TCA Project Guide

TCA
Project Guide
Exhaust Gas Turbocharger
MAN Diesel & Turbo
Table of contents
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
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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.
MAN Diesel & Turbo
1 TCA Project Guide
TCA Project Guide

2011-04-14 - de
TCA 0 1-01 EN 1 (1)

MAN Diesel & Turbo 1
General
TCA Project Guide

Preface
NOTE Reference value for pressure specifications
All pressures specified in bar in this planning manual are specified
as relative pressures.
Characteristics of the TCA Series Turbochargers

The cost-effective operation of modern engines is inconceivable without tur-
bochargers. Turbochargers from MAN Diesel & Turbo are equally tried and
tested with marine main engines, auxiliary engines and in stationary systems
under the most varied operating conditions. Reliability, easy maintenance
and long inspection intervals have been confirmed throughout decades of
experience.
With the 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 four-
stroke 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 V-
type engines via two turbochargers can be avoided by the comprehensive
application range of the TCA Series and the higher efficiency of the turbo-
chargers. The characteristic diagrams of the TCA Series turbochargers indi-
cate that a safe distance between surge line and operating characteristic line
can be achieved on V-type engines, even with only one turbocharger.
1 2 1 1
3
TCA Project Guide
3
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A B
A TCA on in-line engine 1 Charge air
B TCA on V-type engine 2 Exhaust gases
3 Fresh air
TCA
TCA 1-01 EN 1 (3)

1 MAN Diesel & Turbo
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.
TCA Project Guide
For each TCA turbocharger, both single-connection as well as double-con-

nection gas admission casings are available, enabling optimum results to be
achieved in terms of design and economy.
Exhaust Gas Turbocharging

The turbochargers of the TCA Series are designed for constant-pressure tur-
bocharging.
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
Performance Characteristics
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
Irrespective of the purpose for which the engine is being used, a safe dis-
tance is always required between all possible operating points and the surge
line of the compressor. This is ensured by dimensioning the compressor
accordingly.
TCA Project Guide
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TCA
2 (3) TCA 1-01 EN

TCA Project Guide

Type Plate
The type plate is attached to the delivery socket of the compressor casing.
An additional type plate is located on the silencer or the intake casing.
1 4
2 5
3 6
1 Turbocharger type
2 Speed n Smax – short-time operation (for test operation only)
3 Speed n Cmax – max. permissible speed for continuous operation
4 Works number (serial number)
5 Max. permissible turbine inlet temperature
6 Year of ex-works delivery
Performance Ranges of the TCA Series

The state-of-the-art turbochargers designed and manufactured by MAN Die-
sel & Turbo can be used in a very wide performance range for the charging
of two-stroke and four-stroke diesel- and gas-powered engines.
Com pressor Volum e Flow Vc tot [m 3/ s]

4 5 6 7 8 9 10 15 20 30 40 50 60
6.0
Com pressor Pressure Ratio π c tot
5.5
5.0 TCA 33 TCA 4 4 TCA 55 TCA 66 TCA77 TCA 88
4.5
4.0
3.5 TCA 4 4 TCA 55 TCA 66 TCA77 TCA 88 TCA 88-25

TCA Project Guide
3.0
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fo u r-st ro ke versio n t w o -st ro ke versio n
Figure 2: Turbocharger application range

TCA
TCA 1-01 EN 3 (3)

Overview of Series
TCA Project Guide

Overview of Series
Turbocharger type Power of the charged engine per turbocharger

Two-stroke engine Four-stroke engine
(le ≈ 9 kg/kWh) in kW (le ≈ 6.5 kg/kWh) in kW
TCA33 – 5 300
TCA44 6 200 -
TCA55 8 000 10 400
TCA66 11 600 14 800
TCA77 16 600 20 900
TCA88 27 200 29 800
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
TCA66 up to 4.6 up to 5.4 500 600
TCA77 up to 4.6 up to 5.5 500 600
TCA88 up to 4.6 up to 5.5 500 600
Table 2: Charge air pressure and permissible exhaust gas temperatures
TCA Project Guide
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TCA
TCA 2-01 EN 1 (7)

