This hybrid turbo for engine 2.The 4 TDCi benefits from d'an internal mechanism designed to adjust its compression capacity and flow rate' d'air'. Depending on the package chosen, it comes with a high-flow MFS compressor wheel, a 360° stop and re-profiled casings for the oversized wheels.
It is designed for use in applications Ford Propulsion-based Transit models and Defender variants documented from 2006 onwards. Its design plug & play enables a Installation without modification of the vehicle, subject to a thorough check of the details.
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 regulate air flow and compression, whilst the 360° thrust bearing distributes the axial forces from the rotor.
Stage 2
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Re-profiled 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 compressor wheel oversized is fitted with a casing d're-profiled intake'. This adjustment may affect the flow rate d'air and compressor behaviour; its operation depends on the engine configuration and the mapping'.
Stage 3
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Re-profiled for to receive the new wheel oversized
Stop system: 360° thrust bearing
Turbine wheel: High flow rate oversized
Turbine casing: Re-profiled for to receive the new wheel oversized
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
This procedure applies to the compressor and turbine sides. Both casings have been re-profiled for to accommodate the oversized wheels. This setting may affect flow rate and response time; it should be selected according to the intended use and the overall engine set-up.
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 service, the modifications may involve the compressor wheel, the turbine wheel, the casings, the thrust bearing system and the balancing.
The aim is d'adjust the compression capacity and flow rate' d'air'. A hybrid turbocharger is not defined solely by the appearance of its impeller: the geometry of the impellers, the adaptation of the housings and the overall balance are also crucial factors.
MFS compressor wheel: standard or Performance ? ?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This manufacturing process does not, on its own, guarantee an increase in throughput d'air'. A standard MFS wheel can retain a geometry equivalent to that d'origin'.
An MFS wheel Performance can be designed with a geometry suited to the preparation objective. On this product, the wheel shown is made of forged aluminium; it is lighter, larger and taller than the one d'origin'. The data provided indicates an additional 15 per cent compression.
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 help to increase power output when the engine has been properly tuned.
Why does the geometry of the blades affect the flow rate? d'air?' ?
The compressor wheel draws in and then compresses the air fed to the engine. Its diameter, profile, height, width and the arrangement of its blades all influence its aerodynamic behaviour. The right geometry can move more d'air under certain operating conditions'.
The result also depends on the compressor housing, the impeller and the turbine housing, the boost pressure and the engine management system. A larger wheel therefore does not automatically guarantee better performance and may affect the turbocharger’s response time.
Reliability and balancing of the hybrid turbocharger
The documented 360° stop helps to distribute the axial forces acting on the rotor. It helps to adapt the turbocharger to the stresses of tuning, without making the assembly insensitive to lubrication or assembly faults.
The rotor is balanced at high speed, up to 150,000 rpm, on a Cimat VSR test bench. This balancing is designed to minimise vibrations and mechanical stresses, but does not compensate for incorrect installation or contamination of the circuit d'insufficient oil or priming'.
Engine remapping and tuning
The engine management system needs to be adjusted for make the most of the hybrid turbo’s features. The wastegate must be adjusted when the ECU is remapped.
Depending on the level of preparation, it is also advisable to check whether or d'adjust the fuel injection, boost pressure, exhaust system, cooling system, intake system, and the clutch or gearbox'. The editing d'A hybrid turbo alone does not guarantee a power boost'.
Turbo part numbers
OEM part numbers
1430766
1497698
1435057
1456075
1521490
6C1Q6K682EF
6C1Q6K682EE
6C1Q6K682EK
6C1Q6K682EL
6C1Q6K682EH
1372801
1406285
1447185
1669557
1670472
6C1Q6K682EC
6C1Q6K682ED
6C1Q6K682EG
6C1Q6K682EJ
6C1Q6K682EM
6C1Q6K682EN
6C1Q6K682FA
1445932
1477185
Manufacturer’s part numbers
752610-0009
752610-0010
752610-0012
752610-0015
752610-0016
752610-0025
752610-10
752610-12
752610-15
752610-16
752610-25
752610-5026S
752610-5032S
752610-9
Compatible vehicles and assignments
Ford
Defender — 143 hp
2.4 TDCi — from 2006, end date unspecified
Engine code : not specified
Transit, rear-wheel drive — 140 hp
2.4 TDCi — from 2006, end date unspecified
Engine code : not specified
Land Rover
Defender — 143 hp
2.4 TDCi — from 2006, end date unspecified
Engine code : not specified
Additional technical specifications
Product type: Hybrid Turbo
Engine: 2.4 TDCi
displacement : 2.4 l
Fuel: Diesel
Documented power ratings: 140 hp and 143 hp
Period covered: From 2006 onwards
Installation: Plug-and-play, with no modifications to the vehicle
Assembly instructions
⚠️ WARNING — IMPORTANT BEFORE ASSEMBLY
Identify and rectify the cause of the previous fault before d'fit the turbo'. Check the lubrication circuit, as well as the supply and return lines d'oil'.
Check that the ducts and the intake are clean and free from foreign objects. Carry out the priming in accordance with the relevant guidelines and follow the 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', then compare the OEM and manufacturer part numbers. Also check the make, model, generation, body style and engine type 2.4 TDCi, power in hp, the assembly period and the engine code, where available. Having the same engine is not always enough to confirm compatibility.
⚠️ 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 in any doubt, please contact us with the full part number from your turbocharger.
