Right at the end of the nineteenth century he established his ‘Reparto Corse’ which translates as ‘Race Department’. Names and labels are one thing; results are another. The first major racing success occurred in 1899 when a Bianchi ridden by Giovanni Tommaselli won the Paris Grand Prix, a race which at its peak rivalled the World Championships. Bianchi was now the ‘go-to’ bicycle of choice for racing. Everyone wanted to be part of the Reparto Corse. Today Reparto Corse is widely used to identify technology specifically developed for racing and winning! The handlebar stems on a couple of my own Bianchis have Reparto Corse labels – a vivid reminder of Edoardo’s foresight.
The third ingredient that helped to establish Bianchi at the forefront of bicycle technology was royal recognition. In October 1894, King Umberto I learned to ride a bicycle. Graduating from an English velocipede, the King got onto a Bianchi and within two hours was riding around quite happily. Not to be outdone, his wife, Queen Margherita8 also started riding. Unfortunately it took her rather longer than two hours – two days in fact – to acquire her balance and ride around without falling off. The Queen persisted and was so thrilled that she could pedal around alongside her husband that she formally recognised Edoardo and Bianchi as official suppliers. From that day on every Bianchi bike proudly carries the Savoy Coat of Arms denoting the royal seal of approval. This must have made Edoardo smile, given the scepticism and even hostility his designs had initially received from the cycling establishment.
From the start of the twentieth-century events at Bianchi moved rapidly. The business relocated again, with the bicycle and motor manufacturing operations being sited in separate premises.9 The scale of the business was now such that Edoardo was no longer able to run it single-handedly, and in 1905 he established a limited company with shares listed on the Borsa Italia10 to raise the capital to fund continued growth and expansion. Edoardo was now chief executive officer (CEO) of the company rather than its sole owner.
These were tough times for businesses and the company managed to survive several economic downturns. The outbreak of war also played its part in the company’s fortunes. For example, the Italian government designated Bianchi and other manufacturers as ‘aid companies’ which were contracted to support the war effort. Throughout this time there was sustained growth; bicycles were essential for the movement of troops. By 1917, Bianchi’s production had risen to 45,000 bicycles and motorcycles a year.
Despite the inevitable focus on quantity and cost, innovation was still right at the heart of the Bianchi enterprise. One example of this was the development of the Bersaglieri, a bike purpose-made for the rigours of use by the Army. This featured front and rear suspension, a telescopic seat stay and oversized (60 cm) Pirelli tyres. Sounds a bit like a mountain bike, doesn’t it? Another innovation was the development of calliper brakes fitted to the front forks.
Bianchi as a business had now achieved a scale and critical mass capable of supporting significant growth following the end of the First World War. The company developed and extended its product range, manufacturing a wide range of bicycles to meet the requirements of all ages of cyclists and to suit a wide range of budgets. The company continued to be successful throughout the 1920s and 1930s despite facing several financial challenges. Technological improvements continued to play their part and in the mid-1930s Bianchi started to use derailleur gears developed by Tulio Campagnolo, another icon of Italian cycling. Although the early versions were rather clunky, involving the use of levers attached to the rear forks, they rapidly evolved to help with faster gear changing. Other developments included using Campagnolo’s quick-release mechanism for the removal of wheels. To this day, to the purists, Bianchi and Campagnolo fit together like a pair of fine gloves.
The Second World War marked a turning point for the company. Bicycles were a much less significant component of the machinery of war, so there were no real opportunities for growth. In fact, quite the opposite, as the factory at Viale Abruzzi was destroyed by Allied bombing in 1943. Production didn’t resume for three years, when the company was forced to start again virtually from scratch.
Sadly, Edoardo never lived to see his phoenix rise from the ashes. On 2 July 1946 he was killed in a car accident. Leadership of the company passed to his son Giuseppe. With support from a government-backed rescue package,11 the factory at Viale Abruzzi was rebuilt. Hindsight suggests that this might not have been the smartest decision; a more far-sighted approach would have been to focus on a new site and a factory for the future, rather than trying to recreate past glories. Restructuring of the company under Giuseppe’s leadership was a disaster and the company almost went out of business.
