CampioniShop x ADV1 Wheels x 458 Italia

CampioniShop is immensely proud to present ADV1 wheels to the Ferrari community. ADV.1 has made a lot of noise in the past year with breath taking designs and builds. This thread will feature the various 458s ADV1 has designed wheels for!

ADV.1 wheels are truly unique and superb, they allow the customer to customize his wheels like no other wheel company we have ever dealt with. Profiles, construction methods, finishes, lip size, race preparation options and more are available for customization from ADV1. As such, ADV1 wheels require highly skilled wheel specialists in order to truly have a set made to your specifications; that's where we step in!

You can see the full ADV1 collection here:
http://www.campionishop.com/products/Default.aspx?cid=55&clev=1

Interested in a set? PM us, email us or call us and let's tailor a set to your specifications !

About ADV1

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Although ADV.1 is a new name to the industry, the company owners and staff have been in the business for over 10 years, and our California based manufacturing plant has been in business for over 30 years. Our dedicated ADV.1 design engineer has been creating engineering files for the wheel industry for 10+ years, and has worked for some of the industries leading wheel companies. With that being said, Advance One is backed by decades of knowledge in every aspect of the wheel industry, from retail sales, to the creation of new forging dye's. This knowledge becomes obvious when working with us, as every detail of the business from accounting to shipping is meticulously handled with attention to every detail, something only learned through years of real world experience.

This industry and business experience has allowed us to create a "new" company with "established" company business practices and insight. Much of the skills acquired come from countless mistakes, and problems. This stage that almost all new businesses are forced to go through is complete for ADV.1, and completely a thing of the past. We've dealt with every problem in the book, from accounting nightmares to manufacturing failure, even issues such as premature and rapid growth which lead to manufacturing delays, cancelled orders and eventually failure. These experiences are only had through real world experience, no book or mentor can teach these lessons and it's important for a companies long term existence that this knowledge is obtained. We've taken these lessons and used them to the advantage of ADV.1 by having extensive knowledge of what not to do.

ONE PIECE FORGED

Our lightest line of styles , tested for race / street use
Offset specific concave forging profile
Race Lightening Machining Package
Powder Coated Finishes Standard
Available in Diameters 18”-23”
Widths from 8.5“-14.0”

THREE PIECE FORGED

Concave forging profile for weight savings and aggressive style
Sizes ranging from 18”-26” DIAMETERS & 8.5“-14” WIDTHS
Hubcentric fitment
Standard powder coated finishes, and custom finishes of any
combination or style available
Race Lightening packages available
Ultra Lightweight 18” and 19” race wheels from 17 lbs.
Aggressive fitments and custom offset machining available

THREE PIECE FORGED DEEP CONCAVE

Revolutionary new 3 piece DEEP Concave forging
Providing an aggressive concave profile with a deep lip
A truly exotic forged wheel for enthusiasts
Available in Sizes 19”-22”
Designed for high end luxury & Exotics as well as SUV’s

THREE PIECE FORGED TRACK SPEC

Engineered for high performance applications
Available with our exclusive step lip contoured center discs
Offered in deep concave forging profile or standard concave profile
Lighter & stronger than traditional 3 piece setups
Optional race prep package available for increased weight savings
Available with stainless or titanium reverse fasteners
Applicable to high performance street vehicles, exotics, race and Suv

ADV1 Standard Finishing Options
Standard center disc / monoblock options

brushed aluminum w/ gloss powder coat clear
gloss or matte black
metallic silver
gunmetal grey
fine textured matte black, gunmetal, bronze

Standard 3 piece lip options

chrome
high luster polish / no clear coat

Standard 3 piece inner barrel options

raw aluminum

Standard center cap options

gloss or matte black
brushed aluminum w/ clear coat
high luster polish
brushed gunmetal

ADV1 Race Preparation Options

Backpad pocketing

Machined pockets cut into the mounting pad, in between the lug bolt openings. Eliminates excess material resulting in up to a 1 pound weight reduction per wheel. Results may vary depending on the pad height of the application. Some vehicles with minimal brake protrusion do not require much pad height and wouldn’t benifit from this process, however certain vehicles with larger brakes may see a substantial weight savings.

