This hybrid turbo is designed for 2-litre engines.5 DCI, documented CDTI and DTI. His set-ups combine a high-flow MFS compressor wheel, a 360° bearing stop and high-speed balancing, with additional modifications depending on the package chosen.
The main applications relate to Nissan Interstar, Opel Movano A and Renault Master 2 to the powers shown below.
Available products — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: High-capacity MFS
Stop: 360° thrust bearing
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
This preparation acts primarily on the compressor wheel in order to d'adjust the compression capacity and flow rate' d'air'. Its operation depends on the engine’s configuration and its electronic control system.
Stage 2
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Reprofiled for to accommodate the new wheel oversized
Stop: 360° thrust bearing
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
The compressor wheel oversized is fitted with a casing d're-profiled intake'. This combination is designed to adapt the airflow to the new geometry, but does not in itself guarantee a specific level of power.
Stage 3
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Reprofiled for to accommodate the new wheel oversized
Stop: 360° thrust bearing
Turbine wheel: High flow rate oversized
Turbine casing: Reprofiled for to accommodate the new wheel oversized
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
This version adds a turbine wheel oversized and the re-profiling of the corresponding casing. These modifications may affect the flow rate and performance of the turbocharger, particularly its response time and operating range d'use'.
What is a hybrid turbo ?
A hybrid turbo utilises a suitably adapted turbocharger design for to receive modified internal components. Depending on the course, the preparation may involve the compressor wheel, the casings, the turbine wheel, the thrust bearing and balancing.
The aim is d'adjust the compression capacity and flow rate' d'air'. However, a hybrid turbo is not defined solely by the appearance of its compressor wheel: the compatibility between the wheels, the housings and the engine management system remains essential.
MFS compressor wheel: standard or Performance ? ?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This technology describes its manufacturing process and does not, on its own, guarantee an increase in throughput d'air'.
A standard MFS wheel can retain a geometry equivalent to that d'origin'. An MFS wheel Performance may adopt a geometry suited to the application, for example taller or wider blades or a different diameter, provided that these modifications are documented.
A standard MFS wheel can be just as shiny as an MFS wheel 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 only contribute to an increase in power if the engine has been properly tuned.
Why does the geometry of the blades affect the flow rate? d'air?' ?
The compressor wheel draws in and then compresses the air fed to the engine. Its diameter, profile, height, width and the arrangement of the blades all influence its aerodynamic behaviour.
The right geometry can move more d'air under certain conditions'. The result also depends on the casings, the turbine wheel, the boost pressure and the engine tuning. A larger wheel therefore does not automatically guarantee better performance and may affect response time.
Reliability and balancing of the hybrid turbocharger
The documented 360° stop distributes axial forces across a suitable surface. It helps to ensure the mechanical integrity of the assembly without making the turbocharger immune to poor lubrication or incorrect installation.
The rotor is balanced at high speed, up to 150,000 rpm, on a Cimat VSR test bench. The aim of this operation is to minimise vibrations and mechanical stresses during operation.
Engine remapping and tuning
It may be necessary to adjust the mapping and management of boost pressure for make the most of the hybrid turbo’s features. The wastegate must be adjusted when remapping the ECU.
Depending on the level of preparation, the fuel injection, exhaust, cooling, intake, clutch or gearbox must also be checked or adjusted. A hybrid turbo does not automatically guarantee a power boost without the appropriate engine set-up.
Turbo part numbers
OEM part numbers
4404327
4418707
4432306
4435315
4451284
860096
9112327
93161963
93184465
93195618
93198523
93198703
7701473757
7711134973
8200036999
8200715889
1441100QAD
036999H067677
R1630014
Manufacturer’s part numbers
53039700055
53039800055
53039880055
53039900055
K03-055
705176-0001
705176-1
705176-5001S
Compatible vehicles and assignments
Nissan
Interstar 2.5 DCI 100 hp
From 2002, end date unspecified
Engine code : not specified
Interstar 2.5 DCI 115 hp
From 2002, end date unspecified
Engine code : not specified
Interstar 2.5 DCI 120 hp
From 2002, end date unspecified
Engine code : not specified
Opel
Movano A 2.5 DTI 100 hp
From 1999, end date unspecified
Engine code : not specified
Movano A 2.5 CDTI 115 hp
From 1999, end date unspecified
Engine code : not specified
Movano A 2.5 DTI 115 hp
From 1999, end date unspecified
Engine code : not specified
Renault
Master 2 2.5 DCI 100 hp
From 1998, end date unspecified
Engine code : not specified
Master 2 2.5 DCI 110 hp
From 1998, end date unspecified
Engine code : not specified
Master 2 2.5 DCI 115 hp
From 1998, end date unspecified
Engine code : not specified
Master 2 2.5 DCI 120 hp
From 1998, end date unspecified
Engine code : not specified
Additional technical specifications
Product type: Hybrid Turbo
Engine options: 2.5 DCI, 2.5 CDTI and 2.5 DTI
Documented power ratings: 100, 110, 115 and 120 hp
Documented periods: From 1998 onwards, depending on the application
Assembly instructions
⚠️ WARNING — IMPORTANT BEFORE ASSEMBLY
Identify and rectify the cause of the previous fault. Check the lubrication circuit, as well as the supply and return lines d'oil'. Check that the ducts and the intake are clean and free from foreign objects. Carry out the priming in accordance with the relevant guidelines and follow the manufacturer’s instructions. If a lubrication fault is not rectified, it may lead to the turbocharger failing again.
How do you choose the right turbo ?
Check the part number marked on the turbocharger d'Origin, OEM and manufacturer part numbers, as well as the make, model, generation, engine type, power output, production period and engine code'. Having the same motor does not always guarantee compatibility.
⚠️ Check your turbo’s part numbers
Before placing your order, Compare the part number on your turbocharger d'origin' using the references given in this fact sheet. Having the same motor does not always guarantee compatibility.
If you are in any doubt, please contact us with the full part number from your turbocharger.
