirain hotel where Stola, Sasso and Toninelli stayed.
On March 2, on the return journey on the occasion of the long stopover at the Kennedy airport in New York, Alfredo Stola, Alberto Sasso and Guido Toninelli will decide for a quick visit to Manatthan.
March 2, 1981 New York. Alfredo Stola, Alberto Sasso and Guido Toninelli spend 4 hours in Manatthan.
March 2, 1981 New York Manatthan photos personally taken by Guido Toninelli.

In the summer of the same year, Alfredo and Massimo Stola were invited to work internships for two months.
Working as modeling apprentices, among the shirts and lunch boxes in the canteen at the Ford factory in Cologne-Niehl.
The opportunity given by the director Munch, was a way to integrate the technical relations between Ford and the modeling shop in Turin, satisfying the uncle's desire for his nephews to have practical experience from outside the company.
What is certain is that the experience in Cologne improved technical communication, as they had the opportunity to share their construction knowledge, also applying the basics of self-certification testing.
The internship, among other things, made it clear that in order to continue the cooperation with Ford, Alfredo Stola & sons, would have to adopt the primary hardware systems and "PDGS" software, used in all Ford plants around the world.


March 1981 Massimo Stola works on the keyboard of the first
Helwet Packard 1000 computer purchased by Alfredo Stola & Figli.
In 1980, a new technological innovation hit the world of automotive modelling.
The realization of numerical control models through automatic milling with special three-axis milling machines.
This was a real revolution in this environment, born, as many innovations were, in the United States of America.
The first to experience this new way of working in Italy are the two giants Fiat and Areitalia.

1981 The flow chart of activities, designed by Roberto and Massimo Stola to regulate
the numerical control model construction processes.
The acronym "Cad Cam" (Computer-Aided-Design and Computer Aided Modelling) was born and is still used in the same way, though it has evolved, increasing in performance year by year.
Roberto Stola, with finance and courage of thought, promoted this total change within the company, Alfredo Stola & sons was the third model shop in Italy, after Fiat and Pininfarina to adopt Cad Cam.

1981 The first plotter with different couloured nibs like Zeta.

The first major investments were in a Mecof type Cs 10 three-axis CNC milling machine with an 8-meter working area, managed by an ECS controller, two Helwet Packard 1000 computers and a 1500 mm Zeta roller plotter.
These were pioneering years, nights and Sundays were worked to realise the software programs, the translation of drawings with a ruler and the preparation of perforated ribbons of blue paper to transmit the data to the numerical control.

1981 the Mecof Cs 10 with numerical control is installed.
Not knowing how to use numerical control,
initially it is used as a normal cutter.

1981 Massimo Stola in the computer center department of Via Villa Giusti.
Massimo, son of Giuseppe Stola of the casting foundry ,was the young man who started this activity by joining the company in September 1980.
His work took great intelligence and sacrifice, computers were still tools for the few and the dedicated software could not be bought.
Massimo Stola compiled in person the programs, drawing on the works of the first students of three dimensional surface modelling, in particular the mathematicians Steven Anson Coons and Pierre Bézier.

Massimo Stola
1981 The tape punching machine for paper tapes for operating the numerical control and the Helwet Packard printer.
It was understood that the change would not only be technical but also human, in fact the fifty specialized modelers with an average age of 45/50 years were always used to build models with chisel and gouge, tracing and measuring them with guages.
The thought that a machine could automatically mill a model was a disconcerting development for their profession, above all the thought of being able to lose work forever took over.
The reality turned out to be not so severe, the modelers would still be needed to prepare the material for cutting and to finish the model by hand, removing the tool crests left by the milling and tracing out the detail lines.
In 1981, Alfredo Stola & sons was marginally involved with Gallino of Rivalta Torinese, a plastic moulding company, to realize a master for testing for the front of the Lada Vaz Samara.
A project that was very innovative at the time, so much so that the Russian carmaker entrusted the complete design to Porsche Engineering.
The task of Gallino was to mould in plastic, a special front panel. The plastic material was not only for the bumper and front grille but also formed a ring panel positioned at the end of the bonnet and front fenders, linking them all together in a single part.
La Gallino asked Stola for their experience for the design of a super control device to measure the couplings of all the frontal parts, including the head lights. Given the contract with Porsche, Gallino was asked not to take pictures given the uniqueness of the solution for that time.

It was a time of distrust, but Roberto Stola managed to convince his workers that nothing bad would happen to them, indeed he promised that new opportunities and other types of specializations would be born of this modern technology.
In the meantime, as a consequence of these changes, there was an urgent need for a new profession; the surface modeller.
The need for the "new modeller" to perform manual surveys from complex technical drawings, and to insert the mathematical coordinates into the computer.
Once the data was processed, instructions were sent to the mills numerical control through via tool paths.
Three professional courses were established in 1980, 1981 and 1982, subsidised by the Piedmont region, with the participation of a selection of students from the professional technical schools of Torino Arti e Mestieri, San Carlo, and Giovanni Plana.
The three annual courses were held in the second entrance of Via Villa Giusti 68. In all 45 students were trained.

October 1980 the first paycheck of Walter Boscolo
for his first month of work he completed the
modelers course earning a net of 631.663 lire.

1979 headed paper of the modeling course
of the Alfredo Stola & Sons.

1979 communication for tax compliance
for the student Walter Boscolo.

1981 In via Villa Giusti the already operational department from the first modeling course.
1981 Maccarini traces a model made of Swiss pine, Michle Adam one of the professors checks
the model just made by the aged Tornatore Aniello.

Turin February 1982,via Villa Giusti 68, the students of the 1981/1982 course Bennici Salvatore,
Rolando Maurizio, Ferrero Roberto, Spadone Saverio, Dinunno Giuseppe, Peiretti Aldo, Stola Alfredo,
Mamusi Giuseppe, Leale Valentino, Rossi Adriano, Madonna Vincenzo, Gualtiero Gianni, Carmignato Enrico.

The professors were some of the best modellers, those who had worked with the founder Alfredo Stola who was then close to retirement.
Francesco Nada and Aldo Peiretti, coordinated by the young Michele Adamo, chief tester for Dea.
This decision to involve them as teachers convinced all the other modelers that the road mapped out by Roberto Stola was right for both themselves and for the company.
Even today in 2019 almost all of these former fifty-year-old students work in respected positions in Stola spa or in other concerns both in Italy and around world. Gradually, having learned to build models by hand, from the end of 1981 these youngsters were transferred from the workshop to the new department called "Calculation Center".
The work overalls were still brown, the chisels replaced by a keyboard connected to a computer, and the workshop was replaced with an open space office.


March 1982 Boys trained on the second professional modeling course.
From the left we can see Carmignato, Ferrero Massimo Stola, Bennici and Rossi.
1982/83 Turin The Alfredo Stola & Figli realizes the Master Models of the Fiat Duna sedan and sw.
The original Master Model photos were not found.
Ford Europe was still a protagonist in this change, entrusting to the Stola company the milling of the first model built with numerical control.
In January 1982 ,the upper body stucture of the successfull Transit series was created.

March 1982 Massimo Stola with the Mecof CS10 milling machine performs the very first numerical
control milling test on two different Ford Transit upper bodies.
Practically an experiment, from manual input of the measurements from mylard drawings, to numerical control milling through computer processing.
This work was totally performed by Massimo Stola, including operating the Mecof CS 10 milling machine personally.
It was very special day and a significant change, seeing a model born without the use of the chisels guided by the hands, marked the beginning of a new era.
The milling of the models would take place gradually, continuing according to the situation and how convenient it was compared with the traditional manual technique.
Obviously exterior models are the first to be milled with numerical control, only later in 1986 the frame of the Fiat Tipo body side was the first internal structure to be milled with numerical control.
March 1982, the details of the very first numerical control milling of the Ford Transit upper body.

March 1982 ,the milling of the Ford Transit upper body.
Despite the initiative of giving  the support jig for free for the Cargo-type master of 1978, Ford, for logistical and process control issues, preferred to do the future assembly of the complete Master Models within its own plants in Germany and in Great Britain.
Nevertheless, in these years hundreds and hundreds of single models were milled in Turin both for exteriors and interiors.
Escort, Sierra, Fiesta, Orion, Scorpio, Transit, and Mondeo projects included, becoming an exclusive model supplier for Ford of Europe.

1979 Talk of the Town,London. Dinner with Ford managers. From left: Jane Kallar, Sid Kallar,
Don Bidwell and wife, Alberto Sasso and wife.
For reasons of industrial confidentiality, Ford imposed on the modeling firm an absolute prohibition in the taking of photographs, even for the company archive. It is unfortunately for this reason that there are no photographs of the work carried out in those years with the exception of the Cargo-type Master.

1979 Master Model and Ford Escort third series models.

1980 Master Model and Ford Sierra models.

1980 Master Model and Ford Fiesta second series models.

1981 Master Model and Ford Orion models

1982 Master Model and Ford Scorpio models.

1982 Master Model and Ford Transit fourth series models.

1990 Master Model and Ford Mondeo models first series.
The work, although by Ford Cologne, was handled in England by Sid Kallar, project manager of the Ford Europe model shop.
The English manager traveled non-stop from London to Turin every two weeks from 1978 until 1990, when he retired. It was from him and the company he represented, that  the technicians and managers of Alfredo Stola & sons learned so much  about Anglo-Saxon management and working methods.

November 1990, Sid Kallar (in the middle with the tie) celebrates together with the technicians and the secretaries
of Alfredo Stola & Figli on his last day of work in Ford. From the left Sellan Sante, Alfredo Stola, Massimo Stola,
Sid Kallar, Alberto Sasso, Bolle, Hans Widdish, Grazia Bolla, Enza, Sid Kallar, Carla, Sardi Giovanna and xx

1990 In the historical room of Via La Thuile 71
Sid Kallar in the center with the two union representatives
of the company, on the left Danzi and on the right Cellura.

1990 Sid Kallar and Alfredo Stola.

1980 Master Model Fiat Uno 5 door

1980 Master Model Fiat Uno 5 door

1980 Master Model Fiat Uno 3 door

1980 Master Model Fiat Uno 3 door

1980 Fiat Uno special Master for use in the Fiat design office for visible welding point verification through
the transparent outer skin made of plexiglass.

1981 Fiat Uno control jig for exterior and interior panels, 3 and 5 door versions.

1980 Master Model Lancia 037 built for Pininfarina.

1980 Master Model Lancia 037 built for Pininfarina.

1980 Lancia 037 Master Model front view.
1980 Alfa Romeo - Arna Master of control of all the four-door version panels.
For the Stola the first work of "reverse engineering". The starting point was the Pulsar / Cherry of Nissan.

1981 Piaggio control jig of the Vespa PK.

1981 Piaggio control jig of the Vespa PK.

1981 Fiat Master Model Regatta.

1981 Alfa Romeo Master Model Type 33 Sport Wagon
derived from the Master Model 33 sedan.

1981 for Pinifarina, Master Model of the Ferrari Testarossa.

1981 for Pinifarina, Master Model of the Ferrari Testarossa.

1982 Alfa Romeo Master Model type 90

1982 Alfa Romeo Master Model type 90
for sheet metal control.

1982 Alfa Romeo Master Model type 90 for control.
1982 Alfa Romeo Master Model type Alfa 90.
1982 Master Model of a Ford Falcon for Ford Australia that never went into production.

1982 The complete Masters are mostly still handmade. At the experimental level, we try to mill the
Master Model of the Fiat Uno that in 1980 had been made by hand.

1983 Alfa Romeo Master Model type 75 for sheet metal control.
In 1983 Alfredo Stola & Sons received an unusual order from Fiat’s the wind tunnel department.
Fiat's engineer Nevio Di Giusto based in Orbassano, had to create a model with an aerodynamic floor designed by Professor Alberto Morelli, professor of aerodynamics at the Polytechnic of Turin.
This was no longer an experiment but a real job, paid for by a customer and in particular was the first model in 1: 1 scale made by Numerical Control from Stola.

1983 Construction of the adjustable aerodynamic frame.

1983 milling of the polystyrene model.
1983 The aerodynamic model designed by Professor Alberto Morelli painted and ready to be tested
at the Fiat Wind Tunnel Center in Orbassano.

1983 Roberto Stola in his office on the first floor
of Via La Thuile 71.
In the 1980's Fiat, Lancia and Alfa Romeo continued to be very important customers.
The collaboration with Ford was seen by them as positive confirmation of the qualities of the company who had been a supplier to them for 60 years.
Without revealing secrets, it is in the nature of these relationships that new ideas and experiences could be shared with the American manufacturer and its bases in Germany and England.
Not just in methods, but also materials, support structures built  in   a Swiss/German aluminium honeycomb material and aluminum represented a big step forward.
After the first 4 years of collaboration, Ford asked the Stolas to research and develop the idea of cubing control models

In 1982, after disappointing quality results of the Ford Sierra in the pre-production assembly phase a paper project was carried out by the technical office of Alfredo Stola & sons and approved by the Ford managers.
The construction of this Cubing model was carried out in Cologne and it is highly likely that it was the first complete testing tool made in the world for interiors and exteriors to be used on the assembly line.

1993 Josef Munsch, director of model departments
Ford Europe until 1993, the year in which he retired.

1982 The Cav. Luciano Guasco
of Fiat and Roberto Stola.

On the occasion of the Ritmo restyling project,in 1982  the Stola model shop delivered to  Fiat a  Cubing model called an "Assembly Master".
Presented at the Fiat technology department directed by Cav. Luciano Guasco and his assistant Giuseppe Luisolo it was accepted in partial form as  a check for the front alone. This was also given for free, a gamble which paid off as from that time Fiat always requested an Assembly Master for each model of car at each production site.
The construction technology and manual details were reproduced  in resin.

1982 Fiat Uno Interior Fitting Master.

1982 Fiat Uno Interior Fitting Master.

1988 Master Interior Fitting Fiat Tipo.

1988 Master Interior Fitting Fiat Tipo.

1988 Master of External Fitting Fiat Tipo.

1988 Exterior Fitting Master Fiat Tipo.

1988 Partial Assembly Masterfor the Fiat Tipo instrument panel.

1990 Fiat Tempra Exterior Fitting Master.

1990 Fiat Tempra Exterior Fitting Master.

1990 Fiat Tempra Exterior Fitting Master.

1990 Fiat Tempra Exterior Fitting Master.

1993 Lancia Kappa assembly master model.
From the second half of the 1990's,These "Assembly Masters" were promoted in Europe and Asia by the major auto manufacturers, from this initiative VW group became a major customer.
The resin was replaced by forged aeronautical aluminum with some details being made in carbon fiber.
In the early days of 1982 Fiat Auto and Saab reached a definitive collaboration agreement for the development of cars with a shared four door chassis.
It was a concept of synergies from Vittorio Ghiedella, M.D. of Fiat, which gave rise to the "Type 4 Project".
The Lancia Thema, Saab 9000 and Fiat Croma were engineered and built followed later by the Alfa Romeo 164, which was a little different in that it had its own unique doors.
From this "type 4 project" an important and long-lasting working relationship was born with Saab and later also with Scania.
The first contact with the Swedish car manufacturer, for Alfredo Stola & Figli, took place in Geneva the previous year at an exhibition, called SITEV, dedicated to introducing suppliers to car manufacturers.
Engineer Alberto Sasso, accompanied by Margherita Stola, was introduced by Doctor Riccardo Bussolati of Fiat Auto to the Saab delegation present at the event.
As a consequence of the introduction, on the feast of Saint Lucia shortly before Christmas, Roberto Stola and Engineer Sasso flew to Trolletthan in Sweden (with 3 stopovers and 9 hours of travel) to meet with Directors Sven Solvang and Gustav Leftinger, from Saab’s technology and purchasing departments respectively.
The exterior design of the 9000 was the work of Italdesign, this was essentially due to the fact that Giugiaro himself was designing the Lancia Thema and Fiat Croma in parallel.
Bjorn Enval, director of Saab’s Style Center, actively followed the whole exterior design activity in Moncalieri, requiring numerous trips to Italy.
The interior style was instead made entirely in Sweden by the Saab style team in Trollhattan.
1981 Lancia Thema special Master for use in the Lancia design office for visible welding point verification
through the transparent outer skin made of plexiglass.

1982 Lancia Thema Master Model.
At the end of 1982, the modeler Vittorio della Rocca was hired as an assistant to the two historians Head of Work Carlo Bordone and Sante Sellan to deal with the increase in the amount of work due to the new assembly masters and the demanding orders of the "Type 4 Project"
In the same period, consultant Engineer Guido Toninelli worked together with Engineer Alberto Sasso and Alfredo Stola until 1989 in the complex management of the Saab customer for the Type 9000 in Basic, CD, CS, 900 Aero and 900 Cabrio versions.

Vittorio Della Rocca in 1993
The 9000 project was very extensive since, in addition to the classic master model, Alfredo Stola & Figli created 100% of every single detail of the car in all three versions, both for the exterior, the structures and the interior of the passenger and luggage compartments.
For each variant, a demonstration model had to be built, a negative resin, two positive resins and a control jig.
Every detail had to be created, such as gaskets, springs, handles, buttons, mats and even the internal parts of the light units.
It was a kind of concurrent engineering unknown at the time, most of Saab’s production suppliers (in particular the plastic mould makers) would use the Stola model shop in order to make their work more effective and efficient, to achieve maximum technical alignment and especially avoid any waste of time.
The same procedure was utilised for the 900 Cabrio version, the only variation being the supply of all the cast iron tools for the stamping of the internal and external sheet metal, this was made for Saab by the SAT company in Beinasco, exclusive property of Roberto Stola.
The Swedish car manufacturer used the services of the English company IAD, with their engineers resident in Stola for eight years checking the models, resins and jigs to a dimensional tolerance is 0.2mm (two tenths of a millimeter) using DEA trackers.
Every fifteen days Tord du Hane and Pereic Hoglund of the Trollhattan model department would visit Turin for an unlimited and sometimes exhausting review of the 9000 and 900 cabrio projects
Although less common, there were nevertheless also many visits to Turin by the Purchasing and Technology Directors Gustav Leftinger and Sven Solvang
Perhaps more than a hundred trips to Sweden were made by Sasso, Toninelli, Roberto and Alfredo Stola, at that time it took a whole day to get to Saab with the various stopovers and, on the last trip by car, a passport was still required to cross the border.
Tord du Hane Pereic Hoglund
Toninelli between 1989 and 1991 worked as a consultant to directly for Giuseppe Stola in the Sev foundry.
The Saab 9000 was also an opportunity to get to know Bjorn Envall, the first non-Italian designer encountered by the Stola team.
Over time this great relationship allowed for a build up of trust that allowed Alfredo Stola & Figli to learn more about the work at Saab’s modelling department, not just the demonstration and master models.

Bjorn Envall
1983 Saab 9000 Master Model.
1983 Saab 9000 Master Model.
To reach Saab and Alfredo Stola & Figli the flight routes were Turin, Frankfurt, Gothenburg, Trollhattan.
We always flew with Lufthansa and SAS; the planes were the Boing 727, the DC9 and the Saab 340.
In all the years of work, with hundreds of trips between Italy and Sweden, Swania in Trollhattan and the Prince of Piedmont in Turin were the only hotels used by the men of Alfredo Stola & Figli and those of the Saab.

Turin 1983: Archie test driver from IAD Saab consultant with Eng. Guido Toninelli.

September 1984 Turin Via La Thuile 69. Pereric Hoglund, Alfredo Stola and
Jurgen Kopsch The Saab managers, respectively responsible for model and purchasing.
The Maserati biturbo is Alfredo's personal car.

1984 Partner in Progress Recognition from
Saab to Stola for the 9000 project.

Late 1984 the Saab 9000 goes into series production; the style is by Giorgetto Giugiaro.
The interior of the Saab 9000 will be built by the Saab Style Center in Trollhattan.
In this photo taken in 1998, a top view of the Saab factory. For the men of Alfredo Stola & Figli who will later
become Stola s.p.a. this will be an extraordinarily familiar panorama.

This first half of the 1980s is a period of great work for Saab (for some years it was the customer with the highest turnover), flight connections with Trollhatan in Sweden and Uusikaupunki in Finland were few and involved long stopovers.
Adding to that Ford,  with their offices in Cologne and London and occassionally trips to Istanbul and Bursa for work with Tofas, in 1985  Stola decided to buy a private aircraft.
It was a Cheyenne III PA-42 72R, 9 seater equipped with two 720 hp  Pratt & Whitney turbo-prop engines, a pressurized cabin, a cruising height of 10,700 m, cruising speed of 523 kmh and a range of 4207 km I -CGTO registered.
The captain was Franco Giordano and his co-pilot Alfredo Stola, who had qualified for instrument flight certification (IFR)  a few years earlier.

July 24, 1985 Gothenburg, Sven Solvang and Guido Toninelli.

July 24, 1985 Gothenburg Alfredo Stola in the
cockpit of the PA-42 I-CGTO

1987 Alfredo and Maria Paola Stola at the General Aviation of the Turku airport in Finland.

November 6, 1988 flying to Istanbul. Maria Paola Stola and Alfredo.

November 6, 1988 in flight from Turin to Istanbul.

November 6, 1988 Bosphorus dinner Roberto Stola and
Jean Nauhm Executive Director Tofas.

1989 Torino Colonia with Renzo Zampicinini
and Alberto Sasso.

1989 At General Aviation of Cologne before the return flight. Alfredo Stola in one of the last photographs
with the Cheyenne III.
It is interesting to remember that during the 9000 and 900 projects, both Coupé and Cabriolet made a lot of cargo flights  to both Gothenburg and  Turku.
Removing the seats in order to deliver the prototypes of the rear spoilers to allow the Saab to complete their first series.
These exceptional deliveries were required due to  delays accumulated by Saab itself in building the assembly lines for the pre-production to final production cars.
In 1989, the aircraft was sold due to  operating costs as well as to  the fact that year after year, air links from Turin were continually improving.
It was however a nice experience that allowed Alfredo to accumulate just over a thousand hours of flight between 1980 and 1990 not only with the Cheyenne III, but also with his Cessna 172 RG Cutlass.
END 1984
The relationship with Pininfarina went from strength to strength over the years with masterpieces such as the Master Models for the Ferrari 330 GT 2 + 2, 365 GT 2 + 2, 365 GTC 4, Testarossa and the Lancia 037 ago.
At the end of 1984  Alfredo Stola & Sons were involved in the "Pininfarina Cadillac Allanté" project.

1985 Master Model Pininfarina Cadillac Allantè milled with numerical control.
The Allanté program is absolutely unique, Pininfarina were the stylists, designers and builders of all the shells and interior finishes sending them every 3 days via air  fromTurin to Detroit.
Alitalia and Lufthansa Boeing 747 cargos were used, once the complete bodies were unloaded in Detroit the mechanics were installed in the GM plant.
1987 Turin Caselle Airport. The finished bodies and interiors built by Pininfarina are loaded
onto the Boing 747 Cargo, Stresa, destination Detroit.
A total of 21,430 examples would be built and the Stola Family's modellers would realize the Master Model, the frame models, all the interior models, the copy resins for the moulds and all the control gauges.
In 1984/85 the Allanté was the first program completely realized through the milling of numerical control models; from then on, hand built masters would no longer be used.

1985 Via Lesna 76 Grugliasco from left Mamusi Giuseppe, Ulrich, Vincenzo Madonna and Rossi Adriano.

Still in 1985, the Family consolidated its activities by adding new skills to the value chain.
These included the expansion of the computing center for surface modelling and above all the creation of the embryo of an engineering office for bodywork and interior finishes.
The body design was known as "Product Engineering" and would offer great opportunities for years to come.
Directed by Livio Conti, a second office of 1000 square meters was opened in order to host the new surface modellers along with  a few designers at 76, Via Lesna, Grugliasco.

1985 The first flat Plotter purchased by Alfredo Stola & Figli, which is added to the roller one already purchased in 1981.
1985 The heart of the Computing Center with HP hardware housed in a 15 ° controlled temperature room.
In this building, the brown technician's gowns were replaced by white, it became known as the"Calculation Center".
The central computer connected to the first Cad stations was almost as big as a small car and was enclosed within 15-degree glass walls.
It was  a real revolution but always at the service of the workshop where gradually the work  became less manual and more mechanised.

1985 From the left Cozzani and Giuseppe Di Nunno working on the Prime CAD stations for Ford.
In this new activity, Fiat was among the first in the world to want to design the "complete body sides" intended as structural elements for the"Tipo" model. 
Alfredo Stola & Sons were involved with its designers to carry out the difficult task.
For the first time, Fiat also manufactured the molds without the use of copying resins as a natural consequence of CAD design.

1985 Gioachino Grande takes over the drawings
with the Digitaiser.

1985 Carlo Mantovani surveys the curves to be
inserted later on the computer.

1985 Andreoli Paolo, Carlo Mantovani, Cleres Salvatores, Ulrich.
END 1985
The Trollhättan Style Center at the end of 1985 will ask for support from ALFREDO STOLA & FIGLI to detect completely under the large motorized "DEA" a very "Advanced" style concept modeled by hand in Sweden.
Their goal is to imagine at a "Concept" level the future Saab 900, transforming the relief into a mathematics of surfaces executed by Stola mathematicians.

1985 Original design Concept 900.

1985 Fabrizio Bonafede takes over the model.

1985 The Saab model in Clay under the DEA.

1985 The Saab model in Clay under the DEA.

1985 Alfredo Stola, Pereric Haglund, Guido Toninelli
and Sellan Sante.

1985 Via la Thuile 69. Pereric Haglund of Saab,
Alfredo Stola and Bill of IAD.

1985 Turin, Adriano restaurant, via Pollenzo
From left: Alfredo Stola, Guido Toninelli, Tord Du Hane,
Pereric Haglund and Bill.

1985 still at the Adriano restaurant.
From left Scomparin, Guido Toninelli, Alfredo Stola,
Pereric Haglund and Bill.

1986 Villarbasse at the home of Alfredo Stola a Swedish-style dinner cooked by the same swedes from Saab,
based on crusts and sauces specially sent from Sweden. From left: Carlo Bordone, x, Sellan Sante, Alfredo Stola,
Sasso Alberto, Bill and Tord Du Hane, in the second photo Guido Toninelli, Bill, Tord Du Hane and Alberto Sasso.

1986 Scan of the Fiat Type of the scale model.

1986 special Master for project verification carried
out in plastic and plexiglass.

1986 Master Model Fiat Tipo

1986 Master Model Fiat Tipo

1/04/1986 letter of employment signed by Alberto Sasso.
In 1986, given the considerable increase in work and in particular the complexity of the assembly masters, the management was re-inforced with the recruitment of the young Marco Goffi and a little later, Lucio Giarolo, both from coming Astraitalia.
The idea was to be able to follow more projects simultaneously with more innovative methodologies whilst maintaining direct and personal contact with customers.

1987 Marco Goffi in the office of Via La Thuile 71.
12 APRIL 1986
On 12 April 1986 Massimo Stola was married to Patrizia Flor in Turin, and from this marriage in 1992 and 1999 Carlo and Claudia were born.

12 April 1986 Barolo Piemonte at the municipal castle Falletti di Barolo.
Massimo and Patrizia Stola.

1994 Rivalta Torinese, Carlo Stola,
son of Massimo and Patrizia.

2000 Rivalta Torinese Claudia Stola
daughter of Massimo and Patrizia.

In 1986 the director of Saab's styling centre,Björn Envall, showed his great trust in  Alfredo Stola & sons SpA  by asking them for a styling model. Since 1919 the men of Stola had always modeled from complex technical drawings and trigonometric calculations.
In styling, the input is  much less technical, instructions are given personally by the  manufacturers designers.
Once again they took the opportunity to expand into activities in a sector bordering on their traditional one. The first project was the restyling of the "Aero" Saab 900 Coupe and Convertible.

Björn Envall director of Saab's style center.
The designer was Swede Eric Sorum.
The  modellers following his input were Stephen Ardagna and Saverio Broadsword, students of the training courses of the early eighties.
The parts concerned in the aerodynamic refinement were the bumpers,side fascias and the rear spoiler. In this case too, due to the nature of styling modeling, Sorum forbade the taking of photographs.

1986 Turin Via La Thuile 69. After a long evening of work, people eat inside the management office dedicated to Saab.
From the center on the left you can recognize: Eric Sorum, Ferrero Roberto, Fabrizio Bonafede, Salvatore Sassu,
Guido Toninelli, Tord Du Hane, Pereric Hoglund, X, Y.

1986 Trollhatan. Engineer Alberto Sasso and Roberto Stola at the home of Sven Solvang of Saab.
1986 The modelers Stefano Ardagna and Saverio Spadone work the front and rear bumpers,
spoiler and the side skirt under the direction of Eric Sorum, assistant to Bjorn Envall.

1987 Saab-Valmet,Uusikaupunki in Finland, from where
the Saab 900 convertibles will then be assembled.
From left Lasse Vaino, Alfredo Stola and Seppo Roine.

1987 Trollhatan, Alfredo Stola in the purchasing
office of Saab, in the background Ingemar Gustaffsoon
and Gustav Leftinger.

Spring 1987 Turin Caselle Airport.
The urgencies in the deliberations of the pre-series of the 900 Areo Cabrio are so pressing that
a Valmet technician will be on hand to collect 25 prototype spoilers just built in Alfredo Stola & Figli.
In the photo together with the Finnish manager Guido Toninelli.
From this "very small" Saab job, over the following eighteen years Stola went on to realise projects  for some of the most important Style Centers around the world, around 220 proposals for both interior and exterior styling models as well as 57 Show Cars. 
The style for all these projects was always followed by the designers of the relevant manufacturer. 
At that time, Roberto and Alfredo Stola, together with the management, stipulated that the company would  never be responsible for providing the "style" to its customers. 
English courses for all the modellers were set  up in co-ordination with Shenker of Turin. This was to aid communication with the foreign designers.

1986 Ota City With Ogihara employees.
Top left: Pereric Haglund and Alfredo Stolo.

1986 Ota City Alfredo Stola at Ogihara together
with the quality manager.

1986 Ota City Mr. Karl Leftinger together
with the Ogihara brothers.

1986 Ota City showroom of the Ogihara works.
1986 Ota City. The Ogihara brothers organize a welcome dinner for Saab managers together with Alfredo Stola.

1986. La Alfredo Stola & Figli realizza direttamente per Saab il Master Model della 9000 CD
In the spring of 1986, Saab aske Alfredo Stola & Figli to build a master model of the 9000 CD.
It was practically the current production 9000 in three volume form, the new rear end was designed by Bjor Envall, director of the Trollhattan Style Center.
The models for making the moulds of the internal frames, the rear window, the finishes and the bumper were also made in Turin.
As for the other Saab 9000 and 900 projects destined for production, Tord Du Hane, Pereric Hoglund, Jurgen Kopsch were the Saab employees who liaised with Engineer Alberto Sasso, Engineer Guido Toninelli and Alfredo Stola.

Between 1986 and 1990, the Fiat Group commissioned Stola to produce 5 Master Models for a family of cars that shared a platform along with  many other details.
The project was called Type 2, a very innovative idea for those times, the idea of sharing as much as possible the non visible parts in order to achieve large-scale savings of both money and time.

The goal was to share as much as possible, but everything looking different.
The idea was  of the Fiat CEO Vittorio Ghidella who, for reasons of technical and economic synergy,  entrusted the task of styling to IDEA INSTITUTE, whose Style Center was directed by Ercole Spada.
The models were the Fiat Tipo, the Lancia Dedra, the Fiat Tempra, the Alfa Romeo 155 and the second series of the Lancia Delta.

Ercole Spada in an early 1980's photograph

1986 Master Model Fiat Tipo

1987 Master Model Lancia Dedra

1988 Master Model Lacia Dedra sw

1988 Master Model Fiat Tempra

1989 Master Model Fiat Tempra Week End

1990 Master Model Alfa Romeo 155

1990 Master Model Lancia Delta second series.

In the eyes of Fiat managers the experience with IDEA INSTITUTE was so positive that the Master Model of the new flagship Lancia type Kappa was also ordered. We remember with great pleasure the visits of the engineer Ghidella to view the Master Models, often accompanied by Ercole Spada.

1991 Master Model Lancia Kappa

Engineer Vittorio Ghidella at that time.

The issue of industrial confidentiality was  becoming more and more pressing, even the Fiat Group had forbidden photographs.
The competition with other car manufacturers was increasingly  being felt and the most important thing was to maintain the  secrecy of  the design of new models whose Master Models had been produced 2/3 years earlier.


Still in 1987, Giancarlo Minardi, patron of the eponymous Formula 1 team, needed to mill the models/molds of his new single-seater.
He had created the CAD surfaces at his technical center in Faenza, but not yet having his own numerical control mill, he confidently turned to Stola in Turin.

1987 The workings of the Minardi M-188 models.
At the milling machine Federico Quenda and Demetrio Vazzana, the test machine.

Some of his visits to the laboratory in Via La Thuile 71 are fondly remembered.
The Minardi Engineer was very clear with Messrs. Stola that his company would also have a numerical control milling center in the future.
In 1987 and 1988, Alfredo Stola & son produced all the models and carbon molds for the M 188 and M 189 for the 1988 and 1989 championships.

1988 The Minard M-188 whose models / molds were milled and certified in 1987.

1989 The Minard M-189 whose models / molds were milled and certified in 1988.
START 1988

The second style modeling job was once again for Saab, taking place in the early days of 1988.
Given their excellent experience in Turin with the two Saab 900 Aero, The Trollhättan style center ordered the construction of an advance design model to imagine the future Saab 900 "new generation".
Roberto and Alfredo Stola made a proposal to Director Saab Bjorn Envall to build a Hard see-through model, an absolute novelty both for Alfredo Stola & Figli and for Saab who had always made full models in resin in Turin and in clay in Sweden.
In early spring this innovative model was transported to the Trollhättan Style Center in Sweden, allowing not only the designers but the entire Saab management to imagine the future of their most iconic car.

Turin 1988 The advance design model of the Saab 900 "New Generation".
This is the first "see through" in "hard material" made in Alfredo Stola & Figli.
Turin 1988 A rear view of the "see through model" of the Saab 900 "New Generation"ß.

1990 Original photo of the "Hard See Through model " of the Saab 900.
For reasons of confidentiality, Saab took this photograph in a studio in Sweden.
At the beginning of 1990, General Motor acquired 51% of Saab, and immediately the collaboration with the Swedish car manufacturer for the future type 900 would begin through Opel. Bjorn Enval was the contact for design and was asked by the new board to make the final model.
The Saab Style Center had never been more been ready for this in the previous 2 years, the “New Generation” hard see through model built in 1988 had been refined and improved continuously over time.
The two years lost since the first presentation was unfortunately, attributable to the great financial crisis that Saab had been going through. It was General Motors that became the motor that would restart this activity.
In May 1990, Bjorn Envall asked Stola s.p.a to build the definitive style model with the same technical characteristics as the 1988 research model, taking into account the use of the new General Motor GM 2900 chassis.

1987 Original photo realized by the Saab-style center in Sweden, above can be seen a sheet metal 900,
below appears a styling model of 900 new generation in transparent resin.
So, see through, with realistic transparent headlights and lights, and with the definitive design derived from precise mathematic models; the left side will be with two doors and the right side with one door, to be able to see both versions.
This was high quality work, even after the milling of the model, when, for over two months the Style Director and designers Eric Sorum and Tony Catellani along with Stefano Ardagna’s Modeling Team ,carried out all the refinements and modifications required.
August 1990 It is photographed for the first time in an open but reserved space in the Saab-style center of Trollhattan
in natural light in late evening the seetraught model of the Type 900 just arrived from Italy.
In this image you can see the change of the wheels in the basic version (not made of Stola).
Trollhattan 1990. a rare photographer of the saab Design Team Management.
The director Bjorn Envall, Einar Hareide, Eric Sorum, Haina Nilsson, Ingrid Karlsson and the consultant Lena are recognized.
The model was shown to the board at Saab’s presentation room in Trollhattan on August 3rd, 1990.
It was an absolute success. Thanks to the total realism of the model which was displayed alongside the current 900 as well as its competitor vehicles, it was decided that with some small detail changes these would be the new forms of the future 900.
Roberto and Alfredo Stola, together with Engineer Sasso, were invited to this important meeting, but, due to family commitments, only Sasso could be present.
On August 6, a wonderful fax message arrived in the Turin company, with the compliments of Envall who wrote verbatim "the most beautiful model that Saab has ever seen".
The new 900 went on sale in 1993 in three-door and five-door combi version.
Turin 1987 at Alfredo Stola & Figli two Saab 900 style proposals are made in a 5-door version
and 3-door combi. The Areo versions are also produced in parallel
Trollhattan 11 novembre 1993.
Eric Sorum designer della Saab nell'occasione
di una visita di Alfredo Stola gli regala un
nuovissimo libro in cui appare la Tipo 900.
28 FEBRUARY 1988

On 28 February 1988 in Rio de Janeiro,  from the union between Roberto Stola and Julien,  Stephanie was born, and within a few months they would move to Turin.

1991 Villarbasse. Juliana, Stephanie and Roberto Stola.

1992 Stephanie Stola at the helm of the Alfa Romeo Scale electric prototype built in Via La Thuile 71.
At his side the friend xy. Behind, with the checkered shirt Carlo Bordone can be seen.
On the left his father, Roberto
1988 was strategically very important for Alfredo Stola & Sons, employing  Gottardo Bustreo and Carlo Biassoni.
Both Milanese and coming from  Alfa Romeo  they respectively filled the roles of director of design, and controller/ commercial director of the company.

Gottardo Bustreo

Carlo Biassoni

Bustreo took over the position from Livio Conti, bringing a wealth of experience gained at the Arese technical center through the use of Computervision CAD stations.
The Turin design center therefore received an acceleration in the use of these electronic tools, not only to create the mathematical surfaces for the models but also the design of bodywork, chassis and interior finishes.

