GO FAST BITS GFB DV+ T9359 DIVERTER VALVE **HOW TO DIY INSTALL VIDEO** GOLF 7 R AUDI 8V S3 MQB

An install video for the GFB GO FAST BITS DV+ T9359 for the EA888 gen3 cars such as Mk7 Golf R + Audi 8v S3
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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 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 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 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.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.
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 don’t typically operate in two states - your accelerator isn’t 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 doesn’t 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, 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.

[@TheRajAhten]

Hi, Any problem to report since you installed the DV+ ? Thanks.

[@VolksWorkshop]

No problems at all 👍

[@NRTuf]

can you run this with the Integrated Engineering (IE) - Turbo Outlet Muffler Delete? is there really any improvements?

[@michaelchurch2919]

i have yalls gfb dv+ on my audi a4, man what a difference between mqb and that platform. look forward to installing this onto my s3

[@n54gasm.e92]

will this fit unitronic turbo inlet?

[@FrostM89]

Good piece but will probably fit only with stock turbo inlet. Just tried to fit it on my 18 s3 with aftermarket inlet but not enough space to get dv+ to get into correct position

[@S3brandon]

Mine fits with the CTS

[@FrostM89]

@@S3brandon not sure if thats smaller than unitronics turbo inlet elbow piece, id imagine theyd be same size though, but yea impossible to fit in, oh well

[@S3brandon]

@@FrostM89 mine fits fine with the CTS inlet on my audi s3.. maybe try again like install the dv first then the inlet or vise versa

[@n54gasm.e92]

@@FrostM89 did u get it to fit ?

[@FrostM89]

@@n54gasm.e92 unfortunately not, had to return it.

[@burntorange3]

Does this mod address turbo/compressor flutter? I just installed IE Intake, Inlet pipe and turbo muffler delete and I now get occasional flutter on closed throttle....

[@mk4_dub349]

No it doesn’t I actually never had any flutter till I installed this. I’ll be removing mine to stock pretty soon, I don’t think it does any good and pretty sure I’ve lost abit of power

[@S3brandon]

Ordered mine, hopefully it fixs high pitch sound I'm hearing at full boost

[@killer_vette351]

that’s your turbo inlet pipe if you have one.

[@S3brandon]

@@killer_vette351 yah it's the inlet pipe causing the sound. People were saying the dv+ will stop it but they were wrong.... honestly didn't really notice any difference for anything with it compared to the stock one. Guess the main benefit is knowing the my dv internals won't melt and fall apart risking damaging my turbo

[@baranUtube]

@@S3brandon what after inlet pipe do you have? I’m thinking of going with a full IE intake and inlet pipe and this diverter valve

[@S3brandon]

@@baranUtube I got the CTS inlet pipe paired with the Injen air intake

[@baranUtube]

@@S3brandon and the gfb fit?

[@tomforde6558]

What happens when a screw falls out from the where the DV+ screws into the turbo housing? Seriously.

[@VolksWorkshop]

Same as a stock item i guess nothing much, the two bolts could work loose but i highly doubt that.

[@tomforde6558]

@@VolksWorkshop it doesn’t feel loose at all. Everything feels super tight and I’m actually getting steady boost now no more turbo flutter under heavy load or during gear shifts