Spoke pocketing

Aesthetically designed & engineered weight reduction pockets machined into the side of each spoke via a 5 axis machining process. Depending on the wheel style and size a reduction in weight of as much as 1.5 pounds can be acheived. In addition to the weight saving benifits we’ve designed the pockets to compliment the style of the wheel, providing a clean accent detail to the side of the spokes.

Titanium fasteners

Specifically engineered reverse fasteners for all ADV.1 three piece applications. These fasteners are tested and approved for both street and race applications. Testing data has proven a 27% reduction in weight and a 41% increase in strength when compared to our standard stainless steel reverse fasteners which are already light weight and extremely strong. Overall on a standard 40 bolt 3 piece wheel the titanium fastener option results in a 1.3 pound weight savings over our standard stainless bolts and a 1.6 pound weight savings over our competitors typical zinc fasteners used by most manufacturers.

Titanium lug bolts

Light weight and extremely high strength lug bolt options for nearly any application in most popular sizes. ADV.1 titanium lug bolt sets are available in multiple configurations such as bolts, nuts, 2 piece and closed end nuts for use on both street and race applications. Each order is made specific to the exact engineering specifications of the ADV.1 wheels in combination with the vehicle application, i.e., the bolts are engineered specifically based off of the wheels dimensions which vary from vehicle to vehicle. ADV.1 titanium lug bolts are also available for oem wheels and even in universal sizes for aftermarket wheels aside from our own. Available in raw titanium or black titanium finishes. Locking security bolts are under development as well, contact us for details.

 

The ADV5.0 Track Spec is undoubtedly one of our most popular wheel forgings and spoke designs thanks to the ADV.1 F430 that launched that wheel into epic status. ADV1 decided it was time to pair that renowned combination up with the latest Italian work to make its way stateside from the factory at Maranello. This 458 is wearing a set of 20X9, 21X11 ADV5.0 Track Spec’s with brushed titanium centers and a polished gunmetal lip! Delicious!

See the full photoshoot at:
http://www.adv1wheels.com/adv1wheels/advgal/ferrari/ferrari-458-italia-adv5-0ts/
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The ADV.1 SL (superlight) forging configuration is our answer to the popular question, "so, how much do they weigh?" Many of our wheels are already competitively lightweight as it is, however for our clients who demand performance we've developed the track.one lineup. The only truly vehicle specific, tested, lightweight wheel for excessively powerful, 200+ mph, 2000+ horsepower exotics. They're available in both 1 piece forged monoblock configuration and in a 3 piece track spec setup. Through extensive testing and development throughout 2011 we've followed the techniques used in formula 1 race wheel engineering and applied these fe24tures to this line of superlight's.

For the most part, anyone can make a lightweight wheel if they really want to as there's no secret formula to it. Weight is simply a measurement of material, volume, and density therefore the less material, the less the object will weigh. Obviously there are all sorts of exotic materials which can be used however in order to offer a full range of applications for use on vehicles of all types of weight classes the material needs to be something that doesn't require any special tooling, testing or delicate features. Our goal was to develop the absolute lightest possible wheel while still maintaing full street and track use certification without the use of any non-standard materials in order to provide the wheels to anyone who wants them, for any vehicle, and in a wide range of sizes.

There's a fine line between lightweight and production efficiency, the lighter you go, the less specific vehicle application range you'll have as in order to produce the lightest wheel possible. For example, take a Porsche 997 GT3rs, the wheel needs to be engineered around the exact vehicles parameters and more importantly, the vehicles weight. The material tolerances required on any wheel must be adequate to support the intended vehicles weight as this is the first requirement before anything else. A production based wheel manufacturer needs to maintain efficiency by engineering a wheel for ap proved use on a wide range of cars. However what this results in is a wheel with much more material than necessary unless used on the heaviest vehicle in the intended application range. For example, a wheel that would be used on vehicles from a Porsche Panamera or a Porsche GT3rs would likely be ok for the Panamera but unnecessarily heavy for the GT3rs. Great for the wheel manufacturers bottom line profits which is ok, however not an option for the performance oriented clientele that we cater to. The weight of the GT3rs is less than the 997 Turbo, meaning a wheel intended for use on the Turbo would unnecessary material and weight if used on the lighter GT3rs. This means the exact same wheel, in the exact same sizes, with the exact offsets and profiles needs to be completely re-engineered for use on each of these 2 nearly identical cars in order to obtain maximum weight reduction on the GT3rs. The wheel used on the turbo would be heavier than necessary on the GT3rs and the wheel used on the GT3rs would not meet the load rating requirement of the turbo