TCA Project Guide
Dimensions
Detailed dimensions can be read from the dimensioned 2D connection draw-
ings and 3D CAD models.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
e-mail: [email protected]
L
W
A1 T
H
D
L L
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 0215) 443 832 476 996
TCA44 2 194 1 054 1 614 600 945 534 1 000
TCA55 2 167 3)
2 568 1 206 1 9741)
850 1)
1 090 591 1 371
2 2244) 1 8642) 7402)
TCA66 2 5003) 3 029 1 433 2 198 850 1 294 783 1 625
2 5504)
TCA77 2 985 3 581 1 694 2 6691) 1 2001) 1 538 920 1 930
2 4792) 1 0102)
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
TCA Project Guide
3) Axial gas admission casing D = 360 mm

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

5) Height H without gravitation tank
TCA
2 (7) TCA 2-01 EN

TCA Project Guide

Weights of the Subassemblies
TCA for Two-Stroke Engines
NOTE Weights of various individual parts are not indicated in the follow-
ing table, but are taken into consideration in the overall weight of
the turbocharger.
Weights of subassemblies TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25

in kg in kg in kg in kg in kg in kg
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
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TCA
TCA 2-01 EN 3 (7)

TCA for Four-Stroke Engines

TCA Project Guide
NOTE Weights of various individual parts are not indicated in the follow-
ing tables, but are taken into consideration in the overall weight of
the turbocharger.
Weights of subassemblies TCA33 with TCA33 with

silencer and silencer
axial gas admission casing gas admission casing, 30°
in kg in kg
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 TCA55 with air intake casing TCA55 with air intake pipe
in kg in kg in kg
Gas admission casing: 195
axial, Ø300, L48/60B engine
axial, Ø360, L58/64 engine
Gas outlet casing 791
Gas outlet diffuser 142
Nozzle ring 22
Bearing casing 581
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Rotor assembly 122

Insert 129
Diffuser 30
Silencer 372
TCA
Air intake casing 249
4 (7) TCA 2-01 EN

TCA Project Guide

in kg 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
in kg in kg in kg
axial, Ø300, L48/60B engine
axial, Ø360, L58/64 engine
dual-channel
Nozzle ring 35
Bearing casing 940
Rotor assembly 205
Insert 193
Diffuser 51
Silencer 600
Air intake pipe 239
Compressor casing, single socket 820
Compressor casing, double socket 806
Gravitation tank 99
in kg in kg in kg
TCA Project Guide

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axial
Nozzle ring 60
TCA
TCA 2-01 EN 5 (7)

TCA Project Guide
in kg in kg in kg
Rotor assembly 344
Insert 256
Diffuser 82
Silencer 1 116
Air intake pipe 407
Compressor casing, double socket 1 355
Gravitation tank 106
in kg in kg in kg
axial
Nozzle ring 97
Rotor assembly 576
Insert 423
Diffuser 132
Silencer 1 874
Air intake casing 1 034
Air intake pipe 632
Compressor casing, double socket 2 280
Gravitation tank 126
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TCA
6 (7) TCA 2-01 EN

TCA Project Guide

Casing Positions
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)
0 V
0
L
Z
0°
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 0
F A
0
A
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°
TCA Project Guide
285° 330° 345° 270° 285° 300° 315° 330° 345° 285° 300° 315° 330° 345°
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1) Casing positions viewed from the turbine side.

TCA
TCA 2-01 EN 7 (7)

Design
TCA Project Guide

Characteristics of the Subassemblies
1 2 3 4 5 6
10
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
TCA Project Guide
▪ Easy-to-service, low-noise compressor wheel

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▪ Uncooled bearing casing

▪ Easy access to thrust bearing
▪ Integrated sealing air, oil pipe and venting systems
▪ Highly efficient, patented exhaust diffuser
TCA
▪ Long-life nozzle ring
TCA 3-01 EN 1 (18)

▪ High-performance plain bearings

TCA Project Guide
▪ Highly efficient turbine blades

▪ Optimised flow cross section of the compressor casing
Compressor Wheel and Turbine Rotor
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.
Bearings
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
TCA Project Guide
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
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order to ensure quiet running even at high speeds, both radial bearings are
designed as floating bearings.
TCA
2 (18) TCA 3-01 EN

