GFB DV+ T9357 diverter valve for BMW applications

DV+ T9357 for various BMW applications

The simple GFB DV+ solution: keep what works and replace what does not

• Uses the original electronic coil for seamless integration.
• Replaces the valve’s plastic parts with metal ones, improving reliability and strength in tuned engines.
• Direct replacement for the original valve with GFB TMS system improvements.
• Unique pilot-pressure control mechanism for a rapid response at high boost pressure.

GFB has expanded its DV+ range with a direct-fit solution designed for the weak factory diverter valve used in many European vehicles.

The original electronic coil is high quality: the control unit opens it faster than any pneumatic valve, so there is no need to replace it. The weak point is the valve mechanism. GFB DV+ therefore replaces only the valve parts with a hard-anodised solid aluminium housing and a brass piston manufactured to precise tolerances.

The result is sharper throttle response, very fast valve operation and reliable boost pressure retention.

Products from other manufacturers often replace the entire system with a conventional pneumatic valve. This requires long vacuum hoses, additional connections to the intake manifold vacuum, and a different solenoid valve or resistor to connect to the original wiring. These additional parts make installation more difficult, response slower and the system more complex.

GFB DV+ is designed as a faster and simpler installation solution. It does not cause compressor surge or the characteristic turbocharger “flutter”, and does not require different springs or frequent rebuilds.

The DV+ story: better performance and greater reliability

Many newer European vehicles use diverter valves with an electronic solenoid controlled by the engine control unit. This is an effective design, as the valve responds very quickly and opens only when required.

However, these valves have certain shortcomings. VAG vehicles and other European vehicles commonly use two types of electronically controlled diverter valve.

Common problem with original design no. 1
Diaphragm valves can split, especially when chip tuning increases boost pressure and temperature.

Common problem with original design no. 2
Plastic piston valves leak considerably more than most users realise. This is a result of their design rather than wear, and after shifting under high boost pressure they do not always close correctly.

In both designs, the electronic solenoid is directly connected to the valve mechanism. This is not ideal, as neither the solenoid nor the return spring is capable enough at high boost pressure to open and close the valve reliably.

GFB therefore developed a solution that eliminates these problems and improves performance without unnecessary complexity. By using the original solenoid, it retains the advantages of the factory system, while the metal valve parts provide greater strength and reliability regardless of the boost pressure used.

Instead of directly controlling the piston with the solenoid, the system uses unique pilot-pressure control. The solenoid therefore regulates the air pressure that opens and closes the piston. The valve consequently opens and closes reliably even at high boost pressure, without exceeding the solenoid’s capacity.

This design also improves the operation of the original system. The valve opens progressively according to boost pressure and only as much as required. The original valve simply opens or closes and cannot open partially at lower boost pressure, so DV+ provides better throttle response.

Important installation information

Valve installation is difficult on some vehicles because of limited space and restricted access to the original diverter valve. In some cases, the turbocharger must be removed to access the valve and install DV+.

Suitable for: BMW 2 I (F22/F23/F45/F46/F87), BMW 3 VI (F30/F31/F34/F80), BMW 4 I (F32/F33/F36/F82/F83), BMW 5 VI (F10/F11), BMW M2 I (F22/F23/F45/F46/F87), BMW X1 I (E84), BMW X3 II (F25), BMW X4 I (F26), BMW Z4 II (E89).