Filter
Ford Focus RS MKII Druckschläuchen mit Symposer
Farbe Schlauch: Schwarz
Ein eigens von do88 entwickeltes Schlauchkit, dass die originalen Turbo-/Ladeluftschläuche im Auto ersetzt! Dieser Schlauch ist ausschließlich aus hochwertigem Silikon gefertigt, um die beste Haltbarkeit und Finish zu garantieren. Mit drei bis fünf Verstärkungslagen, abhängig vom Innendurchmesser, hält der Schlauch hohem Druck und Temperaturen langfristig stand. Das Original ist aus Gummi gefertigt, was häufig durch Austrocknen rissig wird. Dies ist die perfekte Alternative, die auch noch besser aussieht!Im Dropdownmenü gibt es verschiedene Farben zur Auswahl. Die Farben unterscheiden sich nicht in der Performance.Der passenden Satz Schlauchschellen kann unter „Zubehör“ bestellt werden: Schlauchschellen Kit do88-kitxxx. Kontrollieren Sie, dass die Nummer des Kits mit der des Schlauchschellensatzes übereinstimmt.Alle Artikelnummern des Herstellers sind nur als Referenz angegeben.   Passt: Ford Focus RS MKIIBaujahre: 2009-2011Motor:2.5-L Duratec RS Wichtige Informationen!: Druckschläuche mit Anschluss für Resonator/Symposer. Schläuche enthalten: Turbo AuslassschlauchReferenz: 6K683, 1603028Ladeluftkühler AuslassschlauchReferenz: 1406458, 1603027, 1521484Schlauch DrosselklappeReferenz: 6C646A, 1406458, 1603027, 1521484  

166,70 €*
Ford Focus RS MKII Druckschläuchen ohne Symposer
Farbe Schlauch: Schwarz
Ein eigens von do88 entwickeltes Schlauchkit, dass die originalen Turbo-/Ladeluftschläuche im Auto ersetzt! Dieser Schlauch ist ausschließlich aus hochwertigem Silikon gefertigt, um die beste Haltbarkeit und Finish zu garantieren. Mit drei bis fünf Verstärkungslagen, abhängig vom Innendurchmesser, hält der Schlauch hohem Druck und Temperaturen langfristig stand. Das Original ist aus Gummi gefertigt, was häufig durch Austrocknen rissig wird. Dies ist die perfekte Alternative, die auch noch besser aussieht!Im Dropdownmenü gibt es verschiedene Farben zur Auswahl. Die Farben unterscheiden sich nicht in der Performance.Der passenden Satz Schlauchschellen kann unter „Zubehör“ bestellt werden: Schlauchschellen Kit do88-kitxxx. Kontrollieren Sie, dass die Nummer des Kits mit der des Schlauchschellensatzes übereinstimmt.Alle Artikelnummern des Herstellers sind nur als Referenz angegeben.   Passt: Ford Focus RS MKIIBaujahre: 2009-2011Motor:2.5-L Duratec RS Wichtige Informationen!: Druckschläuche mit Anschluss für Resonator/Symposer. Schläuche enthalten: Turbo AuslassschlauchReferenz: 6K683, 1603028Ladeluftkühler AuslassschlauchReferenz: 1406458, 1603027, 1521484Schlauch DrosselklappeReferenz: 6C646A, 1406458, 1603027, 1521484  

144,48 €*
Ford Focus RS MKII Luftfilterkasten Schläuche
Farbe Schlauch: Schwarz
Ein eigens von do88 entwickeltes Schlauchkit, dass den originalen Einlassschlauch im Auto ersetzt! Diese Schläuche sind ausschließlich aus hochwertigem Silikon für beste Haltbarkeit und Finish mit einer 3- bis 5-lagigen Verstärkung, abhängig vom Innendurchmesser und der Platzierung des Schlauches, gefertigt. Das Original ist aus Gummi gefertigt, was häufig durch Austrocknen rissig wird. Dies ist die perfekte Alternative, die auch noch besser aussieht!Im Dropdownmenü gibt es verschiedene Farben zur Auswahl. Die Farben unterscheiden sich nicht in der Performance.Der passenden Satz Schlauchschellen kann unter „Zubehör“ bestellt werden: Schlauchschellen Kit do88-kitxxx. Kontrollieren Sie, dass die Nummer des Kits mit der des Schlauchschellensatzes übereinstimmt.Alle Artikelnummern des Herstellers sind nur als Referenz angegeben.   Passt: Ford Focus RS MKIIBaujahre: 2009-2011Motor:2.5-L Duratec RS Schläuche enthalten: Turbo EinlassschlauchReferenz: 9A673C, 1486608Turbo EinlassschlauchReferenz: 9600, 1673132, 1701427  

66,64 €*
Ford Focus RS MKII Resonator-/Symposerschlauch
Farbe Schlauch: Schwarz