TCA Project Guide

Turbine Rotor and Turbine Blades
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 tur-
bine disk by means of a fir-tree foot connection. FEM calculation and exten-
sive 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.
Nozzle Ring
1 2
1 Fixed nozzle ring 2 Adjustable nozzle ring

Figure 4: Nozzle ring
TCA Project Guide
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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
TCA
by cleaning granulates.
TCA 3-01 EN 3 (18)

TCA Project Guide
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 sec-
tion results in a higher gas admission speed to the turbine rotor. The turbo-
charger speed increases, thereby causing the charge pressure on the com-
pressor side to rise.
The adjustment is carried out by an adjustment device driven by servomo-
tors. The adjustment device for the turbine nozzle ring is fastened to the tur-
bocharger.
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.
Internal Bearings
Internal bearings
Figure 5: TCA bearings
The greater plain-bearing clearances of the rotor shaft compared to turbo-

chargers 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 turbo-
chargers with great success. The resulting experience has been integrated
into a long-life bearing concept.
Silencer with Air Filter

Turbochargers for marine engines are equipped as standard with silencers
that are surrounded by a filter mat.
TCA Project Guide
Silencer characteristics:
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▪ 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
▪
TCA
Integrated compressor washing device
4 (18) TCA 3-01 EN

▪ The newly developed silencer casing reduces sound immission to less

than 105 dB(A).
TCA Project Guide

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 <20%
Quality class (filtration class) EU3
TCA Project Guide
Dust-absorption capacity 520 g/m³

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Pressure loss 200 Pa (20 mm water column)

TCA
TCA 3-01 EN 5 (18)

TCA Project Guide
Bearing 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 compres-
sor 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.
Compressor Casing
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

TCA Project Guide
The position of the casing relative to the bearing casing can be selected in
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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.
TCA
6 (18) TCA 3-01 EN

TCA Project Guide

Air Intake 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 compres-
sor 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 var-
iants.
Gas Admission Casing
Figure 10: Gas admission casing
The gas admission casing is manufactured of cast iron with spheroid graph-
ite, uncooled and well heat-insulated.
The gas admission casing can be turned in steps of 15° relative to the bear-
ing casing (see Chapter [2] - Casing Positions).
TCA Project Guide
The large flow cross section keeps the flow losses at a low level.
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TCA
TCA 3-01 EN 7 (18)

TCA Project Guide
Gas Outlet Casing
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 bear-
ing casing (see Chapter [2] - Casing Positions).
The gas outlet casing is equipped with a high-volume and very efficient gas
outlet diffuser.
Loads on Connections and Flanges

All turbocharger casing flanges, with the exception of the turbine outlet, may
only be subjected to loads generated by the gas forces, 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 addi-
tion 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.
TCA Project Guide
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TCA
8 (18) TCA 3-01 EN

Connection of the Charge Air Pipe
TCA Project Guide

1
Mx
Mz Fy
Fx
Mz
Fz
1 Compensator
Figure 12: Maximum connection loads, compressor casing
Type Fx in N Fy in N Fz in N Mx in Nm My in Nm Mz in Nm
TCA33 3 700 7 600 7 600 5 800 2 900 2 900

TCA44 3 900 8 000 8 000 6 000 3 000 3 000
TCA55 4 200 8 500 8 500 6 500 3 200 3 200
TCA66 4 600 9 200 9 200 7 000 3 500 3 500
TCA77 5 000 10 000 10 000 7 600 3 800 3 800
TCA88 5 400 11 000 11 000 8 300 4 100 4 100
TCA88-25 5 600 11 400 11 400 8 600 4 300 4 300
TCA Project Guide

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d
k
D
Figure 13: Compressor casing connection

TCA
TCA 3-01 EN 9 (18)

Type D in mm d in mm k in mm Bolts
TCA Project Guide
TCA33 - 277 350 8 x M20

TCA44 440 283 395 12 x M16
TCA55 490 336 445 12 x M16
TCA66 540 400 495 16 x M16
TCA77 645 475 600 20 x M20
TCA88 755 564 705 20 x M20
TCA88-25 755 564 705 20 x M20
▪ In the case of compressor casings with multiple connections, the permis-

sible 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)
Mz
Mx
Fy
Mx Mz
Fx
Fz
1
1 Compensator
Figure 14: Maximum connection loads on gas admission casing
Type Fx in N Fy in N Fz in N Mx in Nm My in Nm Mz in Nm
TCA33 4 000 8 200 8 200 6 200 3 100 3 100

