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DV+ Performance Diverter Valve T9351

Direct-fit performance solution for the OE diverter valve
Mfg Part #
GFBT9351
ECS Part #
ES#2864616
Brand
Go Fast Bits
139.50
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Product Details

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 anodized billet aluminum housing fitted with a brass piston machined to exacting tolerances.

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.

  • 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

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 realize (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.

This Part Fits the Following Vehicles

Make Model Submodel Engine
Audi 8U Q3 FWD 2.0T
Audi 8U Q3 Quattro 2.0T
Audi A3 8P FWD 2.0T
Audi A3 8P Quattro 2.0T
Audi A3 8V Quattro 2.0T
Audi B7 A4 FWD 2.0T
Audi B7 A4 Quattro 2.0T
Audi B8 A4 FWD 2.0T
Audi B8 A4 Quattro 2.0T
Audi B8 A5 Quattro 2.0T
Audi B9 A4 FWD 2.0T
Audi B9 A4 Quattro 2.0T
Audi B9 A4 Quattro 2.0T
Audi B9 A5 Quattro 2.0T
Audi B9 A5 Quattro 2.0T Sportback
Audi C5 Allroad All 2.0T
Audi C7 A6 FWD 2.0T
Audi C7 A6 Quattro 2.0T
Audi MK3 TT (2014+) Quattro 2.0T
Audi Q5 Quattro 2.0T
Audi TT Quattro 2.0T
Audi TT MKII FWD 2.0T
Audi TT MKII Quattro 2.0T
Audi TT MKII TTS 2.0T
Audi TTS MK2 (2006-2013) 2.0T
Volkswagen All All 2.0T
Volkswagen All All 2.0T Gen3 GLI
Volkswagen All All GLI
Volkswagen Golf VII Hatchback 2.0T Gen3
*The above product applications have been written by ECS Tuning. All warranties, product application, fitment, and performance are the responsibility of ECS Tuning. For additional information see the terms of use.

ECS Tuning is not affiliated with any automobile manufacturers.
Manufacturer names and/or part numbers are used only for identification purposes.

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