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

What is a hybrid turbo?

A hybrid turbo utilises a turbocharger design adapted for to incorporate internal components that differ from the original configuration d. Depending on the stage of the upgrade, the modifications may involve the compressor wheel, the housings, the turbine wheel, the thrust bearing system and balancing.

The aim is d to adapt the compression capacity and the d air flow. However, a hybrid turbo is not defined solely by the appearance of its impeller: the overall geometry, machining and balancing must all be taken into account.

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 air flow rate d'air. A standard MFS wheel can retain a geometry similar to the d'original.

An MFS impeller Performance can be given a geometry adapted to the tuning programme – such as blade profile, height or width, diameter or specific configuration – only where these characteristics are specified for for the product. On this turbo, the impeller shown is a high-flow MFS impeller, oversized for Stages 2 and 3.

A standard MFS impeller can perform just as well 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 flow rate can contribute to power output with appropriate engine tuning, though it does not in itself guarantee results.

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 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 compressor housing, the impeller and the turbine housing, the boost pressure and the engine calibration. A larger impeller is therefore not automatically more efficient in all situations and may alter the turbo’s response time.

Reliability and balancing of the hybrid turbo

The 360° bearing thrust ring, present on the three documented stages, helps to distribute the axial forces borne by the rotating assembly. It does not replace d'proper lubrication' or d'correct installation'.

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. This balancing does not protect the turbocharger against a fault d in the oil supply, a foreign object or incorrect installation.

Engine remapping and preparation

The engine mapping and boost pressure control must be adjusted for to make the most of the turbo’s characteristics. The wastegate must be adjusted when remapping the ECU.

Depending on the tuning, it is also advisable to check or d'adjust the fuel injection, exhaust, cooling, intake and, if necessary, the transmission. Fitting d'a hybrid turbo does not automatically guarantee a power gain without appropriate tuning.

Turbo specifications

Manufacturer’s or comparative part numbers

Manufacturer’s part numbers

Compatible vehicles and roles

Additional technical specifications

Fitting advice

How do you identify the correct turbo?

Check the part number marked on the original turbo d and compare it with the manufacturer’s and supplier’s part numbers in this data sheet. Also check the make, model, generation, body style, engine type, power output at hp, the production period and the engine code where available.

An apparently identical engine may be fitted with several different turbo set-ups. The part number for the original equipment d therefore remains the key element to check.

If in doubt, please contact us with the full part number taken from your turbo.