Hybrid Turbo 2.5 DCI/CDTI 100, 120 and 146 hp – 757349

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Hybrid
Hybrid Turbo 2.5 DCI CDTI 100 120 146 hp 757349
  • Hybrid Turbo 2.5 DCI CDTI 100 120 146 hp 757349
  • Hybrid Turbo 2.5 DCI CDTI 100 120 146 hp 757349
  • Hybrid Turbo 2.5 DCI CDTI 100 120 146 hp 757349
757349
Year: Not specified
Power: 100, 120 and 146 hp
displacement: 2.5
Engine code: Not specified
Gasket kit
Preparation course
Exchange
€472.49 VAT included

393.74125 tax excl.

Quantity
Manufacturing time: 15-20 working days

Description

This GT1549S hybrid turbocharger is designed for the following 2.5 DCI/CDTI engines with power outputs of 100, 120 and 146 hp, provided the part numbers match exactly. Its tuning is based on a high-flow MFS compressor wheel, a 360° thrust bearing and high-speed balancing on a Cimat VSR test bench.

Three levels of configuration are documented. The modifications range from the MFS compressor impeller to the combined operation of the compressor and turbine assemblies, without specifying a final motor power.

Available configurations — Stage 1, Stage 2 and Stage 3

Stage 1
Compressor impeller: MFS high-flow
Thrust system: 360° bearing thrust
Balancing: high-speed balancing at 150,000 rpm on a Cimat VSR test bench
This modification primarily affects the compression capacity and air flow rate d, whilst retaining the mechanical characteristics specific to the Stage 1.
Stage 2
Compressor impeller: MFS high-flow oversized
d intake housing: re-profiled 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 modification to the intake casing d allows d to integrate the compressor impeller oversized. This configuration can alter the air flow rate d and the compressor’s behaviour depending on the engine settings.
Stage 3
Compressor impeller: MFS high-flow oversized
d'intake housing: re-profiled for to accommodate the new impeller oversized
Bearing system: 360° bearing stop
Turbine impeller: high flow oversized
Turbine casing: re-profiled for ly to accommodate the new impeller oversized
Balancing: high-speed balancing at 150,000 rpm on a Cimat VSR test bench
This modification is carried out on both the compressor and turbine sides. Larger sizing can increase flow capacity, but may also alter the response time and the optimal operating range.

Understanding hybrid tuning

What is a hybrid turbocharger?

A hybrid turbo retains a turbocharger architecture adapted to d accommodate modified internal components. Depending on the stage, the modification may involve the compressor wheel, the housings, the turbine wheel, the thrust bearing system and the balancing. The aim is d to adapt the compression capacity and the air flow rate d. A hybrid turbo is therefore not defined solely by the appearance of its compressor wheel.

MFS compressor wheel: standard or ‘ Performance ’?

MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This process alone does not guarantee a higher flow rate. A standard MFS wheel may retain a geometry close to the original, whilst a ‘ Performance ’ wheel may adopt a profile and dimensions tailored to the build. 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. For the MFS wheel described here, the product specifications indicate a forged aluminium construction, which is lighter, larger and taller than the original, allowing for up to 15 per cent additional compression. This information does not constitute a promise of increased engine power.

Why does the blade geometry influence the airflow d?

The compressor impeller draws in and then compresses the air. Its diameter, profile, height, width and the arrangement of its blades influence its aerodynamic behaviour. A suitably designed geometry can move more d air under certain conditions, but the result also depends on the casings, the turbine, the boost pressure and the engine tuning. A larger impeller does not automatically guarantee a better result across all operating ranges d'use.

Reliability and balancing of the hybrid turbo

The documented 360° thrust bearing distributes axial forces over a wide surface area. The rotor is balanced at high speed, up to 150,000 rpm, on a Cimat VSR test bench to minimise vibrations and mechanical stresses. However, this balancing does not compensate for incorrect installation or inadequate lubrication.

Engine remapping and preparation

Appropriate engine management is required for to make full use of the hybrid turbo’s characteristics. The mapping, boost pressure, fuel injection, exhaust, cooling and, depending on the vehicle, the transmission must be checked or adjusted. The wastegate must be adjusted when the ECU is remapped. No power gain can be guaranteed without a coherent engine configuration.

Turbo part numbers

OEM manufacturer part numbers

8.200.433.479D
8.200.683.866
8.200.766.765A
8.200.879.731
8200433479D
8200683866
8200766765A
8200879731

Manufacturer’s part numbers

757349-0001
757349-0002
757349-0003
757349-0004
757349-5001S
757349-5002S
757349-5003S
757349-5004S

Compatible vehicles and roles

Unspecified applications
No detailed list of makes, models, production periods or engine codes is documented. Compatibility must be established based on the original turbo d part numbers and the vehicle’s specifications.

Additional technical specifications

Product type: hybrid turbo
Turbo model: GT1549S
Main part number: 757349
Engine type: 2.5 DCI/CDTI
Documented power outputs: 100, 120 and 146 hp
Installation: documented plug & play configuration, subject to matching part numbers and the necessary settings

Fitting advice

⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault. Check the lubrication circuit, as well as the oil supply and return d. Check that the lines are clean, the inlet and that there are no foreign objects present. 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 turbocharger failure.

How do you identify the correct turbo?

Check the turbo’s part number d, the original, OEM and manufacturer part numbers, as well as the make, model, generation, body style, engine type, power output hp, production period and engine code.. An identical engine type is not always sufficient to confirm 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 product description. An identical engine specification does not always guarantee compatibility.
If in doubt, please contact us with the part number from your original turbo d and your vehicle details.
Product Details
757349
Hybrid
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Installation instructions and pr

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Turbo: specialists in turbochargers since 2012

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How do you identify the correct turbo part number?

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Before ordering, note down the part numbers shown on the identification plate d of your old turbocharger. This may be d an OEM part number or d a part number from the turbo manufacturer.

Compare these part numbers with those listed on our product pages.. If in doubt, our team can help you verify the part number you are looking for before you place your order.

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A loss of power, an unusual whistling noise, oil consumption d, abnormal smoke or poor engine performance may be linked to a turbocharger fault.

However, a fault that appears to be turbo-related may also stem d from a lubrication issue, d from contaminated oil, d from a foreign object, from the intake or exhaust systems, or d from another engine peripheral component.

It is therefore important to investigate the cause of the fault before fitting a new turbo or a new Cartridge.

→ Identifying the symptoms d of a turbo failure

→ Understand the main causes of turbo failure d

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