ASTON MARTIN VEHICLE WRAPS
Professional Aston Martin wrapping in Orlando. Premium vinyl wraps for all models.
GET ASTON MARTIN WRAP QUOTE: 407-296-4466ORLANDO'S ASTON MARTIN WRAP SPECIALISTS
Expert DB11, Vantage, DBX wrapping with premium materials and a written warranty.
SCHEDULE YOUR ASTON MARTIN WRAPHOW ASTON MARTIN PAINT BEHAVES UNDER FILM
Three different surfaces on one car, and each one wants something different.
An Aston Martin is not one surface, it is usually three. There is the painted bodywork, which on most cars is a high-solids clear over a solid, metallic, or tri-coat pearl base. There is exposed carbon, on the DBS Superleggera roof and body panels and on optional carbon packs across the range, which is clear-coated rather than painted. And on a growing number of cars there is a factory satin or frosted finish. Those three surfaces do not respond the same way to film, and treating them as one is how a good car comes out worse than it went in.
Painted panels are the straightforward part. The clear is hard and smooth, so cast vinyl and paint protection film both sit down well on it, and heat-led removal leaves it clean. Tri-coat pearls deserve a note though. They are three layers deep, the mid-coat is what gives the colour its shift, and a spot repair on a tri-coat is one of the hardest jobs in a paint booth because the mid-coat has to be built up to exactly the same film thickness as the surrounding panel. That is a strong argument for putting clear film over a tri-coat rather than risking a chip in the first place.
Satin and frosted factory finishes are the ones people get wrong. There is no gloss to polish back into, which means the surface has no correction reserve at all. A machine polisher, a compound, or a harsh adhesive remover will burnish a satin panel into a shiny patch that cannot be undone without refinishing the whole panel. So on a satin Aston we do not polish, we do not compound, and we remove film with heat and a mild solvent only. Protection goes on as satin PPF so the sheen stays consistent panel to panel.
Exposed carbon is a UV problem more than a film problem. The weave is protected by clear coat, and Florida sun works on that clear the same way it works on any other. Clear PPF over the carbon adds a UV-stable sacrificial layer and takes the stone hits that would otherwise go straight into the lacquer. If the clear has already gone amber or started to craze, film is not the fix and the panel needs to go through our Aston Martin collision and paint department first.
PANEL GEOMETRY: THE CLAMSHELL AND EVERYTHING AFTER IT
One long bonnet with no seam to hide behind, and a flank built around a single reflection.
The clamshell bonnet defines the job. On the DB11, DBS, Vantage and DB12, the bonnet is a single aluminum panel that begins at the grille, sweeps back over both front wheel arches, and terminates at the base of the windscreen. It takes the top of both front fenders with it. That means there is no panel gap running down the side of the nose where an installer can hide a relief cut. Film has to cover roughly two meters of continuously changing curvature in one piece, then fold over and tuck under the arch lip on both sides. Two people, a lot of heat, cast film with air release, and a full post-heat pass on both returns. Anything less and the arch edges lift, which on a black car in an Orlando parking lot happens fast.
After that, the flank. Aston Martin builds its shapes around one continuous reflection running from the front gill, through the door, and up over the rear haunch. The DB11 aeroblade vent behind the front wheel and the side strake on the Vantage both sit right in the middle of that reflection, and they are exactly the places where a lazy install shows a seam or a lifted edge. We wrap those as their own pieces with tucked returns rather than trying to run a single sheet across a vent aperture.
The Vantage adds its own problems: a very large front grille aperture that has to be edged cleanly rather than stuffed with film, flared arches front and rear over a wide track, and the ducktail rear spoiler where the film has to turn over a hard lip and stay there. The DBS Superleggera pushes the rear haunch out further still and mixes painted and exposed-carbon panels along the same line, so the film plan has to account for two different surfaces meeting at a shut line.
The DBX is the area car. Its panels are big, the tailgate is split, and the frameless doors need the glass dropped so film can be tucked into the channel with a return that will not catch on the seal when the window rises. Roof rails, window brightwork, the grille frame and the arch cladding all come off where they are designed to come off, because cutting film on the car next to trim is how paint gets scored. The DBX also earns its rocker and lower door coverage. It gets used like an SUV and it collects the damage of one.
Q BY ASTON MARTIN AND COMMISSIONED PAINT
Q by Aston Martin will match a car to almost anything a customer brings through the door, and a great many of the interesting cars in Central Florida wear a commissioned colour rather than a catalogue one. A commissioned finish does not come back as a code a local supplier can mix from a book. It is a recorded formula against a specific build, and reproducing it on a single panel means spray-out cards and a blend into the neighbours.
