Product Description
Patents and Design Patents U.S.A, Australia, China, PCT Patents Pending
- Retains the factory solenoid coil for seamless integration
- Replaces plastic valve parts with metal for reliability and strength on chipped engines
- Direct-fit replacement with GFB’s TMS benefits
- Exclusive “pilot-actuated” valve mechanism for rapid response at high boost
GFB expands the DV+ range with a direct-fit solution for the weak factory diverter valve used on many European vehicles.
The solenoid coil itself from the factory-fitted valve is great (the ECU opens it faster than any pneumatic valve so why replace it?), but the weak point however is the valve mechanism itself. So GFB’s DV+ solves this problem by replacing just the valve parts with an anodised billet aluminium housing fitted with a brass piston machined to exacting tolerances.
The end result is sharper throttle response, lightning-fast valve actuation, and it will hold as much boost as you can throw at it. Read all about the DV+ story on the next page.
Other manufacturers’ products involve replacing the entire system with a traditional pneumatic valve, requiring long vacuum hose runs, additional parts for tapping into the intake manifold vacuum, plus either a different solenoid valve to actuate the pneumatic valve or a ballast resistor to plug into the OE wiring loom. All these additional items result in a product that is slower, less responsive, more expensive and takes much longer to install.
GFB’s DV+ solution on the other hand is more responsive, less expensive, easier to install, and doesn’t cause compressor surge/turbo flutter. Oh, and it doesn’t require different springs or frequent re-builds.
Many late-model European cars use ECU controlled solenoid-type diverter valves. This is a good concept because the valve can react very quickly and it only opens when it needs to.
However, there are some problems with these valves. There are typically two types of solenoid-actuated diverter valves found standard on VAG and European cars, both of which have their shortcomings.
Additionally, in both cases, the solenoid on the OE diverter is directly connected to the valve mechanism, which is not ideal because neither it nor the return spring are strong enough to open and close the valve reliably at high boost.
With problems like this, you can see why other aftermarket manufacturers assume the best solution is to replace the factory diverter entirely. Unfortunately though, whilst their replacement kits might be stronger than the factory diverter, their slower response speed and lower flow do not justify the extra cost and complexity – more of a compromise than a solution.
GFB has taken a different approach to deliver a complete solution that solves existing problems and improves performance, without compromise or a hefty price tag.
The DV+ addresses the factory valve problems with a very simple and elegant solution. Keeping the factory solenoid retains all the benefits of the stock system, and replacing the valve parts with indestructable metal components ensures strength and reliability no matter how much boost you run.
That’s not all. Rather than using the solenoid to directly actuate the valve, we’ve introduced a unique “pilot-actuation” system. This means the solenoid controls the air pressure that is used to open and close the piston, so it doesn’t matter how much boost you push through it, the DV+ will open and close reliably without ever exceeding the solenoid’s capability.
This feature also improves on the factory system by opening the valve progressively in response to boost pressure, so it only opens as much as required to get the job done (the factory valve simply opens and shuts, it cannot partially open if boost pressure is low), resulting in better throttle response.
Fitments:
- VW Golf R Mk6 2.0TSI 08-13
- AUDI A6 2.0TFSI (2011-2018)
- VW Jetta GLI Mk6 2.0T 2010-2013 (This Will Not Fit Facelifted Models With The EA888 Gen 3 Engine) 100% Direct Bolt-On Installation For Your Selected Car, No Extra Adaptors Or Mods Required.
- VW Tiguan 2.0 TSI 11-16
- AUDI B7 (2005-2008) 2.0TFSI
- VW Golf GTI Mk5 2.0TFSI 04-09
- AUDI A6 2.0TFSI (2006-2011)
- VW EOS 2.0 TFSI 2006-2015
- VW Jetta Mk5 2.0T 2005-2010
- VW Passat B6 2.0 TSI 05-11
- AUDI TT 8J 2.0 TFSI (EA113) 06-10 Direct Fit
- SKODA Octavia Mk2 1.4/1.8/2.0TFSI/TSI (Inc. VRS) 2005-2013
- AUDI 8P (2003-2013) 1.8TFSI
- VW Tiguan 2.0 TFSI 07-11
- AUDI TTS 8J 2.0 TFSI 06-14 Direct Fit
- VW Scirocco R Mk3 2.0t FSI (EA113) 06-13
- AUDI A1 2010-2014 1.4TFSI (90kW/122hp)
- AUDI Q5 2.0TFSI (2008-2016, 8R)
- AUDI S3 8P (2006-2013) 2.0TFSI
- VW Golf Mk6 1.4 TSI (Turbo Only, NOT Twincharged) 08-13
- VW Golf GTI Mk6 2.0TSI 08-13
- AUDI TTRS 8J 2.5 TFSI 09-14 Direct Fit
- AUDI TT 8J 2.0 TFSI (EA888) 10-14 Direct Fit
- AUDI 8V (2013-On) 1.8/2.0TFSI
- SKODA Octavia Mk3 1.8/2.0TSI (Inc. RS/VRS) 2013-On
- VW Golf GTI Mk7 2.0TSI 2014-2020
- AUDI B8 (2007-2015) 1.8/2.0 TFSI
- AUDI S1 8X (2014-On) 2.0TFSI
- AUDI TT 8S 2.0TFSI 2014-2018
- VW Polo GTI (1.8TSI 2015-2017)
- AUDI A1 1.8TFSI 2015-On
- AUDI RS3 8V (2015-2017)
- VW Golf Alltrack 1.8TSI 2014-On
- VW Passat B8 (MQB Platform) 1.8/2.0TSI 2015-On Note: Non-MQB Models (I.E. USA) With The EA888 Gen3 Engine Is A Very Difficult Installation As The Factory Diverter Is Buried Deep In The Engine Bay And Access Is Very Tight.
- SKODA Superb 2.0TSI (162kW) 2015-On
- AUDI B9 (2015-2020) 2.0TFSI
- PORSCHE Macan 2.0 (2016-On)
- AUDI B9 (2016-On) 2.0 TFSI
- VW Tiguan 2.0 TSI 16-On
- AUDI TTRS 8S 2.5 TFSI 16-On
- AUDI Q5 2.0TFSI (2017-On, FY)
- AUDI RS3 8V Facelift (2017-On)
- VW Polo GTI (2.0TSI 2017-On)
- AUDI A6 2.0TFSI MHEV C8 (2018-On)
- AUDI RS3 8P (2011-2012)
- VW Scirocco Mk3 2.0t FSI
- VW Scirocco Mk3 1.4 TSI (Turbo Only)
- VW Jetta GLI Mk7 2.0T 2018-On