Dies ist ein Resonator-/Symposerschlauch der eigens von uns entwickelt wurde, um den Originalschlauch zu ersetzen.Dieser Schlauch ist ausschließlich aus hochwertigem Silikon gefertigt, um die beste Haltbarkeit und Finish zu garantieren. Mit drei bis fünf Verstärkungslagen, abhängig vom Innendurchmesser, hält der Schlauch hohem Druck und Temperaturen langfristig stand. Das Original ist aus Gummi gefertigt, was häufig durch Austrocknen rissig wird. Dies ist die perfekte Alternative, die auch noch besser aussieht!Im Dropdownmenü gibt es verschiedene Farben zur Auswahl. Die Farben unterscheiden sich nicht in der Performance.Der passenden Satz Schlauchschellen kann unter „Zubehör“ bestellt werden: Schlauchschellen Kit do88-kitxxx. Kontrollieren Sie, dass die Nummer des Kits mit der des Schlauchschellensatzes übereinstimmt.Alle Artikelnummern des Herstellers sind nur als Referenz angegeben.   Passt: Ford Focus RS MKIIBaujahre: 2009-2011Motor:2.5-L Duratec RS Schläuche enthalten: Schlauch Resonator/SymposerReferenz: 1673559, 9A673A  

34,34 €*
GFB, DV+ T9354 (Passend für Ford, Volvo, Porsche & Borg Warner Turbo)
Das DV+ T9354: Keine Geräusche, kein Nonsens, nur Performance!   DIE EINFACH & ENTSCHEIDENDE AUFRÜSTUNG FÜR 30 % MEHR LADEDRUCK   Das GFB DV+ T9354 ersetzt das originale unterdruckgesteuerte Schubumluftventil und ist ein rein leistungsorientiertes Produkt, das die folgenden Vorteile bietet: Besseres Ansprechverhalten Schnellerer Ladedruckaufbau bei Schaltvorgängen Behebt Ladedruckverluste bei originalen Ventilen Langlebig BEWÄHRTE TMS-TECHNOLOGIE FÜR ZUVERLÄSSIGEN LADEDRUCK UND OPTIMALES ANSPRECHVERHALTEN Das T9354 ersetzt 1:1 das originale Schubumluftventil bei Fahrzeugen mit unterdruckgesteuerten Turbolader, wie Sie z.B. bei Ford, Volvo, Porsche & Borg Warner Turboladern verwendet werden – wenn man Performance ohne Getöse will! Mit der GFB TMS Technologie hat das T9354 nach dem Schalten einen bis zu 30 % schnelleren Ladedruckaufbau als original Ventile. Die originalen Schubumluftventile haben eine Reihe von Nachteilen sowohl in der Konstruktion als auch Funktionsweise. Fahrzeuge mit Turbo-Aufladung genieren Hitze. Da die originalen Schubumluftventile direkt am Turbolader sitzen, sind sie hohen Temperaturen ausgesetzt. Der hohe Ladedruck und die hohen Temperaturen bewirken oft eine Undichtigkeit der originalen Ventile. In Folge versucht das Steuergerät dem Ladedruckverlust durch Hochregeln des Turboladers entgegen zu wirken, was sich belastend auf den Turbo auswirkt. Die Folge ist ein höherer Verschleiß der Turbolader bis hin zu Schäden. Außerdem sind originale Schubumluftventile nicht darauf ausgelegt, das Ansprechverhalten zu berücksichtigen. Durch die weiche Feder und das Ventil, das in Abstimmung mit dem Unterdruckschlauch ist, kennt das Originalventil nur zwei Stellungen: Entweder ganz auf oder ganz zu. Das originale Ventil hat nicht die Fähigkeit, allmählich verschlossen oder geöffnet zu werden, als Reaktion auf den Ladedruck, was wiederum bedeutet, dass das Ansprechverhalten nachlässt, wenn das Ventil mehr Druck als nötig ablässt. Das T9354 löst diese Probleme dadurch, dass es aus Metall und Silikon gefertigt ist, sodass das DV+ trotz harter Bedingungen ein Leben lang hält. Was die Performance betrifft, kann das DV+ das Ansprechverhalten verbessern, dank der perfekt abgestimmten Federhärte UND Anpassung der vorgespannten Feder. Dies ist die Grundlage des TMS-Prinzips von GFB, was nachweislich die Zeit des Ladedruckaufbaus nach Schaltvorgängen mit 30 % reduziert. Dieser Vorteil ist besonders spürbar in Situationen, in denen die Drosselklappe reguliert wird, um das Auto in einer Kurve zu balancieren. Patent auf DesignPassend für folgende Fahrzeuge: FORD AUSTRALIA Falcon FG Ecoboost 2,0 L 2012–2014 FG 179 kW Ottomotor Hinterradantrieb Limousine 01/12–12/14FORD AUSTRALIA Falcon FG Ecoboost 2,0 L ab 2014 