Available configurations — Stage 1, Stage 2 and Stage 3

What is a hybrid turbocharger?

A hybrid turbo utilises a turbocharger architecture adapted for to accommodate internal components that differ from the d original configuration. Depending on the upgrade stage, 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 the air flow rate d. A hybrid turbo is not defined solely by the appearance of its impeller: the geometry of the components, their integration into the housings and the overall balance of the unit are also decisive factors.

MFS compressor wheel: standard or ‘ Performance ’?

MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This term describes a manufacturing process and, on its own, is not sufficient to demonstrate an increase in air flow d.

A standard MFS impeller may retain a geometry equivalent to that of the original d. An MFS impeller Performance can be given a geometry adapted to the modification, particularly in terms of the profile or dimensions of the blades where such modifications are planned.

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 can only result in increased power output when accompanied by appropriate engine tuning.

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 the compressor’s aerodynamic behaviour.

A suitably designed impeller can move more air d under certain conditions. The result also depends on the casings, the turbine wheel, the boost pressure and the engine mapping. A larger impeller is therefore not necessarily more suitable and may alter the response time.

Reliability and balancing of the hybrid turbo

The 360° bearing stop present on every documented stage helps to distribute the axial forces exerted on the rotating assembly. It does not replace d'proper lubrication or compliance with installation conditions.

The rotor is balanced at high speed, at 150,000 rpm on a Cimat VSR test bench, in order to minimise vibrations and mechanical stresses. This balancing does not compensate for a fault d'in the oil supply, contamination or incorrect installation.

Engine remapping and preparation

To make the most of the characteristics d of a hybrid turbo, the engine management system must be adapted. The mapping, boost pressure and wastegate adjustment must be checked when remapping the ECU.

Depending on the level of tuning, the fuel injection, exhaust system, intake air cooling d, clutch or gearbox may also require checking or adjustment. The turbo alone is not sufficient to ensure a power gain.

Turbo specifications

OEM manufacturer part numbers

Manufacturer part numbers

Compatible vehicles and applications

No detailed vehicle specifications are documented. Check compatibility using the original turbo part number d, the engine type 1.4 D and the power output of 60 or 75 hp.

Additional technical specifications

Fitting advice

How do you identify the correct turbo?

Compare the part number of the original turbo d with the OEM and manufacturer part numbers in this datasheet. Also check the make, model, generation, body style, engine type, power output at hp, years of manufacture and engine code where available.

An identical engine specification does not always guarantee compatibility between two turbochargers.

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