GFB DV+ MINI Cooper S N18 R55 R56 R57 Uprated Diverter Dump Boost Valve T9353
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Suitable for the MINI N18 Engine - please see the bottom of the description for a full application list.
Introducing the new DV+ for Mini N18 Engines.
GFB’S DV+ SOLUTION COULDN’T BE SIMPLER - KEEP WHAT WORKS AND REPLACE WHAT DOESN’T.
- Uses 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
New to GFB’s ground- breaking DV+ range is the T9353, which is designed to fit in the tight confines of the Mini N18 engine bay. Less space surrounding the factory diverter valve on the N18 engine means the current Mini DV+ (Part T9352) cannot be used. Instead, the T9353 kit splits the DV+ into two parts, the valve, and the solenoid, (which are joined by hoses), meaning the solenoid can be mounted lower in the engine bay out of the way.
Other manufacturers’ products involve replacing the entire system with a traditional pneumatic valve. (i.e. no electronic control).
This approach is really a step backwards in technology (a bit like replacing fuel injection with a carburettor) resulting in slower response and effectively removing any control the ECU has over the valve operation.
GFB’s DV+ solution on the other hand is more responsive,offers better boost recovery on gearshift, retains ECU control and doesn’t cause compressor surge/ turbo flutter. Oh, and it doesn’t require different springs or frequent rebuilds either.
It’s just the way the factory diverter valve SHOULD BE!
GET BETTER PERFORMANCE, FASTER BOOST RECOVERY AND DON’T PAY FOR WHAT YOU DON’T NEED!T9353 kit
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, especially if boost has been increased. Once this happens, the valve will no longer hold boost pressure.
- The plastic lip that surrounds the diaphragm is very thin and pieces can break off, potentially ending up going through the turbo.
Additionally, 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, or change it to a purely pneumatic system. 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, the DV+ retains all the benefits of the stock system. Also 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 only has to control airflow through a small passage that is then used to open and close the piston (rather than opening and closing the piston directly), 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.
DV+ T9353 suits Mini N18 Engines also suits:
- MINI Mini N18 Engine R60 135kw Petrol Engine FWD Hatchback 06/10-on
- MINI Mini N18 Engine R56 135kw Petrol Engine FWD Hatchback 03/10-11/13
- MINI Mini N18 Engine R57 135kw Petrol Engine FWD Convertible 03/10-06/15
- MINI Mini N18 Engine R56 160kw Petrol Engine FWD Hatchback 09/12-11/13
- MINI Mini N18 Engine R60 160kw Petrol Engine AWD Hatchback 09/12-on
- MINI Mini N18 Engine R60 135kw Petrol Engine AWD Hatchback 06/10-on
- MINI Mini N18 Engine R55 135kw Petrol Engine FWD Wagon 03/10-12/14
- MINI Mini N18 Engine R59 135kw Petrol Engine FWD Convertible 02/12-on
- MINI Mini N18 Engine R58 135kw Petrol Engine FWD Coupe 09/11-05/15
Availability
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Packaging
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TÜV Approval
Please note that this product may not be TÜV approved. Please contact us if you wish to check if this product is TÜV approved or not.
Instructions
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Delivery
We strongly advise that fitting appointments are not booked until the items have been delivered to you.
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In the event of an item being lost during delivery by the courier, Orranje Performance Ltd are unable to send out a replacement until the courier confirms that they cannot locate the item or the item is returned back to us. In this instance we would advise the customer re-orders if they require the item sooner, and Orranje Performance Ltd will arrange a full refund once the original item is returned or confirmed lost.
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Polyurethane Bushings Vs Standard Bushes
Note for products with Polyurethane bushings;
Polyurethane bushings can improve a car’s handling, but can also stiffen the road, increasing noise and vibration to the cabin. If this is a concern, please do not upgrade to polyurethane bushes, or seek advice from ourselves or other owners before upgrading.
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Returns
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Items cannot be returned once used. Returned items that are found to be used will be subject to a maximum deduction, as allowed by eBay.
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