1 FG 176 kW Ottomotor Hinterradantrieb Limousine ab 11/14FORD AUSTRALIA Focus XR5/RS 2,5 L Turbo 2006–2012 LT 166 kW Ottomotor Vorderradantrieb Schrägheck 04/06-05/08FORD AUSTRALIA Focus XR5/RS 2,5 L Turbo 2006–2012 LV 166 kW Ottomotor Vorderradantrieb Schrägheck 03/09–08/11FORD AUSTRALIA Focus XR5/RS 2,5 L Turbo 2006–2012 LV 224 kW Ottomotor Vorderradantrieb Schrägheck 01/10–12/10FORD AUSTRALIA Focus ST 2,0 L Turbo ab 2012 LW 184 kW Ottomotor Vorderradantrieb Schrägheck 08/12–07/15PORSCHE 911 alle 997.1 Turbo-Modelle 2007–2009 353 kW OttomotorPORSCHE 911 alle 997.1 GT2-Modelle 2007–2009 390 kW OttomotorPORSCHE 911 alle 997.2 GT2RS-Modell 2010–2012 456 kW OttomotorVOLVO C30 T5 2,5 L Turbo 2006–2012 169 kW Ottomotor Vorderradantrieb Schrägheck 03/07–12/12VOLVO C30 T5 2,5 L Turbo 2006–2012 162 kW Ottomotor Vorderradantrieb Schrägheck 10/06–12/12VOLVO C70 T5 2,5 L Turbo 2006–2012 162 kW Ottomotor Vorderradantrieb Cabriolet 03/06–02/07VOLVO C70 T5 2,5 L Turbo 2006–2012 169 kW Ottomotor Vorderradantrieb Cabriolet 03/07–10/09VOLVO S40 T5 2,5 L Turbo 2004–2012 MS 169 kW Ottomotor Vorderradantrieb Limousine 03/07–12/12VOLVO S40 T5 2,5 L Turbo 2004–2012 MS 162 kW Ottomotor Vorderradantrieb Limousine 01/04–12/07VOLVO S40 T5 2,5 L Turbo 2004–2012 MS 169 kW Ottomotor Allradantrieb Limousine 03/07–12/10VOLVO S40 T5 2,5 L Turbo 2004–2012 MS 162 kW Ottomotor Allradantrieb Limousine 04/04–12/07VOLVO V50 T5 2,5 L Turbo 2004–2010 MW 169 kW Ottomotor Allradantrieb Kombi 03/07–12/10VOLVO V50 T5 2,5 L Turbo 2004–2010 MW 169 kW Ottomotor Allradantrieb Kombi 04/04–12/07VOLVO V50 T5 2,5 L Turbo 2004–2010 MW 162 kW Ottomotor Vorderradantrieb Kombi 04/04–12/07

178,65 €*
GFB, DV+ T9358 (Passend für Mercedes, Ford und Volvo)
The new DV+ (Suits Mercedes, Ford and Volvo)! 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 GFB expands the DV+ range with a direct-fit solution for the weak factory diverter valve used on many European vehicles. The solenoid coil itself from the factory-fitted valve is great- the ECU opens it faster than any pneumatic valve so why replace it? The weak point however, is the valve mechanism itself. GFB’s DV+ solves this problem by replacing the valve parts with an anodised billet aluminium housing, fitted with a brass piston machined to exacting tolerances. The end result is sharper throttle response, lightning-fast valve actuation, and it will hold as much boost as you can throw at it. Read all about the DV+ story below. Other manufacturers’ products involve replacing the entire system with a traditional pneumatic valve. This approach requires long vacuum hose runs, additional parts for tapping into the intake manifold vacuum, plus 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 either. GET BETTER PERFORMANCE, FASTER BOOST RECOVERY AND DON’T PAY FOR WHAT YOU DON’T 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, 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.   Unnecessary replacement kits are a compromise, not a solution Patent and Design Patents PendingDV+ T9358 (Suits Mercedes, Ford and Volvo) also suits:MERCEDES-BENZ SLK 200/250 (R172) R172 150kw Petrol Engine RWD Convertible 02/11-onMERCEDES-BENZ SLK 200/250 (R172) R172 135kw Petrol Engine RWD Convertible 02/11-onMERCEDES-BENZ C-Class C180/C200/C250/C300 turbo (not Kompressor) C204 150kw Petrol Engine RWD Coupe 06/11-onMERCEDES-BENZ C-Class C180/C200/C250/C300 turbo (not Kompressor) W205 135kw Petrol Engine RWD Sedan 12/13-onMERCEDES-BENZ C-Class C180/C200/C250/C300 turbo (not Kompressor) W205 155kw Petrol Engine RWD Sedan 03/14-onMERCEDES-BENZ C-Class C180/C200/C250/C300 turbo (not Kompressor) A205 180kw Petrol Engine RWD Convertible 06/16-onMERCEDES-BENZ C-Class C180/C200/C250/C300 turbo (not Kompressor) C204 115kw Petrol Engine RWD Coupe 06/11-onMERCEDES-BENZ C-Class C180/C200/C250/C300 turbo (not