Somehow the company survived, and in the early 1960s focused solely on manufacturing bicycles. The car and motorcycle businesses were sold off. With further financial support from the Italian government, in 1964 Bianchi relocated its manufacturing operations to Treviglio in the province of Bergamo about 40 kilometres east of Milan.
Although in the aftermath of the Second World War Bianchi faced some challenging times, it also achieved some notable successes. One of Italy’s greatest ever cyclists, Fausto Coppi, was sponsored by Bianchi. Already a star, having won his first Giro d’Italia in 1940 and setting the World Hour Record in 1942,12 Coppi resumed racing in 1946. ‘Il Campionissimo’ (the Champion of Champions), as Coppi became known, went on to achieve a level of success13 that was hitherto unknown in professional cycling. Probably his most notable achievement was achieving the Giro‒Tour double twice (in 1949 and 1952). Il Campionissimo’s successes propelled Bianchi further forward, both as the manufacturer of a bike people wanted to own, and also as the driver for further technical advances. For example, the bike he rode to win the world championships in 1953 featured an integrated headset; an innovation that was many years ahead of its time.
Coppi’s racing tactics were to ride hard and fast and get away from the competition. Once clear of the peloton he was rarely caught, or even seen again. One of my favourite stories was how he won his first Milan‒San Remo in 1946. Realising that a win here would catapult his career, he trained hard for the race. After only 50 kilometres of the 293-kilometre race he chased down a breakaway group, against all conventional wisdom. Catching the breakaways, he then attacked just as the race reached the legendary Turicho climb. Passing through the tunnel at the climb’s summit, he was alone at the front of the race. The gap then opened up, so much so that it is said that Coppi had time to stop at a roadside café for an espresso, much to the surprise of the other customers who had been following the race on the radio. Having paid and drunk his coffee, he remounted and rode on to the finish, winning with a margin of 14 minutes. Did Il Campionissimo establish the first coffee stop, much beloved by today’s cyclists?
Sadly, at the early age of forty-one, Fausto Coppi died in 1960 from malaria following a visit to race in Burkina Faso. His legacy lives on, however, and the first rider to reach the highest point on each year’s Giro is awarded the Cima Coppi, with extra bonus points counting towards the climber’s jersey. Replica pale blue jerseys as worn by Coppi proudly bearing the ‘Bianchi’ name are worn by many enthusiasts today.
From the 1960s through to the 1990s Bianchi continued to grow and evolve, expanding its product range to reflect a broader base of cycling interests. With the relocation of the company to its new site in Treviglio, and the sole focus on producing bicycles, Bianchi entered the next phase of its development. The company needed new investment and in 1967 Angelo Trapaletti, an entrepreneur from Bergamo, became the majority shareholder and provided a much-needed injection of capital to the business. Together with his brothers Luigi and Giancarlo he consolidated and modernized operations at the Treviglio factory. In 1980 Bianchi became part of the Piaggio Group.14
Despite the turmoil of these structural changes and the constant need to fight for finance, market share and so forth, the true heart of Bianchi – innovation – continued to beat strongly. Some of
the company’s most iconic bikes were produced during this era. The Bianchi Specialissima Superleggera was the top of the range bike in the in the 1970s and 1980s. Developed specifically for Felice Gimondi15 by Bianchi’s Reparto Corse department, the bike was a work of art. Supremely light (Supperleggra) with a distinctive frame complete with delicate engraving, and a Campagnolo Super Record groupset, the Specialissima was the envy of professionals throughout the peloton. A variant, the Specialissima X416 produced in the late 1980s, was even more beautiful.
Technological advances continued to underpin the development of bikes. Alongside the traditional steel, new materials were becoming more widely used by frame builders, including Bianchi. These included aluminium, magnesium, titanium and, ultimately, carbon fibre. Strength, weight and comfort were the holy grail as new and ever more innovative designs were developed for professional teams and the wider market. However, the days of factory teams, supported by a single bike manufacturer, were largely consigned to history. Professional racing teams need a wide range of sponsors to compete successfully. Bike manufacturers are now one of a medley of sponsors that individual teams have. Despite this, the relationship between the team and its bike supplier remains very close and the teams and their riders are often used to test new developments and vice versa.
