This hybrid turbo for, available in 2-., 4- JTD versions with 140 and 150 hp, is based on an architecture adapted to various internal modifications.. Depending on the upgrade package chosen, it is fitted with a high-flow MFS compressor wheel, a 360° thrust bearing and additional modifications to the casings or the turbine section.
Documented applications cover several models Alfa Romeo, Fiat and Lancia, marketed from 2000 onwards.. Installation is designed for the configuration shown at plug & play, without any modification to the original layout d.
Available versions — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: MFS high-flow
Thrust bearing system: 360° thrust bearing
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench
This modification primarily affects the compressor section in order d to adjust the compression capacity and the d air flow rate. The 360° thrust bearing helps to distribute the rotor’s axial forces.
Stage 2
Compressor impeller: MFS high-flow oversized
d intake housing: Reprofiled for accommodate the new impeller
Bearing system: 360° thrust bearing
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench
The oversized impeller requires the intake housing to be re-profiled d. This combination aims to modify the compressor’s aerodynamic behaviour and its ability to move air, without prejudging the engine’s final power output.
Stage 3
Compressor impeller: MFS high-flow oversized
Casing d'intake: Reprofiled for to accommodate the new impeller
Turbine impeller: High-flow oversized
Turbine housing: Reprofiled for ly to accommodate the new impeller
Thrust bearing system: 360° thrust bearing
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench
This modification is carried out on both the compressor and turbine sides. Both casings are re-profiled for accommodate the oversized impellers, which may alter the available flow rate, response time and the range d'optimal operation.
What is a hybrid turbo?
A hybrid turbo uses a turbocharger architecture adapted for to accommodate internal components that differ from the d original configuration. Depending on the stage, the modifications may involve the compressor wheel, the housings, the turbine wheel, the thrust bearing system and the balancing.
The aim is d to adapt the compression capacity and air flow rate d. However, a hybrid turbo is not defined solely by the design of its compressor wheel: consistency between the wheels, housings and engine management remains essential.
MFS compressor wheel: standard or Performance?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This manufacturing process alone does not guarantee an increase in air flow d'air. A standard MFS wheel may retain a geometry close to the original.
An MFS impeller Performance may feature a geometry adapted to the engine tuning, notably a different profile or dimensions where these characteristics are required. A standard MFS impeller can be just as polished as an MFS impeller Performance. It is not its appearance that determines its performance, but its geometry and its ability to move more d air.
A higher airflow d'air can contribute to the development d'of greater power when the engine is correctly tuned, though it does not in itself guarantee a performance gain.
Why does the geometry of the blades influence the air flow rate d?
The compressor impeller draws in and then compresses the air sent to the engine. Its diameter, profile, height, width and the arrangement of its blades influence its aerodynamic behaviour. A suitable geometry can move more d'air under certain conditions, but the result also depends on the casings, the turbine, the boost pressure and the engine tuning. A larger impeller therefore does not automatically guarantee better performance and may alter the response time.
Reliability and balancing of the hybrid turbo
The 360° thrust bearing, documented at every stage, distributes axial forces across the entire surface. It helps the bearing adapt to operating stresses, without making the turbocharger immune to lubrication or assembly faults.
The rotor is balanced at high speed, up to 150,000 rpm, on a Cimat VSR test bench. This process aims to minimise vibrations and mechanical stresses during rotation.
Engine remapping and preparation
Appropriate engine management is required for to make the most of the hybrid turbo’s characteristics. The mapping, boost pressure and wastegate settings must be checked during remapping. Depending on the level of tuning, the fuel injection, exhaust system, intake air cooling d, clutch or transmission may also require checking or adjustment.
Turbo part numbers
OEM part numbers
46769104
60816577
55191597
71723492
71783322
71785262
Manufacturer’s part numbers
710811-0001
710811-0002
710811-1
710811-2
710811-5001S
710811-5002S
Compatible vehicles and assignments
Alfa Romeo
156 — 2.4 JTD —140 hp
From 2000 — endunspecified
Engine code : unspecified
156 — 2.4 JTD — 150 hp
From 2000 — end unspecified
Engine code : unspecified
166 — 2.4 JTD — 140 hp
From 2000 — end unspecified
Engine code : unspecified
Fiat
Marea — 2.4 TD — 140 hp
From 2000 — end unspecified
Engine code : unspecified
Lancia
Aurelia — 2.4 JTD — 140 hp
From 2000 — end unspecified
Engine code : unspecified
Lybra — 2.4 JTD — 140 hp
From 2000 — end unspecified
Engine code : unspecified
Lybra — 2.4 JTD —150 hp
From 2000 — end unspecified
Engine code : unspecified
Additional technical specifications
Product type: Hybrid Turbo
Documented engine variants: 2-., 4- JTD and 2-., 4 TD
displacement: 2.4
Power ratings: 140 and 150 hp
Period: From 2000, end date unspecified
Engine code: Not specified
Installation advice
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault before d installing the turbocharger.
dCheck the lubrication system, the oil supply and return lines, and ensure the pipes are clean. Also check the intake for any foreign objects.
Carry out the priming procedure in accordance with the applicable recommendations and follow the manufacturer’s instructions. The mapping and wastegate adjustment must be carried out by a qualified professional.
Unresolved lubrication issues may lead to the turbocharger failing again.
How do you identify the correct turbo?
Check the part number marked on the original turbo d, then compare it with the OEM and manufacturer part numbers in this factsheet.. Also check the make, model, engine type, power output at hp, the mountingYear and the engine code where available.. An identical engine type does not always guarantee compatibility.
⚠️ Check your turbo’s part numbers
Before ordering, compare the part number marked on your original turbo d with the part numbers listed in this product sheet. An identical engine specification does not always guarantee compatibility.
If in doubt, please contact us with the full part number from your turbocharger.