TCA44 4 300 8 700 8 700 6 600 3 300 3 300
TCA Project Guide
TCA55 4 700 9 500 9 500 7 200 3 600 3 600

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TCA66 5 100 10 300 10 300 7 800 3 900 3 900

TCA77 5 600 11 400 11 400 8 600 4 300 4 300
TCA88 6 200 12 500 12 500 9 500 4 700 4 700
TCA88-25 6 700 13 600 13 600 10 300 5 100 5 100
TCA
10 (18) TCA 3-01 EN

▪ Forces also apply to 90° gas admission casing
TCA Project Guide

▪ Compensator fastened directly to the turbocharger flange
D
d
Figure 15: Gas admission casing connection
Type D in mm d in mm k in mm Bolts
TCA33 440 321 395 12 x M20
TCA44 490 350 445 12 x M16
TCA55 540 425 495 16 x M16
TCA66 645 500 600 20 x M16
TCA77 755 600 705 20 x M20
TCA88 860 700 810 24 x M20
TCA88-25 860 700 810 24 x M20
▪ Flange dimensions in accordance with DIN 2501

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TCA
TCA 3-01 EN 11 (18)

Connection of the Exhaust Gas Pipe (System Side)

TCA Project Guide
Mz Mx
Mx Mz
Fy
L1
L2
Fx
Figure 16: Maximum connection loads on gas outlet casing
Type Fx in N Fy in N Fz in N Mx in Nm Mz in Nm
TCA33 3 900 7 900 7 900 6 000 3 000

TCA44 4 200 8 500 8 500 6 400 3 200
TCA55 4 500 9 100 9 100 6 900 3 400
TCA66 4 900 9 900 9 900 7 500 3 700
TCA77 5 400 10 900 10 900 8 200 4 100
TCA88 5 900 12 000 12 000 9 100 4 500
TCA88-25 6 300 12 700 12 700 9 600 4 800
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TCA
12 (18) TCA 3-01 EN

TCA Project Guide

1
2
C
B
A
1 Compensator
2 Intermediate flange
Figure 17: Gas outlet casing connection
Type A in mm B in mm C in mm D in mm L1 in mm L2 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

TCA Project Guide
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TCA
TCA 3-01 EN 13 (18)

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

α ±15° ±22.5°
β ±15° ±22.5°
Table 1: Permissible inclination angles during operation of the turbocharger
TCA Project Guide
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TCA
14 (18) TCA 3-01 EN

TCA Project Guide

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 turbo-
charger feet to stress.
The bearing load resulting from the engine excitation is negligible, as the
rotors of MAN Diesel & Turbo turbochargers are seated in plain bearings.
Vibrations excited by the turbocharger itself are generated by forces of imbal-
ance that are transmitted via the bearings into the casings. The relevant fre-
quency is in the high-frequency range.
The vibrations resulting from the circumferential imbalance forces do not
have a detrimental effect on the structure of the turbocharger casings, but
serve as an indicator of the balance condition of the rotor and thus of the
running behaviour.
TCA Project Guide
Imbalances occurring during operation can be caused by irregular dirt

deposits or damaged vanes of the compressor and/or turbine wheel.
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If erratic running of the turbocharger is observed during operation, the condi-

tion can be improved in most cases by cleaning the compressor (see Chap-
ter [6] - Compressor Cleaning) and the turbine (see Chapter [6] - Turbine
Cleaning).
TCA
If the running behaviour is still not satisfactory after repeated cleaning, the
rotor must be inspected and a balance check carried out if required.
TCA 3-01 EN 15 (18)

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

and accelerations for both aforementioned excitation types are listed below:
TCA Project Guide
(A) Frequency range, order of excitation by engine

