This hybrid turbo for, fitted with a 2.0 i V6 engine, features d an internal modification designed to adapt its compression capacity and d air flow. Depending on the upgrade package chosen, it is fitted with a high-flow MFS compressor wheel, a 360° bearing stop and additional modifications to the wheels or casings.
The documented modifications apply to the Alfa Romeo 164, 166 and GTV in versions producing between 199 and 205 hp. Installation is designed to require no changes to the d'original assembly, subject to careful verification of the part numbers.
Available versions — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: MFS high-flow
Bearing: 360° thrust
Balancing: High speed at 150,000 rpm on a Cimat VSR test bench
This modification primarily affects the compressor impeller in order d to adapt the flow rate d to the air, whilst retaining a configuration designed to Installation without modification the original assembly d.
Stage 2
Compressor wheel: MFS high-flow oversized
d'intake housing: Reprofiled for accommodate the new impeller oversized
Bearing: 360° thrust
Balancing: High-speed at 150,000 rpm on a Cimat VSR test bench
Stage 2 combines a oversized compressor impeller with a reprofiled housing d'admission. This modification is designed to correctly accommodate the new geometry and to improve the compressor’s performance.
Stage 3
Compressor impeller: MFS high-flow oversized
Casing d Inlet: Reprofiled for to accommodate the new impeller oversized
Bearing: 360° thrust
Turbine impeller: High-flow oversized
Turbine housing: 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 involves a modification to the turbine section and its housing. The assembly must be selected according to the engine’s intended purpose, as increasing the size of the impellers can alter the turbocharger’s response and its operating range d'optimal performance.
What is a hybrid turbo?
A hybrid turbo is based on a turbocharger architecture designed for accommodate internal components that differ from the original configuration d. Depending on the stage, the modification may involve the compressor wheel, the housings, the turbine wheel, the thrust bearing system and balancing.
The aim is d to adapt the compression capacity and the d air flow. However, a hybrid turbo is not defined solely by the appearance of its compressor wheel: the geometry of the wheels, the machining of the housings and the overall coherence of the unit are decisive.
MFS compressor wheel: standard or ‘ Performance ’?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This technology describes the manufacturing process and does not, on its own, guarantee an increase in airflow d'air. A standard MFS wheel may retain a geometry close to the original.
An MFS wheel Performance can adopt a geometry tailored to the tuning objective. In this product, the wheel shown is made of forged aluminium, lighter, larger and taller than the d original. The data provided indicates an additional compression capacity of 15 per cent.
A standard MFS impeller can be just as efficient 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 with appropriate engine tuning, though it does not in itself 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 the arrangement of its blades influence its aerodynamic behaviour. A suitable geometry can move more d air under certain operating conditions.
The result also depends on the compressor and turbine housings, the turbine wheel, the boost pressure and the engine set-up. A larger wheel therefore does not automatically guarantee better performance and may alter the response time.
Reliability and balancing of the hybrid turbocharger
The 360° thrust bearing fitted to all three stages helps to distribute axial forces around the bearing. It must operate with adequate lubrication and does not protect the turbocharger against incorrect fitting or d'oil supply.
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 during operation.
Engine remapping and preparation
dTo make the most of the performance characteristics of a hybrid turbo, the engine management system must be adapted accordingly. The mapping, boost pressure, fuel injection, exhaust, cooling and, depending on the vehicle, the transmission must be monitored or adjusted. The wastegate must be adjusted when the ECU is remapped. No power gain is automatic without proper preparation.
Turbo specifications
OEM part numbers
46763886
60596462
60607750
71723552
71723555
71724095
Manufacturer’s part numbers
454054-0001
454054-0002
454054-5001S
454054-5002S
Compatible vehicles and applications
Alfa Romeo
164 — 200 hp
2.0 i V6 — from 1991, end date unspecified
Engine code : unspecified
166 — 200 hp
2.0 i V6 — from 1998, end date unspecified
Engine code : unspecified
166 — 205 hp
2.0 i V6 — from 1998, end date unspecified
Engine code : unspecified
GTV — 199 hp
2.0 i V6 — from 2000, end date unspecified
Engine code : unspecified
Additional technical specifications
Product type: Hybrid Turbo
Engine: 2.0 i V6
Documented power outputs: 199, 200 and 205 hp
Documented periods: From 1991, 1998 or 2000 depending on the application
Fitting: Fits without any modification to the original d set-up
Fitting advice
⚠️ WARNING — IMPORTANT BEFORE INSTALLATION
Identify and rectify the cause of the previous fault before installing the turbo d.
Check the lubrication circuit, as well as the oil supply and return lines d. Check that the pipes and inlets are clean and free from foreign objects.
Carry out the priming procedure in accordance with the applicable recommendations and follow the vehicle manufacturer’s instructions.
Failure to rectify a lubrication fault may result in the turbocharger failing again.
How do you identify the correct turbo?
Check the part number marked on the original turbo d, then compare the OEM and manufacturer part numbers.. Also check the make, model, version, engine type 2.0 (e.g. V6), power output hp, theYear and the engine code where available.. 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 d turbocharger with the part numbers listed in this data sheet. An identical engine specification does not always guarantee compatibility.
If in doubt, please contact us with the full part number from your turbocharger.
