This hybrid turbocharger, designed for theIsuzu D -Max 3.0 DDI, is engineered for with an external Installation without modification. Its tuning is based on specially adapted internal components, notably a high-flow MFS compressor wheel and a 360° bearing retainer.
Three levels of tuning are documented. The choice of tuning package must take into account the engine configuration, the intended use and any planned peripheral modifications.
Available tuning packages — Stage 1, Stage 2 and Stage 3
Stage 1
Compressor wheel: MFS high-flow
Thrust bearing: 360° bearing
Balancing: high-speed at 150,000 rpm on a Cimat VSR test bench
This modification primarily affects the compressor side in order dto adjust the compression capacity and dair flow, whilst retaining a mechanical configuration closer to the basic design.
Stage 2
Compressor impeller: MFS high-flow oversized
d’ intake housing: re-profiled for accommodate the new impeller oversized
Thrust bearing: 360° bearing
Balancing: high-speed balancing at 150,000 rpm on a Cimat VSR test bench
oversized ’s compressor impeller requires the intake housing to be re-profiled d. This combination aims to alter the compressor’s air displacement capacity d, with performance that also depends on engine management and peripheral equipment.
Stage 3
Compressor impeller: MFS high-flow oversized
Intake housing d: re-profiled for to accommodate the new impeller oversized
Thrust bearing: 360° 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 is carried out on both the compressor and turbine sides. The oversized impellers and the re-profiling of the housings alter the flow capacity dof the turbocharger, but may also affect its response time and optimal operating range.
What is a hybrid turbo?
A hybrid turbo utilises a turbocharger architecture designed for accommodate internal modifications. Depending on the upgrade stage, these may involve the compressor impeller, the housings, the turbine impeller, the thrust bearing and the rotor balancing.
The aim is dadapt the compression capacity and air flow dto the requirements dof an engine upgrade. However, a hybrid turbo is not defined solely by the appearance of its compressor wheel: the geometry of the components and their mechanical compatibility are crucial.
MFS compressor wheel: standard or ‘ Performance ’?
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. The wheel documented here is made of forged aluminium and features a high-flow configuration. MFS technology primarily describes its manufacturing process and does not, on its own, guarantee an increase in air flow d.
A standard MFS impeller can retain a geometry equivalent to that of d’the original. An MFS impeller Performance can be given a geometry adapted to the tuning objective, in particular through its profile or dimensions, provided these modifications are documented.
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 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 dair under certain operating conditions.
The result also depends on the casings, the turbine wheel, the boost pressure and the engine set-up. A larger turbine wheel therefore does not automatically guarantee better performance and may alter the turbo’s response time.
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 adapt to operating stresses, without making the turbocharger immune to installation or lubrication faults.
Each engine preparation undergoes d’high-speed balancing at 150,000 rpm on a Cimat VSR test bench. This process aims to minimise vibrations and mechanical stresses on the rotor.
Engine remapping and tuning
Operating da hybrid turbo requires appropriate engine management. The mapping, boost pressure and wastegate settings must be checked when remapping the ECU.
Depending on the level of tuning, the fuel injection, exhaust system, intake air cooling dand transmission may also require checking or adjustment. Simply fitting da hybrid turbo does not automatically guarantee a performance gain without a coherent set-up.
Turbo specifications
OEM part number
8981320692
Manufacturer reference
VIGM
Compatible vehicles and applications
Isuzu
D-Max 3.0 DDI — power rating not specified
Engine: 3,.,0 DDI — installation period not specified
Engine code: not specified
Additional technical specifications
Product type: hybrid turbo
Documented application: Isuzu D -Max
Engine: 3.0 DDI
Installation: no external modifications required
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 d. Ensure the pipes and inlet are clean and free from 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 further turbocharger failure.
How do you identify the correct turbo?
Check the part number marked on the turbo dthe original, the OEM and manufacturer part numbers, as well as the model, engine type, power output, production period 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 specification sheet. An identical engine specification does not always guarantee compatibility.
If in doubt, please contact us with the full part number taken from your turbocharger.