1989 Gottardo Bustreo together with his assistant Siro Palestra.
The arrival of Dr. Biassoni was intended to organize, and   re-structure an office that dealt in all manner of commercial aspects of design from analysis, estimates,  supplier management and above all, contacts with customers.
At the same time, in the area of traditional modeling, the design and the management of  suppliers, the absolute need for  detailed  control of every aspect related to the costs was born, and Carlo Biassoni also took care of this.

1988,71 Via la Thuile, Turin. Alfredo Stola and Carlo Biassoni on a coffee break in the old Alfredo Stola & figli offices.
Also in 1988, thanks to the notoriety of  Stola's modelling in Saab, an extraordinary and demanding project arrived from  Scania involving their R series commercial vehicle range.
The Master Models of all the different versions were built, including the long bonnet version for  the South American market.
This work was personally overseen  by long serving Chief of Works, Carlo Bordone who for the occasion wanted to hire a young apprentice carpenter/modeller as a helper.
His name was Veniero Da Rodda.
1990 One of the many versions of the Master Models of the Scania R series after two years of work.
With the white coat, posing for the official photo requested by Scania, Stefano Ardagna.
In the autumn of 1988, the Fiat Style Center commissioned a "Hard see-through" model from Alfredo Stola & Sons spa for a brand new Alfa Romeo C-class segment that would go on to be called 145.
The Alfa Romeo style centre was directed by Walter de Silva, but with a view to corporate synergies, one of the style models was managed directly by Fiat Design in Turin.
For the time, it had a truly innovative shape and style. 
Fiat Team, designers  Andrea Zapatinas and Mauro Basso were always present in the modelshop of Via La Thuile 71.
1994 official photo before the presentation at the Geneva Motor Show.
In particular, the shape of the V-shaped rear window created by the Greek designer would reveal a distinguishing character of the two-volume  Alfa Romeo for many years; even today in 2018, the Giulietta has this signature.
The numerous work visits to the modelshop by architect Ermanno Cressoni and Chris Bangle, respectively director of the Fiat Style Center and manager of the exteriors, as well as those of Alfa Romeo Technical Director, Engineer Amedeo Felisa, are remembered with great pleasure.
10 JANUARY 1989

On 10 January 1989, Roberto and Alfredo Stola agreed that in order to communicate the technological transformation of the company more effectively to its customers, the time had come to update the brand.
The name became  STOLA, rather than ALFREDO STOLA & Sons.
The logo was adapted but retained the historical rhombus with rounded corners and the contemporary characters enclosed in it.
The aim was  to maintain tradition whilst making everything more modern.

Official document sent to each employee informing
them of the company brand change.
The signature of Roberto Stola.

1989 Roberto Stola in Via La Thuile 71. The new Stola brand milled on a model is shown on the right.
1989 Moments of life in the office of Via La Thuile 71, on the left the historic receptionist Grazia Bolla, Marco Goffi
and the engineer Alberto Sasso. On the right, also Grazia Bolla and Gian Franco Novelli.
1989 Moments office life,Via La Thuile 71, the Engineer Sasso on the phone with who knows who,
and on the right Giovanna Sardi, known as "Cicci", office and accounting manager.

In February 1989, STOLA s.p.a. was contacted by Romano Artioli, the new owner of Bugatti Automobili, for the construction of a styling  model that was also designed to make the molds of the first four prototypes.
The contact was made by the Engineer Paolo Stanzani. Alfredo Stola and the Engineer Alberto Sasso met him for a business lunch at Campogalliano March 1, 1989. In the afternoon the meeting will take place in the Bugatti offices, which is still nearing completion, together with Dr. Romano Artioli, Engineer Dario Trucco, Jean Marc Borel and Stanzani himself.

From the personal agenda of Engineer Paolo Stanzani. On 1 March 1989 at 1 pm the Stola appointment is marked.
This Image is a kind permission of Dr. Gautam Sem important writer of automotive books
including the latest on the Bugatti EB 110.
The objectives were clear, communicating that the style would be taken care of by Marcello Gandini, and that the first running prototype would have to be ready by August 1989.
A week later the Stola modelers started work on a traditional styling model that could be dis-assembled.
The great experience of Marcello Gandini enabled the modelers to work with ease and speed and finish the job in four months.

Marcello Gandini
The model was then  sent to the Itca company in Grugliasco for the production of aluminum prototypes.
For Roberto and Alfredo, the opportunity to work with Gandini had long been desired, so much so that a few years later he would be asked to design a STOLA show car.
From this project a friendship was born between the two families based on mutual sympathy and esteem that still lasts today.

September 14, 1991, La Defense, Paris. Roberto and Alfredo Stola pose on one of the three EB 110
prototypes designed by Marcello Gandini whose model was made by Stola.
Roberto and Alfredo Stola, almost two years after having finished the modular styling model, with their respective families on 14 and 15 September 1991 were guests of Romano Artioli for the unforgettable presentation of the Bugatti EB 110 in Paris and Versilles.
For the record, the standard EB 110 was not designed by Gandini but the three test prototypes were all present at the event.

September 14, 1991 Hotel Ritz Roberto and Juliana before
the gala evening at the Orangerie of the castle of Versailles.

September 15, 1991 Alfredo and Maria Paola Stola with the
Bugatti EB 110, not designed by Gandin, in the background.
5 APRIL 1989
On April 5, 1989 Luigi Gallina was hired to assist the three Heads of Works, Carlo Bordone, Sellan Sante, and Vittorio Della Rocca.
We must also consider that in 1991 Sellan Sante  retired and in 1993 Carlo Bordone took over as chairman.
For the occasion, Gallina directed a new seperate model department of 1,500 square meters in Via Lesna 76, Grugliasco, in the basement below the Calculation and design center recently directed by Gottardo Bustreo.

Luigi Gallina in a 2002 photo.
In this detached location,  always connected to Via La Thuile 71 and the the Workshop, many Master Models were created, which were increasingly known as  Mathematical Verification Masters.
These include the Master Model of the Alfa Romeo 145, 146 and the Saab 9000 CS between 1992 and 1993.

1991 Master Model Alfa Romeo 145

1992 Master Model Alfa Romeo 146
Eric Sorum designer Saab 1989 In the milling department of the Stola Tord du Hane together with managers of the Saaab technologies.
A typical Biorn Envall inspirational art sketch for the future Saab 9000 CS

End of June 1989 Master Model Saab 9000CS

End of June 1989 Master Model Saab 9000CS

End of June 1989 Master Model Saab 9000CS

End of June 1989 Master Model Saab 9000CS
July 2, 1989 at the castle of Pralormo. Tord du Hane and his wife Brigitta at the wedding of Alfredo and Maria Paola Stola.
Ereic Hoglund and his wife are also among the guests, but at the moment we have not yet found the photograph.
At the end of 1992, the Saab 9000 CS entered production, an important restyling of the 9000 type;
the design is from the Saab Style Center directed by Bjorn Envall.
In addition to these Mathematical Verification models, dozens and dozens of control gauges were constructed for loose and welded sheet metal assemblies.
The most important customer for these types of equipment was Ford of Europe.
2 JULY 1989

1989 Pralormo Castle reception.
Alfredo and Maria Paola Stola in the background a Bugatti 57 cabriolet Stelvio.
On July 2 1989 at Villarbasse, Alfredo married  Maria Paola Ariusso and from this marriage Francesco was born on  February 10, 1992.

June 1995 Villarbasse. Francesco Stola with his dog Ufo, driving the Bimbo Racer
electric car originally of his father Alfredo in 1965.
They met, very young, on November 10, 1978, and immediately, beyond the love they shared they cultivate a passion for cars in all their aspects.
This passion continues today and not only through STUDIOTORINO.

August 1979 at Ceriale, Maria Paola and Alfredo Stola with the Lancia Stratos.

1984 Villarbasse Maria Paola and Alfredo
with their Dino 246 GTS.

July 1989 Colle San Bernardo (Garessio) Alfredo and
Maria Paola with their Porsche 911 Carrera 4.
On the occasion of the "Third International Plastics Conference", organized by the Turin Industrial Union on 4/7 October 1989, Stola s.p.a. was involved in a joint project together with Dea, Prime Computervision, Jobs, Tea, Sandretto and Comau.
The Turin Industrial Union, in collaboration with Fiat Auto and using their recently launched Fiat Tipo, wanted to present a report on the development of plastics in the automotive sector.
The Tipo was a high-volume production car and, besides the usual bumpers, included significant plastic components such as the tailgate and rear fenders.
The skill sets represented by the participating companies were described in detail throughout all the projects working phases, demonstrating technological integration in 9 points.
Style models, testing and scanning of style models, milling of master models, computer aided engineering, mold design and construction, moulding and assembly.
As we will see later, this conference proved to be an inspiration for the Stola company on the Fiat Punto project, in the development of the instrument panel from the model to the first set of moulds.
In November 1989, at the request of the Fiat top management, STOLA spa acquired 70% of the Autec engineering company whose Chairman was Engineer Dante Giacosa.
The negotiations took place between Doctor Cesare Romiti and his assistants and Roberto Stola together with Carlo Biassoni and Alberto Sasso.
This acquisition would prove strategic for future relations with Fiat Auto and its galaxy.
Milan 1989. A part of the Autec Designers have dinner together in a restaurant in Milan; the period of negotiations between Fiat and Stola. From left Gianfranco Morlacchi, Attilio Viganò, Giuseppe Castiglioni, Giovanni Galimberti (little visible), Noemi Civati, Roberto Arpini, Paolo Zerbini, Marco Destefani, X, Giancarlo Besana and Giuseppe Dibenedetto.
It was a great honor to work alongside the engineer Dante Giacosa, a  world legend in the history of the car with unsurpassable creations such as the Fiat Topolino, the 600, the New 500, and the 127, 124, 125, 128, 130, and 126.
With Autec, STOLA spa would have some of the best Italian design engineers, including former Alfa Romeo men of Arese's technical management.
TIn general, we remind you of Messrs  De Micheli, Gaburri, Natta, Morlacchi Besana, Petrelli, Maran, Roberto Arpini, Giovanni Galimberti, Alessandro Ghezzi and Paolo Zerbini.here were two structures, the first being the seat of the presidency and of the mechanical studies located in Turin, 48 Corso Vittorio Emanuele II, the second more operational in Cinisello Balsamo.
The corporate structure was made up of the engineer Giacosa as president, the engineer Porro representing Fiat as a councilor, Roberto Stola managing director and Alfredo Stola as a councilor.
Roberto e Alfredo Stola con Dante Giacosa
Turin 3 March 1990 at the Autec headquarters
in Corso Vittorio Emanuele II.
Alfredo Stola and Roberto Stola with the Engineer
Dante Giacosa on the occasion of his eighty-fifth birthday

January 3, 1990 At the Autec headquarters in Corso Vittorio Emanuele in Turin Dante Giacosa celebrates his
85th birthday with his colleagues. Present at the event Roberto and Alfredo Stola and Dr. Cesare Romiti
representing Fiat and on the left the Ingeger Maran.
From this fortunate situation they started immediately to design the bodies external and interior finishes of Ferrari cars.
Also the Engineer Amedeo Felisa, Technical Director of Ferrari s.p.a. he is a former Alfa Romeo designer and all these men from the Technical Department of Arese including Gottardo Bustreo and Carlo Biassoni (purchasing department) are for him a guarantee of quality and success.

The lawyer Luca Cordero di Montezemolo and the engineer Amedeo Felisa between the years 1990 and 2004,
a period in which the STOLA spa had realized important projects for Ferrari and Maserati for the design of chassis,
body and interior finishes and Masters for mathematical verification.
Among the Autec activities not present in STOLA spa,  structural calculation, suspension design, studies on small displacement engines and engine transmissions.
In 1993, by request, of Dr. Cesare Romiti and Engineer Paolo Cantarella, the remaining 30% of Autec shares was sold to STOLA spa.
The labour agreements do not change, nor  the relationship of respect between the highest Fiat leaders, and  Stola.

1959 Ing. Dante Giacosa on occasion
of the "Compasso d 'Oro" prize.

The lawyer Gianni Agnelli in the 90s.
Engineer Giacosa died on March 31, 1996 at the age of 91, working in Fiat, then  Autec and finally in STOLA spa from 1929 to 1996 for a good 67 years, until his last day of life.
From these dates  we can understand the absolute gratitude of the lawyer Agnelli to his greatest designer and the esteem given to the Stola company for the last seven years of work done together with Engineer Giacosa.
Private services were held in Turin in on 3 April 1996 at the Parish Church of San Vito.
Beyond the Giacosa Family and the Agnelli Family, Roberto and Alfredo Stola were expressly invited.
In the early days of December 1989, STOLA s.p.a was already involved in the construction of the Master Model for the future Lancia sedan type 838 which will later be called Kappa.
From the beginning of 1989 the engineering content (bodywork, exterior finishes and complete interior) was being realised by Autec.
In November of that year Stola acquired 70% of their share capital, taking control of the company.
For the Stola family this was the first production car project with work being split between the Autec offices in Cinisello Balsamo and Turin, and the Stola facility in Grugliasco.

Typical plan and sections of the Lancia type 838

Summary diagram of the Lancia type 838 project
The Autec and Stola Technical Directors were Engineer Antonio Gaburri and Gottardo Bustreo and the Project Manager was Piero De Micheli.
Their contacts in Fiat Auto for the three year duration were Engineers Camuffo, Vinante, Battistini, Villa and Filippa, who organised weekly meetings at the Palazzina di Mirafiori, section 5, entrance 8.
Design work was carried on a drafting machine which was then translated to the Computer Vision system recently purchased in accordance with the clients requirements. Roberto Arpini and Giovanni Galimberti, coordinated by Franco Rabaioli, were the Autec project leaders.
To enable the monthly invoicing of Fiat Auto, Dr. Carlo Biassoni paid great attention to the contract inherited from the recently acquired company.
The customer’s design objectives, compared to the current Lancia Thema, included the improvement of tolerances, an increase in interior space and, through the improvement and increase in the number of seals, better acoustic comfort.
Roberto Stola, who for years saw the engineering of the mass-produced car as a fundamental objective for the future of Stola, followed this project with great passion.
The Lancia Kappa went on sale to the public in 1994, replacing the Thema.

Project table in which it is highlighted
that the design is by Autec.

Tra il 1991 e il 1993 , la STOLA s.p.a . e la controllata Autec sviluppano la progettazione della scocca e delle
finiture esterne della Lancia Kappa per Fiat Auto.

Tra il 1991 e il 1993 , la STOLA s.p.a . e la controllata Autec sviluppano la progettazione delle  finiture interne
della Lancia Kappa per Fiat Auto.


For many years, but without success, Stola tried to establish a working relationship with Lamborghini, more than  just for economic factors but the pursuit of the satisfaction of having among its customers the Sant'Agata Bolognese brand.
In December 1989 through the Engineer Luigi Marmiroli, technical director of Lamborghini, Alfredo met the Engineer Mauro Forghieri at the Modena base best known as Lambo.
It was a truly unforgettable meeting for the thrill of knowing and talking about work with a legend of the design of the most extraordinary Ferrari Formula 1  multiple World Champions.
At the end of the technical meeting we returned to Turin with a Floppy Disk with the mathematics of the whole body of the car.
The Stola s.p.a. will build all the models in a sort of separable Master to be able to then build the carbon molds.
The activities of making the carbon fiber parts were managed directly by Modena Team.

As is well known, Lambo would only take part in the 1991 world championship with the drivers Nicola Larini and Eric Van De Poele,with little luck. For STOLA spa, however, it was an unforgettable experience not only for the prestigious meeting but also because the Lambo was really beautiful and aesthetically different from the others.

Not once did Alfredo travel to the Emiliana Motor Valley  without visiting the Lambo in the Lamborghini museum in Sant'Agata Bolognese.
For the Lamborghini Technical Department, later in 1993, in the new Rivoli factory, a little work will be done on the Diablo type.
A roadster version of the Diablo was modelled based on a standard coupe via CNC milling.

3 May 2018 Alfredo Stola at the Lamborghini museum.
From these new surfaces resins for negative and then positive molds could be cast, useful for the next stage of production of the new open version.

1993 Rivoli. Alfredo Stola on the side of the Master Model of the Lamborghini Diablo for the Roadster variant construction.

1993 Diablo Roadster work realized for Lamborghini spa. The transformation of the their coupé Masters into spiders.

In January 1990 at the model shop in Via La Thuile, STOLA spa created a Mathematical Verification master of the Ferrari 456 GT for Pininfarina .
The style was directed by the engineer Lorenzo Ramaciotti, manager of R&D at Cambiano, masterly re-interpreting the purest of the Gran Turismo 2 + 2 concepts in respect to the previous 365GT4 2 + 2, 400 and 412 models.
Pietro Camardella was part of the Pininfarina team of designers supporting the project.
After several changes following the direction  of the stylists and the subsequent update of the Master, which would be presented  to the board of Pininfarina and  the lawyer Luca Cordero di Montezemolo accompanied by  engineer Amedeo Felisa.

Engineer Lorenzo Ramaciotti.

1992 Official photo of the Ferrari 456 GT.
In 1990, on behalf of Pininfarina, Stola spa realizes the Mathematical Verification Master.

1989 December Milan Portello. The first sketch of the Alfa Romeo Proteo by Alberto Bertelli.
For many years the Fiat Group had not developed concept cars for motor shows.In early February 1990, Alfa Romeo decided to present an innovative fully functional prototype with a very high technical content for the upcoming 1991 Geneva Motor Show .
Given the experience gained in the styling model sector and the growth of their design office, Fiat's top management decided to entrust STOLA s.p.a. with this work despite not having specific experience in the concept sector.
The first meeting took place in Milan at the historic Alfa Romeo Portello Style Center, at the time almost in disuse due to the imminent transfer to Arese which took place two weeks later.

Alberto Bertelli.
Present at the meeting, Alfa Romeo’s Walter De Silva, Director of design and designers Alberto Bertelli and Benedetto Carmelo. From Stola, Gottardo Bustreo, Design director and Alfredo Stola.
At this meeting the preliminary general feasibility studies were presented on immense rolls of drafting paper, in particular the idea of ??the innovative soft top.

March 1990, start of the milling of the Alfa Romeo Proteo style / Master model.
The milling machine is a Jobs Jomac 35, the operator is Luigi Sartin.

March 1990 start of the milling of the Alfa Romeo Proteo style / Master model.
The milling machine is a Jobs Jomac 35, the operator is Luigi Sartin.

April 1990 the Alfa Romeo Proteo in the Fiat research center wind tunnel, in Orbassano for the
latest aerodynamic refinements to reach the optimal CX.

April 1990 The almost finished Alfa Romeo Proteo chassis.
It is a slightly shortened and reinforced 164 type.

April 1990 The Alfa Romeo Proteo chassis almost finished.
It is of the type 164 extension, which is slightly shortened and reinforced.

Over time, the business meetings between the Alfa Romeo’s Centro Stile and Gottardo Bustreo and his assistants became almost daily at their the respective offices in Arese and Grugliasco.
It was a difficult challenge, the bodywork would have to be made entirely of aeronautical carbon, there was a fully retractable folding glass top, 6-cylinder engine and both four-wheel drive and steering.
The top was as extraordinary electrochromic glass object, hydraulically operated and totally retractable.
By pressing a convenient switch positioned inside the passenger compartment the architecture could be transformed in 45 seconds from coupe to spider and vice versa, without having the impression that one may become the other.

October 1990 from left Alfredo, Bustreo, Ardagna and Robaldo

October 1990 Ardagna, Robaldo, Bertelli and Marco Goffi.

October 1990 Ardagna, Bustreo and Alfredo

October 1990 The Stola Team and the CP Team at work.

November 1990 The Teams at work.
Designer Alberto Bertelli at the wheel,the Cav Giuseppe Civardi (with his hand on the front upright)
from the Fiat style center overseeing the work, behind him Mr. Boggio of the CP. Marco Goffi can be seen bottom left.

November 1990, bottom left Roberto Stola and Cav. Civardi overseeing the Stola and CP Teams.

November 1990 Alfredo Stola with Walter de Silva, Alberto Bertelli and Cav. Civardi.
On the right in the foreground, Stefano Ardagna.

1990 December Alfredo Stola and Cav. Civardi.

1990 December, bottom, Walter de Silva
and Maria Paola Stola.

December 1990 The complete team, at the back, Alfredo Stola, Walter de Silva, Bertelli Tree, Cav. Giuseppe Civardi
and Giampiero Boggio. On the right with the white coat, Pautasso a very good panel beater.
Precisely for this characteristic, the name of this car is "Proteo", from the shape changing Greek God- Proteus .
It was a prototype "Spider-Coupé" laboratory, a forerunner of the future Mercedes SLK, SL and BMW Z 4, whose hoods were formed in sheet metal, foldable and totally hidden when open.
 Alfa Romeo had a really good idea, the Stola technicians succeeded at engineering and building it; the regret was not having patented it in March 1991.

The complicated retractable roof of the Proteo imagined by Alfa Romeo and engineered and built by Stola s.p.a
From the beginning the goal was to build a first salon prototype and to follow that up with two more for technical checks and preliminary feasibility as Fiat Auto’s intention was to put this sports car into production as soon as possible.
For the record, shortly afterwards the project was stopped, of the two technical prototypes only the platforms were built and nothing more.
For Stola that was their first salon prototype, and it brought a lot of luck to the modeling shop because in the following thirteen years, through to the end of July 2004, another fifty-six were made for the most prestigious car manufacturers in the world.

February 1991 Balocco test track.
Mauro Palman and Marco Goffi carry out the
prototype unloading operations.

February 1991 Walter de Silva and Madam with the
tester Moroni. In the center we can see Siro Palestra
and Gianpiero Boggio.

February 1991 Mauro Palman and Marco Goffi make
sure everything is perfect before the track test.

February 1991 finally the Proteo is driven by Moroni
making its first lap of the track.

February 1991 at the Balocco track the official photo before the tests.
February 1991 Balocco test track. The test driver Moroni performs one hour of testing.

February 1991 Balocco test track.
Walter de Silva and Alfredo Stola at the first test of the Alfa Romeo Proteo.

The Alfa Romeo Proteo was presented to the world press on the morning of March 5, 1991 in Geneva on the occasion of the 61st International Motor Show.
In the presence of hundreds of journalists and professionals, the hearts of Roberto and Alfredo Stola, Bustreo, Sasso and Goffi were put to the test during the opening of the convertible top in the presence of the Fiat leaders represented by the 'Agnelli, the lawyer Cesare Romiti and the engineer Paolo Cantarella accompanied by the technical director the engineer Stefano Iacoponi and the director of the Style Center, Walter Da Silva.
Ten minutes earlier, in a final pre-show test of the opening and closing top, it had jammed ...

March 1991 Geneva Motor Show Marco Goffi
and Gottardo Bustreo.

March 1991 Geneva Exhibition Alfredo Stola.

March 1991 Geneva Motor Show Finally the Proteo on the Stand.

March 1991 Geneva Motor Show . The engineer Paolo Cantarella describes to lawyer Gianni Agnelli
and Dr. Cesare Romiti, the complex function of the disappearing glass roof.
A few moments later they demonstrate the opening and closing to Marco Goffi for the first time.
These were the longest sixty second of the lives of those responsible.

March 1991 Geneva Motor Show Stefano Iacopone, technical director of Alfa Romeo, Roberto Stola
and engineer Alberto Sasso relaxed and smiling after the successful opening and closing of the
roof in front of journalists and above all the board of the Fiat group.
END 1990

1991 La Stola realizza una proposta di modello
di stile della Fiat Punto.
Between the end of 1990 and the first weeks of 1991, STOLA S.p.a. was contracted by Fiat Auto to build a see- through style model for the Uno replacement, the European leader in the B segment.
The style for the model built in Via La Thuile 69/71 was by designer Mauro Basso of the Fiat Style Centre then under the direction of architect Armando Cressoni.
We are talking about the model that went on the be called Punto. For Fiat Auto the program was so strategic that the most important Italian style centers such as Italdesign, Pininfarina, Bertone and Idea were also involved.
Many models were built, and in the end it was Giorgetto Giugiaro's proposal that was chosen for production.

In February 1991, just before transporting the Alfa Romeo Proteo to the Geneva Motor Show, the Fiat Style Center through its technical director Cavalier Giuseppe Civardi asked STOLA spa to create a very accurate red style model with opening doors for the Fiat Barchetta project.
In the Fiat Style Center, three style proposals had just been presented through volume models, and the chosen one is designed by Andreas Zappatinas.

1991 Andreas Zapatinas, the designer of the Fiat Barchetta.

March 1991 Carlo and Alfredo Stola with the Barchetta
model at the very first stages of setting up.

April 1991,the Barchetta opening doors begin to take shape.
From the left Zanellati, Zanini and Chiara.
For the interiors, the proposals of Peter Davis and Giuseppe Bertolusso was  chosen.
The work started immediately with great energy and enthusiasm in order to deliver for the visits of the CEO Fiat Cantarella and  other directors to check progress.
There was much curiosity, even  within the Fiat Style Center, to see is a new  spider after so  many years absence.

February 1991 Marco Goffi and engineer Sasso prepare
the commercial offer for the Barchetta model.

April 1991 Alfredo Stola and Zanini posing.

April 1991 From left Zanini, Goffi, Bustreo,
Robaldo and Ferrero.
April 1991. Engineer Alberto Sasso and on the opposite side the modeler Robaldo.
There  were two objectives for Fiat for this highly accurate model: firstly, to refine the design of the first selected volume model and secondly, to update the surface model engineering macro feasibility.
Ultimately the aim was to  use model with opening door as a "Clinic Model" throughout Europe to find the level of interest of a very select audience The European clinic tour started in June of the same year and ended in September.

May 1991

Beginning June 1991, Gottardo Bustreo and Laura Giunipero.

Turin late May 1991. On the right Marco Goffi and the designer Andreas Zapatinas.
On the left Vincenzo Mammone, Andrea Granata and X

Mid June 1991, Alberto Sasso, at the wheel,
Roberto Stola and Zanini.

June 1991 From the left Roberto Stola, Sasso,
Alfredo, Ferrero, Zanini, Palmieri.

End of June 1991 before delivery for the european tour for Clinic Testing.
From left Bustreo, Bonito, Ardagna, Robaldo, Della Rocca, Sassu, Zanellati, Maurizio, Palmieri, Giachino, K, Zanini and Ferrero.

MARCH 1991

As soon as the Geneva Motor Show was finished in March 1991, BMW, having seen the Proteo, asked STOLA spa to create a very special three-seater Show Car with electrically powered aluminum frame and body to be presented for the next Geneva Motor Show in 1993.
The satisfying aspect for Stola was that in the BMW offer they requested the same high quality as seen on the Alfa Romeo Proteo.
When this dark blue BMW ,called Z 13, was completed at the end of February 1993, the Bavarian house immediately ordered a second red one for their internal use in the BMW Technic department with delivery in September 1993.

October 1992 Maria Paola Stola with Francesco and behind them the aluminum body of the BMW Z13 in
Turin Via La Thuile 69.

1993 The official photo of the BMW Z13 just before being exhibited at the Geneva Motor Show.
With the constant stream of requests for Show Cars and Style Models, Roberto and Alfredo Stola decided in the spring of 1991 that the time had come to have a new factory.
The objective was to concentrate the three operational offices and eliminate the inefficiencies deriving from a fragmented and obsolete "lay out".
The new Cad Cam technologies, the need for ever larger and faster CN milling machines, the increase in workers who by then had reached 160 people, the need to give better and safer spaces to customers, make decisions for restructuring and expansion of a large building in Rivoli located in Via Ferrero 9, just off city ring road. 27 months was set  as the goal for the realization of work, from design to moving in.

1992 Construction sign of the new building.

June 1992 Start of the first works.

1992 Spallitta and Giordano of Edil G are seen.

April 1992 Alfredo Stola with little Francesco.

May 1992 preparation of the styling models
department on the second floor.
The design was by the architect Paolo Rosani, son of Antonio Rosani who had built the Lancia skyscraper in Borgo San Paolo near the old headquarters of Via Issiglio 38 where founder  Alfredo Stola and his three sons, had witnessed its construction in the second half of the 50s.
Marco Goffi and Alfredo Stola, from the spring of 1992 dedicated themselves 100% to following the construction and plant work together with building contractor Edil G, taking care of the move up until the last day.
This decision was taken by Roberto Stola who oversaw the entire project almost daily.

October 1992 in front of the future reception, the designer Silvano Crosazzo, Roberto Stola
and the manager of Edil G Paolo Spallitta.

February 1993 A view from Corso Allamano.

February 1993 a view from via Ferrero.
MARCH 1991
In mid-March of 1991, with the enthusiasm of Proteo's presentation in Geneva, Roberto Stola confidently granted his nephew Alfredo the management of a new show car based on the Fiat Panda, to create a "beach" version inspired by the Fiat 500 and 600 Jolly Ghia of the 60s.
The aim was to show the company's manufacturing capabilities without the restrictions of industrial confidentiality of its customers.
Alfredo and Maria Paola followed this project with passion, listening to the advice of Giuseppe Civardi, technical manager of the Fiat Style Center in Via La Manta, Turin.

1964 Fiat 500 Jolly bodied Ghia.

Saluzzo 1991 Aldo Garnero in a photo of the time in his Euro Design Engineering studio.

April 1991. The drawing by Aldo Garnero with the project name Maui and the palm graphics of the Mirage hotel in Las Vegas.
April 1991 Two other proposals by Aldo Garnero discarded by the Stola's.

Rivalta May 1991 at the Opac. Alfredo Stola poses with the Panda body under construction.
In the background Mr. Robaldo.
Rivalta May 1991 At the Opac we recognize Rodolfo Robaldoof the Stola s.p.a. and Sergio Fraire of Opac.
Turin 12 July 1991 The Mirage logo is hand painted at the Pubblimais in Strada della Pronda 135/9
by the holder Vinicio Mais. In the souvenir photo we can recognize his son Roberto Mais and his cousin Lorenzo.

September 3rd, 1991 Portofino Maria Paola and Alfredo Stola for the first time with the Panda Mirage.
Note that the name Mirage appears under the three palms.
September 3, 1991 in Portofino the Panda Mirage is photographed for the first time with its original registration plate TO64254R.
The name Mirage was never be published in any newspaper by request of the Fiat top management.
The designer was Aldo Garnero, the body was build by Opac and the upholstery by Salt of Gavina family.
The name of this "spiaggetta", photographed for the first time in the splendid setting of Portofino on 3 September 1991, was Mirage, which shortly afterwards would change to "Destriero" on the advice of Fiat's top managers, in particular that of the engineer Paolo Cantarella.
This perfectly functioning prototype would be the first of many concepts that STOLA spa will carry out on its own initiative for demonstration purposes towards its customers.

September 1991. At the lake of Avigliana
the first and only unofficial Sunday outing of the Panda Destriero together with his friend Fabrizio Giugiaro and his Special panda called "Strip".
The first prototype was registered in 1991 by STOLA s.p.a., bearing license plate TO 64254R and chassis number ZFA 141A0004604624.
On November 20th 1995, Fiat Auto s.p.a. authorised STOLA s.p.a. to proceed in updating the circulation documents of the vehicle into a doorless beach-car with the "nulla osta" GC / AA number N 95/3223.
The approval was issued by the Ministry of Transport and Navigation on 25 January 1996 and the transcription in the vehicle registration document takes place on February 1st of the previous year.

March 1992 Porto Cervo, the Stola Panda Destriero in the first official photograph with the name Destriero, no longer Mirage.
In the background you can see the great Destriero motorboat in preparation by the great business.
The front registration plate (TO 77317S) for this picture was borrowed from another Fiat-owned vehicle for internal reasons.
The first example of the Stola Panda Destriero has always been targed TO64254R, and it is so still today.

October 1991 The project from Mirage will become
Destriero at the request of Fiat Auto.
The STOLA Panda Destriero  had its the world premier at the Turin Motor Show in April 1992 on the Fiat stand.
The setting tells the story of the motor vessel Destriero, at  whose rudder Cesare Fiorio and his crew would  to try to win the blu ribband in for crossing the Atlantic for the Yachting Club Costa Smeralda.
Basically the STOLA Panda Destriero was the tender in Porto Cervo for the  boats crew.

Turin, April 23, 1992 Turin Motor Show Fiat stand.
Maria Paola and Alfredo Stola with the two month old Francesco in the special dedicated
display of the Destriero motor vessel company.
The front registration plate (TO 77317S) for this picture was borrowed from another Fiat-owned vehicle for internal reasons.
The first example of the Stola Panda Destriero has always been targed TO64254R, and it is so still today.
In end of June, a few months later the show, the Fiat Style Center requested a second twin STOLA Panda Destriero for the Avvocato Gianni Agnelli.
After having seen it, the Avvocato requires a change of color in the most classic blue used by the Agnelli family and a particular interior in light gray and the hood covering only the front seats.

Nicola and Cristian D'Alessio of DN Trasporti.
Always the transporters of Stola s.p.a.

Villarbasse September 1992. For the first time here are the two Stola Panda Destriero twins.
The one in the foreground without a canopy is intended for the Avvocato Gianni Agnelli.

October 1992 Alfredo Stola and little Francesco
in the entrance hall of Via La Thuile before the
delivery of the Destriero to the Fiat Style Center after the changes requested by the Avvocato Agnelli.

October 1992 The Stola Panda Destriero of the Avvocato just delivered and photographed in front of the offices
of the Fiat Style Center in Via La Manta in Turin. You can see the particular hood covering only the front seats.
For Alfredo and Maria Paola the Mirage-Destriero was the car to for which they have so much affection, so much so  that still today they use it during their holidays by the sea.
Their love for the Mirage-Destriero stems from the fact that the whole project was developed while their child Francesco was in his mothers  womb, and at only two months old he would attend the world premier on the Fiat stand with his parents.

Following this great experience, STOLA spa created the slogan "No Style Design" in order to communicate and  reassure its customers that the company would never deal with creating "style" with the exception of its demonstration prototypes, which in themselves would be  created by designers who were  friends from outside the company.

Logo designed by STOLA spa to communicate to the manufactureres style centers that design is not its business.

To crown the passion for the Destriero,Francesco Stola's Canevese Ruote Classice club in Canavese was now owner of the rare beach car, on January 8th, 2020. ASI issued it with their "Targa Oro" certificate.
A thorough inspection took place in Samone in the province of Turin on 30 November 2019 by Commissioners Luigi Viceconte, Lorenzo Beltrami, and Rolando Pluma coordinated by Mario Alasia.
With the number 52702 the identity certificate of the "Fiat Stola Destriero" was classified as Type A, Group 1.

Samone (To) 30 novembre 2019: i momenti della verifica con i commissari Alasia, Viceconte, Beltrami e Pluma.
La targa oro verrà data l’8 gennaio 2020 dall’ASI attraverso il club Ruote Classiche in Canavese.

Samone (To) 30 novembre 2019: una foto ricordo con i commissari dopo la stesura del verbale.
Da sinistra A.Stola, Lorenzo Beltrami, Mario Alasia, Luigi Viceconte e Lorenzo Pluma.
In the end August 1991, STOLA spa was called on by the Fiat Style Center for  the construction of two external and internal style models related to the Bravo - Brava projects.
A very demanding job for the Via Thuile model shop because of the great importance placed by Fiat for these two strategic future models that would replace the Tipo.
The concept of creating two very different vesions but with many hidden common parts  involved many of Fiat stylists and Stola modelers.

1995 Advertising photos of the Brava and Bravo.

1995 Official photo of the Bravo instrument panel designed by Mike Robinson.
The architect Ermanno Cressoni as director of design was  always in sync with CEO Paolo Cantarella.
The designers on the Fiat Team, both of the exteriors and of the interiors, under the supervision of Chris Bangle were Peter Davis, Mauro Basso, Peter Fassbender, Andreas Zapatinas and Antonio Piovano.
Through their drawings they realised the mathematics in the Fiat  "Piani di Forma and Surfaces "department in collaboration with the STOLA digital modellers co-ordinated by Carlo Mantovani.

1991 The architect Ermanno Cressoni,
director of the Fiat Style Center.

The final objective was to certify the style models and then to realize the class A mathematics in order  to build the two Mathematical Verification Masters for the final use of the Fiat mold manufacturing department.


Between 1991 and 1992, STOLA s.p.a. realizes the engineering and prototyping project to transform 3 platforms
bodies of the type 348 TS in the spider version. Among these activities also the engineering of the canvas top.

In September 1991 STOLA s.p.a. received an order for design and prototyping work direct from Ferrari for a project codenamed F131.
The request is to engineer the transformation of the chassis and bodywork of the type 348 TS, designed by Pininfarina, into an open spider version.
To do this it was necessary to increase the torsional stiffness of the body as well as create the compartment that would house the canvas top, which was the real novelty of this version.
Stola design director Gottardo Bustreo supported by Siro Palestra, Bergamasco and the entire team, carried out the engineering studies for the modifications of the chassis and bodywork, all of which was validated by the necessary structural calculations.
Using three bodies of the TS, delivered by Maranello to the Turin headquarters of Stola, modifications were made using hand beaten and welded prototype sheet metal parts.
The design and installation of prototype canvas roofs were also included in the work.
In Maranello in 1992, the three prototypes were tried and tested by the various Ferrari departments, with positive results.
The 348 Spyder went on sale through the dealer network in spring 1993.


In October 1991, the Fiat Purchasing Department, headed by Dr. Riccardo Bussolati, asked the Engineer Alberto Sasso and Roberto Stola if they would like to develop the dash board of the future Fiat Punto.
The content of the work would be to take the style model, provided by Fiat, and develop it to master model, the first set of molds and the first 300 assembled dash boards.
An unconventional proposal in the plastic molds sector, probably due to a delay in programming inside Fiat and therefore a possible idea to reach an emergency target.

1991 The engineer Alberto Sasso at his desk.

December 1991 Bruno Arienti, having just arrived in STOLA.

