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      07-18-2018, 03:02 PM   #1
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PSA: Before you buy the GoFastBits DV+ diverter valve

There hasn't been too much discussion on this topic, so I figured I would share my experience with the GoFastBits (GFB) DV+ diverter valve. It's a pretty popular upgrade on here carried by several site sponsors.

First, some background on me and my car. Some of you may know me as another name in another life (I was infamous on E46fanatics with my supercharged orient blue 330 and later my E30 Super ETA). I've been around the block a few times with BMWs. My current F30 is a 6MT that's FBO with an MHD Stage 2+ Tune, ER Catless Downpipe, eBay intercooler, Burger Tuning intake, Miami Performance charge pipes, and MPE.

After installing the GFB's DV+ diverter valve, I started experiencing compressor surge at partial throttle and during gear changes. Additionally, based on my logs, the car was cutting boost significantly from about 15-16 PSI to 6-7 PSI at WOT while rowing through the gears. It felt like the powerband hit a brick wall, but it was puzzling to me as every other parameter looked just fine on my logs and the car pulled strong when it wasn't WOT.

So I did some more research and remembered that when I had the DV+ installed, it was done with the optional main spring fitted. Basically what this spring does is hold boost longer and allows the diverter valve to open and close progressively based on how much boost is in the system. This allows for better throttle response because it's not releasing more pressure than needed in between openings.

My theory was since the stock diverter valve opens and closes fully regardless of boost levels, the ECU and its many boost fail-safes was triggering due to having more boost in the system than expected versus stock function. Thus the "overboost" issues presented.

So how to fix? Simply remove the main spring from the DV+ so it functions as what is essentially a stronger, better designed, stock diverter valve.

The spring in question is pictured here:



Since removing it, the car has had zero issues with overboosting and no more compressor surge. The drawback is that throttle response slightly suffers due to being reverted back to stock operation (yes, it's noticeable). While I cannot speak to this being an issue with any other tune, nor do I know if it's something that can be corrected via changes in the tune itself, but just sharing my experience in case anyone else is having a similar issue.
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      07-18-2018, 03:23 PM   #2
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ewg or pwg? overboost on gearshifts usually make hpfp pressure go down->ecu targets lower boost then. how was your rail pressure during gear changes?

Quote:
Originally Posted by GatorF30 View Post
There hasn't been too much discussion on this topic, so I figured I would share my experience with the GoFastBits (GFB) DV+ diverter valve. It's a pretty popular upgrade on here carried by several site sponsors.

First, some background on me and my car. Some of you may know me as another name in another life (I was infamous on E46fanatics with my supercharged orient blue 330 and later my E30 Super ETA). I've been around the block a few times with BMWs. My current F30 is a 6MT that's FBO with an MHD Stage 2+ Tune, ER Catless Downpipe, eBay intercooler, Burger Tuning intake, Miami Performance charge pipes, and MPE.

After installing the GFB's DV+ diverter valve, I started experiencing compressor surge at partial throttle and during gear changes. Additionally, based on my logs, the car was cutting boost significantly from about 15-16 PSI to 6-7 PSI at WOT while rowing through the gears. It felt like the powerband hit a brick wall, but it was puzzling to me as every other parameter looked just fine on my logs and the car pulled strong when it wasn't WOT.

So I did some more research and remembered that when I had the DV+ installed, it was done with the optional main spring fitted. Basically what this spring does is hold boost longer and allows the diverter valve to open and close progressively based on how much boost is in the system. This allows for better throttle response because it's not releasing more pressure than needed in between openings.

My theory was since the stock diverter valve opens and closes fully regardless of boost levels, the ECU and its many boost fail-safes was triggering due to having more boost in the system than expected versus stock function. Thus the "overboost" issues presented.

So how to fix? Simply remove the main spring from the DV+ so it functions as what is essentially a stronger, better designed, stock diverter valve.

The spring in question is pictured here:



Since removing it, the car has had zero issues with overboosting and no more compressor surge. The drawback is that throttle response slightly suffers due to being reverted back to stock operation (yes, it's noticeable). While I cannot speak to this being an issue with any other tune, nor do I know if it's something that can be corrected via changes in the tune itself, but just sharing my experience in case anyone else is having a similar issue.
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      07-18-2018, 03:36 PM   #3
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This is common across all platforms. I've seen people talking about compressor surge back to 2014 on volkswagen forums. It's the nature of the kit. If you're not letting all the air out, it'll be pushed backwards in the system. Most cars can compensate for it though.

I only upgraded on my volkswagen because the rubber diaphragm on the OEM valve was known to tear and fail. They later released an updated valve with no rubber. I haven't heard any issues with the BMW DVs though so I figure why bother.
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      07-18-2018, 03:39 PM   #4
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Quote:
Originally Posted by enemigo13 View Post
ewg or pwg? overboost on gearshifts usually make hpfp pressure go down->ecu targets lower boost then. how was your rail pressure during gear changes?
EWG

There was actually a spike in rail pressure.

https://datazap.me/u/kpeng/hot-clima...0&data=3-13-14
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      07-18-2018, 03:40 PM   #5
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Quote:
Originally Posted by kern417 View Post
This is common across all platforms. I've seen people talking about compressor surge back to 2014 on volkswagen forums. It's the nature of the kit. If you're not letting all the air out, it'll be pushed backwards in the system. Most cars can compensate for it though.

