This hybrid turbo for The 2.5 i engine features d'an internal mechanism designed to adjust its compression capacity and flow rate' d'air'. Depending on the configuration chosen, it combines a high-flow MFS compressor wheel, a 360° bearing retainer and targeted modifications to the casings or the turbine section.
It is designed for use in applications Ford and Volvo as detailed below, with power ratings d'originating from 220, 225 or 230' hp. Its design plug & play enables a Installation without modification of the installation d'origin'.
Available products — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: High-capacity MFS
Stop: 360° thrust bearing
Balancing: High speed at 150,000 revolutions per minute on a Cimat VSR test bench
This preparation acts primarily on the compressor wheel in order to d'adjust the compression capacity and flow rate' d'air'. The 360° stop helps to distribute axial forces more evenly.
Stage 2
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Reprofiled for to receive the new wheel oversized
Stop: 360° thrust bearing
Balancing: High speed at 150,000 revolutions per minute on a Cimat VSR test bench
The compressor wheel oversized requires the casing to be re-profiled d'admission'. This combination aims to increase air flow capacity, whilst allowing the turbocharger’s response to be adjusted according to the engine configuration.
Stage 3
Compressor wheel: High-capacity MFS oversized
Carter d'Admission:' Reprofiled for to receive the new wheel oversized
Stop: 360° thrust bearing
Turbine wheel: High flow rate oversized
Turbine casing: Reprofiled for to receive the new wheel oversized
Balancing: High speed at 150,000 revolutions per minute on a Cimat VSR test bench
This version incorporates modifications to the compressor and turbine sections. The final performance depends on the overall configuration, in particular the engine management system and the circuits d'admission and d'exhaust pressure and the measured boost pressure'.
What is a hybrid turbo ?
A hybrid turbo is based on a specially adapted turbocharger design for to receive internal components that differ from the configuration d'origin'. Depending on the course, the modifications may relate to the compressor wheel, the casings, the turbine wheel, the thrust bearing or the balancing.
The aim is d'adjust the compression capacity and flow rate' d'air'. However, a hybrid turbocharger is not defined solely by the appearance of its compressor wheel: the geometry of the wheels and the consistent design of the housings are crucial.
MFS compressor wheel: standard or Performance ? ?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This technology primarily describes a manufacturing process and does not, on its own, guarantee an increase in throughput d'air'.
A standard MFS wheel can retain a geometry equivalent to that d'origin'. An MFS wheel Performance may be designed with a geometry suited to the application, with a specific profile or dimensions where these are documented. For this product, the wheel is described as a forged aluminium MFS wheel, which is lighter, larger and taller than the original, with a claimed 15 per cent higher load capacity.
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'. Higher power output can only be utilised properly with appropriate engine tuning.
Why does the geometry of the blades affect the flow rate? d'air?' ?
The compressor wheel draws in and then compresses the air fed to the engine. Its diameter, profile, height, width and the arrangement of its blades have a direct influence on its aerodynamic behaviour.
The right geometry can move more d'air under certain conditions, but 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 a better result and may affect the response time.
Reliability and balancing of the hybrid turbocharger
The 360° bearing stop, which is fitted to all three stages, distributes the axial forces over a wide surface area. It contributes to the mechanical stability of the turbocharger without compromising lubrication and fitting requirements.
Every preparation benefits from d'high-speed balancing at 150,000 revolutions per minute on a Cimat VSR test bench'. This procedure is designed to minimise vibrations and stresses on the rotor, but does not protect against a fault d'oil supply, contamination or incorrect installation'.
Engine remapping and tuning
The farm d'A hybrid turbo requires appropriate engine management'. Mapping, boost pressure, fuel injection, air cooling d'The intake, exhaust and, depending on the vehicle, the transmission must be checked or adjusted'. The wastegate must be adjusted when the ECU is remapped. No increase in power is automatic without proper configuration.
Turbo part numbers
OEM part numbers
30650569
30650975
30757112
6G9N6K682AA
Manufacturer’s part numbers
53049700033
53049800033
53049880033
53049900033
Compatible vehicles and assignments
Ford
Focus 2 — 220 hp and 225 hp
2.5 i — from 2004, end date unspecified
Engine code : not specified
Mondeo 3 — 220 hp and 225 hp
2.5 i — from 2007, end date unspecified
Engine code : not specified
S-Max — 220 hp
2.5 i — from 2006, end date unspecified
Engine code : not specified
Volvo
C30 — 220 hp and 225 hp
2.5 i — from 2006, end date unspecified
Engine code : not specified
C70 — 220 hp and 225 hp
2.5 i — from 2006, end date unspecified
Engine code : not specified
S40 — 220 hp
2.5 i — from 2004, end date unspecified
Engine code : not specified
S40 — 230 hp
2.5 i — from 2004, end date unspecified
Engine code : not specified
V50 — 220 hp
2.5 i — from 2004, end date unspecified
Engine code : not specified
V50 — 230 hp
2.5 i — from 2004, end date unspecified
Engine code : not specified
Additional technical specifications
Product type: Hybrid Turbo
Engine: 2.5 i
displacement : 2.5 l
Documented power ratings: 220, 225 and 230 hp
Period covered: From 2004 onwards, depending on the vehicle
Engine codes: Not specified
Assembly instructions
⚠️ WARNING — IMPORTANT BEFORE ASSEMBLY
Identify and rectify the cause of the previous fault before fitting the turbo. Check the lubrication circuit, the supply and the return d'the oil and the cleanliness of the pipes'.
Check the intake and ensure there are no foreign objects present. Carry out the priming in accordance with the relevant guidelines and follow the vehicle manufacturer’s instructions.
If a lubrication fault is not rectified, it may lead to the turbocharger failing again.
How do you choose the right turbo ?
Check the part number marked on the turbocharger d'origin', then compare the OEM and manufacturer part numbers. Also check the make, model, generation and engine type 2.5 i, the power in hp, theYear installation code and, where available, the engine code.
An identical engine does not always guarantee compatibility, as there may be several different configurations depending on the vehicle and its production period.
⚠️ Check your turbo’s part numbers
Before placing your order, Compare the part number on your turbocharger d'origin' using the references given in this fact sheet. Having the same motor does not always guarantee compatibility.
If in doubt, please contact our team, quoting the full part number from your turbocharger.