After an important internal meeting at STOLA spa in which Roberto Stola, Gottardo Bustreo (design director) and Albarto Sasso participated, an agreement with the companies Canta and Tea of the Comau group, Fiat’s director Bussolati’s proposal was accepted.
For the occasion, Bruno Arienti, a highly qualified technician from Stars, among the leaders in the production of plastic finishes for the automotive sector, was specifically appointed for this very difficult project.

1992 Master Model Fiat Punto dash board.

1992 The first prototype plastic inserts assembled
on the Master.
The main difficulties of this project were the timing and price targets that were imposed, 19 months and £ 13,000,000,000 (Lira) respectively.
The aim was to have the pre-production dashboards fitted in the cars for the beginning of August 1993.
It was a difficult task considering that for previous projects the target was usually 24 months, but with the idea of managing the complete with only one protagonist from the beginning it would prove possible.

December 1992 Alberto Sasso At the side of the mold of the Fiat Punto dashboard.

March 1993 the first prototype, still to be embossed, the first assembly on the Mountability Master.

Turin March 1993 at the restaurant Adriano in via Pollenzo dinner to celebrate the first dashboard.
The responsibility for STOLA spa was enormous, with the risk of delaying the production of the Fiat Punto a few months compared to the planned date.
The guideline was "Simultaneous Engineering" organized by STOLA spa with its main partners, dedicating a great internal team as never before.

March 1993 at the workshop in Via Bard specially equipped for the Punto project they check all the parts with calipers.
It was unique experience that in addition to reaching the desired target, would lead the company to have a much more structured internal organization, something that was be noticed with satisfaction by the Fiat Group for future even more complex turnkey projects.
Halfway through, Fiat unexpectedly decided to start sales in parallel with the right-hand drive dashes for the UK  market and asks the STOLA to produce the high-quality prototype molds required.
May 1993 air ducts being welded using with ultrasonic wave welding equipment in via Bard.

June 1993 in the STOLA workshop,Via Bard day and night the dash boards of the Fiat Punto are being assembled,
they would then be assembled in the body on the Fiat assembly in July in order to be ready
for the presentation on September 11th.

1993 Fase dell'assemblaggio plancia.
Al centro con la camicia bianca Bruno Arienti con due dipendenti della Comec.
In particular Bruno Arienti, supported by Luigi Gallina, established a collaboration with the Dutch company Kupron in order to achieve the objectives.
For the record, the Fiat Punto in both the left and right drive versions was officially presented to journalists in Turin on 11 September 1993 at the Lingotto building with a memorable event, Fiat suppliers were also invited.

September 11, 1993, Fiat Punto display cars for the use of journalists, showing their dashboards.
The steering wheel, air vents and the gear lever were not among the parts supplied by STOLA spa.
These are months of intense and enthusiastic work with Fiat stylists practically living in the modeling shop with frequent visits by the architect Cressoni, Chris Bangle and CAV Giuseppe Civardi.
Unforgettable visits in Via La Thuile 69 by Paolo Cantatella always arrived with his blue Fiat Croma promptly parked in the internal entrance hall of the modeling shop.

In December 1991, on the occasion of the presentation of the future Fiat Cinquecento and at  the initiative of the engineer Paolo Cantarella, CEO of Fiat Auto, he asked all the main Italian coachebuilders to create special custom-built concepts based on small cars.
The occasion was  the Fiat stand at the upcoming Turin Motor Show scheduled for April 22, 1992.

The pre-selected coachbuilders were given a pre-series  Fiat Cinquecento and a cash contribution of 100,000,000 lire. Idea, Bertone, Pininfarina, Italdesign, Zagato, Coggiola and "Stola-Itca-Maggiora" were the selected companies.
The Stola-Itca-Maggiora companies are deliberately grouped together for their specific skills by the  Fiat board overseeing  whole project in anticipation for the turnkey development of the new Fiat Barchetta spider.

1992 All the Cinquecento specials together.
The Stola-Itca-Maggiora consortium realised for the Fiat event a Cinquecento called Citá which in Piedmontese dialect means small.
As for the design, as for the Destriero it will be entrusted to Aldo Garnero.

April 1992 The official photos of the Fiat Cinquecento "Cita" created by STOLA-ITCA-MAGGIORA.

Turin 22nd April 1992 Lingotto Motor Show: the Cinquecento "Cita" of Stola Itca Maggiora
on the platform of the Fiat stand.

Still in December 1991, Fiat asked STOLA spa to create an electric research Show Car to be presented in a future motor show.
It’s name was Downtown, and was designed by Roberto Giolito who followed the entire modeling and prototyping process with the support of Ermanno Cressoni, Director of the Fiat Style Center and Chris Bangle, exterior styling manager in Fiat.
Starting from the molds and details of the bodywork built in the Stola modelshop of, a second example was then made which was assembled at Mirafiori in the Centro Sperimemtale Fiat of Via Biscaretti di Ruffia.
The first Downtown, the one made in STOLA was grey and  served to perform the tests of the innovative electric motor, while the second,in green for the Geneva Motor Show had a more efficient motor and was managed by Cav. Rodolfo Gaffino Rossi.
For the record, at the inauguration of the Geneva Motor Show in March 1993, the lawyer Gianni Agnelli drove the prototype from general aviation at Geneva airport to the Fiat stand.

1991/1992 the original drawings by Roberto Giolito from Downtow.

1992 Some phases of the construction of the see through model of the Downtown.
From the left we can recognize Zanini, Roberto, Sthepanie and Alfredo Stola, Zanellati, Granata Calò and Vai

1992 Chris Bangle relaxing after working on Fiat Downtown models with the STOLA coat and the tie.

1992 In the center you recognize Robaldo.

1992 realization of the aluminum frame
for the interior studies.

1992 Marco Goffi e Lucio Giarolo.

1992 Mauro Palman e Alfredo Stola.

1992 Roberto Giolitto nel suo ufficio in Fiat.

1992 E. Cressoni, R. Giolitto e alla guida Peter Devis.

1992 Roberto Giolitto e Darrin Caddes


Turin 1992 Vittorio Della Rocca, Alberto Sasso, Rodolfo Robaldo, Zanini and Ardagna can be recognized.

1992 The engineer Alberto Sasso and the
team leader Zanini.

1992 Roberto Stola with his daughter Stephanie and
on the right the modeler Robaldo.

September 1992 in Via La Thuile 71 with the almost finished Downtown,
Roberto Stola with his daughter Stephanie and Alfredo.
October 1992 official photo of the grey Fiat Downtown before being sent to Fiat's Experimental Test Center.

March 1993 Official photo of the Downtown before the Geneva Motor Show. This green version was developed
at the Experimental Test Center with the molds of the first grey Showcar used for the tests.

1992 L'Ingegner Enrico Fumia direttore del Centro Stile Lancia.

Disegno originale della Lancia Y dell'Ingegner Enrico Fumia.

In January 1992 the Fiat-Lancia Style Center instructed STOLA spa to develop two models of exterior and interior styling models for the new Lancia Y to replace the Y10.
The models were specified as Hard see-through and  milled from data supplied by Lancia then finished by hand with all the necessary style modifications included.
One  model was designed by the engineer Enrico Fumia and the second by the architect Massimo Gay, while the interiors from Greg Brew.
The model chosen for the production will be the one designed by the engineer Enrico Fumia.

1992 STOLA spa realizes two styling models of the Lancia Y.
1992 STOLA spa realizes two styling models of style of the instrument panel.

In the winter of 1992, the Alfa Romeo Styling Centre at Arese, directed by Walter De Silva, commissioned Stola s.p.a. to build the style model for the exterior of the new Alfa Romeo 166.
Class B and C styling surfaces were created at the Arese styling center following the precise indications of Wolfgang Egger.
The Stola resident team was made up of the surfacers Carlo Mantovani, Adriano Rossi and Gianfranco Cappa with the support of Giancarlo Besana for the technical pre-feasibility studies.

Torino 1992 La STOLA s.p.a. realizza il modello di stile degli esterni dell'Alfa Romeo 166
su indicazione del direttore del Centro Stile Alfa Romeo Walter De Silva. Successivamente nel 1994 verranno realizzate le superfici di classe A e la fresatura del Master verifica matematica.
In Via La Thuile 71, Turin, the style model was milled, then modified manualy immediately afterwards following the changes requested by the designers Egger, Rosti, Favilla and Giavazzi.
Among the Stola modellers, Stefano Ardagna was noted for having personally resolved demanding requests from Walter Da Silva for the refinement of very difficult lines.
Due to Fiat Auto group’s internal issues, this project experienced several interruptions and restarts, to the point that the style model chosen in1994 did not go into production until three and a half years later.
In 1994, Stola was commissioned to carry out the class A mathematics,mill the mathematical verification master, design the body and external and internal finishes and, last but not least, a modification of the original platform of the Lancia Kappa.
The work was mainly carried out in the offices of Stola in Cinisello Balsamo and to a lesser part in Rivoli. The Stola engineers would liaise with great effectiveness with the hundreds of Alfa Romeo technicians from Arese.

Alfa Romeo Tipo 936 schema giochi/tolleranze interni e esterni.

Il quadro sinottico completo del progetto Alfa Romeo 166 realizzato dalla Stola s.p.a. per Fiat Auto a firma Autec.

Un dettaglio del quadro sinottico.

Tabellina di progetto, in evidenza la società Autec
I dettagli del quadro sinottico del progetto Alfa Romeo 166

Class A class mathematics and master milling were performed in the Rivoli headquarters by the usual Team of Massimo Stola, Carlo Mantovani and Vittorio Della Rocca.
Design activities were under the technical direction of Gottardo Bustreo assisted for contracts and purchases by Carlo Biassoni, who assigned Piero De Micheli as Project Manager.
Roberto Arpini, Marco Destefano, Roberto Bianchi, Marco Brizzolara, Giuseppe Di Nunno, Marco Criveller and Paolo Zerbini were all part of the team.
The Stola team worked with that of Alfa Romeo for three years. Their project manager was Ezio Villa assisted by colleagues Giuseppe Longoni, Pietro Tagliaferro, Luigi Verga, Roberto Guandalini, Domenico De Felice and Masera.
The whole project was developed using Computervision, although the preliminary technical feasibility phase began on a classic drafting board.

APRIL 1992

In April 1992, during  the Turin Motor Show, STOLA spa became involved in the Barchetta project for Fiat. 
It was  for a turnkey production task also involving  partners Itca and Maggiora.
It was the initiative of engineer Paolo Cantarella to give the project to the three companies and allow them to decelop the car.
The engineer Nevio di Giusto, who had recently been appointed as coordinating director of the Fiat Group’s styling centres, gave his support to quickly integrate the style work already completed into the development  process.

1992 Engineer Paolo Cantarella, CEO of Fiat Auto.

1992 engineer Nevio di Giusto, coordinator of the three
style centers of the Fiat group.
April 1992 the technicians of the STOLA prototype department in coordinating the design work
and the first list of sheet metal parts to be made.
April 1992 the first technical drawings of the Fiat Barchetta with the aim of creating two prototypes in sheet metal.
The Fiat board, wanting to relaunch a spider into their range that had been absent since  the time of the pininfarina built 124 had to find a competitive production solution.
For Fiat, these months in 1992 were very intense, especially for the beginning of the design of the new Punto.
It must be borne in mind that the usual partners Pininfarina and Bertone in 1993 and 1994 were involved in the production of the Fiat Coupé and Punto Cabrio.

September 1992 beaten model of a panel.

October 1992 The instrument panel lid.

October 1992 Frontal.

October1992 Trunk structure.

November 1992 This photo shows Bonetto and Comollo.

November 1992 Felice Chiara and Beppe Comollo.

December 1992 Ferrero Varsino and Beppe Comollo
check the body.

December 1992 the body of the first prototype ready
for painting.

January 1993, Modelleria STOLA. Roberto and Alfredo Stola together with Andrea Granata, one of the painters,
next to the first Barchetta sheet metal prototype in the paint oven of via Villa Giusti.

February 1993 Mechanical assembly of the first prototype.

February 1993 a group photo on the assembly prototype.
From left Franchino, Giorgione, Alfredo Stola,
Felice Chiara and Marco Goffi.

February 1993 The first prototype prototype practically finished. 
To be precise, original rims and headlights. Instead of the headlights, resin models have been fitted. 
From left  Renato Bianco, Rocco, Ferrero Varsino, Beppe Comollo, Felice Chiara, Danilo Franchino,
Bonetto, Mammone, Granata and Giorgione

May 1993, via La Thuile 71 Alfredo Stola with the little Francesco posing next to the second
and final prototype Yellow barchetta made from the sheet metal models.
Mirabella, Felice Chiara, beppe Comollo, alberto Porzio and Aniello Tornatore can be recognized from the back left.
Turin May 1993. Marco Goffi and Bruno Arienti in the office in Via La Thuile 71
they work on the calculation of the prototype modifications.
Each of the three companies had to call upon their best skills, Stola for modeling, engineering and the first two prototypes derived from wooden models, Itca for test prototypes and the production of the chassis and the Maggiora for the actual production line and purchase of all components.
This consortium, under the direction of Fiat, gave  excellent results in terms of quality, timing and savings. The imposed objective to start production 24 months after styling freeze with an available budget Lire.
In view of synergies coordinated by Fiat, the painting of the Barchetta was planned for the Bertone plant in Grugliasco. The deliveries of the Fiat Barchetta would begin in March of 1995 at the same time as its official presentation at the seventy-fifth Geneva Motor Show.

February 1995 the official photo of the Fiat Barchetta before being presented at the Geneva Motor Show.
MAY 1992

In May 1992, the French company Heuliez contacted STOLA spa to request the construction of an opening model with an electric hood to be presented four months later in October on their stand at the Paris Motor Show.
The design of this model was by Marc Deschamps, a designer well known in Italy having been the director of Stile Bertone.
Vittorio Della Rocca, Workshop Manager at Stola, for this model  also worked as a team leader given the limited time available and the many styling modifications required by Deschamps.

October 1992 Heuliez Raffica, The final moments
before the delivery of the model.
We recognize Calò and the Sellan Sante.

October 1992 Heuliez Raffica, official photo before the presentation at the Paris Motor Show.

In the summer of 1992, STOLA spa created a styling model for Fioravanti srl.
It was a medium-sized sedan with the Fiat brand, called “New Large”.
The stylist, Leonardo Fioravanti, known world wide for some of the most extraordinary Ferraris designed during his time at Pinifarina between 1962 and1987.
In the volumes, the design was very refined and balanced, immediately denoting great personality.
After milling, manual changes were indicated to the modelers with great attention to every detail by Fioravanti himself.

The Engineer Leonardo Fioravanti.
Concurrently, the modellers created a second version of “New Large” directly for Fiat and their in house stylist, Andreas Zapatinas. In essence, the New Large was to go on to replace the Fiat Croma.
This did not happen due to strategic decisions taken by the Turin car manufacturer. Unfortunately there are no photos of the two models made in STOLA spa for either Fioravanti srl or Fiat spa.
In the autumn of 1992, for the first time, Ferrari asked STOLA s.p.a. for "complete" engineering of a body as well as its exterior and interior finishes.
The F133 project, their future 12-cylinder model, went on to be named the 550 Maranello.
This vital work for Ferrari, was the result of the integration of the Autec-Stola designers, directed by Gottardo Bustreo for the technical element and Carlo Biassoni for management.
From exterior and interior styling models received from Pininfarina in Cambiano, together with the Ferrari engineers, they worked continuously for over two years through to 1995.

Torino settembre 1992. La Stola s.p.a. riceve dalla Pininfarina il modello di stile della futura Ferrari 550 Maranello.
Su questo modello viene realizzata una scansione completa e dettagliata.

The first activity was the complete scanning of the two style models from Cambiano.
The t aim of the surface-modeling departments of STOLA s.p.a. was to create class A surfaces, and the two related Mathematics Verification Masters for exteriors and interiors.
These activities were personally followed by Massimo Stola, Carlo Mantovani and Vittorio Della Rocca and their teams.
The Master was be validated by Engineer Ramaciotti for Pininfarina and by Engineer Rossi for Ferrari, and marked the real beginning of the design, given that the pre-feasibility styling activities had already been carried out in Stola in parallel by Roberto Arpini and Giovanni Galimberti.

Rivoli Dicembre 1992. Le superfici matematiche realizzate in Stola s.p.a. previo rilievo del modello di stile ricevuto dal centro studi e ricerche Pininfarina di Cambiano. Da queste superfici verrà realizzato il master di verifica matematica.
Rivoli dicembre 1992. Versione definitiva delle superfici matematiche che verranno utilizzate per la costruzione del master.
In the spring of 1993, Gottardo Bustreo appointed Franco Rabaioli as Project Manager to interface with the engineer Maurizio Rossi,assisted by Riccardo Ugolini and Vincenzo Matullo.
Dozens and dozens of trips between Maranello, Cinisello Balsamo and Rivoli followed.
Thus began the studies to define the bodywork, involving the platform, body sides, "greenhouse", moving parts and all the related internal structures related to the sheet metal, bumpers, lights and sill covers.
Concurrently, the interior team were studying the details of the instrument panel, console, door panels, headlining and boot trim.
The design phase in the three directions described was very important as it defined the technological solutions that would allow us to maintain, on one hand the aesthetics required by styling, and on the other the final costs of the car.

Cinisello Balsamo primavera 1993. In questo disegno si possono vedere i primi studi di progettazione.
In particolare le parti mobili comprese delle loro strutture e le traverse superiori del tetto.
Ferrari, Stola and the many co-designers could then make the production details work together in a single platform to achieve common goals: maximum quality with cutting-edge technological solutions at a realistic cost.
Once the objectives were reached, the 3D design of each component in order to create final production tooling could begin.
The validation of 3D projects took place through checks with virtual electronic systems followed by physical tests on the first prototypes made in Maranello.
This highly critical activity for the F133 project was entrusted to STOLA s.p.a. and was managed by Gianfranco Morlacchi, most of the time on site at Ferrari.

Maranello autunno 1994, presso la sala metrologica della Ferrari con la prima scocca prototipale in lamiera
della Ferrari 550 Maranello.
Da sinistra Alessandro Ghezzi, Paolo Zerbini e Piero De Micheli.

Maranello autunno 1994, Toni Fabio, Piero De Micheli
e Mauro Dalmonte.

Maranello autunno1994 Paolo Zerbini, Piero De Micheli
e Mauro Delmonte.
Maranello estate 1995. Nel reparto costruzioni sperimentali della Ferrari in una foto ricordo.
Da sinistra Mauro Delmonte (Ferrari), Pietro De Micheli (Stola s.p.a.), Piero Migliorini (Ferrari)
e Giuseppe Castiglioni (Stola s.p.a.), sullo sfondo a sinistra uno dei prototipi 550 Maranello.
Maranello novembre 1996. Paola Busato gestore della STOLA s.p.a del sistema Distinta Base (Bill of Material)
alla guida di una delle primissime 550 pre - produzione.
La fotografia è ripresa all’interno della Ferrari s.p.a., sullo sfondo la galleria del vento.

Formigne 1996 al ristorante l’Oca Bianca.
Paola Busato, Giovanni Galimberti, Ivan Pavanerelli ( Ferrari ) e Paolo Piacentini ( Ferrari )

Interni Ferrari 550 Maranello disegnati dalla Pininfarina e progettati dalla Stola s.p.a.

1996 una delle prime immagini ufficiali della Ferrari 550 Maranello.
Nella primavera1993 la Stola spa realizza per Ferrari il master di verifica matematiche degli esterni.
The Ferrari 550 Maranello was presented at the Nürburgring circuit in summer 1996. Engineer Amedeo Felisa invited Carlo Biassoni, Gottardo Bustreo and Giovanni Galimberti to represent the Stola team at this unforgettable event.

Luglio 1996 Nurburgring. In una foto ricordo Carlo Biassoni, Gottardo Bustreo e Giovanni Galimberti
invitati dalla Direzione Ferrari a una prova su pista della Ferrari 550 Maranello.
At the beginning of 2000, the same team designed the F133M for Ferrari, In Stola.
This modified version went on to be called 575M Maranello.
The restyling of the exterior and interior, and the installation of a new engine and automatic transmission were the activities carried out between the Cinisello Balsamo and Rivoli offices.
For both F133 and F133M projects, Engineer Paola Busato from the Rivoli headquarters managed the bill of materials as well as liaison between the Stola and Ferrari teams with with frequent trips to Maranello.

2002 La Ferrari 575M Maranello disegnata da Pininfarina è presentata ufficialmente.
Nel 2000 la Stola s.p.a. per Ferrari ne realizza la progettazione fra le sedi di Cinisello Balsamo e Rivoli.
JUNE 1993

In June 1993, before disassembling the Jobs 35 milling machine in order to transport it to the new, almost finished Rivoli premises, the last milling model in Via La Thuile 71 was for Pininfarina.
The project in question is the Ferrari F50, designed at the Cambiano Research and Study Center.
The customer required the milling of a style model, the preparation of the tool path for the milling cutter and the relative resin buck with great urgency.
The model was specified in a  hard material with all the technical assemblies as removable parts.
For the record, Pininfarina did not request any manual modification on the model to the Stola men.

June 1993 Pininfarina asks STOLA spa for the "only" milling of a Ferrari F50 Style / Technical Model.
Photographs were not allowed to be taken during work due to reasons of industrial confidentiality.

On September 6, 1993, after a continuous month of relocation from Turin and Grugliasco to the new factory in Via Ferrero 9, Rivoli, work gradually re-started, reaching 100% efficiency over the following three months.
10,500 square meters covered, of which 2,500 square meters of technical offices, 600 square meters of executive area and 7,500 square meters of workshop.
The figures demonstrate the scale of the new structure.
The design offices, surfacing and toolpaths were located on the first and second floor, organized in three open spaces with movable walls that could be arranged according to project needs.
The workshops were multi-storey, on the ground floor the milling department, testing, six master assembly boxes, the traditional model shop, the warehouse and the workshop manager’s office.
On the basement floor, the resin department, the materials warehouse, the garage, the changing rooms and the canteen.
The prototypes and style models were on the second floor, organized in five boxes, a traditional model shop, a two-oven painting department with an adjacent preparation area. Each styling box was completed with an elevated work office for the exclusive use of clients stylists from which they can see their models from above.
The management was on the first floor together with accounting, purchasing, sales and personnel.
Also on the same floor, two meeting rooms and a third smaller one which accommodated the historic room of Via La Thuile 71 of 1966 with original furniture and reproduction of the floor.

August 1993, work finished, move finished, garden finished, the first Sunday of rest for everyone.
For the occasion of the opening of the prestigious new headquarters in Rivoli, the Stolas commisioned the design of a second, more horizontal logo.
The idea was not to replace the original diamond but to have a marque that would be more suitable for use on design work and prototype number plates.

For industrial confidentiality in order to protect the privacy of projects, each sensitive area was equipped with a video surveillance system. All entrance doors could only be opened by use of a personalized magnetic card specific to the project.

September 1993, the magnetic security cards to access the various departments distributed to the employees of STOLA s.p.a.


11 September 1993 Torino Lingotto. Paolo Cantarella, X,
Alfredo Stola, Y, Riccardo Bussolati.
On September 11, 1993, as the same time as the launch of the Fiat Punto, Stola spa received the Qualitas award.
Gold broaches with the Fiat emblem and silver plates were given to the 4 youngest managers of the Punto project representing their respective companies The award ceremony in front of 4000 people was performed by Paolo Cantarella, Fiat CEO, assisted by Doctor Riccardo Bussolati, Purchasing manager.
In particular, STOLA spa was rewarded for the development of the dashboard and the award is collected by Alfredo on behalf of the team that carried out the work.

The first work to be delivered  from the new STOLA spa headquarters to a customer took place on 23 September, it was  the second BMW Z13 prototype.
The work had started some months earlier at the modeling shop in Turin.
In the new factory in Rivoli it was painted red in late August. Compared to the first blue model, this red  version was 50 kg lighter , a weight saving achieved by reducing the thickness of the aluminum sheets and better hand-plenishing to avoid surface finishing with lead filler.

23 September 1993, Felice Chiara and
Antonello Mulargia pose with the BMW Z 13.

September 1993, the official photo of the second BMW Z13.
END 1993
A few months after this project delivery, BMW Styling Center requested the creation of a style model for a motorcycle.
This was a very interesting project, the design by Richard Kong was very particular and really different from the classic output of the Bavarian producer.
The bike was developed by modelers Stefano Ardagna and Saverio Spadone, and BMW's technicians were very satisfied, not only with the quality, but in particular for the working methodology and the perfect symbiosis between the Stola men and their own stylists.
This is to be considered the first work for the BMW Style Centre in Munich directed by Chris Bangle (the two Z13s were from the TECHNIK department) , and the result went on to bring in other prestigious orders.

Rivoli primavera 1994 Stefano Ardagna (nella foto) e Saverio Spadone realizzeranno il modello di stile costruito
sopra uno specifico telaio. I lavori di stile sono diretti dal designer Richard Kong.

1994 In Stola s.p.a. viene realizzato il modello di stile in hard material della motocicletta BMW R1200C.
Il designer è Richard Kong.
MARCH 1994

In March 1994, the engineer Leonardo Fioravanti during a visit to STOLA spa in Rivoli, proposed a bold technical research project for a new door.
The name was “Nuova Piccola” and would require the construction of a styling model with opening doors. The idea was to design a symmetrical door that could be opened in either direction, from front or rear.

1994 The design of the special symmetrical opening door was designed and patented by Fioravanti srl. The project was developed at Stola spa by Gottardo Bustreo and his team on the instructions of the engineer Leonardo Fioravanti.
It was a difficut challenge , but with the ideas of Fioravanti, and the work of Gottardo Bustreo and the STOLA designers, they carried out a technical study that went on to be patented by Fioravanti srl.
This idea went on to be presented at the Turin Motor Show in 1996 by Fioravanti on the Nyce concept.

April 1994 Rivoli. The opening door model of “Nuova Piccola” , designed by Leonardo Fioravanti.
APRIL 1994
At the end of April 1994, the Opel Style Centre in Russelsheim ordered STOLA s.p.a to build a hard see-through style model for the new Astra.
Accustomed to the clay model process, Opel were curious to see the different technical approach.
The point of reference for this job is George Gallion, an Opel director contacted many months previous by Alberto Sasso.
The work was carried out in Rivoli by the stola modelers following direction by Gallion himself, he was so satisfied that six months later he ordered a complete hard model of an interior for their first minivan, the Zafira.

April 1994. A hard see-through style model of the Astra, made for Opel.
July 1994, George Gallion and his letter of thanks for the excellent work done on the Astra project.

1995, Stola s.p.a., a complete hard model of the interior for the Opel Zafira is made.
MAY 1994
In May 1994, a meeting took place at the Porsche Style Center in Weissach.
The participants were the director Harm Lagay and his assistants Peter Reisinger, Roland Heiler, Eric Obers. They were there to outline an interesting project to Roberto and Alfredo Stola.
C88 would be a new running show car to be presented at the Beijing motor show.
The client was the Chinese government who were commissioning another 19 Show Cars from the world's leading automotive manufacturers all to be exhibited together. The purpose was to understand how these renowned automotive manufacturers imagined the future motorization of the Chinese family.

May 1994, Weissach, Porsche design centre
the finished clay model.
Porsche sent its clay model to Rivoli where the Stola spa modelers would build the fiberglass bodywork through the use of negative resins.
The interior model on the other hand is made entirely in the Stola modeling shop in Rivoli.The Porsche designer Achim Ansceidt was resident Stola for four months.

September 1994, Rivoli, G. Dequino, M. Samuelli, G. Comollo, S. Ardagna, S. Tropea, M. Vai, F. Rosiello.
September 1994 Rivoli, just before painting. Both on the right and left we can see S. Ardagna and M Samuelli.

October 1994 Rivoli, from the left Roland Heiler, Achim Anscheidt, Dequino, Vicky Berry, Dimaria and Bianco.

 November 1994 ,the Porsche C88 concept

November 1994, the Porsche C88 concept  interior

2019, currently the C88 prototype is exhibited in the Porsche museum in Zuffenhausen.
JUNE 1994

Beginning in June 1994,a story lasting 10 years, so important for the men of  Stola that it needs to be told in one text, without interruption.
In the latter part of the 1980's,getting Mercedes Benz as a customer became  a goal of great prestige for Stola.
The Stuttgart firm was seen as one of the most important automotive companies in the world in terms of quality, prestige and organization.
It seemed possible, the director of the styling center was Italian, Bruno Sacco, so it seemed quite natural to contact him, at least the language would present no problems.
Five meetings took place at the Sindelfingen studio between Roberto, Alfredo and Engineer Sacco from  1988 to early 1994, but never resulted in any work.
His answer was always the same: we are already fully equipped to make our models.

Engineer Bruno Sacco in a 1994 photo.

After these trips to Sindelfingen, as well as various attempts to stimulate casual meetings between the stands at the various car shows,  on 6 June 1994, Alfredo unexpectedly received a call from the Mercedes Advance Design department.
Franz Lecher asked if there was any availability to make a show car, starting from a motorized chassis and a clay model supplied by them.
The answer was an immediate yes, and three days later, coinciding with the arrival of the chassis and model, Harald Leschke director of Advance Design, Franz Lecher and Jürgen Weissinger of the experience department cross the threshold of the Rivoli model shop.
It is a moment of great professional satisfaction, obviously the director, Bruno Sacco had decided that the time had come, certainly for their needs, but perhaps also to reward the perseverance of the Stolas.

Rivoli 1994 FCC la foto ufficiale del primo
show car Mercedes costruito dalla Stola spa.

Rivoli 2003 Vision Grand Sport Tourer Il quattordicesimo e ultimo Show Car Mercedes seguito dalla famiglia Stola.

From that day, until  Alfredo left the company's presidency on July 26, 2004 , the Stola Family were directly dedicated to Mercedes as never before, 15 Show Cars, 3 homologated prototypes for the Vatican , about ninety styling models , both exteriors and interiors (including those for obtaining Show Car projects) and various "Mathematical Verification Masters" including the respective surface maths.
The first Show Car was the FCC, an acronym for Family China Car. The fifteenth, the last followed by Alfredo, the Vision Grand Sport Tourer which would leave Rivoli for Sindelfingen on November 18, 2003 .
The first of the style models made in Rivoli was the W203 1995 C-Class  SportCoupé ,the last one, delivered in May 2004, was the E-class  W212.
It was clear that in all the activities carried out at Stola spa in Rivoli for Show Cars, Prototypes and Models, style had always been the work of the men and women of the various Mercedes-Benz Style Centers around the world.

Queste due immagini di automobili di produzione rappresentano il primo e l'ultimo dei modelli di stile
realizzati a Rivoli sotto la direzione dei designer del Centro Stile Mercedes-Benz.
Nel 1995 la C SportCoupé W203 e nel giugno 2004 la E W212.

The Gavina's of Salt, whose company is located in Grugliasco, had already been direct suppliers to the Mercedes Style Center since the 1980s for the upholstery of their prototype interiors.
They have long had working relationships with the director Bruno Sacco, assistants Harald Leschke and Peter Pfeifeer.
Salt continued their work directly for the Stuttgart firm on all the work carried out by STOLA spa.

Franco e Pierfranco Gavina in una immagine
degli anni 90 presso la Salt a Grugliasco.
Thursday, June 9, 1994, for the first time a W124 E-Class entered  the gates of Stola spa in Via Ferrero 9, Rivoli. This was accompanied by a well protected clay model of the FCC and a mechanized chassis of the A-Class in a Mercedes truck.
Harald Leschke with his assistant Franz Lecher spoke Italian perfectly, Jürgen Weissinger understood Italian but spoke English.
They were met in reception by the  Stola team along with engineer Sasso, for this important occasion a 1958 Mercedes-Benz 190SL was displayed.
This very first meeting was very cordial, helped along by the presence of the Stuttgart classic.

Rivoli 9 giugno 1994. La Mercedes 190 SL del 1958 nella reception della STOLA s.p.a.

Ottobre 1994. Da sinistra Franz Lecher e
Harald Leschke Advance Designe Mercedes.

After the customary coffee, they moved into the historic company office where they were joined by workshop managers Vittorio Della Rocca and Felice Chiara,  technical discussions  commenced immediately alongside presentations. The discussions were intense and highly professional, this was  followed by a detailed visit of the plant with all the understandable allowances  for industrial security.

Rivoli 13 giugno 1994, il Clay Model eseguito dalla Mercedes poco prima di iniziare le attività di realizzazione stampi.
Il Team della Stola insieme ad un tecnica Mercedes posano per una foto ricordo.
Franz, V. Mammone, F. Leker, S. Ardagna, R. Bianco , Gavioli, L. Giarolo, A. Tesauro, Luigi, Egiziano, Casciano,
A. Stola, M. Vay, F. Chiara, Bonetto, P. Calò.

Rivoli 2 Novembre 1994.

Rivoli 2 Novembre 1994 Franco Gavina della Salt.

Rivoli 3 Novembre 1994.

Rivoli 3 Novembre 1994.
In queste foto si riconoscono Mulargia, Weisinger, Leschke, Chiara, Massano, Ardagna, A. Stola, Giorgione e Bonetto

Rivoli 3 Novembre 1994. B. Comollo, F. Chiara, L. Giarolo.

Rivoli 3 Novembre 1994. F. Lecher, A. Stola, L. Giarolo,
M. Goffi.

Rivoli 3 novembre 1994. Una foto di rito con i Teams Stola e Mercedes il pomeriggio poco prima
di caricare il prototipo sul camion per lo studio fotografico.
Da sinistra si riconoscono X, Comollo, Y, Weissinger, Z, W, Mammone, Chiara, Giorgione, Giarolo, Bonetto, Calò, A. Stola, Ardagna, Mulargia, Gavina e Leschke.

Rivoli 3 Novembre 1994. F. Lecher, A. Stola, H. Leschke, in secondo piano F. Chiara, X, Y, J. Weissinger.

4 Novembre Durante il servizio fotografico una cena al ristorante Adriano in via Pollenzo 39 Torino.
Presenti O. Boulay, H. Leschke, H. Weller, J. Weissinger.
Terminato il servizio fotografico, nella stessa notte, la FCC veniva caricata sul camion
con destinazione areoporto di Francoforte.

4 novembre 1994 Torino. Foto ufficiali eseguite in studio con una vera famiglia appositamente fatta
arrivare dalla Cina dalla Mercedes-Benz.
4 novembre 1994. Dettagli degli interni tutti realizzati dai modellatori della Stola spa e sellati dalla Salt Gavina.

On the afternoon of 5th November, at the end of the photo shoot, with the area of Turin in full flood, the Mercedes Style Center truck left for Frankfurt airport  via the  Brennero pass for the final journey to Beijing.
For a week, torrential rains had given no respite, after the flooding by the Tanaro and Po rivers, many roads and highways were closed for days on end.

Alessandria, 6 novembre 1994, nelle campagne
in prossimitá della A21.
More than 70 died in Piedmont and over 2500 people were displaced, it was tragic moment for our territory but resulted in an unexpected  and sincere solidarity between the Mercedes and Stola teams.
Styling models were the real reason for trying since 1988 to gain  Mercedes as a customer for STOLA spa.
We did not think about Show Cars or prototypes, but only in proposing a different way to realize the conventional styling models as we had  the first time with the SAAB 95 in 1987.
It was known that the Sindelfingen Style Center modelled in Clay,We wanted to propose the  "See Through" method in Hard Material  in 7 Weeks. According to us it would be faster, cheaper, easily transportable around the world, more stable and above all more real at the time of presentation.
A process that involved the milling of the model from the customers mathematical surfaces, two weeks of manual changes on one side, followed by symmetrization through a final milling. The opportunity let them experience this method and allowed them to gain confidence gained in the process with the newly delivered Fcc Car Show.
A final challenge to ourselves was the offer to give them a model build , Mr. Bruno Sacco replied that it was not necessary for us to give them give a job, but only to convince his deputy Peter Pfeiffer with a demonstration.

Peter Pfeiffer.
In the spring of 1995  the mathematics were ready, this was an advanced phase of a C-Class Sport Coupé, a totally new segment for Mercedes. The test for Peter Pfeiffer would last about two and a half hours, just the amount of  time needed for a dinner at the  National Restaurant in Rivoli, together with Roberto and Alfredo Stola.
Pfeiffer landed in Turin Caselle  from Stuttgart in the late afternoon after viewing the finished but un-painted model, he provocatively positioned various black tapes on the lower side of the door and sill.
A total distortion of style, but aimed at showing a very obvious change request.
His request was then to go to dinner and return to see the modelling progress in a couple of hours to see if the Stola modellers had been able to work the hard material as he would have been able to do with Clay.
The dinner, although pleasant, was a little tense, in those years mobile phones were not so widespread as to have some news of the work in progress. A  complete menu was selected so as  to gain as much time as possible, and for the return journey, the Alfa Romeo Quadrifoglio Verde with Roberto Stola at the wheel,  never exceeded 50 km/h.
The test was passed with flying colors, following on from that evening we would go on to make about ninety styling models for Mercedes , exteriors, interiors and aerodynamic.

1995 In Stola spa a Rivoli viene realizzato, come test, il primo modello See Trough in Hard Material.
The following autumn, the Sindelfingen Style Center commissioned 6 different models of the C Sport Coupé to be produced almost simultaneously and to be  delivered  in a week.
A seemingly impossible challenge that was overcome thanks to the courage of Roberto Stola, he accepted the proposal immediately under the incredulous gaze of the modelling technicians.
Rivoli 1995 Massimo Stola e Carlo Mantovani responsabili dell'area CAD, CAS e CAM della Stola spa sin dai primi anni '80.
And, if that were not enough, Mercedes also ordered  STOLA spa to make all the CAS mathematics for these C Sport Coupés under the direction of their respective designers who would be resident in Rivoli for the duration of the work.
1996 a Rivoli in Stola spa vengono realizzati in contemporanea sei diversi modelli di stile della Classe C SportCoupè.
Il design è del Centro Stile Mercedes e i loro stilisti lavorano insieme ai modellatori della Stola.
Settimanalmente si succedono le visite a Rivoli dei direttori Bruno Sacco e Peter Pfeiffer.
STOLA spa had struck lucky as Daimler Benz were planning to build a brand new Renzo Piano designed styling center between 1997 and 1999,  so it was that in 1996 the Mercedes management asked us to be their modeling shop for two years while the new facility was being built.
The work on the new style center was extended for another year, and the so modelling work also continued in Rivoli.
The experience for the Sindelfngen Style Center was so positive that they set up optional Italian language courses for their designers and STOLA spa did the same with English for its modellers.