I only upgraded on my volkswagen because the rubber diaphragm on the OEM valve was known to tear and fail. They later released an updated valve with no rubber. I haven't heard any issues with the BMW DVs though so I figure why bother.
MHD recommends using stock DV with their tunes and stock turbo.
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      07-19-2018, 07:43 AM   #6
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Thanks for heads up! While no log here to say either way, the Dinan Stage 4 435i with 8AT feels fine and DV+ seems to be working in spec. Maybe it's a MT thing due to your car's MHD Stage 2+ Tune software for engine mgt?
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      07-19-2018, 08:13 AM   #7
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Quote:
Originally Posted by GatorF30 View Post
MHD recommends using stock DV with their tunes and stock turbo.
...ok.
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      07-19-2018, 12:36 PM   #8
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This is good to know as I'm 6MT as well. I have the DV+ sitting on a shelf in my garage waiting to be installed. I'll probably just wait until the stock DV gives before making the switch.
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      07-19-2018, 01:00 PM   #9
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I just ordered the DV+ for my 2014 EWG 335i. BM3 custom stage 2 93 tune and will be installing a methanol injection kit and tuning for that. Boost doesnít hold that well up top at 18lbs and drops a bit. Iíll be installing this to hopefully solve that.
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      07-19-2018, 01:20 PM   #10
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Quote:
Originally Posted by HKD126 View Post
I just ordered the DV+ for my 2014 EWG 335i. BM3 custom stage 2 93 tune and will be installing a methanol injection kit and tuning for that. Boost doesnít hold that well up top at 18lbs and drops a bit. Iíll be installing this to hopefully solve that.
18psi up to redline with stock ewg turbo? itís probably joke, right?
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      07-19-2018, 03:14 PM   #11
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Quote:
Originally Posted by enemigo13 View Post
18psi up to redline with stock ewg turbo? itís probably joke, right?
No joke.
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      07-19-2018, 03:49 PM   #12
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Quote:
Originally Posted by enemigo13 View Post
18psi up to redline with stock ewg turbo? itís probably joke, right?
I have seen as high as 18.6psi on my stock turbo and my AA tune, along with all of the other supporting components. I have the DV+ installed including the main spring, and works beautifully thus far.
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      07-19-2018, 03:54 PM   #13
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Quote:
Originally Posted by BMW DIY Guy View Post
I have seen as high as 18.6psi on my stock turbo and my AA tune, along with all of the other supporting components. I have the DV+ installed including the main spring, and works beautifully thus far.
Are you 6MT or 8AT?
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      07-19-2018, 03:55 PM   #14
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Quote:
Originally Posted by GatorF30 View Post
Are you 6MT or 8AT?
6MT... STICK LIFE.. *laugh*
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      07-19-2018, 04:00 PM   #15
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Quote:
Originally Posted by BMW DIY Guy View Post
6MT... STICK LIFE.. *laugh*
We are a dying breed, my friend.
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      07-19-2018, 04:30 PM   #16
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Quote:
Originally Posted by BMW DIY Guy View Post
I have seen as high as 18.6psi on my stock turbo and my AA tune, along with all of the other supporting components. I have the DV+ installed including the main spring, and works beautifully thus far.
My tune is a custom BM3 tune. Still in progress as well.
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      07-20-2018, 12:51 PM   #17
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Hmmm... great replied. Sounds like a tune problem.
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      07-21-2018, 10:37 AM   #18
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Quote:
Originally Posted by BMW DIY Guy View Post
I have seen as high as 18.6psi on my stock turbo and my AA tune, along with all of the other supporting components. I have the DV+ installed including the main spring, and works beautifully thus far.
seen as high or seen at 6500rpm? 18.6 psi is not a problem even with stock
pwg turbo but at 3000-3500rpm, and who needs there 18.6psi?
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      04-13-2019, 11:55 AM   #19
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Quote:
Originally Posted by HKD126 View Post
I just ordered the DV+ for my 2014 EWG 335i. BM3 custom stage 2 93 tune and will be installing a methanol injection kit and tuning for that. Boost doesn’t hold that well up top at 18lbs and drops a bit. I’ll be installing this to hopefully solve that.
Quote:
Originally Posted by HKD126 View Post
I just ordered the DV+ for my 2014 EWG 335i. BM3 custom stage 2 93 tune and will be installing a methanol injection kit and tuning for that. Boost doesn't hold that well up top at 18lbs and drops a bit. I'll be installing this to hopefully solve that.
I'm curious how you made out with DV+ and meth installs? I'm about to go to BM3 St2 EWG 93 Octane tune. What did you customize on it? Thanks!
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      10-17-2019, 01:29 PM   #20
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I'm running a 2011 BMW 335i xDrive with 6-speed Automatic transmission. I'm having thermostat stuck problems so, I figured I'd replace thermostat, water pump. Figured I'd do the GFB DV+ upgrade while I was down there. Also had a few diverter stuck codes, so I ordered an new piedmont diverter valve as well as the GFB DV+. No turbo upgrades or downpipes, just the JB4.

My question: Spring or no spring?

Are the troubles only with manual transmissions? Any worries with stock turbos & the spring?

Thanks a bunch,

Troy
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      10-17-2019, 01:44 PM   #21
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Quote:
Originally Posted by tboudre View Post
I'm running a 2011 BMW 335i xDrive with 6-speed Automatic transmission. I'm having thermostat stuck problems so, I figured I'd replace thermostat, water pump. Figured I'd do the GFB DV+ upgrade while I was down there. Also had a few diverter stuck codes, so I ordered an new piedmont diverter valve as well as the GFB DV+. No turbo upgrades or downpipes, just the JB4.

My question: Spring or no spring?

Are the troubles only with manual transmissions? Any worries with stock turbos & the spring?

Thanks a bunch,

Troy
I have had no issues, but I installed mine without the main spring. it said it would improve performance with the main soring installed, but might cause a CEL and that was a no go for me.
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      10-18-2019, 09:01 AM   #22
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Subscribing, I'll be installing my GFB sometime in early spring. Collecting as much info as possible, I was planning on installing the main spring, I figured go big or go home lol.
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