From trainee to CEO: Antonio Filosa, the new boss of Jeep maker Stellantis
Antonio Filosa will become the chief executive of Stellantis. The appointment is effective from June 23. Filosa currently heads Stellantis operations in North America. He joined Fiat Group in 1999. Filosa has held several roles within the group. He previously served as Stellantis COO for South America. Filosa is an Italian national and has a passion for water polo.
Tired of too many ads?
Remove Ads
Tired of too many ads?
Remove Ads
Carmaker Stellantis has appointed Antonio Filosa , the Italian head of its North American operations, as its chief executive, effective from June 23, it said on Wednesday.Following are some facts about the new head of the group whose brands include Fiat, Peugeot and Jeep:* Filosa has headed Stellantis operations in North America since last October, with the task of reviving sales at the group's powerhouse.* In a sign of his growing influence, the interim executive committee led by Chairman John Elkann gave him the additional role of global chief for quality in February. In turn, Filosa handed over the role of head of the Jeep brand, which he had held since 2023, to a colleague.* Filosa joined Fiat Group in 1999 as a trainee. He covered several roles within the group, predominantly in Latin America . He became Fiat Chrysler chief in the region in 2018 and then served as Stellantis COO for South America.* An Italian national, Filosa was born in the southern city of Naples, spent his youth in the region of Puglia in the south, and graduated in engineering from Milan's Polytechnic. He will turn 52 next month.* Married to a Brazilian architect, he is the father of two sons and has a passion for water polo.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Indian Express
9 hours ago
- Indian Express
‘See huge blue ocean opportunity in India for regional jets, perfect fit between turboprops, larger planes': Raul Villaron
Hitherto a small player in India's aviation landscape, Brazilian aircraft manufacturer Embraer has its sights set on India as its next growth market—for commercial as well as defence aircraft. The company is already in the running for the Indian Air Force's (IAF) medium transport aircraft procurement project, and is also pitching its portfolio of regional commercial jets—a segment yet to take off in India—to fast-expanding Indian airlines. As part of the effort to capitalise on the opportunity, Embraer recently announced an India-focussed subsidiary. In a freewheeling interaction with Sukalp Sharma, Embraer's President and Group CEO Francisco Gomes Neto and Embraer Commercial Aviation's Head of Asia-Pacific Raul Villaron discuss the company's India ambitions and vision, including the possibility of local manufacturing. Edited excerpts: The Embraer C390 is seen as a frontrunner for the IAF's medium transport aircraft procurement project. How confident are you about winning the contract? How does the C390 stack up against competing aircraft like Lockheed Martin C130? Neto: We are convinced that the C390 is the best solution for the Indian Air Force. If you look at the last orders we got for C390—Portugal, Hungary, the Netherlands, Austria—most of them replaced the C130 with the C390 because our aircraft is more modern, faster, and carries more load. It's multi-mission by design, it is more flexible. With the C390, you can perform the same missions with less aircraft. At what stage are your conversations with the IAF and the government? When do you expect a decision? Neto: I think we're moving well. They are learning more and more about the features of our aircraft, and we believe we have a good chance, although nothing is decided…We expect a decision in a couple of years. But this is not in our hands. This is more in the hands of the Indian Air Force. If you get the IAF contract, you will be setting up an FAL (final assembly line) to build the aircraft in India. Are you also open to having an FAL here for your commercial jets as well? Neto: Everything depends on the size of the order. In the case of a C390, the expectation is to have a deal for 40 to 80 aircraft, which is a lot for that size of aircraft. If the orders (for commercial aircraft) are large enough, it would be possible for us…We are bringing a procurement team already to India because we want to explore a supply chain, even without selling many commercial jets here. We already want to find component suppliers here for aircraft to be sold in other markets. Coming to commercial aircraft, Embraer specialises in regional or small narrow-body planes. This segment did not take off in India, even as the country emerged as a massive market for larger aircraft. What is Embraer's view on the India opportunity in the segment? Villaron: We see a huge blue ocean opportunity in India, where most of the unserved markets