This hybrid turbo for, designed for a 4.2-litre engine producing 204 hp, is engineered for for installation plug & play without any external modifications. Its tuning is based in particular on a high-flow MFS compressor wheel, a 360° bearing stop and high-speed balancing, depending on the selected stage.
Three levels of preparation are documented at.. These allow d to adapt the modifications to the compressor and turbine to the engine project, without specifying a predefined final power output.
Available set-ups — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor impeller: MFS high-flow
Thrust bearing: 360° thrust bearing
Balancing: high-speed balancing at 150,000 rpm on a Cimat VSR test bench
This modification is carried out on the compressor impeller to d'adjust the compression capacity and the air flow rate d'air. The 360° thrust bearing helps to distribute the rotor’s axial forces more evenly.
Stage 2
Compressor impeller: MFS high-flow oversized
d' intake housing: re-profiled for accommodate the new impeller oversized
Thrust bearing: 360° thrust bearing
Balancing: high-speed balancing at 150,000 rpm on a Cimat VSR test bench
Stage 2 combines a oversized compressor wheel with a d intake housing, re-profiled. This configuration is designed to adapt the air passage d to the new geometry of the wheel and may alter the turbocharger’s response.
Stage 3
Compressor wheel: MFS high-flow oversized
Intake housing d: re-profiled for to accommodate the new impeller oversized
Thrust bearing: 360° thrust bearing
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 alters the compressor and turbine sides. Reprofiling both housings allows the oversized impellers to be fitted, with performance depending on the overall engine configuration.
What is a hybrid turbo?
A hybrid turbo retains a turbocharger architecture designed for accommodate internal modifications. Depending on the modification package, these 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 the air flow rate d; the appearance of the impeller alone is not sufficient to determine the level of preparation.
MFS compressor impeller: standard or ‘ Performance ’?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. A standard MFS wheel can retain a geometry close to the original, whilst an MFS ‘ Performance ’ impeller can adopt a geometry tailored to the set-up. A standard MFS impeller can be just as shiny as an MFS ‘ Performance ’ impeller. It is not its appearance that determines its performance, but its geometry and its ability to move more d air. A higher airflow can only be fully utilised with appropriate engine tuning.
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 blade arrangement influence its aerodynamic behaviour. A suitable geometry can move more d air under certain conditions, but the result also depends on the casings, the turbine, the boost pressure and the mapping. A larger impeller therefore does not automatically guarantee better performance and may alter the response time.
Reliability and balancing of the hybrid turbo
The 360° thrust bearing, documented at every production stage, distributes axial forces over a wide surface area. Balancing the rotor at 150,000 rpm on a Cimat VSR test bench aims to minimise vibrations and mechanical stresses. However, it does not protect the turbocharger against incorrect installation, insufficient lubrication or the presence d of a foreign object.
Engine remapping and preparation
The engine management system must be adapted for to make full use of the hybrid turbo’s characteristics. The mapping, boost pressure and wastegate settings must be checked during remapping. Depending on the project, the fuel injection, exhaust system, cooling system, clutch or transmission may also require checking or adjustment. Fitting the turbo alone does not guarantee a power increase.
Turbo part numbers
OEM part numbers listed
17201-17040
1720117040
Manufacturer reference / model
CT26
Compatible vehicles and applications
No specific vehicle applications are documented in the available information. Compatibility must be confirmed using the original turbo part number d and the vehicle’s specifications.
Additional technical specifications
Product type: hybrid turbo
Engine capacity: 4.2 L
Power: 204 hp
Installation: plug & play, without external modifications
Model years: not specified
Engine code: not specified
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 lines d. Check that the pipes are clean, the inlet and that there are no foreign objects present. Carry out priming 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 part number marked on the turbo d the original, OEM and manufacturer part numbers, as well as the make, model, generation, body style, engine type, power output, years of manufacture and engine code. An identical engine type does not always guarantee 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 clearly visible on your original turbo d and your vehicle details.
