Available configurations — Stage 1, Stage 2 and Stage 3

What is a hybrid turbo?

A hybrid turbo retains an architecture suited to the intended installation whilst incorporating internal modifications. Depending on the upgrade stage, these may involve the compressor wheel, the housings, the turbine wheel, the thrust bearing or balancing.

The aim is d to adapt the compression capacity and the air flow rate d. However, a hybrid turbo is not defined solely by the appearance of its impeller: the overall geometry and the consistency between the components determine its behaviour.

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 airflow d.

A standard MFS impeller may retain a geometry equivalent to that of the original d. An MFS Performance impeller is based on a geometry adapted to the tuning objective, for example in terms of the profile, height, width or diameter of the blades where such modifications are intended.

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 support an increase in power with a suitably adapted engine tuning, though this alone does not 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 blade arrangement all influence its aerodynamic behaviour. The result also depends on the housing, the turbine, the boost pressure and the engine tuning. A larger impeller therefore does not automatically guarantee a better result and may alter the response time.

Reliability and balancing of the hybrid turbocharger

The documented 360° bearing stop helps to distribute axial forces around the assembly. It does not, however, eliminate the need for d a compliant lubrication system or d careful 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 against incorrect installation, inadequate lubrication or the presence d of a foreign object.

Engine remapping and tuning

The engine control unit must be remapped for to make full use of the performance upgrade’s characteristics. The mapping, boost pressure, fuel injection, exhaust and cooling must be checked or adjusted according to the vehicle. The wastegate must be adjusted during remapping. The transmission and other components under load must also be checked depending on the project.

Turbo specifications

OEM part numbers

Manufacturer’s part numbers

Compatible vehicles and applications

No detailed list of makes, models, production periods or engine codes is documented. Compatibility must be confirmed using the reference number on the original turbo d.

Additional technical specifications

Fitting advice

How do you identify the correct turbo?

Check the part number of the original turbo d and compare it with the OEM and manufacturer part numbers in this fact sheet. Also check the model, generation, body style, engine type, power output, years of manufacture and engine code where available. An identical engine type is not always sufficient to confirm compatibility.

If in doubt, please contact us with a clear photo of the nameplate or the part number of the original turbo d.