This left-hand-side hybrid turbo is designed for RS6- Audi s fitted with the 4-.-valve V8 engine producing 450 or 480 hp. Depending on the upgrade package chosen, the modification comprises a high-flow MFS compressor wheel, a 360° bearing stop and tailored modifications to the casings and turbine section.
The various configurations allow dthe turbocharger’s characteristics to be adapted to the desired level of tuning, without modifying dthe specified installation. The engine management system and peripherals must remain consistent with the chosen configuration.
Available tuning options — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: MFS high-flow
Bearing thrust: 360°
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
This configuration primarily affects the compressor section in order dto adapt the air flow rate dto. The documented MFS impeller is made of forged aluminium, lighter, larger and taller than the original dimpeller. The technical data provided indicates up to 15 per cent additional compression, subject dto appropriate engine preparation and dtuning.
Stage 2
Compressor wheel: MFS high-flow oversized
d’ intake housing: re-profiled for accommodate the new impeller oversized
Bearing stop: 360°
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
Stage 2 combines a oversized compressor impeller with a reprofiled housing d’admission. This modification is designed to correctly accommodate the new geometry and to alter the compressor’s flow capacity. Its performance depends on the overall engine configuration.
Stage 3
Compressor impeller: MFS high-flow oversized
Casing d: intake: re-profiled for to accommodate the new impeller oversized
Bearing thrust ring: 360°
Turbine impeller: high-flow oversized
Turbine casing: re-profiled for ly to accommodate the new impeller oversized
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
Stage 3 features documented modifications to the compressor and turbine sections. The re-profiling of both housings allows them to accommodate the corresponding oversized impellers. This configuration may alter the air flow rate d, the turbo’s response and its operating range; it must be selected according to the vehicle’s intended use and overall specification.
What is a hybrid turbo?
A hybrid turbo retains a turbocharger architecture designed for to accommodate modified internal components. Depending on the stage of tuning, modifications may involve the compressor wheel, the turbine wheel, the housings, the thrust bearing system or balancing. The aim is dto adapt the compression capacity and air flow rate dto the requirements dof a specific engine tuning programme.
A hybrid turbocharger is not defined solely by the appearance of its compressor wheel. The geometry of the wheels, the machining of the housings and the consistency between the compressor and turbine sections also determine its performance.
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 rate d. A standard MFS wheel may retain a geometry equivalent to that d, whilst an MFS Performance wheel may adopt a profile, dimensions or blade configuration suited to the tuning objective. A standard MFS impeller can be just as glossy 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 can contribute to power output when the engine tuning and ancillary components are correctly matched.
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 dair under certain conditions, but a larger impeller does not automatically guarantee better performance. The result also depends on the casings, the turbine wheel, the boost pressure and the engine calibration. An increase in size can also alter the response time and the range dof optimal operation.
Reliability and balancing of the hybrid turbo
The 360° stop present on all three stages helps to distribute the axial forces exerted on the rotating assembly. The rotor benefits fr dhigh-speed balancing at 150,000 rpm on a Cimat VSR test bench to limit vibrations and mechanical stresses. However, this balancing does not compensate for incorrect assembly, insufficient lubrication or the presence dof a foreign object.
Engine remapping and preparation
The engine management system must be adapted for to make consistent use 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, cooling, intake and the transmission may also require checking or adjustment. Simply fitting da hybrid turbo does not in itself guarantee a power gain.
Turbo specifications
OEM part number — Audi
077145703P
Manufacturer’s part numbers
53049700028
53049880028
Compatible vehicles and applications
Audi
RS6 4-.-2 i — 450 hp
4-.2 V8 engine — from 2002, month and end date unspecified
Engine code: not specified — left-hand drive
RS6 4.2 i — 480 hp
Engine: 4-.2 V8 — from 2004, month and end date unspecified
Engine code: not specified — left-hand drive
Additional technical specifications
Product type: turbo hybrid
Installation position: left-hand drive
Engine: 4.2 V8
Documented power outputs: 450 hp and 480 hp
Advertised installation: plug & play, without modification
Engine codes: not specified
Fitting advice
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault. Carefully check the lubrication circuit, as well as the oil supply and return d. Check that the pipes and the inlet are clean and free from foreign objects. Carry out thethe priming procedure in accordance with the applicable recommendations and follow the manufacturer’s instructions. The wastegate must be adjusted as part of the engine management system calibration. A lubrication fault that is not rectified may lead to further turbocharger failure.
How do you identify the correct turbo?
Check the part number marked on the original turbo d, the OEM and manufacturer part numbers, then compare the make, model, engine type, power output,Year, and the engine code. Also check that it is indeed the left-hand turbo. An identical engine specification is not always sufficient to confirm 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 specification sheet. An identical engine specification does not always guarantee compatibility.
If in doubt, contact our team with the part number clearly visible on your original turbocharger d.