Kompressor) S205 135kw Petrol Engine RWD Wagon 09/14-onMERCEDES-BENZ C-Class C180/C200/C250/C300 turbo (not Kompressor) S205 155kw Petrol Engine RWD Wagon 09/14-onMERCEDES-BENZ A-Class A180/A200/A250 turbo W176 90kw Petrol Engine FWD Hatchback 06/12-onMERCEDES-BENZ A-Class A180/A200/A250 turbo W176 155kw Petrol Engine FWD Hatchback 06/12-06/15MERCEDES-BENZ A-Class A180/A200/A250 turbo W176 115kw Petrol Engine FWD Hatchback 06/12-onMERCEDES-BENZ GLA 180/200/250 X156 155kw Petrol Engine AWD Closed Off-Road Vehicle 12/13-onMERCEDES-BENZ GLA 180/200/250 X156 155kw Petrol Engine FWD Closed Off-Road Vehicle 12/13-onMERCEDES-BENZ GLA 180/200/250 X156 115kw Petrol Engine FWD Closed Off-Road Vehicle 12/13-onMERCEDES-BENZ GLA 180/200/250 X156 90kw Petrol Engine FWD Closed Off-Road Vehicle 02/15-onMERCEDES-BENZ B-Class B180/B200/B250 turbo W246, W242 155kw Petrol Engine FWD Hatchback 05/12-onMERCEDES-BENZ B-Class B180/B200/B250 turbo W246, W242 115kw Petrol Engine FWD Hatchback 11/11-onMERCEDES-BENZ B-Class B180/B200/B250 turbo W246, W242 90kw Petrol Engine FWD Hatchback 11/11-onMERCEDES-BENZ CLA-Class CLA180/CLA200/CLA250 turbo C117 115kw Petrol Engine FWD Coupe 01/13-onMERCEDES-BENZ CLA-Class CLA180/CLA200/CLA250 turbo C117 155kw Petrol Engine FWD Coupe 01/13-onMERCEDES-BENZ E-Class E200/E250 W212 135kw Petrol Engine RWD Sedan 01/13-onMERCEDES-BENZ E-Class E200/E250 W212 135kw Petrol Engine RWD Sedan 08/09-onMERCEDES-BENZ E-Class E200/E250 W212 155kw Petrol Engine RWD Sedan 01/13-onMERCEDES-BENZ E-Class E200/E250 A207 135kw Petrol Engine RWD Convertible 03/13-onMERCEDES-BENZ E-Class E200/E250 W212 150kw Petrol Engine RWD Sedan 01/09-onMERCEDES-BENZ E-Class E200/E250 C207 135kw Petrol Engine RWD Coupe 06/13-onMERCEDES-BENZ E-Class E200/E250 C207 150kw Petrol Engine RWD Coupe 01/09-onMERCEDES-BENZ E-Class E200/E250 C207 155kw Petrol Engine RWD Coupe 06/13-onMERCEDES-BENZ E-Class E200/E250 A207 155kw Petrol Engine RWD Convertible 06/13-onMERCEDES-BENZ E-Class E200/E250 S212 135kw Petrol Engine RWD Wagon 11/12-onMERCEDES-BENZ E-Class E200/E250 A207 150kw Petrol Engine RWD Convertible 01/10-onFORD Fiesta ST 2013-on 134kw Petrol Engine FWD Hatchback 03/13-onFORD USA Mustang S550 2.3 EcoBoost 2014-on 231kw Petrol Engine RWD Coupe 01/15-onVOLVO S60 & V60 T6 2010-on 3.0T 224kw Petrol Engine AWD Wagon 03/11-12/15VOLVO S60 & V60 T6 2010-on 3.0T 224kw Petrol Engine AWD Sedan 04/10-12/15VOLVO S60 & V60 T6 2010-on 3.0T 242kw Petrol Engine AWD Sedan 04/14-12/15VOLVO S60 & V60 T6 2010-on 3.0T 258kw Petrol Engine AWD Sedan 04/14-onVOLVO S60 & V60 T6 2010-on 3.0T 242kw Petrol Engine AWD Wagon 04/14-12/15VOLVO S80 T6 2007-on 3.0T AS 224kw Petrol Engine AWD Sedan 10/10-onVOLVO S80 T6 2007-on 3.0T AS 210kw Petrol Engine AWD Sedan 01/07-onVOLVO XC60 T6 2008-on 3.0T DZ 224kw Petrol Engine AWD Wagon 03/10-12/15VOLVO XC60 T6 2008-on 3.0T DZ 210kw Petrol Engine AWD Wagon 05/08-12/10VOLVO XC60 T6 2008-on 3.0T 242kw Petrol Engine AWD Wagon 04/14-12/15VOLVO V70 T6 2007-on 3.0T BW 210kw Petrol Engine AWD Wagon 08/07-12/10VOLVO V70 T6 2007-on 3.0T BW 224kw Petrol Engine AWD Wagon 03/08-12/15VOLVO XC70 T6 2010-on 3.0T BZ 224kw Petrol Engine AWD Wagon 01/10-onVOLVO V40 T4 1.6 GTDi 2012-on 132kw Petrol Engine FWD Hatchback 03/12-onPROTON Exora 1.6 CFE 2012-on 103kw Petrol Engine FWD MPV 12/11-onPROTON Preve 1.6 CFE 2012-on 103kw Petrol Engine FWD Sedan 12/11-onPROTON Suprima 1.6 CFE 2013-on CR 103kw Petrol Engine FWD Hatchback 12/13-onFORD AUSTRALIA Focus 1.5/1.6 Ecoboost 2015-on LZ 132kw Petrol Engine FWD Sedan 05/15-onFORD AUSTRALIA Focus 1.5/1.6 Ecoboost 2015-on LZ 132kw Petrol Engine FWD Hatchback 05/15-onINFINITI Q30 1.6/2.0T 2015-on 155kw Petrol Engine FWD Hatchback 11/15-onINFINITI Q30 1.6/2.0T 2015-on 115kw Petrol Engine FWD Hatchback 11/15-on  

161,84 €*
GFB, DV+ T9360 suits Ford Focus RS
