This hybrid turbo for 3 engine options.0 is available in three different preparation levels. Depending on the course chosen, the modifications relate to the high-flow MFS compressor wheel, the casings and, for the Stage 3, the turbine wheel.
It is intended for documented applications Citroën Jumper and Relay, Fiat Ducato, Iveco Daily and Massif, as well as Peugeot Boxer, in 146 versions hp or 160 hp.
Available products — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: High-capacity MFS
Stop system: 360° thrust bearing
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
This preparation acts mainly on the compressor side. The high-flow MFS impeller is designed to adjust the compression capacity and displacement d'air, whilst retaining a configuration closer to the original design than the upper stages'.
Stage 2
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Reprofiled for to receive the new wheel oversized
Stop system: 360° thrust bearing
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
The Stage 2 incorporates a compressor wheel oversized to a casing d're-profiled intake'. This mechanical modification enables d'to seat the new wheel correctly and may affect the flow rate' d'air and the behaviour of the compressor'.
Stage 3
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Reprofiled for to receive the new wheel oversized
Stop system: 360° thrust bearing
Turbine wheel: High flow rate oversized
Turbine casing: Reprofiled for to receive the new wheel oversized
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
The Stage 3 includes modifications to the compressor and turbine. The reshaping of the two casings allows them to accommodate the corresponding oversized wheels. Whilst this configuration may offer greater flow potential, it requires appropriate engine tuning and may affect the turbocharger’s response time.
What is a hybrid turbo ?
A hybrid turbo uses a specially adapted turbocharger design for to receive internal components that differ from the configuration d'origin'. Depending on the course, the preparation may involve the compressor wheel, the casings, the turbine wheel, the thrust bearing system or balancing.
The aim is d'adjust the compression capacity and flow rate' d'air to meet needs' d'engine tuning'. However, 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 overall coherence of the assembly are all crucial factors.
MFS compressor wheel: standard or Performance ? ?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This designation describes the manufacturing process and does not, in itself, guarantee an increase in flow rate d'air'.
A standard MFS wheel can retain a geometry equivalent to that d'origin'. An MFS wheel Performance depending on the design, it can have a blade diameter, profile or geometry suited to a different flow rate objective.
A standard MFS wheel can be just as shiny as an MFS wheel Performance. 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 utilised properly with the appropriate engine preparation.
Why does the geometry of the blades affect the flow rate? d'air?' ?
The compressor wheel draws in air and then compresses it before it enters the engine. Its diameter, profile, height, width and the arrangement of its blades have a direct influence on its aerodynamic behaviour.
The right geometry can move more d'air under certain conditions'. The result also depends on the engine blocks, the turbocharger, the boost pressure and the engine mapping. A larger wheel therefore does not automatically guarantee better performance and may affect response time.
Reliability and balancing of the hybrid turbocharger
The 360° bearing stop, which is present in all three documented stages, helps to distribute the axial forces to which the rotating assembly is subjected.
Every preparation benefits from d'high-speed balancing at 150,000 rpm on a Cimat VSR test bench'. The purpose of this balancing is to minimise vibrations and mechanical stresses on the rotor, without compensating for any faults in assembly, lubrication or d'oil supply'.
Engine remapping and tuning
Making use of characteristics d'A hybrid turbo requires appropriate engine management'. Mapping, boost pressure, fuel injection, exhaust and cooling must be monitored and adjusted according to the vehicle and the level of tuning.
The wastegate must be adjusted when remapping the ECU. The clutch, gearbox and other components subject to stress must also be checked. The editing d'A hybrid turbo does not automatically guarantee a power boost'.
Turbo part numbers
504137713
49189-02913
49189-02914
Compatible vehicles and assignments
Citroën
Jumper — 3.0 HDI — 160 hp
Engine: 3.0 HDI | Period: from 2006, end date not specified
Engine code : not specified
Relay — 3.0 HDI — 160 hp
Engine: 3.0 HDI | Period: from 2006, end date not specified
Engine code : not specified
Fiat
Ducato — 3.0 JTD — 146 hp
Engine: 3.0 JTD | Period: from 2005, end date unspecified
Engine code : not specified
Ducato — 3.0 MJTD — 160 hp
Engine: 3.0 MJTD | Period: from 2006, end date not specified
Engine code : not specified
Iveco
Daily 2006 — 3.0 TD — 146 hp
Engine: 3.0 TD | Period: from 2006, end date not specified
Engine code : not specified
Daily 2009 — 3.0 TD — 146 hp
Engine: 3.0 TD | Period: from 2009, end date not specified
Engine code : not specified
Massif — 3.0 HPI — 146 hp
Engine: 3.0 HPI | Period: from 2005, end date not specified
Engine code : not specified
Peugeot
Boxer — 3.0 HDI — 160 hp
Engine: 3.0 HDI | Period: from 2006, end date not specified
Engine code : not specified
Additional technical specifications
Product type: Hybrid Turbo
displacement : 3.0
Documented engine specifications: HDI, , JTD, , MJTD, , TD and HPI
Documented power ratings: 146 hp and 160 hp
Documented periods: From 2005 onwards, depending on the allocation
Installation: Configuration plug & play, with no documented external changes
Assembly instructions
⚠️ WARNING — IMPORTANT BEFORE ASSEMBLY
Before installation, identify and rectify the cause of the previous fault. Check the lubrication circuit, the supply and the return d'the oil and the cleanliness of all the pipes'.
Check the intake and ensure there are no foreign objects present. Carry out the priming in accordance with the relevant guidelines and follow the vehicle manufacturer’s instructions.
If a lubrication fault is not rectified, it may lead to the turbocharger failing again.
How do you choose the right turbo ?
Check the part number marked on the turbocharger d'origin, OEM and manufacturer part numbers, make, model, generation, engine type, power output, theYear installation and engine code. The same engine can be fitted with several different turbocharger set-ups.
⚠️ Check your turbo’s part numbers
Before placing your order, Compare the part number on your turbocharger d'origin' using the references given in this fact sheet. Having the same motor does not always guarantee compatibility.
If you are unsure about the identification or fitment, please contact us with the full reference number for your turbo d'origin'.