Type Frequency range Permissible vibration speed Frequency range Permissible vibration accel-
in Hz in mm/s in Hz eration
effective value, cumulative value 1) effective value, cumulative
value 1)
TCA33 7 ≤ f < 100 80 100 ≤ f < 230 2g
TCA44 7 ≤ f < 60 100 60 ≤ f < 190 2g
TCA55 7 ≤ f < 60 100 60 ≤ f < 160 2g
TCA66 7 ≤ f < 60 100 60 ≤ f < 130 2g
TCA77 7 ≤ f < 60 110 60 ≤ f < 110 2g
TCA88 7 ≤ f < 60 110 60 ≤ f < 90 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 Permissible vibration speed in mm/s Frequency range Permissible vibration accel-
in Hz in Hz eration
effective value, cumulative value 1)
effective value, cumulative

value 1)
TCA33 7 ≤ f < 100 16 100 ≤ f < 230 1g
TCA44 7 ≤ f < 60 24 60 ≤ f < 190 1g
TCA55 7 ≤ f < 60 25 60 ≤ f < 160 1g
TCA66 7 ≤ f < 60 28 60 ≤ f < 130 1g
TCA77 7 ≤ f < 50 30 50 ≤ f < 110 1g
TCA88 7 ≤ f < 50 33 50 ≤ f < 90 1g
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
TCA Project Guide
0-peak, single value

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TCA33 230 ≤ f < 1400 0.8g

TCA44 190 ≤ f < 1150 0.8g
TCA55 160 ≤ f < 1100 0.8g
TCA66 130 ≤ f < 900 0.8g
TCA
TCA77 110 ≤ f < 750 0.8g
16 (18) TCA 3-01 EN

Type Frequency range in Hz Permissible vibration acceleration
TCA Project Guide

0-peak, single value
TCA88 90 ≤ f < 650 0.8g
TCA88-25 90 ≤ f < 650 0.8g
Table 4: Turbocharger, irrespective of the compressor intake: measuring point 3
Noise Emission
The noise emissions of the turbochargers vary according to their size and
precise specifications and are dominated in the relevant operating ranges by
the tonal noise components of the compressor. 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 19: Intake sound of TCA33-42 (example)

TCA Project Guide
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TCA
TCA 3-01 EN 17 (18)

TCA Project Guide
Figure 20: Intake sound of TCA88-25 (example)

TCA Project Guide
2011-03-24 - de
TCA
18 (18) TCA 3-01 EN

Systems
TCA Project Guide

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.
3 2
1 Venting (installation on right or left (optional))
2 Lube oil inlet1)
3 Oil drain
Figure 1: Connecting pipes
Type Inner diameter of Inner diameter of Inner diameter of

lube oil inlet pipe oil drain pipe venting pipe
in mm 1) in mm 1) in mm 1)
TCA33 18 46 64
TCA Project Guide
TCA44 29 55 55
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TCA55 33 69 61
TCA66 38 80 71
TCA77 44 92 82
TCA88 51 107 95
TCA
1) Minimum dimension
TCA 4-01 EN 1 (9)

TCA Project Guide
Lube Oil System

16
12 16 16 12
15
13 14 7 7
12
6 6
9
PI PI
PSL 4 4 PSL
5 5
3 3
7 10 10
8
6 11
5 4
3 2
10 1
A 2 B
1 11
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
NOTE The lube oil drain (10) must therefore be installed with an inclination,
which is calculated as follows:
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.
TCA Project Guide
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
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monitored downstream of the non-return valve by means of a pressure con-

troller 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
TCA
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
2 (9) TCA 4-01 EN

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
TCA Project Guide

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 laby-
rinth seals fitted on the rotor shaft. The radial labyrinth clearance is dimen-
sioned 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-lubri-
cation. 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.
Lube Oil Flow Rate

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 Flow rate at 1.3 bar Energy consumed
in m³/h in m³/h in kW
TCA33 4.5 3.9 34
TCA44 5.5 4.3 40
TCA55 6.6 5.7 47
TCA66 9.2 8.0 62
TCA Project Guide
TCA77 13.0 11.3 81

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TCA88 18.4 16.0 103

TCA88-25 18.4 16.0 103
TCA
TCA 4-01 EN 3 (9)

