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

• 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 GFBs TMS benefits
• Exclusive "pilot-actuated"; valve mechanism for rapid response at high boost

GFB expands the DV+ range with a direct-fitdirect-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 youre ok with grinding and bending stuff to make it fit.

Since were not ok with that, we engineered a better solution! The T9359 DV+ features a bespoke billet aluminium 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 weve 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 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.

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.

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.

Thats 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 doesnt 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 area compromise, not a solution

Patent and Design Patents Pending

Fits:

Feel free to contact us at info@mlperformance.co.uk should you wish to double check!

To ensure the part(s) you have ordered fits your vehicle, we run a compatibility check prior to dispatch. We can do this either using your registration number (UK) or the last 7 digits of your VIN. Simply enter your car details prior to checkout.

DO88-T9659

Manufactured by

DO88 Performance