That reality pushes most Q owners toward clear film over the original paint instead of a colour change. The finish is the thing they paid for and the thing that is hardest to replace, so the sensible move is to cover it and keep it. Where a customer does want a colour change on a commissioned car, we plan the removal before we plan the install. Heat-led peel at a shallow angle back over itself, mild solvent for residue, never a chemical stripper, and a photographic record of every panel taken before the first piece of film goes on so there is no argument later about what was there.
The same caution applies to any panel that has already been refinished by someone else. Factory Aston paint removes film cleanly. Aftermarket paint that was shot thin, or over marginal adhesion, or that never fully cured, can lift when film comes off. We read paint depth on anything that looks refinished and test a hidden corner before we commit, and we tell you what we find before the job starts rather than after.
ASTON MARTIN MODELS WE SEE
What actually rolls into the bay in Central Florida.
DB11 / DB11 AMR
Clamshell bonnet plus the aeroblade gill behind the front wheel
DBS Superleggera
Exposed carbon panels, widest rear haunch in the range
Vantage (2018 on)
Huge grille aperture, flared arches, ducktail spoiler
DBX / DBX707
Most surface area, frameless doors, split tailgate
DB12
Clamshell again, wider track, more brightwork to work around
V8 Vantage / DB9 (earlier cars)
Older clear, always inspected before film goes on
ASTON MARTIN WRAP AND FILM SERVICES
Aston Martin Color Change
- ▸Full body cast vinyl in gloss or satin
- ▸Clamshell bonnet as a single continuous piece, no seam across the arch
- ▸Roof and A-pillar gloss black on DBX and DB11
- ▸Side strake, gill and vent accent film
- ▸Contrast sill, splitter and diffuser wraps
- ▸Rear ducktail and spoiler detailing
Aston Martin Paint Protection Film
- ▸Full body clear PPF over Q by Aston Martin commissioned paint
- ▸Clamshell package: bonnet, both front fenders, bumper, mirrors, A-pillars
- ▸Satin PPF over factory satin and frosted finishes
- ▸Clear film over exposed carbon on DBS Superleggera roof and panels
- ▸Rocker and lower door coverage for DBX
- ▸Ceramic coating over the finished film
Trim and Detail Work
- ▸Chrome delete on window surrounds and grille frame
- ▸Winged badge removal and reinstallation rather than cutting around it
- ▸Mirror cap and door handle wraps
- ▸Frameless door top tucks with the glass dropped
- ▸Wheel arch lip returns and sill edge wraps
- ▸Vent mesh masking so no film gets trapped in the grille
Prep and Removal
- ▸Decontamination and clay before any templating
- ▸Paint depth reading on any panel that reads as refinished
- ▸No machine polishing on factory satin cars, ever
- ▸Post heat on every stretched arch and clamshell return
- ▸Documented panel condition photographed before install
- ▸Heat-led removal at a shallow angle, no aggressive strippers
REALISTIC ASTON MARTIN PRICING BANDS
Ranges, not quotes. The car gets priced once we can read the panels in person.
What moves a car up its range: a DBX instead of a Vantage, because area is area. A satin or specialty film instead of a straight gloss. Exposed carbon panels that need a different plan from the painted ones. Trim that has to come off and go back on. And any previous refinish work that needs assessing before film touches it. We would rather show you where your car sits in the range with the car in front of us than guess over the phone.
ASTON MARTIN WRAP QUESTIONS
A Vantage full color change generally lands between $5,500 and $8,500. A DB11 or DB12 runs roughly $6,000 to $9,500, a DBS Superleggera $6,500 to $10,000, and a DBX or DBX707 $6,500 to $10,500 because it carries the most panel area and the most trim. Full body clear paint protection film runs about $7,500 to $13,000, and the clamshell front end package covering bonnet, both front fenders, bumper, mirrors and A-pillars is roughly $3,000 to $5,000. Those are ranges rather than quotes. Film choice, factory finish, exposed carbon, and how much trim comes off all move the number, so we price the car with it in front of us.
On a DB11, DBS, Vantage and DB12, the bonnet is not just the top of the nose. It is one aluminum clamshell that starts at the grille, runs back over both front wheel arches, and finishes at the base of the windscreen, taking the top of the front fenders with it. There is no panel gap running down the side of the nose to hide a relief cut in, so film has to cover roughly two meters of compound curvature as a single continuous piece, then fold down and tuck around the arch lip on both sides. That is the panel that tells you whether an installer has wrapped these cars before. It needs cast film with air release, two people, a lot of heat, and a full post-heat pass on both arch returns. It is also the reason we quote a clamshell bonnet as its own line item.
