This hybrid turbo plug & play is tuned for for the following engines: Mazda 2.0 DITD with 121 and 136 hp. Depending on the tuning package chosen, the modification combines a high-flow MFS compressor wheel, a 360° bearing stop and tailored internal modifications.
The documented configurations apply to the Mazda 6, Mazda 6 Phase 2 and Mazda MPV 2. Each configuration is balanced at high speed on a Cimat VSR test bench.
Available formulations — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: high-flow MFS
Bearing: 360° thrust
Balancing: 150,000 rpm on a Cimat VSR test bench
This modification primarily affects the compressor impeller in order d to adjust the compression capacity and d air flow rate, whilst maintaining a system plug & play.
Stage 2
Compressor impeller: high-flow MFS oversized
d' intake housing: re-profiled for accommodate the new impeller
Bearing: 360° thrust bearing
Balancing: 150,000 rpm on a Cimat VSR test bench
The Stage 2 combines a oversized compressor impeller with a re-profiled housing d'admission. This modification is designed to correctly accommodate the new geometry and increase the air flow rate d.
Stage 3
Compressor impeller: MFS high-flow oversized
Casing d'intake: re-profiled for to accommodate the new impeller
Bearing: 360° thrust bearing
Turbine impeller: high-flow oversized
Turbine casing: re-profiled for ly to accommodate the new impeller
Balancing: 150,000 rpm on a Cimat VSR test bench
Stage 3 is applied to the compressor and turbine sides. The simultaneous modification of the impellers and the re-profiling of their housings alter the flow capacity as well as the behaviour of the turbocharger.
What is a hybrid turbo?
A hybrid turbo utilises a turbocharger architecture adapted for accommodate internal components that differ from the original configuration d. Depending on the stage, the modification may involve the compressor wheel, the turbine wheel, the housings, the thrust bearing and balancing.
The aim is d to adapt the compression and air flow d to the requirements d of an engine upgrade. A hybrid turbo is therefore not defined solely by the appearance of its compressor wheel, but by the consistency of its geometry and mechanical modifications.
MFS compressor wheel: standard or ‘ Performance ’?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. On this product, the compressor wheel is made from forged aluminium and features a geometry that is lighter, larger and taller than the original d. The data provided indicates an additional compression capacity of 15 per cent.
A standard MFS wheel can retain a geometry equivalent to the original. Conversely, a performance-oriented wheel Performance may utilise a profile, dimensions or blade configuration tailored to the tuning objective.
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 help to generate more power when the engine tuning is correctly adapted.
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 arrangement of its blades all influence its aerodynamic behaviour. The result also depends on the housings, the turbine wheel, the boost pressure and the engine tuning. A larger wheel alone does not guarantee better performance and may alter the response time as well as the range d of optimal use.
Reliability and balancing of the hybrid turbo
The 360° thrust bearing documented across the three stages helps to distribute the axial forces exerted on the rotating assembly. Balancing at 150,000 rpm on a Cimat VSR test bench aims to limit vibrations and mechanical stresses on the rotor. However, it does not compensate for poor installation or inadequate lubrication.
Engine remapping and tuning
The engine management system must be adapted for to make full use of the characteristics of this modification. The mapping, boost pressure, fuel injection, exhaust and cooling must be checked or adjusted according to the configuration. The wastegate must be adjusted during the ECU remapping. The transmission and other vehicle components must also be checked depending on the level of tuning.
Turbo part numbers
OEM part numbers
RF2B13700
RF5C13700
RF5C13700A
VIA10019
Manufacturer reference
RHF4-VJ32
Compatible vehicles and assignments
Mazda
6 2.0 DITD — 121 hp
Engine 2.0 DITD — from 2002, end date unspecified
Engine code : unspecified
6 Phase 2 2.0 DITD — 121 hp
Engine 2.0 DITD — from 2005, end date unspecified
Engine code : unspecified
MPV 2 2.0 DITD —136 hp
Engine 2.0 DITD — from 2002, end dateunspecified
Engine code : unspecified
Additional technical specifications
Product type: turbo hybrid
Engine: 2.0 DITD
displacement: 2.0
Power outputs: 121 and 136 hp
Fitting: plug & play, no modifications required d'installation
Fitting advice
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault. Check the lubrication circuit, the oil supply and return lines d, and ensure the pipes are clean. Check the inlet for any foreign objects, then prime the system in accordance with the applicable recommendations. Follow the manufacturer’s instructions. A lubrication fault that is not rectified may lead to further turbocharger failure.
How do you identify the correct turbo?
Check the turbo part number d of the original unit, the OEM and manufacturer part numbers, as well as the make, model, generation, engine type, power output,Year and engine code. An identical engine type 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 specification sheet. An identical engine specification does not always guarantee compatibility.
If you are unsure about the identification or fitment, please contact us before ordering.