TCA Project Guide
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 tem-
perature.
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 <0.8 bar the engine is to be shut down immediately.
On start-up and during heating up of the engine, when the lube oil tempera-
ture is relatively low, a lube oil pressure of up to 4.0 bar is admissible for a
short period of time.
For differences in height between the pressure measuring point and the cen-
tre of the turbocharger, a value of 0.1 bar per metre must be taken into con-
sideration.
Example:
If the pressure gauge or the pressure controller is located three metres lower,
the pressure gauge must indicate a pressure 0.3 bar higher or the setting of
the pressure controller must be 0.3 bar higher than the specified operating
pressure. The required lube oil pressure is set by means of a throttle device
in the feed pipe.
The required lube oil quantity depends on the viscosity of the oil and may
vary in accordance with the temperature.
Oil Pressures (reference point is the turbocharger centreline)

Measuring point Limit value
Lube oil pressure during operation (lube 1.2 – 2.2 (6.0)1)
oil inlet temperature 40 – 70 °C) in bar for
SAE 40
Max. lube oil inlet pressure in cold condi- <4
tion in bar
Pre-lubrication (10 – 30 min) in bar 0.2 – 2.2 (6.0)1)
Post-lubrication (10 – 30 min) in bar 0.2 – 0.6
1) Over 2.2 bar with orifice adapted to the engine pressure. Pressure measurement
downstream of orifice for alarm, slow down, shut down (see Chapter [4] - Quality
TCA Project Guide
Assessment of the Lube Oil).

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Oil pressure setting for alarm

Alarm in bar 1.0 – 1.2
Direct load reduction of the engine 0.8 – 1.0
(slow down) in bar
TCA
Engine shut down in bar < 0.8
4 (9) TCA 4-01 EN

TCA Project Guide

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 meas-
urement 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 emer-
gency situation, the engine initially continues to run at full power following fail-
ure of the main lube oil supply (see Figure Emergency lubrication diagram).
NOTE For differences in height between the pressure measuring point
and the centre of the turbocharger, a value of 0.1 bar per metre
must be taken into consideration.
If the main lube oil pump is not driven by the crankshaft of the engine, the
engine must be shut down no more than 10 seconds after a power failure.
These 10 seconds must be bridged using a separate lube oil tank or an
emergency pump (powered by battery or compressed air). The optional grav-
itation 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 turbo-
charger speed has fallen to 20% of the maximum permissible speed indica-
ted on the type plate. Please note that the axial bearing of the turbocharger
acts like a pump. For this reason, the turbocharger must be supplied with
TCA Project Guide
sufficient lube oil. After this time, the lube oil pressure may fall below this
value. The remaining oil in the bearing casing is sufficient to protect the bear-
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ings against damage or increased wear until the rotor has come to a stand-
still.
TCA
TCA 4-01 EN 5 (9)

shut down
TCA Project Guide
blackout
engine
Lube oil pressure at the middle of the
100% turbocharger shall not drop below
turbocharger speed this line at any time.
nominal
lube oil pressure
min. post-lubrication
pressure
0,05 bar
20%
turbocharger speed
max. max.
10 sec. 20 min 30 min
Figure 3: Emergency lubrication diagram
Post-Lubrication
After shut-down:
Following cooling, the lube oil pressure must reach the post-lubrication value.
Following interruption of the lube oil supply to the turbocharger, the plain
bearing on the turbine side and the turbine shaft are heated up by the hot
turbine parts. As a result of this, and depending on the oil quality and the
exhaust gas temperature before the interruption, a thin varnish-like coating
forms on the turbine shaft and on the plain bearing. This layer disappears
after approximately 100 operating hours. If, however, there are repeated
power failures within a relatively short time, the layer gets thicker and can
result in increased wear or failure of the plain bearing on the turbine side.
This can be avoided if post-lubrication starts no more than 20 minutes after
the turbocharger has come to a standstill. The later post-lubrication is star-
ted, the longer it should be continued. Two examples:
1. Post-lubrication starts immediately after the turbocharger has come to a
standstill → 10 minutes suffice.
2. Post-lubrication starts 20 minutes after the turbocharger has come to a
standstill → 30 minutes suffice.
These requirements can be met by installing a suitable post-lubrication sys-
tem in the engine room. The optional gravitation tank can only meet this
requirement in the case of an emergency stop.
TCA Project Guide
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TCA
6 (9) TCA 4-01 EN