The DV+ T9360: When you want no noise, no nonsense just performance! THE SIMPLE & ESSENTIAL MOD FOR 30% QUICKER BOOST By retaining the factory ECU control and recirculating the vented air, the DV+ T9360 is a purely performance oriented product that offers the following benefits: Sharper throttle response Faster boost recovery on gearshift Solves boost leaking issues Built to last UTILISING PROVEN TMS TECHNOLOGY TO ENSURE DEPENDABLE BOOST HOLDING AND OPTIMUM THROTTLE RESPONSE   The T9360 is a fully recirculating direct factory replacement for the pneumatic diaphragm type BPV (Bypass Valve) used on Ford Focus RS - when you want the performance WITHOUT the noise! Using GFB’s TMS technology the T9360 can help return the engine to peak boost up to 30% faster than a factory diverter valve when shifting gears The factory BPV (bypass valve) has a couple of key shortcomings, in construction and operation. The DV+ T9360: When you want no noise, no nonsense just performance! THE SIMPLE & ESSENTIAL MOD FOR 30% QUICKER BOOST By retaining the factory ECU control and recirculating the vented air, the DV+ T9360 is a purely performance oriented product that offers the following benefits: Sharper throttle response Faster boost recovery on gearshift Solves boost leaking issues Built to last UTILISING PROVEN TMS TECHNOLOGY TO ENSURE DEPENDABLE BOOST HOLDING AND OPTIMUM THROTTLE RESPONSE   The T9360 is a fully recirculating direct factory replacement for the pneumatic diaphragm type BPV (Bypass Valve) used on Ford Focus RS - when you want the performance WITHOUT the noise! Using GFB’s TMS technology the T9360 can help return the engine to peak boost up to 30% faster than a factory diverter valve when shifting gears The factory BPV (bypass valve) has a couple of key shortcomings, in construction and operation. First of all, tuned engines running high boost also produce a lot of heat in the charge air. Because the BPV is situated right on the compressor, it is subjected to the hottest part of the intake charge, and the heat from the compressor cover itself. This can cause the factory diaphragm to rupture, and if that happens and goes undetected for a while, it can cause damage to the turbo, as the ECU will try to compensate for the lost boost pressure by increasing turbo speed. Second, the operation of the factory BPV is not aimed at throttle response. Because of the soft spring and the solenoid valve that is in-line with the vacuum hose, it can only operate in two states – fully open, or fully shut.   The factory BPV does not have the ability to open and close progressively in     response to the existing boost pressure, and throttle response suffers when    the valve vents more than it should in situations where you are not fully lifting the throttle. The T9360 solves these issues using proven metal and  silicone construction of the valve components, meaning the DV+ will last  a lifetime regardless of the harsh conditions.  As for performance, because the DV+ features a carefully selected spring rate  AND spring pre-load adjustment, it can operate progressively to help sharpen  throttle response. This is the basis of GFB’s TMS principle, which has been  shown to reduce the time to peak boost on gearshift by 30%. This benefit is  also particularly noticeable in situations where you are modulating the throttle  to balance the car in a corner. Design Patent PendingFits: FORD AUSTRALIA Focus RS (LZ, 2016-on) LZ 257kw Petrol Engine AWD Hatchback 11/15-on     Link zum Produktdatenblatt »  

178,65 €*
GFB, DVX T9654 (Passend für Ford, Volvo, Porsche & Borg Warner Turbo)