For Bianchi, perhaps the ultimate expression of this was its relationship with Marco Pantani (‘Il Pirata’ – ‘The Pirate’17) during the late 1990s. Although he had a chequered life and died in tragic circumstances,18 when it came to riding a bike he was a true genius and even an artist. Many commentators refer to him as the best climber ever, and the sight of him dancing on the pedals as he rode uphill in the Alps or the Pyrenees is one that I could only marvel at.
He had a reputation of being obsessive about his bikes. So much so that he had around 30 bikes made for him by Bianchi each season. Working with Sara Mercante, Bianchi’s Head of Research and Development, miniscule adjustments – mere millimetres – would be made to the design of his frames in the quest to find the perfect angles. Although this must at times have been frustrating for those who had to implement the changes, it also demonstrated Bianchi’s commitment to achieving racing success. Sometimes the greatest innovations are also the smallest.
Replicas of his Bianchi Mega Pro XL Reparto Corso bike, with its distinctive celeste and yellow aluminium frame, carbon forks and a custom-made yellow Selle Italia Flite saddle complete with swashbuckling pirate logo, are keenly prized by collectors today. The frame’s geometry was specifically designed to suit Il Pirata’s climbing style where, unlike most other riders, he gripped the bottom of the drop handlebars. Finished with a Campagnolo Record Groupset, including (for Pantani) massive 54/40 chainrings, the bike was a work of art.
From the turn of the century Bianchi has continued to grow. In 1997 ownership of Bianchi passed from Piaggo to Grimaldi Industri AB19 where it sits today. The early part of the twenty-first century saw some notable advances in cycling technology and manufacturing. These included the growth of carbon fibre for frame and component building, new frame geometries to enhance aerodynamics, the use of electronics for gear shifting, and disc brake systems. These have been matched by an explosion in the popularity of cycling as an activity.
Global economics have seen the outsourcing of frame manufacturing to the Far East – all the design work is still done in Treviglio using state-of-the-art computer aided design (CAD) and 3D-Printing technology. New designs are subject to extensive wind tunnel testing. One of the most exciting and innovative recent achievements has been the development of countervail (CV) technology. This is a form of elasticized carbon that is claimed to cut vibration by up to 80 per cent, and significantly reduce rider fatigue. The technology was tested by the professionals on the demanding Paris‒Roubaix and Tour of Flanders classics. And it was universally welcomed. Now it is a standard element of many of Bianchi’s higher-end frames.
All Bianchi carbon-frame bikes, and any with Campagnolo components, are assembled at the factory at Treviglio. Each bike is individually hand-built by one technician, taking about 20 minutes to complete the work. This approach is at the heart of Bianchi’s commitment to quality. The Bianchi crest on the head tube is also individually attached by hand. I often think it would nice if the completed bike came with a label or certificate bearing the words: ‘Questo Bianchi è stato amorevolmente assemblato da [nome].’20 That could provide a more personalized bridge between the bike’s creator and the bike’s rider.
In 2016 Bianchi introduced the latest incarnation of its Specialissima. A high-end ultralight carbon superbike incorporating CV technology, the Specialissima was a game-changer. Each frame is hand-painted in Italy, and Bianchi offers the option of a range of custom colour schemes. As if the new Specialissima wasn’t enough, in 2016 Bianchi presented its newest model, the Oltre XR4 (XR stands for ‘extreme racing’). With a more aggressive geometry than the Specialissima, the XR4 is a racing thoroughbred designed for speed. Like the Specialissima, the XR4 can be supplied in a range of custom colour schemes. Both bikes are receiving widespread recognition and capturing imaginations around the world.21 This has been reflected in the receipt of several prestigious trade awards.