The process of engineering these wheels is extensive and time consuming as it's extremely specific to the individual order. The wheel itself has stress points in different areas which require more material than other areas, this changes with every style wheel and in every size which could require literally hundreds of individual program files for only one vehicles use. We'll use the Lamborghini Gallardo as an example; This vehicle has a load rating of about 3800 pounds and can run a range of wheel sizes from 18" to 20". In between those diameter ranges there are multiple width options depending on the customers preferred tire sizes and / or primary use of the vehicle.

Possible combinations for this one car, in only one wheel style could be:

18x8.5 / 18x1 19x9 / 19x11
18x8.5 / 18x11.5 19x9 / 19x11.5
18x8.5 / 18x12 19x9 / 19x12
18x9 / 18x11 19x8.5 / 20x11
18x9 / 18x11.5 19x8.5 / 20x11.5
18x9 / 18x12 19x8.5 / 20x12
18x8.5 / 19x11 19x9 / 20x11
18x8.5 / 19x11.5 19x9 / 20x11.5
18x8.5 / 19x12 19x9 / 20x12
18x9 / 19x11 20x8.5 / 20x11
18x9 / 19x11.5 20x8.5 / 20x11.5
18x9 / 19x12 20x8.5 / 20x12
19x8.5 / 19x11 20x9 / 20x11
19x8.5 / 19x11.5 20x9 / 20x11.5
19x8.5 / 19x12 20x9 / 20x12

Now, multiply that many size options by 6 wheel styles offered in the Track.one line and you've got 180 possible engineering files needed for only 1 vehicle. This figure is only including 1 set offset and profile for each of the 180 options which we don't utilize, instead we offer any offset and profile preference for any size / style option which now turns the 180 possible files into 1800 or more combinations, again for only one vehicle. With that being said, it's obviously much harder than one would imagine to produce a lightweight wheel, however for us it's actually how we produce all of our wheels which is why the process is nothing more than another day at the office for us. The difference between these and our other wheels is that there are no shared tolerances used as guidelines as this would eliminate the possibility to keep a minimal weight per application

So how do we do it?

Step one
The order goes into engineering queue as usual, however the exact details of the vehicle itself are heavily analyzed before hand in order to obtain the necessary requirements needed for testing approval and at the same time minimal weight / maximum strength.

Step two
Once the data is organized the engineering begins with the data used as a guideline for material tolerance, profile and material reduction limitations, and in some cases additions. The preliminary 2d schematics are drafted in order to first get the baseline for the load rating requirement in it's absolute lightest possible stage.

Step three
At this point, computer generated strength testing & analysis processing begins. The software uses a formula based on the material being used, it's heat treatment process such as t-6 heat treatment, volume / density and load / centrifugal stress points of the wheel in order to verify that the proper tolerances are being used for this vehicle. This allows us to accurately predict weight and strength limitations so that we're able to make adjustments and final 3d renderings based on the precise tolerances necessary.

Step four
Now that the fea analysis is complete, we then know the absolute lightest possible setup for the customers preferred wheel choice & vehicle. With this data, we then produce a 3d model in order to tweak the design characteristics if necessary as the look of the wheel often changes based on the amount of material needed in certain areas. The design looks it's best in it's initial draft as it's in it's absolute lightest state however once the analysis is complete there often times needs to be material added in certain areas so the 3d modeling allows us to add material where it's needed and maintain the best looking wheel possible while doing so without altering the look of the wheel any more than it needs to be.

Step five
once finalizing the 3d, the file is checked and approved for lathe / mill programming. At this point, the order goes into machining and it could be as little as only a few hours before the first wheels are ready for finishing.
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