Yes, and it has to be handled differently from a gloss car. Aston Martin offers satin and frosted finishes such as the satin greys and frosted blues, and those finishes have no gloss reserve to polish back into. Anything that touches the surface changes the sheen permanently, so a satin Aston never gets machine polished, never gets a compound, and never gets an aggressive adhesive remover during film removal. For protection, the answer is satin paint protection film, matched so the sheen reads consistent across covered and uncovered panels. For a color change, satin cast vinyl over a satin factory finish works fine, but we photograph and document the surface before the film goes on because there is no way to correct a satin panel afterwards.
Q commissions are effectively unlimited, matched to whatever the customer brings, and they do not come back as a code a local supplier can mix in an afternoon. That makes the paint the most valuable and least replaceable thing on the car, which pushes most Q owners toward clear film over the original rather than a color change. If you do want a color change on a Q car, we plan the removal before we plan the install: heat-led peel at a shallow angle, no chemical stripper, and a documented panel-by-panel condition record from before the film went on. The point is that the commissioned finish comes back out from under the wrap exactly as it went in, because reproducing it is a spray-out and blend exercise, not a phone call.
Yes, and on a car parked in Florida it is worth doing. Exposed carbon panels are protected by clear coat and that clear is the part that suffers, going amber and eventually crazing under sustained UV. Clear paint protection film over the carbon roof and body panels adds a UV-stable layer over the top and takes the stone strikes. We use clear film rather than a color change on those panels for the obvious reason: people pay for the weave, they want to see it. Where a customer does want the carbon covered, we do it in gloss film so the panel still reads as a deep dark surface rather than going flat against the painted bodywork.
Look at where the character of the car comes from. Aston shapes work through a single long reflection down the flank, from the front gill through the door and up over the rear haunch. Gloss and satin cast films keep that line reading correctly. Matte kills it, because the shoulder disappears without a reflection to define it, and textured or brushed films distort visibly the moment they get stretched over the clamshell arch. So if the goal is a new look, gloss or satin. If the goal is to keep a commissioned or tri-coat finish perfect, clear film over the original, with the clamshell and front bumper covered first because that is where Orlando stone damage actually lands.
MORE ASTON MARTIN SERVICE AT CORSA
What Corsa Customers Say
Real reviews pulled from our verified Google Business Profile. Unedited, straight from Orlando owners who trust us with their cars.
The team at Corsa (Ken, Jaden, Dillon, Eli), are truly amazing. They are welcoming even allowing my son to come into the back to see their kick-ass Andretti style gaming system, professional, knowledgeable, and truly talented. I recently brought in my Mercedes CLS for some custom tuning work. They got me in immediately, got me out just as quickly, and the pricing is straightforward and fair. Corsa is a Diamond in the Rough. I can't thank you all enough for the great work, it was above and beyond my expectations.
Jaden absolutely amazing. Great communication service was immaculate in and out Hella please I don’t play about my truck and they did me right shout out to the whole entire team
They were very nice and prompt. Extremely professional. They changed my side mirror
They are highly professional and honest people. They are experts at what they do. Jaden was very helpful throughout the whole process. You can trust Corsa with your car.
Fixed my rear camera same day, nice & perfect condition
I cannot recommend Corsa Automotive highly enough. From the moment I brought in my Alfa Romeo Giulia, the entire team was incredibly patient, communicative, and genuinely caring throughout every step of the repair process. They took the time to answer all of my questions, kept me updated consistently, and made sure I understood exactly what was happening with my car. I never felt rushed or left wondering about the status of the repairs. Their professionalism and attention to detail gave me complete confidence that my vehicle was in the best hands. What stood out the most was how much they truly cared not just about repairing my car, but about making sure I had a positive experience during what was already a stressful situation. That level of customer service is rare to find. My Alfa Romeo was treated with the care and expertise it deserves, and I couldn’t be happier with the outcome. Thank you to everyone at Corsa Automotive for your outstanding work, your honesty, your patience, and your dedication. I sincerely appreciate everything you did for me and my car. I will absolutely recommend Corsa Automotive to anyone looking for a shop they can trust.
I came home from vacation to find my (2) bikes and bike rack laying across the back of my Porsche 911 Turbo S. Thankfully, I found Corsa Automotive and they literally made it like it never even happened! Jaden was on top of it all the way and she and Ken got me fixed up so fast, I almost couldn’t believe it. My baby is back in the garage and there is no evidence of the offensive fender blemish.
They took great care of my car! Excellent communication and quality of work. Jaden and Ken had great customer service.