Perhaps the most distinctive feature of Bianchi’s is the use of celeste paint on most frames. Celeste (pronounced ch-les-tay in Italian) is a distinctive blue-green colour that makes Bianchis instantly recognizable. I’ve noticed that a few other manufacturers have started offering a faux celeste option, but I am afraid they just don’t cut it with me!
There are several tales about the origins of the celeste. Some claim it’s a link to Milan’s beautiful skies. Others suggest that at the end of the Second World War, Edoardo was able to lay his hands on a lot of army surplus paint which he mixed up to produce a unique and distinctive colour. My favourite tale though is that Edoardo created it to represent the eye-colour of his royal patron, Queen Margherita. Feel free to make your own choice. One thing is certain though: to purists, and I’m one, a Bianchi that isn’t celeste isn’t quite a true Bianchi. Even the fence surrounding the factory in Treviglio is painted celeste!
In the UK, Britain’s success at the Beijing and London Olympics and a growth in the profile of professional cycling through Team Sky and riders like Bradley Wiggins and Mark Cavendish have all catalysed more and more people to get on their bikes. Sportives now cater for those who are looking for personal challenges outside the traditional racing route. Club membership has grown and broadened in its appeal. No longer is the local club the sole domain of the licensed racer; it is now a hub for people to get together for a more social style of riding – and not necessarily at a snail’s pace either! In what I think is a unique arrangement in the cycling world, there are a few Bianchi Owners Clubs; I belong to the UK one, BOCUK. They provide a forum for members to ride together and share hints, tips and advice. As I have written elsewhere BOCUK members are part of my extended family, my cousins. Owning and riding a Bianchi is just the beginning.
This has opened new doors for Bianchi. Whilst at the professional level the quest for the next Bianchi-riding Tommaselli, Coppi or Pantani continues, the serious amateur rider is now a significant consumer. Bianchi has established a unique place in the market. Alongside other manufacturers who aim for the mass market, Bianchi targets riders who are looking for quality machines underpinned by Italian style, flair and heritage. Riders want a bike both as a machine to ride and exercise on, and that is part of the heart and enjoyment of their lives. Just over 130 years ago Edoardo founded our family. I often wonder what he would have made of today’s state of affairs. I like to think that he would have had a wry smile at the child he fathered and the adult it has grown into. For those in the know, this is the legendary ‘Passione Celeste’ the very DNA of Bianchi.
5. THE SIXTY CENTURIES SERIES
An Idea Is Born
The century or 100-mile ride has a special significance for many amateur cyclists. One hundr
ed miles is quite a long way. A 100-mile radius circle drawn from Charing Cross in the centre of London, for example, extends north to Boston in Lincolnshire, west almost to Bristol, and south almost all the way to the French coast. Go east and you would be well into the North Sea, but that is not recommended!
For many newcomers, cycling a century ride is almost a rite of passage. Seemingly unattainable when starting out, but over time and with some training and persistence, entirely achievable. The massive growth of cycling sportives in the UK over the last few years has brought this milestone within the reach of many riders.
I have fond memories of completing my first century ride. In the summer of 1973, after finishing my O Levels I set out from Great Missenden in Buckinghamshire with a friend to ride along the Icknield Way to Goring on Thames and then along the Ridgeway to the Vale of the White Horse and back home via Wantage, Wallingford and West Wycombe. I don’t remember a lot about the ride apart from the fact that it was a hot summer’s day and we arrived back just as it was getting dark. But my clearest memory was the sense of achievement – of a big journey completed – and the freedom to explore that owning a bike had made possible. My other memory is of my mother giving me quite a telling off when she found out where we’d been. This was in the mid-1970s when roads were a lot quieter and attitudes to independent exploration rather different to the present day.
Since that first big ride I have spent many, many happy hours in the saddle and have completed many, many century rides. Now, during the summer months I like to complete at least one century ride each a month and, if the weather is favourable, one a week. At the start of 2016 I thought it would be good to try and complete at least one century a month over the whole year. I have ridden a century in every month of the year but I am not sure that I have ever done that in one single year. Somewhere along the way I got to thinking about 2016 and the fact that I was going to be sixty years old – on the last day of the year. And then I started pondering how I might mark the occasion.
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