Injector reference for the Gaydon era and beyond: V8 Vantage and the twelve injector V12s of the DB9, DBS, and Rapide, the Ford part numbering hiding under the winged badge, DB7's Jaguar bones, and the AMG powered direct injection era from 2018. Compiled by the injector cleaning department at Boost Lab, Inc.
Look closely at a Gaydon era Aston injector part number and you will recognize the format from a Mustang catalog: 6G33-9F593-AA on the V8 Vantage, 4G4E-9F593-A6A on the early DB9, 5R13-9F593-AB on the later V12 family. That 9F593 suffix is Ford's designation for a fuel injector, the same one carried by the Fox body's F1ZE-9F593-CA, because these cars were engineered under Ford ownership. The 5.9 V12 runs twelve port injectors rated around 22 lb/hr, and the 4.3 and 4.7 V8 Vantage, built on Jaguar AJ-V8 architecture, stayed port injected all the way to 2017, remarkably late. The engineering under the badge is conventional, serviceable, and far less exotic than the dealer invoice suggests.
The service story is the twelve injector story. A DB9 or Rapide with a misfire count on one cylinder does not need twelve new injectors at Aston prices; it needs a per injector flow report that identifies the actual offender. And these are quintessential sitting cars: grand tourers that cover a few hundred miles a year while E10 fuel varnishes injectors that have barely worked. Cleaning, resealing, and flow documenting a set of twelve is a fraction of replacement cost, and the documentation itself has value on cars where provenance matters.
Two eras bracket the Gaydon cars. The DB7 (1994-2004) is Jaguar underneath, six cylinder and V12 port injection that services conventionally. From 2018, the new Vantage and DB11 run the Mercedes-AMG twin turbo V8 and Aston's own twin turbo V12, both direct injection, which our Carbon Zapp bench tests at true GDI pressures up to 300 bar. The classic 1970s V8s with Bosch mechanical injection are a different technology entirely; reach out before shipping mechanical era hardware.
| Application | Years | Engine | OEM / Ref PN | Notes |
|---|---|---|---|---|
| DBS V8 / AMV8 | 1970s | 5.3 V8, Bosch mechanical injection | Contact us first | Mechanical era, different technology |
| DB7 / DB7 Vantage | 1994-04 | Jaguar based i6 and V12 | Bench data on request | Conventional port EFI |
| Vanquish | 2001-07 | 5.9 V12 | 1R12-08-10080 | Twelve per set |
| DB9 | 2004-08 | 5.9 V12 | 4G4E-9F593-A6A | Ford format part number |
| DB9 / DBS / Rapide / V12 Vantage / Virage | 2008-16 | 5.9 V12 | 5R13-9F593-AB | Approx 22 lb/hr, twelve per set |
| V8 Vantage | 2005-17 | 4.3 / 4.7 AJ V8 | 6G33-9F593-AA | Port injection to the end, eight per set |
| The 9F593 suffix in these part numbers is Ford's injector designation, the same format as the Mustang injectors on our Ford reference page. Gaydon era Astons were engineered under Ford ownership, and the fuel system reflects it. | ||||
| Vantage / DB11 V8 | 2018 on | AMG M177 4.0 twin turbo | Bench data on request | Direct injection, Carbon Zapp tested |
| DB11 / DBS Superleggera V12 | 2016 on | 5.2 twin turbo V12 | Bench data on request | Direct injection, Carbon Zapp tested |
DB9 and Rapide sets cleaned, resealed, and flow documented, usually with one or two genuine offenders and ten perfectly serviceable injectors that did not need replacing.
Low mileage grand tourers with storage varnish in barely used injectors. Cleaning restores the set, and the dated flow report becomes part of the car's file.
2018 on Vantage and DB11 direct injectors tested at true operating pressures on the Carbon Zapp bench, with per injector flow and leak data most shops cannot produce.
The Gaydon era part numbers follow Ford's system, with the 9F593 injector suffix shared with Mustang part numbers, because these cars were engineered under Ford ownership. The V8 Vantage engine is Jaguar AJ-V8 derived and the DB7 is Jaguar based outright. The hardware is conventional and serviceable, whatever the invoice from a dealer implies.
Almost certainly not. One fouled injector hides easily among twelve, and a per injector flow test identifies the actual offender in numbers. The typical outcome is one or two problem units and a healthy remainder that goes back in cleaned, resealed, and documented.
Remarkably late: the V8 Vantage stayed port injected through 2017, and the 5.9 V12 family ran port injection to the end. That means the overwhelming majority of Astons on the road are squarely conventional injector service, no special direct injection equipment required.
Yes. The 2018 on Vantage and DB11 run the Mercedes-AMG twin turbo V8, and the DB11 and DBS Superleggera V12 is also direct injection. These are tested on our Carbon Zapp GDI bench at true direct injection pressures up to 300 bar with per injector documentation.
Yes, twice over: it finds problems before they find your engine, and a dated ASNU report showing a healthy, matched set is exactly the kind of documentation that supports value on a car where provenance matters. It is one of the cheapest additions to a service file you can make.
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