Hybrid Turbo 2.8 TD 105, 115 and 125 hp – 99462607, 53039700034

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Hybrid
Hybrid Turbo 2.8 TD 105 115 125 hp 53039700034, 53039700037, 53039700075, 53039700076
  • Hybrid Turbo 2.8 TD 105 115 125 hp 53039700034, 53039700037, 53039700075, 53039700076
  • Hybrid Turbo 2.8 TD 105 115 125 hp 53039700034, 53039700037, 53039700075, 53039700076
  • Hybrid Turbo 2.8 TD 105 115 125 hp 53039700034, 53039700037, 53039700075, 53039700076
53039880076
Year: From 1999 or 2000, depending on the role
Power: 105, 115 and 125 hp
displacement: 2,., 8 TD
Engine code: Not specified
Gasket kit
Preparation course
Exchange
€441.00 VAT included

367.5 tax excl.

Quantity
Manufacturing time: 15-20 working days

Description

This hybrid turbo for, available in 2-.and 8- TD versions, is offered with several tuning levels.. Depending on the tuning package chosen, it is fitted with a high-flow MFS compressor wheel, a 360° thrust bearing and additional modifications to the wheels and housings.

Documented applications include, in particular, the Iveco Daily 3, Opel Movano, Renault Mascotte and Renault Master , developing between 105 and 125 hp.

Available specifications — Stage 1, Stage 2 and Stage 3

Stage 1
Compressor wheel: MFS high-flow
Thrust bearing: 360° bearing
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench

This modification primarily affects the compressor impeller in order dto adjust the compression capacity and air flow rate dwhilst retaining a configuration designed for Installation without modification.

Stage 2
Compressor impeller: MFS high-flow oversized
d’ intake housing: Reprofiled for accommodate the new impeller oversized
Thrust bearing: 360° bearing
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench

The Stage 2 combines a oversized compressor impeller with a reprofiled dintake housing. This modification is designed to alter the compressor’s air displacement capacity d, with appropriate engine management.

Stage 3
Compressor impeller: MFS high-flow oversized
dintake housing: Reprofiled for to accommodate the new impeller oversized
Thrust bearing: 360° 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 modification is carried out on both the compressor and turbine sides. The final performance depends on the engine as a whole, the boost pressure and the settings applied.

What is a hybrid turbo?

A hybrid turbo utilises a turbocharger architecture adapted for accommodate modified internal components. Depending on the upgrade package, the modification may involve the compressor wheel, the turbine wheel, the housings, the thrust bearing and balancing.

The aim is dto adapt the compression capacity and air flow rate d. A hybrid turbo is not defined solely by the appearance of its impeller: the aerodynamic profiles, dimensions and machining of the housings also contribute to its performance.

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 can retain a geometry equivalent to that dof 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. An impeller intended for a tuning programme Performance may have a suitable profile or dimensions only when these modifications are specified by the relevant course.

Why does the geometry of the blades influence the airflow d?

The impeller’s diameter, profile, height, width and blade arrangement all influence the intake and compression of air. The result also depends on the casings, the turbine, the boost pressure and the engine tuning. A larger impeller does not automatically guarantee a better result and may alter the response time as well as the range dof optimal operation.

Reliability and balancing of the hybrid turbo

The 360° stop, documented at each stage, helps to distribute axial forces. The rotor is balanced at high speed, up to 150,000 rpm on a Cimat VSR test bench, in order to minimise vibrations and mechanical stresses. However, this balancing does not compensate for incorrect installation or inadequate lubrication.

Engine remapping and preparation

Adjustments to the mapping and boost pressure management may be necessary for to make the most of the hybrid turbo’s characteristics. The injection, exhaust, cooling, intake and transmission must be checked in accordance with the level of tuning. The wastegate must be adjusted when remapping the ECU. No power gain can be guaranteed without appropriate engine configuration.

Turbo part numbers

OEM and equivalent part numbers

5000358190
500335369
500358190
500372213
99462607

Manufacturer’s part numbers

53039700034
53039700037
53039700075
53039700076
53039800034
53039800037
53039800075
53039800076
53039880034
53039880037
53039880075
53039880076
53039900034
53039900037
53039900075
53039900076

Compatible vehicles and assignments

Iveco
Daily 3 — 2.8 TD — 105 hp
Documented start: 1999; month unspecified; endunspecified
Engine code : unspecified
Daily 3 — 2.8 TD — 125 hp
Documented start: 1999; month unspecified; end unspecified
Engine code : unspecified
Opel
Movano — 2.8 TD — 115 hp
Documented start: 2000; month unspecified; end unspecified
Engine code : unspecified
Renault
Mascot — 2.8 TD — 105 hp
Documented start: 1999; month unspecified; end unspecified
Engine code : unspecified
Mascotte — 2.8 TD — 115 hp
Documented start: 1999; month unspecified; end unspecified
Engine code : unspecified
Master — 2.8 TD — 115 hp
Documented start: 2000; month unspecified; end unspecified
Engine code : unspecified

Additional technical specifications

Product type: Hybrid Turbo
Engine: 2.8 TD
Documented power outputs: 105, 115 and 125 hp
Documented production periods: From 1999 or 2000 depending on the variant
Installation: Designed for installation without modification

Fitting advice

⚠️ WARNING — IMPORTANT BEFORE INSTALLATION

Identify and rectify the cause of the previous fault. Check the lubrication circuit, as well as the oil supply and return d. Check that the pipes are clean, the inlet and that there are no foreign objects. Carry out priming in accordance with the applicable recommendations and follow the manufacturer’s instructions.

Failure to rectify a lubrication fault may result in the turbocharger failing again.

How do you identify the correct turbo?

Check the part number marked on the original turbo d, then compare the OEM and manufacturer part numbers.. Also check the make, model, generation, engine type, power output at hp, theYear and the engine code where available.

⚠️ Check your turbo’s part numbers

Before ordering, compare the part number marked on your original dturbocharger 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 taken from your turbocharger.

Product Details
53039880076
Hybrid
Attachments
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Installation instructions and pr

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Turbo: specialists in turbochargers since 2012

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How do you identify the correct turbo part number?

A single engine type may have been fitted with several different turbochargers depending on theYear, power output, engine version or technical evolution.. The application alone is therefore not always sufficient for to accurately identify the correct turbo.

Before ordering, note down the part numbers shown on the identification plate d of your old turbocharger. This may be d an OEM part number or d a part number from the turbo manufacturer.

Compare these part numbers with those listed on our product pages.. If in doubt, our team can help you verify the part number you are looking for before you place your order.

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A loss of power, an unusual whistling noise, oil consumption d, abnormal smoke or poor engine performance may be linked to a turbocharger fault.

However, a fault that appears to be turbo-related may also stem d from a lubrication issue, d from contaminated oil, d from a foreign object, from the intake or exhaust systems, or d from another engine peripheral component.

It is therefore important to investigate the cause of the fault before fitting a new turbo or a new Cartridge.

→ Identifying the symptoms d of a turbo failure

→ Understand the main causes of turbo failure d

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