By retaining the factory ECU control and recirculating the vented air, the DV+ is a purely performance-oriented product that offers the following benefits:
Introducing the new DV+ for The VW MK7 Golf R and Audi 8V S3
GFB’s DV+ solution couldn’t be simpler - keep what works and replace what doesn’t.
Patent and Design Patent Pending
- Designed specifically for Mk7 Golf R and 8V S3
- Delivers DV+ performance benefits
- No need to cut, bend, or grind your baby, just the usual precision engineered GFB solution
- OE appearance
- 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 direct-fit diverter solution specifically designed for the VW Mk7 Golf R and Audi 8V S3 (2103-on).
The Mk7 Golf R and Audi 8V S3 use a bigger turbo than the GTI and A3, which is great for performance, but bad for fitting diverter valves! The space taken up by the larger
turbo means the usual GFB T9351 DV+ cannot be used on these models, unless you’re ok with grinding and bending stuff to make it fit.
Since we’re not ok with that, we engineered a better solution! The T9359 DV+ features a bespoke billet aluminum body that, whilst larger than the T9351, re-orients the
solenoid to gain the clearance required for a perfect fit with an “OE look”, and of course the DV+ performance benefits.
Drive with confidence knowing that we’ve taken care of the engineering.
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 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
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.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.
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.
The DV+ story: Better performance - more reliable
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
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.
Common OE Problem #1
The diaphragm types are commonly known to rupture, especially when boost and temperature are increased as a result of chip tuning.
Common OE Problem #2
The plastic piston-type leaks far more than most people realise (by design, not from wear), and doesn’t always close after a high-boost gear shift.
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
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.