GFB-T9351 DV+ AUDI/VW/SKODA/SEAT 1.8/2.0/2.5 and some 1.4 TSI/TFSI Turbo Engines

GFB’S DV+ SOLUTION COULDN’T BE SIMPLER – KEEP WHAT WORKS AND REPLACE WHAT DOESN’T.

• BEWARE of counterfeit products
• ONLY buy from authorized dealers
• 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.

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.

Manual: http://www.gfb.com.au/phocadownload/t9351%20instructions.pdf

OE nummers

• 06F145710C - AUDI
• 06F145710G - AUDI
• 06H145710D - AUDI
• 6F145710C - AUDI
• 6F145710G - AUDI
• 6H145710D - AUDI
• 06F145710C - SEAT
• 06F145710G - SEAT
• 06H145710D - SEAT
• 6F145710C - SEAT
• 6F145710G - SEAT
• 6H145710D - SEAT
• 06F145710B - SKODA
• 06F145710C - SKODA
• 06F145710G - SKODA
• 06H145710B - SKODA
• 06H145710D - SKODA
• 6F145710B - SKODA
• 6F145710C - SKODA
• 6F145710G - SKODA
• 6H145710B - SKODA
• 6H145710D - SKODA
• 06F145710C - VW
• 06F145710G - VW
• 06H145710D - VW
• 6F145710C - VW
• 6F145710G - VW
• 6H145710D - VW
• 06H145710B - AUDI
• 06F145710B - AUDI
• 06H145710B - SEAT
• 06F145710B - SEAT
• 06H145710B - VW
• 06F145710B - VW
• 06F145710C - VAG
• 06H145710B - VAG
• 06H145710D - VAG
• 06F145710B - VAG
• 06F145710G - VAG
• 139327 - HITACHI