{"id":955,"date":"2020-04-24T20:30:45","date_gmt":"2020-04-24T20:30:45","guid":{"rendered":"https:\/\/pebblebeachconcours.net\/?p=955"},"modified":"2020-06-09T19:40:21","modified_gmt":"2020-06-09T19:40:21","slug":"la-famiglia-e-il-futuro-at-zagato","status":"publish","type":"post","link":"https:\/\/www.pebblebeachconcours.net\/cars\/la-famiglia-e-il-futuro-at-zagato\/","title":{"rendered":"La Famiglia \u00e8 Il Futuro At Zagato"},"content":{"rendered":"\n

Carrozzeria Zagato has long been one of the best-known names in the coachbuilding business. Less well known is the fact that today, Zagato is one of the very few \u2014 and by far the most important \u2014 Italian coachbuilders still owned and managed by the family that founded it.<\/em><\/p>\n\n\n\n

The company\u2019s founder, Ugo Zagato, was born in 1890 in Gavello di Rovigo, in the northeast corner of Italy. After a few years spent in Germany, Zagato returned home at age 19 to work for Carrozzeria Varesina before moving to become a department head at Ing. O. Pomilio & Co. in Turin, one of the most famous airplane manufacturers of World War I. There, the young Ugo was deeply impressed by the technology involved, including the use of lightweight alloys. When he founded his own carrozzeria in Milan, in 1919, he brought with him all that he had learned, and by 1922 he created a Fiat 501 with an alloy body shaped like an airplane cockpit. The car was so special that Alfa Romeo asked him to build the bodies for its racing cars \u2014 and that relationship soon brought legendary results. Zagato bodies \u2012 especially two-seat Spiders \u2012 became synonymous with Alfa Romeo\u2019s legendary 6C and 8C sports cars of the 1920s and \u201930s. <\/p>\n\n\n\n

\"Alfa<\/figure><\/div>\n\n\n\n

After World War II\u2014the gold period for Italian coachbuilders\u2014Ugo’s son’s Elio and Gianni entered the company and created the Fiat *V, the Alfa Romeo SZ and Kamm-tailed TZ, and the beautiful Aston Martin DB$ GT Zagato. This was the period of the double-bubble roof, victories by the hundreds of privateer drivers, and strong relationships with Abarth, Lancia, and Ferrari. Elio, born in 1921 and a graduate in economics from Bocconi University, was larger than life character who took charge of many aspects of the family firm. But more than anything else, he focused on winning races, which brought many customers to Terrazzaon di Rho, close to the Alfa Romero factory of Arese. His younger brother Gianni, born in 1929 and a graduate in engineering, had a more sedate approach to life: he managed the shop, and later, the production lines for the small-series production cars. When their father Ugo passed way in 1968, Elio stepped forward to manage the family business and Gianni became the technical director.<\/p>\n\n\n\n

\"Elio<\/figure><\/div>\n\n\n\n

Elio Zagato married Laura Gianazza, the daughter of inventor and industrialist Aldo Gianazza, in 1954, and in April 1960 their son, Andrea was born \u2014 the man who now serves as the managing director and owner of Carrozzeria La Zagato. Andrea was immersed in the business as soon as he started work: \u201cDad left home when I was 5 years old, and I only saw him for a couple of weeks a year. My first real memories are of my grandfather Aldo. He was a successful businessman but had a rather Calvinistic approach to life. For instance, he owned a Mercedes W108 sedan in pastel grey so it didn\u2019t attract attention, and he sat in the front so people didn\u2019t realize he had a driver!

\u201cMy memories of my father are from summer holidays spent at the seaside \u2014 not my favorite place. He would often collect me in one of the amazing cars he was racing or working on at the time. Once, in a very fast Alfa Romeo TZ, we were chased by the police before stopping for lunch and hiding the car behind the restaurant!\u201d

Andrea was also close to his uncle, Alberto Gianazza, an animal lover who showered the young boy with many gifts, including toy animals and a small farm. After reading about the veterinarian James Herriot, Andrea quickly decided on his future: \u201cI would graduate from school as an animal vet and become a farmer in Canada \u2014 with a model farm!\u201d <\/p>\n\n\n\n

When Andrea grew a bit older, his father would sometimes bring him to the company, where he was allowed to drive the Zele, an electric fiberglass car built by Zagato. After finishing high school, he still dreamt about his Canadian farm but his father urged him toward economics: \u201cHe was very good at getting people to do what he wanted without pushing them too much . . . and without them suspecting it! I can\u2019t imagine a better, more naturally gifted leader.\u201d

As a youth Andrea had owned several motorcycles that were gifts from his father, but when he turned 18, much to the relief of the rest of the family, he moved on to cars: \u201cMy first car was the company\u2019s old Fiat 500 Giardinetta, and that was followed by an Autobianchi A112 Zagato \u2014 one of the few made by us with the squared front lights from the Fiat 127. Then in college, I got something much cooler, a Lancia Delta HF Turbo that I personalized, and, thanks to my dad, I got a very unique registration plate: Mi00000Z.\u201d

