TCR

Project Guide
Exhaust Gas Turbocharger
Table of contents

1 TCR Project Guide

1 General

2 Overview of Series

3.1 Design Characteristics of the Subassemblies

3.2 Loads on Connections and Flanges

3.3 Permissible Inclination, Vibration Acceleration, Noise Emission

4.1 Lube Oil System

4.2 Compressor Wheel Cooling

5.1 Quality Requirements on Fuels

5.2 Quality Requirements on Lube Oil and Additives

5.3 Quality Requirements on Intake Air

6 Cleaning Equipment, Jet Assist

7 Engine Room Planning

8 Emergency Operation in the Event of Turbocharger Failure

9 Calculations

10 Speed Measurement, Matching, Checking

11 Quality Assurance

12 Maintenance and Inspection

13 Transportation

14 Preservation and Packaging

15 Training and Documentation

16 Spare Parts

17 Tools

18 Addresses

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MAN Diesel & Turbo

TCR -01 EN 1 (1)

All data provided in this document is non-binding. This data serves informational purposes only and is
especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes
and will be assessed and determined individually for each project. This will depend on the particular
characteristics of each individual project, especially specific site and operational conditions.
TCR Project Guide 1

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MAN Diesel & Turbo

TCR 1-01 EN 1 (1)
General
Preface
NOTE Reference value for pressure specifications
All pressures specified in bar in this planning manual are specified
as relative pressures.
Characteristics of the TCR Series Turbochargers
The cost-effective operation of modern engines is inconceivable without tur-
bochargers. Turbochargers from MAN Diesel & Turbo are equally tried and
tested with marine main engines, auxiliary engines and in stationary systems
under the most varied operating conditions. Reliability, easy maintenance
and long inspection intervals have been confirmed throughout decades of
experience.
With the TCR Series, expect not only clear increases in efficiency, but also
substantial improvements in reliability and service life.
Turbochargers of the TCR Series can be used on two-stroke and four-stroke
engines with constant-pressure and pulse turbocharging and engine outputs
from 550 to 6500 kW.
1
2
3
1 Exhaust gases 2 Charge air 3 Fresh air
Figure 1: TCR on in-line engine

The modular design of the TCR Series allows for optimal adaptation of the
turbochargers to the conditions for both four-stroke and two-stroke engines.




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MAN Diesel & Turbo 1

TCR 1-01 EN 1 (4)
Exhaust Gas Turbocharging
The turbochargers of the TCR Series are designed for constant-pressure and
pulse turbocharging.
Constant-pressure turbocharging:
With constant-pressure turbocharging, the engine exhaust gases flow into a
common exhaust manifold, accumulate there and flow with minor pressure
fluctuations to the exhaust turbine.
1
3
2
1 Exhaust gases 2 Charge air 3 Fresh air
Figure 2: Constant-pressure turbocharging

Pulse turbocharging:
With pulse turbocharging, the engine exhaust gases of the individual cylin-
ders are channelled into several narrow exhaust gas pipes and transfer the
outlet pressure pulses of the cylinders to the multi-socket gas admission
casing.


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1 MAN Diesel & Turbo

2 (4) TCR 1-01 EN
1
2
3
1 Exhaust gases 2 Charge air 3 Fresh air
Figure 3: Pulse turbocharging
Type Plate
The type plate is attached to the delivery socket of the compressor casing.
An additional type plate is located on the silencer or the intake casing.
3
1
2
4
5
6
1 Turbocharger type
2 Speed n Smax short-time operation (for test operation only)
3 Speed n Cmax max. permissible speed for continuous operation
4 Works number (serial number)
5 Max. permissible turbine inlet temperature
6 Year of ex-works delivery



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MAN Diesel & Turbo 1

TCR 1-01 EN 3 (4)

Performance Characteristics
Figure 4: Turbocharger application range

The following operating characteristics are distinguished:
Generator curve (constant engine speed)
Fixed-pitch propeller curve (variable engine speed)
Propeller curve at reduced engine speed (high torque)
Combined curve (combination of generator and propeller curve)
Vehicle engine curve
Irrespective of the purpose for which the engine is being used, a safe dis-
tance is always required between all possible operating points and the surge
line of the compressor. This is ensured by dimensioning the compressor
accordingly.


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1 MAN Diesel & Turbo

4 (4) TCR 1-01 EN
Overview of Series
Performance Ranges of the TCR Series
The state-of-the-art turbochargers designed and manufactured by MAN Die-
sel & Turbo can be used in a very wide performance range for the charging
of diesel- and gas-powered engines.

Turbocharger type Power of the charged engine per turbocharger
Two-stroke engine
(l
e
8 kg/kWh) in kW
Four-stroke engine
(l
e
6.5 kg/kWh) in kW
TCR10 550
TCR12 - 800
TCR14 - 1 200
TCR16 - 1 750
TCR18 2 400 2 600
TCR20 3 500 3 800
TCR22 6 200 6 500
Table 1: Achievable engine power

Compressor Pressure Ratio and Exhaust Gas Temperatures

Turbocharger type Maximum pressure ratio in bar Max. permissible exhaust gas temperature upstream of
turbine in C
2-stroke 4-stroke
(standard)
4-stroke
(high-pressure)
2-stroke 4-stroke
TCR10 - 4.7 5.1 - 650
TCR12 - 4.7 5.2 - 650
TCR14 - 4.7 5.2 - 650
TCR16 - 4.7 5.3 - 650
TCR18 4.3 4.7 5.3 500 650
TCR20 4.3 4.7 5.4 500 650
TCR22 4.3 4.7 5.4 500 650
TCR22-25 4.3 - - 500 -
Table 2: Maximum pressure ratio and permissible exhaust gas temperatures





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MAN Diesel & Turbo 2

TCR 2-01 EN 1 (6)
Dimensions
Detailed dimensions can be read from the dimensioned 2D connection draw-
ings and 3D CAD models.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
e-mail: [email protected]

TCR for Two-Stroke Engines
H
B
D
L

Type L in mm
with silencer
L in mm
with air intake bend
L in mm
with air intake pipe
H in mm B in mm D in mm
TCR18 1 294 1 384 1 049 1 200 730 714
TCR20 1 654 1 706 1 298 1 688 852 834
TCR22 1 957 2 200 1 657 1 788 1 068 996




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2 MAN Diesel & Turbo

2 (6) TCR 2-01 EN
TCR for Four-Stroke Engines
H
B
D
L

Type L in mm
with silencer
L in mm
with air intake bend
L in mm
with air intake pipe
H in mm B in mm D in mm
TCR10 860 - - 410 327 327
TCR12 889 - - 496 401 401
TCR14 950 995 773 623 534 534
TCR16 1 091 1 162 887 658 590 590
TCR18 1 311 1 400 1 066 870 730 714
TCR20 1 662 1 713 1 307 970 852 834
TCR22 1 990 2 234 1 691 1 320 1 068 996



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MAN Diesel & Turbo 2

TCR 2-01 EN 3 (6)
Weights of the Subassemblies
TCR for Two-Stroke Engines

Weights of subassemblies TCR18
in kg
TCR20
in kg
TCR22
in kg
Turbocharger, complete, incl. silencer 550 826 1 740
Gas admission casing 62 105 231
Gas outlet elbow - 72 149
Gas outlet casing 87 - -
Turbine nozzle ring 4 7 16
Bearing casing 74 136 290
Turbocharger foot 70 88 191
Rotor, complete 24 39 87
Insert, compressor side 18 35 76
Insert, turbine side 8 14 34
Diffuser 5 9 19
Silencer 68 112 241
Compressor casing 70 120 280
Emergency lubrication tank 20 38 38
Covering on gas admission casing 14 20 38
Covering on gas outlet elbow - 27 42
Covering on gas outlet casing 23 - -
Covering on bearing casing 3 4 6
Cartridge (517 + 520) 98 175 377
Table 3: Weights for TCR turbocharger on two-stroke engine (approximate values)



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2 MAN Diesel & Turbo

4 (6) TCR 2-01 EN
TCR for Four-Stroke Engines

Weights of subassemblies TCR12
in kg
TCR14
in kg
TCR16
in kg
TCR18
in kg
TCR20
in kg
TCR22
in kg
Turbocharger, complete
with silencer
126 175 290 460 780 1 715
Turbocharger, complete
with air intake casing, 90
- 164 269 433 730 1 616
Turbocharger, complete
with air intake casing, axial
- 158 259 417 709 1 567
Gas admission casing 26 31 45 62 105 231
Gas outlet casing - - 57 87 146 344
Gas outlet elbow 16 23 - - - -
Turbine nozzle ring 2 2 3 4 7 16
Bearing casing 19 23 37 74 136 290
Rotor, complete 5 8 13 24 39 87
Insert, compressor side 1 8 12 18 35 76
Insert, turbine side - - 4 8 14 34
Diffuser 6 2 3 5 9 19
Silencer 20 29 46 68 112 241
Air intake casing, 90 - 18 25 41 64 142
Air intake casing, axial - 12 15 25 43 93
Compressor casing 20 29 44 70 120 280
Covering on gas admission
casing
7 7 9 14 20 38
Covering on gas outlet cas-
ing
- - 16 23 30 53
Covering on gas outlet
elbow
4 12 - - - -
Covering on bearing casing - 1 1 3 4 6
Cartridge (517 + 520) 30 31 50 98 175 377
Table 4: Weights for TCR turbocharger on four-stroke engine (approximate values)

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MAN Diesel & Turbo 2

TCR 2-01 EN 5 (6)
Casing Positions
For the best possible adaptation to the engine, certain casing assemblies of
the turbocharger can be supplied in any angular position up to 360 relative
to the vertical.
Compressor casing Bearing casing Gas admission casing
0
V
L

0
0
Z

0 - 360 0 0 - 360
Other positions in consultation with
MAN Diesel & Turbo

Infinitely adjustable Infinitely adjustable

Air intake casing Gas outlet casing Gas outlet elbow
0
A

0
T

0
K

0 - 360 0 - 90 0 - 45
270 - 360 315 - 360
Infinitely adjustable Infinitely adjustable Infinitely adjustable

NOTE All casing positions viewed from the turbine side


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2 MAN Diesel & Turbo

6 (6) TCR 2-01 EN
Design Characteristics of the Subassemblies
Characteristics of the Subassemblies
1 2 3 4 5
9 8 7 6
1 Silencer 6 Turbine wheel
2 Diffuser 7 Gas admission casing
3 Floating bearings 8 Compressor wheel
4 Nozzle ring 9 Compressor casing
5 Gas outlet casing

The view illustrates the advanced design principle of the TCR Series:
High efficiency
Silencer
Optional: Internal Recirculation (IRC)
Easy-to-service compressor wheel with high
efficiency
Floating bearings
Integrated lube oil pipe
Profiled turbine nozzle ring with long service life
Standard flanges on gas outlet casing and air intake casing
Easy inspection through large maintenance hatch

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MAN Diesel & Turbo 3.1

TCR 3.1-01 EN 1 (12)
The flow-guiding components are developed with the aid of state-of-the-art
CFD calculation programs. Simulation of the complete turbine and compres-
sor stage allows realistic calculation of the operating performance and effi-
ciency of the turbocharger.
This enables a more compact design of many components as well as signifi-
cantly improved adaptation to the engine operating curve.
Silencer with Air Filter
Turbochargers for marine engines are equipped as standard with silencers
that are surrounded by a filter mat.
Silencer characteristics:
High efficiency of the turbocharger due to low pressure loss, particularly
in the case of a high air flow rate
Effective noise level reduction
Low air flow velocity at the silencer intake
Integrated compressor washing device
The newly developed silencer casing reduces sound immission to less
than 105 dB(A).

Filter mat characteristics:
Effective filtration keeps the compressor, diffuser and charge air cooler
largely free from dirt particles.
Easy replacement and installation.
If filter particles are drawn in, there is no danger of damage to the leading
edges of the compressor.
The filter mat only requires cleaning every 250 operating hours (approx.).


Figure 1: Silencer

The filter mat is heat-resistant to temperatures of up to 100 C, or even up to
120 C for a short period of time. The relative humidity can be 100%. In the
case of a fire it is self-extinguishing.

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3.1 MAN Diesel & Turbo

2 (12) TCR 3.1-01 EN
The filter mats can be fully regenerated. For this, rinse with warm water from
the inside outwards, vacuum or blow out with compressed air. If necessary,
mild detergents can be added to the water. Avoid heavy mechanical stress,
such as wringing out or applying a strong water jet.
Technical data according to ASHRAE (DIN 24 185)
Average separation content 83%
Efficiency <20%
Quality class (filtration class) EU3
Dust-absorption capacity 520 g/m
Pressure loss 200 Pa (20 mm water column)

Air Intake Casing
Figure 2: Air intake casing, 90 Air intake casing, axial

The air intake casing is used in the case of operation without an air filter. It
achieves constant distribution of pressure and velocity at the compressor
intake due to optimized flow ducts. The angular position of the air intake cas-
ing is infinitely adjustable relative to the bearing casing. For the selectable
positions of the casing, see Chapter 2 - Casing Positions.
The air intake casing is available in 90 and axial variants.

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MAN Diesel & Turbo 3.1

TCR 3.1-01 EN 3 (12)
Compressor Casing
Figure 3: Compressor casing

The compressor casing is manufactured of ductile cast iron and has a single
outlet in the standard version. It is fastened to the bearing casing with clamp-
ing claws.
The angular position of the compressor casing is infinitely adjustable. For the
selectable positions of the casing, see Chapter 2 - Casing Positions.
The newly calculated flow cross sections and the large outlet surfaces ensure
efficient conversion of the kinetic energy into pressure.
For special applications, the compressor casing can be sound-insulated.

Diffuser

Figure 4: Diffuser

The diffuser blank is manufactured of ductile cast iron, from which the vane
profile is then milled.


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3.1 MAN Diesel & Turbo

4 (12) TCR 3.1-01 EN
The compressor map can be optimally adapted to the engine by altering the
diffuser cross section (see Chapter 10 - Matching). This provides for optimal
conversion of the speed component into pressure downstream of the com-
pressor wheel.

Internal Bearings
Figure 5: TCR bearings

For 70 years MAN Diesel & Turbo has been using plain bearings in turbo-
chargers with great success. The resulting wealth of experience has been
integrated into a long-life bearing concept.
The TCR Series combines tried-and-tested aspects of the axial and radial
bearing concept of the NR Series with new detail solutions.
Characteristics of the bearing concept:
Floating bearings
Compact bearing concept with centrally fitted thrust bearing
Shaft sealing with piston rings and no sealing air
Easy installation and removal of the bearings is ensured by the arrangement
of the radial bearings in the bearing bodies.
Bearings

Figure 6: Bearings

The rotor shaft runs in plain bearings which ensure precise centring of the
rotor shaft. The centrally fitted thrust bearing serves for axial positioning and
for taking the axial thrust.


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MAN Diesel & Turbo 3.1

TCR 3.1-01 EN 5 (12)
These bearings have ideal properties under extremely high axial and radial
forces and ensure a long service life. The high damping of the oil film makes
them insensitive to vibrations and imbalance.

Bearing Casing
Figure 7: Bearing casing

The bearing casing is manufactured of ductile cast iron. It contains the distri-
bution ducts for the lube oil, which is also used for cooling the casing.
For special applications with high exhaust gas or compressor temperatures,
a water-cooled bearing casing can be ordered.
Turbine Wheel
Figure 8: Turbine wheel

The precision turbine wheel casting is made of a high-temperature resistant
nickel-based alloy and is joined to the rotor shaft by means of friction weld-
ing. CFD simulations, FEM calculations and extensive operational testing with
load measurement on the testbed ensure utmost reliability.
The turbine provides very good access for inspection and cleaning.


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3.1 MAN Diesel & Turbo

6 (12) TCR 3.1-01 EN
Compressor Wheel
Figure 9: Compressor wheel

The highly stressed compressor wheel is milled from a forged aluminium
block. It builds up the charge pressure and supplies the engine with the
required amount of air.

Gas Admission Casing

Figure 10: Gas admission casing

The gas admission casing is manufactured of silicon-molybdenum alloyed
ductile cast iron. The uncooled casing is heat-insulated with a covering.
The gas admission casing is fastened to the bearing casing with clamping
claws; its angular position is infinitely adjustable. For the selectable positions
of the casing, see Chapter 2 - Casing Positions.
Optimized flow cross sections keep the flow losses at a low level. For pulse
turbocharging, the gas admission casing is available with multiple intake con-
nections.


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MAN Diesel & Turbo 3.1

TCR 3.1-01 EN 7 (12)

Turbine Nozzle Ring

Figure 11: Turbine nozzle ring

The cast turbine nozzle ring with profiled blades largely contributes to the
excellent efficiency of the turbine of the TCR Series.
Optimum adaptation of the turbocharger to the engine is achieved by means
of nozzle ring variants with different cross sections. The turbine nozzle ring is
made of a highly resistant material, which ensures a long service life.
Adjustable Turbine Nozzle Ring
Figure 12: Adjustable turbine nozzle ring


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3.1 MAN Diesel & Turbo

8 (12) TCR 3.1-01 EN

The cross section of the turbine nozzle ring can be adapted to the engine
operation requirements by adjusting the guide vanes. A narrower cross sec-
tion of the turbine nozzle ring results in a higher gas admission speed to the
turbine rotor. The turbocharger speed increases, thereby causing the charge
pressure on the compressor side to rise.
The adjustment is carried out by an adjustment device driven by a servomo-
tor. The adjustment device for the turbine nozzle ring is fastened to the bear-
ing casing of the turbocharger.

NOTE Further information about the adjustable turbine nozzle ring can
be found in the TCR - VTA Project Guide.
Gas Outlet Casing

Figure 13: Gas outlet casing

The gas outlet casing is manufactured of ductile cast iron. The casing is
uncooled and is heat-insulated with a covering.
Integrated in the gas outlet casing is an optimized, high-volume and very effi-
cient gas outlet diffuser. Its angular position in relation to the bearing casing
is infinitely adjustable. For the selectable positions of the casing, see Chapter
2 - Casing Positions.


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MAN Diesel & Turbo 3.1

TCR 3.1-01 EN 9 (12)
Waste Gate

Figure 14: Gas outlet casing with waste gate

The gas outlet casing can be supplied with a waste gate connection:
The waste gate enables the exhaust gas to be diverted in order to prevent
the maximum turbocharger speed from being exceeded. The optimized
waste gate connection, aligned with the turbocharger axis, allows easy
mounting on the engine.

Gas Outlet Elbow

Figure 15: Gas outlet elbow

Turbochargers of the TCR Series can also be supplied with a gas outlet
elbow.
The gas outlet elbow is made of ductile cast iron. The reduced space
requirement and the lower weight are an advantage for assembly.



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3.1 MAN Diesel & Turbo

10 (12) TCR 3.1-01 EN
Containment Safety
The turbocharger is one of the most highly loaded components on state-of-
the-art diesel engines. The high rotor speeds of a turbocharger result in high
centrifugal force stresses at the same time as high component temperatures.
External influences on the rotor, such as foreign bodies for example, may
cause the rotor components to rupture. This leads to the release of very high
kinetic energy, which must be absorbed by means of suitable deformation
zones in the casings. The use of state-of-the-art simulation methods in com-
bination with validation tests ensures that ruptured fragments are safely con-
tained in the casings.
Turbochargers manufactured by MAN Diesel & Turbo meet the requirements
of the EU Machinery Directive and comply with the containment safety
requirements according to the rules of the classification societies, with the
effect that fragments are prevented from escaping in the event of damage.



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MAN Diesel & Turbo 3.1

TCR 3.1-01 EN 11 (12)
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3.1 MAN Diesel & Turbo

12 (12) TCR 3.1-01 EN
Loads on Connections and Flanges
Loads on Connections and Flanges
All turbocharger casing flanges, with the exception of the turbine outlet, may
only be subjected to loads generated by the gas forces. The specified maxi-
mum values must be observed, taking external forces and torques into con-
sideration.
This necessitates the use of compensators directly at the turbine inlet, at the
turbine outlet and downstream of the compressor.
The compensators must be pre-loaded in such a manner that thermal
expansion of the pipes and casings does not exert forces or torques in addi-
tion to those generated by the air and gas.
Forces and torques according to API Standard 617
Effective direction implemented in accordance with MAN Diesel & Turbo
Standard.
Minimise anticipated loads as far as possible.
Parameters include forces of fluids, masses and compensators.

Connection of the Charge Air Pipe
M
z
M
x
Fy
Fz
F
x
M
x
Compensator
Figure 1: Maximum connection loads, compressor casing


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MAN Diesel & Turbo 3.2

TCR 3.2-01 EN 1 (6)
Type F
x
in N F
y
in N F
z
in N M
x
in Nm M
z
in Nm
TCR10 1 300 2 700 2 700 2 000 1 000
TCR12 1 600 3 200 3 200 2 400 1 200
TCR14 1 900 3 900 3 900 2 900 1 400
TCR16 2 300 4 600 4 600 3 500 1 700
TCR18 2 800 5 700 5 700 4 300 2 100
TCR20 3 400 6 900 6 900 5 200 2 600
TCR22 3 900 7 900 7 900 6 000 3 000
d
k
D

Figure 2: Compressor casing connection
Type D in mm d in mm k in mm Bolts
TCR10 125* 84 95* 4
TCR12 146* 100 105* 4
TCR14 150* 121 167 4
TCR16 180 145 200 4
TCR18 231 177 220 8
TCR20 280 213 265 8
TCR22 370 279 350 8
* Square connection
Compensator fastened directly to the turbocharger flange

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3.2 MAN Diesel & Turbo

2 (6) TCR 3.2-01 EN
Connection of the Exhaust Gas Pipe (Engine Side)
M
z
M
z
M
x
Fy
Fz
F
x
M
x
Compensator
Figure 3: Maximum connection loads on gas admission casing

Type F
x
in N F
y
in N F
z
in N M
x
in Nm M
z
in Nm
TCR10 1 300 2 700 2 700 2 000 1 000
TCR12 1 600 3 200 3 200 2 400 1 200
TCR14 1 700 3 500 3 500 2 700 1 300
TCR16 2 100 4 300 4 300 3 200 1 600
TCR18 2 600 5 200 5 200 3 900 1 900
TCR20 3 100 6 300 6 300 4 700 2 300
TCR22 3 800 7 700 7 700 5 800 2 900
Compensator fastened directly to the turbocharger flange

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MAN Diesel & Turbo 3.2

TCR 3.2-01 EN 3 (6)
d
k
D

Figure 4: Gas admission casing connection

Type D in mm d in mm k in mm Bolts
TCR10 128* 84 95* 4
TCR12 154* 100 117* 4
TCR14 150* 111 164 4
TCR16 180 134 195 4
TCR18 233 162 215 8
TCR20 275 195 260 8
TCR22 360 255 340 8
* Square connection
Compensator fastened directly to the turbocharger flange

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3.2 MAN Diesel & Turbo

4 (6) TCR 3.2-01 EN
Connection of the Exhaust Gas Pipe (System Side)
M
z
M
z
M
x
Fy
Fz
F
x
M
x
Compensator
Figure 5: Maximum connection loads on gas outlet casing / gas outlet elbow

Gas outlet casing
Type F
x
in N F
y
in N F
z
in N M
x
in Nm M
z
in Nm
TCR16 3 800 7 700 7 700 5 800 2 900
TCR18 4 100 8 300 8 300 6 300 3 100
TCR20 4 400 8 900 8 900 6 800 3 400
TCR22 5 000 10 200 10 200 7 700 3 800
Gas outlet elbow
Type F
x
in N F
y
in N F
z
in N M
x
in Nm M
z
in Nm
TCR10 2 100 4 200 4 200 3 200 1 600
TCR12 2 500 5 000 5 000 3 800 1 900
TCR14 3 000 6 100 6 100 4 600 2 300
TCR20 4 200 8 500 8 500 6 500 3 200
TCR22 4 800 9 600 9 600 7 300 3 600
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MAN Diesel & Turbo 3.2

TCR 3.2-01 EN 5 (6)

d
D
k

Figure 6: Gas outlet casing / gas outlet elbow connection

Gas outlet casing
Type D in mm d in mm k in mm Bolts
TCR16 357 256 335 12
TCR18 425 310 395 12
TCR20 540 373 495 16
TCR22 703 487 650 20
Gas outlet elbow
Type D in mm d in mm k in mm Bolts
TCR10 250 131 210 8
TCR12 285 157 240 8
TCR14 315 189 270 8
TCR20 490 333 445 12
TCR22 595 436 550 20
Compensator fastened directly to the casing flange
Flange connection in accordance with DIN 86044
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3.2 MAN Diesel & Turbo

6 (6) TCR 3.2-01 EN
Permissible Inclination, Vibration Acceleration, Noise Emission
Permissible Inclination
The turbochargers from MAN Diesel & Turbo must be installed horizontally
with respect to the axis of the rotor assembly.
For operation in ships, however, where the installation position is perpendicu-
lar to the longitudinal axis of the vessel, inclination angles occur that can
impair the operating ability of the turbocharger.
The following inclination angles can be handled by the turbocharger without
problems.
In the case of an installation position along the longitudinal axis of the vessel,
these limit values are not reached even under unfavourable external condi-
tions.
In individual cases, larger inclination angles are also possible. If required,
please contact MAN Diesel & Turbo SE in Augsburg.

Inclination Continuous Short-term

15 30
15 30
Table 1: Permissible inclination angles during operation of the turbocharger



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MAN Diesel & Turbo 3.3

TCR 3.3-01 EN 1 (4)
Permissible Vibration Acceleration
1 2 3
1 Measurement on the silencer front plate
2 Measurement on the flange of the compressor casing / silencer
3 Measurement on the flange of the compressor casing / bearing casing,
vertical to the turbocharger axis
Figure 1: Vibration acceleration measuring points

During engine operation, the turbocharger is subject to stress from vibrations
that are generated by the engine (A) and the turbocharger (B) itself.
The excitation emanating from the engine lies within the low-frequency
range.
The resulting vibrations of the turbocharger structure subject the mounted
silencer and the connecting elements between casing parts and turbo-
charger feet to stress.
The bearing load resulting from the engine excitation is negligible, as the
rotors of MAN Diesel & Turbo turbochargers are seated in plain bearings.
Vibrations excited by the turbocharger itself are generated by forces of imbal-
ance that are transmitted via the bearings into the casings. The relevant fre-
quency is in the high-frequency range.
The vibrations resulting from the circumferential imbalance forces do not
have a detrimental effect on the structure of the turbocharger casings, but
serve as an indicator of the balance condition of the rotor and thus of the
running behaviour.
Imbalances occurring during operation can be caused by irregular dirt
deposits or damaged vanes of the compressor and/or turbine wheel.
If erratic running of the turbocharger is observed during operation, the condi-
tion can be improved in most cases by cleaning the compressor (see Chap-
ter 6 - Compressor Cleaning) and the turbine (see Chapter 6 - Turbine Clean-
ing).

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3.3 MAN Diesel & Turbo

2 (4) TCR 3.3-01 EN
If the running behaviour is still not satisfactory after repeated cleaning, the
rotor must be inspected and a balance check carried out if required. The
maximum permissible vibration acceleration values for both aforementioned
excitation types are listed below.

(A) Frequency range 3 - 300 Hz, order of excitation by engine
1
Permissible vibration acceleration
TCR10 - 12
TCR14 - 16 2.0 g effective
TCR18 - 22 1.8 g effective

2
Permissible vibration acceleration
TCR10 - 12
TCR14 - 16 1.8 g effective
TCR18 - 22 1.4 g effective

(B) Frequency range 300 - 3100 Hz, excitation by the first harmonic
of the rotor speed, individual component
3
Permissible vibration acceleration
TCR10 - 12
TCR14 - 16 0.8 g amplitude
TCR18 - 22 0.8 g amplitude


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MAN Diesel & Turbo 3.3

TCR 3.3-01 EN 3 (4)
Noise Emission
The noise emissions of the turbochargers vary according to their size and
precise specifications and are dominated in the relevant operating ranges by
the tonal noise components of the compressor (blade passing frequency +
harmonic). For turbochargers of the TCR Series, these frequencies are in the
range from 2 to 32 kHz (based on rated speed and known applications). A
sound power spectrum for the TCR22 turbocharger (four-stroke version) with
MAN intake silencer and sound insulation installed is illustrated by way of
example. The engine sound immission levels depend greatly on the acoustic
properties of the surroundings (layout and design of the engine room). An
investigation may be required in accordance with applicable noise regulations
or standards.
Figure 2: Intake sound of TCR22-42 (example)


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3.3 MAN Diesel & Turbo

4 (4) TCR 3.3-01 EN
Lube Oil System
Lube Oil Connections on Four-Stroke Engines
The lube oil is fed to the turbocharger from the lube oil system of the engine.
The turbocharger has two connections for lube oil feed at the bottom of the
bearing casing. The connection that is not required must be sealed off in the
area of the turbocharger bracket.
The connection for lube oil drain is located between the two feed connec-
tions. The measuring point for the lube oil pressure is located at the top of
the bearing casing.

Lube oil drain
Lube oil feed
(alternatively
left or right)
Figure 1: Connections for lube oil (four-stroke engines)

Type Inner diameter of lube oil inlet
in mm
Inner diameter of lube oil outlet
in mm
TCR10 11 25
TCR12 10 36
TCR14 14 32
TCR16 16 37
TCR18 18 45
TCR20 16 54
TCR22 16 70


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MAN Diesel & Turbo 4.1

TCR 4.1-01 EN 1 (11)
Lube Oil Connections on Two-Stroke Engines
The lube oil is fed to the turbocharger from the lube oil system of the engine.
Connections for venting, lube oil feed and lube oil drain are available on both
sides of the turbocharger foot. The connections that are not required must
be sealed off.
The measuring point for the lube oil pressure is located at the top of the
bearing casing.
1 Measuring point 3 Lube oil feed
2 Venting 4 Lube oil drain
Figure 2: Connections for lube oil (two-stroke engines)

Type Inner diameter of lube oil inlet
in mm
Inner diameter of lube oil outlet
in mm
TCR18 18 45
TCR20 16 54
TCR22 20 65



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4.1 MAN Diesel & Turbo

2 (11) TCR 4.1-01 EN
Lube Oil System
Lube Oil Diagram for Turbocharger on Four-Stroke Engine
1 Feed pipe (engine) 6 Bearing bush *
2 Engine bracket 7 Pressure gauge
3 Ring duct * 8 Pressure controller
4 Bearing casing * 9 Drain pipe
5 Thrust bearing *
* Scope of supply of turbocharger
Figure 3: Lube oil diagram for turbocharger on four-stroke engine

The highly stressed bearing points in the turbocharger are lubricated and
cooled by means of a lube oil system integrated into the bearing casing of
the turbocharger.
The lubricating oil is fed from the lube oil system of the engine to the lube oil
system of the turbocharger via the feed pipe (1). The lube oil flows to the
radial and axial lubrication gaps of the turbocharger via the ring duct (3) and
bores in the bearings. On top of the bearing casing (4) is a connection for the
pressure gauge (7) and/or the pressure controller (8) for checking/monitoring
the lube oil pressure.
The oil flows back into the lube oil system of the engine through the drain
pipe (9).


Function
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MAN Diesel & Turbo 4.1

TCR 4.1-01 EN 3 (11)
Lube Oil Diagram for Turbocharger on Two-Stroke Engine
1 Feed pipe (engine) 9 Pressure gauge
2 Lube oil feed, turbocharger 10 Pressure controller
3 Turbocharger foot * 11 Emergency lubrication tank *
4 Non-return valve * 12 Overflow and ventilation pipe *
5 Bearing casing * 13 Lube oil drain
6 Ring duct * 14 Venting pipe
7 Thrust bearing *
8 Bearing bush * * Scope of supply of turbocharger
Figure 4: Lube oil diagram for turbocharger on two-stroke engine

The highly stressed bearing points in the turbocharger are lubricated and
cooled by means of a lube oil system integrated into the bearing casing of
the turbocharger.
The lubricating oil is fed from the lube oil system of the engine to the lube oil
system of the turbocharger via the lube oil feed pipe (2). A non-return
valve (4) is installed in the oil feed pipe of the turbocharger foot (3).
The lube oil flows to the radial and axial lubrication gaps of the turbocharger
via the ring duct (6) in the bearing casing (5) and bores in the bearings. On
top of the bearing casing (5) is a connection for the pressure gauge (9)
and/or the pressure controller (10) for checking/monitoring the lube oil pres-
sure.
The lube oil flows into the lube oil system of the engine via the lube oil
drain (13).

Function
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4.1 MAN Diesel & Turbo

4 (11) TCR 4.1-01 EN
Lube Oil Drain
The drain pipe should have as steep a gradient as possible, and it should be
amply dimensioned and free of resistances and back pressures.
In the case of marine propulsion systems, the inclination of the drain pipe
must be at least 5 greater than the maximum possible inclination of the
vessel.
In the case of stationary systems, the drain pipe must have an inclination
of at least 5.
On request, planning data can also be provided for self-sufficient lube oil
supply of the turbocharger, independent of the engine lubrication circuit. If
required, please contact MAN Diesel & Turbo in Augsburg directly.
e-mail: [email protected]
Venting
Up to 0.2% of the intake air escapes with the lube oil through the oil drain
pipe via the bearing casing. This air volume can lead to an inadmissibly high
increase of the pressure prevailing in the crankcase.
To prevent this, the oil drain must be vented. This must take place from a
compartment large enough to permit the oil to settle down. Possible meth-
ods are separate venting in the oil drain or sufficiently dimensioned crank-
case venting. The cross section of the venting pipe should correspond to
that of the oil drain pipe.
On TCR turbochargers for two-stroke engines, the venting facility is integra-
ted into the turbocharger foot. The connection for the venting pipe is
attached to the turbocharger foot.

Shaft Sealing
The oil space is sealed on the turbine and compressor sides by piston rings.
For this reason, TCR turbochargers do not require sealing air and can be
pre-lubricated without limitation.
The robust piston ring sealing ensures ease of servicing.

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MAN Diesel & Turbo 4.1

TCR 4.1-01 EN 5 (11)
Lube Oil Flow Rate
The flow rate of the lube oil depends on the viscosity (SAE class) and tem-
perature of the oil. The bearings are rated for use of standard SAE 30 or
SAE 40 engine lube oils and can therefore be directly connected to the lube
oil system of the engine. High-alkaline cylinder oils are not suitable for lubri-
cation of the turbocharger bearings.
Lube oil characteristic/property Characteristic value
Viscosity SAE 30 or SAE 40
Min. lube oil inlet temperature 40 C
Max. lube oil inlet temperature 75 C

The following table applies for SAE 30 at 60 C:
Type Flow rate at 2.2 bar in
m/h
Flow rate at 1.3 bar in
m/h
Dissipated heat in kW
TCR12 0.7 0.6 10
TCR14 0.8 0.6 17
TCR16 1.2 0.9 20
TCR18 2.0 1.5 28
TCR20 2.8 2.2 42
TCR22-4 4.9 3.7 67
TCR22-2 4.9 3.7 67

Lube Oil Pressure
The required lube oil pressure of the turbocharger is set in the lube oil feed.
The oil pressure must be set by the engine manufacturer prior to initial start-
up. The oil pressure must be checked via the measuring connection at the
top of the bearing casing. (See Chapter 4.1 - Lube Oil System).
CAUTION The lube oil pressure must be set by the engine manufacturer
prior to initial start-up.
The lube oil pressure must be checked and/or monitored via the
measuring connection at the top of the bearing casing.

Lube oil pressure at full engine load and with lube oil at operating tempera-
ture:
P
min
= 1.3 bar
P
max
= 2.2 bar
Limit values for monitoring of the lube oil pressure:
< 1.0 bar: alarm
< 0.8 bar: engine power at half load and
< 0.6 bar: engine stop


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4.1 MAN Diesel & Turbo

6 (11) TCR 4.1-01 EN
On start-up and during heating up of the engine, when the lube oil tempera-
ture is relatively low, a higher lube oil pressure is admissible for a short period
of time.
For differences in height between the pressure measuring point and the cen-
tre of the turbocharger, a value of 0.1 bar per metre must be taken into con-
sideration.
Example:
If the pressure gauge or the pressure controller is located three metres lower,
the pressure gauge must indicate a pressure 0.3 bar higher or the setting of
the pressure controller must be 0.3 bar higher than the specified operating
pressure. The required lube oil pressure is set by means of a throttle device
in the feed pipe.
The required lube oil quantity depends on the viscosity of the oil and may
vary in accordance with the temperature.

Oil Pressures (reference point is the turbocharger centreline)
Measuring point Limit value in bar
Lube oil pressure during operation
(lube oil inlet temperature 40 75 C)
1.3 2.2
Max. lube oil pressure in cold condition < 6
Pre-lubrication before start-up:
duration < 10 min
1.3 2.2
Continuous pre-lubrication 0.3 0.6
Post-lubrication 10 30 min 0.3 0.6

Alarm points Limit value in bar
Alarm 1.0
Direct load reduction of the engine
(slow down)
0.8
Engine shut-down 0.6

Indication of the pending alarm and the reaction of the engine control system
must occur at the same time. Therefore, the engine control system must
conform at least to category 3 in compliance with ISO 13849-1.

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MAN Diesel & Turbo 4.1

TCR 4.1-01 EN 7 (11)
Pre-Lubrication, Emergency Lubrication and Post-Lubrication of the Turbocharger
Pre-Lubrication
Prior to engine start-up, the bearings of the turbocharger must be pre-lubri-
cated. Depending on the engine system, this may take the form of pre-lubri-
cation immediately before start-up, or continuous pre-lubrication. The follow-
ing values are to be observed in this connection:
Pre-lubrication before start-up:
Oil pressure 1.3 2.2 bar, duration < 10 minutes
Continuous pre-lubrication:
Oil pressure 0.3 0.6 bar

CAUTION Danger of fire caused by chimney draught effect!
Continuous pre-lubrication is only possible if there is no chimney
draught effect.
A chimney draught can cause lube oil to be drawn into exhaust
gas ducts, leading to coking or fire.



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4.1 MAN Diesel & Turbo

8 (11) TCR 4.1-01 EN
Emergency Lubrication
The worst-case scenario for the turbocharger bearings is a direct engine
shut-down from full load, which can occur in the event of a power failure. In
this phase, the turbocharger bearings can easily overheat due to a lack of
lube oil. To prevent this, the following minimum requirements must be met.
For emergency lubrication, the turbocharger requires an oil pressure in
excess of 0.05 bar (reference point: turbocharger centreline) if, in an emer-
gency situation, the engine initially continues to run at full power following fail-
ure of the main lube oil supply (see Figure Emergency lubrication diagram).
NOTE For differences in height between the pressure measuring point
and the centre of the turbocharger, a value of 0.1 bar per metre
must be taken into consideration.

If the main lube oil pump is not driven by the crankshaft of the engine, the
engine must be shut down no more than 10 seconds after a power failure.
These 10 seconds must be bridged using a separate lube oil tank or an
emergency pump (powered by battery or compressed air).
The lube oil pressure during emergency lubrication must be above the limit
value of 0.05 bar (reference point: turbocharger centreline) until the turbo-
charger speed has fallen to 20% of the maximum permissible speed indica-
ted on the type plate. Please note that the axial bearing of the turbocharger
acts like a pump. For this reason, the turbocharger must be supplied with
sufficient lube oil. After this time, the lube oil pressure may fall below this
value. The remaining oil in the bearing casing is sufficient to protect the bear-
ings against damage or increased wear until the rotor has come to a stand-
still.

0,05 bar
nominal
lube oil pressure
min. post-lubrication
pressure
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max.
10 sec.
max.
20 min 30 min
Lube oil pressure at the middle of the
turbocharger shall not drop below
this line at any time.
20%
turbocharger speed
100%
turbocharger speed
Figure 5: Emergency lubrication diagram

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MAN Diesel & Turbo 4.1

TCR 4.1-01 EN 9 (11)
Post-Lubrication
After shut-down:
Following cooling, the lube oil pressure must reach the post-lubrication value.
Following interruption of the lube oil supply to the turbocharger, the plain
bearing on the turbine side and the turbine shaft are heated up by the hot
turbine parts. As a result of this, and depending on the oil quality and the
exhaust gas temperature before the interruption, a thin varnish-like coating
forms on the turbine shaft and on the plain bearing. This layer disappears
after approximately 100 operating hours. If, however, there are repeated
power failures within a relatively short time, the layer gets thicker and can
result in increased wear or failure of the plain bearing on the turbine side.
This can be avoided if post-lubrication starts no more than 20 minutes after
the turbocharger has come to a standstill. The later post-lubrication is star-
ted, the longer it should be continued. Two examples:
1. Post-lubrication starts immediately after the turbocharger has come to a
standstill 10 minutes suffice.
2. Post-lubrication starts 20 minutes after the turbocharger has come to a
standstill 30 minutes suffice.
These requirements can be met by installing a suitable post-lubrication sys-
tem in the engine room.
The emergency lubrication tank on turbochargers for two-stroke engines can
only meet this requirement in the case of an emergency stop.

Emergency Lubrication for Two-Stroke Engines with Emergency
Lubrication Tank
In plants with lube oil pressure monitoring (alarm and/or engine shut-down if
the pressure falls below specified limits), the emergency lubrication allows a
certain amount of time in which a decision can be made as to whether the
engine should be shut down in order to avoid damage to the turbocharger
and engine or whether a necessary manoeuvre should be executed in order
to prevent greater damage.
Installation of an emergency lubrication tank with a capacity of approx.
20 litres allows the decision to shut down the engine to be delayed by a
maximum of 15 seconds.
The emergency lubrication tank is filled via the lube oil system during opera-
tion and constantly purged with lube oil. If the pressure in the lube oil system
drops, the non-return valve in the oil feed pipe closes and the lube oil flows
out of the emergency lubrication tank and back to the bearing bushes in the
turbocharger.


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4.1 MAN Diesel & Turbo

10 (11) TCR 4.1-01 EN
Quality Assessment of the Lube Oil
Lube Oil Filtration
Additional lube oil filters are not required; the filtration customarily employed
these days for heavy fuel oil operation is sufficient as long as the size of parti-
cles passing through the filters is 0.05 mm. A further precondition is that
the engine lube oil is constantly treated by means of separation and that the
water content and solid residues larger than 0.02 mm are not allowed to
build up.
Prior to initial operation of the engine or after major servicing work, the pipes
between the engine filter and the turbocharger are to be pickled, cleaned
and flushed thoroughly. Clean oil increases the service life of the plain bear-
ings.
Taking an Oil Sample
The preconditions for obtaining a representative oil sample are as follows:
Take oil sample only while the engine is running.
Take oil sample upstream of the turbocharger and always at the same
location.
Fill sample bottle only to 90%.
Provide a special sample removal cock.
Evaluation of the Lube Oil Condition
In the case of turbochargers that are lubricated via the engine lube oil circuit,
the assessment criteria of the engine manufacturer are applicable for evalua-
tion of the lube oil condition.
The lube oil condition must be checked regularly in the case of turbochargers
with their own lube oil system. For routine inspections of the lube oil condi-
tion, the parameters in the table below are sufficient.
The limit values indicated are empirical field values and are based on the
requirements placed on the lube oil by the engine. In order to ensure a long
service life of the bearings, these limit values must not be exceeded.
A binding statement on the further usability of the oil can only be derived
from a full analysis where the values are to be determined according to
standardised testing methods.
Oil parameters for routine inspections Limit value
Viscosity one viscosity class
Water content in % by weight < 0.2 (briefly up to 0.5)
Total contamination in % by weight 2.0
Oil Change
An oil change is required when the chemical/physical characteristics of the oil
have changed to such an extent that the lubricating, cleaning and neutralis-
ing properties are no longer adequate. The limit values specified in the table
and a drop test can serve only as a guideline.

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MAN Diesel & Turbo 4.1

TCR 4.1-01 EN 11 (11)
Compressor Wheel Cooling
Description
1 Cooling water return 4 Bearing casing
2 * Cooling water supply * Connection either
3 * Cooling water leakage drain right or left
Figure 1: Diagram, compressor wheel cooling in bearing casing

The high-pressure version of the TCR turbocharger requires compressor
wheel cooling. This water cooling is integrated in the bearing casing and low-
ers the temperature in the relevant areas of the compressor. The cooling
water supply (2) and cooling water leakage drain (3) can be connected to the
bearing casing (4) on either the right-hand or the left-hand side.
Caution! Water must be prevented from entering the lube oil circuit of the tur-
bocharger. The leak-tightness of the water cooling must be checked regu-
larly by inspecting the cooling water leakage drain.
Only treated cooling water (corrosion protection) from the low-temperature
engine cooling system may be used for compressor wheel cooling.

Operating Parameters for Compressor Wheel Cooling
TCR20 TCR22
Cooling water inlet temperature max. 35 C max. 35 C
Cooling water inlet pressure max. < 4 bar max. < 4 bar
Cooling water flow rate min. 0.82 m
3
/h min. 1.4 m
3
/h

The pipes for cooling water supply, cooling water return and cooling water
leakage drain are included in the scope of supply of the engine.



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MAN Diesel & Turbo 4.2

TCR 4.2-01 EN 1 (1)
Quality Requirements on Fuels
MDO Fuel (Marine Diesel Oil)
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 kg/m
3
ISO 3675 900
Kinematic viscosity at 40 mm
2
/s cSt ISO 3104 > 2.0
< 11
Pour point (winter quality) C ISO 3016 < 0
Pour point (summer quality) C < 6
Flash point (Pensky Martens) C ISO 2719 > 60
Total sediment content % by weight ISO CD 10307 0.10
Water content % by vol. ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content % by weight ISO 6245 < 0.01
Carbon residue (MCR) % by weight ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 < 2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m
3
ISO 12205 < 25
Lubricity
(wear scar diameter)
m ISO 12156-1 < 520
Copper strip test - ISO 2160 < 1
Other specifications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
ASTM D 396 No. 2
Table 1: Marine diesel oil (MDO) characteristic values to be adhered to
MGO Fuel (Marine Gas Oil)
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).


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MAN Diesel & Turbo 5.1

TCR 5.1-01 EN 1 (7)
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 C
kg/m
3
ISO 3675
820.0
890.0
Kinematic viscosity at 40 C
mm
2
/s (cSt) ISO 3104
2
6.0
Filterability*
in summer and
in winter

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DIN EN 116
DIN EN 116

0
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Flash point in closed cup C ISO 2719 60
Sediment content (extraction method) weight % ISO 3735 0.01
Water content Vol. % ISO 3733 0.05
Sulphur content
weight %
ISO 8754 1.5
Ash ISO 6245 0.01
Coke residue (MCR) ISO CD 10370 0.10
Hydrogen sulphide mg/kg IP 570 < 2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m
3
ISO 12205 < 25
Lubricity
(wear scar diameter)
m ISO 12156-1 < 520
Cetane number or cetane index - ISO 5165 40
Copper strip test - ISO 2160 1
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 2: Diesel fuel (MGO) properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015

Heavy fuel oil (HFO)
The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.

Origin/Refinery process
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5.1 MAN Diesel & Turbo

2 (7) TCR 5.1-01 EN
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table 1.
The entries in the last column of Table 1 provide important background infor-
mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in
these specifications up to K700 can be used, providing the fuel preparation
system has been designed accordingly. To use any fuels, which do not com-
ply with these specifications (e.g. crude oil), consultation with Technical Serv-
ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a
maximum density of 1,010 kg/m
3
may only be used if up-to-date separators
are installed.
Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompati-
bility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
The addition of engine oils (old lubricating oil, ULO used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ) mm
2
/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ) max. 55 Viscosity/injection viscosity
Specifications
Important
Blends
Leak oil collector
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MAN Diesel & Turbo 5.1

TCR 5.1-01 EN 3 (7)
Density (at 15 C) g/ml max. 1.010 Heavy fuel oil processing
Flash point C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad-
son)
Weight % max. 20 Combustion properties
Sulphur content 5 or
legal requirements
Sulphuric acid corrosion
Ash content 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and silicium
content (total)
mg/kg max. 60 Heavy fuel oil processing
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil
(ULO)
mg/kg The fuel must be free of lubri-
cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue
(according to Conradson)
Combustion properties
Sodium content mg/kg Sodium < 1/3 Vanadium,
Sodium<100
Heavy fuel oil processing
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 3: Table_The fuel specification and corresponding characteristics for heavy fuel oil
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5.1 MAN Diesel & Turbo

4 (7) TCR 5.1-01 EN
Figure 1: ISO 8217-2010 specification for heavy fuel oil
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MAN Diesel & Turbo 5.1

TCR 5.1-01 EN 5 (7)
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
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5.1 MAN Diesel & Turbo

6 (7) TCR 5.1-01 EN
Biofuel
Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to date. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with biofuels, a lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 C 900 - 930 kg/m
3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 C DIN EN 22719
lower calorific value > 35 MJ/kg
(typical: 37 MJ/kg)
DIN 51900-3
Viscosity/50 C < 40 cSt (corresponds to a viscos-
ity/40 C of < 60 cSt)
DIN EN ISO 3104
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 C) > 5 h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filterability < 10 C below the lowest temper-
ature in the fuel system
EN 116
Table 4: Non-transesterified bio-fuel - specifications

DANGER Incorrect handling of operating media can endanger health, safety
and the environment. The corresponding safety instructions provi-
ded by the suppliers must be observed.
Other designations
Origin


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MAN Diesel & Turbo 5.1

TCR 5.1-01 EN 7 (7)
Quality Requirements on Lube Oil and Additives
Lube Oil Specification for Operation with MGO/MDO and Biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lube oils (HD oils) have proven their worth for lubrication of the run-
ning gear, cylinders and turbocharger, and for cooling the pistons. Doped
lube oils contain additives that perform a number of different functions,
including ensuring their dirt suspending power, cleaning of the engine and
neutralisation of acidic combustion products.
Only lube oils approved by MAN Diesel & Turbo may be used.
Specifications
To ensure reliable operation of the turbocharger, the dynamic oil viscosity
limits with a range of 0.03 Pa s 0.13 Pa s defined by MAN Diesel & Turbo
must be adhered to. For oil of viscosity class SAE 40, these limit values cor-
respond to lube oil inlet temperatures of 40 C and 70 C. The same
dynamic oil viscosity limit values also apply to oils of other viscosity classes.

Figure 1: Dynamic viscosity SAE 30 and SAE 40


Base oil

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MAN Diesel & Turbo 5.2

TCR 5.2-01 EN 1 (5)
The base oil (doped lube oil = base oil + additives) must have a narrow distil-
lation range and be refined using state-of-the-art methods. If paraffins are
contained, they must not have a detrimental effect on the thermal stability or
the oxidation stability.
The base oil must comply with the following limit values, especially with
regard to the aging resistance:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable C ASTM D 2500 -15
Flash point (Cleveland) C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0,02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0,50
Ageing tendency following 100 hours of heating
up to 135 C
- MAN ageing oven * -
Insoluble n-heptane Weight % ASTM D 4055
or DIN 51592
< 0,2
Evaporation loss Weight % - < 2
Spot test (filter paper) - MAN Diesel &
Turbo test
Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
The base oil to which additives have been added (doped lube oil) must have
the following properties:
The additives must be dissolved in the oil and their composition must be
such that they leave as little ash as possible on combustion.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the exhaust
valves and at the turbocharger inlet casing. Hard additive ash promotes pit-
ting of the valve seats and causes the valves to burn out, it also increases
mechanical wear of the cylinder liners.
Additives must not increase the rate at which the filter elements in the active
or used condition are blocked.
The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Doped lube oils (HD oils)
Additives
Washing ability
Dispersibility
Neutralisation capability
Evaporation tendency
Additional requirements
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5.2 MAN Diesel & Turbo

2 (5) TCR 5.2-01 EN
Lube Oil Specification for Heavy Fuel Oil (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Lube oils of medium alkalinity have proven their worth for lubrication of mov-
ing parts, lubrication of the cylinders and turbochargers, and for cooling the
pistons. Lube oils of medium alkalinity contain additives that perform a num-
ber of different functions, including ensuring higher neutralisation reserves
than with doped engine oils (HD oils).
There are no international specifications for lube oils of medium alkalinity. It is
thus necessary to conduct test operation over a sufficiently long period in
accordance with the manufacturers instructions.
Only lube oils authorised by MAN Diesel & Turbo may be used.
Specifications
To ensure reliable operation of the turbocharger, the dynamic oil viscosity
limits with a range of 0.03 Pa s 0.13 Pa s defined by MAN Diesel & Turbo
must be adhered to. For oil of viscosity class SAE 40, these limit values cor-
respond to lube oil inlet temperatures of 40 C and 70 C. The same
dynamic oil viscosity limit values also apply to oils of other viscosity classes.

Figure 2: Dynamic viscosity SAE 30 and SAE 40

Base oil
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MAN Diesel & Turbo 5.2

TCR 5.2-01 EN 3 (5)
The base oil (doped lube oil = base oil + additives) must have a narrow distil-
lation range and be refined using state-of-the-art methods. If paraffins are
contained, they must not have a detrimental effect on the thermal stability or
the oxidation stability.
The base oil must comply with the limit values in the following table, espe-
cially with regard to the aging resistance:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable C ASTM D 2500 -15
Flash point (Cleveland) C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating
up to 135 C
- MAN ageing oven * -
Insoluble n-heptane Weight % ASTM D 4055
or DIN 51592
< 0.2
Evaporation loss Weight % - < 2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 2: Base oils - target values
* Works' own method
The prepared oil (base oil with additives) must have the following properties:
The additives must be dissolved in the oil and their composition must be
such that they leave as little ash as possible on combustion, even if the
engine is temporarily operated with distillate fuel.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
The detergency must be so great that neither tar nor coke residues pro-
duced by combustion of the fuel can be deposited. The lube oil must not
take up any deposits arising from the fuel.
The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Tips for selection of the base number can be found in the table Base num-
ber to be used under various operating conditions.
The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.

Lube oil of medium alkalinity
Additives
Detergency
Dispersion capability
Neutralisation capability
Evaporation tendency
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5.2 MAN Diesel & Turbo

4 (5) TCR 5.2-01 EN
The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.

Additional requirements
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MAN Diesel & Turbo 5.2

TCR 5.2-01 EN 5 (5)
Quality Requirements on Intake Air
Intake Air
The quality and condition of the intake air have a decisive influence on the
turbocharger performance. Not only is the atmospheric condition of great
importance but also the solid and gaseous impurities contained in the air.
Mineral dust particles in the intake air have the effect of increasing wear.
Chemical/gaseous constituents on the other hand promote corrosion.
For this reason, effective cleaning of the intake air and regular maintenance/
cleaning of the air filter mat on the silencer are required.
Characteristic Values of the Intake Air
The size of particles in the intake air may not exceed 5 m downstream of
the silencer/air intake casing or upstream of the compressor intake.
The following maximum concentrations of particles in the intake air upstream
of the compressor must not be exceeded:
Characteristics/properties Concentration in mg/Nm
3 1)
Dust (sand, cement, CaO, Al
2
O
3
etc.) 5
Chlorine 1.5
Sulphur dioxide (SO
2
) 1.25
Hydrogen sulphide (H
2
S) 15
1) Standard cubic metres in Nm
When designing the intake air system, it must be ensured that the total pres-
sure loss (filter, silencer, piping) does not exceed 20 mbar.
Exception:
A loss of pressure in excess of 20 mbar has been taken into consideration in
the design (e.g. admixture of gas in the case of gas-powered engines).


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MAN Diesel & Turbo 5.3

TCR 5.3-01 EN 1 (1)
Cleaning Equipment, Jet Assist
Cleaning Equipment
Two-Stroke Engines (Diesel)
Wet cleaning Dry cleaning
Compressor -
Turbine
Optional
Included in the standard scope of supply of MAN Diesel & Turbo.
Four-Stroke Engines (Diesel)
Wet cleaning Dry cleaning
Compressor -
Turbine
Included in the standard scope of supply of MAN Diesel & Turbo.

Gas-Powered Engines
Wet cleaning Dry cleaning
Compressor -
Turbine - 1)
Included in the standard scope of supply of MAN Diesel & Turbo.
1) Not necessary in the case of good and very good gas quality. Recommended in
the case of poor gas quality.



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MAN Diesel & Turbo 6

TCR 6-01 EN 1 (9)
Compressor Cleaning
During operation, deposits and oily debris films increasingly form on the
vanes of the compressor wheel and the diffuser. This contamination reduces
the efficiency of the compressor.
We thus recommend cleaning the compressor every 100 to 200 operating
hours. For this purpose, a cleaning device with pressure sprayer is provided
by MAN Diesel & Turbo.
Cleaning of the compressor is carried out with water during operation at
full load.
Cleaning is to be performed with fresh water only; do not use seawater,
chemical additives or detergents.
Blow in washing water for approx. 30 seconds.
The cleaning intervals for washing the compressor should be determined
in accordance with the degree of contamination of the respective sys-
tem.
The compressor cleaning device is connected to the silencer/air intake
casing or the corresponding connection coupling.

1
5
2
3
4
A
B
1 Connection coupling 4 Pressure sprayer
2 Handle 5 Turbocharger (compressor)
3 Plate with cleaning instructions A Relief valve
B Hand valve
Figure 1: Diagram Wet cleaning of the compressor


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6 MAN Diesel & Turbo

2 (9) TCR 6-01 EN
Compressor Cleaning Filling Volume
Type Water volume in l
TCR14 TCR18 0.5
TCR20 TCR22 2

A syringe is available for the TCR10 and TCR12 turbochargers.
Turbine Cleaning
The turbochargers of engines operated with Heavy Fuel Oil (HFO), Marine
Diesel Oil (MDO) or Marine Gas Oil (MGO) must be cleaned prior to initial
operation and at regular intervals to remove combustion residue from the
blades of the turbine wheel and turbine nozzle ring. Such deposits could oth-
erwise have a detrimental effect on the operating data or even cause strong
vibration of the turbine blades.
As standard, two cleaning methods are available:
Wet cleaning of the turbine
Dry cleaning of the turbine
Both cleaning methods can be used on the same turbocharger, and the
advantages of both cleaning methods complement one another.
NOTE Observe the cleaning instructions on the instruction plate of the tur-
bocharger and in the operating manual.


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MAN Diesel & Turbo 6

TCR 6-01 EN 3 (9)
Wet Cleaning of the Turbine
1 Water supply 6 Sealing air
2 Exhaust gas pipe upstream of
turbine
(extracted downstream of
charge air cooler)
3 Gas admission casing 7 Plate with cleaning instructions
4 Turbine nozzle ring A Three-way cock
5 Turbine wheel with sealing air connection
B Pressure gauge *
* Scope of supply of engine
Figure 2: Diagram Wet cleaning of the turbine

Wet cleaning is carried out during operation at greatly reduced engine load in
order to avoid overstressing the turbine materials (thermal shock).
One significant advantage of wet cleaning over dry cleaning is:
Better cleaning effect and thus longer cleaning intervals.
The cleaning frequency depends on the type of fuel and on the operating
mode; we recommend that wet cleaning of the turbine should be carried out
every 150 operating hours.
Use fresh water without any chemical additives whatsoever.
Washing duration (interval cleaning): 10 x 0.5 minutes washing followed
by 1 minute drying each time.
The water is sprayed into the gas admission casing (3) or the exhaust gas
pipe (2) before the turbine at a pressure of 2 to 3 bar. The flow of exhaust
gas transports the water droplets and distributes them over the turbine noz-
zle ring and turbine wheel. Fouling and deposits are removed from the blades
of the turbine nozzle ring and turbine wheel by the impact of the water drop-
lets.
The washing water is entrained as steam due to the high flow velocity in the
gas outlet casing/elbow and is emitted from the turbine via the chimney
flange.
The sealing air (6) prevents clogging and corrosion of the piping. For this pur-
pose, a small amount of air is extracted downstream of the charge air cooler
and fed continuously through the corresponding piping system.
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6 MAN Diesel & Turbo

4 (9) TCR 6-01 EN
The sealing air flow rate required for turbine cleaning is 0.1 - 0.3% of the
compressor flow rate.
Advantages of wet cleaning of the turbine:
Better cleaning effect and thus longer cleaning intervals
Type Max. exhaust gas temperature
upstream of turbine in C
Max. turbocharger speed
in rpm
TCR10 320 38 000
TCR12 320 32 000
TCR14 320 26 000
TCR16 320 22 000
TCR18 320 18 000
TCR20 320 15 000
TCR22 320 12 000

Quantity of washing water for turbine cleaning
The max. permissible cleaning conditions, u
2
= 300 m/s, T
vT
= 320 C and
P
water max.
= approx. 3 bar, give the following flow rates:
Type Flow rate of washing water
in l/min
TCR10 3
TCR12 5
TCR14 7.5
TCR16 7.5
TCR18 10
TCR20 13.5
TCR22 20
u
2
= peripheral speed of the turbine wheel
T
vT
= exhaust gas temperature upstream of turbine
P
water max.
= water pressure

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MAN Diesel & Turbo 6

TCR 6-01 EN 5 (9)
Dry Cleaning of the Turbine
1 Tank 8 Turbine wheel
2 Screw plug 9 Compressed air pipe
3 Pipe 10 Sealing air
4 Connection point (extracted downstream of
charge air cooler)
5 Exhaust gas pipe upstream of
turbine
11 Plate with cleaning instructions
6 Gas admission casing A Stop cock
7 Turbine nozzle ring B Three-way cock
with sealing air connection
Figure 3: Diagram Dry cleaning of the turbine

In addition to wet cleaning of the turbine, dry cleaning of the turbine can also
be performed.
Dry cleaning of the turbine is carried out during operation at normal operating
load of the engine.
The advantage of dry cleaning of the turbine over wet cleaning is:
Dry cleaning can be carried out during operation at full load.
Shorter cleaning intervals must be observed than for wet cleaning of the tur-
bine, however, as heavier deposits will not otherwise be removed.
Cleaning with granulate every one to two days is recommended. When using
HFO that produces heavy deposits, the cleaning frequency should be
increased to twice daily.
Depending on the type of funnel, soot particles can escape during the clean-
ing procedure. This must be taken into consideration particularly in the case
of passenger ships.
The granulate container is fitted with an opening for filling, a compressed air
supply pipe and a pipe leading to the gas admission casing.
Type Granulate quantity in l
TCR10 0.15
TCR12, TCR14, TCR16 0.3
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6 (9) TCR 6-01 EN
Type Granulate quantity in l
TCR18, TCR20 0.4
TCR22 0.5

Use only commercially available granulates from nut shells or activated char-
coal (soft) with a grain size of 1.0 mm (max. 1.5 mm).
The compressed air supply pipe and the pipe to the gas admission casing
are both fitted with stop cocks. The granulate container is filled with cleaning
granulate and then shut tightly.
The granulate from the tank (1) is blown in through the connecting pipe (4)
with compressed air. The flow of exhaust gas in the gas admission housing
transports the granulate and distributes it over the turbine nozzle ring and
turbine wheel. Fouling and deposits are removed from the blades of the tur-
bine nozzle ring and turbine wheel by the impact of the granulate particles.
The loosened dirt and the granulate are carried out by the exhaust gas flow
through the gas outlet casing/elbow.
The sealing air (10) prevents clogging of the piping. For this purpose, a small
amount of air is extracted downstream of the charge air cooler and fed con-
tinuously through the corresponding piping system.
The granulate container must be installed in a suitable location, not lower
than 1 m below the connecting flange.
The pipe may not be longer than 6 m and must be supported against
vibrations. An unobstructed flow must be ensured.
Maximum operating temperature of the stop cock (exhaust
gas): 150 C.
The piping should have as few bends as possible, and these should be
of large radius.
The connecting flange can be installed either on the intermediate piece of
the exhaust pipe or directly on the gas admission casing. In the case of
the exhaust pipe, the distance to the gas admission casing must be no
more than the turbine inlet diameter d.
Sealing air (loss) mass flow rates compared with the compressor mass
flow rates approx. 0.1 0.3%.


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MAN Diesel & Turbo 6

TCR 6-01 EN 7 (9)
Connection Sizes for Pipes and Lines of the Cleaning Equipment
Connections for Dry Cleaning of the Turbine
Type Compressed air connection in mm
TCR10, TCR12 8 x 1.5
TCR14, TCR16 10 x 1.5
TCR18, TCR20, TCR22 12 x 1.5

Connections for Wet Cleaning of the Turbine
Water supply: 16 x 2 mm
Sealing Air Connection for Turbine Cleaning
Dry cleaning: 6 x 1 mm
Wet cleaning: 10 x 1 mm

Dimensioned 2D connection drawings and 3D CAD models can be provided
on request.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
e-mail:
[email protected]



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6 MAN Diesel & Turbo

8 (9) TCR 6-01 EN
Jet Assist
A Starting air cylinder (30 bar)* D Insert
B 2/2 way solenoid valve* E Compressor wheel
C Orifice* F Turbocharger
* Scope of supply of engine manufacturer
Figure 4: Jet Assist diagram

The Jet Assist acceleration system is used when special requirements have
to be met with regard to fast and soot-minimised acceleration and/or the
dynamic load response of the engine.
The engine control actuates the 2/2 way solenoid valve (B). Compressed air
at 30 bar now flows from the starting air cylinder (A) through the orifice (C),
where it is reduced to a maximum of 4 bar. The compressed air is now
blown at max. 4 bar onto the blades of the compressor wheel (E) via a ring
duct and the inclined bores in the insert (D). On the one hand, this provides
additional air to the compressor while on the other hand, the compressor
wheel is accelerated, thus increasing the charge air pressure for the engine.
Jet Assist Connections
Type Jet Assist air pressure 4 bar
Inner diameter of connecting pipe in mm
TCR12 16
TCR14 20
TCR16 20
TCR18 40
TCR20 40
TCR22 50


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MAN Diesel & Turbo 6

TCR 6-01 EN 9 (9)
Engine Room Planning
Disassembly Dimensions for Subassemblies
Hoisting rails with a traversable crane trolley in axial direction above the tur-
bocharger must be provided. Lifting tackle with the appropriate minimum
load-bearing capacity is inserted into the hoisting rails for lifting of the com-
ponents so that the prescribed maintenance work can be carried out.
Disassembly dimension A for the silencer and disassembly dimension B for
the gas outlet casing, as shown in the graphic, are required for removal of
the silencer and the gas outlet casing from the turbocharger. The minimum
clearance of the silencer to a bulkhead or between-deck should not be less
than 100 mm. We recommend planning an additional 300 to 400 mm as
working space.
Disassembly dimension H is required for lifting the turbocharger safely
upwards off the engine:
Figure 1: Disassembly dimensions

Type A
min
in mm B
min
in mm H
min
in mm
TCR10 429 536 330
TCR12 531 598 400
TCR14 581 609 510
TCR16 655 677 550
TCR18 765 787 620
TCR20 973 949 740
TCR22 1 074 1 216 1 000



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MAN Diesel & Turbo 7

TCR 7-01 EN 1 (6)
Figure 2: Dimensions of hoisting rails

Dimensions C1 and C2 for the two hoisting rails, as well as their minimum
load-bearing capacity (Fc1 and Fc2), are indicated in the following table:
Type D
max
in mm C
1 min
in mm F
c1
in kg C
2 min
in mm F
c2
in kg H
1

min
in mm
TCR12 37 246 1 500 297 1 500 450
TCR14 45 361 1 500 355 1 500 550
TCR16 54 440 1 500 430 1 500 650
TCR18 66 524 1 500 510 1 500 800
TCR20 80 629 1 500 611 1 500 950
TCR22 105 782 1 500 814 1 500 1 250
It must be ensured that the silencer and the gas outlet casing can be
removed either upwards, downwards or sideways and set down so that the
turbocharger can be accessed for additional servicing.
For the purpose of minimising danger to persons and material property
(SOLAS 2000, Amendments Jan. / July 2002, Chapter II-1, Part C, Reg. 26,
Chapter II-2, Reg. 4), the routing of pipes and the installation of tanks carry-
ing or containing flammable liquids (lube oil, fuel, hydraulic oil, etc.) above the
turbocharger, and in particular above the turbocharger silencer, is to be avoi-
ded.
If this is not possible for design reasons, the pipes and/or containers must be
designed in such a way that there is no risk of danger due to loss of stability,
bearings coming loose or flammable liquids escaping.
Sufficient space must be provided above the gas outlet casing or elbow for
the exhaust gas system.
NOTE Weights of subassemblies, see Chapter 2 - Weights of the Sub-
assemblies
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2 (6) TCR 7-01 EN
Casing Positions
The gas outlet casing can be installed in various angular positions (see also
table in Chapter 2 - Casing Positions):
b
Figure 3: Casing position, gas outlet casing

For these cases, ensure sufficient clearance b between the flange/exhaust
gas system and the engine room walls!
NOTE If required, please contact MAN Diesel & Turbo in Augsburg to
enquire about the flange clearances relative to the angular posi-
tion.


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MAN Diesel & Turbo 7

TCR 7-01 EN 3 (6)
Exhaust Gas System
Exhaust gas resistance has a very large influence on the fuel consumption
and thermal load of the engine.
The pipe diameter depends on:
the engine power
the volume of exhaust gas
the length and routing of the pipe
Sharp bends result in very high resistance and are therefore to be avoided.
Where this is not possible, use pipe bends with blade grids.
The total resistance of the exhaust gas system must not exceed 30 mbar.
For this reason, the exhaust gas pipe is to be designed as short as possible.
The exhaust gas velocity in the pipe must not exceed 40 m/s.
Exception:
A loss of pressure in excess of 30 mbar has been taken into consideration in
the design (e.g. admixture of gas in the case of gas-powered engines).
Exhaust Gas System Installation
The following points must be observed when installing the exhaust gas sys-
tem:
The exhaust pipes of multiple engines must not be routed together.
The exhaust pipes must be able to expand. For this purpose, expansion
pieces are installed between the fixed-point supports which are attached
at suitable locations. A sturdy fixed-point support is to be provided as
directly as possible above the compensator in order to keep forces
resulting from the weight, thermal expansion or lateral axial displacement
of the exhaust pipe away from the turbocharger. In order to minimise
sound transmission to other rooms in the vessel, the exhaust pipes
should be fastened or supported elastically by means of damping ele-
ments.
Permanently opened drainage outlets are to be provided in the exhaust
pipes for condensate flowing backwards and any water leaking from the
boiler.


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7 MAN Diesel & Turbo

4 (6) TCR 7-01 EN
1
2
6
5
3
4
1 Exhaust silencer 4 Compensator
2 Floating support 5 Water drainage
3 Fixed-point support 6 Exhaust-gas boiler
Figure 4: Example of exhaust routing
Installation of Flexible Pipes
Apart from the engine movements caused by rough seas or swell in vertical,
axial and transverse directions, the largest motion amplitudes of an elastically
mounted engine occur in the transverse direction of the engine while starting
and shutting down the engine.
We therefore recommend installing hoses in the axial or vertical direction rel-
ative to the engine, not in the transverse direction, to improve movement
absorption.
Hoses supplied loose with a diameter of DN 32 or greater are provided with
flange connections. Smaller-diameter hoses have screw connections. Every
hose is supplied together with two counter flanges or, if smaller than DN 32,
with two welded connections.
A section of pipe, as short as possible, must be provided between the con-
nection on the engine and the hose in accordance with the planned routing
of the pipes.

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MAN Diesel & Turbo 7

TCR 7-01 EN 5 (6)
Directly after the hose, the pipe is to be secured with a fixed-point support
positioned above the usual construction. This must be capable of absorbing
the reaction forces of the hoses and the hydraulic forces of the fluids.
If the connections are installed in a straight line, the clearance between the
flanges is to be chosen in such a manner that the hose sags. It must not be
subjected to tensile strain during operation.
In the case of installation with a 90 bend, the radii indicated in our drawings
are minimum required radii and must be observed. Hoses must not be instal-
led twisted. For this reason, the loose flanges on the hoses are designed to
rotate.
In the case of screw connections, the hexagon on the hose is to be counter-
held with a wrench when tightening the nut.
NOTE The manufacturers assembly instructions must be observed!

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7 MAN Diesel & Turbo

6 (6) TCR 7-01 EN
Emergency Operation in the Event of Turbocharger Failure
Emergency Measure
Turbochargers are highly stressed turbo-machines. As with engines, mal-
functions can occur despite careful operations management.
If damage occurs to a turbocharger that cannot be corrected immediately,
emergency operation is possible. For the purpose, the cartridge has to be
removed and the gas admission casing closed.

221
2
Figure 1: Turbocharger with closing device

Emergency Measure
To allow the gas admission casing to be closed, the silencer/air intake casing
and the compressor casing must be removed first. The cartridge (bearing
casing with turbine rotor) and the turbine nozzle ring are then removed.
Subsequently the gas admission casing is closed with the closing cover (1).
The foot (2) is used to secure the casing and seal off the lube oil feed and
drain.
In emergency operation, there is still a flow through the exhaust gas side of
the turbocharger.


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MAN Diesel & Turbo 8

TCR 8-01 EN 1 (2)
Devices
Closing cover and foot for closing the gas admission casing and sealing off
the lube oil feed and drain.
Achievable Performance
The following criteria limit the achievable engine load during emergency oper-
ation:
Maximum exhaust gas temperature downstream of the cylinders
Maximum exhaust gas temperature upstream of the turbocharger
Maximum permissible speed of the turbocharger that is still operational
(on engines with more than one turbocharger)
Exhaust gas density

Personnel and Time Requirements
Emergency measure Qualified mechanic Assistant
Time required in h Time required in h
Mounting of
closing device
2.6 2.6

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8 MAN Diesel & Turbo

2 (2) TCR 8-01 EN
Calculations
Design Calculations
A design calculation in accordance with the experience of MAN Die-
sel & Turbo on the basis of ISO conditions (298 K/1000 mbar) enables relia-
ble engine operation with inlet air temperatures between 278 K and 318 K.
For operation in an Arctic climate (< 278 K), a blow-off valve must be provi-
ded downstream of the compressor in order to exclude the possibility of
increased charge pressures and the risk of surging.
For operation in a tropical climate, a design calculation on the basis of ISO
conditions is sufficient insofar as the resulting higher gas temperatures can
be accepted.
The maximum speed of the rotor specified on the type plate of the turbo-
charger is a constant value, irrespective of the ambient temperature.
NOTE At a given rotor speed, the pressure ratio of the compressor
increases with decreasing inlet air temperature and decreases
with increasing temperature.
Turbocharger Efficiency
The efficiency is an important criterion for the evaluation of a turbocharger.
The following formula shows how the efficiency of the turbocharger can be
calculated. The specific thermal values c
p
and the isentropic exponents
are temperature-dependent. The
G
and c
pG
values for the exhaust gas
are also influenced by the gas composition.




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MAN Diesel & Turbo 9

TCR 9-01 EN 1 (2)
Definition of Efficiency
MAN Diesel & Turbo turbochargers are used by various engine manufactur-
ers within and outside the MAN Diesel & Turbo Group. Various traditional
definitions of the efficiency of turbochargers are used.
Turbocharger Definition
The overall or total efficiency is one of the most commonly-used characteris-
tics for the thermodynamic performance of a turbocharger. The total pres-
sures directly upstream and downstream of the compressor and upstream of
the turbine as well as the total temperatures must be included in the equa-
tion. The flow velocity in the turbine outlet casing is not taken into account,
as the dynamic pressure is not put to any further use; as a result, the static
exhaust gas turbine outlet pressure is applied and not the total pressure.
Engine Definition
The engine definition defines the turbocharging efficiency of the engine. In
contrast to the turbocharger definition, p
2
represents the pressure in the air
pipe upstream of the cylinder plus the cooler pressure drop and p
3
the pres-
sure in the exhaust gas pipe downstream of the cylinder.
Please note:
Since the engine definition takes various piping losses of the turbocharger
system into account, this efficiency is always lower than the efficiency
according to the turbocharger definition despite the same thermodynamic
performance of the turbocharger.
The efficiencies are calculated with the help of measured operating values. In
order to receive a meaningful comparison between turbochargers of varying
specifications, sizes, designs and makes, it is always necessary to specify
the definition used for calculation of the efficiency.
If a pressure or temperature value included in the definition is not known, it is
not possible to determine the efficiency of turbochargers.
The following table lists the main differences between the two definitions for
calculation of the total efficiency of a turbocharger.
Pressure values for the definition of turbocharger efficiency
Turbocharger definition Engine definition
Pressure: p2 Total pressure downstream of
compressor
Pressure in air pipe plus cooler
pressure drop
Pressure: p3 Total pressure upstream of tur-
bine
Pressure in exhaust gas pipe
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2 (2) TCR 9-01 EN
Speed Measurement, Matching, Checking
Speed Measurement
Speed Measuring Device for TCR10, TCR12

2 x 0.75 mm
2
3 x 0.75 mm
2
+ -
+ -
24 V DC
T401
ON
RS232
562.100
562.200
562.040
562.083
Sh 0V Sign
+V
0V 24V
I+
I-
2 x 0.75 mm
2
- +
+ -
T411
Sh 0V Sign +V 0V 24V I+ I-
24 V DC
562.100
562.310
3 x 0.75 mm
2
T
S +V
562.040
562.083
T
S +V
562.040 Speed transmitter 562.200 Frequency-current converter T401
562.083 Terminal box 562.310 Frequency-current converter T411
562.100 Speed indicator, analogue with speed indication, digital
Figure 1: Connection variants of speed measuring device for TCR10, TCR12




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MAN Diesel & Turbo 10

TCR 10-01 EN 1 (9)
Speed Measuring Device for TCR14 TCR22

2 x 0.75 mm
2
- +
+ -
Sh 0V Sign 0V 24V I+ I-
24 V DC
562.100
562.310
2 x 0.75 mm
2
black -0 V
562.083
T401
562.040
2 x 0.75 mm
2
black -0 V
T411
562.040
562.083
2 x 0.75 mm
2
+ -
+ -
24 V DC
ON
RS232
562.100
562.200
Sh 0V Sign
+V
0V 24V
I+
I-
red
red
562.040 Speed transmitter 562.200 Frequency-current converter T401
562.083 Terminal box 562.310 Frequency-current converter T411
562.100 Speed indicator, analogue with speed indication, digital
Figure 2: Connection variants of speed measuring device for TCR14 TCR22

For all turbochargers of the TCR Series, MAN Diesel & Turbo provides a
speed transmitter for measuring the rotor speed as standard.
The speed transmitter is installed in the bearing casing and delivers speed
pulses. The alternating pulses are conducted via a 2-wire cable (TCR14
TCR22) or 3-wire cable (TCR10, TCR12) to the terminal box on the compres-
sor casing.
From the terminal box, the pulse signal is forwarded to a frequency-current
converter or digital speed indicator (both optional).
The signal can additionally be indicated on a suitable analogue measuring
instrument. A transmission system for the measured values can be connec-
ted to both types of speed measuring device.
MAN Diesel & Turbo provides the measuring device and transmission system
for the measured values on request.


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10 MAN Diesel & Turbo

2 (9) TCR 10-01 EN
Description of Components
The speed transmitter (1) is screwed radially into the bearing casing. Moun-
ted on the rotor shaft is a retaining ring with 2 slots on the circumference for
generating the speed pulses.
1

Figure 3: Speed transmitter

The speed transmitter is screwed into position and locked with a defined gap
relative to the retaining ring.
The read-out units can be housed in the switch cabinet or operating cabinet,
for example.
A speed transmitter with terminal box is included in the standard MAN Die-
sel & Turbo scope of supply. The following measuring transducers can be
connected:
Frequency-current converter
Frequency-current converter with speed indication, digital
If a frequency-current converter or a digital tachometer is used, the number
of slots on the retaining ring (number of pulses per revolution), the maximum
rotor speed and the alarm points must be taken into consideration when pro-
gramming the devices.
If original MAN Diesel & Turbo components are used, this parameter is fac-
tory-set.
NOTE The speed sensing and speed indication must be exactly
matched to one another. It is therefore recommended that the
sensing and indication system should be purchased completely
from MAN Diesel & Turbo.

Analogue speed indicator/measured value transmitter
Both speed measuring devices have a power output (4-20 mA) for connec-
tion of an additional analogue speed measuring device and/or measured
value transmitter.

Speed Transmitter
Read-Out Units
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MAN Diesel & Turbo 10

TCR 10-01 EN 3 (9)
Measurement of the Air Volume
Measurement by Means of a Volute Casing
Measurement of the air volume is carried out by means of calibration of a vol-
ute compressor casing.

t
Sp
255
A
A
1 2 3
h
sp
h
sp
1 Silencer 3 h
sp
in mm H
2
O
2 Section A-A h
sp
in mm Hg

Spiral pressure h
sp
, outlet temperature t
sp
and h
sp
This calibration curve cannot be applied to other turbochargers, even if they
are of the same size and specification.
The accuracy of this method is approx. 1%. In the case of diffuser cross
sections other than that for which the calibration curve has been derived,
correction factors are used. In order to ensure reliable measurement, all
measuring hoses, extensions, threads, etc. must be absolutely airtight (check
by spraying on a soap solution).

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10 MAN Diesel & Turbo

4 (9) TCR 10-01 EN
Measurement by Means of Turbine Characteristics
Figure 4: Turbine characteristics

Based on the map parameters pressure ratio and exhaust gas volume,
the actual exhaust gas volume and, by subtracting the fuel quantity, the air
volume can be back-calculated from the known plot of the operating curve in
a reduced form (unambiguously assigned to a turbine geometry). This serves
as an alternative if the compressor casing has not been calibrated for direct
measurement of the air volume.

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MAN Diesel & Turbo 10

TCR 10-01 EN 5 (9)
Matching
Each newly specified turbocharger for a new application is matched by
MAN Diesel & Turbo so that:
It is optimised with the best possible flow cross sections for the operat-
ing conditions of the engine.
A sufficient surge-limit distance is ensured across the entire operating
range.
For this reason, it is customary for different nozzle ring and diffuser variants
(matching components) to be provided for matching purposes.
Matching Steps
Test run of the engine with the turbocharger as delivered
If the air pressure specified by the engine manufacturer upstream of the
cylinder is not achieved at the design point within a specified tolerance
range, the nozzle ring must be exchanged.
The following applies for the air pressure upstream of the cylinder: In
order to achieve a higher air pressure, a smaller nozzle ring must be
used. In order to achieve a lower air pressure, a larger nozzle ring must
be used.
The surge-limit distance must be checked at the same time.
The following applies for the surge-limit distance: If the surge-limit dis-
tance is lower than required, a smaller diffuser must be used (in rare
cases even a smaller compressor wheel).
The partial load range must also be checked for sufficient surge-limit dis-
tance.



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10 MAN Diesel & Turbo

6 (9) TCR 10-01 EN
Checking Surge Stability
Surging describes the unstable operation of a compressor when the air
flow of an engine operating point becomes too low for the pressure ratio of
the compressor. In this case, the air flow breaks away and air from the
downstream pipe system flows through the compressor against the feed
direction.
Following the sudden drop in pressure, the air begins to flow in the normal
direction again until the surge procedure is repeated.
This subjects the bearings to great stress with the result that continuous
surging can lead to damage.
The air intake section of the engine system is to be dimensioned in such a
way that pressure blasts of at least 1 bar overpressure can be withstood.
One of the following methods can be applied for determining the surge-limit
distance:
Four-stroke engines:
Reduce engine speed with constant fuel admission (constant torque).
A speed reduction of at least 15% should be possible without the occur-
rence of surging.
Increase the charge air temperature at constant power.
A temperature increase of at least 50 C above the air temperature at the
compressor inlet should be possible without the occurrence of surging.
If no surging occurs, the stability is good.
Please note: If the surge-limit distance is lower than required, a smaller
diffuser must be used (in rare cases even a smaller compressor wheel).
The partial load range must also be checked for sufficient surge-limit dis-
tance.

Two-stroke engines:
Run the engine at 100% load.
Reduce the load abruptly to 50%. If no surging occurs, the stability
above 50% load is good.
Run the engine at partial load (approx. 50%) so that the auxiliary fans no
longer run. Pull the fuel pump of one cylinder suddenly to zero, and
repeat this measure with other cylinders. The stability is sufficient if surg-
ing occurs in no more than one case.



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MAN Diesel & Turbo 10

TCR 10-01 EN 7 (9)
Characteristic Maps
The compressor characteristic diagram and turbine characteristic are drafted
by MAN Diesel & Turbo as documents for the matching of every newly-speci-
fied turbocharger.

Compressor Map
Figure 5: Compressor map with and without IRC

On the basis of the characteristic diagram parameters pressure ratio and
air volume, all operating points can be plotted along the operating curve in
a reduced form to eliminate influences from different intake conditions.
Together with other parameter curves, such as speeds and efficiency, they
provide information about the operational performance of the compressor.


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10 MAN Diesel & Turbo

8 (9) TCR 10-01 EN
The distance between the operating curve and the surge line can be
increased by means of the internal compressor measure IRC (internal recir-
culation).

Internal Recirculation (IRC)
The compressor characteristic diagram width that can be used for an engine
operating characteristic is increased by the following effects:
Increasing the surge-limit distance in the case of a low or medium pres-
sure ratio
Increasing the choke line in the case of a high pressure ratio
In other words, in the case of a low or medium pressure ratio, the minimum
flow rate required for stable compressor operation is reduced by an addi-
tional neutral airflow component. This occurs by recirculating the airflow
around the admission area of the compressor wheel blades (see diagram
below). In the opposite direction of flow, however, in the case of a high pres-
sure ratio, the maximum flow rate is increased by means of an additional air-
flow component that bypasses the admission area.

recirculation bypass
Figure 6: Internal recirculation


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MAN Diesel & Turbo 10

TCR 10-01 EN 9 (9)
Quality Assurance
Certification
An integrated quality and environmental management system is established
at MAN Diesel & Turbo which has been certified according to ISO 9001 since
1991 and to ISO 14001 since 2001. This affords our customers the confi-
dence that MAN Diesel & Turbo turbochargers meet customer expectations
to complete satisfaction, from development to production and shipment.

Quality System Certificate


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MAN Diesel & Turbo 11

TCR 11-01 EN 1 (4)
Environmental System Certificate

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11 MAN Diesel & Turbo

2 (4) TCR 11-01 EN
Description of the Quality Criteria
Standards, Regulations and Requirements
Turbochargers from MAN Diesel & Turbo meet the requirements of Directive
2006/42/EC (Machinery Directive).
The following national and international standards were applied during devel-
opment and production:
DIN EN 292-1 Safety of machinery Basic concepts, general principles
for design. Part 1: Basic terminology, methodology
DIN EN 292-2 Safety of machinery Basic concepts, general principles
for design. Part 2: Technical principles and specification
DIN EN 1050 Safety of machinery Principles for risk assessment
DIN EN 62079 Preparation of instructions Structuring, content and
presentation
DIN 7168 General tolerances for linear and angular dimensions and
geometrical tolerances (not to be used for new designs)
DIN 6784 Edges of workpieces
DIN EN ISO 1302 Geometrical Product Specifications (GPS) Indica-
tion of surface texture in technical product documentation
Q11.09004-8500 Turbocharger quality guidelines (directory of applied
MAN Diesel & Turbo works norms for turbochargers).
Acceptance by International Classification Societies
Each turbocharger type receives type acceptance. This includes a draw-
ing check, an examination of the regulation conformity, the type test run
on the burner rig with maximum speed and exhaust temperature.
In addition to this, each individual turbocharger can be ordered and deliv-
ered with acceptance and IMO Certificate on request.
The turbochargers are certified by the following international classification
societies: ABS (American Bureau of Shipping), BV (Bureau Veritas), DNV
(Det norske Veritas Classification A.S.), GL (Germanischer LIoyd), LR
(LIoyds Register of Shipping).
Compressor Wheel
The forged compressor wheel blanks are crack detection tested and
ultrasonic-tested before milling.
Each compressor wheel blank carries a test ring on which the strength
values are checked.
After milling and pre-machining, the compressor wheels are balanced
and spin-tested at speeds far above the maximum permissible operating
speeds.
Bore dimensions and outer wheel dimensions are checked to ensure that
all dimensions are still within tolerance.
Crack detection test by means of dye penetrant inspection.
All finishing performed according to specification.
Checking/measuring of all machined surfaces and diameters.
Re-balancing of finish-machined compressor wheels.


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MAN Diesel & Turbo 11

TCR 11-01 EN 3 (4)
Turbine Wheel
The pre-machined precision cast turbine undergoes a crack detection
test before it is welded to the shaft.
Further crack detection test of the friction-weld seam after friction weld-
ing to the shaft.
Turbine rotors are balanced and spin-tested at speeds far above the
maximum allowable operating speed.
All finishing performed according to specification.
Checking/measuring of all machined surfaces and diameters.
Re-balancing of the finish-machined turbine rotor.
Service Life
The following data are based on empirical values of MAN Diesel & Turbo tur-
bochargers produced with identical materials and manufacturing processes.
The specified service life values are guideline values for operation under nor-
mal conditions. They may be considerably reduced, e.g. as a result of insuffi-
cient maintenance, frequent blackouts or use of low-quality fuel and lube
oil.

Operating hours
Plain bearing Up to 30,000
Nozzle ring Up to 30,000
Turbine rotor Up to 60,000
Compressor wheel Up to 60,000
1)
Casing Unlimited

1) Dependent on:
the intake air temperature
the charge pressure
the load profile of the engine
and may be shorter in the case of unfavourable values.

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11 MAN Diesel & Turbo

4 (4) TCR 11-01 EN
Maintenance and Inspection
Maintenance Work
When performing maintenance and inspection work, it is usually sufficient to
remove only subassemblies of the turbocharger. For major overhauls only, it
may be necessary to remove the complete turbocharger.
If major components are repaired or if a major overhaul is carried out, logging
the state of the individual subassemblies is recommended.
Components with traces of wear or damage that impair especially the
strength and smooth running of rotating parts must be replaced with original
spare parts or repaired by an authorised repair facility or the manufacturer.
For shipping, pack and protect components against corrosion so that they
remain undamaged during transportation.
Turbocharger on Four-Stroke Engine
Inspection intervals (during operation) in h 24 150 250 3 000 12 000
Check turbocharger for unusual noise and vibrations
Check turbocharger and system pipes for leaks (charge air,
exhaust gas, lube oil)

Check cooling water leakage drain on turbocharger for leaks if
provided

Check all fasteners, casing bolts and pipe connections for tight
fit

1)

Maintenance intervals (during operation) in h 24 150 250 3 000 12 000
Dry cleaning of the turbine (if provided)
2)

Wet cleaning of the turbine (if provided)
2)

Clean compressor (during operation)
2)

Maintenance intervals (engine stopped) in h 24 150 250 3 000 12 000
Clean air filter (if provided)
2)

Maintenance intervals (together with engine maintenance) in h 24 150 250 3 000 12 000
Major overhaul every 12,000 18,000 operating hours: Dis-
mantle, clean and check all components of the turbocharger.
Check gaps on reassembly

1) Check new or overhauled parts once after the operating hours specified
2) Or more often if required



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MAN Diesel & Turbo 12

TCR 12-01 EN 1 (3)
Turbocharger on Two-Stroke Engine
Inspection intervals (during operation) in h 24 150 250 3 000 24 000
Check turbocharger for unusual noise and vibrations
Check turbocharger and system pipes for leaks (charge air,
exhaust gas, lube oil)

Check all fasteners, casing bolts and pipe connections for tight
fit

1)

Maintenance intervals (during operation) in h 24 150 250 3 000 24 000
Dry cleaning of the turbine (if provided)
2)

Wet cleaning of the turbine (if provided)
2)

Clean compressor (during operation)
2)

Maintenance intervals (engine stopped) in h 24 150 250 3 000 24 000
Clean air filter (if provided)
2)

Maintenance intervals (together with engine maintenance) in h 24 150 250 3 000 24 000
Major overhaul every 24,000 30,000 operating hours: Dis-
mantle, clean and check all components of the turbocharger.
Check gaps on reassembly

1) Check new or overhauled parts once after the operating hours specified
2) Or more often if required
Personnel and Time Required
Cleaning Work:
Qualified mechanic Assistant
Time required in h Time required in h
Turbine:
Dry cleaning
Wet cleaning

0.3
0.6

-
-
Compressor 0.3 -
Air filter 0.4 -

Removing and Refitting the Turbocharger:
The assembly time for removing and refitting the turbocharger includes con-
nection of the charge air and exhaust pipes, Jet Assist, turbine cleaning,
compressor cleaning, lube oil pressure/temperature, speed measurement
and other special connections.
Qualified mechanic Assistant
Time required in h Time required in h
Turbocharger on engine approx. 4.5 1.0

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12 MAN Diesel & Turbo

2 (3) TCR 12-01 EN

Checking the Bearings and Piston Rings:
To check the thrust bearing, bearing bushes, turbine rotor, retaining ring and
piston rings, the following components must be removed:
Silencer or air intake casing
Compressor-side insert
Compressor casing
Cartridge
For complete inspection of the bearings, piston rings and rotor, approx. 7.6
man-hours are estimated:

Qualified mechanic Assistant
Time required in h Time required in h
Silencer / air intake casing 0.4 0.4
Insert 0.4 -
Covering on compressor
casing
0.4 -
Compressor casing 0.6 0.6
Bearings and piston rings 4.0 -
Total hours: 6.6 1.0

Inspection Times for Major Overhaul:
In conjunction with engine maintenance, the turbocharger is subject to a
major overhaul every 12,000 to 18,000 operating hours (operation on a four-
stroke engine) or every 24,000 to 30,000 operating hours (operation on a
two-stroke engine). All components of the turbocharger must be cleaned and
checked, and the gaps and clearances must be inspected for dimensional
accuracy.
Approx. 15 man-hours are estimated for the major overhaul of a TCR turbo-
charger.
Worldwide Service Addresses
MAN Diesel & Turbo service addresses and authorised service partners
(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Net-
work:
www.mandieselturbo.com/primeserv

Internet
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MAN Diesel & Turbo 12

TCR 12-01 EN 3 (3)
Transportation
Fastening Points
1
2
2
Figure 1: Transporting the turbocharger

The figure illustrates the fastening points for transportation of the complete
turbocharger.
Fastening point (1) for attaching the round sling of the lifting tackle is located
on the bearing casing. Balancing ropes (2) are attached to the gas outlet
casing and the silencer / air intake casing.
CAUTION For attaching the lifting tackle to the bearing casing, use only the
round slings provided for this purpose. Take care not to damage
fastening point (1) in the bearing casing!
Do not use shackles or chains for attaching the lifting tackle to the
bearing casing of the turbocharger.
Lifting tackle, ropes and attachment points must be able to take
the load safely and be in perfect condition.
All lifting, moving and setting down of the load must be carried
out slowly.

Type TCR12
in kg
TCR14
in kg
TCR16
in kg
TCR18
in kg
TCR20
in kg
TCR22-4
in kg
TCR22-2
in kg
Weight in kg 126 175 290 460 780 1 715 1 740
Minimum load capacity
of round sling in kN
5 5 8 10 20 45 45

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MAN Diesel & Turbo 13

TCR 13-01 EN 1 (2)

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13 MAN Diesel & Turbo

2 (2) TCR 13-01 EN
Preservation and Packaging
Corrosion Prevention
The corrosion prevention includes preservation and packaging of the turbo-
charger in accordance with the expected transportation and storage condi-
tions.
Criteria for corrosion prevention are:
the required duration
transportation conditions (land carriage, air or sea freight)
climatic conditions during transportation
storage at the destination
Preservation is already carried out during assembly of the turbocharger.
Fitting surfaces (with the exception of the conical seats of the compressor
wheel) are treated with anti-corrosion oil, e.g.: Fuchs Anticorit 1, Valvoline
Tectil, Teco 6 SAE 30, Esso Rust Ban 335 or Cylesso 400, Shell Ensis Oil L.
The rotor and interior surfaces of the casings are treated with anti-corrosion
agents with low flow properties, e.g.: Fuchs Anticorit 6120-42 E or Anti-
corit 15 N, Esso Rust Ban 391 or with moisture-displacing properties, e.g.:
Fuchs Anticorit 6120-42 DFV, Valvoline Tectyl 511 M or Tectyl 472.
If these operating-media-compatible agents are used, removal of the preser-
vation agent prior to starting operation is not required.
Machined exterior surfaces are treated with anti-corrosion agents, e.g.:
Fuchs Anticorit BW 336, Valvoline Tectyl 846, Esso Rust Ban 397. These
agents must be removed with diesel fuel or petroleum during assembly and
prior to starting operation.
After preservation, all openings on the turbocharger are sealed air-tight as far
as this is possible.

Increased Corrosion Prevention
Increased corrosion prevention is achieved (e.g. for overseas, tropics, sub-
tropics) if, before closing the openings, vapour-phase anti-corrosion agents
(e.g. Branorol 32-5) are sprayed into the gas intake connection, gas outlet
connection and air outlet connection with a ratio of 300 cm
3
per 1 m
3
interior
space, or if drying agent (in bag or block form) is attached to the interior
sides of the closing covers.
In such cases, the drying agents must be removed during assembly prior to
starting operation of the turbocharger and the casings must be blown thor-
oughly clean with compressed air, otherwise toxic fumes will be released on
heating up.

Packaging
The packaging must afford the required corrosion prevention and be suitable
for the transportation and storage conditions.


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MAN Diesel & Turbo 14

TCR 14-01 EN 1 (2)
For overseas shipment and/or extended storage in tropical or subtropical
areas, it may additionally be necessary to shrink-wrap the turbocharger,
including a sufficient quantity of desiccant bags and moisture indicators
within the packing crate, in an aluminium-plastic compound foil.
Instructions on the corrosion prevention monitoring measures or post-preser-
vation to be carried out are supplied with the system or can be requested
from us, as can detailed corrosion prevention instructions.
e-mail:
[email protected]
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14 MAN Diesel & Turbo

2 (2) TCR 14-01 EN
Training and Documentation
Training Programmes
For engineers
Matching of turbochargers
Trouble-shooting and corrective action
For mechanics
Practical training in our training centre
Courses for groups available on request
For more information on our training programmes, please contact the Prime-
Serv Academy directly:
e-mail: [email protected]
Technical Documentation
Figure 1: Examples of work card and spare parts catalogue

On delivery of a turbocharger, our customers receive comprehensive techni-
cal documentation:
Operating manual
Work instructions for maintenance work to be carried out (work cards)
Spare parts catalogue
Reserve parts list and tool list
Certification and logs
The technical documentation can also be supplied in electronic form on
request.


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MAN Diesel & Turbo 15

TCR 15-01 EN 1 (1)
Spare Parts
Ordering Spare Parts
Maintenance and repair work can only be carried out properly if the required
spare parts and reserve parts are available.
The spare parts catalogue is an integral part of the operating manual. It cov-
ers all essential components of the turbocharger.

Figure 1: Overview of subassemblies of the turbocharger

The sheets in the spare parts catalogue are ordered in accordance with the
subassemblies system of the turbocharger. The subassemblies can be
determined with the aid of the overview of subassemblies at the front of the
spare parts catalogue.


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MAN Diesel & Turbo 16

TCR 16-01 EN 1 (3)
Figure 2: Spare parts sheet with order numbers

The ordinal number, consisting of the 3-digit subassembly number and a 2-
digit variant number, is located at the top of the spare parts sheets:
The order number consists of a 3-digit subassembly number and a 3-digit
item number. The subassembly number and the item number are separated
by a dot.
Examples:
Subassembly number: 506 (gas outlet casing)
Order number:
506.001 (gas outlet casing)
506.038 (seal)

Reserve Parts and Tools
A set of reserve parts and tools can optionally be ordered for each turbo-
charger. Reserve parts and tools are packed in separate cases. The contents
of the cases are itemised in lists.
For reordering, the same guidelines apply as for spare parts.

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16 MAN Diesel & Turbo

2 (3) TCR 16-01 EN
Ordering
Please send your order to the address indicated in Chapter [18].
To avoid queries and confusion, the following information should be provided
when ordering:
1. Turbocharger type
2. Works number of turbocharger (type plate)
3. Order number
4. IMO number (for flow-guiding parts)
5. Designation of part
6. Quantity
7. Shipping address
8. Mode of shipment
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MAN Diesel & Turbo 16

TCR 16-01 EN 3 (3)
Tools
Tools
A set of tools can be ordered for each turbocharger.
A set of tools consists of removal/installation tools, suspension devices,
arresting devices and a device for emergency operation.
Using these tools ensures that the turbocharger is not damaged during
maintenance and repair work and that the work can be carried out swiftly
and effectively.
The tools are packed in a case. The contents of the case are itemised in the
enclosed list.
Removal/Installation Tools
Components that cannot be removed and installed by simply loosening the
screw connections are removed and installed with guide rods, forcing-off
devices and an arresting device. These are:
Cartridge
Bearing body
Insert
Compressor wheel
Figure 1: Removal/installation tool



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MAN Diesel & Turbo 17

TCR 17-01 EN 1 (3)
Suspension Devices
In most cases, standard suspension devices such as shackles and round
slings are used. These are fastened in the threads or in special bores in the
components.
Some heavy components are moved away from the turbocharger by means
of specially designed suspension devices. These are:
Gas admission casing
Compressor casing

Figure 2: Suspension device


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17 MAN Diesel & Turbo

2 (3) TCR 17-01 EN
Emergency Operation
For emergency operation in the event of a turbocharger failure, a closing
device for the gas admission casing is provided.
This closing device is used to close the gas admission casing and seal the
lube oil feed and drain in emergency operation.
The rotor assembly has to be removed for this purpose.

Figure 3: Emergency operation with closing device

General
NOTE For reordering, the same guidelines apply as for spare parts and
reserve parts.
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MAN Diesel & Turbo 17

TCR 17-01 EN 3 (3)
Addresses
MAN | PrimeServ
The following table contains addresses for MAN Diesel & Turbo in Germany,
together with telephone and fax numbers for the departments responsible
and ready to provide advice and support on request.
Augsburg plant
Headquarters
Telephone/Fax/e-mail/Internet

MAN Diesel & Turbo SE
PrimeServ Augsburg
86224 Augsburg
Germany
Tel. +49 821 322 0
Fax +49 821 322 49 4180

e-mail [email protected]
Internet www.mandieselturbo.com/primeserv

PrimeServ Turbocharger
Technical service
Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Tel. +49 821 322 4020 Radial turbochargers (24 hours)

Fax +49 821 322 3998

e-mail [email protected]
Internet www.mandieselturbo.com/primeserv

PrimeServ Turbocharger
Spare parts
Tel. +49 821 322 4030 (24 hours)
Fax +49 821 322 3998

e-mail [email protected]
Internet www.mandieselturbo.com/primeserv

PrimeServ Academy
Training courses for turbochargers
and engines
Tel. +49 821 322 1397
Fax +49 821 322 1170

e-mail [email protected]
Internet www.mandieselturbo.com/primeserv-academies

Contact persons

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MAN Diesel & Turbo 18

TCR 18-01 EN 1 (2)
Augsburg plant
Headquarters
Telephone/Fax/e-mail/Internet

PrimeServ Turbocharger
Retrofits
Tel. +49 821 322 4273
Fax +49 821 322 3998

e-mail [email protected]
Internet http:// www.mandieselturbo.com/primeserv

Augsburg plant
Headquarters
Telephone/Fax/e-mail/Internet

Sales
Technical information
Tel. +49 821 322 1345
Fax +49 821 322 3299

e-mail [email protected]
Internet http:// www.mandieselturbo.com/turbocharger
Worldwide Service Addresses
MAN Diesel & Turbo service addresses and authorised service partners
(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Net-
work:
www.mandieselturbo.com/primeserv


Internet
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18 MAN Diesel & Turbo

2 (2) TCR 18-01 EN
Index
A
ABS (American Bureau of Shipping) 11 (3)
Additional equipment
Dry cleaning of the turbine 6 (6)
Jet Assist 6 (9)
Wet cleaning of compressor 6 (2)
Wet cleaning of the turbine 6 (4)
Address
Ordering spare parts 16 (3)
After shut-down 4.1 (10)
Air intake casing 3.1 (3)
Air volume
Measurement 10 (4)
Anti-corrosion agents 14 (1)
Anti-corrosion oil 14 (1)
B
Bearing casing 3.1 (6)
BV (Bureau Veritas) 11 (3)
C
Casing position
Air intake casing 2 (6)
Bearing casing 2 (6)
Compressor casing 2 (6)
Gas admission casing 2 (6)
Gas outlet casing 2 (6)
Gas outlet elbow 2 (6)
Characteristics of the TCR Series 1 (1)
Climate, Arctic
Operational performance 9 (1)
Climate, tropical
Packaging 14 (2)
Compressor casing 3.1 (4)
Compressor cleaning 6 (2)
Compressor wheel cooling
Operating parameters 4.2 (1)
Connection
Compressor casing 3.2 (1)
Gas admission casing 3.2 (3)
Gas outlet casing 3.2 (5)
Constant-pressure turbocharging 1 (2)
Corrosion prevention
Increased 14 (1)
D
Design calculations 9 (1)
Diffuser 3.1 (4)
Dimensions 2 (2)
2 (3)
DNV (Det norske Veritas Classifica-
tion A.S.)
11 (3)
Dry cleaning of the turbine
Compressed air connection size 6 (8)
Diagram 6 (6)
Granulate quantity 6 (6)
E
Efficiency
Definition 9 (2)
Formula 9 (1)
Emergency lubrication 4.1 (9)
Emergency operation
Achievable performance 8 (2)
Devices 8 (2)
Personnel and time require-
ments
8 (2)
Engine control system 4.1 (7)
Engine definition 9 (2)
Exhaust gas system
Exhaust gas velocity 7 (4)
Installation 7 (4)
Total resistance 7 (4)
Exhaust gas temperature upstream
of turbine
2 (1)
Exhaust system
Example of exhaust routing 7 (5)
F
Flanges 3.2 (1)
G
Gas admission casing 3.1 (7)
Gas outlet casing 3.1 (9)
Gas outlet elbow 3.1 (10)
GL (Germanischer LIoyd) 11 (3)
H
Hose lines
Hose routing 7 (5)
I
IMO Certificate 11 (3)
Inclination, turbochargers 3.3 (1)
Internal recirculation (IRC) 10 (9)
ISO 14001 11 (1)
ISO 9001 11 (1)
Item number 16 (2)
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MAN Diesel & Turbo

TCR -01 EN 1 (3)
J
Jet Assist
Diagram 6 (9)
Pipe dimensions 6 (9)
L
LR (Lloyds Register of Shipping) 11 (3)
Lube oil condition
Evaluation 4.1 (11)
Lube oil filtration 4.1 (11)
Lube oil pressure 4.1 (6)
Lube oil system 4.1 (3)
4.1 (4)
M
Matching
Air pressure 10 (6)
Surge-limit distance 10 (6)
10 (7)
Turbocharger to engine 10 (6)
Maximum pressure ratio 2 (1)
O
Oil change 4.1 (11)
Oil sample 4.1 (11)
Operational performance
Arctic climate 9 (1)
Normal conditions 9 (1)
Order number 16 (2)
Ordinal number 16 (2)
Overseas shipment
Packaging and storage 14 (2)
Overview of series 2 (1)
P
Packaging 14 (1)
Performance characteristics 1 (4)
Performance range 2 (1)
Pipe
Installation, flexible 7 (5)
Post-lubrication 4.1 (10)
Pre-lubrication
Before start-up 4.1 (8)
Continuous pre-lubrication 4.1 (8)
Pulse turbocharging 1 (2)
R
Read-out unit
Speed measurement 10 (3)
Regulations 11 (3)
Requirements 11 (3)
Reserve parts 16 (2)
S
Shaft sealing 4.1 (11)
Spare parts 16 (1)
Speed measurement 10 (2)
Speed transmitter 10 (3)
Standards 11 (3)
Subassembly
Air intake casing 3.1 (3)
Bearing 3.1 (5)
Bearing casing 3.1 (6)
Compressor casing 3.1 (4)
Compressor wheel 3.1 (7)
Diffuser 3.1 (4)
Gas admission casing 3.1 (7)
Gas outlet casing 3.1 (9)
Gas outlet elbow 3.1 (10)
Silencer/air filter 3.1 (2)
Turbine 3.1 (6)
Turbine nozzle ring 3.1 (8)
Subassembly number 16 (2)
Surge stability 10 (7)
Surge-limit distance
Checking 10 (7)
Four-stroke engines 10 (7)
Two-stroke engines 10 (7)
T
Technical documentation 15 (1)
Time requirements
Checking the bearing and bear-
ing disk
12 (3)
Cleaning work 12 (2)
Emergency operation 8 (2)
Major overhaul 12 (3)
Removing and refitting the tur-
bocharger
12 (2)
Tools 17 (1)
Turbocharger definition 9 (2)
Type plate 1 (3)
1 (3)
V
Venting 4.1 (11)
Vibration limit values 3.3 (2)
W
Weights 2 (4)
2 (5)
Wet cleaning of the turbine
Connections 6 (8)




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MAN Diesel & Turbo

2 (3) TCR -01 EN
Diagram 6 (4)
Quantity of washing water 6 (5)
Turbocharger speed 6 (5)
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MAN Diesel & Turbo

TCR -01 EN 3 (3)
MAN Diesel & Turbo
86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
www.mandieselturbo.com
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