GFB DV+ T9661 adjustable divert-air valve for Hyundai Veloster, Tucson, Kia Cerato and others

GFB DV+ T9661 adjustable divert-air valve for Hyundai Veloster, Tucson, Kia Cerato and others (GFB T9661)
The adjustment lever can be used to continuously adjust whether the excess boost pressure
back again (then the valve behaves like an original divert-air valve) or
to the outside (then it is a blow-off valve with a "whoosh" sound).

Suitable for, among others:
HYUNDAI Veloster 1.6 GDI Turbo 2012-current, FS 150kw, gasoline engine, front-wheel drive, Coupe, year 08/12-current
HYUNDAI Tucson 1.6 GDI Turbo 2015-current TL 130kw, gasoline, all-wheel drive, year 06/15-current
HYUNDAI Cerato Koup 1.6 Turbo 2013-current AD 150kw, Gasoline, Front-wheel drive, Sedan, Year 02/16-current
KIA Cerato Koup 1.6 Turbo 2013-current TD 150kw, gasoline engine, front-wheel drive, Coupe, year 09/13-current

The quick and easy tuning extension for up to 30% faster boost pressure build-up
The GFB DV+ T9661 replaces the original vacuum-controlled divert-air valve and is a purely performance-oriented product that offers the following advantages:

> Faster throttle response
> Faster boost pressure build-up with
Shifting gears or accelerating
> Removes boost pressure losses with original valves
> Built for eternity

The T9661 replaces the original divert-air valve 1:1.
With GFB TMS technology, the T9661 can build up boost pressure up to 30% faster.
The T9661 also eliminates the boost pressure losses that occur with many original divert-air valves,
which can no longer occur due to the high-quality production.

The original divert-air valves have a number of disadvantages.

Point 1: High boost pressure & thermal load
Vehicles with turbocharging achieve a large part of their power increase by increasing the boost pressure. In most cases, the original divert-air valves (SUV) are located directly on the turbocharger, where they are exposed to high temperatures. The high boost pressure and high temperatures often cause the original valves to leak. As a result, the control unit attempts to counteract the loss of boost pressure by adjusting the turbocharger upwards, which puts a strain on the turbo. The result is increased wear on the turbocharger and even damage.

Point 2: No consideration of gas actuation
Original divert-air valves do not take the accelerator pedal position or movement into account. In fact, the original valve only has two positions: Either fully open or fully closed. This means that the original valve often does not have the ability to control the boost pressure individually in response to the accelerator pedal position.

The solution - the GFB DV+ T9661
The GFB DV+ T9661 solves these problems by being CNC-milled from aluminum. The T9661 can open and close the valve individually with all intermediate steps depending on the existing boost pressure and the accelerator pedal position or actuation. Due to the design, boost pressure losses can no longer occur.