1997 Il progetto del Centro Stile Mercedes.

1999 I lavori in corso del Centro Stile a Sindelfingen.

2000 In Sindelfingen ecco terminata la realizzazione del Centro Stile fortemente voluto da Bruno Sacco.
At the end of 1995, thanks to the successful delivery of the 6 models of the C Sport Coupé W203, a good omen for a complex project whose presentation at the upcoming Paris salon in 1996 was confirmed by the Mercedes board.
The name was Vision F200 Immagination,it was to be a perfectly functioning Show Car, a project in partnership with the Advance Design studio of Sindelfingen and the Resarch Department in Stuttgart.

Harald Leschke, as director of Advanced Design, was the design contact assisted by Chris Rhoades, Gunter Holzel and Jurgen Weissinger of the research and development departments for mechanical, electrical and electronic systems.
The objective of the "Vision" program was to anticipate as far as possible the most futuristic aesthetic and technical solutions of future production Mercedes'.
The F200 Vision Imagination, for the Stuttgart company, must represent the culmination of all the  technological innovation in their possession. Automatic butterfly wing doors, automatic opening trunk, electro-chromic panoramic glass, cameras instead of rear-view mirrors, side window airbags, voice recognition for mobile phones, touch opening doors and trunk, monitor style dashboard instruments and especially the joy stick in place  of the steering wheel.

Harald Leschke in una fotografia del 2004.
The cabin of the Airbus aircraft, the consortium of which Mercedes at the time was a member of, and the newly arrived PlayStation 1, were the most important inspirations for the F200 Immagination.
1995 già da molti anni gli Airbus non usano più la consueta cloche ma un joystick.
L'Airbus è anche la prima industria areonautica ad utilizzare gli schermi elettronici al posto degli strumenti analogici.
Il successo della PlayStation 1 arrivata nel 1995 è così evidente che la Mercedes vuole immaginare che i guidatori
del domani non useranno più il volante ma un comando tipo PlayStation.

Dicembre 1995 Rivoli. Riunione per delibera modello da sinistra si riconoscono Peter Pfeiffer, Antony Lo,
Olivier Boulay, Bruno Sacco e Stefano Ardagna.

Giugno 1996 Rivoli. Da sinistra Felice Chiara e Rocco Tartaglia.

Giugno 1996 Rivoli. Felice Chiara in primo piano dietro Tesauro e Comollo all'interno dell'abitacolo X.
Tutta la scocca è realizzata in lamiera di alluminio battuta a mano.
Da modelli di battitura costruiti in Stola spa la socità Coggiola è stata fornitrice delle lamiere in alluminio.

Beppe Comollo e un tecnico Mercedes della ricerca.

H. Weller.

Luglio 1996 Rivoli. Tommasio.
Senza nessun dubbio, per quell'epoca, il prototipo più elettronico mai costruito.

Luglio 1996 Mulargia lavora sul paraurti anteriore.

Luglio 1996. H. Leschke, F. Chiara, H. Weller e Bianco.

Agosto 1996 Rivoli.
Si riconoscono Spitaleri, Filippo Casciano, X e Weissinger.
Agosto 1996 Rivoli. Talvolta arriva lo sconforto e la stanchezza.
Da sinistra Rocco, A. Tornatore, F. Chiara, H. Leschke, F. Chiara e B. Comollo.

Stefano Ardagna, X e Y

L.Giarolo, J. Weissinger, G. Grande e Cerva.

Il Team Mercedes di elettronica e meccanica.

Bonetto, X, Rocco e Tommasio.

1 Ottobre 1996 Rivoli. Qualche giorno prima del trasporto verso il Salono di Parigi.
Si riconoscono Tesauro, Spitaleri, Gavioli, Casciano e Cerva.

4 Ottobre 1996 Rivoli. Lavoro finito il prototipo è già sul camion per il servizio fotografico.
Il giorno successivo partirà per il salone di Parigi.
Gioachino Grande, Harald Leschke e Alfredo Stola.

4 Ottobre 1996 Torino Al teatro di posa per le classiche fotografie ad uso cartella stampa.
La futuristica plancia porta strumenti e il joystick al posto del volante. Non esitono più i pedali.

4 Ottobre 1996 Torino Teatro di posa. Il sofisticato baule automatico ad apertura a sfioro
e la raffinata calandra in alluminio fresato.

Stoccarda 2019. La Mercedes F200 è attualmente esposta al museo Mercedes.
The meeting, at the end of October 1996, was preceded by an informal get together at the Ramada hotel bar in Sindelfingen with Harald Leschke and Jurgen Weissinger.
The reason for this preliminary meeting was that the two managers wanted to understand directly from the Stola family if they had the internal capacity, and desire, for dealing with an ultra strategic project for Mercedes; the new Maybach.

L'hotel Ramada di Sindelfingen in Mahdentalstrabe 68 è stato usato dalla famiglia Stola e dai suoi dipendenti
dal 1994 al 2004. Attualmente è diventato Marriot.

After a few phone calls with the Rivoli office to check on workloads and understand the availabilty of the best technicians,the answer was immediately positive.
The following morning, Alfredo and Roberto, accompanied  by Leschke and Weissinger, were received in Bruno Sacco's office with his Deputy, Peter Pfeiffer, present for final confirmation. The styling of the Maybach was entrusted to Advanced Design, directed by Leschke, whose operational sites were in not only Sindelfingen, but also  Irvine in California, Yokoama in Japan and Como in Italy.
It is interesting to remember 1996, the year in which BMW and VW, with their hundreds and millions of "Deutch marks" took control of Rolls Royce and Bentley respectively.

Rolls Royce Silver Spirit my 1997.

Bentley Turbo R my 1997.

In this crazy race to buy luxury brands, Mercedes Benz found themselves left behind, struggling for sales and somewhat perplexed.
Their only possibility was to exhume from the past the dormant luxury brand Maybach which had been owned by Mercedes since 1960, and this would be agreed by the board of the Stuttgart maker in that same year.

Febbraio 1997 Rivoli. Il parcheggio presso la Stola spa riservato ai clienti.
Il periodo è quello dello sviluppo dei modelli e del prototipo Maibach

Mercedes, ordered STOLA to build two hard styling models, one designed by the office in Irvine, California and the other by that in Yokohama, Japan.
The two models were huge, refined luxury and more than 6 meters in length, but very different in style.
The Asian design studio, directed by Oliver Boulay and his assistant Anthiny Lo, created the winning design and, the model, together with the interior, also designed in Japan, was started straight away.

Villarbasse Aprile 1997 Il Team Advance Design
Mercedes a pranzo a casa di Alfredo Stola.
H. Leschke, G. Grande, A. Stola, a. Lo e O. Boulay.

Settembre 1996 Disegno realizzato in Giappone da Antony Lo sotto la supervisione di Olivier Boulay.
I quattro centri Advance Design sono tutti sotto la direzione di Harald Leschke.
Rivoli, via Ferrero 9 marzo 1997. La scocca della Mybach in costruzione, derivata da un telaio Mercedes
Classe S appositamente preparato a Sindelfingen.

Rivoli maggio 1997. Da sinistra si riconoscono X, Y, Chiara, Bonetto, Spitaleri, Buttiglieri, Boulè e Antony Lo.

Maggio 1997 Anthony Lo e Stefano Ardania.

Maggio 1997 Lino e Cogerino

Luglio 1997Jurgen Weissinger, x e Harald Leschke.

Luglio 1997 Mercedes Team

Ottobre 1997 Si riconoscono Stefano Santolini, Gavioli, Luca Rosetti, Marco Vay, Buttiglieri e Felice Chiara.

Ottobre 1997 Uno dei tecnici elettricisti della Mercedes
al lavoro.

Ottobre 1997 Cogerino e Mulargia.

Novembre 1997 Sullo sfondo in piedi Cubeddu, Roberto Stola, Ardagna, Grande e Gammicchia.

Novembre 1997 Gavioli, J. Weissinger e Boulè

Novembre 1997 Egiziano, Giarolo e Vincenzo Angelini.

Novembre 1997 Alfredo e Roberto Stola e Oliver Boulay.

Novembre 1997 Claudio Bruson,, Jurgen Weissinger, Tesauro e X

Novembre 1997 Gioachino Grande prepara gli ultimi documenti
prima della partenza del prototipo.

Novembre 1997 Maria Paola Stola lucida gli argenti di Sabattini.

Novembre 1997 Stefano Ardagna, Lino e Alfredo Stola, sullo sfondo si riconoscono Rosetti padre e CP padre

25 Novembre 1997 10 ore prima del servizio fotografico in studio.
La fase finale del montaggio. Si riconoscono Giampiero Fasano, Pietro Calò, Lello Locantore, Claudio Bruson, Felice Chiara, Buttiglieri e Antonio Tartaglia.
26 Novembre ore 3:00 A.M. O. Boulay si siede sulla macchina finita e per scherzo si fuma una sigaretta.
Nella foto a destra l'autista D'Alessio aspetta da oltre due ore di trasportare il prototipo allo studio fotografico.
Dopo D'Alessio con la tuta rossa G. Grande, J. Weissinger, H. Leschke e L. Giarolo.

26 Novembre 1997 J. Weissinger, Roberto Stola e Olivier Boulay.

26 Novembre 1997 Nell'ultima notte di lavoro Alfredo e Maria Paola Stola posano per una foto ricordo.

26 Novembre 1997 Nell'ultima notte di lavoro
Olivier Boulay e Harald Leschke posano per una foto ricordo.

26 Novembre 1997 Poche ore prima della partenza, mancano ancora i due sedili anteriori.

26 Novembre 1997. Qualche minuto prima della partenza.

That was the most luxurious prototype ever made by the Stola company, with prominent external finishes in hand polished aluminum whilst other parts were milled Plexiglas and backlit with LED lights.

Dicembre 1997 Tokyo Harald Leschke, Roberto Stola
e Bruno Sacco

Dicembre 1997 Tokyo Carlo Alecci, Roberto Stola
e Peter Pfeiffer.

The interiors were finely uphostered with ultra relaxing, comfortable seats, important parts finished in solid cherry wood, and for the time, a really innovative infotainment systems was installed.
For the Stola technicians and managers, it was a great opportunity to learn from their Stuttgart counterparts.
At the end of 1997,The Maybach was  presented at the Tokyo motor show  by the Mercedes board, including Jurgen Hubert, Dieter Zetsche and of course Bruno Sacco.

Dicembre 1997 Tokyo. La Maybach alla presentazione stampa.
As soon as the presentation to the journalists and employees was finished, my uncle, Roberto Stola, offered around a Magnum of Italian Prosecco he had brought with him on the plane from Turin, for all the Mercedes managers present at the show, in order to toast their success.
Back in Stuttgart, Mercedes began to develop the production Maybach directly from the prototype, the project code name for the standard and long wheel base versions was W240, it went on sale five years later in 2002

Gennaio 1998 Miami. Fotografie in esterno su Ocean Drive eseguita dopo il salone di Tokyo.

26 Novembre 1997 Torino. Foto in studio.
I raffinatissimi interni della Maybach sellati dai signori Gavina della Salt. I preziosi argenti sono una creazione di Sabattini.

Si può notare dallo stile del cielino superiore posteriore un pò d'influenza giapponese.
Anche il fiore inmezzo ai due sedili anteriori ne è un segno.
Tutto l'interno è arrichito da preziosi inserti in legno di massello di ciliegio lavorato a mano dai falegnami della Stola spa.
Pechino 2002. Cinque anni dopo ecco la Maybach di produzione, sviluppata interamente a Stoccorda dalla Mercedes,
e praticamente uguale al concept presentato a Tokyo nel 1997.
A few months after the construction of the Maybach began, Harald Leschke and Michael Krämer of Advanced Design, together with Gunter Holzel from the research department, proposed a new job.
It was the F300 Life Jet, a three-seater, two-door vehicle that could alter its stance whilst running,the Life Jet could automatically tilt into curves and whilst overtaking.

Michael Kramer del reparto ricerca Mercedes Benz.
1997 i disegni della Mercedes Life Jet realizzati dall'Advanced Style Center di Sindelingen diretto da Harald Leschke.
For Mercedes, after the F200 it was a period of great technological research for innovative driving systems, and with the Life Jet they could explore more and more daring styles. Despite the modest dimensions, this prototype proved vey difficult to build due to its complexity.
Shaped like an aircraft wing, the absence of a normal floor and the use of aluminum on 100% of the bodywork really tested Felice Chiara's team.

Una parte del team di Felice Chiara nei lavori preparatori per il prototipo Life Jet. Beppe Comollo, Antonio Tartaglia e Rocco.
The Life Jet would be presented at the Frankfurt Motor Show in September 1997 arousing a lot of amazement and interest among both journalists and professionals.
Currently the F300 Life Jet prototype is exhibited at the museum of the history of Mercedes cars in Stuttgart.

Agosto 1997 Foto ufficiale in Italia prima del trasporto della F300 Life Jet al salone di Francoforte.
Agosto 1997 Foto ufficiale in Italia prima del trasporto della F300 Life Jet al salone di Francoforte.

Francoforte Salone dell'Automobile. Jurgen Hubert CEO Mercedes presenta il Life Jet insieme a David Coulthard e
Mika Hakkinen. Sulla destra della foto si riconosce Dieter Zetsche.

Settembre 1997 Francoforte. La Mercedes F300 Life Jet esposta in premiere al salone di Francoforte.

Stoccarda novembre 1997. Al Centro Ricerche Gunter Holzel invita Alfredo Stola e Gioachino Grande a rivedere il Life Jet

2019 Stoccarda. Attualmente la F300 Life Jet è esposta al museo della storia delle automobili Mercedes.

In 1997, a few days before Christmas, without warning, we received an invitation to go to the Sindelfingen Style Center for a business meeting.
The breefing was presented by the director Bruno Sacco and assisted by Peter Pfeiffer and was exciting beyond all expectations. The proposed goal was to create a Supercar to celebrate their current Formula 1 collaboration with Maclaren, the MP 4\13.

Bruno Sacco direttore del Centro Stile Mercedes Benz.

Peter Pfeiffer vicedirettore del Centro Stile Mercedes Benz.
This was the period in which the Silver Maclaren mercedes offered a real challenge to Ferrari, in partucular with Mika Hakkinen at the wheel, so much so that they would take the world championship, beating Schumacher's Ferrari, just before the prototype was finished.
We were told that the name would be SLR, in memory of the legendary "Silver Arrows", the formula 1 heritage was clearly seen in the front of the scale model. In the meetings, Maclaren were never mentioned, it was always described as a Mercedes with an AMG engine.
1998 La Mercedes ritorna a vincere il campionato mondiale di F1 con la MP4/13 pilotata da Mika Hakkinen.
Mercedes' commitment was to have the 1/1 clay styling model with a motorized chassis in Turin by 2nd May.
After creating the Maybach, one of the most luxurious cars ever made, we now had the opportunity to build another prototype for Mercedes, an  heir to the magnificent SLR, it is hard to describe the satisfaction that that gave.
Everything was planned, our team was ready, and on May 5th 1998 the model and chassis arrived by truck.
An hour later,the meeting to start work with the whole Stola Team was announced by Messrs Pfeiffer, Gorden Wagener and Jurgen Weissinger.
Now I would like to tell a particular story that may seem hard to believe, but having experienced it in person with my colleagues, and many years have passed, I feel I can tell it.
Before reaching the reserved area where the styling model and chassis of the SLR had just been positioned, the Mercedes Team saw our STOLA Abarth Monotype at the end of the corridor, recently returned from the Turin Motor Show, with both doors open.

La Show Car Stola Abarth Monotipo presentata al salone dell'Automobile di Torino nell'aprile del 1998.

Mr. Pfeiffer in reaching the restricted area was very taken by the doors of the open Monotype, which had been parked between a Lamborghini Countach and an Alfa Romeo 33 Stradale.
The SLR clay model had been designed and engineered to have conventional opening doors.
Instinctively, Mr Pfeiffer asks if the doors of their newly arrived model could be opened as the STOLA Monotype, and if possible what would the extra cost be?
Stola technicians, Felice Chiara, Vittorio Della Rocca and Lucio Giarolo were immediately tasked with the analysis, and after some empirical evaluation with the appropriate drawings it was communicated that it would be possible, without cost or time slip.
From that precise moment in time, the doors of the SLR would have had the same openings of the STOLA ABARTH MONOTIPO.
It would be 8 months of intense but rewarding work, in perfect integration with the Mercedes technicians residing in Turin.

Gorden Wagener e Steffen Kohl sono i designer che nel 1998 hanno disegnato la Mercedes SLR.

Uno dei primi disegni della Mercedes SLR che insieme al modellino in scala viene mostrato
ai Signori Stola dai Direttori Bruno Sacco e Peter Pfeiffer.

The designers directly involved for the SLR prototype were the young Gorden Wagener and Steffen Khoel, who together, not only designed the model but would oversee construction throughout the process, pushing us to goals of quality and more and more ambitious details.
For this project, for the first time in our history we also built the aluminum rims within our production structure.

1998 Rivoli via Ferrero 9. La SLR Roadster in verniciatura al secondo piano del reparto prototipi.

Dicembre 1998. Da sinistra Stefano Santolin, Vincenzo Angelini , Gunter Holzel e Maurizio Di Maria.

Dicembre 1998 Rivoli. Franco Gavina della Salt in un momento di pausa.

Dicembre 1998 Rivoli. Poche ore prima di caricare il prototipo della Vision SLR sul camion destinazione
areoporto di Francoforte per consegna a Detroit.
Da sinistra si riconoscono Maurizio Di Maria, Gunter Holzel, Vincenzo Angelini, franco Gavina, Giuseppe Gammicchia e Franz Leker.

Si riconoscono Spitaleri, Sasso, Comollo e V. Angelini.

Giochino Grande in una foto ricordo con la Vision SLR.

Dicembre 1998 Rivoli. Una foto ricordo pochi minuti prima della partenza della SLR.
Franz Lecher, Gunter Holzel, Franco Gavina e Alfredo Stola.

24 Dicembre 1998 Rivoli. Parte del team della Stola si riposa mentre il prototipo viene caricato sull'ascensore.
Santolin, Bonetto, Buttiglieri, Angelo e X

Un foglio scritto da A. Stola posto nel reparto dove indica il 24 dicembre come ultima data di consegna insieme a tre note tecniche.

24 dicembre 1998. G. Holzel, A. Sasso, F. Chiara, Angelo,
Y e S. Sassu.

24 dicembre Salvatore Sassu in una foto ricordo qualche secondo prima della partenza della Vision SLR.

24 dicembre Rivoli Felice Chiara guida la SLR verso l'ascensore per il trasporto per fare il servizio fotografico.
Dietro l'SLR una parte del Team.
Da sinistra si riconoscono Leker, X, Y, A. Stola, Gammicchia, Holzel; bonetto, Buttiglieri, Spitaleri, Z, W, Santolin, sassu, Erminio, Maurizio Di Maria, Cena, Vincenzo Angelini.

27 Dicembre 1998 Mercedes Vision SLR Coupè allo studio fotografico in Torino prima della partenza per Detroit.

Like all the Mercedes show prototypes, everything but everything is absolutely functional and working, this is a characteristic that few car manufacturers claim in this very first phase of a project.
Presented at the Detroit Motor Show in the early days of January 1999, as always in the presence of Mercedes top management, the interest of journalists was positive far beyond expectation.

Gennaio 1999 Detrot. Il COBO è il nome dell'edifici che ospita gli eventi nella città di Detroit.
Ecco il primo istante della presentazione della SLR.
Gennaio 199 Detroit 1998 Il momento della presentazione della Mercedes SLR ai giornalisti e agli adetti ai lavori.

Gennaio 1999 Detroit. Alfredo e Roberto Stola insieme a Gioachino Grande pochi minuti dopo la presentazione.

On the second day of the Detroit Show, in a meeting in the lounge of the Mercedes stand, Bruno Sacco and Peter Pfeiffer tell us that for the Frankfurt Motor Show, in 8 months we will have to build a new roadster version of the SLR.

1999 Detroit. Nella lounge della Mercedes. B. Sacco, R. Stola, F. Stola, MP. Stola, M. Kramer,
H. Leschke, P. Pfeiffer e G. Holzel.

In February 1999 we received a new clay model and roadster chassis from Sindelfingen, of course the doors still had exactly the concept as the Stola Abarth Monotype.

The working teams remained the same, and at the beginning of September Jurgen Hubert presented the SLR roadster, announcing that both versions would be put into production, starting with the coupe, at the MacLaren factory in England.

Novembre 1998, disegno della SLR di Gorden Wagener.

Sindelfingen novembre 1998 Steffen Kohl al lavoro sul disegno della SLR Roadster.

Luglio 1999 Rivoli. Le fasi di montaggi della Mercedes Vision SLR Roadster.
A sinistra Alfredo e Francesco Stola e Gordon Wagener. A destra a terra Klaus Busse.

Agosto 1999 Rivoli. Pochi minuti prima del trasporto diretto al salone di Francoforte della Vision SLR Roadster.
Una parte del team Stola posa per una foto ricordo.

Settembre 1999 Carrara. Foto ufficiale della Mercedes Vision SLR Roadster prima della presentazione al salone di Francoforte.
The SLR daughter was certainly the 2004 SLK called the R 171 with the unmistakable hood with the DNA of the great SLR supercar.

Settembre 1999 Massa Carrara. Pochissimi giorni prima della presentazione della SLR Roadster la Mercedes
organizza un indimenticabile servizio fotografico in una cava di marmo a Carrara, con le tre SLR.
Questi tre capolavori saranno presnti al salone di Francoforte.
In early 1998, for the occasion of the upcoming Turin Motor Show on April 24, Mercedes decided to have Stola spa make a special version of the Mercedes A-Class W168.
This was to be a tribute to the Turin show, and so was called "Turin".
It was to be a simple refinement of the bumpers,wheel arches and wheel rims, plus interor trim by the Gavinas of Salt.

Klaus Busse
These discreet improvements were penned by the young Klaus Busse, who worked with the Stola modellers on their realisation.
Marzo 1998 Rivoli La modellazione della A Classu Turin.

15 aprile 1998 Rivoli. La Mercedes Classe A edizione Turin a fine montaggio nell'area di lavoro della Stola spa.
15 aprile 1998 Rivoli. La Mercedes Classe A Limousine W168 edizione Turin pochi giorni prima di
essere presentata al salone dell'automobile di Torino.

Aprile 1998 Fotografia della Classe A Limusine Special Edition per il salone di Torino.

Aprile 1998 Salone dell'auto di Torino, Klaus Busse e Michael Mauer con la A Class Turin Edition.
At the time of Mikka Hakkinen's victory in the 1998 Formula One championship with the MP 4/13, Mercedes AMG decided to build first one, then four, high-performance A-Classes.
The name of the project was "A190 Twin Study", and the first prototype was previewed at the end of November at the Mercedes-Benz Museum on the occasion of the celebrations of the historic victory in Formula 1.

Mikka Hakkinen Sulla MP4/13
Gennaio 1999 Rivoli. Le fasi di preparazione alla modellazione dei paraurti.

Febbraio 1999 Rivoli. Nella fase di assemblaggio finale, in piedi a destra è riconoscibile Lucio Giarolo.

Marzo 1999 Ginevra. La Mercedes A 190 Twin-Engined A al salone di Ginevra.
The timescale was very short, obviously the Mercedes managers predicted the victory a few months ahead of time in order to prepare the AMG and its sophisticated mechanics.

Il secondo motore ubicato nel vano bagagli.
In fact there were 2 engines, one at the front and the second in the rear luggage compartment. Of course, brakes, suspension and steering and much more had to be modified as well.
The power output reached 250 Hp with a speed of over 230 km / h, all transmitted through four-wheel drive. Obviously testing was performed by the new champion.
Time was so tight that the Stola modellers had to make changes directly on the car, including painting and the upholstery realised by Salt.
New parts realized through models and soft tools included the two bumpers and side skirts, all being made in hand-layed carbon fiber.
The first example was built by Stola, whilst the following three were assembled in Germany by AMG using body parts moulded and shipped from Rivoli.

Mika Hakkinen testa la prima Classe A W168 targata S MZ 1144 il cui primo esemplare la Stola spa a contribuito
alla realizzazione dei modelli, degli stampi e dei particolari dei due paraurti e delle minigonne laterali.

Foto ufficiale Mercedes della prima A Class W168 presentata a novembre del 1998 al Mercedes-Benz Museum.
The creation of three Pope-mobiles between 1997 and 2002 was a wonderful experience, one consequence of which was the opportunity for Alfredo, Francesco and Maria Paola Stola to have an audience with Pope John Paul II.
In a meeting at the offices of the of the Rivoli modellers between Bruno Sacco, Monsignor Danzi and other clergy, and Mr. Piero Cicchetti, the Pope's driver , the decision was taken to build a new S-Class Landaulet.
This was replacement for the now-dated Mercedes S Class W 111 Landaulet, in service since 1959 with Pope John XXIII, and it still operational.
The requirements for reliability and respect for emission standards made the Stuttgart company decide to donate to the Vatican a new vehicle based on the new W140 chassis.

Roma 1960 Papa Giovanni XXIII con la Mercedes 300 Laundaulet in servizio fino al 1997.
Gennaio 1997 Rivoli via Ferrero 9. Presso la sala metrologica della Stola s.p.a. la Mercedes 300 Laundaulet ancora
in servizio dal 1960per ben quattro Papi, per i rilievi ergonomici al fine di ricavare utili informazioni
per la futura e nuova Mercedes Laundaulet.

Il progetto di base per la nuova Laundaulet.
It was a sensitive project not only because of the who the customer was but also because cutting up an S-Class and making a Landaulet version is a demanding operation.
The design and modeling were performed by the Stola team directed by Gottardo Bustreo and Stefano Ardagna following the stylistic indications of Andrea Deufel from Mercedes.
The actual construction and painting of the prototype was entrusted by STOLA to Salvatore Diomante of Nichelino SD .
Nichelino dicembre 1997. Roberto Stola esamina la Laudaulet prima della consegna allo Stato Vaticano
da parte di Mercedes Italia.

Rivoli gennaio 1998 presso la Stola s.p.a. in via Ferrero 9, gli ultimi ritocchi prima della consegna.
San Mauro Torinese gennaio 1998 presso la proprietà di Roberto Stola Villa La Vista le foto ricordo prima della consegna.
For reasons of security, between 2000 and 2002,the Vatican State asked Mercedes to imagine a new model of Popemobile that could be used even when the pope was standing and offering maximum visibility.
Given their recent excellent experience, Peter Pfeiffer ,Director of the Style Center, together with the special cars department in Stuttgart entrust this work to STOLA.
Monsignor Danzi and driver Piero Cicchetti both made valuable contributions to the project, in particular to all questions of internal ergonomics and accessibility to the vehicle.
The design and modeling were carried out at STOLA in Rivoli, whilst the construction of the prototypes was given to SD of Nichelino.

Nichelino 2001 presso la SD Alfrdo Stola, Salvatore Diomante
e Gregorio Apuzzo

Alfredo Stola e Dalessio
Nichelino 2001 alcuni istanti prima della consegna della prima Papamobile a Mercedes Italia.
A. Stola posa per una foto ricordo.
The ordered vehicles were twins, the starting point was the M Class W 240, styling was by Peter Arcadipane and the agreement was that all the ballistic safety materials would be supplied by Mercedes.
This time the painting of the two white Popemobiles would be carried out by Vercar in Beinasco,STOLA's usual supplier.
The reason for this choice was that such a tall painting booth was not available at either SD or STOLA spa.

Torino 2001 la foto ufficiale della Papamobile M Class W 240 realizzata prima dell'invio a Mercedes Italia.
L'anno seguente ne verra realizzato, sempre dalla Stola spa, un secondo esemplare gemello.
The first person to use these 3 vehicles was Pope John II, Official delivery of the three vehicles to the vatican was made by Mercedes' Gregorio Apuzzo, manager of the Mercedes special production department (police cars, taxis, etc.)and the man who managed the project.
The Holy Father was aware of the work done in Rivoli, and so, through Monsignor Danzi, In the spring of 2003 he sent two personally signed books to Roberto and Alfredo Stola.
Alfredo Stola with his wife Maria Paola and his son Francesco were invited to a touching audience in St. Peter's in front of Karol Wojtyla, and at that time the assistant of the Holy Father reminded him that company Stola had cooperated in the construction of his cars.

Citta del Vaticano Aprile 2003 Alfredo, Francesco e
Maria Paola Stola presso il garage del Vaticano
con la Laundaulet e la Classe M Papamobile.

Citta del Vaticano 19 aprile 2003 Maria Paola, Francesco e Alfredo Stola in udienza
con Papa Giovanni Paolo II in Piazza San Pietro.
These 3 papal cars were then used again by Pope Ratzinger Benedict XVI, and are now exhibited in the Vatican museum, in the hall dedicated to cars and carriages.
Città del Vaticano 2002 Papa Giovanni Paolo II in Piazza San Pietro.
Washington 16 aprile 2008 Papa Benedetto XVI in visita al presidente degli Stati Uniti d'America George W. Bush.
A "chapter within the chapter" was the Smart brand, with which STOLA spa was already involved in 1996 directly from the Swiss company Swatch for the construction of a styling model for a dashboard, exhibited at the Louvre museum in conjunction with the Paris Motor Show in October.
Between 1999 and 2002, Smart, now 100% owned by Mercedes, presented 4 Show Cars all built in continuity by STOLA spa.
They were the Roadster in 1999, the Coupe in 2000, the For Four Tridion in 2001 and the Cross Blade in 2002, shown at the respective car shows in Frankfurt, Paris, Frankfurt and Geneva.
The design of the first two concepts was under the direction of Michael Mauer and the last two by Hartmut Sinkwitz, all under the supervision of director Peter Pfeiiffer.

Foto ufficiale della Smar Roadster.

Francoforte settembre 1999 La Roadster nello stand Smart.

Foto ufficiale della Smart Coupè

Parigi ottobre 2000 La Coupè nello stand Smart.

Foto ufficiale della Smart Tridion 4

Francoforte Settembre 2001 La Tridion 4 nello stand Smart

Foto della cartella stampa della Crossblade.

1 marzo 2001 Ginevra. La Crossblade nello stand della Smart.
These four very special show cars were made by STOLA spa, but not in the usual way.
The modeling of the many Mercedes projects and those of other customers meant there was physically no space available in the factory, so, for the first time, the complex work was given to F&S.
This Rivoli model shop located in via Novara 29, owned by Flavio Secoli assisted by his son Davide, is a few hundred meters from the Stola factory, and is a reliable company already its supplier for over twenty years.

Flavio Secoli presidente della F&S. nella modelleria di Rivoli.

Vittorio Della Rocca capofficina della Stola spa
These four Show Cars were built with a mixed team of men from the two modellers, under the supervision of the STOLA spa departmental manager Vittorio Della Rocca and Lucio Giarolo technical manager of the prototype department.
The upholstery of the interiors also on this occasion were by Messrs Gavina of Salt.
Painting of all the models and show cars was done at STOLA spa on the second floor of the prototypes finishing department in via Ferrero 9, Rivoli.

Michael Mauer

Hartmut Sinkwitz

Rivoli marzo 1999

Rivoli marzo 1999

Rivoli maggio 1999

Rivoli giugno 1999

Rivoli settembre 1999

Rivoli settembre 1999 Si riconoscono primo a sinistra
G. Grande e ultimo a destra F. Secoli.
Rivoli gennaio 2001. Le fasi di costruzione del modello tecnico della Smart Tridion che servirà per costruire il prototipo.

Rivoli aprile 2001 Vittorio Della Rocca

Rivoli aprile 2001

Rivoli aprile 2001

Rivoli agosto 2001 V. Della Rocca, G. Grande e M. Vay

Rivoli agosto 2001 G. Grande,

Rivoli agosto 2001 F. Secoli, X e Peralta.

Rivoli agosto 2001 V. Della Rocca.

Rivoli agosto 2001 Sulla sinistra si riconoscono S. Sassu, G. Grande, F. Secoli e D. Secoli,
sulla destra si riconosce V. Della Rocca.

27 febbraio 2001 Rivoli la Smart Crossblade poche ore prima della partenza per il Salone di Ginevra.
Da sinistra Hummel, Alfredo Stola, Conrad Hummel, Flavio Secoli e Gioachino Grande.
In May 1999, a new Show Car was entrusted to STOLA spa by the Mercedes Style Center.
This was Vision SLA, and the goal of the Stuttgart company was to present it in January 2000 at the Detroit show.
Murat Günak, responsabile del design della Vision SLA. Nel suo team di designer Ferdinand Greiner e Hatmunt Sinkwitz.
It was a small roadster of the A-Class family, designed by Murat Günak, assisted by Ferdinand Greiner and Hatmunt Sinkwitz under the supervision of Peter Pfeiiffer.
An unusual design for Mercedes, for first time the objective was to imagine a small sports car, up until then, the first one for the German constructor.
The interior was particularly unusual, the materials research department, directed by Andreas Langenbeck, in agreement with the stylists selected hide rather than the classic leather.

Rivoli settembre 1999.
At the front, as with the more recent SLR you can see the features of the second series R171 Mercedes SLK that would then be put on sale in 2004.
The Mercedes technical representative was Gunter Holzel from the research department headed by Kramer.
This prototype was also created by Felice Chiara's team in co-ordination with Lucio Giarolo and Gioachino Grande.
Dicembre 1999 foto ufficiali della Vision SLA prima del trasporto verso il salone dell'automobile di Detroit.

Detroit 3 gennaio 2000, Alfredo Stola posa con la Vision SLA appena presentata.
It was the dawn of the second millennium, and therefore an opportunity to celebrate with a magum of Prosecco, specially brought from Italy, to toast with the managers of Mercedes on their stand.
The cap of the bottle caused great difficulty, everyone had a go at opening it, in the end it gave in, and the toast was made.

Detroit 3 gennaio G. Grande porta la bottiglia
all'interno del salone.

H. Leschke, G. Grande, Jooss, P. Pfeifer, M.Günak, Kramer.

G. Grande e G. Holzel.

M.Günak, Kramer, X e G. Grande.

H. Jooss, G. Holzer, X, P. Pfeiffer, M Gunak, Kramer,
A. Stola e H. Leschke.

X, P. Pfeiffer, M Gunak e Kramer.

P. Pfeiffer, X, M. Gunak, Kramer, G. Grande, A. Stola, K. H. Bauer e H. Leschke.

Detroit 4 gennaio 2002 Harald Leschke e Alfredo Stola nella seconda giornata stampa
del salone poco prima di fare ritorno in Europa
In January 2001, Mercedes commissioned a new project at Stola, the Vision GST. (Grand Sport Tourer).
A complex project and a great responsibility because with this project Stuttgart wanted to anticipate a new class, a new car segment that did not yet exist: the "Multi Purpose Vehicle".
A mix of minivan and SUV, with a certain sporting dynamism.
The goal was to probe the taste of the public for a hypothetical new type of Mercedes.
Under the direction of Peter Pfeiffer, designers Gorden Wagener, Christopher Benjamin and Steve Mattin followed the project for a whole year, together with the Stola team for every phase work.

Gorden Wagener

Christopher Benjamin

Steve Mattin
The deadline to present Vision GST to journalists and professionals was the Detroit Motor Show on January 6, 2002.
The strategic importance of this presentation for Mercedes was that there was an agreement with the Government of the United States of America, to establish their first US production facility at Vance, Alabama.
For both the Stola modellers and the mercedes team this show car would be remembered as the most risky in their careers.

Rivoli gennaio 2001 Felice Chiara Capo del reparto show car della Stola spa.

Valter Domenino

Roberto Giachino

Fabio Sansalone

Nardiello e Peralta detti scintilla e fulmine

Beppe Comollo con un ingegnere albanese.
The last 95 hours
from 02 to 6 January 2002
From 2nd January to the evening of 5th, over 45 technicians and managers from STOLA s.p.a. and  Mercedes worked continuously for over 85 hours to complete the prototype.
The transportation from via Ferrero 9 in Rivoli to  Turin Caselle airport, and the consequent complex cargo operations on the cargo plane were taken care of by Alfredo Stola and Tiziano Novo together with the Ilyushin bridge crew through until dawn on 6th January, in that time, the Azeri cockpit crew, rested after a night's sleep, began the "check list" and 45 minutes later took off for Detroit.

Rivoli 2 gennaio 2002. Al secondo piano del reparto prototipi viene allestito una specie di dormitorio
per permettere qualche ora di riposo ai lavoratori e a i manager.
2 gennaio Rivoli. Da sinistra Cubeddu, Mammone e Peralta.
3 gennaio 2002 Rivoli. A destra si riconosce G. Grande.
4 gennaio 2002 Rivoli. Nella foto di destra si riconosce accovaciati G. Simeone e A. Tesauro e inpiedi L. Rosetti.
4 gennaio 2002 Rivoli. Da sinistra Giarolo e Laura, Comollo di spalle con la camicia blu e alla sua destra C. Pastore.
Antonov An-124 at Turin: 
a surreal story known only by those
who were there

5 gennaio 2002 Areoporto Torino Caselle ore 10.30,
Un primo aereo cargo russo è quasi pronto per il decollo verso gli Detroit.
E' un Antonov An-124 ed è il più grande aereo da trasporto del mondo.

