This hybrid turbocharger is designed for use with various engine types 2.0 HDI and 2.0 MJTD benefits from d’internal preparation tailored to the selected course’. The documented configurations combine a high-flow MFS compressor wheel, a 360° bearing stop and high-speed balancing.
The issues identified relate to several models Citroën, , Fiat and Peugeot. Compatibility must be confirmed using the turbocharger part number d’origin’.
This preparation acts primarily on the compressor wheel in order to d’adjust the compression capacity and flow rate’ d’turbo air’.
Reprofiling the casing allows d’fit the compressor wheel’ oversized. This change may affect the compressor’s flow rate and behaviour, depending on the engine configuration.
This configuration combines modifications to both the compressor and turbine sides. How it works depends on the overall set-up and the adjustments made to the engine.
A hybrid turbo retains an architecture suited to the vehicle whilst incorporating modified internal components. Depending on the course, the preparation may involve the compressor wheel, the casings, the turbine wheel, the thrust bearing and balancing.
The aim is d’adjust the compression capacity and flow rate’ dair. A hybrid turbine is not defined solely by the appearance of its impeller: the geometry of the components and how well they fit with the casings are crucial.
MFS stands for ‘Milled From Solid’, meaning a wheel machined from a solid block. This manufacturing process does not, on its own, guarantee an increase in throughput. A standard MFS wheel can retain a geometry equivalent to the original.
An MFS wheel Performance can be configured with a geometry suited to the intended application. On this product, the wheel shown is made of forged aluminium; it is lighter, larger and taller than the one d’origin’. The technical data sheet states an additional compression capacity of 15 per cent.
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 dair.
The diameter of the wheel, the profile, the height, the width and the arrangement of the blades all influence the intake and compression of air. The right geometry can move more dair under certain conditions, but the result also depends on the casings, the turbine, the boost pressure and the engine tuning. A larger wheel therefore does not automatically guarantee a better result and may affect the response time.
The documented 360° stop helps to distribute axial forces. Rotor balancing at 150,000 rpm on a Cimat VSR test bench is designed to minimise vibrations and mechanical stresses. However, it does not compensate for either incorrect installation or a lack of lubrication.
The engine management system needs to be adjusted for make the most of the hybrid turbo’s features. Mapping, boost pressure, fuel injection, exhaust and cooling must be monitored or adjusted according to the level of tuning. The wastegate must be adjusted when the ECU is remapped. The clutch, gearbox and other vehicle components must also be checked in accordance with the configuration.
Identify and rectify the cause of the previous fault. Carefully check the lubrication circuit, the supply and the return doil, the cleanliness of the pipes, and the intake, as well as the absence of foreign objects. Carry out the priming in accordance with the relevant guidelines and follow the manufacturer’s instructions.
If a lubrication fault is not rectified, it may lead to the turbocharger failing again.
Check the turbo part number d’origin, OEM and manufacturer part numbers, as well as the make, model, generation, engine type, power output, theYear installation and engine code. A single engine can be fitted with several different turbochargers.
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 us, quoting the reference number clearly visible on your turbocharger’s nameplate.
ALFI TURBO specialises in the sale of turbochargers for for cars, commercial vehicles, heavy goods vehicles, construction machinery, agricultural machinery and boats: new turbochargers, remanufactured units, hybrid turbochargers, Cartridge and turbocharger spare parts. Over 20,000 items are available.
The turbocharger plays a vital role in the operation and performance d of a turbocharged engine. When a turbocharger needs replacing, it is important d to identify the exact part number before ordering.
ALFI TURBO supplies turbochargers for for a wide range of makes and engine types: cars, commercial vehicles, heavy goods vehicles, construction machinery, tractors and agricultural machinery, as well as various marine applications.
You can search for your turbo based on the vehicle or application, engine type, engine code, or directly using d an OEM or manufacturer part number found on your old turbocharger.
Browse our range of new turbochargers for for diesel and petrol engines. ALFI TURBO has over 5,500 new turbochargers in stock for covering a wide range of makes, engine types and turbocharger part numbers.
View new turbochargers →A standard exchange turbo allows you to replace a turbocharger whilst returning the old part where a deposit is required. Our catalogue includes numerous part numbers for from various makes and engine types.
View standard exchange turbochargers →Hybrid turbos are designed for set-ups requiring greater air flow d and higher performance potential than a standard set-up. Specifications depend on the turbo, its tuning and the engine configuration.
View hybrid turbos →The turbo Cartridge, also known as the central turbo cartridge, comprises the main rotating components of the turbocharger. ALFI TURBO has over 6,000 Cartridge for turbo part numbers.
View turbo Cartridge →Our catalogue covers a wide range of d applications fitted with d a turbocharged engine.
A single engine type may have been fitted with several different turbochargers depending on theYear, power output, engine version or technical evolution.. The application alone is therefore not always sufficient for to accurately identify the correct turbo.
Before ordering, note down the part numbers shown on the identification plate d of your old turbocharger. This may be d an OEM part number or d a part number from the turbo manufacturer.
Compare these part numbers with those listed on our product pages.. If in doubt, our team can help you verify the part number you are looking for before you place your order.
A loss of power, an unusual whistling noise, oil consumption d, abnormal smoke or poor engine performance may be linked to a turbocharger fault.
However, a fault that appears to be turbo-related may also stem d from a lubrication issue, d from contaminated oil, d from a foreign object, from the intake or exhaust systems, or d from another engine peripheral component.
It is therefore important to investigate the cause of the fault before fitting a new turbo or a new Cartridge.
Since 2012, ALFI TURBO has been assisting private individuals and professionals in identifying and replacing turbochargers.
A turbocharger failure may be the result d of another engine problem. Before fitting d a new turbo or Cartridge, identify and rectify the cause of the original fault to d avoid d damaging the new part.
Do you have a turbocharger part number but can’t find the matching part? Are you unsure which part number to choose? Send us the details from your old turbo so that our team can help you identify the part you’re looking for.
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