This hybrid turbo for, designed for 2.5 TDI, features d an internal modification designed for to adapt the d air flow and the. compression capacity. Depending on the chosen upgrade level, it is fitted with a high-flow MFS compressor wheel, a 360° thrust bearing and, on the most advanced configurations, re-profiled casings and a turbine wheel oversized.
It is designed to be fitted without any external modifications to the vehicle. Documented applications include, in particular, the Volkswagen T5 Bus and Transporter T5 2.5 TDI from 2002 onwards.
Available formulations — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: MFS high-flow
Thrust bearing system: 360° thrust bearing
Balancing: High-speed at 150,000 rpm on a Cimat VSR test bench
This modification is carried out on the compressor impeller to d adapt the air flow rate d. The 360° thrust bearing helps to distribute the axial forces acting on the rotor more evenly.
Stage 2
Compressor impeller: MFS high-flow oversized
d' intake housing: Reprofiled 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 Stage 2 combines a oversized compressor impeller with a reprofiled d intake housing. This adaptation is designed to make the most of the new impeller geometry whilst maintaining a mechanically coherent assembly.
Stage 3
Compressor impeller: MFS high-flow oversized
Casing d: Intake: Reprofiled for to accommodate the new impeller oversized
Thrust bearing system: 360° thrust bearing
Turbine impeller: High-flow oversized
Turbine casing: Reprofiled for ly to accommodate the new impeller oversized
Balancing: High-speed balancing at 150,000 rpm on a Cimat VSR test bench
This configuration alters the compressor and turbine sides. Larger sizing may improve flow under certain conditions, but it may also alter response time and requires appropriate engine tuning.
What is a hybrid turbo?
A hybrid turbo retains a turbocharger architecture suitable for accommodate modified internal components. Depending on the stage, the modification may involve the compressor wheel, the turbine wheel, the housings, the thrust bearing system or the balancing.
The aim is d to adapt the compression and air flow d to the requirements d of an engine upgrade. A hybrid turbo is therefore not defined solely by the appearance of its compressor wheel, but by the coherence of its geometry and mechanical modifications.
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 d. A standard MFS wheel may retain a geometry equivalent to that d of the original.
An MFS impeller Performance can be given a geometry tailored to the intended application: different diameter, taller or wider blades, specific profile or particular layout. For this product, the available data indicates an MFS impeller that is lighter, larger and taller than the d original, with an additional compression ratio of 15 per cent. This figure does not constitute a guaranteed increase in engine power.
A standard MFS impeller can be just as effective 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 rate can contribute to power output when the engine is suitably tuned.
Why does the geometry of the blades influence the air flow rate d?
The compressor impeller draws in and then compresses the air admitted by the engine. Its diameter, profile, height, width and the arrangement of its blades directly influence its aerodynamic behaviour.
An appropriate geometry can move more air d within certain operating ranges. The result, however, depends on the compressor housing, the impeller and the turbine housing, the boost pressure and the engine management system. A larger impeller therefore does not automatically guarantee better performance and may alter the response time.
Reliability and balancing of the hybrid turbocharger
The 360° bearing stop, present on the three documented stages, distributes axial forces over a wide surface area. It does not, however, replace d'proper lubrication or d'correct installation.
Each configuration is balanced at high speed, at 150,000 rpm on a Cimat VSR test bench. This process helps to minimise vibrations and mechanical stresses on the rotor, but does not protect the turbocharger against insufficient lubrication, contamination or incorrect installation.
Engine remapping and preparation
The engine management system must be adapted for to make the most of the hybrid turbo’s characteristics. The mapping, boost pressure and wastegate settings must be checked when remapping the ECU.
Depending on the desired configuration, the injection d, exhaust d and cooling systems may also require checking or adjustment. The clutch, gearbox and other vehicle components must remain compatible with the demands of the tuning. The hybrid turbo alone does not guarantee a power increase.
Turbo specifications
OEM part numbers
070145701E
070145701EV
070145701EX
Manufacturer part numbers
53049700032
53049800032
53049880032
53049900032
k04-032
Compatible vehicles and assignments
Volkswagen
T5 Bus 2.5 TDI — 131 hp
Engine variants 2.5 TDI — from 2002, end date unspecified
Engine code: not specified
Transporter T5 2.5 TDI –131 hp
Engine variants: 2-., 5- TDI — from 2002, end date unspecified
Engine code: not specified
Additional technical specifications
Product type: Hybrid Turbo
Engine: 2.5 TDI
displacement: 2.5 L
Power: 130 hp in the product title; documented allocations in 131 hp
Documented period: From 2002
Installation: Fitting without external modifications
Fitting instructions
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault before d installing the turbo.
Check the lubrication circuit, the oil supply and return lines, and ensure all pipes are clean d.
Check the intake and ensure there are no foreign objects. 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 the turbocharger failing again.
How do you identify the correct turbo?
Check the part number marked on the turbo d'original, the OEM and manufacturer part numbers, as well as the make, model, generation, body style, engine type, power output,Year and engine code. An identical engine may have several different configurations.
⚠️ 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 specification sheet. An identical engine specification does not always guarantee compatibility.
If you are unsure about identification or compatibility, please contact us with the full part number of your original turbo d.
