This hybrid turbo is designed for LT II Volkswagen s fitted with the 2.5 TDI engine, with 90 or 109 hp. Its specification combines a high-flow MFS compressor wheel, a 360° bearing stop and high-speed balancing, with modifications tailored to the selected performance level.
The documented applications relate to Bus, panel van and chassis-cab versions produced between May 1999 and July 2006. Identification by part number remains essential before placing any order.
Available configurations — Stage 1, Stage 2 and Stage 2+
Stage 1
Compressor wheel: MFS high-flow
Bearing thrust: 360°
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
This modification acts on the compressor impeller to d'adapt the flow rate d'air. The 360° thrust bearing helps to distribute axial forces more evenly, whilst the rotor balancing is designed to limit vibrations at high speed.
Stage 2
Compressor impeller: MFS high-flow oversized
d'inlet housing: reprofiled for accommodate the new impeller oversized
Bearing thrust ring: 360°
Balancing: high-speed balancing at 150,000 rpm on a Cimat VSR test bench
The oversized impeller requires the intake housing to be re-profiled d. This combination may alter the turbocharger’s compression capacity and air flow rate d, as well as its behaviour depending on the engine configuration.
Stage 2+
Compressor wheel: MFS high-flow oversized
Intake housing d: re-profiled for to accommodate the new impeller oversized
Bearing stop: 360°
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
The documented configuration comprises an MFS impeller oversized and a reprofiled intake housing d. Its operation must be defined according to the engine preparation and the intended operating conditions d.
What is a hybrid turbo?
A hybrid turbo is based on a turbocharger design adapted for to accommodate modified internal components. Depending on the specification, the modifications may involve the compressor wheel, its dimensions, the geometry of the blades, the housings, the turbine wheel, the thrust bearing system or the balancing.
The aim is d to adapt the compression capacity and air flow rate d. However, a hybrid turbo is not defined solely by the appearance of its impeller: the combination of components, their geometry and the quality of the balancing determine its performance.
MFS compressor wheel: standard or ‘ Performance ’?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This term describes its manufacturing process, but does not in itself guarantee an increase in air flow d.
A standard MFS impeller may retain a geometry equivalent to that of the original d. A Performance MFS impeller may, where the design so requires, adopt a different diameter, profile or blade geometry in order d to adapt its capacity to move air.
A standard MFS impeller can be just as shiny 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 contribute to power output when the engine is correctly tuned.
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 directly influence the compressor’s aerodynamic behaviour.
A suitably designed geometry can move more air d 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 alter the response time as well as the range d of optimal operation.
Reliability and balancing of the hybrid turbo
The 360° thrust bearing, documented across the three stages, distributes axial forces over a wide surface area. It helps the bearing system adapt to operating stresses, without making the turbocharger insensitive to poor lubrication or incorrect 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 replace the inspection of the oil d, intake and exhaust systems.
Engine remapping and tuning
Appropriate engine management is required for to make the most of the hybrid turbo’s characteristics. Map settings, boost pressure and wastegate adjustment must be checked during remapping. Depending on the level of tuning, the fuel injection, exhaust system, air d'intake cooling, clutch or gearbox may also require checking or adjustment. Simply fitting d'a hybrid turbo does not, on its own, guarantee a power increase.
Turbo specifications
OEM part numbers
074145701E
074145701D
074145701DX
074145701DV
074145701DV248
Manufacturer’s part numbers
454205-0001
454205-0006
454205-1
454205-5006S
454205-6
Compatible vehicles and configurations
Volkswagen
LT 28-35 II Bus (2DB, 2DE, 2DK) — 109 hp
2.5 TDI -diesel — 05/1999 to 07/2006
Engine codes: ANJ, AVR
LT 28-46 II Platform/Chassis (2DC, 2DF) — 90 hp
2-.5- TDI diesel — 05/1999 to 07/2006
Engine code: APA
LT 28-46 II Platform/Chassis (2DC, 2DF) — 109 hp
2-.5- TDI, diesel — 05/1999 to 07/2006
Engine codes: ANJ, AVR
LT 28-46 II Van (2DA, 2DD, 2DH) — 109 hp
2-.5- TDI diesel — May 1999 to July 2006
Engine codes: ANJ, AVR
Additional technical specifications
Product type: Hybrid Turbo
Engine: 2.5 TDI
Fuel: Diesel
Power outputs: 90 hp and 109 hp
Engine codes: APA, ANJ, AVR
Documented production period: May 1999 to July 2006
Installation advice
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Before installation, identify and rectify the cause of the previous failure. Check the lubrication circuit, the oil supply and return d, as well as the cleanliness of all pipes.
Check the inlet and ensure that no foreign objects can reach the compressor. Carry out priming in accordance with the applicable recommendations and follow the manufacturer’s instructions.
Failure to rectify a lubrication fault may result in further damage to the turbocharger.
How do you identify the correct turbo?
Compare the part number of the original turbo d with the OEM and manufacturer part numbers listed on this sheet.. Also check the make, model, generation, body style, engine type, power output at hp, production period and engine code.
An identical engine may be fitted with several different turbocharger set-ups. The part number taken directly from the turbo’s nameplate or housing therefore remains the primary verification criterion.
⚠️ 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 data sheet. An identical engine does not always guarantee compatibility.
If in doubt, please contact us with the full part number of your turbocharger.