Rivoli December 2001 Murat Günak, Peter Pfeiffer, Franco Stola and Roberto Stola.

Rivoli 5 gennaio 2002 ore 21.00.
Pochi minuti prima dell'entrata in ascensore del prototipo Mercedes Vision Grand Sports Tourer.
Alfredo Stola al centro con tutto il Team della Stola s.p.a.
Il secondo a sinistra in piedi con la camicia azzurra è Tiziano Novo che accompagnerà Alfredo nelle operazioni di carico all'areoporto di Torino Caselle.

Rivoli 5 gennaio 2002 ore 21:40 Antonello Mulargia

Rivoli 5 gennaio 2002 ore 21:40 Christopher Benjamin

Rivoli 5 gennaio 2002 ore 21:40 Felice Chiara capo progetto della Stola per lo show car Vision GST
dopo 72 ore consecutive senza dormire. Riposerà tutta la notte in azienda per fare ritorno a casa il giorno dopo.

Rivoli via Ferrero 9 ore 21:45 il prototipo viene caricato sul container adibito al volo cargo,
destinazione areoporto Torino Caselle.

Rivoli via Ferrero 9 Il container sta per essere caricato sul camion con destinazione areoporto Torino Caselle.
Il prezioso carico arriverà all'areoporto alle 22:30 e ad aspettarlo ci sono Alfredo Stola e Tiziano Novo
che assisteranno al carico sul cargo che terminerà alle 05:30 del giorno successivo.
Thanks to everyone's efforts, and to the extraordinary use of Azerbaijan Airline's Ilyushin II76 cargo plane, with a flight dedicated transport the Show Car to Detroit, the presentation was made on schedule.

Torino Caselle 6 gennaio 2002 ore 08:45 L'Ilyushin II-76 decolla per Detroit con nella stiva il "solo" prototipo della Mercedes Vision GST. La compagnia Cargo è dell'Azerbajan Airline proveniente dal Congo via Londra.
7 gennaio Detroit. Salone dell'automobile. Da sinistra Peter Pfeiffer, Cristopher Benjamin, Stev Mattin e Gorden Wagener.

Detroit 7 gennaio 2002 ore 09:00 presntazione ufficiale alla stampa della Mercedes Vision GST.

Detroit 6 gennaio 2002 ore 09:00 presntazione ufficiale alla stampa della Mercedes Vision GST.
For the first time in the history of Mercedes show cars, official photos were taken in Germany, after the Detroit presentation.
For the journalists press kit, virtual images were used, made in great haste by the designers of the Sindelfingen style center.

24 Gennaio 2002 Leonberg Renè Staud realizza il servizio fotografico della Vision GST

Gli interni della Vision GST sono stati il vero problema di questo inusuale ritardo.
Per un errore di scala furono costruiti due volte.
On October 11th 2002, after suffering an illness since the beginning of 1999 and fighting to the end, Roberto Stola, president and 50% shareholder of STOLA spa and the companies wholly under his control, passed away.
For 8 years Roberto worked and followed the Mercedes customer projects with a passion, establishing an extraordinary working relationship with them.
A special dedication, because Mercedes are special, and the gratitude for the trust accorded to STOLA s.p.a is unique.
As sign of the esteem in which this relationship was held, Harald Leschke was present at the funeral and CEO Dieter Zetsche sent a wreath of flowers.

Rivoli March 2002. Roberto Stola

Rivoli November 23, 2002. The letter sent by Dieter Zetsche to Alfredo Stola.
In the first months of 2003, following the success of the Vision GST presented in Detroit the year before, Mercedes ordered the STELLA Vision GST second series.
Having already started the new production plant in Albama, Mercedes aimed to show the evolution of the Grand Sport Tourer, which would then be called R Class.
Given their previous experience, STOLA in agreement with Mercedes delivered the Show Car at the end of October 2003 to Sindelfingen, and in January 2004 it was presented at the Detroit show complete with photographs taken more in advance than usual ...
For the record, in 2006 the production of the R Class started in the brand new American factory in Vance and was also the last show car created for Mercedes that was followed by the Stola family.
In April 2004, in his Rivoli office, Alfredo Stola,Harald Leschke of Mercedes Advance Design and Bernd Hoffmann, CEO of the historic tyre manufacturer Fulda, discussed the technical and commercial details of supplying a running prototype based on the Maybach.
The project was called Excelero and was financed by Fulda together with the automobile photographer Renè Staud.
The agreements provided that the design would be carried out by the design school of Pforzheim under the control of Advanced Design Mercedes and that Mercedes would supply the mechanized chassis and the relative technical assistance.
The fundamental request of this meeting is that the prototype would have to be suitable to be tested at the Nardó track at a maximum speed of 350 Km/h.
Fulda's goal is to re-invoke its history as a tyre supplier for the glorious 1938 Maybach, through an experimental prototype equipped with specially designed 315/25 ZR23 tires.

Rivoli 22 Aprile 2004 Harald Leschke dirige i modellatori della Stola nella fase finale del modello di stile.
Alfredo Stola left the presidency of STOLA spa at the time of the sale of the company on July 26, 2004 .
At the time in May the Excelero styling model was in the final phase under the stylistic supervision of Harald Leschke, so, consequently Alfredo Stola did not participate further in any way to the construction of the running prototype.
Villarbasse 13 maggio 2004 Alfredo Stola ospita a pranzo Harald Leschke e Renè Staud.
L'occasione è la delibera del modello di stile prima della verniciatura.
On 11 May 2005, Alfredo Stola's family was invited to Berlin by Bernd Hoffman for the official presentation of the Maybach Excelero, meeting again with friends Mercedes Harald Leschke and Jürgen Weissinger.
The show organized by Fulda is worthy of a show in Las Vegas, and the quality of the Excelero's running prototype was fantastic.

Berlino 11 maggio 2005 Prima della presentazione Alfredo Stola incontra Jürgen Weissinger.

Berlino 11 maggio 2005 Alfredo Stola rivede Bernd Hoffman.

Nel 2005 dopo 63 anni il marchio Excelero riappare.

Berlino 11 maggio 2005. Bernd Hoffman presenta in premiere mondiale il prototipo marciante Maybach Excelero.
Between 1995 and 26 July 2004 ,STOLA s.p.a built over fifty production car models for the Mercedes Style Center , these were "see through", "full", "aerodynamic", "scale" and "interior" exterior models.
An extraordinary breadth of work in which design was always provided by the Mercedes Style Centers, initially under the direction of Bruno Sacco, and from 1999 onwards by Peter Pfeiffer.
Designers were sent from the styling centers around the world to take up residency at the Rivoli model shop.

Bruno Sacco

Peter Pfeiffer
The Mercedes designer and Stola modellers

Klaus Busse

Hartmunt Sinkwitz

Steffen Kohel

Peter Arcadipane

Gorden Wagener

Steve Mattin

Michael Mauer

Murat Gunak

Cristopher Benjamin
It was often requested of STOLA s.p.a. to build more and more different models for the same car "Class".
Over time, among the Mercedes designers and Stola modelers, valued personal relationships and mutual technical appreciations were formed. Speed and quality, combined with the harmony between colleagues allowed every possible change requested by the customer to be implemented, reinforcing the mutual esteem between the management of Sindelfingen and that of Rivoli.

1996 Rivoli una foto ricordo con seduti a terra i tre designer Klaus Busse, Hartmunt Sinkwitz e Steffen Kohel
I modellatori della Stola si riconoscono Ardagna, Badino, A. Porzio, Samuelli, G. Federico, Domenino, Cena, Tassone, Sbeghen

Modellatori della Stola che hanno lavorato per Mercedes tra il 1994 e il 2004.

Ottobre 2000. Stazione ferroviaria di Alpignano. Il gruppo dei modellatori della Stola in un viaggio premio
al Salone di Parigi con l'occasione di vedere la Smart Coupè

Rivoli 1998. Alcuni modellatori della STOLA s.p.a. insieme al designer Mercedes Marcello Sordo durante lo sviluppo
del futuro medium-duty M2 106 della Freightliner. Si riconoscono Della Rocca, Marcello Sordo, Cogerino, x, y, w.
It is difficult to recall in detail all the production styling models made in nine years, both exteriors and interiors, but many were for the "C-Class" Mercedes.
It is impossible (and futile) to say which of these style models built at Rivoli eventually went into production.
The reason is that once transported to Sindelfingen they competed with the many other models built internally by Mercedes.
Among these many works, in a sector that was more "Concept" than "Production" we cannot forget 3 advanced concepts, truck cabs for South America, an interior that was perhaps the first in the world completely designed and built for "Full Ambient Light" and a SLK, never revealed in public which was the embryo of the B-Class.
1996 a Rivoli in Stola spa vengono realizzati in contemporanea sei diversi modelli di stile della Classe C SportCoupè W203
1996 a Rivoli in Stola s.p.a. di questa CL C 215 non si è costruito il modello di stile ma il master
verifica matematica incluse le matematiche di superfici realizzate con afianco lo stilista Mercedes.
1996 Rivoli in Stola s.p.a. vengono realizzate due proposte di modelli di stile della Classe SL R 230.

1997 Rivoli in Stola s.p.a. non viene costruito il modello della SLK R 170 in versione spider ma ben
sì una bellissima versione Shooting-Brake. Essa non andò mai in produzione.
Metà 1997 in Stola s.p.a. vengono realizzate due proposte di modelli di stile della Classe C station wagon W 203.
Fine 1997 in Stola s.p.a. vengono realizzate due proposte di modelli di stile del tipo Viano W 639.

Rivoli 1998 in Stola s.p.a. viene realizzato una proposta di modello di stile del futuro truck Freightliner  M2 106.
Lo stile  e del Mercedes Benz Design Center.
Rivoli 1999 in Stola s.p.a. vengono terminati due modelli di stile degli esterni e uno degli interni della Classe E W 211.
1999 in Stola s.p.a. vengono realizzate due proposte di modelli di stile del restayling della CLK W209

Rivoli 2000 in Stola s.p.a. viene realizzato un modello di stile molto "Concept" della B Class W 245 proprio
ad uso del Centro Stile Mercedes per realizzare le versioni per la produzione vera e propria.
Rivoli 2000 in Stola s.p.a. viene realizzato un modello di stile di esterni e di interni della Smart Roadster
finalizzato alla produzione.
Rivoli a giugno del 2000 viene realizzato un solo modello di stile per esterni della Classe S W221.
Qualche mese più tardi per il Centro Stile di Como venne realizzato un particolare concept
di interni studiato per un innovativa "Full Ambient Light"
Rivoli 2001 in Stola s.p.a. vengono realizzati tre modelli di stile della CLS C219. Prima due berline e poi una station wagon.
Il modello di stile della berlina prescelta fu utilizzato dalla Mercedes per costruirsi a Sindelfingen la CLS Vision
poi presentata al Salone di Francoforte nel 2003. L'idea concettuale della Shooting-brake
fu poi ripresa molti anni dopo sulla serie successiva X218.
Rivoli 2001 in Stola s.p.a. vengono realizzati in contemporanea quattro modelli di stile della Classe ML W164,
di cui uno con un passo ancora più lungo.
In March 2004, Alfredo Stola, as on many other occasions,was called to Germany by Peter Pfeiffer. The reason was the future model of the W212 E-Class.
We agreed to produce three style proposals as soon as possible to "See Through in Hard Material" models.
These three production models were finished at the end of June of the same year, and would also be the last ones personally followed by Alfredo before leaving the presidency of STOLA s.p.a.
Rivoli giugno 2004 in Stola s.p.a. vengono terminati due modelli di stile della Classe E W 212.
Ten exciting and unforgettable years, important work carried out with, and for extraordinary people.
Dozens, dozens and dozens of show cars and models built under the total stylistic direction of the Mercedes Design Centers have made this work experience unique.

The symbol of the Stola s.p.a. "no style design" guarantee
of neutrality towards all the Style Centers in the world.
The aquaintances and friendships formed with great car professionals received either in Rivoli's model shop, or Mercedes global headquarters, during the execution of over eighty projects, including show cars, concepts and production models, will remain forever in the memory.
With the occasion of the centenary, the "100 Years of Work of the Stola Family", it is a duty to remember these people:
Bruno Sacco, Harald Leschke, Peter Pfeiffer, Gorden Wagener, Steffen Khoel, Jürgen Weissinger, Peter Arcadipane, Klaus Busse, Hartmut Sinkwitz, Michael Mauer, Steve Mattin, Andrea Deufel, Gerhard Honer, Joseph Gallitzendorf, Sielaf, Mürat Gunak Franz Lecher, Jürgen Hubbert, Dieter Zetsche, Antony Lou, Hans Dieter Futchik, Karl Henz Bauer, Hans Jooss, Olivier Boulay, Arno Jambor, Andreas Langenbeck, Johann Tomforde, Gerhard Steinle, Jürgen Bollmann, Verena Close, Stefan Sielaff, Michele Paganetti, Benjamin Dimson, Christopher Rhoades, Rood. Michael Fink, Uwe Haller, Gunter Holzel, Thomas Hase, Antony Lo, Kramer e Mark Fetherson, Hainz Jurgen Neu, Roland Schowob, Gary Jary Jackson, Uwe Frederking, Gerhard Hauser, Norbert Braun, Hans Peter Jordan, Jurgen Benkwitz, Jens Martens, Frank Roth, Mark Porter, Andreas Fischer, Stephan Domin, Uwe Escher, Martin Hart, Rolf Kimmerle, Sven Lange, Gerd Seiderfaden, Thomas Wunderlik, Simone Graf, Hans Günter Möller, these were the men of Mercedes, Smart e Maybach in this era.

Febbraio 1994 il primo disegno della Tipo 932 realizzato da Walter De Silva.
In October 1994, Stola s.p.a worked at the Alfa Romeo Style Center in Arese to support their stylists, directed by Walter De Silva.
The goal of Alfa Romeo designers Maurer Sbignew, Wolfgang Egger, Antonio Rosti, and Vincenzo Ferreri, was to create the first exterior and interior styling models for a car inspired by the historic 1954 Giulietta.

Una suggestiva immagine della matematica definitiva
di classe C realizzata dal Centro Stile Alfa Romeo di Arese
The task for the Stola technicians of the Lombardia headquarters at Cinisello Balsamo was to provide in parallel the macro feasibility and class C surfaces necessary for the milling of the two models.
Messrs. Rabaioli, Morlacchi, Castiglioni and Di Benedetto, together with other designers and mathematicians, would reside in Arese for over two months working side by side with the Alfa Romeo team.
The project was the Type 932, known as Giulietta by all involved.

Following the approval of the first two styling models, both milled in Arese, the necessary model definition and refinement work then moved to the Stola model shop in Rivoli.
First, a see-through exterior style model was created with the necessary modifications which was then followed by the interior.
At the beginning of February 1995, Walter De Silva unexpectedly requested Stefano Ardagna’s modelling team to heavily modify the body side just a few days before the presentation to the CEO of Fiat Auto, Paolo Cantarella.
From his intuition, the distinctive character of the type 932 was born; the side shoulder would no longer be continuous but only present on the front and rear wings with a total interruption on the two doors.
The presentation to Fiat top management was an extraordinary success and lead to the immediate decision to start all work with the aim of having a “start of production” no later than 1997.

Schema giochi e tolleranze della Tipo 932
Given the design experience gained in previous years with the Lancia Kappa, the Ferrari 550 Maranello and the new Alfa Romeo 166, which was work was in progress at the time, the Fiat managers decided to entrust the entire project to the Stola family company and their engineering department headed by Gottardo Bustreo since 1991.
Tabellina riassuntiva della progettazione Stola.

He was also personally commissioned by Roberto Stola to carry out the project management activities, immediately sensing its strategic importance for the company; an unusual dual function, which would prove immediately effective.
Bustreo took advantage of the work of the managers of the technical offices Carlo Mantovani for class A mathematics, Carlo Besana for the design of body and mobile parts and Da Re.
For Stola,Tipo 932 represents a real turning point, given the importance that Fiat Auto attached to this sedan segment.
At the beginning of 1995, following the scan of the definitive exterior and interior styling models, the Stola surfacing department began the class A mathematics supported by their feasibility colleagues and Alfa Romeo stylists.
The final objective of the work was the construction of two mathematical verification master models for the validation of all surfaces.
Gottardo Bustreo liaised with Alfa Romeo's Project Manager Renato Pasquali for almost three years.

Gli studi per le matematiche di classe A eseguite dal Team Stola con la supervisione dei designer
del Centro Stile Alfa Romeo di Arese.
The definitive name of the Type 932 would be Alfa Romeo 156, with the official presentation taking place in September 1997 at the Frankfurt motor show.
It became a truly extraordinary success, to the point that in the first 4 months following the presentation it went onto collect over 90,000 orders.
At the end of 1997 this sedan went on to win the most prestigious of the specialized press awards: Car of the Year 1998.
Stola s.p.a. were also be involved on this model for the Gazzella dei Carabinieri and Pantera della Polizia versions, both full of modifications for their specific uses.

Gennaio 1998, le versioni della 156 Carabinieri e Polizia hanno diverse varianti progettuali 
rispetto le normali di produzione tutte realizzate in Stola s.p.a.
All 156’s were produced at the Alfa Romeo factory in Pomigliano d'Arco, becoming one of the biscione brand’s greatest sales successes in history.
Around 680,000 units of all versions went on to be produced.
In terms of style, it is certainly the masterpiece project of Walter De Silva in his time at the Alfa Romeo Style Center, and perhaps of his whole career ...

Settembre1997. Presentazione ufficiale della 156
al Salone dell'Automobile di Francoforte.

Foto ufficiale dell'Alfa Romeo 156.

3 gennaio 1995. La Stola s.p.a.. ottiene la certificazione di qualità fornitori FIAT a firma del vicedirettore
degli acquisti Marco Carbone e il direttore "pianificazione e qualità fornitori" Luca Chevallard.
1994 was a year in which, we in the automotive sector, heard more and more about the importance of quality. The principal driver for this was Japan.
In Italy, the Fiat group became particularly sensitive to this when Dr. Umberto Agnelli was appointed to the position of President of the Italy-Japan association, backed by the two national governments.
As a result, Fiat Auto wanted to strengthen their culture of quality, not only internally but also among its suppliers.
This was not a suggestion, but an obligation through a training course that would allow suppliers to continue working after a rigorous assessment for one of the most important automotive groups in Europe.
The required objective was to be qualified for UNI ISO 8402, UNI EN 2900, UNI CEI 45014, UNI ISO 1001/1 certifications.
Engineer Alberto Sasso for Stola s.p.a. organized the whole company to obtain the important result by hiring Mauro Ballerini as an internal quality manager.
The model, prototype and engineering departments had been working for years to a very high level of quality, but now Fiat Auto demanded much more.
The idea was that in order to have a visibly high quality manufactured product, standards had to be applied throughout the project, right up to the point of sale.
In practice, all business processes from the estimate, customer order, confirmation, implementation, testing, management of payment and including delivery and beyond, must be followed with standardised procedures known and respected by all.
After a year of preparation, Luca Chevallard and Marco Carbone from the supplier planning and purchasing department for operating sector B at Fiat Group. awarded the quality certificate to Stola s.p.a. on on January 3, 1995.
February 1995, following the results of the motor-cycle and supported by designer Richard Kong, BMW Style Centre Director Chris Bangle asked Roberto and Alfredo Stola to create a style model for the new 3 Series.
Bangle wanted to introduce the hard model process, as used in Fiat, to Munich and compare it with their classic clay model process.
Richard Kong was again the BMW designer resident in Rivoli for two months in order to follow the modeling work .

Il designer della BMW Richard Kong.
Marzo 1995. Due rarissime fotografie del modello di stile della BMW serie 3 poco prima della partenza per monaco di Baviera.
Si possono riconoscere Bianco, Kong, Granata, X, Y, Giachino, Fridman, Giarolo e Calò

1995 In Stola s.p.a. viena realizzata un sola proposta per un see trough model in hard material il cui designer è Richard Kong.
The tradition of collaboration between STOLA s.p.a and Saab was more active than ever and the Trollhättan Style Center, through director Einar Hareide, required the creation of a see through model of the new 9-5 sedan, in S and Aero versions.
A year later, in the spring of 1995, the basic station wagon and Aero versions were also requested.

1995. Einar Hareide direttore Centro Stile Saab.

1996 Trollhattan. Pereric Haglund e Alfredo Stola.
Sullo sfondo il Centro Stile Saab.

1996 La lettera di cngratulazione per la qualità del lavoro sul progetto 9-5 firmata dal direttore
della costruzione modelli Pereric Haglund.

Svezia, Trollhattan, Stabilimento Saab settembre 1997. L'ingegner Alberto Sasso posa per una foto ricordo fra le
prime pre-produzione della 9-5 Sedan.

Rivoli dicembre 1995 in Stola s.p.a. viene realizzato un modello di stile della Saab 9-5 Seedan nelle versioni S e Aero.
Per ragioni di costo i due paraurti e la minigonna laterale erano intercambiabili per le due versioni.

Rivoli settembre 1996 in Stola s.p.a. viene realizzato un modello di stile della Saab 9-5 Wagon nelle versioni S e Aero.
Per ragioni di costo i due paraurti e la minigonna laterale erano intercambiabili per le due versioni.
At the beginning of the summer of 1995, a new customer requested that STOLA S.p.a. create two hard See-Through models to be presented at the next Geneva Motor Show in 1996.
Rover, recently acquired by BMW, aimed to imagine a completely innovative and "made in England" style for a future Mini.
For business strategies, BMW decided to postpone the scheduled geneva unveiling.
At the end of 1996,the two models returned to Rivoli in order to make small changes and to be re-painted.

Settembre 1995. La lettera di congratulazioni di David Saddungton capo del Centro Stile Gruppo Rover.
In quel momento si pensava che i due modelli sarebbero stati esposti a Ginevra 1996, in realtà ciò avvenne l'anno successivo.
In March 1997 at the Geneva Motor Show, the Spiritual and Spiritual Too concepts were presented in a mini-branded booth, the first a four-door and the second, two.
A very important work experience thanks to the meeting with Rover style managers Messrs Saddinngton, Upex and Woolley, all involved with the two Minis.
A few years later, when the Ford group absorbed Land Rover, for STOLA s.p.a. new customers such as Ford America, Lincoln, Mercury and Land Rover were unexpectedly opened up.
These new clients introduced noteable designers and managers amongst whome were J Mays, Gerry McGovern, Marek Reichman, Adriana Monk and Ford Detriot model manager Joe Bonacchi.
For them, Stola would go on to deliver five beautiful show cars between 1998 and 2003.
Febbraio 1997. Le foto ufficiali delle due Mini Spiritual e Spiritual Too.

Ginevra 1997. Lo stand della Mini con le due Spiritual.

Rivoli in Stola s.p.a. Novembre 1995 Alfredo Stola con la sua Dino 246 GTS posa insieme al maestro Aldo Brovarone
With the start of sales of the Fiat Barchetta, in the autumn of 1995 Roberto and Alfredo Stola decided to create a derivative show car whose new bodywork would carry the STOLA logo.
The design is by his friend Aldo Brovarone, the goal was to present this prototype for the sixty-sixth edition of the Turin Motor Show schedled for April 22, 1996.

Torino novembre 1995. Aldo Brovarone presso la sua abitazione disegna i primi bozzetti della Fiat Stola Dedica.

Dicembre 1995. Uno dei primissimi disegni di Aldo Brovarone.

Dicembre 1995. Disegno definitivo di Aldo Brovarone.

Gennaio 1996. Matematica ricavata dal bozzetto.

Fine gennaio 1996. Aldo Brovarone al lavoro, e Roberto Stola prova per primo la seduta del prototipo.

Fine gennaio 1996 Aldo Brovarone con il classico camice bianco in stile Pinifarina.
Da sinistra i modellatori Tassone, Hbib e Samuelli.

Aldo Brovarone, Marco Goffi e Felice Chiara.

Rocco Tartaglia con la Ecol forma la lamiera del parafango e dopo averlo saldato fa una prima revisione.

Rocco Tartaglia posiziona il parafango posteriore.

Viene posizionato il nuovo motore Fiat 2000cc 5 cilindri.

Aprile 1996. La fase di verniciatura e immediatamente dopo il montaggio della meccanica e degli interni.

Rivoli 21 aprile 1996. Al mattinovengono scattate le foto ufficiali presso la Stola spa.

Torino 21 aprile 1996. Lo stand della Stola la sera prima dell'apertura ancora in fase di allestimento.
Torino 22 aprile 1996. Il primo giorno del salone. Fra i primi ad ammirare la Fiat Stola Dedica Fabrizio Giugiaro.
A riceverlo Aldo Brovarone e Roberto Stola.
For STOLA s.p.a it was is the first time that that they realised  a show car to present on their own stand and above all with the two diamonds on the side of the bodywork

Villarbasse 10 maggio 1996. Alfredo Stola percorre i primi chilometri con il prototipo Fiat Stola Dedica.

Villa d'Este maggio 1996. Aldo Brovarone posa con
suo nipote Cesare accanto alla Stola Dedica.
In May 1996 the Stola Dedica was invited to the Villa d’Este Eleganza competition in the Show Car category. Among the main reasons for this prestigious occasion was the presence of its designer Aldo Brovarone accompanied by his nephew Cesare.

Villa d'Este maggio 1996. La Stola Dedica.
In October 1995, Erich Bitter contacted STOLA s.p.a, requesting the creation of a limited series of cars derived from the newly launched Opel Omega production.
The first objective was an opening resin style model, to be presented at the next Geneva Show in 1996.
At the same time, technical feasibility studies and their master models were also required.

Febbraio 1996 La Bitter Berlina viene esaminata da Erich Bitter e il suo tecnico Johansson insieme all'ing. Alberto Sasso.

Rivoli Febbraio 1996 Erich Bitter e il suo tecnico Johansson.
This "Berlina" model was to be presented at the Geneva Motor Show on the Bitter stand but immediately afterwards the project was stopped without further development.
It was however an interesting technical experience followed in Stola by the engineers Alberto Sasso and Giuseppe Di Nunno.

Ginevra 1996. Erich Bitter posa con il suo modello Berlina nello stand Bitter.

La foto ufficiale della Bitter Berlina sicuramente fatta dopo il salone di Ginevra
END 1995
At the end of 1995, Maserati entrusted Stola s.p.a. with a brand-new engineering project called type M338.
It needed to be a turning point for the Modena manufacturer, then only recently under the direction of Engineer Eugenio Alzati.
The goal of Fiat Auto, having taken over Maserati from Alejandro De Tomaso in 1993, was to return the Trident back to the top echelons of sports cars. For this reason, the exterior design was entrusted to Giorgetto and Fabrizio Giugiaro, and the interiors to Enrico Fumia.

Parigi 1998 Beppe Di Nunno.

Fabrizio e Giorgrtto Giugiaro in una foto ufficiale.

Rivoli 1995 A bordo del Modello di Stile degli interni della Tipo M338 il direttore del Centro Stile Lancia
Enrico Fumia con uno dei suoi assistenti Flavio Manzoni.
Stola, under the technical direction of Gottardo Bustreo, would have to create the class A mathematical surfaces of the exterior and interior, the master mathematical verification of the exterior, the engineering of the body and its moving parts, and the exterior and interior finishes in co-ordination with the designers.
The chassis, direct from Masrati, was entrusted to Studio Linea Due of Turin, while the master mathematical verification of the interior is assigned to their model shop in Modena.
Among the contracted activities were also assistance for the construction of prototypes at the company Itca, Golden Car for the chassis and agreements with Zender for the "codep" management, personally followed by Paola Busato.
The design work was carried out exclusively at the Rivoli headquarters, the project manager was the young Beppe Di Nunno, a former student of the second Stola modeling course in 1981.
Fine dicembre 1995 le superfici matematiche di classe A della tipo M338.
Rivoli 2 febbraio 1996 il master verifica matematiche della Maserati M338.
Sullo sfondo si può notare il modello di stile sempre in rosso realizzato in Italdesign.

Valerio Giacobazzi, capoprogetto Maserati M338
Bustreo and Di Nunno, with the contribution of Carlo Biassoni for the contracts, for the Type M338 interfaced with the first technical level of Maserati represented by Valerio Giacobazzi for the design part, Lamberto Mastripieri for definition of the content, Bertarione for cost control, and Facciolo for planning.
The Stola designers included Sergio Giorgis, Luciano and Gianfranco Bernello, Fabrizio Giacometti. Leonardo Crescenzi, and Chiara Zampieri.
The design work required at least two weekly meetings in Rivoli between the Maserati and Stola technicians, and one monthly meeting at the Viale Ciro Menotti 322 headquarters in Modena.
The development of class A surfaces and the milling of the mathematical verification masters was, as always, entrusted to the teams of Carlo Mantovani and Vittorio Della Rocca; Fabrizio Giugiaro was the one to personally verify the work carried out on the exterior in Stola.
The class A surfaces of the interiors was instead created in the Cinisello headquarters by Messrs Castiglioni and Venturino and verified by the Lancia designers.

Legenda dell'insieme giochi e
tolleranze della tipo M338

Schema completo giochi e tolleranze della tipo M338
A lot of management was required to achieve Engineer Alzati’s ambitious goal of under 30 months from blank sheet to production.
At the beginning of 1998, engineer Paolo Cantarella and lawyer Luca Cordero di Montezemolo took a strategic decision with a view to achieving greater efficiency and synergy, the Maserati Technical Department would be joined by members of Ferrari’s team, as part of the absorption of the company
Maranello managers Corradi, Leonardi, Matullo and Sangermano immediately teamed up with those of Modena.

24 giugno 1996 Grugliasco presso la società Itca. L'inizio delle attività di costruzione dell'autotelaio seguite da Benedetto Carmelo della Stola s.p.a. che della foto di riconosce sulla sinistra con la giacca scura.
Grugliasco ottobre-novembre 1996. Presso la società Itca Beppe Di Nunno e Lamberto Mastripieri
durante la costruzione del primo prototipo.

31 ottobre 1996 la scocca del prototipo M338 in avanzamento presso la socità Itca

Modena gennaio 1997. Beppe Di Nunno posa cosa con la prima scocca della M338
nello stabilimento Maserati di viale Ciro Menotti.

Rivoli dicembre 1998. Presso l'ufficio tecnoco della Stola s.p.a. in via Ferrero 9 Luciano Bernello, Sergio Giorgis,
Beppe Di Nunno e Fabrizio Giacometti posano per una foto ricordo col modellino in scala della Maserati 3200GT.
On October 1, 1998, the Maserati M338 was unveiled for the first time at the Paris Motor Show under the name 3200 GT, Engineer Alzati and Giorgetto Giugiaro were joined by racing champion Stirling Moss to present it to the press.
Settembre 1998. Foto ufficiali della Maserati 338 GT prima di andare al salone di Parigi.
In March 2001, at the Geneva Motor Show, Maserati presented Assetto Corsa, a limited edition of 250 examples of the 3200 GT. For this special, Stola took care of the design of the new aerodynamic additions.
Following the technical integration of Maserati and Ferrari, whose common shareholder was Fiat Auto, at the end of 1999 two new engineering projects were assigned to Stola for the Tipo Spider and Coupè.
Inizio primavera 2000 le superfici matematiche di classe A della tipo M138.

Rivoli primavera 2000. Il progetto M138 in entrambe le versioni è sviluppato con l’ausilio della sala virtuale.
Both versions were managed by the same team of Stola and Maserati / Ferrari technicians. Also for these two Type 138s, Beppe Di Nunno was project manager and manager working between Rivoli and Modena.
The design of the spider and coupe version was, as always, under the direction of Italdesign and the Lancia Style Center.

Legenda dell'insieme giochi e
tolleranze della tipo M138 Spider

Parziale dello schema giochi e tolleranze della tipo M138
Modena 2001 All'interno dello stabilimento Maserati di via Ciro Menotti 322 il primo esemplare della coupé (M138).

The spider had a shortened chassis in order to better integrate the two-seat layout relative to the coupe’s 2+2.
In September 2001, at the Frankfurt Motor Show, the two Type M138s were unveiled to the press under the names Maserati Spider and Coupè.

Paola Busato responsabile Codep al salone di Francoforte posa per una foto ricordo al volante della Maserati Spider.

Agosto 2001 foto ufficiale della Maserati Spider prima della presentazione al salone di Francoforte.
At the beginning of 1996, Fiat involved STOLA spa to create a Show Car to be presented at the Paris Motor Show. Immediately named Multipla, in homage to the historic Fiat 600 of 1957.
The stylists Roberto Giolito for the exteriors and Peter Jansen for the interiors coordinated by Engineer Nevio Digiusto directed the surface mathematicians and modellers of the Rivoli modeling shop.
An innovative, young and exciting project with the unique characteristic of that period of having three front as well as rear seats with a totally flat floor.
The success achieved in October 1996 during the show is so evident that the Engineer Paolo Cantarella, recently made CEO of Fiat Holding, decided, with the  agreement with Roberto Testore, that the Multipla must be produced in series as soon as possible.

1996 Il designer Roberto Giolito.

1995 Il disegno della Multipla di Roberto Giolito.

Giugno 1996 Rivoli via Ferrero 9, la scocca in resina della Multipla in costruzione.

Luglio 1996 Rivoli. Le fasi di assemblaggio della plancia portastrumenti sullo show car Multipla.

Setttembre 1996 Rivoli La fotografia del modello in resina rivestito della plancia portastrumenti e dei sedili montato sullo show car della Multipla.

Settembre 1996 lo show car Fiat Multipla fotografato prima della npartenza per il salone di Parigi.
Settembre 1996 lo show car Fiat Multipla fotografato nel cortile del Centro Stile di via La Manta Torino.
Parigi 2 Ottobre 1996 è il Press Day e la Multipla viene presentata dall'Ingegner Paolo Cantarella ai giornalisti.

Parigi 2 Ottobre 1996 La Multipla in esposizione allo stand della Fiat.

At the end of October 1996, upon returning from the Paris motor show, STOLA spa was immediately involved in all the styling activities of the exterior, interior as well as Mathematics Verification Master for the Production model.
The show car was so well received that the Turin car manufacturer plans to sell the first examples as soon as possible.

Settembre 1997 la Fiat Multipla di produzione.

Settembre 1997 Francoforte
Roberto Testore CEO Fiat Auto e Alfredo Stola.
To achieve these ambitious time objectives, Fiat adopted a special "Space Frame" chassis technology, advanced molding techniques combined with the use of steel extrusions.
Roberto Giolito, Peter Jansen and Nevio Digiusto together with their other collaborators would go on to work in STOLA spa together with physical and surface modellers for over a year.
In January 1998, public sale began, having previously been presented a few months earlier at the 1997 Frankfurt Motor Show
In parallel to the Fiat Multipla and for the same Paris Motor Show 1996, Alfa Romeo instructs STOLA spa to create a very sporty concept with a highly evocative name; Nuvolari.
The style is directed by Walter de'Silva assisted by Wolfgang Egger who directed the Stola modellers to build a great styling masterpiece during the spring and summer.

Late 1994. One of the first drawings by Walter de'Silva.

Fine 1995 i primi disegni dell'Alfa Romeo Nuvolari.

Walter de'Silva

Rivoli giugno 1996 a sinistra Vai, e F. Bonito

Rivoli giugno 1996 la scocca di resina in lavorazione.

Rivoli Luglio 1996 presso la depandance dello stabilimento STOLA s.p.a. in via Ivrea, l'Alfa Romeo organizza
una fotografia con le tute rosse aziendali con una squadra mista di modellatori Alfa Romeo e Stola.

Rivoli settembre 1996 parte del team Stola insieme ai designer Alfa Romeo.
Si riconoscono A. Stola, Laura, R. Stola, Castaldello, La Manna e Della Rocca.

Lorenzo Gastaldello sta per terminare gli interni.

Gli interni dell'Alfa Romeo Nuvola.

Fine settembre 1996 la foto ufficiale dell'Alfa Romeo Nuvola prima di partire per il salone di Parigi.

Ottobre 1996 Parigi Salone dell'automobile: l'Alfa Romeo Nuvola nello stand Alfa Romeo.
Roberto Stola, an undisputed Alfista, followed this project along with his modellers, with great passion and energy.
The visit of the Engineer Paolo Cantarella to the Rivoli modellers to view the prototype before painting was unforgetable. On that occasion he informed us that the name would be changed from Nuvolari to Nuvola and that the color from red would become blue.
JUNE 1996
In June 1996, a good return of the Saab to STOLA s.p.a to request the construction of a see trough model of the type 9-3.
The model to be created is the sedan version, and the style is by Einar Hareide, Director of the Saab Style Center; the project is followed by Pereric Haglund.
Alberto Sasso attended the gala dinner in summer 1998 in Goteborg organized by Saab for the presentation of the Tipo 9-3.

Einar Hareide director of the Saab Style Center

Summer 1998 Goteborg the engineer Alberto sasso representing the Stola family at the gala dinner organized by Saab for the presentation of the type 9-3 second series
Summer 1998 the official photo of the Saab 9-3.
From the mid-90s, in order to meet the increasingly demanding needs of the car manufacturers that by then were producing  in an increasingly automated way, the Cubing models had to be made in aluminum.
The change from resin to aluminium was a result of the requirement for structural stability and greater precision for the control of the elements.
Stola spa was very prepared, thanks to the new 5-axis milling machines for aluminum equipped with the most advanced numerical controls.
Luigi Gallina, Aniello Tornatore, Giorgio Braghin were the workshop team, through their experience they propose, design and create increasingly effective cubing for customers.
In parallel to having the most modern milling machines and using  the occasion of the move from Turin to Rivoli, two new Dea testing machines were added and , all the others were overhauled and updated.