After graduating from college, Andrea worked for a time at Zagato \u2014 and even introduced the very first PC \u2014 but he had a plan to move to London and work for a financial firm: an offer was on the table. Then, out of the blue, his father had a heart attack in 1982, and things changed: \u201cWe weren\u2019t close but I soon realized that he was, otherwise, alone.\u201d

At the time, Zagato was facing many difficulties. It was close to losing a contract with Maserati to build their Spyder because the unions at Maserati were complaining they were losing the work. And there was also a global reduction in car sales. So Andrea agreed to take care of Zagato for six months to give his father time to recover, and then he\u2019d be free to fly to London. Andrea smiles at the thought. \u201cThat was 37 years ago, and I now fear that the offered position in London is no longer available\u2026\u201d

Thankfully Elio recovered and, during his rehabilitation, Andrea discovered the real man: \u201cHe was somebody that I liked because he was so tough and positive. This was the most important \u2018sliding door moment\u2019 of my life.\u201d <\/p>\n\n\n\n

\"1932<\/figure><\/div>\n\n\n\n

One of the first things Andrea did at the firm \u2014 the only thing he felt trained to do \u2014 was to check the numbers from a financial perspective. He discovered that for every Maserati Spyder they built the company was losing 400,000 Lire (about $175). He also discovered that after building the V8 Aston Martin Zagato the company actually made some money \u201cbut most of it came from selling the one car we had kept.\u201d Andrea negotiated for compensation from Maserati to relieve them from their commitment, and then he had to decide what to do with the money. His uncle wanted to replace the Maserati contract with one from Fiat or Alfa Romeo, or even a Japanese manufacturer: \u201cUncle Gianni obtained an agreement from the Nissan sports brand Autech to design the Stelvio AZ1 \u2014 so ugly that, even today, I try to hide it!\u201d The car debuted in Japan in front of 800 journalists \u2014 and an ice-cold silence froze the room. \u201cIt could have been a real opportunity,\u201d says Andrea, \u201cbut it was lost.\u201d In-house relations between Andrea and his father and Gianni were not great with the latter wanting to keep the manufacturing plant open while Andrea tried to set up the Zagato Style department. Andrea asked his friend Walter da Silva (then in charge of Alfa Romeo Centro Stile) to help improve the Stelvio: \u201cConsidering the situation, he did a very good job, and we created the Autech Gavia, which was good enough to sell the last 30 or 40 Stelvio chassis that remained. But we were still living day by day, without a strategic plan.\u201d <\/p>\n\n\n\n

The Pebble Beach Concours d\u2019Elegance is primarily responsible for enabling Marella and I to celebrate together the first 100 years of Carrozzeria Zagato.<\/p>ANDREA ZAGATO<\/cite><\/blockquote>\n\n\n\n

Then, in 1986, technological innovations changed Zagato\u2019s direction. Andrea remembers the time well: \u201cVittorio Ghidella, a genius, had just joined Fiat and was bombarding the Fiat company with innovative ideas. At Zagato \u2014 where I was already considered an electronic wizard because I could use a PC \u2014 I discovered that Dassault, the French airplane manufacturer, was designing and manufacturing using Cad-Cam technology. I immediately went to see Cad-Cam pioneers Forma & Tecnologia (later incorporated in Zagato) at their office in Milan, and I met 13 amazing people \u2014 5 of whom are still working with me at Zagato, including Maurizio Azzini, the guru of the system, and Giuseppe Bizzarrini, the son of Giotto. Vittorio Ghidella had already installed the new Cad-Cam system at Fiat, and in 1987 they launched the prototype Alfa Romeo ES 30, fully designed in Cad-Cam.

\u201cTo appease the other side of the family, Dad and I agreed to manufacture the production model, the Alfa Romeo SZ. That contract gave us security, which was enhanced when Aston Martin decided to buy 50 percent of Zagato.\u201d

The real turning point, however, came in the 1990s when Andrea closed down the production line: \u201cIt was a tough decision, but it wasn\u2019t possible to keep the company going with this department loosing so much money. Working with Cad-Cam, we became the shop window for IBM, and everybody came to have a look at Barlone, the nickname Forma & Tecnologia gave to the IBM computer that managed the Cad-Cam processes. It was crazy, we were in a 250 square meter office, as white as an operating theater, inside a huge, almost abandoned building. Suddenly, we were considered to be the most advanced Italian firm in the business.\u201d <\/p>\n\n\n\n

\"Andre<\/figure><\/div>\n\n\n\n

With the help of Andrea\u2019s friend Walter Da Silva, Zagato designed the Seta and the Bamboo for a potential small production run. Following these prototypes, the Lancia Hyena was designed for Fiat, but Paolo Cantarella, just promoted to be the new boss of Fiat, was only willing to build cars designed by him, and, after a long \u201cgo-no-go\u201d period of indecision, he stopped the Hyena and created his Lancia K Coupe in 1994. It is fair to say that when the Hyena project went bust, Forma & Tecnologia, and its technology literally, saved the company.

