The company was founded in Turin in the early 20th century. In those years, people didn't wonder who produced the rims and handlebars used in the first competitions: they all knew they were Ambrosio.
Ambrosio was the first to produce and market carbon fibre lenticular wheels, one of the first to make mountain bike rims in Europe, and one of the few in the world to make electro-welded aluminium tubular racing rims for professional use.
The company maintained its leadership in the sector until the 1960s when it had to close due to a severe financial crisis.
But its story did not end there. The Marzorati family, owners of Marzorati Cerchi, acquired the prestigious brand, believing in its importance, and relaunched it towards success.
Until then, the Marzorati family had never produced competition rims, but the acquisition of Ambrosio changed everything and pushed the company to design new innovative products and make a triumphant return to the world of professional racing.
This led to hundreds of victories in the most important competitions, thanks to the collaboration with great champions such as Saronni, Moser, Hinault, Bugno, Armstrong, Bettini.
A brief history of the racing handlebar
How the racing handlebar came about
The racing crease was introduced in 1890 by the American Major Taylor, who adopted this new form for the handlebar to achieve a more aerodynamic position.
Since then, the racing crease has continued to evolve, thanks mainly to innovations by Italian companies.
In the early 1950s, Ambrosio was the first company to build the first aluminium handlebar, and in 1963 Cinelli launched the mod.64, the first aluminium handlebar to be released worldwide.
In the '70s, the 3T company defined a new bend in the crease to adapt it to the needs of the "cannibal" Eddy Merckx: the Competizione model was born, which still retains its traditional shape today.
In the latest '80s, the introduction of the Shimano STI led to a redefinition of the bend. This was done by ITM with the Super Italia Pro, which had a wider first part of the bend to accommodate the new integrated controls.
In 1999, Deda Elementi launched the first 31.8 mm diameter bend, which has become today's construction standard.
Dimensions to take into account when choosing a racing seat tube
The three most important are:
- Width: the measurement between the axis of one bend and the other. It must be equivalent to the width measurement of our shoulders. Usually, the width measures are in centimetres.
And they are: 38cm/40cm/42cm/44cm. More rare are folds of 46cm width.
- Reach: it is the distance between the axis of the straight part of the fold and the axis of the curved section. The greater this distance, the longer the bend is considered to be. Usually, the average reach is between 80-85mm. It is named "short" when the bend has a reach of less than 80mm, while if the reach is greater than 85mm, it is "long". It's an important measure because it defines the position of the handguards of the shifting controls, which is where you rest your hands most of the time.
- Drop: Defines the distance between the two axes of the straight part and the end of the curve. The average measurement is between 125mm and 128mm. If it is less than 125mm, we speak of a compact fold. If greater than 128mm, we speak of a high fold.
- Central part: The central part of the racing fold has a larger diameter than the rest of the body. This special machining makes the central part (the part attached to the stem) stiffer without making it heavier, enabling it to withstand the considerable bending and tensile cycles that could lead to fatigue failure. The current standard is 31.8 mm in diameter, but oversize 35 mm folds are available for cyclists of considerable weight.
(1, 2, 3) details of our 50s Ambrosio Adjustable Stem
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