2000 Rivoli: una veduta generale del reparto Cubing in via Ferrero 9.

1996 Cubing Saab 95
For STOLA spa, cubing became one of their most important workshop activities, by then purchase requests were coming from all the car manufacturers in Europe.
The means of communication between suppliers and customers completely changed with the recent arrival of the internet , this leads Stola to decide that the technical team must be supported as soon as possible by a commercial manager.
The role would be very particular, looking for a young graduate without work experience who could speak at least four languages, was very motivated and ready to travel when-ever and where-ever required.
The 24-year-old political science graduate, Tiziano Novo, was taken on probation in June 1997 and entered into the workshop in the Cubing Team as commercial coordinator.
The results were positive from the first months, integrating into the company fabric and also showing considerable technical interest.
Customers established a more direct contact with the Stola workshop and so the workshop staff could fully concentrate on the technical aspects.

Tiziano Novo nel 1999.
As time passed, through dozens and dozens of trips to Europe, and Asia, this new commercial figure was decisive in finding new and increasingly important customers.
The probationary period was only a formality, coming to an end in October 1997 with his full employment.
1997 Cubing Seat Toledo
1999 Cubing Volkswagen Bora
1999 Cubing Alfa Romeo 147

2000 Cubing Seat Arosa
2001 Cubing Fiat Palio
2001 Cubing Fiat Stilo
2001 Cubing Volkswagen Polo
2001 Cubing Porsche Cayenne

Si riconoscono D. Franchino e M. Boscolo

Si riconoscono Ferro, D. Franchino, M. Boscolo e Braghin.
2001 Cubing Volkswagen Tuareg
The results of the Cubing and Master Mathematics Verification sectors from a commercial point of view is so satisfactory that Dr. Novo is appointed as manager in 2001 at the age of just 29, supporting Dr. Carlo Biassoni in activities that bear a heavy responsibility.
2002 Cubing Volkswagen Polo Sedan

Rivoli via Ferrero 9 29 Aprile 2002 Da sinistra Branislav Kollar, Tiziano Novo, Kirch Hoff e Luigi Gallina.
2002 Cubing Volkswagen Touran
2002 Cubing Volkswagen Polo
2002 Cubing Lancia Ypsilon

Rivoli 200x Cubing modello X
da sinistra G. Giacometti, X, A. Palmieri, G. Germanetto,
E. Recco, W. Boscolo,
Accovaciati A. Sollazzo, L. Cavanesi, E.Carmignato.

Rivoli 200x Cubing Modello X
da sinistra M. Boscolo, G.Giacometti, X, G.Germanetto, A.Sollazzo, E. Recco, W. Boscolo.

Rivoli 200x Cubing modello X
da sinistra G.Germanetto, A.Sollazzo, W. Boscolo

Rivoli 200x Cubing modello X
da sinistra W. Boscolo, A. Palmieri, S. Vair.

Si riconosce A. Siciliano

F. Bonito.
2003 Cubing Skoda Octavia
2003 Cubing Seat Altea
2003 Cubing Seat Altea
2003 Cubing Citroen C4
2003 Cubing Proton Gen 2

Malaysia 2003 at the Proton plant.
From the left sit the Stola team: Brani, Vai, Picaro and Novo.
2003 Cubing Volkswagen Golf V
2003 Cubing Volkswagen Golf V

2003 Rivoli. Una foto ricordo degli specialisti Cubing Passuello, G. Bonito, Mondini e Siciliano.

Rivoli end 2002: in Stola, the assembly master is assembled under the DEA tracer of the interior of the Fiat Palio 178-3.
Giovanni Magno, Danilo Franchino, Leonardo Canavesi and Carmelo Saitta are recognized.

Cinisello Balsamo dall'autunnodel 1996 per oltr un anno la Stola s.p.a. è coinvolta dalla Ferrari per
la progettazione della 456M nelle versioni GT e GTA. Lo stile è della Pininfarina.
In the autumn of 1996, Ferrari entrusted STOLA s.p.a. with engineering the restyling of the 456 GT new versions, the 456M GT and 456M GTA, designed as always by Pininfarina and known as F116M.
There were significant changes to the bonnet, with the elimination of the air intakes as well as the addition of a system for the adjustment on the three axes of the complex retractable headlights.
The bumpers, in addition to being restyled, had to be adapted into three market versions for Europe, USA and Canada. Design work on door seals were also carried out in collaboration with the Japanese supplier Sumitomo, with the goal being to improve acoustic comfort.
On the interior, the automatic gear lever, the tunnel, console, air vents and the ashtray were all redesigned. These interventions had to take into account new homologation rules for passenger safety that had just come into force.
To facilitate the work, Ferrari entrusted Stola with a production 456 GT by delivering it to the Cinisello Balsamo headquarters in via Paisiello 110.
This was by no means a complete project, but it was a sign of the confidence that Ferrari had in Stola in entrusting them to work on their 12-cylinder model.
The Project Manager for Stola was Piero De Micheli with the work being carried out at the Cinisello Balsamo headquarters, managed by Gottardo Bustreo with Carlo Biassoni, as always, following the management part of the design as well as taking care of the contractual aspects.
Roberto Arpini and Giuseppe Castiglioni were the design team leaders for exteriors and interiors, assisted by external finishes specialist, Paolo Zerbini,.
Engineer Paola Busato from the Rivoli office was responsible for the bill of materials and, on this occasion, took responsibility for liaison between the Stola and Ferrari teams, with frequent trips to Maranello.

Modena 1997 al ristorante Il Fantino.
Da sinistra si riconoscono Vincenzo Pirola (Stola), Roberto Arpini (Stola), Paola Busato (Stola),
Toni Fabio (Ferrari), Stefano Sangermano (Ferrari), Ivan Pavarelli (Ferrari).
The Ferrari team with whom they interfaced for over a year were Maurizio Rossi, Cesaretti, Mauro Del Monte, Ivan Pavarelli, Stefano Sangermano, Vincenzo Matullo, Ugolini, Franco Macaro and Toni Fabio under the careful direction of engineer Amedeo Felisa.
This project was completed to the total satisfaction on the Ferrari Technical Management. It was subsequently made clear to Stola that in the future they would want to repeat the experience with complete projects for their 12 cylinder cars.
From this perspective, Gianfranco Morlacchi, formerly a software specialist at the time of the founding of Autec, worked together with Ferrari's IT department’s Messrs Pascall and Di Lollo, and IBM in Milan to install the VPM (Virtual Product Management) software.
The common need for the future was to introduce a secure system for data exchange, storage and sharing.
IBM made this possible by listening to the teams from Ferrari and Stola IT departments and creating customised software for the task.
Cinisello Balsamo 1996-1997. La Stola s.p.a. per Ferrari progetta il restayling interno delle 456M GT e GTA
disegnate dalla Pininfarina.
In December 1996, the Lancia Style Center entrusted STOLA s.p.a. with the construction style model proposals for the future Lybra .
Both exterior and interior hard see through models were required in sedan and station wagon versions.
Project management was entrusted first to the Engineer Fumia and then to Mike Robinson, who, together with the Chiefs of Exterior and Interior Pietro Camardella and Flavio Manzoni, along with Designers Marco Tencone, Alberto Dilillo, Massimo Gay, Andrea Bassi and Bertolusso, directed the Stola modelers in a dedicated office in via Ivrea, Rivoli.
It was Intense and passionate work, where a particular relationship developed between the Lancia designers and Stola modelers.

Settembre 1996 Mike Robison con il primo
disegno della Lancia Lybra.
As always, for Roberto and Alfredo Stola, working for Lancia held a special satisfaction.
Rivoli: fra il 1996 e il 1997 in STOLA s.p.a vengono realizzati una proposta di modello di stile per esterno
ed una di interno per la futura Lancia Lybra.
Rivoli: fra il 1997 e il 1998 in STOLA s.p.a. vengono realizzate due proposte per un modello di esterni
e una per un interno del vano bagagli per la futuraLancia Lybra S.W.
1999 was the year in which Engineer Alberto Sasso retired after 28 years of work with Stola.
The family decided to prepare for the moment with the hiring of Engineer Carlo Alecci in 1997, this would ensure a good transition between the two managers on the board of STOLA s.p.a.
Alecci had been known to Roberto Stola for many years as a director of the Comau Group where he gained experience in the mold and robotics sector.

L'Ingegner Carlo Alecci.
For STOLA s.p.a., 1997 was the year of Malaysia, an emerging automotive market of great interest. Over a number of visits between 1995 and 1996, Roberto Stola and Engineer Alberto Sasso had established important contacts with two car manufacturers, Proton and Perodua.

1997 Malaysia at the Proton plant. On one of several trips to Malaysia.
A souvenir photo of the engineer Alberto Sasso and the engineer Andrea Giovanelli.
In particular, Perodua had been introduced by the company Hawtal & Whiting, the work required was the complete restyling of the Kancil, a car they have already produced for many years under licence from Dahiatsu.
The activities to be carried out were complete engineering, master models, and a series of prototypes, but the really new thing for STOLA s.p.a. was that for the first time it was requested to propose the style of the exterior and interior of a new car.
This novelty was taken very seriously, Stola put Leonardo Fioravanti, Porsche Engineering Service and Marcello Gandini in competition to find the best proposal.

Marcello Gandini è il designer del progetto
Nicola and Cristian D'Alessio of DN Trasporti.
Always the transporters of Stola s.p.a. New Perodua Kancil
The company slogan "No style design", was a sign of neutrality, a necessary condition for continuing to build styling models for the most important design centers in the world. Malaysian managers chose Marcello Gandini's designs.
Unfortunately, both the designs by Marcello Gandini and those of the Porsche Engineering Service have been lost, fortunately those of Fioravanti have remained.

Una proposta di stile della nuova Kancil della Fioravanti

Una proposta di stile della nuova Kancil della Fioravanti

Una proposta di stile della nuova Kancil della Fioravanti

Una proposta di stile della nuova Kancil della Fioravanti
The engineer Carlo Alecci, who joined the company in January 1997, contributed his organizational experience to the project, the young Engineer Andrea Giovannelli was hired for the position of Project Manager under the direction of Gottardo Bustreo assisted by Carlo Biassoni for the contractual part.
Carlo Carena, a young bodywork designer was hired and joined the Stola Team specifically for this job.
Among the Stola surfacers and designers, Adriano Rossi, Ginfranco Cappa, Alessandro Maggiolini, Cesare Lesne, Pasquale Papalia, Maria Teresa Savateri, Maurizio Gallo, Fabrizio Bonafede, Claudio Scalvenzi, Sergio Scarpell, Dennis Pace and Mauro Menegon.
For Perodua in via Ivrea 5, Rivoli, a 700 square meter building was rented for use as a project platform, complete with a prayer room for the mainly Muslim Malaysian resident engineers.
From the style drawings, the surface team of Massimo Stola and Carlo Mantovani developed the mathematics under the constant direction of Marcello Gandini.
An excellent human relationship developed between Italian and Malaysian designers, with very useful sports initiatives to create a positive atmosphere.

Rivoli 1997, prima che le attività inizino arriva per essere esaminata una Perodua Kancil di produzione.
Da sinistra l'Ingegner Alberto Sassa, Lucio Giarolo, Lello Locantore, Andrea Giovannelli, Antonio Giovinazzo e Vincenzo.

Rivoli 1997 un altra foto ricordo con la appena arrivata Kancil di produzione.
Da sinistra Alberto Sasso, Alfredo Stola, Alias Abu Hassan e Andrea Giovannelli.
Parallel to the engineering activities, Perodua requested Stola to organize a car design course for some of its employees, this was carried out by Luciano Bove, a teacher at the Iaad institute in Turin .

Torino, questa foto ricordo è scattata presso l'istituto Iaad di Torino.
Si riconoscono l'Ingegner Alberto Sasso, l'insegnate Luciano Bove e il dirigente Perodua Alias Abu Hassan.
At the beginning of 1998 the work was stopped by Perodua due to the terrible financial crisis that hit the “Asian Tiger” economies of South East Asia.
In addition to huge losses on the stock markets, this crisis led to a strong devaluation of local currencies compared to European ones and the US dollar.
The Design work was 70% complete at the time of the interruption, but, with all fairness, the client paid up their dues.
Engineering activities developed in Catia 4 were so well advanced that at the time the prototypes could have been built.

Un immagine di quel periodo delle quattro tigri asiatiche.

Un esplicativo grafico del crollo del PIL nel 1998.
Despite this interruption, relations with the Malaysian Managers remained excellent to the point that in 2000 STOLA s.p.a was ordered the complete development of a dashboard for the restyling of their then current production Kancil.
Retired engineer Sasso acted as consultant for this project joining Bruno Arienti’s team.

2000 Rivoli il restyling della plancia porta strumenti della Perodua Kancil.
During this period, the car manufacturer Proton also proved to be an excellent customer, continually requiring the construction of assembly masters in order to improve the quality of their future products.
One of these was for their brand-new Generation 2, a sophisticated master for internal and external assembly as a single construction, allowing them to control many car production details.
All of these masters, after being tested in the measuring room in Stola headquarters in Rivoli, were dismantled, packaged, shipped and then reassembled and re-tested at the customer's own quality department adjacent to the assembly line.
In this case the cubing was reassembled and rechecked by a mixed team of Stola and Proton men.
2003 Cubing Proton Gen 2 uno degli ultimi Master costruiti per la casa automobilistica Malese.

Malaysia 2003 at the Proton plant.
From the left sit the Stola team: Brani, Vai, Picaro and Novo.

Malaysia 2003 Tiziano Novo together with the
technicians of Proton before a dinner.

Malaysia 2003 Vai, Brani, Novo and Picaro.

Malaysia 2003. A day trip
Brani, Picaro, Vai e Novo.
Tiziano Novo was almost always present in this important phase, together with his colleagues he would work for a couple of weeks at the Proton headquarters in Shah Alam - Salangor Darul Ehsan until final completion.
It is with pleasure that we remember the names of the managers of the two car manufacturers, Proton and Perodua. Kamarulzaman Bin Daraus, Tengku Mahaled, Tony Chan Kok, Datuk Kisai Bin Rahmat, Kisay Ramat, Nor Hadi Daut, Ithar Othman, Pauline Wooley, Sharifa Anfa, Kuwhata, Mustafa Kamal, Rosle Yaakub, Tajul Zahari, Abdul Wahab Bin Mohamed Kalid, Nor Hado Daud, Alias ??Abu Assan and Wolfgang Karl Epple
In the early days of 1997 Toyota became a customer of the Rivoli modeling shop through two prototypes called Funcargo and Funcoupè.
The works are managed by Turin for Toyota through Tateo Uchida, Director of the Forum company assisted by Osvaldo De Stefanis. These were two interesting concepts from which Toyota would soon be producing the successful Yaris.
In particular, the Funcargo would later see the light of day a few years later with the name Verso.

Francoforte settembre 1997. Alfredo Stola assieme a John Mc Leod designer di entrambe i prototipi.

Francoforte settembre 1997. Alfredo Stola posa
accanto alla Funcargo.

Le foto ufficiali delle Toyota Funcargo e Funcoupe realizzate a Torino.
For the Verso version, always through Forum, shortly after the presentation of the two concepts at the Frankfurt Motor Show in September 1997 in STOLA s.p.a. an exterior model and an interior model will be developed as style proposals for production followed directly by designer John Mc Leod.
On this occasion, Toyota Managers will meet, including Tadao Otsuki, Ryoji Okazaki, Fukuichi Tokuo, Morohoshi Kazuo and Misono Hideichi.
Rivoli 1997 In Stola s.p.a. vengono sviluppati un modello di stile degli esterni e uno degli interni per la Toyota Yaris Verso
di produzione, il designer è sempre John Mc Leod.
MARCH 1997
One day in March 1997 in the directors office in Rivoli, a moment of fun for Roberto Stola with the historic Workshop manager Carlo Bordone and Sellan Sante (both former amateur boxers) hired by his father Alfredo in 1949 and 1955, now retired.
Spectators for the event included secretaries Cicci Sardi and Grazia Bolla at work at STOLA s.p.a. since 1966 and 1969 respectively.

Rivoli 1997. Al piano direzionale Grazia Bolla, Carlo Bordone e Cicci Sardi.

Rivoli 1997 Carlo Bordone, Sellan Sante e Roberto Stola.

Rivoli 1997. Un momento di divertimento di Roberto Stola che sfida in un incotro di pugilato simulato
gli ex storici Capi Officina Sellan Sante e Carlo Bordone.
In the spring of 1997, through the work of Mitsushi Yabe of the Stola Japan office, directly with the Nissan Style Centre, STOLA s.p.a created a hard see through model for the new Cedric.
The designers involved were Masato Inowe and Yamazaki, directed by the General Manager of the Design Division Noboru Wakabayashi.
In the coming years, for other projects, many Nissan Managers will meet including Shiro Nakamura, Hiroyuki Kameoka, Hiromi Ogawa, Toshimasa Moriwaki, Lesley Busby, Felipe Roo Clefas, Stephane Schwarz and Toshio Yamashita.

Mitsushi Yabe is the director of the commercial office
Stole in Japan, pictured here in a 2000 photo.

Rivoli aprile 1997. Terminata la giornata di lavoro il designer Masato Inoue intrattiene suonando la chitarra
una parte dei modellatori di stile della Stola s.p.a.

Rivoli 1997. In Stola s.p.a si realizza un see trough model in hard material per la Nissan tipo Cedric.

Giugno 1997 La lettera di congratulazioni di Masato Inoue per il lavoro svolto sul modello di stile della Nissan Cedric.
JULY 1997
In July 1997, through the VW-owned Sitges style center in Spain, a complex project was begun in Rivoli for the construction of a Show Car to be presented at the next Geneva Motor Show in March 1998.
It was a Seat and its name was Bolero 330 BT, the styling director Sitges was Erwing Himmel. During the construction of the prototype Walter de’Silva, then new to the VW group also visited STOLA s.p.a.
The Bolero was the first concept from Seat after since their acquisition by the Wolfsburg car manufacturer, and de'Silva's visit to Rivoli was his first since leaving Alfa Romeo.

Ginevra, marzo 1998. La Bolero 330 BT viene mostrata nello stand Seat.
The Turin Motor Show was relaunched in 1998, Roberto and Alfredo decided to take part.
At the end of August 1997 a new ambitious Show Car project began, its name was the Stola Monotipo for the Abarth brand.
A new prototype built by STOLA and designed by their friend Aldo Brovarone had among its most evident characteristics vertical opening doors.

Torino settembre 1997 presso l'abitazione di Aldo Brovarone Alfredo Stola ammira le prime illustrazioni del maestro.
Ottobre 1997 le illustrazioni di Aldo Brovarone, realizzate presso la sua abitazione di Torino,
sono eseguite a pennello con colori a tempera.

Rivoli aprile 1998 Nel reparto prototipi della Stola s.p.a. Aldo Brovarone insieme a Giancarlo Perini giornalista di Car Styling.
The Monotipo was a demonstration to customers highlighting STOLA's abilities in using autoclave-formed carbon fiber.
This new Abarth, once again derivesd from the Fiat Barchetta, was another Stola tribute to the Turin car manufacturer.
In parallel to the Monotype, STOLA built the Crab styling model for IED of Turin. The goal of the design school was to present at the Turin Motor Show in April 1998 on the Fiat stand. The style was by Luca Borgogno, and the whole project was part of his thesis at the end of the car design course.

Rivoli, Novembre 1997. L'architetto Ermanno Crissoni,
Alfredo Stola e l'Ingegner Carlo Fugazza.

Rivoli Febbraio 1998. Il modello della Crab quasi finito
presso il box di stile al secondo piano.

Rivoli, marzo 1998. Gli utimi ritocchi al modello prima della foto ufficiale.
An interesting story because Fiat was the sponsor and the work supervised by their Managers Luciano Bove, Carlo Fugazza and by the Director of the Fiat Style Center Ermanno Cressoni.

Torino aprile 1998. Il modello Crab all'interno dello stand Fiat al Salone dell'Automobile di Torino.
Mid-September 1997 the Honda’s. european design Center in Germany, directed by Yozaburo Yamashita and assisted by Martin Glodzbach, required STOLA s.p.a to build two exterior styling models.
The models in question refer to the future seventh generation Civic, a real icon of this Japanese brand.
The meeting with Honda , takes place after several visits to the town of Offenbach aimed at illustrating the advantages of the "hard see-through models " compared to the traditional clay model.
Gennaio 1998 in Stola s.p.a. vengono terminati due differenti proposte di modelli di stile della futura
VII generazione della Honda Civic.
Il designe è diretto dal Centro Stile Honda Europa.
A very positive experience that continued in the years to come for other proposals of production style models as well as for advanced design studies for Accord, Jazz and other Civics.
Although STOLA s.p.a. never worked directly with the Honda Style Centre in Japan there were numerous visits by their managers to Rivoli.
A notable memory was a meeting followed by an unforgettable lunch organized by Mitsushi Yabe representative of STOLA s.p.a. in Tokyo Japan with the engineer Hirotoshi Honda founder of Mugen, at the time a leader in F1 engines motor sport in general.

Rivoli 1997, the design of the designer Oluf Bendixen tribute to Team Stola.
Among the Honda designers living in Rivoli for these Civic projects, Oluf Bendixen will give a beautiful drawing of a futuristic Formula 1 with the names of the Team Stola reported: Stefano Ardagna, Carlo Cavaglià, Lucio Giarolo and Giochino Grande.
In the autumn of 1997, Stola s.p.a. founded the company Stola do Brasil with a production site located in Belo Horizonte.
This was in the same region ,Minas Gerais, where F.I.A.S.A., acronym for Fiat Automoveis S.A., had been located for many years. Stola do Brasil was proposed as an out sourcing factory dedicated to the Fiat Palio world car, specifically to the areas of sheet metal molding, sub assemblies and above all in the construction of raw bodies, to be delivered just in time, to the nearby F.I.A.S.A. site at Betim.
For the Stola family, this South American experience, lasting over six and a half years, was without any doubt the most complex undertaking in terms of human energy, technical intelligence and financial commitment.
Millions of sheet metal parts were stamped, as many subgroups welded and about 300,000 raw bodies constructed.
A 100,000-square-meter factory staffed by a workforce of 1,200 people divided into three shifts illustrate the investment of 2001 and tell of an industrial vision created out of the stubborn will of Roberto Stola.

Roberto Stola
Since this chapter is very extensive and detailed, covering thirteen different projects with a rich photographic documentation, by clicking below on the yellow writing "CLICK HERE TO SEE THE STORY OF STOLA DO BRASIL" you can appreciate it in its entirety


Nel novembre del 1997 la Stola s.p.a. é coinvolta nella costruzione del modello di stile degli esterni della   Alfa Romeo Tipo 947  che in seguito verrà chiamata 147.
Verranno realizzate sullo stesso modello di stile le versioni tre e quattro porte. Il Design è del Centro Stile Alfa Romeo di Arese diretto da Wolfgang Egger.
Alla Stola verrà poi affidato il progetto completo di ingegneria.
In late 1997, with the increasing growth in orders as well as positive indications for the future, Stola s.p.a. needed to have the best management control system on the market.
They selected Sap software (Systems, Applications and Products in data processing) with the aim of being able to consult orders, company costs and suppliers in real time.
This was a substantial investment of £ 1,700,000,000 (Lire) plus the costs for staff training through tutors.
For an effective use of the system, a cultural change was necessary.
Engineer Carlo Alecci knew the tool very well having used it in his previous position in Comau, therefore, it was he who would convince the less sure as to the benefits.
It was highly appreciated by both customers and banks that the company had adopted a cutting-edge management system.
With everybody’s participation the results were excellent, and by the end of the year Stola was using Sap in all its departments, obtaining important improvements both from a technical and managerial point of view and allowing greater decision-making speed.
In 1998, the need for an advanced quality management system in the master mathematical verification, cubing and engineering sectors became very clear to Stola s.p.a.
From 3rd January 1995, the company was in possession of the FIAT quality qualification certificate which included UNI-ISO 8402, EN29000 and 29001 CEI45014 and ISO10011 / 1.
Since 1997, an organizational model according to the ISO 9001 standard had been active, but it was evident that alone it was no longer sufficient. The engineering, master and cubing divisions were increasingly involved in turnkey projects that could spread over several years, therefore an advanced quality management system became essential, especially for the increasingly stringent technical and contractual requirements of the car manufacturers.

Ingegner Davide Albano

Fiat Auto, Ferrari, Maserati and Volkswagen were amongst the main customers in the design, mathematical verification master and cubing sectors who required certification.
Engineer Carlo Alecci had been looking for a suitable professional figure to increase the quality of the system standards and face the increasingly complex challenges automotive world.
In February 1998 Davide Albano, a young engineer with three years of experience in the sector, was hired by the company for this specific task.

Certificato QS 9000 rilasciato dall'ente RINA alla Stola s.p.a.
divisione ingegneria per entrambe le sedi,
di Rivoli e di Cinisello Balsamo. Rilasciato
Engineer Albano developed and coordinated a work program that, in a short time, led to an update of the old regulatory standard and the introduction of Vision 2000 to implement the standards of the automotive sector QS 9000 (issued by the Big Three, Ford, Chrysler and General Motors) and VDA 6.4 (issued by VW Group, BMW and Mercedes), also including ISO 14001 environmental certification, testifying to both environmental and social responsibility.
The new QS 9000 and VDA certification schemes permitted the raising of quality standards thanks to the introduction of auditing, monitoring (KPI) techniques and methodologies (Advance Product Quality Plan) that allowed the management of increasingly complex projects with greater efficiency rigor and discipline.
Due to the extreme secrecy of projects demanded by clients, the building of styling models and show cars was excluded from the quality management system.
Among the various checks scheduled by customers, one particularly satisfactory one took place in 2001. Dr. Martin Klugel, director of Volkswagen's Quality Center and permanent member of the VDA (Verban der Automobilindustrie) management committee, rated Stola’s quality system with a score of 88/100, up there with the best German certified companies.

Rivoli 1 marzo 2001. Al termine di una settimana di intensi lavori ecco l'indispensabile certificazione interna
della Volkvswgen per abilitare un fornitore a lavorare. Il settore in cui la Stola s.p.a. opera per il gruppo di Wolfsburg
è quello dei Cubing e i Master di Verifica Matematica. Il certificato è rilasciato dal Dottor Martin Klugel.
Following this important evaluation, the same Dr. Klugel went on to suggest to Stola that TUV certification would also be well received by the Volkswagen group executives.
The suggestion was immediately accepted and Doctor Albano worked towards this goal, obtaining certification in the summer of 2002.

Il certificato TUV, riinnovato nell'estate del 2004 c
on validità biennale

Certificato ISO 14001:1996 rilasciato
nell'inverno del 2002.
Among the performance indicators (KPI) introduced by Albano with the new certifications, the cost of quality highlighted, in a few years, that an increase in preventative control techniques could achieve efficiencies, not just of the economic kind (reduction of higher costs due to low quality, modifications and process interruptions), but also time-to-market that the big manufacturers were gradually reducing, falling from 36, to 24 and then to 18 months in a short time.
A "QUALITY MANAGEMENT SYSTEM INDICATORS" report was produced every six months for internal use in order to monitor the quality standards achieved.
Un estratto del report semestrale "INDICATORI SISTEMA di GESTIONE per la QUALITA"
In the first months of 1998, Director of the Alfa Romeo Style Center ,Walter De Silva involved Stola s.p.a. in the construction of a model for a Alfa 156 station wagon.
At the first presentation the management of Fiat Auto was not enthusiastic, however, an insistent Marketing Director, Giuseppe Perlo, was able to convince the top management to include this intriguing variant of the 156 sedan in the product range.
The project code was 932 AF and its proposed name was Powerwagon, later changed to 156 Sportwagon.
Following this decision, the Fiat Auto Technical Department immediately entrusted the bodywork and interior finishes engineering including structural calculations to Stola s.p.a..

Schema giochi e tolleranze dell’Alfa Romeo progetto 932 AF.
The Stola technical team was practically the same as that which had previously developed the 156 Sedan for production, consequently the work would take place between the offices of Cinisello Balsamo and Rivoli, under the direction of Gottardo Bustreo, flanked for the management part by Carlo Biassoni .
Tabella di progetto dell’Alfa Romeo 932.
From the outset, before the milling of the style model, the Surfacing Team directed by Carlo Mantovani, worked with the designers of the Arese Style Center using the Icem-Surf software, initially for the C class and then later for the A .
Among the design team leaders were Di Benedetto, Depetri, Carena, Maffei, Mollo, Bonafede, Poggio and Di Nunno.
Like the sedan, the Sportwagon was developed on Computervision Cadds 5, with Optegra used as the archiving system for Fiat, managed by Paola Busato.
With a view to technological innovation, the tailgate was developed on Parametric Technology’s Pro-Engineer , using the parametric methodology for the first time.
The structural calculations were, more than ever, essential to transform a sedan into a station wagon. They were carried out by the La Rosa Team from the Cinisello Balsamo headquarters using the Nastran, Abacus and Radioss systems; as always, software and hardware were managed by Gianfranco Morlacchi.
Da i rilievi della parte posteriore del modello di stile della 932 AF, gli studi del portellone sia dell’esterno e della relativa ossatura.
Lo sviluppo delle matematiche della 932AF sono iniziate partendo dalla stessa versione berlina
già realizzate in Stola s.p.a. nel 1995.
In that period, given the large number of projects under development within Fiat Auto, M.D. Paolo Cantarella, aware of the fact that Roberto Stola personally owned several companies in the sectors of design, construction of production means such as molds and assembly lines, sheet metal forming and assembly of sub-groups, asked him for something extra.
The 156 Sportwagon, which was a derivative of the sedan, would have to be assembled and finished on the same line in the Fiat plant in Pomigliano d'Arco, therefore, an extremely interesting opportunity presented itself for Roberto Stola, as his companies were also located in Pomigliano d 'Arco, in the province of Naples
The companies in question were Stola Sud, Stampitre and Tecnostampi, based respectively in Pomigliano D'Arco and Avellino, and Sat in Beinasco , Turin.
For Fiat Auto, Stola s.p.a. could provide complete product engineering from mathematical surface development, style and master model and finally cubing.

Schema completo dei particolari in lamiera della 932 AF derivati in parte dalla berlina. Evidenziati in arancione
si possono notare le matricole che la Sat dovrà progettare e costruire gli stampi per la produzione.

Sat: fresatura dello stampo del portellone.

Sat: una delle matrici stampo del portellone.

Sat: prova stampi sotto pressa.

Sat: controllo dimensionale del particolare stampato.

Sat: simulazione al computer di interazione fra robot e uomo nelle operazioni di assemblaggio e saldatura dei sottogruppi.

Sat: progetto di assamblaggio e saldatura sottogruppi in lamiera.

Sat: progetto di assamblaggio e saldatura sottogruppi in lamiera.

Stampitre: le due linee di stampaggio a trasferta per la produzione dei lamierati.

Stolasud: due immagini dell'assemblaggio e del collaudo dei particolari prima di essere consegnati in linea di montaggio.
Sat were commissioned directly by Fiat Auto to design and manufacture the moulds and assembly lines for all the specific sheet metal parts, while Tecnostampi would offer support for those same moulds.
Stola Sud, with the collaboration of the Stampitre, were commissioned by Fiat Auto for the subassembly molding and lamination activities with just in time delivery at the assembly line.
There was an ambitious target of 20 months for getting the Sportwagon into production.
With the enormous customer expectation, Roberto Stola dedicated his energy and personal support to the project’s executives, Carlo Alecci, Gottardo Bustreo, Carlo Biassoni and Marco Goffi.

Una foto ufficiale della 156 Sportwagon.
Goffi in particular, managed all the processes for the construction of the production equipment, and then the actual production itself with constant transfers to southern Italy through until 2005.
The Sportwagon was presented at the Geneva Motor Show in 2000, enjoying considerable success, partly due to its name, being the first in the automotive world whose meaning evoked sportiness in a family car.
During its production life, a high proportion were Sportwagons, approximately 70% of volume, an indication of the achievement attained.

2000 L'Alfa Romeo 156 Sportwagon entra in produzione presso lo stabilimento di Pomigliano d'Arco.
June 2000 Turin. On the occasion of the Turin Motor Show, in the Stola s.p.a.
in addition to the S81 Show Car, the body of the Alfa Romeo 156 Sportwagon is on display.
APRIL 1998
Gennaio 1998 I disegni della Lancia Thesis firmati da Mike Robison e Flavio Manzoni.

In April 1998, Lancia presented the Lancia Dialogos Concept on its stand at the Turin Motor Show ; it was an absolute masterpiece. At the end of spring 1998, the Lancia Style Center requested STOLA s.p.a. to build an exterior hard see-through styling model as well as an interior hard model with a view to production.
The project was known as Type 841, it was clear from the outset that the inspiration was the Dialogos concept just presented.
In this case, a much more complex and articulated intervention in terms of staff, space and time was immediately required, the aim was to prepare the style models to be suitable for production in every detail.

Maggio 1998 Mike Robison con Marco Tencone
e Flavio Manzoni

The Styling Director was Mike Robinson who, together with Exterior Chief Marco Tencone, Interior Chief Flavio Manzoni and their colleagues Giancarlo Concilio, Alberto Dilillo and Andrea Bassi worked together with the Stola modellers to create one of the most extraordinary Lancia cars of the modern era.
This great involvement by Fiat Auto for the realization of the style models at the Rivoli model shop means that the same Stola is entrusted in parallel to carry out the feasibility studies the class A mathematics, the surface verification Masters, and the design of the body, of the moving parts and of the interior.
The involvement of Stola by Fiat Auto for the realisation of the styling models in their Rivoli workshops enabled them to be entrusted with the parallel feasibility studies, class A mathematics, surface verification Masters, and the design of the body, moving parts and interior.

Schema giochi e tolleranze e profili esterni della Lancia Tipo 841

Teballa di progetto della 841-Dialogos (il nome Thesis non era ancora stato pensato) si può notare la dicitura Stola nel ruolo di progettista.
Tra il 1998 e il 1999 la STOLA s.p.a. realizza per il Cento Stile Lancia il modello degli esterni della Lancia Thesis.
Tra il 1998 e il 1999 la STOLA s.p.a. realizza per il Centro Stile Lancia il nodello degli interni della Lancia Thesis.
APRIL 1998
In April 1998 the American Ford Style Center of Deaborn asked STOLA s.p.a. to build a demonstration concept to show their "Fuel Cell" technology.
Ford's goal is to present this Show Car, called FC5, at the next Frankfurt Motor Show in September 1998.
Their recent acquisition of the Land Rover brand was the reason why the American company went to Turin for a show car, thanks to the good references of the Rover designers from the 1997 Mini projects.
The Ford Project Manager is Joe Bonacchi, who will also play this role over next few years with three other prototypes under the Lincoln and Mercury brands.

Rivoli 1998. Maria Paola Stola e Joe Bonacchi

Rivoli 1998. Franco Cerva, Joe Bonacchie e Lucio Giarolo.

La foto ufficiale della cartella stampa della Ford FC5 con la tecnologia "Fuel Cell" visibile per l'occasione.

Settembre 1998, al salone di Francoforte Alfredo Stola posa con la FC5 nello stand Ford.

Francoforte settembre 1998. Il team dei modellatori Stola che ha realizzato il lavoro.
MAY 1998
In May 1998, after a positive experience with the Bolero 330 BT show car, Seat returned to STOLA s.p.a. with the request for a new concept to be presented at the Geneva in 1999.
Named "Formula", the designers were Julian Thomson and Tancredi Aguilar, directed by Erwin Himmel, the work is commisioned by VW's Design Center Europe in Sitges, Spain.
"Formula" was a high-performance prototype whose centrally positioned engine developed 240 hp with a total weight of 900 kg.
The frame was made of aluminum with a completely carbon fiber body.

Julian Thomson designer del Design Center Europe VW

Tancredi Aguilar designer del Design Center Europe VW

Rivoli novembre 1998 F, Cerva e L. Giarolo.

Rivoli novembre 1998 X, S. Ardagna e Y

Rivoli novembre 1998 S. Ardagna....

Rivoli novembre 1998

Rivoli novembre 1998

Rivoli dicembre 1998 Inizia la verniciatura

Rivoli gennaio 1999 Da sinistra G. Gammichia...

Da sinistra L. Giarolo F. Chiara e T. Aguilar.

Da sinistra...

Da sinistra...

Roberto Stola

Da sinista G. Gammichia...
Torino febbraio 1999 Le foto ufficiali della Seat Formula prima del trasporto al salone di Ginevra.

Ginevra 1999. P. Arcadipane, G. Grande, G. Comollo,
S. Ardagna.

Ginevra 1999 Stefano Ardagna posa insieme a due
modelle della Seat.

Ginevra 10 marzo 1999. La Formula, esposta nello stand Seat.
JUNE 1998
In June 1998 the Lancia Style Center commissioned from STOLA s.p.a. two proposals of style models for the future Phedra: a hard see through exterior and an interior, also in hard material.
Given the agreement of Fiat Auto with the PSA Group, the same Lancia Style Center also requested another style model proposal, with the asme interior and exterior for the future C8 Citroen .
Dam Abramson was the PSA designer who work as a team with his Lancia colleagues.
For industrial synergies, again in the same period and always in STOLA s.p.a., a proposal was also made for the Fiat brand for an exterior model of the Ulysses .
Marco Tencone, Alberto Dilillo directed by Mike Robinson are among the team from Lancia / Fiat Style Center often present in the Stola model shop in Rivoli.
Rivoli ottobre 1998 vengono terminate due proposte di modelli  per il Centro Stile Lancia
un esterno e un interno completo della tipo Phedra
Rivoli novembre 1998 in STOLA s.p.a. vengono realizzati due proposte di modelli per il Centro Stile Lancia
della futura Citroen C8; un esterno e una plancia porta strumenti.
Rivoli, dicembre 1998, in STOLA s.p.a. viene realizzato per il Centro Stile Fiat una proposta
di un modello per il futuro Fiat Ulisse.
In the summer of 1998, Honda Style Centre Europe, given its satisfactory previous experience with the Civic, requested from STOLA s.p.a. two styling models for an exterior and a hard material interior of the 7th generation Accord.
Rivoli settembre 1998: In Stola s.p.a. vengono realizzati due proposte di modelli di stile per esterni e interni per la futuraHonda Accord. Il design è realizzato e diretto dal Centro Stile Honda Europa.
In September 1998 Alfredo Stola received an unforgettable phone call from the Director of the Porsche Style Center Harm Lagay.
With the utmost urgency it was required that Stola would build a style model for the first Porsche SUV, the unforgettable fact was that the work would be for Ferdinand Alexander Porsche.
The model, made in Turin, was directed by the designers of Zell am See's Porsche Design.
In January 1999, a phone call from Harm Lagay asked Rivoli to mill a model for a second proposal.

