Introducing the new DV+ for Mini N18 Engines

(Automatic transmission only)

GFBS DV+ SOLUTION COULDNT BE SIMPLER -KEEP WHAT WORKS AND REPLACE WHAT DOESNT.

• Uses factory solenoid coil for seamless integration
• Replaces plastic valve parts with metal forreliability and strength on chipped engines
• Direct-fit replacement with GFBs TMS benefits
• Exclusive pilot-actuated valve mechanism forrapid response at high boost

New to GFBs ground- breaking DV+ range is the T9353, which isdesigned to fit in the tight confines of the Mini N18 engine bay. Lessspace surrounding the factory diverter valve on the N18 enginemeans the current Mini DV+ (Part T9352) cannot be used. Instead,the T9353 kit splits the DV+ into two parts, the valve, and thesolenoid, (which are joined by hoses), meaning the solenoid can bemounted lower in the engine bay out of the way.

Other manufacturers products involve replacing the entire systemwith a traditional pneumatic valve. (i.e. no electronic control).
This approach is really a step backwards in technology (a bit likereplacing fuel injection with a carburettor) resulting in slowerresponse and effectively removing any control the ECU has over thevalve operation.

GFBs DV+ solution on the other hand is more responsive,offersbetter boost recovery on gearshift, retains ECU control and doesntcause compressor surge/ turbo flutter. Oh, and it doesnt require differentsprings or frequent rebuilds either.

Its just the way the factory diverter valve SHOULD BE!

GET BETTER PERFORMANCE, FASTER BOOST RECOVERY AND DONT PAY FOR WHAT YOU DONT NEED!

The DV+ story: Better performance – more reliable

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;

• The diaphragms are weak and known to rupture, especiallyif boost has been increased. Once this happens, the valvewill no longer hold boost pressure.
• The plastic lip that surrounds the diaphragm is very thinand pieces can break off, potentially ending up goingthrough the turbo.

Additionally, the solenoid on the OE diverter is directly connected tothe valve mechanism, which is not ideal because neither it nor thereturn spring are strong enough to open and close the valve reliablyat high boost.

With problems like this, you can see why other aftermarketmanufacturers assume the best solution is to replace the factorydiverter entirely, or change it to a purely pneumatic system.Unfortunately though, whilst their replacement kits might bestronger than the factory diverter, their slower response speed andlower flow do not justify the extra cost and complexity – more of acompromise than a solution.

GFB has taken a different approach to deliver a complete solutionthat solves existing problems and improves performance, withoutcompromise or a hefty price tag.

The DV+ addresses the factory valve problems with a very simpleand elegant solution. Keeping the factory solenoid, the DV+ retainsall the benefits of the stock system. Also replacing the valve partswith indestructable metal components ensures strength andreliability, no matter how much boost you run.

Thats not all; rather than using the solenoid to directly actuatethe valve, weve introduced a unique pilot-actuation system. Thismeans the solenoid only has to control airflow through a smallpassage that is then used to open and close the piston (ratherthan opening and closing the piston directly), so it doesnt matterhow much boost you push through it, the DV+ will open and closereliably without ever exceeding the solenoids capability.

This feature also improves on the factory system by opening thevalve progressively in response to boost pressure, so it only opensas much as required to get the job done (the factory valve simplyopens and shuts, it cannot partially open if boost pressure is low),resulting in better throttle response.