This hybrid turbo, designed for the Iveco 3.0 HPT engine with 177 hp, is based on an internal modification designed for to adapt the air flow dand the compression capacity. Depending on the upgrade package chosen, it is fitted with a high-flow MFS compressor wheel, a 360° thrust bearing and additional modifications to the impellers and casings.
dIt is designed for the Campagnola Iveco, Daily and Massif 3.0 HPT 177 models produced from 2006 onwards. It is designed to be fitted without any modifications to the original assembly, subject to checking the turbocharger part numbers.
Available kits — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: MFS high-flow
Thrust bearing system: 360° thrust bearing
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench
This modification primarily affects the compressor section in order dto adapt the air flow rate dto. The 360° thrust bearing helps to distribute the axial forces acting on the rotating assembly more evenly.
Stage 2
Compressor impeller: MFS high-flow oversized
d’ intake housing: Reprofiled for accommodate the new impeller oversized
Thrust bearing system: 360° thrust 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 casing. This modification is designed to correctly accommodate the new geometry and to alter the air displacement capacity.
Stage 3
Compressor impeller: MFS high-flow oversized
dintake housing: Reprofiled for to accommodate the new impeller oversized
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
Stage 3 modifies the compressor and turbine sides. The housings are re-profiled for to accommodate the corresponding oversized impellers. This configuration can alter the air flow rate d, the turbocharger’s behaviour and its response time depending on the associated engine tuning.
What is a hybrid turbo?
A hybrid turbo retains a turbocharger architecture designed for to accommodate modified internal components. Depending on the stage of the upgrade, modifications may involve the compressor wheel, the turbine wheel, the housings, the thrust bearing system and balancing.
The aim is dadapt the compression capacity and air flow rate d. However, a hybrid turbo is not defined solely by the appearance of its impeller: the geometry of the components and the overall coherence of the assembly are crucial.
MFS compressor wheel: standard or Performance?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This technology describes the manufacturing process and does not, on its own, guarantee an increase in air flow rate d.
A standard MFS impeller may retain a geometry equivalent to that of the original d. An ‘ Performance ’ MFS impeller may have a different geometry depending on the intended purpose. On this product, the wheel shown is made of forged aluminium, and is lighter, larger and taller than the original d. The specification sheet indicates an additional load-bearing capacity of 15 per cent.
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 airflow can only be utilised properly with appropriate engine tuning.
Why does the geometry of the blades influence the air flow rate d?
The compressor wheel draws in and then compresses the air sent to the engine. Its diameter, profile, height, width and the arrangement of its blades influence its aerodynamic behaviour and the volume dof air displaced under certain conditions.
The result also depends on the housings, the turbine wheel, the boost pressure and the engine management system. A larger wheel therefore does not automatically guarantee better performance and may alter the response time as well as the range d’of optimal operation.
Reliability and balancing of the hybrid turbo
The 360° bearing thrust ring fitted to all three stages distributes the axial forces around the shaft. It helps the bearing system adapt to operating stresses, without making the turbo immune to installation or lubrication faults.
The rotating assembly is balanced at high speeds, up to 150,000 rpm, on a Cimat VSR test bench. This balancing is designed to minimise vibrations and mechanical stresses on the rotor.
Engine remapping and preparation
doperation of a hybrid turbo requires appropriate engine management. The mapping, boost pressure, fuel injection, exhaust and cooling systems must be checked or adjusted according to the level of tuning.
The wastegate must be adjusted when the ECU is remapped. The clutch, gearbox and other components under load must also be checked, depending on the vehicle. Fitting the turbocharger alone does not guarantee a power gain.
Turbo part numbers
OEM part number
504205349
Manufacturer’s part numbers
768625-5004S
768625-5002S
768625-0004
768625-0002
768625-4
768625-2
768625-1
Compatible vehicles and assignments
Iveco
Campagnola 3.0 HPT — 177 hp
3.0-litre engine — from 2006, end date unspecified
Engine code : unspecified
Daily 3.0 HPT — 177 hp
3.0-litre engine — from 2006, end date unspecified
Engine code : unspecified
Massif 3.0 HPT —177 hp
Engine: 3.0 l — from 2006, end dateunspecified
Engine code : unspecified
Additional technical specifications
Product type: Hybrid Turbo
Engine: 3.0 HPT
displacement: 3.0 l
Power: 177 hp
Production period: From 2006, end not specified
Engine code: Not specified
Fitting: Fits without any modifications to the original d’s mounting
Fitting instructions
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault before installing the turbo d.
dCheck the lubrication circuit, the oil supply and return lines, and ensure all pipes are clean.
Check the intake and ensure there are no 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 lead to further failure of the turbocharger.
How do you identify the correct turbo?
Check the part number marked on the original turbo dand compare it with the OEM and manufacturer part numbers in this data sheet. Also check the make, model, version, engine type 3.0 HPT, power output of 177 hp, theYear and the engine code where available. An identical engine specification does not always guarantee 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 data sheet. An identical engine specification does not always guarantee compatibility.
If in doubt, please contact us with the part number clearly visible on your original turbocharger d.