GFB’s DVX takes the extremely popular DV+ Diverter Valve and adds dual venting outlets along with our patented Venting Bias Adjustment System. So not only do you get IMPROVED BOOST HOLDING and THROTTLE RESPONSE, you have total control over your BLOW-OFF SOUND VOLUME! WHAT MAKES DVX DIFFERENT TO ANY OTHER VALVE THAT GOES “WHOOSH”? The DVX is not just a noise maker (like BOV spacers) - by modifying the valve operation method it offers the same PERFORMANCE BENEFITS that the DV+ does. It retains ECU CONTROL for the fastest possible operation. No other blow off valve has the advantage of GFB’s Venting Bias Adjustment, allowing you to alter the blow off sound simply by moving the adjustment lever. Built to last.   GFB’s DV+ design solves the longevity and boost leaking issues that are common with factory diverter valves, and also changes the operation method to “pilot actuation” (read about this below) to ensure betterperformance on stock or modified engines. Furthermore, these benefits won’t cost you the Earth! Rather than throwing the entire factory diverter valve system in the trash (like other manufacturer’s “solutions”), the DV+ keeps what works, and replaces what doesn’t. WHAT DOES IT FIT? The T9654 is a duel venting direct factory replacement for the pneumatic diaphragm type BPV (Bypass Valve) used on Ford, Volvo, Porsche, & Borg Warner Turbos WHY NOT JUST USE A SPACER? There are many “BOV spacers” on the market that make noise. However, they do this simply by using the factory diverter valve and redirecting the air to atmosphere. Therefore, the performance deficiencies of the factory diverter valve design remain, and furthermore, the flowcapacity of the factory diverter is significantly reduced because of the small venting holes used in these BOV spacers.  ECU VS VACUUM CONTROL Other BOV kits eliminate the ECU control entirely, using pure manifold vacuum control instead. Whilst there’s nothing particularly wrong with this (that’s how the majority of BOVs work), the ECU control is MUCH FASTER, able to detect and respond to much SMALLER THROTTLE TRANSITIONS and, since it’s available, why wouldn’t you use it?  WHAT’S SPECIAL ABOUT OUR VENTING BIAS SYSTEM? GFB’s patented Venting Bias Adjustment System is the only one of its kind in the world. By using an internal rotating sleeve, the opening of both the recirc port and the atmosphere port can be infinitely adjusted. This means that you’re not stuck with a fixed 50/50 or 100% atmosphere venting ratio; you can change it to whatever you want! As an additional benefit, because the atmosphere outlet is a single large port rather than a series of small holes, the venting sound is much DEEPER AND LOUDER than it is with a BOV spacer.  THE BOTTOM LINE IS...  The DVX offers a TRUE PERFORMANCE improvement, INCREASED BOOST-HOLDING ability, and a blow-off sound that is COMPLETELY ADJUSTABLE from factory-silent to ear shattering!   US PATENT  DESIGN PATENT PENDING MADE IN AUSTRALIA UNDER ISO 9001DV+ T9654 suits Ford,Volvo,Porsche & Borg Warner EFR Turbos also suits:FORD AUSTRALIA Falcon FG Ecoboost 2.0L 2012-2014 FG 179kw Petrol Engine RWD Sedan 01/12-12/14FORD AUSTRALIA Falcon FGX Ecoboost 2.0L 2014-on FG X 176kw Petrol Engine RWD Sedan 11/14-onFORD AUSTRALIA Focus XR5/RS 2.5L turbo 2006-2012 LV 224kw Petrol Engine FWD Hatchback 01/10-12/10FORD AUSTRALIA Focus ST 2.0L Ecoboost 2012-on LW 184kw Petrol Engine FWD Hatchback 08/12-07/15PORSCHE 911 all 997 twin turbo models 2006-2012 997 353kw Petrol Engine AWD Convertible 09/07-12/09PORSCHE 911 all 997 twin turbo models 2006-2012 997 390kw Petrol Engine AWD Convertible 02/10-12/12PORSCHE 911 all 997 twin turbo models 2006-2012 997 390kw Petrol Engine AWD Coupe 02/10-12/12PORSCHE 911 all 997 twin turbo models 2006-2012 997 368kw Petrol Engine AWD Convertible 09/09-12/12PORSCHE 911 all 997 twin turbo models 2006-2012 997 353kw Petrol Engine AWD Coupe 03/06-12/09PORSCHE 911 all 997 twin turbo models 2006-2012 997 368kw Petrol Engine AWD Coupe 09/09-12/12PORSCHE 911 all 997 twin turbo models 2006-2012 997 456kw Petrol Engine RWD Coupe 05/10-12/12VOLVO C30 T5 2.5L Turbo 2006-2012 