Zell am See. 2010. Ferdinad Alexander Porsche
nel suoufficio in occasione del suo
settantacinquesimo compleanno.
This milled model was then transferred to Porsche Design in Zell am See to be finished by hand by a team of Stola modellers under the instructions of the Professor's stylists.
These two projects, later named Cayenne, were followed in particular by Alfredo Stola and Giochino Grande and together they would make several trips to the small Austrian town.
On these occasions they would frequently meet inFerdinand Alexander Porsche's office leaving them a memory of a kind,passionate and sincerely simple man.
The Stola family's professional satisfaction is that from 2003 Professor Porsche kept on his desk, a scale model of the Stola GTS, in Gulf blue and orange livery.

Rivoli settembre 1998. La Stola s.p.a. realizza un modello
di stile la "Porsche Designe" di Zell am See

Zell am See febbraio 1999. Una squadra di 5 uomini
della Stola s.p.a. modellerà un secondo modello di stile
presso il "Porsche Designe"
Per la cronaca i modelli di stile della Cayenne realizzati per il "Porsche Designe" non furono quelli andati in produzione.
The design of the two proposals for Cayenne style models, a few years later, in 2001 led to the request by Porshce to create an aluminum fitting master of the instrument panel.
2001 Il master di montabilità della plancia porta strumenti completa della Porsche Cyenne.
Sulla sinistra la configurazione senza i pezzi di produzione e a sinistra con i pezzi di produzione assemblati.
In October 1998, STOLA s.p.a began an interesting project with Isuzu's Style Centre.
The task was to build two hard see-through style models for the D Max series in single cab and double cab version as well as an interior.
The customer Isuzu is also won over by Stola for their previous work on the 117 and Piazza of 1966 and 1979, for them iconic projects.
These three jobs introduced them to designers such as Shiro Nakamura, Satomi Maruyama and Joel Piaskowski.
This Japanese automaker is part of the American General Motors group, and a few months later, at the Warren Style Center in Michigan, the rebadging version of the Chevrolet will be developed, again in the two variants.

Warren (Michigan)1998 at the General Motors Style Center, the managers of the General Motors Design Center
check the latest details of the Chevrolet rebadging version.
From the left Jon Albert (Chief Designer), Terry Henline (Designer Director), Ken Parkinson (Design Manager), X,
Jerry Palmer (Executive Design Director) and Joel Piaskowski (Lead Designer).
Rivoli 1998. In Stola s.p.a. vengono realizzati due modelli di stile per esterni (due porte e quattro porte)
e un modello d'interni della Isuzu D-Max.
In January 1999, the Mitsubishi European Design Centre, directed by Akinori Nakanishi, asked STOLA S.p.a. to create two exterior model proposals plus one interior in Hard Material for the future Colt series.
This first project for the important Japanese carmaker was the result of several previous meetings at their headquarters in Trebur ,Germany.
Meetings took place to explain the technical advantages of the hard models, in particular in see-through format. Our contacts were Akinori Nakanishi and Gert Hildebrand.
Over the following years many other models and show cars would be buit for Mitsubishi.
On these occasions we will meet Osamu Tsuchiya, Hans J Storck, Satoru Tsujimoto, Abe Hiroyuki, Abe Taketoshi, Morel Thomas, Richard Plavetch, Yamada Shuji, Omer Halihodzic and we will meet again Peter Arcadipane and Olivier Boulay.
Rivoli gennaio 1999: In Stola s.p.a. vengono realizzati due modelli di stile della Mitsubishi Colt in versione 3 e 5 porte.
Lavoro eseguito direttamente per il centro stile giapponese il cui direttore globale è Olivier Boulay.

Rivoli gennaio 1999: In Stola s.p.a. vene realizzat il modello di stile degli interni della Mitsubishi Colt.
Lavoro eseguito direttamente per il centro stile giapponese il cui direttore globale è Olivier Boulay.
Torino gennaio 1999 Le proposte di stile di Marcello Gandini di un nuovo trattore Case.
Also in January 1999, the Engineer Claude Nahum, close to the Turkish Koc family, was in negotiations for the acquisition of the American manufacturere,Case.
Stola was asked for a complete project with a styling models for a new tractor.
The style was commissioned by Marcello Gandini, at the same time the macro engineering feasibility began.
Negotiations were intense, but in May of the same year it emerged that it would New Holland that would buy Case and the project was stopped.

Marcello Gandini
The tractor was memorable in STOLA s.p.a. in particular for the longest conference call made between Turin and Geneva by Tiziano Novo and Claude Nahum started at 10 in the morning and ending at 4 am the next day.
In February 1999 Roberto Stola shared with his management team the convenience of having a small and independent engineering company to support the technical offices of Stola s.p.a.
The need was largely due to the high design workload for Brazil, and also with a view to future commitments for complete projects, by then almost secured, with Maserati and Alfa Romeo.
Roberto Stola knew Matteo Colasanto well, he was the owner of Tecnocars in Corso Unione Sovietica, Turin, which had a workforce of around 15 designers.
Together they reached an agreement allowing Stola s.p.a. to become the owner of Tecnocars with Colasanto continuing with it’s management.
Tecnocars proved to be an excellent idea, and thanks to the integration of the Technical Director of Stola, Gottardo Bustreo and all his Project Managers, would go on to prove to be very profitable in terms of efficiency given the small and slender structure of the company.
Some Stola designers would also go on to work as Team Leaders within Tecnocars, as in the 2002 BMPV Idea Brazil project, with Stefano Marchisio and Carlo Carena.
Gianfranco Morlacchi was tasked with integrating the Tecnocars systems into the infrastructure of the Stola network, allowing connections to the relevant customers as well as to align and train staff with the design and quality methodologies used in Stola.
Tecnocars went on to be part of the sale to Global Industriale on July 26, 2004 being 100% owned by Stola s.p.a.
MARCH 1999
In March 1999, STOLA S.p.a. representative for Japan, Mitsushi Yabe, produced a hard see-through style model for the second series of the Subaru Forester.
For the occasion, with a view to 100% understanding the needs of a new customer, the head of the style model department Stefano Ardagna met with the designers at their Style Centre in Ota City, Japan.
Among the people met in Rivoli and Ota City, Hiroyuki Baba and Rhor Emmanuel are remembered.

Rivoli 1999. La Stola s.p.a. realizza un modello di stile see trough in hard material della Subaru Forester seconda serie.
The Turin Motor Show by then was becoming an annual fixture, a moment of encounter and cordiality with all the customers in the concept, master, cubing engineering and pre-production prototypes sectors.
For the April 2000 appointment, the Stolas decide to rely on Marcello Gandini for the construction of an open door model in the autumn of 1999
An important theme, reviewing the Lancia Stratos, thirty years after the presentation by the same hand at the 1970 Turin Motor Show.
Marcello Gandini had carte blanche, in four months the team of modellers created a formidable and yet feasible model.
For the record, to begin with, the S81 model was Lancia branded on the front with the customary shield, however, a few days before painting the top management of Fiat asked not to use their logo. I proposed to use the rhombus emblem of STOLA spa , but the family asked Marcello Gandini to apply his stylized MG acronym of his name.
A very painful decision both for Stola and Gandini and for all the workers involved in the project.

Turin May 2000, the S81 opening doors model at the stand of Stola s.p.a.
Cernobbio 2009. The Stola S81 owned by the collector Corrado Lopresto photographed in the park of the Hotel Villa d’Este.
An anecdote that is worth remembering was that at one point, in order to honor the city of Turin, Roberto Stola proposed to apply a graphic representing the Mole Antonelliana, iconic symbol of the city.
In parallel with the work of the S 81 and given the great esteem of Stola for Marcello Gandini, once again he was asked for his own vision for a hypothetical new Iveco truck.
In July 2000, the drawings presented by Roberto and Alfredo Stola to Fiat to engineer Paolo Cantarella in his Lingotto office.
Torino 27 giugno 2000. i disegni di Marcello Gandini nella sua visione di una nuova motrice Iveco.
Towards the end of 1999, Maserati involved Stola s.p.a. in a very important project, not only for the Modenese constructor itself but also for the history of the automobile.
Lawyer Luca Cordero di Montezemolo decided to launch a new fifth generation "Quattroporte", an icon of luxury sports saloons whose last "true and glorious" version ended production in 1990.
The styling was by Pininfarina, whilst the engineering design was entrusted to Stola due to the excellent results obtained in terms of quality of design, master models and prototypes on the recent M 338 project, which became the 3200 GT.

Benedetto Carmelo è il capoprogetto per la Stola
per il progetto Quattroporte, insieme al nipote Iacopo.

Giugno 2003 una delle prime immagini ufficiali della Maserati quattroporte la cui prima presentazione dedicata ai fornitori avvenne a Modena. Lo stile degli esterni e degli interni è di Pininfarina e l'ingegneria, le matematiche i master sono stati realizzati dalla Stola s.p.a.
In the latter part of 1999, Stola s.p.a. acquired 100% of the company Estival , a historic French model shop whose headquarters are in Ivry sur Seine just outside Paris.
The acquisition takes place directly from its owner Luciano Vercellotti, a lifelong friend of the Stolas, who had directed it since 1978 with the assistance of manager Gerard Picard.
L'Estival founded in 1949 by Monsieur Estival is one of the oldest companies operating in the model and show car sectors, and with the new CAD - CAM and CN technologies at its disposal since the mid-eighties it also makes it one of the most modern of France.
A precise strategy suggested this expansion beyond the Alps by the Rivoli model shop, would enable discreet work with the car manufacturers Renault, Peugeot and Citroen.
Stola s.p.a. was quite well known in Germany but much less in France, and for this reason the family delegated Gerard Picard the positions of Administrator and Technical Director.
New technical investments were approved as early as the first months of 2000, including an expansion of the work spaces with new secure areas.
The management of Estival proved to be relatively easy and profitable thanks above all to the professional work of Picard and the generous advice of Vercellotti.
The arrival of the year 2000 brought with it high expectations for the world of technology.
For STOLA s.p.a. in the field of car design, the area of 3D virtual Reality became of great interest.
The technical directors,Gottardo Bustreo, Gianfranco Morlacchi supported by Carlo Biassoni pushed Roberto Stola to reflect on the importance of a VR facility for engineering.
As in 1981, with the first cad cam systems and milling of numerically controlled models nineteen years later,a level of innovation was expected.
The continuous desire for car manufacturers to reduce "time to market" of a new model, the will to cut back on the number of prototypes for cost reasons whilst at the same time improving quality, meant a VR room was answer that they were looking for.
Gianfranco Morlacchi undertook several trips, sometimes accompanied by Carlo Mantovani, around Italy, Belgium as well as a special visit to Sindelfingen to the Mercedes technical center.
The final choice was to invest in a Barco BR-909 system with active steroscopic back projection on a 3 x 2.5meter screen.
The Stolas are so convinced, that together with the Engineer Alecci they will decide to buy two systems for the technical centers of Rivoli and Cinisello Balsamo, thus creating two twin virtual rooms that will be operated in November of the same year.

Ottobre 2000. La prima sala virtuale della Stola s.p.a.nella sede di Rivoli.
Si distingue da quella di Cinisello Balsamo per la colonna color granata.

Novembre 2000. La seconda sala virtuale della Stola s.p.a. nella sede di Cinisello Balsamo.
Si distingue dalla gemella di Rivoli per la colorazione bianca della colonna a sinistra della foto.

In Rivoli, in the department for the development of aesthetic mathematical surfaces, it was necessary to have tools to increase the quality of visualisation and analysis of shapes.
In Cinisello Balsamo where the activity was mainly dedicated to the development of body, trim and chassis projects, a lot of computing power was required to manage the high level of the graphical data needed for digital mock-up and analysis techniques.
In the milestone year of 2000, at both locations the two virtual reality rooms were equiped with tools such as Silicon Graphics Octane Bi-Processor workstations complete with with on board Opticore software, and Sun SunBlade Bi-Processor with Catia software 4D Navigator and Unigraphics Vis Mockup.
STOLA s.p.a would share these new technologies,in particular with Fiat, Alfa Romeo, Lancia, Ferrari, Maserati and the Same group.
Through these two virtual rooms, and the new analysis tools, customer relationships become more active and dynamic, thanks to the simultaneous sharing of technical solutions and possible improvements that could be applied in real time.
Work processes were changing and required even more internal and customer progress meetings.
Engine compartment layout, fuel systems, air conditioning, simulation of the assembly of external and internal finishes and mechanical and kinematic checks were just some of the activities carried out in partnerships between the Stola Team, the customer and the many specialist co-designers.

In January 2000, Nissan's European style center asked the Stolas to create a concept to be presented at the next Paris Motor Show in October of the same year.
The design is by Stephane Schwarz, under the direction of Shiro Nakamura, and the Stola modelers will create only the style models of the interiors and exteriors in via Ferrero 9 in Rivoli.
For the construction of the prototype, as for the Smart cars, the Stola will ask for collaboration with the F&S of the Secoli Family in order to be able to create it in their laboratory always with a mixed team of modelers from the two companies, under the super vision of the technical managers of the Stola.
The painting activities will be carried out in Rivoli, in via Ferrero 9, at the Stola model shop.
The name of the Show Car is Fusion and from this lucky project will come several Nissan cars.

Vittorio Della Rocca Capo Officina modellatori Stola s.p.a. e Flavio Secoli proprietario della F&S.

Rivoli giugno 2000 via Novara, Alfredo Stola con il team Nissan. X, A. Stola, S. Nakamura e S. Schwarz.

Anno 2000, il disegno originale della Nissan Fusion di Stephane Schwarz.
Rivoli via Novara luglio 2000. Presso il laboratorio F&S il team misto Stola-Secoli all'opera per la costruzione dello show car.
Si riconoscono i designer S. Schwarz e S. Nakamura.

Rivoli via Ferrero 9 settembre 2000. In Stol s.p.a. Lo show car Fusion al secondo piano del reparto prototipi
viene assemblato prima della verniciatura che avverrà sempre nello stesso reparto.
Torino fine settembre 2000 le foto ufficiali della Fusion prima del trasporto al salone di Parigi.

Parigi ottobre 2000. La Fusion in mostra nello stand Nissan.
Anno 2000, i disegni della Lancia Ypsilon.
Tra gennaio e giugno dell’anno 2000 il Centro Stile Lancia incarica la STOLA s.p.a. di realizzare due proposte di modelli di stile per la futura tipo Ypsilon.
Un esterno see trough model in hard material, e un interno sempre in hard material. Mike Robinson è il Direttore, e i designer convolti sono Alberto Dilillo, Marco Tencone, Luciano Speranza, Giuseppe Bertolusso, Giancarlo Concilio, Adriano Piovano e Hernan Carambopolos.
Quando gli Stola vedono le matematiche delle suoerfici capiscono subito che l’ispirazione dello stile arriva dal capolavoro della Lancia Aprilia, il cui modello di abitabilità fu sviluppato nel 1934 nel laboratorio Alfredo Stola di via Issiglio 38 a Torino.

Febbraio 2000, parte del Team Lancia spesso
presente a Rivoli in Stola s.p.a.
Maurizio Tocco, Giancarlo Concilio, Diego Vergnano, Adriano Piovano, Giovanni Ribotta,
Serena Chionetti, Andrea Bassi, Stefano Bertolo,
Massimo Gay, Marco Tencone eRoberto Corangio.
Per questa ragione mettono a disposizione una vera Lancia Aprilia in mostra nel box di lavoro per tutto il tempo dello sviluppo dei due modelli di stile.
Rivoli maggio 2000. La STOLA s.p.a. per il Centro Stile Lancia realizza una proposta di modello per esterni.
Rivoli maggio 2000. La STOLA s.p.a. per il Centro Stile Lancia realizza una proposta di modello per interni.
In February 2000, the Alfa Romeo Styling Center directed by Walter De Silva, commissioned STOLA s.p.a. to create the styling models of the 156 GTA sedan and sportwagon versions.
It was a complex job for a very small budget and with an extraordinarily short time to market.

Tabella di apertura commessa per il progetto GTA
The new parts, in addition to the new bumpers and the side skirts, included obviously enlarged front and rear wings.
Class C surfaces were supplied directly by the Arese Style Center and, after approval of the model by the management of Fiat Auto, they instructed Stola s.p.a. to carry out the complete engineering design.
Giuseppe Di Nunno, a graduate of the 1981/82 modelling course, was appointed project manager by Gottardo Bustreo.
For these two GTA versions, Stola started from standard production bodies going on to produce six prototypes whose final assembly, including the sophisticated mechanics, were carried out by Alfa Romeo themselves.
The two prototypes of the 156 GTA sedan and Sportwagon went on to have their world premiere at the Frankfurt Motor Show in early September 2001.

Settembre 2001 Francoforte le due 156 GTA nello stand Alfa Romeo.
APRIL 2000
STOLA s.p.a. was already a model supplier for the Honda Style Centers in both Germany and Japan.In April 2000, an unusual job for the two-wheeler sector was started for the Honda Development Research Center in Rome.
It was complex work, a clay model was provided by the Centro Stile of Rome and from that a working prototype was require which would include particularly advanced prototype equipment.

Rivoli Aprile 200 A. Stola e Nobuyuki Ishihara si
stringono la mano dopo la firma del contratto.

Rivoli Aprile 2000 Appena firmati i contratti in una foto ricordo. Da sinistra Tiziano Novo Tomoyuki Okura, Nobuyuki Ishihara, Alfredo Stola, Bruno Arienti, Carlo Mantovani e Gioachino Grande.
Along with the style model, the Lazio research centre supplied an example of the then current production Honda SH scooter, the Stola technicians used this as a basis to make all the necessary modifications.
Honda wanted a complete and dedicated team for this turnkey project and so it was that Tiziano Novo, Carlo Mantovani, Felice Chiara, Bruno Arienti, and Giochino Grande would manage the project, which was due to be completed at the end of December 2000.
The Honda team with whom the Stola's would work were Nobuyuki Ishihara, Director of the European R&D Center and his assistants Tomoyuki Okura, Ken Yamaguci, Yutaka Kawasaki, Gian Varlo Giliberti Calderon, and Angelo Coletta.
The work included Scanning, engineering, construction of models, molds and detailed assembly studies, all with the final objective of the prototype in mind.
Simultaneously the technicians of the Atessa Italian production plant would verify and check the work.
The experience of working with for Ferdinand Alexander of Porsche Design in Zell am See on the Cayenne project, between 1999 and 2000, gave rise to the Stola's desire to one day realize a Porsche-based prototype.
At the beginning of the summer of 2000 we received an invitation from Doctor Bruno Alfieri, publisher of Automobilia , to participate at the Triennale of Milan at the exhibition "The most beautiful car in the world", this was too prestigious not to accept.
Alfredo and Roberto Stola decided to start immediately on the construction of a prototype based on the Porsche Boxter type 986 to be presented in Milan, in March 2001. It would be known as S82 Spyder.
Ottobre 2000 I disegni di Aldo Brovarone.

A. Stola, F. Secoli e G. Grande.

V. Mammone e Trosa
Febbraio 2001 Foto ufficiali della S82 Spyder in studio realizzata da Massimo Perini assistito da Teresio Demaria.

Marzo 2001, X, Maria Paola Stola, Roberto Stola e Fabrizio Giugiaro.
Milano marzo 2001. L'ingresso dell'esposizione presso la Triennale.
Dietro la S82 Spyder Fulvio Cinti, Alfredo Stola e Aldo Brovarone.
Milano marzo 2001. Desiderio di Bruno Alfieri è avere anche la Stola Abarth Monotipo.
In posa Alfredo e l'ing. Alberto Sasso.

Milano marzo 2001. All'interno della Triennale l'ing. Bruno Sacco, Alfredo Stola e Aldo Brovarone.
Montecarlo settembre 2000. Il servizio fotografico per il magazine Auto Motor und Sport a cura del giornalista Eckhard Eybl.
JULY 2000
In July 2000, STOLA s.p.a. was contacted for a second time, by Joe Bonacchi and the purchasing office of the Ford style center in Dearborne.
The work that was presented was complex and challenging, the construction of a prototype for the luxurious Lincoln brand whose clay style models were to be provided by Ghia of Turin.
This project was an opportunity to meet two important directors of the Ford group: J Mays and Gerry Mcgovern, along with many other excellent designers including Adriana Monk, Marek Reichman and Per Selvag.
Giugno 2000 i primi disegni della Lincoln di Marek Reichman e Adriana Monk.

Rivoli settembre 2000 Gerry Mcgovern e Per Selvag.
Whilst Ghia created the style models, a production Lincoln Town was shipped from Detroit so that Felice Chiara could start the macro feasibility for cutting the car.
In September, the refined clay models of the exterior and interior arrived from Ghia, whose design and work by Reichman and Monk, and so at Stola, work began on the construction of the prototype.
The objective was the New York International Motor Show which opened to the press on 10 April 2001, the name chosen for this Lincoln concept was the Mercury MK9.
Ford's A.D,Bill Ford, had already extended an invitation to 500 journalists for April 9 for a dinner at the Waldorf Astoria where the MK9 would be presented.

Rivoli ottobre 2000 Adriana Monk
e Marek Reichman.

Rivoli ottobre 2000 Felice Chiara

Rivoli ottobre 2000 Felice Chiara e Giuseppe Gammicchia.

Rivoli ottobre 2000 A. Mulargia, A. Spitaleri, F, Cerva, F. Chiara e G. Simeone.

Rivoli ottobre 2000 B. Comollo, L. Giarolo e Mulargia.

Rivoli ottobre 2001. A. Mulargia R. Tartaglia, A. Bonetto, G. Simeone, B. Comollo e F. Sansalone

Rivoli Ottobre 2000 B. Comollo e Adriana Monk.

Rivoli novembre 2000 Maria Paola Stola e Joe Bonacchi.

Rivoli novembre 2000 Gerry Mcgovern
e Joe Bonacchi.
Unexpectedly, at the end of September, Ford 's j Mays requested a meeting in Rivoli with Mr. Stola without any explanation as to why.
The meeting took place in the green room on the directors floor, Ford directors were accompanied by Filippo Sapino A.D. of the Ghia of Turin.
J Mays explained that Ford had decided to close its historic Italian style center, their request was to ask Stola to hire 8 of their men from the model and prototype department.

J. Mays Direttore globale dei Centri Stile degli otto
marchi del gruppo Ford nell'anno 2000
Work in that period was not lacking (the fateful 11th September was yet to arrive 10 months later) , to convince Roberto and Alfredo Stola, Mays was ready with a full program of work for the Rivoli modellers.

Rivoli novembre 2000 Giuseppe Gammicchia.

Rivoli novembre 2000 M. Vai, L. Rossetti, F. Chiara e L. Curbis.

Rivoli gennaio 2001 Di schiena Beppe Comollo e Pasqualino Procopio.

Rivoli marzo 2001 Lucio Giarolo e Alfredo Stola.

Rivoli marzo 2001 Claudio Nardiello.

Gerry Mcgovern scherza con Alfredo Stola.

Rivoli marzo 2001 si riconoscono A. Spitaleri, Mammone, L. Giarolo, J. Bonacchi, G. McGovern e L. Curbis.

Rivoli marzo 2001 F. Cerva e F. Chiara.

Rivoli marzo 2001 D'Alessio e G. Grande.
In this meeting, Sapino, A.D. of Ghia, expressed that in this difficult situation he would be happy to know that his best men would continue work with STOLA s.p.a.
Roberto Stola's positive decision was sealed with handshakes, all of J Mays' promises were respected and the Ghia staff would prove to be of great skill.
The Rivoli modellers were enriched by the arrival of Bettino Vinci, Emilio Serra, Emilio Zanoni, Gianfranco Roberi, Francesco Acquaviva and in particular Sergio Prodan and Giovanni Longo.
The first immediately became deputy to Lucio Giarolo, leader of the styling models and show cars department, the second, in 2003, assumed the position of Felice Chiara as head of show cars after his retirement.
Having Prodan and Longo in management positions proved positive to both their colleagues and their customers.

Rivoli fine settembre 2000. Sergio Prodan con la maglia bianca, si inserisce nel team degli Stola. Da sinistra Lucio Giarolo, Gioachino Grande, Sergio Prodan e Franco Cerva alla macchinetta del caffè al primo piano "modelli di stile e show car".
Torino aprile 2001 Foto ufficiali della Lincoln MK9 prima di partire per New York.

4 giugno 2001 Un apprezzatissima lettera di congratulazioni alla Stola s.p.a a doppia firma
di J. Mays e Gerry McGovern, tra i vertici del design del gruppo Ford.
Meeting the agreed delivery date of the MK9 did not prove easy, the first cargo plane booked was missed and the second arrived in New York only 10 hours before the dinner booked by Bill Ford for the 500 journalists.
This was possible thanks to the understanding of Alitalia, who were willing to delay take off by 12 hours.
To make sure everything was under control, the Stolas asked Gioachino Grande, and Beppe Comollo, to fly immediately to New York in order to assist with every stage of the prototype's transit, from the customs center of Kennedy Airport to placement in the banquet hall of the Waldorf Astoria hotel.
Ford's Joe Bonacchi also teamed up with Grande and Comollo during the flight to the United States.

Malpensa 7 aprile 2001 L'MD11 cargo Alitalia 30 minuti prima del decollo.

New York L'hotel Waldorf Astoria in Park Avenue.

Bill Ford
New York aprile 2001 La MK9 esposta nello stand Lincoln.

4 giugno 2001 Un apprezzatissima lettera di congratulazioni alla Stola s.p.a a doppia firma
di J. Mays e Gerry McGovern, tra i vertici del design del gruppo Ford.
In August 2000, Stola s.p.a. acquired an important job for Renault’s commercial vehicle department through Gianfranco Ferrera, their commercial representative for France.
The project was known as X83-H2, and the goal was to engineer an additional high roof version of the upcoming Trafic second series, including the two rear swing doors.
It had to be considered that Renault required that these interventions would apply to two different wheelbases of the vehicles and therefore had to work with modularity concepts for the volume behind the cab.
An integral part of the project was the realisation of the technical validation prototypes that would be produced in Rivoli, and the assistance of the Stola technical team for the series production start which would take place at the Renault-Nissan production plant in Barcelona.
This second "base" series was to be marketed in September 2001 under the Renault brand, and would be followed with versions for Opel, Vauxhall and Nissan known as Trafic, Vivaro,Vivaro and Primastar respectively. Sales of the high roof version was projected for early 2003.
Gottardo Bustreo followed the X82-H2 not only as Stola engineering director, but also as project manager.
For good synergy, a Stola technical-management office was set up in France, in the IDVU (Ingegnérie Division Vèhicules Utilitaires) area, which dealt with Renault technicians on a daily basis.
Part of the engineering work, including structural calculations, was carried out in the Cinisello Balsamo offices. Work in progress was sent to Renault in Villars Saint Fréderic, a town a few kilometers west of Paris.
Every two weeks there was an alignment of work progress through a scheduled meeting between the Stola and Renault technical departments.
Following an agreement with the customer,Gianfranco Morlacchi, responsible for Stola's engineering systems, organised the data connection between the two sites aimed at transferring the mathematical models and drawings using the Odette protocol, guaranteeing data security.
The project was developed using Catia software. Mathematical models and drawings sent to IDVU were then converted into Euclid format and added to their database.
At the end of the design phase, as per the contract, Messrs Bustreo, Ramundo, Tonoli and Lelogeais moved to Spain for around a year in order to work in the Nissan / Renault factory, assisting in putting the vehicle into production.
Marzo 2003 presso lo stabilimento Renault/Nissan di Barcellona i progettisti della Stola seguono
le fasi di assemblaggio in linea pilota dei primi veicoli a tetto rialzato Renault Trafic.

Marzo 2003 presso lo stabilimento Renault/Nissan ecco il primo veicolo Nissan Primastar.
The Stola team dealt directly with the Renault plant manager Stefan Mercier who was responsible for, among other things, coordinating suppliers.
These were weekly meetings and, for the first time for Stola, they were performed via video conference.
The Stola Team was composed of the technicians Ramundo Pietro, Alvaro Puglisi, Tonoli Mauro, Claudio Locati, Roberto Livieri , Lelogeais Yannick, Gianfranco Morlacchi, Carlo Cavaglià, Shosho, Carignano, Cisillino, Di Lonardo and Peccolo working for two and a half years with colleagues from the transalpine automotive company Simon Luque, Valèrie Ardouin and Stefan Mercier.

Marzo 2003 Barcellona presso lo stabilimento Renault/Nissan una parte del Team dei progettisti della Stola:
Claudio Locati, Gottardo Bustreo, Volérie Brusseau, Pietro Ramundo, Yannick Lelogeais, Stèfan Mercier.
As a consequence of the agreement between Ghia - Ford, and STOLA s.p.a., in September 2000 they were involved with continuous work, without a moment's break, with the Ford Style Center in Cologne.
Our European contacts were with Director Martin Smith and his Assistant Claudio Missale, who, together with many designers including Paul Gibson, Murat Gueker, John McCleod, Andrea Di Buduo, and Nicho Tonello spent a lot of time with the Stola modelers at Rivoli.
Until the beginning of 2004, many proposals for see-through style models were made in hard material, starting with the Type C Max, Focus second series, Galaxy, S Max and Mondeo third generation.
A very intense period at STOLA s.p.a., the time in which Merkenich Style Center, developed their new Kinetic design philosopy.
During the construction of all these models it is a pleasure to remember the visits to Rivoli by many of the personalities from the world of ford such as Christopher Bird, John Manning, Nikolaus Vidakovic, Terry Walkind and Wilson Alaistar.
Rivoli Novembre 2000. La STOLA s.p.a realizza una proposta di modello della tipo C MAX per il Centro Stile Ford.
Per ragioni di spazi di lavoro questo modello fu realizzato dal fornitore Vercar di Beinasco
da una squadra mista di modellatori STOLA e Vercar.
Rivoli marzo 2001. La STOLA s.p.a. realizza due proposte di modelli della futura Focus
seconda generazione per il Centro Stile Ford.
Rivoli luglio 2001. La STOLA s.p.a. realizza una proposta di modello della futura
Focus Station Wagon seconda serie per il Centro Stile Ford.
Rivoli marzo 2002. La STOLA s.p.a. realizza una proposte di modello di interni della tipo Galaxy per il Centro Stile Ford.
Rivoli  novembre  2002. La STOLA s.p.a. realizza una  proposte di modello  per esterni 
della tipo S MAX per il Centro Stile Ford.
Rivoli dicembre 2003. La STOLA s.p.a. realizza due proposte di modelli per esterni della
tipo Mondeo terza generazione per il Centro Stile Ford.
At the end of September 2000, Ferrari entrusted STOLA s.p.a with the complete development of the F137 project, which went on to be known as 612 Scaglietti, a tribute to the historic coachbuilder and designer from Modena.
Compared to the previous 456M, the 550, and 575M Maranello, Ferrari commissioned Stola to engineer the chassis, body and its moving parts all in sheet aluminum rather than steel.
This specific technological choice of aluminum was no accident, adding the name Scaglietti to the number 612 immediately brought to mind one Ferrari icon, the GTO, along with the "one off" type 375 MM Coupe of Swedish actress Ingrid Bergman.
Engineer Amedeo Felisa, Technical Director of Ferrari, for this project was very demanding of both his own and Stola’s teams with regards to quality standards, appointing Engineers Maurizio Rossi as manager of styling pre-feasibility and the engineer Maurizio Manfredini as project manager.
The ability to develop the engineering of the F137 in the two VR rooms in the Rivoli and Cinisello Balsamo offices, installed a few months previous, was highly appreciated by the Ferrari management.
The first level of technical management for Stola was, as always: Carlo Biassoni, Gottardo Bustreo, Gianfranco Morlacchi, Alessandro Ghezzi, Giuseppe Castiglioni, Roberto Arpini, La Rosa and Piero De Micheli as project manager, they were joined by Engineer Carlo Alecci in 1997.
The Stola Team Leaders were Paolo Zerbini for body and finishes, Giuseppe Castiglioni for internal finishes, Alessandro Ghezzi, moving parts, Roberto Lauber for structural calculations and Paola Busato for bill of materials.
The styling for F137 was the work of Pininfarina, magnificently inspired by the Pininfarina 375 MM Coupè Speciale from 1954.
During the construction of the exterior and interior style models at the Cambiano Style Center, the Stola technicians, coordinated by De Micheli began the pre-feasibility studies.
The first objective to start the actual engineering was is to have the two validated Mathematical Verification Masters.
In the first few days of 2001, the two style models arrived at the Rivoli headquarters, the first activity was to undertake a very accurate optical light scan of the two models, carried out personally by Roberto Planesio, owner of the Vectorin company.
The team of Massimo Stola and Carlo Mantovani created the class A mathematics of the exterior and interior of F137 using the virtual room at Rivoli for the first time.

Cambiano dicembre 2000. Presso il Centro Stile Pininfarina Piero De Micheli della Stola e Piero Migliorini della Ferrari valutano i tagli tecnici del modello di stile della F137
Rivoli gennaio 2001. Il modello di stile della F137 disegnato e costruito dalla Pininfarina viene trasportato in Stola s.p.a.
per i rilievi con l'obiettivo di realizzare le matematiche di classe A.
Rivoli gennaio 2001. La prima fase del rilievo ottico realizzato dalla Vectorin presso la Stola s.p.a. di Rivoli.
Rivoli gennaio 2001. Risultato del rilievo a scansione ottica a luce strutturata eseguita da Roberto Planesio della Vectorin.
Rivoli febbraio 2001. Superfici classe C della Ferrari F137 disegnata da Pininfarina.
Rivoli marzo 2001. Superfici classe A della Ferrari F137.
Rivoli marzo 2001. Superfici matematiche di classe A Shading della Ferrari F137 disegnata da Pininfarina
Rivoli inizio aprile 2001. Rendering finale della Ferrari F137 disegnata da Pininfarina.
Rivoli - Modena Primavera 2001. Ricevuto il modello di stile degli interni della F 137 disegnato e costruito dalla Pininfarina
si sono eseguiti i rilievi ottici e le superfici matematiche. La costruzione dei modelli Master degli interni è stata appaltata
dalla Stola a.p.a. alla Modelleria Modenese.
The use of this latest major investment would allow them to obtain high levels of quality in every detail, thanks to the visualization of the surfaces being worked on the 3x2m, 3-D rear projected screen .
The subsequent milling of the exterior master took place in Rivoli, while the interior master was contracted out to Modelleria Modenese.
In the spring of 2001, both masters were validated by the Pininfarina, Ferrari and Stola teams in Rivoli.
Rivoli presso la STOLA s.p.a. primavera 2001. Il momento della validazione del Master Verifica Matematica degli esterni della Ferrari F137 disegnata da Pininfarina che poi verrà chiamata 612 Scaglietti.
Da sinistra Migliorini, Maurizio Rossi, Pighetti, Guidetti, Paolo Zerbini, Panzeri, Lorenzo Ramaciotti, Mauro Del Monte,
Ottina, Carlo Mantovani.
Thus began the phase of defining the bodywork studies, consisting of the floor, sides, greenhouse, closures and all the related internal structures in aluminium, as well as the plastic parts, bumpers , lights and the two sill covers.
In parallel, the interior designers were responsible for defining the studies of the details of the instrument panel, console, door panels, pillars, headlining and boot linings.

Rivoli 2001. Particolare del faro della Ferrari F137
fresato a controllo numerico in Stola s.p.a. con
le matematiche di classe A.
The design team expanded to around 50 people.
Catia V4 was used for the development studies and 3D components.
The design phase described was very important as it defined the technological solutions capable of maintaining on the one hand the aesthetics required by styling and on the other the final costs of the car.
There was almost constant use of both the VR rooms at Rivoli and Cinisello Balsamo by the Stola team, allowing the Ferrari technicians to be even more pro-active in sharing design solutions. This was especially useful in very complex areas where there were many different components, such as the engine compartment. Stereoscopic 3D visualization using Catia Navigator software allowed specialists to analyze virtually the critical points of all systems.
Rivoli settembre 2001. Una tipica sessione giornaliera di DMU (Digital Mock Up) per verifica interferenze
di assemblaggio tubi motore, freni e cablaggi.
In Italy at the time, VR rooms equipped for car design were really rare, and the novelty that this new way of working allowed customers, their partner suppliers and the many co-designers to interact together, in real time in front of a large 3D screen animated by a computer.
Ferrari, Stola and the many co-designers could then make the production details work together on a single platform and achieve their objectives.
The validation of the 3D project took place firstly through checks using virtual electronic systems and subsequently on the first prototypes made in Maranello.
This highly critical activity for the F137 project, is entrusted to STOLA s.p.a. and largely carried out at Ferrari’s site.

Cinisello Balsamo ottobre 2002. Loredana Beltramino,
Piero De Micheli, Carmelo Benedetto e X

Maranello gennaio 2003, presso la sala metrologica della Ferrari con la prima scocca prototipale in lamiera
della F137 poi denominata Ferrari 612 Scaglietti.
Da sinistra Alessandro Ghezzi, Paolo Zerbini e Piero De Micheli.

Maranello gennaio 2003, Toni Fabio, Piero De Micheli
e Mauro Del Monte.

Maranello gennaio 2003 Paolo Zerbini, Piero De Micheli
e Mauro Del Monte.

