GFB DV+ T9358 Diverter valve for Mercedes, Ford and Volvo applications

Product specification:

• 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.

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.

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, GFB 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.

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.

By retaining the factory ECU control and recirculating the vented air, the DV+ is a purely performance-oriented product that offers the following benefits:

• Sharper throttle response
• Faster boost recovery on gearshift
• Solves boost leaking issues
• Built to last

Application:

FORD AUSTRALIA Focus ST 2.3L EcoBoost (Mk4 2019-On)
MERCEDES-BENZ GLC 200/250/300 (2015 - 2021)
MERCEDES-BENZ GLC 200/250/300 (2015 - 2021)
MERCEDES-BENZ S-Class S400 Note : Two Valves Required
MERCEDES-BENZ A45 AMG (Facelift Models Only) (2015 - 2018)
INFINITI Q50 1.6/2.0T 2014-On
INFINITI Q60 2.0T 2016-On
INFINITI QX30 2.0T 2016-On
FORD Fiesta ST 1.6 Ecoboost 2013-2017 (US Spec Only)
FORD Mustang S550 2.3 EcoBoost 2014-2018
MERCEDES-BENZ CLA45 AMG (Facelift Models Only) 2016 - 2018
FORD AUSTRALIA Focus 1.5 EcoBoost (4 Cylinder) (Mk4 2019-On)
FORD AUSTRALIA Fiesta ST 1.5 EcoBoost 2018-2019
FORD AUSTRALIA Fiesta ST 1.5 EcoBoost 2019-On
MERCEDES-BENZ E-Class W213 E200/E250/E300 (2016-2019) Note : M270/M274 ENGINES ONLY
MERCEDES-BENZ E-Class W213 E200/E250/E300 (2016-2019)
FORD AUSTRALIA Mustang S550 2.3 EcoBoost 2014-2018
MERCEDES-BENZ GLB-Class X247 GLB180/GLB200 (2018-On)
MERCEDES-BENZ A-Class W177 A160/A180/A200/A250e 1.3T (2018-On)
MERCEDES-BENZ A-Class W177 A160/A180/A200/A250e 1.3T (2018-On)
MERCEDES-BENZ B- Class W247 B160/B180/B200/B250e (2018-On)
MERCEDES-BENZ CLA-Class C118 CLA180/CLA200/CLA250e 1.3T (2019-On)
MERCEDES-BENZ C43 AMG 3.0TT (2017-2023) Two Valves Required
MERCEDES-BENZ C43 AMG 3.0TT (2017-2023) Two Valves Required
MERCEDES-BENZ SLK 200/250 (R172)
VOLVO XC70 T6 3.0T 2010-On
MERCEDES-BENZ C-Class C180/C200/C250/C300 Turbo (Not Kompressor) 2011-2018
MERCEDES-BENZ C-Class C180/C200/C250/C300 Turbo (Not Kompressor) 2011-2018
VOLVO S80 T6 3.0T 2007-On
VOLVO XC60 T6 3.0T 2008-On
MERCEDES-BENZ E-Class W212 E200/E250 (2009-2016)
MERCEDES-BENZ E-Class W212 E200/E250 (2009-2016)
VOLVO XC60 T6 3.0T 2008-On
VOLVO S80 T6 3.0T 2007-On
MERCEDES-BENZ A-Class W176 A180/A200/A250 Turbo (2012-2018)
MERCEDES-BENZ B-Class W246 B180/B200/B220/B250 (2011-2019)
MERCEDES-BENZ E-Class W212 E200/E250 (2009-2016)
VOLVO S60 & V60 T6 3.0T 2010-2015
MERCEDES-BENZ C-Class C180/C200/C250/C300 Turbo (Not Kompressor) 2011-2018
MERCEDES-BENZ B-Class W246 B180/B200/B220/B250 (2011-2019)
MERCEDES-BENZ CLA-Class C117 CLA180/CLA200/CLA220/CLA250 (2013-2019)
PROTON Preve 1.6 CFE 2012-On
MERCEDES-BENZ GLA-Class X156 GLA180/GLA200/GLA220/GLA250 (2014-2019)
MERCEDES-BENZ C-Class C180/C200/C250/C300 Turbo (Not Kompressor) 2011-2018
VOLVO XC60 T6 3.0T 2008-On
PROTON Suprima 1.6 CFE 2013-On
FORD AUSTRALIA Focus 1.5/1.6 EcoBoost (Mk3 2015-18)
INFINITI Q30 1.6/2.0T 2015-On
MERCEDES-BENZ C-Class C180/C200/C250/C300 Turbo (Not Kompressor) 2011-2018
MERCEDES-BENZ B-Class W246 B180/B200/B220/B250 (2011-2019)
VOLVO V40 T4 1.6 GTDi 2012-On
MERCEDES-BENZ A-Class W176 A180/A200/A250 Turbo (2012-2018)
MERCEDES-BENZ CLA-Class C117 CLA180/CLA200/CLA220/CLA250 (2013-2019)
FORD AUSTRALIA Fiesta ST 1.6 Ecoboost 2013-2017 (US Spec Only)
INFINITI Q30 1.6/2.0T 2015-On
MERCEDES-BENZ SLK 200/250 (R172)
VOLVO V70 T6 3.0T 2007-On
VOLVO S60 & V60 T6 3.0T 2010-2015 Note : Factory Diverter Is Buried Down Low At The Back Of The Engine Bay. Remove Right Front Wheel For Access, And It Helps To Have A Small Ratchet With Various Extensions And A 5mm Hex Driver. A Hoist Is Recommended, But Could Be Done With Axle Stands.
MERCEDES-BENZ E43 AMG 3.0TT (2016-2023) Two Valves Required
MERCEDES-BENZ GLC43 AMG 3.0TT (2016-2022) Two Valves Required
MERCEDES-BENZ GLC43 AMG 3.0TT (2016-2022) Two Valves Required
MERCEDES-BENZ GLE43 AMG 3.0TT (2016-2022) Two Valves Required
MERCEDES-BENZ CLS400 3.0TT (2010-2018) Two Valves Required
MERCEDES-BENZ W222 S400 3.0TT (2014-202) Two Valves Required
VOLVO V70 T6 3.0T 2007-On
MERCEDES-BENZ A-Class W176 A180/A200/A250 Turbo (2012-2018)
PROTON Exora 1.6 CFE 2012-On
MERCEDES-BENZ GLA-Class X156 GLA180/GLA200/GLA220/GLA250 (2014-2019)
VOLVO S60 & V60 T6 3.0T 2010-2015
MERCEDES-BENZ GLA-Class X156 GLA180/GLA200/GLA220/GLA250 (2014-2019)