Available tuning packages — Stage 1, Stage 2 and Stage 3

What is a hybrid turbo?

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

The aim is d to adapt 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, their combination and the quality of the balancing 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'air. A standard MFS wheel may retain a geometry equivalent to that d'of the original.

An MFS impeller Performance can be given a geometry tailored to the tuning objective, for example in terms of the profile or dimensions of the blades, where such modifications are planned. 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 d can contribute to power output with the right engine tuning, though it does not, on its own, guarantee a specific result.

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 amount d of air it can move 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° stop, documented at each stage, helps to distribute the axial forces applied to the rotor. It does not eliminate the need d for proper lubrication or d for correct installation.

The rotor 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, but does not protect the turbocharger against insufficient lubrication, contamination or incorrect installation.

Engine remapping and preparation

The engine management system must be adapted for to make full use of the characteristics of this hybrid turbo. The wastegate must be adjusted during the ECU remapping.

Depending on the level of tuning, the fuel injection, boost pressure, exhaust system, intake air cooling d and transmission must be checked or adjusted. The hybrid turbo does not automatically guarantee a power gain without appropriate configuration.

Turbo specifications

OEM part numbers

Manufacturer’s part numbers

Compatible vehicles and assignments

Additional technical specifications

Fitting instructions

How do you identify the correct turbo?

Check the part number marked on the original turbo d and compare it with the OEM and manufacturer part numbers listed above. Also check the make, model, 906 generation, version, engine type 2.2 CDI, the power rating of 129 or 150 hp and the production period.

An identical engine specification does not always guarantee compatibility: there may be several different set-ups depending on the vehicle’s configuration.

If you are unsure about your fitment, please contact us with the part number from your original turbo d.