are either too long for turboprops or too thin for (typical) narrow-bodies. We see a potential for 300 (small narrow-body) aircraft in the next 10 years, and 500 aircraft in the next 20 years in India. Historically, Indian airlines either ordered turboprops or larger narrow-bodies. We feel turboprops now have a mature network in India and there aren't many growth opportunities left. It's limiting the airlines' ability to expand regional networks because the (turboprops') range doesn't let them go beyond the short sectors. Also, with improvement in India's roads and airport infrastructure, the benefits of turboprops are eroding with time. Meanwhile, the regular narrow-bodies are upgauging (getting bigger). So, the gap between a turboprop and a typical narrow-body is widening and is becoming difficult to bridge. You want to replace a 70-seater (turboprop) due to higher demand, but a 180-seater (regular narrow-body jet like Airbus A320 and Boeing 737) has more seats (than needed). But a small narrow-body like ours—up to 146 seats—fits perfectly in that gap. Why couldn't Embraer break into India's commercial aviation market? Villaron: Embraer didn't have a strong penetration in India compared to the US, Europe, and some other markets, as our earlier E1 (series) aircraft's main value proposition was trip cost, while the seat cost was higher, which did not suit a country like India where yields are very low. But our new E2 (family of aircraft) comes with more seats, and its seat cost is very competitive—same as larger narrow-body planes—while the trip cost is still 20-25 per cent lower than theirs. Are you in active discussions with Indian airlines for your E2 aircraft? Villaron: Yes. Our main partner in India is (regional airline) Star Air (with five previous generation Embraer regional jets), and they have announced their plans to expand their fleet. So, we are talking to them to understand their needs. They took delivery of another Embraer aircraft just a month ago. The business plan and the opportunity that we see for the airline is interesting, so we are talking to them. What about major Indian airlines that are predominantly in larger narrow-body operations? Villaron: As good salespeople, we talk to everyone. We want to present these opportunities that are so clear to us. We want to make sure the airlines visualise that as well. The big ones (IndiGo, Air India, etc), I think are busy with the large aircraft orders they have placed and the expansion internationally. But they also recognise there is a need to work on the regional network. IndiGo has a turboprop fleet, which at a certain point will need to be replaced and we believe that jets are going to be the next phase of the regional network expansion in India. As for Air India, their main competitor (IndiGo) has a regional network, while they don't. So, I believe they would need to look at these opportunities. We are the leaders in the regional segment, so we are confident that we will be considered. Airbus, which has a significant presence in India, also has a small narrow-body product, A220. What is your pitch to the airlines for your E2 portfolio—E190-E2 and E195-E2—vis-à-vis the A220? Villaron: If we do a nose-to-nose aircraft comparison, the E2 is much more efficient. It's about 10 per cent cheaper to operate due to lower fuel burn. It's a much lighter aircraft, has a higher-aspect-ratio wing with better aerodynamics. It has a longer interval, so maintenance cost is lower. We use a similar engine as the A220 but because our aircraft is lighter, it stays longer on the wing…We are confident that even though our competitor is strong in India, when you compare the two aircraft, our product is better. Also, if you're looking for something that really complements the gap in India's fleet, you need to buy something from the gap, not something that's almost as big as the thing you're not looking for. The A220, with around 160 seats, is very close to a (regular) narrow-body that has 180 seats. Sukalp Sharma is a Senior Assistant Editor with The Indian Express and writes on a host of subjects and sectors, notably energy and aviation. He has over 13 years of experience in journalism with a body of work spanning areas like politics, development, equity markets, corporates, trade, and economic policy. He considers himself an above-average photographer, which goes well with his love for travel. ... Read More
NDTV
12 hours ago
- NDTV
Man With Rs 20 Lakh Salary Can't Afford A Home In Gurugram, Viral Post Sparks Discussion