\u201cI knew that production manufacturing by coachbuilders was ending. If Pininfarina and Bertone had seen that, too, they probably would have survived and would still be managed by their founding families. I kept Zagato going because of the technology, selling our Cad-Cam work to the world, including all sorts of product design \u2014 and a lot of work for the yachting industry.\u201d There was also work for smaller car companies such as Bugatti with the EB 110 and Lotus with the Elise. <\/p>\n\n\n\n

It was around this time that Andrea hired Ercole Spada to be a consultant: \u201cIn order to get him, I had to promise that I\u2019d let him design a Ferrari, which was why we made the Ferrari F.Z. 93 \u2014 not a very beautiful looking car, but with some very interesting features, like the use of a Formula 1- style front end. To me, the real duty of Spada, more than pure design, was creating a small team of young designers, teaching them as much as he could while teaching me about Zagato. He taught me that Zagato had to be lean, with a functional beauty and only small volume production \u2014 the concept we are still successfully using today.\u201d

In 1993 Nori Harada, then working at the IDEA Institute in Turin, was approached by Zagato: \u201cHe was still sketching by hand, but with such skill that the sketches looked like paintings. As soon as I saw his work, I fell in love with this Japanese guy. After more than 25 years of working together, I strongly believe that Nori is a genius. With him we returned to being a style provider to many firms \u2014 from Alfa Romeo to Lamborghini as well as Grifo 90, the company that is aiming to recreate Iso Rivolta. <\/p>\n\n\n\n

\"Iso<\/figure><\/div>\n\n\n\n

Talk of Iso Rivolta introduces Marella Rivolta, granddaughter of the Iso Rivolta founder Renzo, daughter of Piero Rivolta \u2014 and wife of Andrea. The couple\u2019s romance could be from a film script: \u201cMy friend from Pebble Beach, Winston Goodfellow, wrote a wonderful book about Iso Rivolta and he knew the family well. When Grifo 90 asked for some support, we gave it and Winston came to visit me at Zagato for an interview. As he was without a car, he asked for a ride home as he had to meet \u2018somebody.\u2019 When Marella showed up, I had never met her before \u2014 and I was hit hard! She was amazingly beautiful and incredibly intense. I was standing there \u2014 a sort of car nerd \u2014 but she was obviously curious about me. We arranged to meet again to talk about work and, trying to impress her, we met at my friend and financial partner Giorgio Schoen\u2019s very cool office, surrounded by his classic Ferrari collection.\u201d After that first meeting, there were several more for both business and pleasure. \u201cAt one meeting, negotiating the terms of the Iso contract, my partners were stunned when I gave away everything without any discussion \u2014 I was in love and it was very obvious \u2014 I think I married her just to limit the company\u2019s losses!\u201d

Afterward, Andrea and Marella met again a couple of times and she then told him she had to go to Pebble Beach for the Concours and also the Iso Rivolta club meeting and then on to Detroit as she hoped to get the Ford V8 engine for the new Iso. \u201cI have been an Honorary Judge at Pebble Beach since 1992 but I played it cool. I just arranged a date to meet again in August at Pebble Beach. That was how our love grew, but it wasn\u2019t just our own relationship; we also met Jacques Nasser who was on his way to becoming the next CEO of Ford and he was crazy about Aston Martin [then a part of Ford]. Meeting Nasser had a deep impact on the future of Zagato because he made it possible for the contemporary return of the partnership between Aston Martin and us \u2014 still today one of the most important relationships for Zagato.\u201d <\/p>\n\n\n\n

Andrea\u2019s special relationship with Pebble Beach actually dates back further, to 1992, when the Concours organized a celebration of Zagato: \u201cFor me it was a total surprise, and I have to tell you that, aside from marrying Marella, Pebble Beach has had an almost equal impact on Zagato. It was where I had my vision for the future of the company after discovering for the first time the collector car world and the high-end car market. I have no problem in admitting that what Zagato successfully does today \u2014 our whole concept of \u2018Atelier\u2019 \u2014 originated while walking the field at Pebble Beach. The Pebble Beach Concours d\u2019Elegance is primarily responsible for enabling Marella and I to celebrate together the first 100 years of Carrozzeria Zagato.\u201d <\/p>\n","protected":false},"excerpt":{"rendered":"

Zagato is one of the very few \u2014 and by far the most important \u2014 Italian coachbuilders still owned and managed by the family that founded it.<\/p>\n","protected":false},"author":2,"featured_media":962,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[23,39],"tags":[],"class_list":["post-955","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-cars","category-people"],"acf":[],"yoast_head":"\nLa Famiglia e Il Futuro at Zagato<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/www.pebblebeachconcours.net\/cars\/la-famiglia-e-il-futuro-at-zagato\/\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"La Famiglia e Il Futuro at 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