162kw Petrol Engine FWD Hatchback 10/06-12/12VOLVO C30 T5 2.5L Turbo 2006-2012 169kw Petrol Engine FWD Hatchback 03/07-12/12VOLVO C70 T5 2.5L Turbo 2006-2012 169kw Petrol Engine FWD Convertible 03/07-10/09VOLVO C70 T5 2.5L Turbo 2006-2012 162kw Petrol Engine FWD Convertible 03/06-02/07VOLVO S40 T5 2.5L Turbo 2004-2012 MS 169kw Petrol Engine AWD Sedan 03/07-12/10VOLVO S40 T5 2.5L Turbo 2004-2012 MS 162kw Petrol Engine AWD Sedan 04/04-12/07VOLVO S40 T5 2.5L Turbo 2004-2012 MS 162kw Petrol Engine FWD Sedan 01/04-12/07VOLVO S40 T5 2.5L Turbo 2004-2012 MS 169kw Petrol Engine FWD Sedan 03/07-12/12VOLVO V50 T5 2.5L Turbo 2004-2010 MW 169kw Petrol Engine AWD Wagon 03/07-12/10VOLVO V50 T5 2.5L Turbo 2004-2010 MW 162kw Petrol Engine FWD Wagon 04/04-12/07VOLVO V50 T5 2.5L Turbo 2004-2010 MW 162kw Petrol Engine AWD Wagon 04/04-12/07  

279,53 €*
VTA T9454 DV+ PERFORMANCE (Ford Focus ST & Borg Warner)
VTA T9454 DV+ Performance, Blow Off Valve Sound! The VTA is a performance blow-off valve solution for Ford Focus ST and Borg Warner turbos. WORLDWIDE PCT PATENTS PENDING PROTECTED BY CHINA UTILITY MODEL PATENTS; CN206054094U & 206129406 If you want sound with your performance (or performance with your sound!), GFB’s VTA delivers just that! By combining the proven performance benefits of our ground-breaking DV+ with atmosphere venting, the VTA delivers an aggressive blow-off sound, improved throttle response and boost recovery, as well as superior boost holding and reliability in extreme conditions. The factory diverter valve commonly found on these turbos has two distinct issues – reliability, and performance. Oh yeah, it also doesn’t make any noise. Here’s how the VTA addresses these problems. Reliability – There are two ways in which the factory diverter valve can fail; the un-reinforced rubber diaphragm can rupture, and the metal valve stem that slides in the plastic cap can stick. In both cases, there is a risk to the turbocharger, as the ECU will attempt to compensate for a boost leak by increasing the wastegate duty cycle, which increases the turbo RPM significantly. The VTA features CNC machined billet components that last a lifetime and cannot be damaged by high boost pressures or the associated increased charge temperatures. Performance – The factory diverter valve typically operates in only two states – either fully open, or fully closed. When it opens at low boost, or during a partial throttle lift mid-corner, it causes increased lag and a noticeably non-linear boost transition, which is noticeable as a distinct “step” down in power as you roll off the throttle and the valve opens. The VTA however allows the piston to open and close progressively in response to the amount of boost pressure present, so it only vents enough air to prevent compressor surge (the primary purpose of a diverter or blow off valve). This helps to smooth out boost transitions, making the throttle response more linear and predictable, and also minimizes lag introduced by the factory diverter valve. Key features: TMS Technology for faster boost recovery on gearshift and during throttle modulation Improved boost holding ability Atmosphere venting for blow-off sound Simple, direct bolt-on kits include everything you need to install Manufactured in Australia in accordance with ISO 9001 VTA or DV+? Depends if you want sound or not. Both valves are constructed with the same quality materials and valve mechanism, and both offer the same performance and reliability benefits. However, the VTA vents to atmosphere for sound whilst the DV+ recirculates the air to keep it quiet. Why choose a VTA over a “BOV spacer”? “BOV spacers” are cheap and they make sound. But that’s it. All the inherent performance and reliability issues you get with the factory diverter valve remain, because a spacer doesn’t change the factory diverter components or operation method in any way. The VTA improves the operation of the factory diverter valve for sound AND performance. VTA T9454 is a performance blow-off valve solution for Ford Focus ST and Borg Warner turbos. also suits: FORD AUSTRALIA Focus ST 2.0L Ecoboost 2012-on LW 184kw Petrol Engine FWD Hatchback 08/12-07/15  

