Introducing the new DV+ for The VW MK7 Golf R and Audi 8V S3
GFBs DV+ solution couldnt be simpler - keep what works and replace what doesnt.
Patent and Design Patent 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 GFBs TMS benefits
- Exclusive pilot-actuated valve mechanism for rapid response at high boost
GFB expands the DV+ range with a direct-fit direct-fit diverter solution specifically designed for the VW Mk7 Golf R and Audi 8V S3 (2103-on).
Usually, the GFB T9351 DV+ is used on Audi/VW models, but because of the larger turbo used on the Mk7 Golf R and 8V S3 there is a distinct lack of space behind the diverter that prevents the T9351 from being fitted on these cars.
Sure, you could grind away some plastic and bend the intake pipe a little to make it fit, but thats not really GFBs idea of a bolt-on kit. The T9359 solves this issue using a bespoke billet aluminium body that re-orients the solenoid to gain the clearance required for a perfect fit. A 5 axis CNC machine is required to accommodate the larger size and extra complexity of this design, resulting in a true bolt-on solution that does not require any modifications to the car, and a fit that retains a factory-looking appearance.
Why fit a DV+?
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 problem is the plastic piston valve mechanism. So GFBs 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 below.
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.GFBs DV+ solution on the other hand is more responsive, less expensive, easier to install, and doesnt cause compressor surge/turbo flutter. Oh, and it doesnt require different springs or frequent re-builds.
GFBs DV+ solution on the other hand is more responsive, less expensive, easier to install, and doesnt cause compressor surge/turbo flutter. Oh, and it doesnt require different springs or frequent re-builds.
The DV+ story: Better performance - more reliable
All late-model European cars these days are using 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. Since they first appeared on VAG vehicles in 2006, there has been at least 5 different revisions owing to reliability issues. Without going into detail of the revision history, the latest revision C found on the Mk7 R and 8V S3 can still be improved upon. Whilst it is stronger and leaks less than previous revisions, it is still limited by its operating principle being a direct solenoid operated valve, it can only operate in two states, open or shut. Unfortunately, cars dont typically operate in two states your accelerator isnt a switch, and progressive relief of boost pressure during partial throttle closure is not possible with the factory diverter.
Common OE Problem
The plastic piston-type leaks far more than most people realise (by design, not from wear), and doesnt always close after a high-boost gear shift.
Additionally, because the factory diverter has a long stroke and weak return spring, its ability to open and close reliably at high boost or in the presence of friction caused by oil gunk is compromised.
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, weve 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 solenoids 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.
Unnecessary replacement kits are a compromise, not a solution
Patent and Design Patents Pending