This hybrid turbo for, designed for 2.8 D, features dmechanical modifications aimed at adapting the dair flow and the. compression capacity. Depending on the upgrade package chosen, it is fitted with a high-flow MFS compressor wheel, a 360° thrust bearing and specific modifications to the casings or the turbine section.
Its ‘ plug & play ’ type fitting requires no modification d’installation. Documented applications include, in particular, the Iveco Daily 3 and Renault Mascott models from 2000 onwards.
Available formulations — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: MFS high-flow
Thrust bearing system: 360° thrust bearing
Balancing: High-speed at 150,000 rpm on a Cimat VSR test bench
This modification primarily affects the compressor section in order dto optimise air flow and compression, whilst maintaining a configuration suitable for the intended installation.
Stage 2
Compressor impeller: MFS high-flow oversized
d’ intake housing: Reprofiled for ccommodate the new impeller oversized
Thrust bearing system: 360° thrust bearing
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench
Stage 2 combines a oversized compressor impeller with a reprofiled dintake casing. This modification is designed to correctly accommodate the new geometry and may alter the air flow rate das well as the compressor’s performance.
Stage 3
Compressor impeller: MFS high-flow oversized
dintake housing: Reprofiled for to accommodate the new impeller oversized
Thrust bearing system: 360° thrust bearing
Turbine impeller: High-flow oversized
Turbine casing: Reprofiled for ly to accommodate the new impeller oversized
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench
This version modifies the compressor and turbine sections. The re-profiling of both housings allows d’the integration of the documented oversized impellers, with a potential impact on air flow rate d’, gas flow rate and response time.
What is a hybrid turbo?
A hybrid turbo is based on a turbocharger architecture adapted for to accommodate internal components that differ from the original configuration d’. Depending on the upgrade stage, the modification may involve the compressor wheel, the housings, the turbine wheel, the thrust bearing system and balancing.
The aim is dto adapt the compression capacity and the air flow rate d. However, a hybrid turbo is not defined solely by the appearance of its compressor wheel: the geometry of the components and their compatibility with the housings are crucial.
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 airflow d. A standard MFS wheel may retain a geometry equivalent to that dof the original.
The MFS impeller documented here is made from forged aluminium and features a lighter, larger and taller design than the original impeller d. The specification sheet indicates an additional compression capacity of 15 per cent. Depending on the application, it is available in a high-flow or high-flow version oversized.
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 higher flow rate can contribute to power output only when combined with 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 admitted by 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 the result also depends on the housings, the turbine, the boost pressure and the engine management system. A larger impeller therefore does not automatically guarantee a better result and may alter the response time.
Reliability and balancing of the hybrid turbo
The 360° bearing thrust ring fitted to all three stages helps to distribute axial forces around the thrust bearing system. It does not, however, replace d’proper lubrication or d’correct installation.
Each unit is balanced at high speed, up to 150,000 rpm, on a Cimat VSR test bench. This process aims to minimise vibrations and mechanical stresses on the rotor, without compensating for any faults d’installation or d’oil supply.
Engine remapping and preparation
To make the most of the hybrid turbo’s characteristics, appropriate engine management is required. The mapping, boost pressure, injection, exhaust and cooling must be monitored or adjusted according to the tuning. The wastegate setting must be adjusted when reprogramming the ECU. The clutch, transmission and other vehicle components must also be checked in line with the desired configuration.
Turbo references
Documented related part numbers:
751758-5001S
751758-0001
707114-0001
751758
707114
500379251
5001855042
751758-1
7517585001S
707114-1
5001855573
T912497
334533
1103429
ET3430231
Compatible vehicles and assignments
Iveco
Daily 3 — 2.8 —145 hp
Engine variants 2.8, from 2000 — endunspecified
Engine code : unspecified
Renault
Mascott — 2.8 —139 hp
Engine: 2.8, from 2000 — end dateunspecified
Engine code : unspecified
Additional technical specifications
Product type: Hybrid Turbo
Engine: 2-.-8 D
Power ratings indicated in the title: 125, 135, 138, 140, 143 and 150 hp
Installation: Plug & play, no modifications required d’ installation
Engine codes: Not specified
Fitting advice
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault before d’install the turbocharger. Check the lubrication system, the oil supply and return das well as the cleanliness of all pipes.
Check the intake for foreign objects. Prime the system in accordance with the applicable recommendations and follow the manufacturer’s instructions.
A lubrication fault that is not rectified may result in further damage to the turbocharger.
How do you identify the correct turbo?
Check the part number marked on the original turbo dand compare it with the part numbers in this fact sheet. Also check the make, model, generation, engine type, power output at hp, theYear and the engine code where available. 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 full part number from your turbocharger.
