The sectional shape is teardrop, achieved by developing five different profiles based on the results of the CFD software, up to the optimum in terms of penetration resistance and reduction in sensitivity to lateral winds.

In particular, the profile is designed to have maximum penetration, but to start stalling when the wind comes from the side with a very progressive and gentle stall as the angle of attack increases. This greatly improves driving and makes driving practically insensitive to side winds.

Also for this reason, despite having 3D printers, we have not adopted composite surfaces with particular processing (drafts or sculpting), which are found on some high-end products.

Aerodynamically these are defined as "turbulators"; for example they are often found on aircraft wings and in F1.

They serve to influence the boundary layer (which is the layer of air closest to the profile surface) and improve its lift, at the expense of a small increase in drag .

However, this type of surface finish has a decidedly negligible influence on the boundary layer created by a moving circle, because the fluid threads do not have a homogeneous direction as in the case of an aircraft wing.

Furthermore, a rim/wheel assembly in motion has such a high and turbulent boundary layer thickness that to have any effect, the grooves and machining of the surface should have a considerable thickness, well over the few tenths of a millimeter of some rims that are seen on the market . It's great marketing, but technically the effects are negligible; as you have understood, we pay attention to the point and adopt solutions that really bring benefits to the user.

Having to dedicate a considerable investment to the new series of AeroPluilse™ molds dedicated to the road sector, we have not compromised, not only in terms of materials (AISI 316 stainless steel, instead of "disposable" composite ) but also in terms of product application flexibility. For this we have 3 types of channel and heel available: