TCA Project Guide - Document - MAN Diesel & Turbo

TCA 

Project Guide 

Exhaust Gas Turbocharger

2011-04-14 - de 

MAN Diesel & Turbo 

Table of contents 

1 TCA Project Guide 

1 General 

2 Overview of Series 

3 Design 

4 Systems 

5.1 Quality Requirements on Fuels 

5.2 Quality Requirements on Lube Oil and Additives 

5.3 Quality Requirements on Intake Air 

6 Additional Equipment 

7 Engine Room Planning 

8 Emergency Operation in the Event of Turbocharger Failure 

9 Calculations 

10 Speed Measuring, Adjustment, 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 

Table of contents 

TCA 0 -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.

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1 TCA Project Guide 

TCA Project Guide 

TCA 0 1-01 EN 1 (1)

2011-03-24 - de 

MAN Diesel & Turbo 1 

General 

Preface 

Characteristics of the TCA Series Turbochargers 

NOTE Reference value for pressure specifications 

All pressures specified in bar in this planning manual are specified 

as relative pressures. 

The cost-effective operation of modern engines is inconceivable without turbochargers. 

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 TCA Series, expect not only clear increases in efficiency, but also 

substantial improvements in reliability and service life. 

Turbochargers of the TCA Series can be used with two-stroke and fourstroke 

engines with constant-pressure charging and engine power outputs 

from 2000 to 33000 kW per TC. 

In many cases, the present necessity to realise the power adaptation on Vtype 

engines via two turbochargers can be avoided by the comprehensive 

application range of the TCA Series and the higher efficiency of the turbochargers. 

The characteristic diagrams of the TCA Series turbochargers indicate 

that a safe distance between surge line and operating characteristic line 

can be achieved on V-type engines, even with only one turbocharger. 

3 

1 2 1 1 

A B 

A TCA on in-line engine 1 Charge air 

B TCA on V-type engine 2 Exhaust gases 

3 Fresh air 

2 

3 

TCA Project Guide TCA Project Guide 


TCA 1-01 EN 1 (3)

1 MAN Diesel & Turbo 



Exhaust Gas Turbocharging 

Performance Characteristics 

The modular design of the TCA Series allows for optimal adaptation of the 

turbochargers to the conditions for both four-stroke and two-stroke engines. 

For each TCA turbocharger, both single-connection as well as double-connection 

gas admission casings are available, enabling optimum results to be 

achieved in terms of design and economy. 

The turbochargers of the TCA Series are designed for constant-pressure turbocharging. 

With constant-pressure turbocharging, the engine exhaust gases flow into a 

common exhaust manifold, accumulate there and flow at constant pressure 

to the exhaust turbine. 

1 Exhaust gases 2 Fresh air 3 Charge air 

Figure 1: Constant-pressure turbocharging 

The following operating characteristics are distinguished: 

▪ Generator curve (constant engine speed) 

▪ Standard propeller curve (variable engine speed) 

▪ Propeller curve at reduced engine speed (high torque) 

▪ Combined curve (combination of generator and propeller curve) 

▪ Vehicle engine curve 

2 (3) TCA 1-01 EN 

Irrespective of the purpose for which the engine is being used, a safe distance 

is always required between all possible operating points and the surge 

line of the compressor. This is ensured by dimensioning the compressor 

accordingly. 

3 

1 

2 

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Type Plate 

Performance Ranges of the TCA Series 

c tot 

Com pressor Pressure Ratio π 

6.0 

5.5 

5.0 

4.5 

4.0 

3.5 

3.0 

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. 

1 

3 

2 

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 

The state-of-the-art turbochargers designed and manufactured by MAN Diesel 

& Turbo can be used in a very wide performance range for the charging 

of two-stroke and four-stroke diesel- and gas-powered engines. 

TCA33 

four-st roke version t w o -st roke version 

Figure 2: Turbocharger application range 

4 

5 6 7 8 9 10 15 20 30 40 50 60 

TCA44 TCA55 TCA66 TCA77 TCA88 



5 

Com pressor Volum e Flow V [m 3 / s] 

c tot 

4 

6 

TCA66 TCA77 TCA88 TCA88-25 




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Overview of Series 

Overview of Series 

Turbocharger type Power of the charged engine per turbocharger 

Two-stroke engine 

(l e ≈ 9 kg/kWh) in kW 

Four-stroke engine 

(l e ≈ 6.5 kg/kWh) in kW 

TCA33 – 5 300 

TCA44 6 200 - 

TCA55 8 000 10 400 




Table 1: Achievable engine power 

Turbocharger type Total pressure ratio in bar Max. permissible exhaust gas temperature upstream 

of turbine in °C 

2-stroke 4-stroke 2-stroke 4-stroke 

TCA33 - up to 5.3 - 650 

TCA44 up to 4.6 - 500 - 

TCA55 up to 4.6 up to 5.4 500 600 




Table 2: Charge air pressure and permissible exhaust gas temperatures 







Dimensions 

H 

F 

W 

L L 

Detailed dimensions can be read from the dimensioned 2D connection drawings 

and 3D CAD models. 

If required, please contact MAN Diesel & Turbo in Augsburg directly. 

e-mail: Turbochargers@mandieselturbo.com 

D 

Type L in mm W in mm H in mm F in mm T in mm A1 in mm D in mm 

TCA33 1 558 1 606 802 1 021 5) 443 832 476 996 

TCA44 2 194 1 054 1 614 600 945 534 1 000 

TCA55 2 167 3) 

2 224 4) 

TCA66 2 500 3) 

2 550 4) 

2 568 1 206 1 974 1) 

1 864 2) 

A1 

850 1) 

740 2) 

L 

T 

1 090 591 1 371 

3 029 1 433 2 198 850 1 294 783 1 625 

TCA77 2 985 3 581 1 694 2 669 1) 

2 479 2) 

1 200 1) 

1 010 2) 

1 538 920 1 930 

TCA88 3 369 4 218 2 012 2 927 1 200 1 825 1 076 2 270 

TCA88-25 4 218 2 012 2 987 1 200 1 825 1 076 2 270 

1) Casing feet, high 

2) Casing feet, low 

3) Axial gas admission casing D = 360 mm 

4) Axial gas admission casing D = 300 mm or dual-channel 

5) Height H without gravitation tank 


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Weights of the Subassemblies 

Weights of subassemblies TCA44 

TCA for Two-Stroke Engines 

NOTE Weights of various individual parts are not indicated in the following 

table, but are taken into consideration in the overall weight of 

the turbocharger. 

in kg 


in kg 


in kg 


in kg 


in kg 

TCA88-25 

Gas admission casing, 90° 168 240 374 656 1 047 1 047 

Gas outlet casing 407 791 1 288 2 152 3 563 3 563 

Gas outlet diffuser 82 142 231 391 646 646 

Nozzle ring 15 22 35 60 97 97 

Bearing casing 458 581 940 1 570 2 637 2 637 

Casing feet, height 600 mm 42 


Casing feet, height 850 mm 282 323 

Casing feet, height 1,010 mm 549 

Casing feet, height 1,200 mm 723 758 758 

Rotor assembly 86 122 205 344 576 576 

Insert 63 129 193 256 423 423 

Diffuser 21 30 51 82 132 132 

Silencer 294 372 600 1 116 1 874 1 874 

Compressor casing, single socket 336 503 820 1 389 2 329 2 329 

Gravitation tank 57 56 99 106 126 126 

Turbocharger, complete (max.) 2 074 3 544 5 522 8 845 14 301 14 301 

Table 3: Weights for TCA turbocharger on two-stroke engine 

in kg 







TCA for Four-Stroke Engines 

Weights of subassemblies TCA33 with 

NOTE Weights of various individual parts are not indicated in the following 

tables, but are taken into consideration in the overall weight of 

the turbocharger. 

silencer and 

axial gas admission casing 

in kg 

TCA33 with 

silencer 

gas admission casing, 30° 

Gas admission casing 69 57 

Gas outlet casing 243 243 

Gas outlet diffuser 43 43 

Nozzle ring 9 9 

Bearing casing 264 264 

Casing feet 25 25 

Rotor assembly 53 53 

Insert 69 69 

Diffuser 25 25 

Silencer 241 241 

Compressor casing, single socket 288 288 

Turbocharger, complete (max.) 1 437 1 425 

Table 4: Weights for TCA33 (four-stroke engine) 

Weights of subassemblies TCA55 with silencer 

Gas admission casing: 

axial, Ø300, L48/60B engine 


axial, Ø360, L58/64 engine 

in kg 

TCA55 with air intake casing 

in kg 

Gas outlet casing 791 

Gas outlet diffuser 142 

Nozzle ring 22 

Bearing casing 581 



Rotor assembly 122 

Insert 129 

Diffuser 30 

Silencer 372 

Air intake casing 249 


195 

195 

in kg 

TCA55 with air intake pipe 

in kg 

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in kg 


in kg 


Air intake pipe 161 

Compressor casing, single socket 503 

Gravitation tank 56 

Turbocharger, complete (max.) 3 499 3 376 3 288 




axial, Ø300, L48/60B engine 


axial, Ø360, L58/64 engine 


dual-channel 

in kg 


in kg 




Bearing casing 940 



Insert 193 

Diffuser 51 

Silencer 600 


270 

268 

299 

in kg 



Compressor casing, single socket 820 

Compressor casing, double socket 806 






axial 

in kg 


in kg 





445 

in kg 


in kg 








in kg 


in kg 




Insert 256 

Diffuser 82 






Compressor casing, double socket 1 355 






axial 

in kg 


in kg 







Insert 423 

Diffuser 132 


Air intake casing 1 034 

670 

in kg 




Compressor casing, double socket 2 280 





in kg 

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Casing Positions 

0° 

For the best possible adaptation to the engine, the five casing assemblies of 

the turbocharger as well as the casing foot can be assembled in various 

angular positions. Other configurations are available on request. For this, the 

exact fastening dimensions are required. 

Gas admission casing 1) Compressor casing 1) Bearing casing 1) 

Z 

0 V 

0° 15° 30° 45° 60° 75° 0° 15° 30° 45° 60° 75° 0° 

90° 105° 120° 135° 150° 165° 90° 105° 120° 135° 150° 165° 

180° 195° 210° 225° 240° 255° 180° 195° 210° 225° 2) 

270° 285° 300° 315° 330° 345° 

1) Casing positions viewed from the turbine side. 

2) For positions between 240° and 345°, a separate oil tank is required. 

Casing foot 1) Air intake casing 1) Gas outlet casing 1) 

0 

F 

0 

0° 15° 30° 0° 15° 30° 45° 60° 75° 0° 15° 30° 45° 60° 75° 

75° 90° 105° 120° 135° 150° 165° 

180° 195° 210° 225° 240° 255° 

285° 330° 345° 270° 285° 300° 315° 330° 345° 285° 300° 315° 330° 345° 

1) Casing positions viewed from the turbine side. 

A 

0 

0 

L 

A 




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Design 

Characteristics of the Subassemblies 

1 2 3 4 5 6 

11 

1 Silencer 7 Burst-proof casing 

2 Compressor wheel 8 Nozzle ring 

3 Bearing casing 9 Plain bearing 

4 Thrust bearing 10 Turbine blades 

5 Integrated sealing air system 11 Compressor casing 

6 Exhaust diffuser 

The following view indicates the modern design principle of the TCA Series: 

▪ Whispering silencer 

▪ Easy-to-service, low-noise compressor wheel 

▪ Uncooled bearing casing 

▪ Easy access to thrust bearing 

▪ Integrated sealing air, oil pipe and venting systems 

▪ Highly efficient, patented exhaust diffuser 

▪ Long-life nozzle ring 

7 

8 

9 

10 







Compressor Wheel and Turbine Rotor 

Bearings 

▪ High-performance plain bearings 

▪ Highly efficient turbine blades 

▪ Optimised flow cross section of the compressor casing 

1 

2 

1 Compressor wheel 2 Turbine rotor 

Figure 1: Compressor wheel and turbine rotor 

The highly stressed, one-part compressor wheel consists of a forged and 

milled-to-shape aluminium block that withstands the high peripheral speeds. 

It builds up the necessary charge pressure and supplies the engine with the 

required amount of air. The compressor wheel is fastened to the shaft of the 

turbine rotor. 

A special fastening method enables simple mounting and disassembly. 

Figure 2: Bearing 


The rotor shaft runs in plain bearings which ensure precise centring of the 

rotor shaft. 

These bearings have ideal properties under extremely high axial and radial 

forces and ensure a long service life. They have a high damping effect due to 

the hydraulic oil film, and are also insensitive to vibrations and imbalance. In 

order to ensure quiet running even at high speeds, both radial bearings are 

designed as floating bearings. 

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Turbine Rotor and Turbine Blades 

Nozzle Ring 

Figure 3: Turbine rotor and turbine blades 

The forged turbine disk consists of a high-tensile, heat-resistant alloy and is 

connected to the rotor shaft by means of friction welding. The blades are 

precision forged and consist of a nimonic alloy. They are fastened to the turbine 

disk by means of a fir-tree foot connection. FEM calculation and extensive 

operational testing with load measuring on the burner rig ensure utmost 

reliability. 

The form of the blades is designed in such a manner that it is possible to 

omit the otherwise usual damping wire in the blade ring both for two-stroke 

and for four-stroke engines. 

1 

1 Fixed nozzle ring 2 Adjustable nozzle ring 

Figure 4: Nozzle ring 

The cast nozzle ring with profiled blades largely contributes to the excellent 

efficiency of the turbine of the TCA Series. As a result of the improved flow in 

the nozzle ring, the vibration excitation of the rotor blades is reduced. 

At the same time, the stability is considerably greater than that of nozzle 

rings made of sheet metal, which are subjected to severe stress particularly 

by cleaning granulates. 

2 







Internal Bearings 

Silencer with Air Filter 

Adjustable Nozzle Ring 

The nozzle ring cross section can be adapted to the engine operation 

requirements by adjusting the guide vanes. A narrower nozzle ring cross section 

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 servomotors. 

The adjustment device for the turbine nozzle ring is fastened to the turbocharger. 

The cast turbine guide vanes of the adjustable nozzle ring have the same 

profile as the fixed nozzle ring in order to benefit from the advantages of low 

vibration and good flow characteristics. 

NOTE Further information about the adjustable nozzle ring can be found 

in the VTA Project Guide. 

Figure 5: TCA bearings 

Internal bearings 

The greater plain-bearing clearances of the rotor shaft compared to turbochargers 

of the previous design ensure exact alignment of the rotor; critical 

rotor vibrations occur only outside the operating speed range. 

For 70 years MAN Diesel & Turbo has been using plain bearings in turbochargers 

with great success. The resulting experience has been integrated 

into a long-life bearing concept. 

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 


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▪ 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 6: Layer design of the silencer 

The layer-design filter mat has a thickness of 16 mm and is hardened with 

synthetic resin; the colour is white. 

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. 

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




Bearing Casing 

Compressor Casing 

Figure 7: Bearing casing 


The bearing casing is manufactured of cast iron with spheroid graphite. 

It contains the distribution ducts for lube oil and sealing air. The two bearing 

seats are machined in the same operating step, resulting in exact alignment. 

The bearing casing of the TCA turbocharger is equipped with an integrated 

sealing air pipe. Compressed air is conducted from the rear of the compressor 

wheel via a duct to the labyrinth shaft seal on the turbine side, in order to 

effectively avoid oil leaks on the turbine side and penetration of exhaust gas 

into the oil chamber. 

The compressor casing is manufactured of cast iron with spheroid graphite 

and can have a single or double outlet. 

Figure 8: Compressor casing with single or double outlet 

The position of the casing relative to the bearing casing can be selected in 

steps of 15° from 0° to 360° (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. 

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Air Intake Casing 

Gas Admission Casing 

Figure 9: Air intake casing 

The air intake casing, which is used in the case of operation without an air 

filter, achieves constant distribution of pressure and velocity at the compressor 

intake due to large-section flow ducts. 

The flow duct at the casing outlet is adapted to the size of the corresponding 

compressor wheel. 

The air intake casing can be turned in steps of 15° relative to the bearing 

casing (see Chapter [2] - Casing Positions). It is available in 90° and axial variants. 

Figure 10: Gas admission casing 

The gas admission casing is manufactured of cast iron with spheroid graphite, 

uncooled and well heat-insulated. 

The gas admission casing can be turned in steps of 15° relative to the bearing 

casing (see Chapter [2] - Casing Positions). 

The large flow cross section keeps the flow losses at a low level. 







Gas Outlet Casing 

Loads on Connections and Flanges 

Figure 11: Gas outlet casing 

The gas outlet casing, like the gas admission casing, is manufactured of cast 

iron with spheroid graphite, uncooled and well heat-insulated. The casing 

feet are bolted to the gas outlet casing. 

The gas outlet casing can be turned to various positions relative to the bearing 

casing (see Chapter [2] - Casing Positions). 

The gas outlet casing is equipped with a high-volume and very efficient gas 

outlet diffuser. 

All turbocharger casing flanges, with the exception of the turbine outlet, may 

only be subjected to loads generated by the gas forces, and not to additional 

external forces or torques. 

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 addition 

to those generated by the air and gas. 

The specified parameters for the connections generally refer to single-outlet 

compressor casings as well as to radial and axial air intake casings. 

▪ 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. 

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Connection of the Charge Air Pipe 

Mx 

Mz 

Fx Mz 

1 Compensator 

Figure 12: Maximum connection loads, compressor casing 

Type F x in N F y in N F z in N M x in Nm M y in Nm M z in Nm 

TCA33 3 700 7 600 7 600 5 800 2 900 2 900 






TCA88-25 5 600 11 400 11 400 8 600 4 300 4 300 

d 

k 

D 

Figure 13: Compressor casing connection 

Fy 

1 

Fz 








Type D in mm d in mm k in mm Bolts 

TCA33 - 277 350 8 x M20 

TCA44 440 283 395 12 x M16 





TCA88-25 755 564 705 20 x M20 

▪ In the case of compressor casings with multiple connections, the permissible 

load per connection must be divided by the number of connections. 

▪ Compensator fastened directly to the turbocharger flange 

▪ Flange dimensions in accordance with DIN 2501 

Connection of the Exhaust Gas Pipe (Engine Side) 

Fx 

1 Compensator 

Figure 14: Maximum connection loads on gas admission casing 

Mz 

Mx 

Type F x in N F y in N F z in N M x in Nm M y in Nm M z in Nm 







TCA88-25 6 700 13 600 13 600 10 300 5 100 5 100 

Mz 

Mx 

Fy 

Fz 

1 

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▪ Forces also apply to 90° gas admission casing 

▪ Compensator fastened directly to the turbocharger flange 

D 

d 

Figure 15: Gas admission casing connection 

k 

Type D in mm d in mm k in mm Bolts 







TCA88-25 860 700 810 24 x M20 

▪ Flange dimensions in accordance with DIN 2501 








Connection of the Exhaust Gas Pipe (System Side) 

Mz Mx 

Mx 

Fy 

L2 

Mz 

Figure 16: Maximum connection loads on gas outlet casing 

Type F x in N F y in N F z in N M x in Nm M z in Nm 

TCA33 3 900 7 900 7 900 6 000 3 000 






TCA88-25 6 300 12 700 12 700 9 600 4 800 

Fx 

L1 

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1 

2 

D 

A B C 

1 Compensator 

2 Intermediate flange 

Figure 17: Gas outlet casing connection 

Type A in mm B in mm C in mm D in mm L 1 in mm L 2 in mm 

TCA33 578 425 1) 600 400 690 

TCA44 590 495 1) 700 340 949 

TCA55 680 635 1) 900 390 1 080 

TCA66 808 705 1) 1 000 463 1 283 

TCA77 960 850 1) 1 200 550 1 524 

TCA88 1 140 990 1) 1 400 653 1 810 

TCA88-25 1 140 1 130 1) 1 600 653 1 812 

1) Length depends on whether the machine installation is fixed or elastic. 

TIP Exact values for the dimensions B, C and D can be found in the 

Project Guide of the engine manufacturer. 

▪ Compensator fastened directly to the intermediate flange 







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 perpendicular 

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 conditions. 

In individual cases, larger inclination angles are also possible. If required, 

please contact MAN Diesel & Turbo SE in Augsburg. 

α β 


Inclination Continuous Short-term 

α ±15° ±22.5° 

β ±15° ±22.5° 

Table 1: Permissible inclination angles during operation of the turbocharger 

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Permissible Vibration Limit Values 

1 2 3 

1 Measurement on the silencer front plate, horizontal, vertical and axial 

2 Measurement on the flange of the compressor casing, horizontal, vertical 

and axial 

3 Measurement on the flange of the bearing casing, radial 

Figure 18: Measuring points for vibration speed and vibration acceleration 

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 turbocharger 

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 imbalance 

that are transmitted via the bearings into the casings. The relevant frequency 

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 condition 

can be improved in most cases by cleaning the compressor (see Chapter 

[6] - Compressor Cleaning) and the turbine (see Chapter [6] - Turbine 

Cleaning). 

If the running behaviour is still not satisfactory after repeated cleaning, the 

rotor must be inspected and a balance check carried out if required. 







Type Frequency range 

in Hz 

The measuring points, as well as the maximum permissible vibration speeds 

and accelerations for both aforementioned excitation types are listed below: 

(A) Frequency range, order of excitation by engine 

Permissible vibration speed 

in mm/s 

effective value, cumulative value 1) 

Frequency range 

in Hz 

Permissible vibration acceleration 

effective value, cumulative 

value 1) 

TCA33 7 ≤ f < 100 80 100 ≤ f < 230 2g 






TCA88-25 7 ≤ f < 60 110 60 ≤ f < 90 2g 

1) Effective value of the vector sum in all three spatial directions. 

Table 2: Turbocharger with radial silencer: measuring point 1 

Type Frequency range 

in Hz 

Permissible vibration speed in mm/s 

effective value, cumulative value 1) 

Frequency range 

in Hz 

Permissible vibration acceleration 

effective value, cumulative 

value 1) 







TCA88-25 7 ≤ f < 50 33 50 ≤ f < 90 1g 

1) Effective value of the vector sum in all three spatial directions. 

Table 3: Turbocharger with alternative intake: measuring point 2 


(B) Frequency range, excitation by the first harmonic of the rotor 

speed 

Type Frequency range in Hz Permissible vibration acceleration 

0-peak, single value 

TCA33 230 ≤ f < 1400 0.8g 





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Noise Emission 

Figure 19: Intake sound of TCA33-42 (example) 

Type Frequency range in Hz Permissible vibration acceleration 

0-peak, single value 


TCA88-25 90 ≤ f < 650 0.8g 

Table 4: Turbocharger, irrespective of the compressor intake: measuring point 3 

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. For turbochargers of the 

TCA Series, these frequencies are in the range from 1.25 to 10 kHz (based 

on rated speed and known applications). Two sound power spectra of the 

intake noise of the turbochargers TCA33 (four-stroke version) and TCA88-25 

(two-stroke version), each with radial silencer installed, are illustrated by way 

of example. The engine noise emission 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 20: Intake sound of TCA88-25 (example) 


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Systems 

Turbocharger Connecting Pipes 

The turbocharger has two connections for lube oil feed, one on the right of 

the bearing casing and one on the left. The connection that is not required is 

sealed with a blanking cover. Slightly above this are two venting connections 

and beneath them an oil drainage connection. For the recommended inner 

diameter of the piping, see the table below. 

1 Venting (installation on right or left (optional)) 

2 Lube oil inlet 1) 

3 Oil drain 

Figure 1: Connecting pipes 

Type Inner diameter of 

lube oil inlet pipe 

in mm 1) 

3 

2 

Inner diameter of 

oil drain pipe 

in mm 1) 

1 

Inner diameter of 

venting pipe 

in mm 1) 

TCA33 18 46 64 






1) Minimum dimension 







Lube Oil System 

A 

13 

1 

6 

5 

14 

8 

16 

3 

15 

4 

12 

7 

2 

9 

10 

A Lube oil diagram 9 Bearing bush* 

B Connection of multiple turbochargers 10 Drain pipe 

1 Feed pipe 11 Service tank or crankcase 

2 Pressure reducing valve or orifice 12 Venting 

3 Feed pipe to turbocharger 13 Non-return valve with bypass* 

4 Non-return valve* 14 Feed/drain pipe* 

5 Pressure controller 15 Overflow pipe* 

6 Pressure gauge 16 Gravitation tank* 

7 Bearing casing* T Measuring point 

8 Thrust bearing with bearing disk* for lube oil outlet temperature 

* Scope of supply of turbocharger 

Figure 2: Turbocharger lube oil system 

11 

6 

PI 

PSL 

5 

12 

B 

3 

4 

1 

7 

NOTE The lube oil drain (10) must therefore be installed with an inclination, 

which is calculated as follows: 

10 

16 

2 

16 

10 

11 

Inclination α > max. possible system inclination +5° 

The highly stressed bearing bushes and bearings in the turbocharger are 

lubricated and cooled by means of a lube oil system largely integrated into 

the bearing casing. 

Function of the Lube Oil System 


The lubricating oil is fed from the lube oil system of the engine to the lube oil 

system of the turbocharger via a feed pipe. 

The required lube oil pressure is set by means of a pressure reducing valve 

(four-stroke engine) or orifice (two-stroke engine). The lube oil pressure is 

monitored downstream of the non-return valve by means of a pressure controller 

and a pressure gauge. 

The lube oil flows through the non-return valve into the turbocharger casing, 

from where it reaches the thrust bearing and the bearing bushes via ducts in 

the bearing casing and the bearing body. The lube oil flows via bores in the 

bearing bushes into the gap between the bearing and the shaft as well as to 

7 

4 

3 

12 

6 

PI 

PSL 

5 

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Lube Oil Flow Rate 

the lubrication point on the face of the thrust bearing. The lube oil leaves the 

gap and is splashed against the wall of the bearing casing by the rotation of 

the shaft. The lube oil exits the bearing casing through a drain pipe and flows 

back into the lube oil system of the engine. 

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. 


Shaft Sealing 

The bearing casing is sealed on the turbine and compressor sides by labyrinth 

seals fitted on the rotor shaft. The radial labyrinth clearance is dimensioned 

so that, during the initial operating phase, the rotating labyrinth tips 

dig lightly into the softer layer of the sealing covers. At higher speeds, the 

rotor is slightly elevated by the lubricating film. The labyrinth tips then run 

freely. The rotor is lowered again when the turbocharger stops. The labyrinth 

tips are then inserted into the grooves of the sealing covers, as a result of 

which a better sealing effect is achieved during pre-lubrication and post-lubrication. 

Local running-in grooves in the inner lateral face of the sealing covers 

are therefore desirable and not a reason for parts to be replaced. 

The flow rate of the lube oil depends on the viscosity and temperature of the 

oil. 

The following table applies for SAE 40 at 60 °C: 

Type Flow rate at 2.2 bar 

in m³/h 

Flow rate at 1.3 bar 

in m³/h 

Energy consumed 

TCA33 4.5 3.9 34 





in kW 


TCA88-25 18.4 16.0 103 







Lube oil pressure 

The required lube oil pressure of the turbocharger is adjusted with a pressure 

reducing valve or an orifice. 

The oil pressure is checked via a measuring connection positioned in the 

lube oil feed downstream of the pressure reducing valve and the non-return 

valve. 

The lube oil pressure must be selected so that a pressure of 1.2 – 2.2 bar is 

present at this point at full engine load and with the lube oil at service temperature. 

The following parameters apply for the monitoring of the lube oil pressure: 

▪ The alarm value is to be set for a drop in the lube oil pressure to 1.0 – 

1.2 bar. 

▪ The limit value for load reduction to half load is 0.8 – 1.0 bar. 

▪ At

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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. 

Pre-Lubrication, Emergency Lubrication and Post-Lubrication of the Turbocharger 

Pre-Lubrication 

Before the engine is started, the turbocharger must be pre-lubricated. This is 

automatically done together with the pre-lubrication of the engine because 

the lube oil system of the turbocharger is generally connected to that of the 

engine. Depending on the engine system, pre-lubrication occurs directly 

before engine start-up or by means of continuous pre-lubrication. 

Pre-lubrication before start-up: 

▪ Max. 10 – 30 minutes with 0.2 – 2.2 bar (6.0) 1) 

1) Over 2.2 bar with orifice adapted to the engine pressure. Pressure measurement 

downstream of orifice for alarm, slow down and shut down (see 

Chapter [4] - Lube Oil System). 

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 emergency 

situation, the engine initially continues to run at full power following failure 

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 optional gravitation 

tank can meet this requirement. 

The lube oil pressure during emergency lubrication must be above the limit 

value of 0.05 bar (reference point: turbocharger centreline) until the turbocharger 

speed has fallen to 20% of the maximum permissible speed indicated 

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 bearings 

against damage or increased wear until the rotor has come to a standstill. 







nominal 

lube oil pressure 

blackout 

100% 

turbocharger speed 

20% 

turbocharger speed 

max. 

10 sec. 

engine 

shut down 

0,05 bar 

Figure 3: Emergency lubrication diagram 

Post-Lubrication 

After shut-down: 


Lube oil pressure at the middle of the 

turbocharger shall not drop below 

this line at any time. 

min. post-lubrication 

pressure 

max. 

20 min 30 min 

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 started, 

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 system 

in the engine room. The optional gravitation tank can only meet this 

requirement in the case of an emergency stop. 

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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 particles 

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 bearings. 

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 evaluation 

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 condition, 

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 neutralising 

properties are no longer adequate. The limit values specified in the table 

and a drop test can serve only as a guideline. 







Sealing Air System 

Sealing Air Diagram 

1 2, 3 

C 

1 Compressor casing 8 Pipe bend (if provided) 

2 Ring duct on the compressor 

side 

9 Bearing bush 

3 Orifice 10 Locating bearing 

4 Sealing air pipe 11 Bearing casing 

5 Ring duct on the turbine side 

6 Compensation line (if provided) 

12 Gas outlet casing 

7 Non-return valve C Compressor wheel 

(if provided) 

Figure 4: Sealing air diagram 

T Turbine wheel 

8 

6 

7 

10 

The sealing air prevents the penetration of hot exhaust gas into the bearing 

casing and lube oil from seeping into the turbine (oil coke). It also helps to 

reduce undesired axial thrust on the thrust bearing. 

Sealing Air 


4 

11 

The sealing air system is fully integrated in the bearing casing. Part of the air 

compressed by the compressor wheel is diverted and flows out of the compressor 

casing into a ring duct in the bearing casing. From there, the air is 

led into the sealing air pipe. An orifice reduces the pressure to the required 

sealing air pressure. The air is led to a ring duct on the turbine side of the 

bearing casing. There the sealing air emerges between the shaft labyrinth 

and the turbine labyrinth. 

▪ A small amount of the sealing air flows back into the bearing casing, thus 

pressing against the bearing bush on the turbine side and retaining the 

lube oil. 

▪ The other part of the sealing air is led past the rotor shaft, through the 

labyrinth seal on the turbine side and into the gas outlet casing. 

The sealing air pressure is factory set by means of the orifice and does not 

need to be checked or readjusted by the user. 

9 

5 

12 

T 

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Bearing Casing Venting 

In the case of four-stroke engines and reduced partial load, a vacuum can 

develop on the compressor side (naturally aspirated mode). In this case, a 

compensation line between the sealing air pipe and the ambient air prevents 

lube oil and exhaust gas from being drawn into the compressor casing. 

A non-return valve blocks the compensation line during normal operation. In 

the case of a vacuum in the sealing air system, the non-return valve opens 

and outside air is drawn in through the compensation line. 

Due to design measures, the turbocharger does not require a separate venting 

box. Lube oil and air are separated from each other within the bearing 

casing. The connection for the venting pipe is attached to the bearing casing. 

The maximum ratio between the venting mass flow rate and the mass flow 

rate through the compressor is 0.2%. It is advisable to dimension the venting 

pipe according to the table in Chapter [4] - Turbocharger Connecting Pipes. 




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MAN Diesel & Turbo 5.1 

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 procedures. 

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) 

μm 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). 



TCA 5.1-01 EN 1 (7)

5.1 MAN Diesel & Turbo 



Density at 15 °C 

Kinematic viscosity at 40 °C 

Filterability* 

in summer and 

in winter 

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 

kg/m 3 ISO 3675 

mm 2 /s (cSt) ISO 3104 

°C 

°C 

DIN EN 116 

DIN EN 116 

≥ 820.0 

≤ 890.0 

≥ 2 

≤ 6.0 

≤ 0 

≤ -12 

Flash point in enclosed crucible °C ISO 2719 ≥ 60 

Distillation range up to 350 °C Vol. % ISO 3405 ≥ 85 

Sediment content (extraction method) Weight % ISO 3735 ≤ 0.01 

Water content Vol. % ISO 3733 ≤ 0.05 

Sulphur content 

ISO 8754 ≤ 1.5 

Ash 

Weight % 

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) 

μm 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) 

Origin/Refinery process 

2 (7) TCA 5.1-01 EN 

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. 

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Specifications 

Important 

Blends 

Leak oil collector 

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 operator 

is responsible for ensuring that suitable heavy fuel oils are chosen. 

Fuels that are 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 information 

and must therefore be observed. 

Different international specifications exist for heavy fuel oils. The most important 

specifications are ISO 8217-2010 and CIMAC-2003 and 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. 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 specification 

and corresponding properties for heavy fuel oil" satisfy the above 

requirements, they probably do not adequately define the ignition and combustion 

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 formation 

of deposits in the combustion chamber, injection system, gas ducts and 

exhaust gas system. A number of fuels have a tendency towards incompatibility 

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 example), 

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 suspension. 

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 

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 (Conradson) 

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 lubricating 

oil (ULO = used lubricating 

oil, old oil). Fuel is considered 

as contaminated with 

lubricating oil when the following 

concentrations occur: 

Asphaltene content Weight % 2/3 of coke residue 

(according to Conradson) 

Sodium content mg/kg Sodium < 1/3 Vanadium, 

Sodium 30 ppm and Zn > 15 

ppm or Ca > 30 ppm and P > 

15 ppm. 

Combustion properties 

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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Figure 1: ISO 8217-2010 specification for heavy fuel oil 







Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued) 


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Biofuel 

Other designations 

Origin 

Provision 

Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat 

Biofuel is derived from oil plants or old cooking oil. 

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) 

Viscosity/50 °C < 40 cSt (corresponds to a viscosity/40 

°C of < 60 cSt) 

DIN 51900-3 

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 temperature 

in the fuel system 

Table 4: Non-transesterified bio-fuel - specifications 

EN 116 

DANGER Incorrect handling of operating media can endanger health, safety 

and the environment. The corresponding safety instructions provided 

by the suppliers must be observed. 




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Quality Requirements on Lube Oil and Additives 

Lube Oil Specification for Operation with MGO/MDO and Biofuels 

General 


Base oil 

Figure 1: Dynamic viscosity SAE 30 and SAE 40 

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 running 

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. 

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 correspond 

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. 







The base oil (doped lube oil = base oil + additives) must have a narrow distillation 

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 

Evaporation loss Weight % - < 2 

Spot test (filter paper) - MAN Diesel & 

Turbo test 

Table 1: Base oils - target values 

* Works' own method 

Doped lube oils (HD oils) 

Additives 

Washing ability 

Dispersibility 

Neutralisation capability 

Evaporation tendency 

Additional requirements 


< 0,2 

Precipitation of resins or 

asphalt-like ageing products 

must not be identifiable. 

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 deposition 

in the combustion chamber will be higher, particularly at the exhaust 

valves and at the turbocharger inlet casing. Hard additive ash promotes pitting 

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 lubricating 

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 neutralise 

the acidic products produced during combustion. The reaction time of 

the additive must be harmonised with the process in the combustion chamber. 

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. 

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Lube Oil Specification for Heavy Fuel Oil (HFO) 

General 


Base oil 

Figure 2: Dynamic viscosity SAE 30 and SAE 40 

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 moving 

parts, lubrication of the cylinders and turbochargers, and for cooling the 

pistons. Lube oils of medium alkalinity contain additives that perform a number 

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 manufacturer’s instructions. 

Only lube oils authorised by MAN Diesel & Turbo may be used. 

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 correspond 

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. 







The base oil (doped lube oil = base oil + additives) must have a narrow distillation 

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, 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 

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 

Lube oil of medium alkalinity 

Additives 

Detergency 

Dispersion capability 

Neutralisation capability 

Evaporation tendency 


< 0.2 

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 deposition 

in the combustion chamber will be higher, particularly at the outlet 

valves and at the turbocharger inlet housing. Hard additive ash promotes pitting 

of the valve seats, and causes valve 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 detergency must be so great that neither tar nor coke residues produced 

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 lubricating 

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 neutralise 

the acidic products produced during combustion. The reaction time of 

the additive must be harmonised with the process in the combustion chamber. 

Tips for selection of the base number can be found in the table “Base number 

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. 

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Additional requirements 

The lubricating oil must not contain viscosity index improver. Fresh oil must 

not contain water or other contaminants. 




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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 µm 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 3 1) 

Concentration in mg/Nm 

Dust (sand, cement, CaO, Al 2O 3 etc.) 5 

Chlorine 1.5 

Sulphur dioxide (SO 2) 1.25 

Hydrogen sulphide (H 2S) 15 

1) Standard cubic metres in Nm³ 

When designing the intake air system, it must be ensured that the total pressure 

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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Additional Equipment 

Cleaning Equipment 

Two-Stroke Engines (Diesel) 

Wet cleaning Dry cleaning 

Compressor ○ - 

Turbine ○ ● 

○ Optionally offered for TCA55, TCA66, TCA77, TCA88 and TCA88-25. 

● Included in the standard scope of supply of MAN Diesel & Turbo. 

Four-Stroke Engines (Diesel) 


Compressor ● - 

Turbine ● ● 


Gas-Powered Engines 


Compressor ● - 

Turbine - 1) 


1) Not necessary in the case of good and very good gas quality. Recommended in 

the case of poor gas quality. 







Compressor Cleaning 


During operation, deposits and oily debris films increasingly form on the 

blades 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 system. 

▪ The compressor cleaning device is connected to the silencer/air intake 

casing or the corresponding connection coupling. 

5 

1 

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” 

4 

B 

3 

2 

A 

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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 rotor and nozzle ring. Such deposits could otherwise 

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. 

Wet cleaning of the turbine is particularly suitable for cleaning the nozzle ring, 

while dry cleaning of the turbine is particularly suitable for cleaning the turbine 

rotor (turbine blades). 

NOTE Observe the cleaning instructions on the instruction plate of 

the turbocharger and in the operating manual. 

Wet Cleaning of the Turbine 

7 

B 

8 

10 

6 

5 

3 

9 

E 1 

1 Water supply 8 Drain funnel 

(water pressure: 2–3 bar) 9 Sealing air 

2 Pressure gauge (extracted downstream of charge 

air cooler) 

3 Nozzles* 10 Gas outlet casing 

4 Gas admission casing* B Drain cock 

5 Nozzle ring* E Three-way cock with 

6 Turbine rotor sealing air connection* 

7 Water discharge * Scope of supply of turbocharger 

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: 

4 

2 







▪ Better cleaning effect and thus longer cleaning intervals. 

The cleaning frequency depends on the type of fuel and on the operating 

mode; as a general recommendation, cleaning should be carried out every 

250 operating hours. 

▪ Use fresh water without any chemical additives whatsoever. 

▪ The washing duration is 10 to 20 minutes. 

▪ Sealing air (loss) mass flow rates compared with the compressor mass 

flow rates approx. 0.05 – 0.1%. 

The washing water flows through the stop cock (water pressure: 2–3 bar) 

into the gas admission casing. 

The washing nozzles spray the water into the exhaust gas pipe upstream of 

the turbine. The droplets of washing water bounce against the nozzle ring 

and turbine, removing dirt. The washing water collects in the gas outlet casing 

and runs through the washing water outlet and the drainage cock. The 

washing water is conducted via a funnel to a sediment tank and collected 

there. 

Number of washing nozzles in gas admission casing 

Type 90° axial 

TCA33 - - 

TCA44 1 2 




TCA88 - 6 

TCA88-25 1 - 

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 

TCA33 - 

TCA44 16 





TCA88-25 56 

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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Dry Cleaning of the Turbine 

8 

11 

9 

7 

10 

2 

3 

4 

5 

B 

6 12 

1 Compressed air pipe* (5–8 bar) 9 Turbine rotor 

Ø 15 x 2 mm 10 Nozzle ring 

2 Screw plug 11 Sealing air 

3 Tank (extracted downstream of charge 

air cooler) 

4 Pipe 12 Exhaust gas pipe 

5 Connecting flange A Stop cock 

6 Intermediate piece (Compressed air connection 

G1/2) 

7 Gas admission casing B Three-way cock with 

8 Gas outlet casing sealing air connection 

* Scope of supply of engine manufacturer 

Figure 3: 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. 

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 turbine, 

however, as heavier deposits will not otherwise be removed. 

Cleaning with granulate every one to two days is recommended. 

Depending on the type of funnel, soot particles can escape during the cleaning 

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. 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. 

Type Granulate quantity in l 1) 


TCA44 0.5 

1 

A 







Connection Sizes for Pipes and Lines 

Compressed air connection 

for dry cleaning of 

the turbine 

Water supply for wet 

cleaning of the turbine 

Drain connection for wet 

cleaning of turbine (inner 

diameter of pipe) 

Type Granulate quantity in l 1) 





TCA88-25 2.5 


1) Use granulate from nut shells or activated charcoal (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 stop cock in the compressed air pipe is opened and compressed air 

flows into the granulate container. The stop cock in the pipe to the gas 

admission casing is then opened. The compressed air blows the granulate 

out of the granulate container into the gas admission casing. There, the 

exhaust flow transports the granulate to the turbine rotor. The granulate particles 

bounce against the nozzle ring and turbine rotor, removing deposits 

and dirt. The exhaust flow carries the granulate and dirt particles out of the 

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. 

▪ Sealing air (loss) mass flow rates compared with the compressor mass 

flow rates approx. 0.05 – 0.1%. 

TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25 

Ø 12 x 1.5 mm G 1/2" 

G 3/4" G 1" G 1 1/2" 

50 mm 65 mm 65 mm 80 mm 100 mm 125 mm 125 mm 

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Jet Assist 

* 

* 

A Starting air cylinder (30 bar) D Insert 

B 2/2 way solenoid valve E Compressor wheel 

C Orifice or pressure reducing station F Turbocharger 

* Relative pressure (overpressure) 

Figure 4: Jet Assist 

* 

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. 

We recommend dimensioning the Jet Assist pipe as follows: 

Type 

Cross section of 

connection pipe 

in mm 

Jet Assist air pressure 4 bar 

Four-stroke engine Two-stroke engine 

Orifice in mm Cross section of 

connection pipe 

in mm 

Orifice in mm 

TCA33 37 10.5 39 11.1 









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Engine Room Planning 

Disassembly Dimensions for Subassemblies 

Hoisting rails with a traversable crane trolley in axial direction above the turbocharger 

must be provided. Lifting tackle with the appropriate minimum 

load-bearing capacity is inserted into the hoisting rails for lifting of the components 

so that the prescribed maintenance work can be carried out. 

Disassembly dimension A for the radial silencer and disassembly dimension 

B for the turbine rotor, as shown in the graphic, are required for disconnection 

and removal of the silencer and the turbine rotor from the turbocharger: 

A B 

Figure 1: Disassembly dimensions 

TIP Disassembly dimension B is also the minimum clearance to the next 

turbocharger! 

The minimum clearance of the silencer to a bulkhead or betweendeck 

should not be less than 100 mm. We recommend planning an 

additional 300 to 400 mm as working space. 

Type A min in mm B min in mm 







TCA88-25 2 700 2 150 

NOTE On the compressor and turbine side above the gas outlet casing, 

sufficient space must be provided between the hoisting rails for the 

exhaust gas system (the maximum possible dimensions D must not 

be exceeded)! 







H 

C1 C2 

D D 

Figure 2: Dimensions of hoisting rails 


Dimensions C 1 and C 2 for the two hoisting rails, as well as their minimum 

load-bearing capacity (F c1 and F c2), are indicated in the following table: 

Type D max in mm C 1min in mm F c1 in kg C 2min in mm F c2 in kg H min in mm 

TCA33 200 1 000 350 500 150 900 

TCA44 225 1 550 550 1 150 300 1 200 

TCA55 260 1 800 700 1 300 350 1 384 



TCA88 370 2 700 3 000 2 150 1 400 2 000 

TCA88-25 370 2 700 3 000 2 150 1 400 2 100 

NOTE Weights of subassemblies, see Chapter [2] - Weights of the Subassemblies. 

It must be ensured that the silencer and the gas admission 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 carrying 

or containing flammable liquids (lube oil, fuel, hydraulic oil, etc.) above the 

turbocharger, and in particular above the turbocharger silencer, is to be avoided. 

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. 

The gas outlet casing can be installed in various positions (see also table in 

Chapter [2] - Casing Positions): 

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Exhaust Gas System 

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 position. 

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. 

Exhaust Gas System – Installation 

The following points must be observed when installing the exhaust gas system: 

▪ 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 

b 








sound transmission to other rooms in the vessel, the exhaust pipes 

should be fastened or supported elastically by means of damping elements. 

▪ Permanently opened drainage outlets are to be provided in the exhaust 

pipes for condensate flowing backwards and any water leaking from the 

boiler. 

6 

2 

1 

5 

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 

3 

4 

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Installation of Flexible Pipes 

4 

3 

2 

1 

1 Lube oil drain from turbocharger 5 Exhaust gas pipe 

2 Cooling water hose of charge air 6 Lifting tackle rail for turbocharger 

cooler 

maintenance 

3 Stable fixed-point support 7 Fixed-point support 

4 Lifting tackle rail for installation of 8 Dirt water discharge from turbo- 

charge air cooler bundle 

Figure 5: Installation of elastic hose lines 

charger 

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 relative 

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. 

5 

6 

7 

8 







Turbocharger Connection Dimensions 

A section of pipe, as short as possible, must be provided between the connection 

on the engine and the hose in accordance with the planned routing 

of the pipes. 

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 installed 

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 counterheld 

with a wrench when tightening the nut. 

NOTE The manufacturer’s assembly instructions must be observed! 

Dimensioned 2D connection drawings and 3D CAD models can be provided 

on request. 

If required, please contact MAN Diesel & Turbo in Augsburg directly. 



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Emergency Operation in the Event of Turbocharger Failure 

Emergency Measure 

Turbochargers are highly stressed turbo-machines. As with engines, malfunctions 

can occur despite careful operations management. 

Devices 

If damage occurs to a turbocharger that cannot be corrected immediately, 

emergency operation is possible. The following tools and devices are available: 

▪ Arresting device for blocking the rotor assembly 

▪ Closing cover for closing the rear side of the compressor and turbine 

(operation without rotor). 

All these devices are designed in such a manner that continuous flow 

through the air and exhaust gas sides of the turbocharger is possible. 

The following devices are available for use on the engine: 

▪ Cover screen(s) for the side of the charge air pipes facing away from the 

turbocharger. The cover screen(s) is/are designed to ease operation of 

the engine in naturally aspirated mode (scope of supply of the engine 

manufacturer). 

▪ Blind flanges for closing the partially assembled charge air bypass pipe 

(scope of supply of the engine manufacturer). 

Emergency Measure 

The arresting device for blocking the rotor should only be mounted if removal 

of the rotor assembly is not possible, as there is a risk of consequential damage 

to the turbocharger if the rotor is blocked. 

When mounting the arresting device, the rotor remains installed and is 

blocked with a special tool (scope of supply of the turbocharger) from the 

compressor side. The intake cross section remains open. For mounting the 

arresting device, the intake silencer/air intake casing must be removed and 

installed. 

When closing the bearing casing with the closing covers, the rotor must be 

disassembled first. The bearing casing is then closed on the turbine and 

compressor side with two closing covers (scope of supply of the turbocharger). 

For this, the intake silencer/air intake casing and the gas admission 

casing must be removed and installed. 

In the case of engines with multiple turbochargers, the exhaust intake side of 

the defective turbocharger is additionally separated from the gas flow of the 

other turbocharger by means of a blind flange. 

Personnel and Time Requirements 

Emergency measure Qualified mechanic Assistant 

Time required in h Time required in h 

Arresting device 0.6 0.6 

Closing device 

(operation without rotor) 

Table 1: Mounting the emergency operation devices 

3.5 3.5 








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Achievable Performance 

The following criteria limit the achievable engine load during emergency operation: 

▪ Maximum exhaust gas temperature downstream of the cylinders 

▪ Maximum exhaust gas temperature upstream of the turbocharger 

The max. achievable performance/speeds are indicated below: 

Type In-line engine in % V-type engine in % 

Engine operation with 

variable speed 

Engine operation with 

constant speed 

15 15 

20 20 

Table 2: Emergency operation: example – MAN Diesel & Turbo four-stroke engine 







Figure 1: Emergency operation: example – MAN B&W two-stroke engine 


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Calculations 

Design Calculations 

Turbocharger Efficiency 

A design calculation in accordance with the experience of MAN Diesel 

& Turbo on the basis of ISO conditions (298 K/1000 mbar) enables reliable 

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 provided 

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 turbocharger 

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. 

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 “ҡ” 

are temperature-dependent. The isentropic exponent for the exhaust gas 

“ҡ G” is also influenced by the gas composition. 







Definition of Efficiency 

MAN Diesel & Turbo turbochargers are used by various engine manufacturers 

within and outside the MAN Diesel & Turbo Group. Various traditional 

definitions of the efficiency of turbochargers are used. 

Total (tot – tot) 

Total efficiency is one of the most commonly-used characteristic figures for 

the thermodynamic performance of a turbocharger. Total pressures directly 

upstream and downstream of the compressor and upstream of turbines as 

well as total temperatures are to be put into the equation. The flow velocity in 

the turbine outlet casing is not taken into account, as there is no further 

stage for using the dynamic pressure; as a result, the static exhaust gas turbine 

outlet pressure is applied and not the total pressure. 

Total-static (tot – stat) 

This definition is generally preferred for four-stroke engines. The ambient 

pressure is used and the losses between compressor outlet and inlet in the 

charge air cooler are recorded. Since only the static compressor outlet pressure 

can be used in the engine, and not the dynamic component, the compressor 

outlet pressure is used instead of the total value. As a result, the 

ambient pressure at the silencer is applied for p 1 and the static pressure 

downstream of the compressor is applied for p 2. 

Please note: 

Since various losses of the turbocharger system are taken into account for 

the “tot-stat” definition, the efficiency in the “tot-stat” definition is always 

lower than the “tot-tot” efficiency despite the same thermodynamic performance 

of the turbocharger. 

Definition for two-stroke engines 


This is essentially a definition of total-static (tot-stat) as described above. 

However, the air pressure in the scavenge air pipe plus the cooler pressure 

drop are used for p 2, while the ambient pressure reduced by the filter losses 

is used for p 1. p 3 is the pressure in the exhaust manifold. 

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 the calculation of the efficiency. 

If pressure and temperature upstream of the turbine are not known, it is not 

possible to determine the efficiency of turbochargers. 

The following table lists the main differences between the three definitions for 

calculation of the total efficiency of a turbocharger. 

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Pressure: p 1 

Pressure: p 2 

Definitions of turbocharger efficiency 

Total (tot-tot) Total-static (tot-stat) 

Ambient pressure / total air 

inlet pressure 

Total downstream of compressor 

Four-stroke engines 

Ambient pressure / total air 

inlet pressure 

Static downstream of compressor 

Total-static (tot-stat) 

Two-stroke engines 

Ambient pressure minus filter 

losses 

Air pressure of scavenge air 

pipe plus cooler pressure drop 

Pressure: p 3 Total turbine inlet pressure Total turbine inlet pressure Pressure in the exhaust manifold 

Pressure: p 4 Static downstream of turbine Static downstream of turbine Static downstream of turbine 




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Speed Measuring, Adjustment, Checking 

Speed Measuring 

562.040 Speed transmitter T401, T411 562.200 Frequency-current converter 

562.083 Terminal box 562.310 Frequency-current converter 

562.100 Speed indicator, analogue with speed indication, digital 

Figure 1: Connection variants for speed measuring device for the TCA Series 

For all turbochargers of the TCA Series, MAN Diesel & Turbo provides a 

speed transmitter for measuring the rotor speed as standard. 

The speed transmitter is arranged radially in the insert at the compressorside 

end of the rotor and delivers speed pulses. The alternating pulses are 

conducted via a 3-wire cable to the terminal box on the compressor casing. 

From the terminal box, the pulse signal is forwarded to a frequency-current 

converter or digital speed indicator (optional). 

The signal can additionally be indicated on a suitable analogue measuring 

instrument. A transmission system for the measured values can be connected 

to both types of speed measuring device. 

MAN Diesel & Turbo provides the measuring device and transmission system 

for the measured values on request. 







Speed Transmitter 

Read-Out Units 

Description of Components 

The insert has a radial internal thread for fitting the transmitter. It is designed 

in such a way that the transmitter is fitted flush against the front edge of the 

compressor wheel. 

The transmitter is screwed in and secured so that its front side is flush with 

the surface of the insert or is recessed by 0.2 mm (see detail Y), i.e. the radial 

clearance between the compressor wheel blades and the face of the transmitter 

is not less than the radial compressor gap. 

0...0.2 mm 

Figure 2: Connection of the speed transmitter 

Y 

The read-out units can be housed in the switch cabinet or operating cabinet, 

for example. A speed measuring device with frequency-current converter is 

included in the standard MAN Diesel & Turbo scope of supply. Alternatively, 

a digital speed indicator or an analogue read-out unit can also be connected. 

Both units require an external 24 V DC supply from which they supply the 

transmitter with an integrated 12 V transmitter voltage. 

▪ Digital speed indicator 

To ensure correct speed indication, the digital speed indicators must be 

programmed with the number of main blades of the compressor wheel 

before installation (number of pulses per revolution). If original MAN Diesel 

& Turbo components are used, this parameter is factory-set. 

▪ Frequency-current converter 

If a frequency-current converter is used, the number of main blades of 

the compressor wheel (number of pulses per revolution) and the speed 

range limit must be taken into consideration when programming the 

device. 

Since the speed indication and the compressor wheel must be matched to 

one another, the complete sensing and indication systems should be supplied 

by MAN Diesel & Turbo. 

Analogue speed indicator/sensor: 


Both speed measuring devices have a power output (4-20 mA) for connection 

of an additional analogue speed measuring device and/or a measured 

value transmitter. 

Y 

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Functional Principle 

Measurement of the Air Volume 

The HF transmitter with integrated amplifier requires an auxiliary voltage of 

4.5 ... 30 V DC, supplied by the speed measuring device. It contains a highfrequency 

oscillator with its oscillator coil located in the transmitter head. The 

main blades of the compressor wheel and the gaps between them result in a 

varying damping of the oscillating circuit and thus a higher or lower amount 

of supply current from the oscillator. These changes in current control an 

electrical, contact-free switching output via a switching amplifier. The amplified 

signal is additionally processed by the digital speed indicator or frequency-current 

converter which are specially adapted to the transmitter and 

themselves supply the transmitter with the required transmitter voltage. 

Measurement by Means of a Volute Casing 

Measurement of the air volume is carried out by means of calibration of a volute 

compressor casing. 

A 

255° 

A 

h sp 

t Sp 

1 2 3 

∆ h sp 

1 Silencer 3 Δh sp in mm H 2O 

2 Section A-A h sp in mm Hg 

Spiral pressure h sp, outlet temperature t sp and Δh 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, 







Matching 

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). 

Measurement by Means of Turbine Characteristics 

540 

530 

[m 

520 

510 

3 Vtot vT 

/ (s√ K)] 

√T tot vT 

500 

490 

480 

470 

460 

450 

440 

430 

420 

410 

400 

390 

380 

370 

360 

350 

340 

330 

320 

310 

300 

Turbine Characteristic TCA66-21172 

for 6S50MC-C8.1; 9960 KW / 127 rpm 

SPEC: TCA66-21ATP015AND0309 

1.10 1.30 1.50 1.70 1.90 2.10 2.30 2.50 2.70 2.90 3.10 3.30 3.50 

¢‡ T 

3.70 

Figure 3: Turbine characteristics 

Based on the characteristic diagram 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. 

Each newly specified turbocharger for a new application must be matched 

so that: 

▪ It is optimised with the best possible flow cross sections for the operating 

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”. 

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Checking Surge Stability 

▪ If the charge air pressure specified by the engine manufacturer upstream 

of the cylinder is too low or too high at the design point, the nozzle ring 

must be exchanged. 

Please note: In order to achieve a higher charge air pressure, a nozzle 

ring with a smaller cross-sectional area must be used. In order to achieve 

a lower charge air pressure, a nozzle ring with a larger cross-sectional 

area must be used. 

“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. 

This state occurs when the counter-pressure increases too greatly in comparison 

with the air flow. 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 compressor wheel 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: 

Four-stroke engines: 

▪ Reduce engine speed with constant fuel admission (constant torque). 

A speed reduction of at least 15% should be possible without the occurrence 

of surging. 

▪ Increase the scavenge 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. 

▪ The surge-limit distance must be checked at the same time. 

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 distance. 

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 surging 

occurs in no more than one case. 







Characteristic Diagram Plots 

The compressor characteristic diagram and turbine characteristic are drafted 

by MAN Diesel & Turbo as documents for the matching of every newly-specified 

turbocharger. 

Compressor Characteristic Diagram 


Figure 4: Compressor characteristic diagram with and without IRC (example) 

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. 

The distance between the operating curve and the surge line can be 

increased by means of the internal compressor measure IRC (internal recirculation). 

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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 pressure 

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 additional 

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 pressure 

ratio, the maximum flow rate is increased by means of an additional airflow 

component that bypasses the admission area. 

recirculation bypass 

Figure 5: Internal recirculation 




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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 confidence 

that MAN Diesel & Turbo turbochargers meet customer expectations 

to complete satisfaction, from development to production and shipment. 

Quality System Certificate 







Environmental System Certificate 


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Description of the Quality Criteria 

Standards, Regulations and Requirements 

Turbochargers of the MAN Diesel & Turbo TCA Series meet the requirements 

of Directive 2006/42/EC (Machinery Directive). 

The following national and international standards were applied during development 

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) – Indication 

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 drawing 

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 delivered 

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 

(LIoyd’s 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. 







Turbine Rotor 

▪ Spot checks of the blade thickness in axial and radial direction (20-fold 

magnification). 

▪ Each blade is checked for cracks before it is machined. 

▪ The fir-tree profile is spot-checked with 20-fold magnification. 

▪ Turbine rotors are balanced and spin-tested at speeds far above the 

maximum allowable operating speeds. 

▪ Measurement of disk and blade-head circular profile to ensure that all 

measurements are within the tolerance range. 

▪ Removal of the blades and repeated crack detection testing including the 

rotor shaft. 

▪ Re-installation of the blades and final balancing of the turbine rotor. 

Service Life 

The following data are based on empirical values of MAN Diesel & Turbo turbochargers 

produced with identical materials and manufacturing processes. 

The specified service life values are guideline values for operation under normal 

conditions. They may be considerably reduced, e.g. as a result of insufficient 

maintenance, frequent “blackouts” or use of low-quality fuel and lube 

oil. 

Operating hours 

Plain bearing Up to 50 000 

Nozzle ring Up to 40 000 

Turbine rotor 70 000 1) to 100 000 

Shroud ring Up to 30 000 2) 

Compressor wheel Up to 80 000 3) 

Casings Unlimited 

1) TCA turbocharger on two-stroke engine with waste heat recovery (WHR) 

or bypass 

2) Dependent on: 

▪ the load profile of the engine 

and may be shorter in the case of unfavourable values. 

3) 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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Maintenance and Inspection 

Maintenance Work 

Turbocharger on Four-Stroke Engine 

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. 

Inspection (during operation) in h 24 150 250 3 000 6 000 12 000 

Check turbocharger for unusual noise and vibrations ● 

Check turbocharger and system pipes for leaks (sealing 

air, charge air, exhaust gas, lube oil) 

Check screws and pipe connections for tight fit 1) ● 

Maintenance (during operation) in h 24 150 250 3 000 6 000 12 000 

Dry cleaning of the turbine ● 2) 

Wet cleaning of the turbine (if provided) ● 2) 

Clean compressor ● 2) 

Maintenance (engine stopped) in h 24 150 250 3 000 6 000 12 000 

Clean air filter 2) (if provided) ● 2) 

Maintenance (together with engine maintenance) in h 24 150 250 3 000 6 000 12 000 

Clean sealing air pipes upstream of bearing casing 

(if provided) 

Check compressor casing, insert, diffuser and compressor 

wheel 3) 

Check thrust bearing, counter-thrust bearing and bearing 

disk 

Major overhaul 

12,000 – 18,000 operating hours: check all components 

and inspect gaps and clearances during assembly 

1) Inspection of new or overhauled bolts and piping connections required after 250 operating hours 

2) Or more often if required 

3) Visual inspection and cleaning if required 

● 

● 

● 

● 

● 







Turbocharger on Two-Stroke Engine 

Inspection (during operation) in h 24 150 250 3 000 12 000 24 000 

Check turbocharger for unusual noise and vibrations ● 

Check turbocharger and system pipes for leaks (sealing 

air, charge air, exhaust gas, lube oil) 

Check bolts and pipe connections for tight fit 1) ● 

Maintenance (during operation) in h 24 150 250 3 000 12 000 24 000 

Dry cleaning of the turbine ● 2) 

Wet cleaning of the turbine (if provided) ● 2) 

Clean compressor ● 2) 

Maintenance (engine stopped) in h 24 150 250 3 000 12 000 24 000 

Clean air filter (if provided) ● 2) 

Maintenance (together with engine maintenance) in h 24 150 250 3 000 12 000 24 000 

Clean sealing air pipes upstream of bearing casing 

(if provided) 

Check compressor casing, insert, diffuser and compressor 

wheel 3) 

Check thrust bearing, counter-thrust bearing and bearing 

disk 

Major overhaul 

24,000 – 30,000 operating hours: check all components 

and inspect gaps and clearances during assembly 

1) Inspection of new or overhauled bolts and piping connections required after 250 operating hours 

2) Or more often if required 

3) Visual inspection and cleaning if required 

Personnel and Time Required 

Cleaning Work 

● 

● 

● 

● 

Qualified mechanic Assistant 


Turbine: dry cleaning 0.6 - 

Wet cleaning 0.6 - 

Compressor 0.3 - 

Air filter 0.3 - 

Removing and Refitting the Turbocharger 


The assembly time for removing and refitting the turbocharger includes connection 

of the charge air and exhaust pipes, the lube oil system, the speed 

transmitter, external sealing air system (if present), Jet Assist (if present) and 

the cleaning systems provided: 

● 

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Turbocharger on engine approx. 6.0 approx. 6.0 

Checking the Bearing and Bearing Disk 

To check the thrust bearing, counter-thrust bearing and bearing disk the 

compressor wheel is removed. It is not necessary to remove the compressor 

casing. 



Silencer / air intake casing 2.0 2.0 

Insert 1.5 1.5 

Compressor wheel 2.0 2.0 

Labyrinth disk 1.0 1.0 

Labyrinth ring 1.0 1.0 

Bearing and bearing disk 2.0 - 

Total hours: 9.5 7.5 

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 (four-stroke engine) 

or every 24 000 to 30 000 operating hours (two-stroke engine). All components 

of the turbocharger must be checked and the gaps and clearances 

must be inspected for dimensional accuracy. 

Approximately 20 working hours must be allowed for all inspection work. 

Removing and refitting 1 qualified mechanic 1 assistant 


Silencer / air intake casing 2.0 2.0 

Emergency lubrication and postlubrication 

system 

1.5 1.5 

Insert 1.5 1.5 

Compressor casing 2.0 2.0 

Compressor wheel 2.0 2.0 

Labyrinth disk 1.0 - 

Labyrinth ring 1.0 - 

Bearing and bearing disk 2.0 - 

Gas admission casing 2.0 2.0 

Turbine nozzle ring 0.5 0.5 

Rotor 1.0 1.0 

Shroud ring 1.0 - 

Connection cover 0.5 - 

Bearing bushes 1.0 - 







Worldwide Service Addresses 

Internet 

Removing and refitting 1 qualified mechanic 1 assistant 


Checking gaps and clearances approx. 1.0 - 

Total hours: 20 

MAN Diesel & Turbo service addresses and authorised service partners 

(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Network: 

www.mandieselturbo.com/primeserv 


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Transportation 

Fastening Points 

1 Turbocharger with axial gas admission casing 

2 Turbocharger with 90° gas admission casing 

Figure 1: Transportation of turbochargers 

The figures illustrate various fastening points for transportation of the complete 

turbocharger (depending on the turbocharger type). 

Turbochargers with axial gas admission casing must be suspended by the 

two lifting hooks on the bearing casing. The additional lifting fixture on the 

silencer serves to stabilise the turbocharger and hold it in balance. 

Turbochargers with 90° gas admission casing can be suspended by the two 

lifting hooks on the bearing casing (turbocharger is then in balance). 

1 2 

The fastening points for the ropes/chains of the lifting tackle are firmly 

attached to the silencer and bearing casing. 

The lifting eye bolts on the subassemblies are intended for lifting the individual 

subassemblies only and cannot carry the weight of the complete turbocharger! 

NOTE Weights of turbochargers, see Chapter [2] - Weights of the Subassemblies. 




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Preservation and Packaging 

Corrosion Prevention 

Packaging 

The corrosion prevention includes preservation and packaging of the turbocharger 

in accordance with the expected transportation and storage conditions. 

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 Anticorit 

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 preservation 

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, subtropics) 

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 thoroughly 

clean with compressed air, otherwise toxic fumes will be released on 

heating up. 

The packaging must afford the required corrosion prevention and be suitable 

for the transportation and storage conditions. 







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-preservation 

to be carried out are supplied with the system or can be requested 

from us, as can detailed corrosion prevention instructions. 

e-mail: 

Primeserv-TC-Technical@mandieselturbo.com 


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Training and Documentation 

Training Programmes 

Technical Documentation 

▪ For engineers 

– Matching of turbochargers 

– Trouble-shooting and corrective action 

▪ For mechanics 

– Practical training in our training centre 

▪ Courses for groups available on request 

Figure 1: Examples of work card and spare parts catalogue 

For more information on our training programmes, please contact the Prime- 

Serv Academy directly: 

e-mail: PrimeServ.Academy-info@mandieselturbo.com 

On delivery of a turbocharger, our customers receive comprehensive technical 

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 

▪ Customer information 

The technical documentation can also be supplied in electronic form on 

request. 




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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 covers 

all essential components of the turbocharger. 

190 

List of Assemblie s 500 

544 

540 542 554 

546 

517 509 

6672 C3 500-01 E 11.02 TCA 77 190 

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. 

200 

Gas outlet diffusor 509.01 

6672 C3 509.01 E 11.02 TCA 77 200 

Figure 2: Spare parts sheet with order numbers 

509.001 

509.008 

506 

513 

501 

520 

518 

509.014 

509.012 

509.000 

The ordinal number, consisting of the 3-digit assembly number and a 2-digit 

variant number, is located at the top right 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: 509 (gas outlet diffuser) 

Ordinal number: 509.01 (gas outlet diffuser) 

Order number: 

509.000 (diffuser, complete) 

509.008 (shroud ring) 

Reserve Parts and Tools 

Each turbocharger comes with a set of reserve parts and tools. Reserve 

parts and tools are packed in a case. The contents of the cases are itemised 

in lists. 

For reordering, the same guidelines apply as for spare parts. 

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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Tools 

Tools 

Each turbocharger comes with a set of tools consisting of removal/installation 

tools, suspension devices, arresting devices, equipment for emergency 

operation and torque wrenches. This 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 one or two cases. The contents of the cases are 

itemised in the enclosed lists. 

Type Weight of tool case (full) in kg 







TCA88-25 222 

Removal/Installation Tools 

Components that can not be removed and installed by simply loosening the 

screw connections are removed and installed with pullers and assembly 

devices, guide rods and lifting eye bolts. These are: 

▪ Turbine rotor 

▪ Compressor wheel 

▪ Insert 

▪ Thrust ring 

▪ Shroud ring (not for TCA33 and TCA44) 

▪ Labyrinth ring 

▪ Thrust bearing, bearing disk and counter-thrust bearing. 







Assembly Devices 

3 

1 

2 

1 Labyrinth ring puller 

2 Sleeve for protection of the undercut bolt during assembly work 

3 Clamping sleeve for guiding and fixation of the turbine rotor 

Figure 1: Assembly tools 

In order to examine the wear condition of the labyrinth ring, the labyrinth ring 

can be released with the labyrinth ring puller. 

In order to check the wear condition of the bearing disk in the bearing casing, 

the thrust bearing must be removed. As a protective measure, a sleeve 

is mounted on the undercut bolt of the rotor. The thrust bearing is then 

released with forcing-off bolts so that the bearing disk can be removed. 

2 

1 Compressor wheel puller 

2 Compressor wheel assembly ring 

3 Torque wrench 

Figure 2: Compressor wheel assembly tools 


3 

1 

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The compressor wheel is released from the turbine rotor with a puller. Exact 

reinsertion is carried out with the aid of an assembly ring, and fastening is 

carried out using a torque wrench in accordance with special fastening 

instructions. 

Suspension Devices 

1 

1 Compressor wheel suspension device 

2 Gas admission casing suspension device 

3 Lifting eye bolt 

Figure 3: Suspension devices 

In most cases, standard suspension devices such as attachment swivels and 

lifting eye bolts 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: 

▪ Compressor wheel 

▪ Gas admission casing 

The compressor wheel is slid precisely onto the rotor shaft by means of a 

specially developed suspension device. 

The gas admission casing is fastened to the lifting tackle by means of an 

attachment swivel and an eye bolt. 

2 

3 







Emergency Operation 

For emergency operation in the event of a turbocharger failure, a closing 

device for the bearing casing and an arresting device are included. 

The arresting device prevents rotation of the rotor assembly during emergency 

operation. 

The rotor assembly remains installed. 

Figure 4: Emergency operation with arresting device 

With the closing device in emergency operation, the bearing casing is closed 

with covers and sealed. 

The rotor assembly is removed. 

Figure 5: Emergency operation with closing device 


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Other Tools 

The number of tools listed may vary according to the specific turbocharger. 

Designation 

Guide rod 

Forcing-off bolts 

Threaded rod 

Shackle 

Lifting eye bolt 

NOTE For reordering, the same guidelines apply as for spare parts and 

reserve parts. 




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Addresses 

MAN | PrimeServ 

Contact persons 

Augsburg plant 

Headquarters 

MAN Diesel & Turbo SE 

PrimeServ Augsburg 

86224 Augsburg 

Germany 

PrimeServ Turbocharger 

Technical service 


Spare parts 

PrimeServ Academy 

Training courses for turbochargers 

and engines 

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. 

Telephone/Fax/e-mail/Internet 

Tel. +49 821 322 0 

Fax +49 821 322 49 4180 

e-mail PrimeServ-Aug@mandieselturbo.com 

Internet www.mandieselturbo.com/primeserv 

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 PrimeServ-TC-Technical@mandieselturbo.com 


Tel. +49 821 322 4030 (24 hours) 

Fax +49 821 322 3998 

e-mail PrimeServ-TC-Commercial@mandieselturbo.com 


Tel. +49 821 322 1397 

Fax +49 821 322 1170 

e-mail PrimeServ.Academy-info@mandieselturbo.com 

Internet www.mandieselturbo.com/primeserv-academies 








Headquarters 


Retrofits 


Headquarters 

Sales 

Technical information 

Worldwide Service Addresses 

Internet 



Tel. +49 821 322 4273 

Fax +49 821 322 3998 

e-mail PrimeServ-TC-Retrofit@mandieselturbo.com 

Internet http:// www.mandieselturbo.com/primeserv 

Tel. +49 821 322 1345 

Fax +49 821 322 3299 

e-mail Turbochargers@mandieselturbo.com 

Internet http:// www.mandieselturbo.com/turbocharger 

MAN Diesel & Turbo service addresses and authorised service partners 

(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Network: 

www.mandieselturbo.com/primeserv 


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Index 

A 

ABS (American Bureau of Shipping) 11 (3) 

Additional equipment 

Dry cleaning of the turbine 6 (5) 

Jet Assist 6 (7) 

Wet cleaning of compressor 6 (2) 

Wet cleaning of the turbine 6 (3) 

Address 

Ordering spare parts 16 (2) 

After shut-down 4 (6) 

Air intake casing 3 (7) 

Air volume 

Measurement 10 (3) 

Alarm value 4 (4) 

Anti-corrosion agents 14 (1) 

Anti-corrosion oil 14 (1) 

Assembly number 16 (1) 

B 

Bearing casing 3 (6) 

BV (Bureau Veritas) 11 (3) 

C 


Casing position 



Casing foot 2 (7) 

Compressor casing 2 (7) 

Gas admission casing 2 (7) 

Gas outlet casing 2 (7) 

Characteristics of the TCA turbo- 

1 (1) 

charger series 

Climate, Arctic 

Operational performance 9 (1) 

Climate, tropical 

Packaging 14 (2) 

Closing covers 

Emergency operation 8 (1) 


Compressor cleaning 6 (2) 

Connection 




Constant-pressure turbocharging 1 (2) 

Corrosion prevention 

Increased 14 (1) 

D 

Design calculations 9 (1) 

Dimensions 2 (2) 

DNV (Det norske Veritas Classifica- 11 (3) 

tion A.S.) 

Dry cleaning of the turbine 

Diagram 6 (5) 

Granulate quantity 6 (5) 

E 

Efficiency 

Definition 9 (2) 

Formula 9 (1) 

Emergency lubrication 

Emergency operation 

4 (5) 

Achievable performance 8 (3) 

Arresting device 8 (1) 

Devices 8 (1) 

Personnel and time require- 

8 (1) 

ments 

Engine control system 

Engine room planning 

4 (5) 

Disassembly dimensions 7 (1) 

Engine shut-down 

Exhaust gas system 

4 (4) 

Exhaust gas velocity 7 (3) 

Installation 7 (3) 

Total resistance 7 (3) 

Exhaust gas temperature upstream 2 (1) 

of turbine 

Exhaust system 

Example of exhaust routing 7 (4) 

F 

Flanges 3 (8) 

G 



GL (Germanischer LIoyd) 11 (3) 

H 

Hose lines 

Hose routing 7 (5) 

I 

IMO Certificate 11 (3) 

Inclination, turbochargers 3 (14) 

Internal recirculation (IRC) 10 (7) 

ISO 14001 11 (1) 

ISO 9001 11 (1) 

Item number 16 (2) 


J 

Jet Assist 

Diagram 6 (7) 

L 

Load reduction 4 (4) 

LR (Lloyd’s Register of Shipping) 11 (3) 

Lube oil condition 

Evaluation 4 (7) 

Lube oil diagram 

Functional sketch 4 (2) 

( ) 

Lube oil filtration 4 (7) 

Lube oil inlet temperature 4 (4) 

Lube oil pressure 4 (4) 

Lube oil system 4 (2) 

M 

Maintenance work 

Four-stroke engine 12 (1) 

Two-stroke engine 12 (2) 

Matching 

Air pressure 10 (5) 

Surge-limit distance 10 (5) 

Turbocharger to engine 10 (4) 

Measuring point 

Vibration acceleration 3 (15) 

Vibration speed 3 (15) 

O 

Oil change 4 (7) 

Oil pressures 4 (4) 

Oil sample 4 (7) 

Operational performance 

Arctic climate 9 (1) 

Normal conditions 9 (1) 

Order number 16 (2) 

Ordinal number 16 (1) 

Orifice 


Overseas shipment 

Packaging and storage 14 (2) 

Overview of series 2 (1) 

P 

Packaging 14 (1) 

Performance characteristics 1 (2) 

Performance range 1 (3) 

Pipe 

Installation, flexible 7 (5) 

Post-lubrication 4 (6) 

Pre-lubrication 

Continuous pre-lubrication 4 (5) 

2 (3) TCA 0 -01 EN 

Engine start-up 4 (5) 

Pressure reducing valve 


R 

Read-out unit 

Speed measuring 10 (2) 

Regulations 11 (3) 

Requirements 11 (3) 

Reserve parts 16 (2) 

S 

Sealing air diagram 

Schematic diagram 4 (8) 

Sealing air system 4 (8) 

Shaft sealing 4 (7) 

Shut down 4 (4) 

Slow down 4 (4) 

Spare parts 16 (1) 

Speed transmitter 10 (2) 

Standards 11 (3) 

Subassembly 


Bearing 3 (2) 



Compressor wheel 3 (2) 



Nozzle ring 3 (3) 

Silencer/air filter 3 (4) 

Turbine blades 3 (3) 

Turbine rotor 3 (2) 

Surge stability 10 (5) 

Surge-limit distance 

Checking 10 (5) 

Four-stroke engines 10 (5) 

Two-stroke engines 10 (5) 

T 


Technical documentation 

Time requirements 

15 (1) 

Checking the bearing and bearing 

disk 

12 (3) 

Cleaning work 12 (2) 

Emergency operation 8 (1) 

Major overhaul 12 (3) 

Removing and refitting the turbocharger 

12 (2) 

Tools 17 (1) 

Total pressure ratio 

Transportation 

2 (1) 

Turbochargers with 90° gas 

admission casing 

13 (1) 

2011-04-14 - de

2011-04-14 - de 

Turbochargers with axial gas 

admission casing 

13 (1) 

Turbocharger suspension device 7 (2) 

Type plate 1 (3) 

V 


1 (3) 

Venting 4 (7) 

Venting box 4 (9) 

Vibration acceleration 3 (16) 

Vibration limit values 3 (15) 

Vibration speed 3 (16) 

W 

Weights 2 (3) 

2 (4) 

2 (4) 

2 (5) 

2 (5) 

2 (6) 

Wet cleaning of the turbine 

Diagram 6 (3) 

Quantity of washing water 6 (4) 



86224 Augsburg, Germany 

Phone +49 821 322-0 

Fax +49 821 322-3382 

turbochargers@mandieselturbo.com 

www.mandieselturbo.com 

Copyright © MAN Diesel & Turbo · Subject to modification in the interest of technical progress. 

D2366317EN-N1 Printed in Germany GMC-AUG-04110.5

TCA Project Guide - Document - MAN Diesel & Turbo

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