Cinisello Balsamo novembre 2002. Piero De Micheli, Mauro Del Monte (Ferrari), Fabio Toni(Ferrari), Paolo Zerbini, Marian Purcaru, Federico Venturino, Bogdan Maglaviceanu e Giuseppe Castiglioni.
The Ferrari 612 Scaglietti was presented to the world on January 4, 2004 at the Detroit Auto Show.
Dicembre 2003 La foto ufficiale della Ferrari 612 Scaglietti disegnata dalla Pininfarina presentata all'Auto Show di Detroit.
Dicembre 2003. La foto ufficiale degli interni della Ferrari 612 Scaglietti presentata a Detroit il 4 gennaio 2004.
On the 26th January, the Stola designers were invited by Cordero di Montezemolo to Maranello, together with the other partner suppliers in order to view the 612 Scaglietti, the occasion was the presentation of the F2004 single-seater in the presence of the drivers Michael Schumacher and Rubens Barrichello.

Maranello 26 gennaio 2004 in occasione della presentazione della nuova monoposto F2004
Alfredo Stola scatta questa incredibile fotografia.

Maranello 26 gennaio 2004. Ospiti della Ferrari s.p.a. alla presentazione della nuova monoposto F2004.
Da sinistra Roberto Arpini, Piero De Micheli e l'ingegner Carlo Alecci con Alfredo Stola.
Maranello 26 gennaio 2004. Da sinistra Mauro Del Monte, Piero De Micheli e Robero Arpini in occasione
della presentazione della nuova monoposto F2004 posano vicino alla Ferrari 612 Scaglietti presentata
pochi giorni prima al salone di Detroit.
In October 2000, Nissan's Europe design centre commissioned STOLA s.p.a. to build a prototype off-road vehicle. An ambitious project designed to communicate a new trend in the design of its vehicles off road production vehicles.
Under the direction of Shiro Nakamura, designer Christopher Reitz was resident in Rivoli for the duration and was the point of reference for the Stola modelers.
Estate del 2000. Ecco i primi disegni di stile del Nissan Crossbow degli esterni e degli interni.
Typically, almost all of the prototypes built by the rivoli modellers were running vehicles, the Crossbow however, whose chassis was derived from the Patrol, also had to perform on rough terrain.
The exterior finishes and especially the interior ones were more challenging than usual given the great use of milled and hand polished aluminum.

Rivoli aprile 2001. La scocca della Crossbow in costruzione. A sinistra si riconoscono Massano e Scursatone.

Rivoli aprile 2001. G. Comollo e L. Giarolo.

Rivoli aprile 2001. M. Di Maria e C. Raiz.
Maggio 2001, il prototipo è spinto verso il reparto verniciatura. Da sinistra si riconoscono..... Nel reparto verniciatura si riconoscono Davide, Marcello, Peppino Maurizio e Andrea.

Rivoli giugno 2001 G. Sutherland e C. Raiz.

Rivoli giugno 2001. G. Comollo alle prese con il motore.

Rivoli, un momento di relax alla macchinetta del caffè. da sinistra si riconoscono X, Y,Z e W. Nella foto a destra Jo Cavagucia dipendente della Stola s.p.a. di nazionalità giapponese a supporto dei clienti asiatici.
Rivoli luglio 2001. Fasi finali del montaggio della Crossbow. Da sinistra si riconoscono.....

Rivoli 2001. Sergio Prodan e Lucio Giarolo.

Rivoli 2001. Alfredo Stola e Felice Chiara.

Agosto 2001. Il prototipo è quasi finito. Si riconoscono Alfredo Stola

Agosto 2001. Il team esausto si riposa, Il prototipo è finalmente completato.
Da sinistra C. Mantovani, B. Gammicchia, M. Di Maria, B. Comollo, Spitaleri e Benedetto.

An unforgettable photo shoot in the mountains above Ceresole Reale at valico del colle Nivolet (at 2641 m altitude) in the Gran Paradiso National Park was organised by STOLA s.p.a.

Agosto 2001 Il modello è in partenza per il servizio fotografico, di fronte all'ascensore si riconoscono.....
E' Dalessio a trasportare al Nivolet il prototipo Nissan Crossbow.

Valico del Nivolet. C. Raiz e A. Stola.

Valico del Nivolet. B. Comollo e A. Stola.

Valico del Nivolet. Una delle prime foto ufficiali eseguite in ambiente naturale.
Valico del Nivolet agosto 2001. Le foto ufficiali del prototipo Nissan Crossbow.
The presentation objective was the Frankfurt Motor Show which would open its doors in the first days of September 2001.
Francoforte 11 settembre 2001 Ecco il prototipo Crossbow nello stand della Nissan.
In December 2000, Nissan requested Stola s.p.a. the construction of another concept, the Kino, for the next Tokyo show.
A very innovative prototype with electric drive and a very complex seat and dashboard adjustment system.
The rear doors, with electric pantograph opening mechanisms were no less complex, in fact the Nissan Style Center specifically requested that there would be no classic external horizontal slide guide.
The use of natural materials in the cabin were innovotive for the time compared to the competition; the dash made from Sardinian cork in particular.

Stephane Schwarz
Shiro Nakamura together with the designers Schwarz and Takano direct the works that are once again carried out at the Secoli Family F&S, with a mixed team of modelers of the two companies always coordinated by Vittorio Della Rocca and Lucio Giarolo della Stola.
The painting will be done in the Stola prototype department, and the final assembly in F&S.

Dicembre 2000 Il primo disegno di stile della Nissan Kino.

Rivoli marzo 2001 Alfredo Stola, Takano, Carlo Alecci e Roberto Stola.

Rivoli 2001 Takano e Stephan Swartz

rivoli 2001 Vittorio Della Rocca e Flavio Secoli

Rivoli aprile 2001 Vittorio Della Rocca e Carlo Cavaglià

Rivoli 2001 Da sinistra si riconoscono Luca Pasqual, Marco Vai, Francesco Gentile.

Rivoli settembre 2001 Si riconoscono Mario Stocco, Vittorio Della Rocca, Roberto Ricci, Sokol, Vincenzo, Ricci,
Nardiello, Paolo Corace e Stephan Schwarz.

Rivoli settembre 2001 Flavio Secoli e Malandrin

Rivoli settembre 2001 Vittorio Della Rocca

Rivoli 2001

Rivoli 2001 Alfredo Stola e Giachino Grande

Rivoli ottobre 2001 Si riconoscono...

Rivoli ottobre 2001 Alfredo Stola

Rivoli ottobre 2001 Si riconoscono..

Rivoli ottobre 2001
Foto ufficiali della Nissan Kino
Tokyo 26 ottobre 2001 La Kino nello stand Nissan.
In mid-2000, the new Director of the Saab Style Center was Michael Mauer, his assistant in Advance Design was Anthony Lo.
Both were well known, being ex-Mercedes.
To them, Stola's working method was understood and appreciated.
In January 2001, a hard see-through model was requested to be built for the X9 show car.

Michael Mauer direttore del Centro Stile Saab.
Antony Lo directed the construction of the style models and we can remember at least a couple of visits by Director Mauer.
The style model was much appreciated, but for reasons of workload from previously acquired projects, STOLA s.p.a. unfortunately could not continue with the running prototype, that instead, would be built in Carrozzeria Bertone.
The X9 show car, built in Caprie, will be presented the early days of 2002 at the Detroit auto show.

Il solo modello di stile see trough model in hard material dellla Saab X9 concept
realizzato in Stola nei primissimi mesi del 2001.
2001 Antony Lo, direttore dell'Avanced Design Saab, e la sua gradita lettera di congratulazione
per la qualità del lavoro svolto sul see trough model a Rivoli.
MARCH 2001
In March 2001, Mitsubishi, through European director Nakanishi and new Global Style Director of Japan Olivier Boulay, asked STOLA s.p.a. to create a show car to be presented at the next Tokyo show scheduled for October 2001.
The name of the project is CZ2 and was essentially their vision for a new Colt , which was due to market the following year.

Akinori Nakanishi and Giochino Grande
JUNE 2001
A giugno del 2001 il Centro Stile Fiat attraverso il suo Direttore Umberto Rodriguez chiede alla STOLA s.p.a. di costruire un master di esterni e uno di interni per verifica matematica della Fiat Idea.
Imsieme a questa attività per gli interni viene richiesto di sviluppare le matematiche di classe A partendo da delle loro C.
Il progetto di superfici viene coordinato da Carlo Mantovani che insieme al suo Team lavora con designer Fiat per gli interni Marc Van Soolingen e Maurizio Tocco e i tecnici Italdesign per gli esterni Giacomino Borge e Marco Chiesa.
La realizzazione dei due master è coordinata dal Capo Officina Vittorio Della Rocca insieme al suo Vice Giorgio Braghin
Estate 2001 il reparto superfici della Stola inizia a realizzare le superfici matematiche.
Inizio autunno 2001 il reparto superfici della Stola termina le superfici matematiche di classe A.
Rivoli fine autunno 2001. Il master verifica matematica prima della verniciatura.
Rivoli inizio inverno 2001 il Master di verifica matematica verniciato.
Autunno 2001 il reparto superfici della Stola termina le superfici matematiche degli interni.
Rivoli inverno 2001 il Master di verifica matematica degli interni della Fiat Idea.
2003. La FIAT presenta al pubblico la loro nuova tipo Idea; lo stile è dell'Italdesign.
2003. La FIAT presenta al pubblico la loro nuova tipo Idea; lo stile è dell'Italdesign.
JULY 2001
In the summer of 2001 Stola s.p.a was commissioned directly by Alfa Romeo's Styling Center in Arese to create a style model for the Tipo 939, which was due to replace the then current 156.
At the same time, Fiat Auto's purchasing assigned the entire exterior and interior engineering development to the Rivoli company.This began with macro feasibility and class C and B mathematical surfacing; the request also included the estate version.

Estate/autunno 2001. Il piano di forma dell' Alfa Romeo Tipo 939 il cui design è del Centro Stile di Arese.
Stola's competitive pricing was not the only reason for this important assignment, previous experience on the 156 sedan and the Sportwagon , which had just entered production, also contributed.
The Alfa styling team, directed by Wolfgang Egger,was made up of Daniele Gaglione, Filippo Perini, Alessandro Dambrosio, Antonio Rosti, Marco Lambri and Vincenzo Ferreri.
Straight away, a small team of Stola surfacers and designers moved for a few months to the Arese Style Center to support their Alfa Romeo colleagues with the macro feasibility and surfacing necessary for the milling of the exterior and interior style models.
Fine ottobre 2001. Il Team dei matematizzatori della Stola residente al Centro Stile Alfa Romeo di Arese insieme ai suoi designer realizza le matematiche di classe B-C relative alla costruzione del modello di stile degli esterni.
The exteriors were completed by mid-2002 at the Stola model shop, the interiors followed a little later by the end of March in the Arese workshops.

15 febbraio 2002. Filippo Perini, Daniele Gaglione e Alessandro Dambrosio i designer che sotto la direzione di
Wolfgang Egger hanno disegnato la versione Arese della 159. Questa fotografia è scattata nel reparto stile della
Stola s.p.a. a Rivoli.
Primavera 2002. Ecco le foto originali del primissimo modello di stile eseguito presso le officine Alfa Romeo
di Arese con un Team misto di modellatori Stola / Alfa.
Anche le matematiche di classe B per la loro realizzazione sono state eseguite dagli uomini della Stola.
Everything seemed to be going well until, at the 2002 Geneva Motor Show, Italdesign showed their Alfa Romeo Brera prototype . This prompted the directors of the Turin manufacturer to make an unexpected decision.
Impressed by the design of the Brera, new Alfa board member engineer Daniele Bandiera, asked the Giugiaro family to create a further styling proposal for their future saloon.
A few months later it was the Italdesign style model that was chosen for series production.

Giorgetto e Fabrizio Giugiaro.

Fine febbraio 2002. La foto ufficiale dell'Alfa Romeo Brera Concept pochi giorni prima di essere presentata
nello stand dell'Italdesign al salone di Ginevra.
Due to this decision Stola s.p.a., while maintaining the contract with Fiat Auto for the complete product engineering development, were subsequently excluded for the realization of the master model and the related class B-A surfacing of the exterior.
As for the interiors, the style model made in Arese got the go-ahead for production and consequently the class B-A mathematics and the milling of the master model would be built in Rivoli by Stola, as per the basic contract.
The project manager for Stola s.p.a. was Giancarlo Besana who, for three years, would work closely with the engineers Carlo Mario Fugazza, Aldo Dragotti and Paolo Beneggi of Alfa Romeo.
With the master model of the exteriors being made in Italdesign, the Stola and Alfa teams worked together to obtain all the necessary technical information required for the project engineering .

Agosto 2001 il Team direziona e di progettazione relativi al progetto 939 berlina e Sportwagon.
Novebre/dicembre 2001. Le fasi di progettazione della Tipo 939 berlina.
The class B-A mathematics and master model for the interiors were created in Rivoli at Stola by the teams lead by Massimo Stola, Carlo Mantovani and Vittorio Della Rocca.
The tools used for the development of the aesthetic surfaces were Icem Surf and Alias, the operational team was composed of Adriano Rossi, Alessandro Maggiolini, Gianfranco Cappa, Giovanni Doglioli, Cesare Lesne and Antonio Urbano with Marco Lambri as the reference interior designer.
Primavera 2002. Le matematiche degli interni della Tipo 939 versione berlina.
In order to guarantee the highest possible quality, the Master Model was constructed using Allufix.
The actual design was carried out between the offices in Rivoli and Cinisello Balsamo. Customer meetings always took place in Rivoli and at Alfa Romeo's Arese Technical Department.
Novembre 2002. Master Model degli interni della Tipo 939 in versione berlina.

Once the styling feasibility activities and macro feasability had been completed, definitive studies began using the two virtual rooms as never before for the validation of the various steps together with the customer.
For the development of the design phase, new Cad methodologies and tools would be used for the first time within Fiat Auto:
-Unigraphics became the basic software for setting up studies, modeling details and general engineering design.
-For data and process management and archiving, GMiMAN software was used.
The design methodologies moved from “explicit modeling” of surfaces to “parametric modeling” of solids. Archetypes were created for individual components or detail studies that simplified any subsequent modification or variation during later phases of the project.
As on many previous occasions, Stola was the first to implement such innovations making large investments for the acquisition of software licenses , for the implementation of high performance data transmission lines and for the training of design engineers.
Having reached step 5 by the end of 2003, the start-up of the definitive tooling, in addition to studies,Stola provided the customer with class A mathematics, 2D and 3D elements, validation packaging and structural calculations.

Primavera/estate 2004. Inizio allestimento delle verifiche progetto e pre-serie.
As part of the contract,in the early summer of 2004 Stola technicians started activities at the production plant in Pomigliano d’Arco to set up the pre - series production; the previous experience in this field four years earlier with the Tipo156 Sportwagon proved very useful.

Autunno 2004 Pimigliano D’Arco ( NA ) stabilimento Alfa Romeo. Il momento della delibera a produrre.
Da sinistra Capruso, Emilio Salani, Alessio Gianluca, Y , Gianni Brunetto, Comisso Dante , Ivo Villa, Besana Giancarlo.
Production began at the end of the year, and on 2 March 2005 the new Alfa Romeo 159 was presented at it's world premiere at the Geneva Motor Show.

Febbraio 2005. Una delle foto ufficiali dell'Alfa Romeo 159 poco prima di essere presenta al salone di Ginevra.
Lo stile è di Italdesign.

Febbraio 2005. Una delle foto ufficiali dell'Alfa Romeo 159 poco prima di essere presenta al salone di Ginevra.
Lo design è del Centro Stile Alfa Romeo di Arese.

Still in the summer of 2001 and in parallel with the development of the Tipo 939 saloon, it was logically thatFiat Auto would again entrust to Stola s.p.a. the engineering development work of the station wagon version again to be known as Sportwagon.
The exterior design was once again the work of Giorgetto Giugiaro, while the related interiors were from the Alfa Romeo Style Center in Arese.
The project content was the same, as were the respective teams from Alfa Romeo, Italdesign and Stola.
For logistical reasons relating to the production start-up of the saloon at the Alfa Romeo plant in Pomigliano d’Arco, Fiat management decided not to add the Sportwagon production until later, consequently the first pre-series batch arrived in the autumn of 2005.
For the record, the 159 Sportwagon went on to be presented at the Geneva Motor Show on 6th March 2006.

8 agosto 2001. Anche se i modelli non sono ancora definiti già si inizia a programmare le macrofattibilità
e tutti i particolari necessari alla costruzione della Sport Wagon.

29 maggio 2002 Quadro definitivo dei lavori per il modello Sport Wagon.

Maggio/giugno 2002. Dai rilievi del modello di stile della versione statiowagon di Italdesign il reparto Cas della Stola s.p.a. realizza le matematiche per la fresatura del Master Model.
Luglio 2002. Fasi finali della definizione della matematica della 939 sportwagon che deve essere sovrapposta, ove comune, alla versione berlina.
Settembre 2002 Sezioni tipiche di conparazione fra la berlina e la Sportwagon.

Ottobre 2002. Lo studio di ingegneria per lazona tappo carburante.
Ottobre - novembre 2002. Le matematiche di classe A degli interni specifici per il modello 159 Sportwagon.
Febbraio 2006. Le foto ufficiali della 159 Sportwagon poco prima del salone di Ginevra.
In August 2001, STOLA s.p.a. was commissioned to create an exterior style model for the Alfa Romeo 166 face-lift.
Under the direction of Wofgang Egger,newly hired architect Daniele Gaglione was the designer.
For the record, it was another model from the Arese Style Centre that went into production.
Rivoli luglio 2001 In Stola s.p.a. si realizza una proposta di modello di stile del restayling dell'Alfa Romeo 166.
Al centro stile di Arese parallelamente verrà eseguita un altra proposta di stile.
In October 2001, the Porsche Technical Centre in Weissach required STOLA s.p.a to build two fibre glass see-through clinic models from clay styling originals.
Their goal was to be able to examine very quickly the first ideas of the future coupe derived from the Boxter type 987, as if it were a real road going car (in 2005 it would be called Cayman).
Timing for delivery was extrordinary, 3 weeks including painting.
The work undertaken in STOLA s.p.a. over multiple shifts was exclusively the construction of light resins on layered sheets, assembly, construction of plexi- glass and painting in metallic grey.
Rivoli ottobre 2001. La Stola s.p.a. realizza due “clinic model see trough” , in fiber glass ricavati da altrettanti clay models
inviati dal Centro Tecnico di Weissach.
At the end of December 2001, the Mitsubishi Europe Style Centre commissioned STOLA s.p.a. to provide a style hard see-through model for the brand new Colt Plus.
The reference designer from Trebur resident in Rivoli was Thomas Morel.
At the beginning of January 2002, the Honda European Style Centre required STOLA s.p.a. to create exterior and interior style model for the future VIII generation Civic .
The exterior model is incredibly futuristic and sensual, and the designers sent Stola a fun congratulatory letter appreciative of the skill of the modellers .
Rivoli gennaio 2002: In Stola s.p.a. vengono realizzati due proposte di modelli di stile, per esterni e interni,
per la futura VIII generazione della Honda Civic.
Il designe è realizzato e diretto dal Centro Stile Honda Europa.
Ecco la particolarissima lettera di congratulazioni di uno dei designer Honda residenti a Rivoli.
Questo particolare sfondo si può immaginare volesse raccontare la sensualità di questo innovativo design.
As soon as this project was finished, also from the Honda Style Center Europe, came another request for the construction of a proposal for an exterior ard see-through style model for the third series of the CR-V.
Rivoli marzo 2002: In Stola s.p.a. viene realizzata una proposta di modello di stile della futura tipo CR-V III generazione.
Il designe è realizzato e diretto dal Centro Stile Honda Europa.
10 JANUARY 2002

Giuseppe Stola 1922 - 2002
On 10 January 2002, following an illness, Giuseppe Stola died.
50 years of work, 28 of which were leading the SEV foundry.
Those who knew him remember an extraordinary and tireless commitment to his dangerous and laborious work.
Always attentive to his family, he shared his passion for sailing and traveling around the world with his wife Nena and his two sons Margherita and Massimo, especially from 1992, when his well-deserved retirement began.
EARLY 2002
In early 2002 came a prestigious project from Ferrari s.p.a. style director Frank Stephenson.
The request was for the development of modelling and engineering of "only the interior", excluding seats, for the future Maserati MC12, whose chassis derived mostly from the Ferrari Enzo.

Maserati MC12 in produzione dal 2004
The project aimed for production of only 50 units, and therefore technical and investment must be compatible with the customer's demand for such an extraordinarily low number.
The engineering and modeling department of STOLA s.p.a. worked directly and in total harmony with Frank Stephenson, who followed the work alone.
Giuseppe Di Nunno was the project leader chosen by Stola, he would develop both project and model.
Maserati was responsible for production of these 50 interiors..

Gli interni di produzione della Maserati MC12 nel 2004
In February 2002 STOLA s.p.a.received an order from the Hyundai-Kia European style center to create a concept, with the goal of delivery for the next Paris show.
A particularly welcome project because of the designers who would follow the work in Italy, former Mercedes stylists Peter Arcadipane and Michael Think.
Gennaio 2002 i disegni di Peter Arcadipane e Michael Think.

Peter Arcadipane.

Michael Think.

Also for workload reasons, a mixed team of Stola s.p.a.-F & S modelers is organized to work together at the Signori Secoli factory for the construction of the model, molds, carbon parts and their complete assembly.
With the tested organizational scheme, the works are supervised by Vittorio Della Rocca and Lucio Giarolo.
The painting and final assembly will be done in Stola s.p.a. with the usual mixed team of technicians.

Rivoli giugno 2002 presso F&S da sinistra Orlando, Muratore, P. Durante, M. Stocco, M. Vai, M. Orlando

Rivoli giugno 2002 P. Arcadipane e A. Stola.

Rivoli giugno 2002 M. Stocco, P. Corace, P. Durante,

Rivoli giugno 2002 Carlo Cavaglià

Rivoli giugno 2002 G.Grande, P. Arcadipane e Orlando.
The paint and the final assembly was carried out in STOLA s.p.a. It was a double cab pickup called KIA KCV - II, the strongly sporty design made it very special.

Rivoli luglio 2002 Presso la STOLA s.p.a. Anche se di schiena si riconoscono P. Arcadipane, M. Dimaria, Cogerino e X

Rivoli luglio2002 Bonetto e Peralta.

Rivoli luglio2002 C. Nardiello e A. Spitaleri

Rivoli luglio2002 Beppe Comollo.

Rivoli luglio2002 P. Arcadipane e G. Grande

Rivoli settembre 2002 C. Cavaglià e Cerva

Rivoli settembre 2002 Cerva, P. Procopio, X e L. Marinuzzo

Rivoli settembre 2002 Si riconoscono M. Peralta, P. Calò, X, Flavio Secoli e F. Vacca.
Torino ottobre foto ufficiali della Kia KCV - II prima del trasporto al salone di Parigi.

Parigi ottobre 2002 A. Stola, M. Think, P. Arcadipane e g. Grande.
Parigi 8 ottobre 2002 La KCV - II esposta nello stand della Kia.

11 ottobre 2002. Lettera di congratulazione da parte del mamagement Hyudai e Kia.
At the end of December 2001, in view of the excellent results on the Lincoln MK 9, the Ford style center of Deaborn announced to STOLA s.p.a. that they should make two show cars for the 2003 Detroit show.
Shortly thereafter in London an official meeting took placebetween Alfredo Stola, Gameno Grande and Director Gerry McGovern.
Work was due to begin in February 2002, and the show cars in question were the Lincoln Navicross and Mercury Messenger.
Design was again by Adrian Monk,Marek Reichman and Per Selvag, with the ever present technical guidance of Joe Bonacchi.
Londra gennaio 2002 Alfredo Stola Gerry McGovern e Gioachino Grande.

Unlike the first Lincoln, developed between 2000 and 2001, for the Navicross' Interior and exterior would be developed in Stola, due to the closure of Ghia a year earlier.

Rivoli febbraio 2002. Nello storico ufficio della STOLA s.p.a. posano per una foto ricordo per inizio lavori della Navicross e della Messenger. Da sinistra Lucio Giarolo, Marek Reichman, Alfredo Stola, Carlo Cavaglià, Sergio Prodan e Giochino Grande.

Rivoli febbraio 2002. Felice Chiara studia le prime sezioni per il progetto Lincoln Navicross. Questo show car perfettamente marciante che sarà consegnato all'inizio del 2003 sarà il suo ultimo lavoro per poi ritirarsi in pensione.

Rivoli maggio 2002. Segio Prodan con affianco il modello della Navicross appena realizzato
da cui poi si realizzeranno gli stampi leggeri.

Rivoli giugno 2002 F. Cerva e C. Pastore

Rivoli giugno 2002 Carlo Cavaglià

Rivoli settembre 2002

Rivoli settembre 2002 F. Sansalone

Rivoli settembre 2002 C. Smeu

Rivoli ottobre 2002 Cuscunà e Massano.

Rivoli ottobre 2002 Bonetto Massano e Cuscunà

Rivoli ottobre 2002 X, Bonetto e Spitaleri

Rivoli fine ottobre 2002 X, Di Maria e Erminio

Rivoli ottobre 2002 X

Rivoli ottobre 2002 Massano e Cuscunà

Rivoli novembre 2002 Cavaglià, Reichman, Grande e McGovern

Rivoli novembre 2002 X, Y, Z e Bonetto

Rivoli divembre 2002 Beppe Comollo come spesso sotto la macchina.

Rivoli dicembre 2002 da sinistra Bonetto, Spitaleri e Rosetti.

Rivoli divembre 2002 Di Maria, Bonetto, Vincenzo, Cubeddù, Spitaleri e Cuscunà

Rivoli dicembre 2002

Rivoli dicembre 2002 Di Maria, Spitaleri, Chiara,Vincenzo, Bonetto e Cubeddù

Rivoli dicembre 2002 X, Beccati, Y, Vincenzo, Di Maria, Z e McGovern.
Detroit dicembre 2002 Le foto ufficiali della Lincoln Navicross.
Detroit 6 gennaio 2003 Adriana Monk, Marek Reichman e Gerry McGovern con la Lincoln Navicross.
Detroit 6 gennaio 2003 La Navicross esposta nello stand della Lincoln.
Concurrently and with a different team of modelers, we also began the construction of the Mercury Messanger, not a running prototype like the Navicross but a complete opening styling model.
Lello Locantore was the technical manager of this project, he realised the show model in the workshops of Via Ivrea in Rivoli , close to Via Ferrero 9.
The Stylists, as for Mercury, were Marek Reichman, and Adriana Monk directed by Gerry McGovern.
In January 2003 at the Detroit Show, a jury of journalists awarded the Messenger the prize for best interior design.

Rivoli marzo 2002

Rivoli marzo 2002 Massimo Rosettti, Pasqualino Procopio, Luca Rosetti, X e Y

Rivoli aprile 2002

Rivoli aprile 2002 X, Y, Z, e Vito Schieraldi.

Rivoli settembre 2002

Rivoli settembre 2002

Rivoli settembre 2002

Rivoli ottobre 2002 Beppe Comollo.

Rivoli ottobre 2002. Francesco Acquaviva

Rivoli ottobre 2002

Rivoli novembre 2002 Sokol

Rivoli novembre 2002

Rivoli dicembre 2002. Il team al completo di Lello Locantore che ha lavorato sulla Mercury Messenger.

Torino dicembre 2002 L'interno della Messenger premiato a Detroit.
Torino dicembre 2002 Le foto ufficiali in studio della Mercury Messenger.

Detroit 6 gennaio 2003. La Messenger nello stand della Mercury.
At the end of the winter of 2002, Mitsubishi Europe Style Vice President Akinori Nakanischi ordered Stola to build a see-through model of a mono-volume that would replace the Space Wagon series.
Much bigger than the old model,the name was Grandis.

2002 in Stola s.p.a. viene realizzato il see trough model di un monovolume Space Wagon che poi prenderà il nome Grandis.
Luuglio 2002. Akinori Nakanishi vice presidente del Centro Stile Mitsubishi Europa e la sua lettera di
congratulazioni per il lavoro eseguito a Rivoli.
MARCH 2002
In March 2002, the Mitsubishi Europe Style Centre, in co-ordination their counter part in Japan, required STOLA S.p.a. to build two hard style models.
Their clear goal was an advanced design study from each of the two Style Centres to imagine what the future Lancer, planned for 2007, could look like.
More than ever,o the Japanese car designers worked as a team,composed of directors Boulay and Nakanishi, together with their colleagues Peter Arcadipane and Omer Halilhodzic.
The selected model was continued by a team of Stola modelers in Japan at the Mistubishi Style Centre.
The away modelers were Giuseppe Federico, Pietro Calò, Moreno Marangon, Gabriele Sbeghen, Nicola Partucci and Alessandro Pellichero.
Rivoli 2002: in Stola s.p.a. vengono realizzate due proposte di modello di stile per la futura Lancer nona serie.
Il designe è realizzato e diretto dal Centro Stile Mitsubishi Europa.

Giappone Okazaki maggio 2002. Lo stabilimento Mitsubishi dove è anche presente il Centro Stile e la modelleria.

Okazaki Mirsubishi giugno 2002. L’interno della modelleria e una foto ricordo del Team dei modellatori Mitsubishi e Stola.

Okazaki luglio 2002. Una cena con il Team Stola al Completo. Gabriele Sbeghen, Pietro Calò,  Giuseppe Federico,
Nicola Partucci, Alessandro Pellichero, Moreno Marangon.
At the end of 2001, the organizers of the Turin Motor Show decided to discontinue the event.
The Stolas decided to participate in the next Geneva Motor Show, in 2003, with the opportunity to be present in a more international environment and attended by even more of their customers, as well as, perhaps, some new ones.
At the end of march 2002, it was decided to build the Stola GTS, again based on the 986 Porsche Boxter coupe.
Designed by Aldo Brovarone who was assisted by his friend Peter Arcadipane, he paid reference to history by using the unmistakable Gulf livery, blue, orange and black.
It is fair to say that the Stola GTS was itself derived from the Stola S82 Spyder which in reality the S82 no longer existed.

Agosto 2002 Il disegno di Aldo Brovarone.

Rivoli settembre 2002 Aldo Brovarone e Peter Arcadipane.

Rivoli settembre 2002 X e Sbeghen

Rivoli settembre 2002 Aldo Brovarone.

Rivoli settembre 2002 Aldo Brovarone e Vincenzo Mammone.

Rivoli settembre 2002 Alfredo Stola e Aldo Brovarone.

Rivoli settembre 2002 Alfredo Stola e Aldo Brovarone.

Rivoli settembre 2002 Da sinistra in piedi Brovarone,
Coletto e Sbeghen.

Rivoli ottobre 2002 La Stola GTS prima di essere verniciata con la livrea definitiva viene testata con i soli fondi.
Le fasi finali di verniciatura e assemblaggio. Si riconosce con la camicia blu Mammone.
Rivoli dicembre 2002 in queste foto si riconoscono Brovarone, Arcadipane, Maurizio della Salt,. Carmine Spitaleri e Stola.

Rivoli dicembre 2002 Aldo Brovarone e Peter Arcadipane felici alla quasi conclusione del lavoro.
Torino febbraio 2003. Foto ufficiali della Stola GTS realizzate in studio da Massimo Perini assistito da Teresio Demaria.
Ginevra 4 marzo 2003 La Stola GTS in mostra nello stand della STOLA s.p.a.

Ginevra 4 marzo 2003. L'Ingegner Carlo Alecci, Maria Paola Stola, Laura Novarese e Silvia Calautti.

A.Stola, P. Pfeiffer e X

T. Novo, X e L. Gallina

Ginevra 2003 Fabrizio Giugiaro visita lo stand della Stola s.p.a.
Nella foto Fabrizio insieme a Francesco e Maria Paola Stola.
Si riconoscono S. Calautti, A. Stola, G. Grande, T. Novo e L. Gallina.

Si riconoscono Imperatori, Besana, Carmelo, Petrelli, Alecci, De Michelis e Stola, in secondo piano Gallina e Novo.
Aprile 2003 Test drive in pista eseguito dal pilota Massimo Perini.

Settembre 2003 Zell am See. Alfredo e Maria Paola Stola
in visita al allo Studio Porsche Design con la GTS.
The destination for first trip with the GTS, Alfredo and Maria Paola Stola headed for Zell am See and the Porsche Design Studio.
It was an opportunity to see the same people with whom they had worked between 1999 and 2000, on the two Porsche Cayenne style models.
In this meeting a 1/43 reproduction of the Stola GTS was given as a gift to Ferdinand Alexander Porsche (a refined collector of scale models), together with a presentation CD he would keep this on his office desk for the rest of his life.

Zell am See. L’occasione di questo viaggio è donare il modellino in scala della GTS a Ferdinand Alexander Porsche.
Questa foto dal libro di Karl Ludvigsen "Origin of the species" è del 2011 ed è stata scattata in occasione
del suo settantacinquesimo compleanno.
End of March 2002, and a new Ferrari to design, in fact, the Maranello company asked that Stola s.p.a. to realise the engineering of the new F141.
This 12-cylinder would replace the 575M and was another design masterpiece born in Pininfarina ,its name, 599 Fiorano.
For the Stola family this was a unique job, Roberto had been sick for three years and yet despite this he, along with Alecci, Bustreo and Biassoni for the technical / commercial definition, conducted the negotiations with with Ferrari with both strength and passion
Engineer Amedeo Felisa, Ferrari’s technical director,appointed Engineer Maurizio Manfredini as project manager, who will then deal directly with Gottardo Bustreo and Piero De Micheli of Stola for the duration of the project.
The chassis of the F141 would be developed by the Fiat Auto group's Elasis with an innovative aluminum space frame technology, while for the body and moving parts the engineers specified that Stola should use aluminum, with the exception of the rear luggage compartment in plastic.
The team leaders were Roberto Arpini for the body and the moving parts, Paolo Zerbini for the external finishes, Giuseppe Castiglioni for the interiors and Paola Busato for the bill of materials.
The Stola team was also supported by suppliers Med Line and Car.
The Ferrari team with whom they would go on to interact were Mauro Del Monte, Toni Fabio, Emanuele Ghirelli, Alberto Migliorini, Vincenzo Matullo, Riccardo Ugolini and Franco Macaro.
The contracted activities were: technical feasibility in the Pininfarina style center, modeling of class A surfaces for exteriors and interiors, studies for the definition of bodywork and exterior finishes, design and 3D modeling of details, bill of materials management and the design of assemblies for manufacturing.
For the first time, with the exception of an aluminum part representing the area of ??the two innovative rear pillars, Ferrari did not require the construction of the mathematical verification master for the validation of class A style surfaces.
L'innovativo montante posteriore della F141, la superfice matematica realizzata in Stola ricavata
dal modello di stile disegnato e costruito dalla Pininfarina.
The development of aesthetic surfaces as usual was carried out in the Rivoli headquarters by the team of Massimo Stola, and Carlo Mantovani together with the modelers Adriano Rossi, Gianfranco Cappa, Alessandro Maggiolini.

Estate 2002 Cambiano presso il Centro Studi Pininfarina.
Ecco il modello di stile degli esterni disegnato e costruito dalla Pininfarina
Autunno 2002 Cambiano presso il Centro Studi Pininfarina.
Ecco il modello di stile degli interni disegnatoi e costruiti dalla Pininfarina

Given that a mathematcal verification master model was not being constructed, the Stola team building the A-class surfaces worked even more closely with Messrs Valentini, Cartia and Randazzo from Pininfarina directed by Engineer Lorenzo Ramaciotti.
The Rivoli VR room became the fulcrum of this important phase, having to guarantee the validation of the A class surfaces in a purely virtual way.

Barco's 3D visualization system supported the Silicon Graphics hardware running Opticore and Icemsurf software that had been selected two years earlier by the systems manager Gianfranco Morlacchi and ensured the success of the validation process.
The engineering activities were mainly carried out in Cinisello Balsamo and the second VR room was put to good use by the Ferrari team, allowing ever-more positive sharing of solutions between numerous co-designers.
A VPM (Virtual Project Management) data storage system, custom made by IBM, allowed data to be shared with suppliers and engineers.
The synchronization of drawings and 3D models took place three times a day, in this way the data was available and updated for Ferrari, Stola, Elasis and the selected engineers.
On 26th July 2004 Alfredo Stola, with his sale of the company's shares, left the position of President of STOLA s.p.a. at the moment that the definitive studies stage had been completed.
The activities continued with the same team of designers under the new ownership, the end result were excellent with compete customer satisfaction.
The 599 Fiorano was be presented to the press on 28th February 2006 by Luca Cordero di Montezemolo at the 76th Geneva international motor show.

Cinisello Balsamo novembre 2003. Piero De Micheli, Mauro Del Monte (Ferrari), Fabio Toni(Ferrari), Paolo Zerbini, Marian Purcaru, Federico Venturino, Bogdan Maglaviceanu e Giuseppe Castiglioni.

Ginevra 28 febbraio 2006 la Ferrari 599 viene presentata ufficialmente.

L'Ingengner Amedeo Felisa Direttore Tecnico della Ferrari.

La Ferrari 599 a Ginevra.
11 OCTOBER 2002
On October 11th 2002, following an illness discovered at the beginning of 1999 which he fought until the last, Roberto Stola, president and 50% shareholder of STOLA spa and of the companies he directed, passed away.
Allowing for operations and medication, he had always worked with dedication and strength, demonstrating responsibility towards all the workers at STOLA spa its subsidiaries.
To him we owe the vision, at the beginning of the 80's, to focus everything on the new Cad Cam technologies and to milling of Numerical Control models, consequently starting the design of the most advanced body and interior trim systems with the most advanced tools.
For the company, the strategic possibility of designing complete automobiles comes from his intuition to accept the proposed acquisition of Autec by Fiat Auto.

Roberto Stola 1936 - 2002