Available tuning packages — Stage 1, Stage 2 and Stage 3

What is a hybrid turbo?

A hybrid turbo retains a turbocharger architecture designed for accommodate modified internal components. Depending on the upgrade stage, the modification may involve the compressor wheel, the housings, the turbine wheel, the thrust bearing system and 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 appearance of its impeller: the geometry, machining and overall consistency of the unit are crucial.

MFS compressor wheel: standard or Performance?

MFS stands for ‘Milled From Solid’ and refers to a wheel machined from a solid block. This manufacturing process alone does not guarantee an increase in airflow d'air. A standard MFS wheel may retain a geometry equivalent to that d'of the original.

An MFS wheel Performance can be given a geometry adapted to the set-up: the profile, height, width or diameter of the blades can be adjusted when such modifications are planned. For this product, the specifications indicate a forged aluminium wheel, which is lighter, larger and taller than the original, allowing for 15 per cent additional compression.

A standard MFS impeller can be just as polished as an MFS Performance impeller. It is not its appearance that determines its performance, but its geometry and its ability to move more d air. A higher flow rate can only be fully utilised with appropriate engine tuning.

Why does the geometry of the blades influence the air flow rate d?

The compressor wheel draws in and then compresses the air sent to the engine. Its diameter, profile, height, width and the arrangement of its blades influence the aerodynamic behaviour and the volume d of air displaced under certain conditions.

The result also depends on the casings, the turbine wheel, the boost pressure and the engine management system. A larger wheel therefore does not automatically guarantee better performance and may affect response time.

Reliability and balancing of the hybrid turbo

The 360° thrust bearing fitted to all three stages distributes axial forces over a wide surface area. It helps the bearing system adapt to operating stresses, without making the turbo immune to fitting or lubrication faults.

High-speed balancing at 150,000 rpm on a Cimat VSR test bench is designed to minimise vibrations and mechanical stresses on the rotor. It does not compensate for a faulty oil supply, contamination or the presence d of a foreign object.

Engine remapping and preparation

Adjustments to the mapping and boost pressure management may be necessary for to get the most out of this hybrid turbo. The wastegate must be adjusted when remapping the ECU. Depending on the tuning, the fuel injection, exhaust, cooling, the intake, the clutch or the gearbox may also need to be checked and adjusted. No power gain is automatic without appropriate engine tuning.

Turbo specifications

OEM part number

Manufacturer’s part numbers

Compatible vehicles and roles

Compatibility must be checked using the part number of the original turbo d and the vehicle’s exact specifications.

Additional technical specifications

Fitting advice

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 fact sheet.. Also check the make, model, generation, body style, engine type, power output, years of manufacture and engine code. An identical engine type does not always guarantee compatibility.

If in doubt, please contact us with the part number clearly visible on your original turbo d.