This hybrid turbocharger is designed for the following engine Bmw 2.0d with 150 hp. Its tuning combines a high-flow MFS compressor wheel Performance, a 360° bearing stop and high-speed balancing on a Cimat VSR test bench.
Three levels of preparation are documented. Each stage has its own dimensions and modifications to d adapt the air flow d and the turbocharger’s behaviour to the engine configuration.
Available tuning packages — Stage 1, Stage 2 and Stage 2+
Stage 1
Compressor wheel: MFS Performance high-flow
Documented dimensions: 38.58/52.00 mm and 36.39/49.00 mm
Vane configuration: 11+0
Thrust bearing: 360°
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
This design utilises a solid-machined impeller with a geometry optimised to increase air flow d. The result depends on its integration into the complete engine configuration.
Stage 2
Compressor impeller: MFS Performance high flow rate oversized
Dimensions: 40.10/52.19 mm
Blade configuration: 7+7
d intake housing: re-profiled for accommodate the impeller oversized
Thrust bearing: 360°
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
The oversized turbine and the reprofiling of the d intake housing adapt the d air passage to this geometry. This modification may alter the available flow rate as well as the turbo’s response depending on the selected settings.
Stage 2+
Compressor wheel: MFS Performance high-flow oversized
Dimensions: 41.52/56.02 mm
Blade configuration: 11+0
Housing d'inlet: re-profiled for cord to accommodate the impeller oversized
Thrust bearing: 360°
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
This upgrade is based on a larger impeller and a d-intake housing adapted. However, a larger impeller alone does not guarantee better performance: the result depends on the engine as a whole, the boost pressure and the tuning.
What is a hybrid turbo?
A hybrid turbo retains a turbocharger architecture that is adapted for to accommodate specific internal components or machining. Depending on the upgrade, the modifications may involve the compressor wheel, its geometry, its dimensions, the housing, the thrust bearing system and balancing.
The aim is d to adapt the compression capacity and air flow rate d. A hybrid turbo is therefore not defined solely by the appearance of its compressor wheel, but by the consistency of its mechanical modifications.
MFS compressor wheel: standard or Performance?
MFS stands for ‘Milled From Solid’: the impeller is machined from a solid block. This manufacturing process alone does not guarantee an increase in flow rate. A standard MFS impeller may retain a geometry equivalent to that d of the original.
A standard MFS impeller can be just as shiny 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 Performance geometry may utilise a profile, dimensions or blade arrangement suited to the. setup. A higher airflow rate can contribute to power output with appropriate engine tuning, though this does not guarantee a gain.
Why does blade geometry influence the flow rate d'air?
The compressor impeller draws in and then compresses the intake air. Its diameter, profile, height, width and blade arrangement all influence its aerodynamic behaviour. The result also depends on the compressor housing, the turbine section, the boost pressure and the engine tuning. An increase in size can also alter the response time and the range d'optimal use.
Reliability and balancing of the hybrid turbo
The 360° thrust bearing helps to distribute the axial forces applied to the rotor. High-speed balancing at 150,000 rpm on a Cimat VSR test bench aims to limit vibrations and mechanical stresses. However, it does not compensate for a lack of lubrication or incorrect installation.
Engine remapping and preparation
Adjustments to the engine management system may be necessary for to make the most of the hybrid turbo’s characteristics. The mapping, boost pressure, fuel injection, exhaust, air d intake cooling and the transmission must be checked in accordance with the level of tuning. The wastegate must be adjusted during the fitting and tuning of the ECU.
Turbo part numbers
OEM part numbers
116557790994
11657790992
11657790992C
11657790992H
11657790992I
11657790994
11657790994H
11657790994I
7790992
7790992C
7790992H
7790992I
7790994
7790994H
7790994I
Manufacturer’s part numbers
731877-9010S
731877-5010S
731877-5009S
731877-5007S
731877-5006S
731877-5004S
731877-5003S
731877-5001S
731877-0010
731877-0009
731877-0007
731877-0006
731877-0004
731877-0003
731877-0001
731877-10
731877-9
731877-7
731877-6
731877-4
731877-3
731877-1
Compatible vehicles and roles
Bmw
Model unspecified — 2,.0d 150 hp
2.0 -litre diesel engine — period unspecified
Engine code: not specified
Additional technical specifications
Product type: turbo hybrid
Documented car make: Bmw
Engine: 2.0d
Power: 150 hp
Installation: plug & play, with no documented external modifications
Fitting advice
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault. Check the lubrication circuit, the oil supply and return d as well as the cleanliness of all pipes.
Check the inlet for foreign objects. Prime the turbo in accordance with the applicable recommendations and follow the manufacturer’s instructions.
A lubrication fault that is not rectified may lead to the turbocharger failing again.
How do you identify the correct turbo?
Check the original turbo part number d, the OEM and manufacturer part numbers, as well as the make, model, generation, body style, engine type, power output, production period and engine code. An identical engine type 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, please contact us with the part number clearly visible on the plate of your original turbo d.
