The Power of Performance: AMS Edition Wheels Collection

Of all the changes you can make to an Aston Martin, wheels probably do the most for the least disruption. They change how the car sits, how it looks from every angle and, if they are done properly, how it feels on the road. They are also the part of the car where getting the details wrong causes the most trouble, from rubbing tyres to vibration and uneven wear. This guide explains how we approach our forged wheels, what to think about before you choose, and how to send us an enquiry that gets you the right answer first time.

Why we chose forged construction

Our wheels are forged rather than cast. Forging starts with a solid billet of aluminium alloy that is pressed under very high pressure before it is machined into its final shape. The process produces a denser, more consistent structure than pouring molten metal into a mould, which allows a strong wheel without unnecessary bulk.

That matters on a heavy grand tourer. A DB9 or DBS carries a large V12 up front and puts real loads through each corner under braking and cornering, so we are not interested in shaving weight at the expense of strength.

What 850kg per corner means

Every forged wheel we supply is strength tested to 850kg per corner. Put simply, each wheel has been shown to carry that load, which leaves a healthy margin above what a road-going Aston Martin asks of it. Our wheels are also guaranteed against manufacturing defects. We would always rather explain a load figure plainly than hide it behind marketing language, so if you want to talk through what the testing involves, just ask.

Getting the offset right

Offset is the single most important number in any wheel order, and it is where off-the-shelf wheels often fall short.

What offset actually is

Offset, often shown as an ET figure, is the distance between the wheel's mounting face and its centreline. A higher offset pulls the wheel further into the arch; a lower offset pushes it outwards. Change it by even a few millimetres and you change how the tyre sits against the arch lip, how close the inner rim runs to the suspension and brake calliper, and how the steering feels.

How we use CAD

Rather than offering a single offset and hoping it suits, we design offsets in CAD to suit each car. Front and rear can differ, and a car with a larger brake upgrade may need different calliper clearance from one on standard brakes. This is why we always ask what you drive and what else has been changed before quoting. If you are planning one of our 410mm big brake upgrades, tell us at the same time so the wheel and brake can be checked together.

Finishes and colours

Because each set is made to order, finish is your choice rather than whatever happens to be in stock. Our designs are offered in a range of colours and finishes, from gloss and satin black with machined faces to silver and polished or brushed surfaces on the two-piece design. A few points to consider:

• Body colour: darker finishes tend to suit bold paint colours and make the brake callipers stand out; silver and polished finishes often sit better on classic tones.
• Calliper colour: if you run lime green or another bright calliper, think about how it will look through the spokes.
• Cleaning: machined and polished faces reward regular, gentle cleaning with a pH-neutral wheel cleaner and soft brushes.

Choosing a design from the range

Our full forged wheel range currently runs from #001 to #007, plus the two-piece #0011, and we add new designs as enquiries come in. Rather than ranking them, it helps to think about the character you want:

• Twin and split spokes: designs such as the twin-spoke #001 and the split five-spoke #003 have a sporting, modern look and show off larger brakes.
• Multi-spoke: designs like #005 give a busier, more classic grand touring appearance that suits earlier cars well.
• Two-piece: the #0011 two-piece forged wheel pairs a polished or brushed multi-spoke centre with a deeper look at the rim.

Photos only go so far, so if you are torn between two designs, ask us for pictures on a car similar to yours.

Practical checks before you order

From the workshop side, these are the details that save time and avoid surprises:

• Your exact model, year and registration, so we can confirm the correct fitment.
• Any suspension changes, such as lowering, which affect arch clearance.
• Current brake setup, standard or upgraded.
• The tyre sizes you intend to use, and whether you want to keep your existing tyres.
• Whether you want matching locking hardware. Our two-piece wheel nut set is supplied in a presentation case with a key.

Remember to tell your insurer about a change of wheels; non-standard wheels count as a modification for most policies. The GOV.UK vehicle insurance guidance covers the legal basics, and your insurer can tell you how they treat aftermarket wheels.

Fitting and aftercare

New wheels should be fitted by someone with the right tools, torqued to the vehicle maker's specification and re-checked after the first short drive. Have the wheels balanced with the tyres you will actually run, and get the alignment checked if the car has had other suspension work. After that, the main job is keeping them clean and checking tyre pressures regularly.

Talk to us about your wheels

Every set starts with a conversation. Send us your car's details, the design you like and the finish you have in mind, and we will come back with offset recommendations, a price and an estimated lead time. WhatsApp on 07970 220 024 is usually the quickest way, and photos of your car help us picture the result with you.