211,97 €*
VTA T9460 DV+ PERFORMANCE (Ford Focus RS)
VTA T9460 DV+ Performance, Blow Off Valve Sound! WORLDWIDE PCT PATENTS PENDING PROTECTED BY CHINA UTILITY MODEL PATENTS; CN206054094U & 206129406 The VTA is a performance blow-off valve solution for the Ford Focus RS. If you want sound with your performance (or performance with your sound!), GFB’s VTA delivers just that! By combining the proven performance benefits of our ground-breaking DV+ with atmosphere venting, the VTA delivers an aggressive blow-off sound, improved throttle response and boost recovery, as well as superior boost holding and reliability in extreme conditions. The factory diverter valve found on these cars has two distinct issues – reliability, and performance. Oh yeah, it also doesn’t make any noise! Here’s how the VTA addresses these problems. Reliability – There are two ways in which the factory diverter valve can fail; the un-reinforced rubber diaphragm can rupture, and the metal valve stem that slides in the plastic cap can stick. In both cases, there is a risk to the turbocharger, as the ECU will attempt to compensate for a boost leak by increasing the wastegate duty cycle, which increases the turbo RPM significantly. The VTA features CNC machined billet components that last a lifetime and cannot be damaged by high boost pressures or the associated increased charge temperatures. Performance – The factory diverter valve typically operates in only two states – either fully open, or fully closed. When it opens at low boost, or during a partial throttle lift mid-corner, it causes increased lag and a noticeably non-linear boost transition, which is noticeable as a distinct “step” down in power as you roll off the throttle and the valve opens. The VTA however allows the piston to open and close progressively in response to the amount of boost pressure present, so it only vents enough air to prevent compressor surge (the primary purpose of a diverter or blow off valve). This helps to smooth out boost transitions, making the throttle response more linear and predictable, and also minimizes lag introduced by the factory diverter valve. Sound – The VTA, as its name suggests, vents the air to atmosphere for maximum “whoosh” noise when you lift off the throttle. On the Focus RS, there is no MAF sensor and hence no drivability or fuelling issues when venting to atmosphere. Key features: TMS Technology for faster boost recovery on gearshift and during throttle modulation Improved boost holding ability Atmosphere venting for blow-off sound Simple, direct bolt-on kits include everything you need to install Manufactured in Australia in accordance with ISO 9001 VTA or DV+? Depends if you want sound or not. Both valves are constructed with the same quality materials and valve mechanism, and both offer the same performance and reliability benefits. However, the VTA vents to atmosphere for sound whilst the DV+ recirculates the air to keep it quiet. Why choose a VTA over a “BOV spacer”? “BOV spacers” are cheap and they make sound. But that’s it. All the inherent performance and reliability issues you get with the factory diverter valve remain, because a spacer doesn’t change the factory diverter components or operation method in any way. The VTA improves the operation of the factory diverter valve for sound AND performance. VTA T9460 is a performance blow-off valve solution for the Ford Focus RS.) also suits: FORD AUSTRALIA Focus RS (LZ, 2016-on) LZ 257kw Petrol Engine AWD Hatchback 11/15-on  

211,97 €*