Owning a home remains a major aspiration for many, driven by the desire for stability and potential income. However, in recent years, surging property prices have pushed homeownership out of reach for many in major metro cities. Amid this, a social media post about a man earning Rs 20 lakh a year and still unable to afford a home in Gurugram has triggered a discussion about soaring real estate prices in Indian cities. Taking to X, a tech professional named Akhilesh claimed that if his friend, who is earning Rs 1.2 lakh a month, buys a house with proper amenities, he would end up living paycheck to paycheck. "Was having a discussion with a friend in Gurgaon. His CTC is 20 lakh. His in-hand is around 1.2 lakh per month after taxes, epf, and deductions. He doesn't splurge. No car. No kids. just a waifu," the techie wrote on X. "Every project he visits starts at 2.5 crore. The brochures talk about infinity pools, Zen gardens, Italian marble, biometric lifts. If he buys this, he has to live paycheck to paycheck. No buffer. No vacations. No emergencies," he added. was having a discussion with a friend in gurgaon. his ctc is 20 lakh. his in-hand is around 1.2 lakh per month after taxes, epf, and deductions. he doesn't splurge. no car. no kids. just a waifu. every project he visits starts at 2.5 crore. the brochures talk about infinity… — akhilesh (@akhileshutup) June 5, 2025 Further, the techie claimed that his friend probably earns more than 95% of India, but he still cannot afford a home in his own city. "The market is not broken. It's working exactly as designed - for someone else," he concluded. The post has gone viral on social media, sparking a discussion of soaring prices in Indian cities. "It's wild how even a high salary feels inadequate in certain cities. Many people are in the same boat, juggling expenses while trying to save. It makes you question what success means nowadays," wrote one user. "It is same story everywhere. In Hyd a Triplex villa outside ORR quotes min 2.5CR. There are villas bein sold for 9 CR, not sure what on earth these villas have. If one wants an apartment prices range from 1.5 to 3CR basis location. Buying a home in not a common man's dream any more. Real estate market is completely in the hands of black money hoarders," commented another. "Gurgaon has brand new flats strating from as low as 65 lacs for 2BHK. Humans are aspiring high with shallow pockets,' expressed a third user. "With this money he can go to his ancestral home(most probably in a village), he can built a lutyen bungalow there with this much money. Clean air,clean water, Grandeur home, social life,Stick with the cultural roots, better health, there are countless benefits," suggested another. "Not just your friend, even ppl whose CTC is 50lakh couldn't afford to buy apartments, forget about villas. For a low per capita country like India the real estate prices are in sky. Yet every project is sold out in pre-launch. Who & how they are buying is a mystery," commented one user.
NDTV
17 hours ago
- NDTV
DUO-CIMEA/Italy Fellowship 2025-26: Application Opens, Check Details
The DUO-CIMEA/Italy Fellowship Programme 2025–26 is now accepting applications, offering a unique opportunity for professors, researchers, and PhD students from India and other Asian countries to engage in academic exchanges with Italian institutions. This fellowship aims to foster academic collaboration between Italian institutions affiliated with CIMEA and 20 Asian countries, including India. The exchange focuses on research and development in higher education law and governance, among other related fields. DUO-CIMEA/Italy Fellowship 2025-26: Eligibility Criteria Applicants must be professors, researchers, or PhD students affiliated with institutions in the participating countries. The exchange requires a reciprocal arrangement between the Italian and Asian institutions, ensuring a balanced and mutual academic collaboration. DUO-CIMEA/Italy Fellowship 2025-26: Fellowship Details • Duration: The exchange period ranges from 10 to 30 working days. • Financial Support: Fellowships provide a monthly stipend between €1,500 and €5,000, depending on the applicant's position and destination country. Travel expenses are covered separately, ranging from €1,000 (Rs 97,805) to €3,500 (1,46,707). Application Process • Deadline: Applications are open from March 2025 until October 31, 2026. • Submission: Interested candidates should submit their applications through their home institutions. The complete application, including the required documents, must be sent as a single PDF file to direttore@ Required Documents • Completed application form signed by both institutions. • Copy of the academic cooperation agreement or a declaration of intent between the institutions. • Copies of the applicants' passports. • Curriculum Vitae (maximum of 5 pages) for each applicant. The CIMEA Selection Committee will review applications and notify applicants of their decisions within 30 days of submission. Selection criteria include the proposal's relevance, the applicants' ability to carry out the exchange, and the contribution to promoting academic collaboration.