TCA Project Guide

Quality Assessment of the Lube Oil
Lube Oil Filtration

Additional lube oil filters are not required; the filtration customarily employed
these days for heavy fuel oil operation is sufficient as long as the size of parti-
cles passing through the filters is ≤ 0.05 mm. A further precondition is that
the engine lube oil is constantly treated by means of separation and that the
water content and solid residues larger than 0.02 mm are not allowed to
build up.
Prior to initial operation of the engine or after major servicing work, the pipes
between the engine filter and the turbocharger are to be pickled, cleaned
and flushed thoroughly. Clean oil increases the service life of the plain bear-
ings.
Taking an Oil Sample

The preconditions for obtaining a representative oil sample are as follows:
▪ Take oil sample only while the engine is running.
▪ Take oil sample upstream of the turbocharger and always at the same
location.
▪ Fill sample bottle only to 90%.
▪ Provide a special sample removal cock.
Evaluation of the Lube Oil Condition

In the case of turbochargers that are lubricated via the engine lube oil circuit,
the assessment criteria of the engine manufacturer are applicable for evalua-
tion of the lube oil condition.
The lube oil condition must be checked regularly in the case of turbochargers
with their own lube oil system. For routine inspections of the lube oil condi-
tion, the parameters in the table below are sufficient.
The limit values indicated are empirical field values and are based on the
requirements placed on the lube oil by the engine. In order to ensure a long
service life of the bearings, these limit values must not be exceeded.
A binding statement on the further usability of the oil can only be derived
from a full analysis where the values are to be determined according to
standardised testing methods.
Oil parameters for routine inspections Limit value
Viscosity ± one viscosity class
Water content in % by weight < 0.2 (briefly up to 0.5)
Total contamination in % by weight ≤ 2.0
TCA Project Guide
Oil Change
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An oil change is required when the chemical/physical characteristics of the oil

have changed to such an extent that the lubricating, cleaning and neutralis-
ing properties are no longer adequate. The limit values specified in the table
and a drop test can serve only as a guideline.
TCA
TCA 4-01 EN 7 (9)

TCA Project Guide
Sealing Air System
Sealing Air Diagram
8
7
12
1 2, 3 6
4
5 T
C
10 9
11
1 Compressor casing 8 Pipe bend (if provided)

2 Ring duct on the compressor 9 Bearing bush
side
3 Orifice 10 Locating bearing
4 Sealing air pipe 11 Bearing casing
5 Ring duct on the turbine side 12 Gas outlet casing
6 Compensation line (if provided)
7 Non-return valve C Compressor wheel
(if provided) T Turbine wheel
Figure 4: Sealing air diagram
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
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 com-
pressor 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
TCA Project Guide
and the turbine labyrinth.

▪ A small amount of the sealing air flows back into the bearing casing, thus
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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.
TCA
The sealing air pressure is factory set by means of the orifice and does not
need to be checked or readjusted by the user.
8 (9) TCA 4-01 EN

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
TCA Project Guide

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.
Bearing Casing Venting

Due to design measures, the turbocharger does not require a separate vent-
ing 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.
TCA Project Guide

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TCA
TCA 4-01 EN 9 (9)

MAN Diesel & Turbo 5.1
Quality Requirements on Fuels
TCA Project Guide

MDO Fuel (Marine Diesel Oil)
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 ℃ kg/m 3
ISO 3675 900
Kinematic viscosity at 40 ℃ mm2/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/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
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
TCA Project Guide
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MGO Fuel (Marine Gas Oil)
Specification
The suitability of fuel depends on whether it has the properties defined in this
TCA
specification (based on its composition in the as-delivered state).
TCA 5.1-01 EN 1 (7)

5.1 MAN Diesel & Turbo
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
TCA Project Guide
properties correspond to the test procedures stated.

Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity at 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -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/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
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 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
TCA Project Guide
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
2011-03-25 - de
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.
TCA
2 (7) TCA 5.1-01 EN

Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
TCA Project Guide

that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications 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 infor-
mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003 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 den-
sity of 1,010 kg/m3 may only be used if up-to-date separators are installed.
Important Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompati-
bility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
TCA Project Guide
Leak oil collector 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.
2011-03-25 - de
Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
TCA
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
TCA 5.1-01 EN 3 (7)

Flash point °C min. 60 Flash point

TCA Project Guide
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
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 mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil mg/kg The fuel must be free of lubri-
(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue Combustion properties
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium<100
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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TCA
4 (7) TCA 5.1-01 EN

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TCA Project Guide
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TCA
Figure 1: ISO 8217-2010 specification for heavy fuel oil
TCA 5.1-01 EN 5 (7)

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TCA Project Guide
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TCA
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6 (7) TCA 5.1-01 EN

TCA Project Guide

Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to date. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with biofuels, a lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m3 DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660
Filterability < 10 °C below the lowest temper- EN 116
TCA Project Guide
ature in the fuel system

Table 4: Non-transesterified bio-fuel - specifications
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DANGER Incorrect handling of operating media can endanger health, safety

and the environment. The corresponding safety instructions provi-
ded by the suppliers must be observed.
TCA
TCA 5.1-01 EN 7 (7)

Quality Requirements on Lube Oil and Additives
TCA Project Guide

Lube Oil Specification for Operation with MGO/MDO and Biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lube oils (HD oils) have proven their worth for lubrication of the run-
ning gear, cylinders and turbocharger, and for cooling the pistons. Doped
lube oils contain additives that perform a number of different functions,
including ensuring their dirt suspending power, cleaning of the engine and
neutralisation of acidic combustion products.
Only lube oils approved by MAN Diesel & Turbo may be used.
Specifications
Base oil To ensure reliable operation of the turbocharger, the dynamic oil viscosity
limits with a range of 0.03 Pa s – 0.13 Pa s defined by MAN Diesel & Turbo
must be adhered to. For oil of viscosity class SAE 40, these limit values cor-
respond to lube oil inlet temperatures of 40 °C and 70 °C. The same
dynamic oil viscosity limit values also apply to oils of other viscosity classes.
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Figure 1: Dynamic viscosity SAE 30 and SAE 40

TCA
TCA 5.2-01 EN 1 (5)

The base oil (doped lube oil = base oil + additives) must have a narrow distil-
lation range and be refined using state-of-the-art methods. If paraffins are
TCA Project Guide
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 - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0,2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel & Precipitation of resins or
Turbo test asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Doped lube oils (HD oils) The base oil to which additives have been added (doped lube oil) must have
the following properties:
Additives The additives must be dissolved in the oil and their composition must be
such that they leave as little ash as possible on combustion.
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the exhaust
valves and at the turbocharger inlet casing. Hard additive ash promotes pit-
ting of the valve seats and causes the valves to burn out, it also increases
mechanical wear of the cylinder liners.
Additives must not increase the rate at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersibility The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
TCA Project Guide
the additive must be harmonised with the process in the combustion cham-
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ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
TCA
2 (5) TCA 5.2-01 EN

TCA Project Guide

Lube Oil Specification for Heavy Fuel Oil (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Lube oils of medium alkalinity have proven their worth for lubrication of mov-
ing parts, lubrication of the cylinders and turbochargers, and for cooling the
pistons. Lube oils of medium alkalinity contain additives that perform a num-
ber of different functions, including ensuring higher neutralisation reserves
than with doped engine oils (HD oils).
There are no international specifications for lube oils of medium alkalinity. It is
thus necessary to conduct test operation over a sufficiently long period in
accordance with the manufacturer’s instructions.
Only lube oils authorised by MAN Diesel & Turbo may be used.
Specifications
Base oil To ensure reliable operation of the turbocharger, the dynamic oil viscosity
limits with a range of 0.03 Pa s – 0.13 Pa s defined by MAN Diesel & Turbo
must be adhered to. For oil of viscosity class SAE 40, these limit values cor-
respond to lube oil inlet temperatures of 40 °C and 70 °C. The same
dynamic oil viscosity limit values also apply to oils of other viscosity classes.
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TCA
Figure 2: Dynamic viscosity SAE 30 and SAE 40
TCA 5.2-01 EN 3 (5)

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

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

Quality Requirements on Intake Air
TCA Project Guide

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 Concentration in mg/Nm3 1)
Dust (sand, cement, CaO, Al2O3 etc.) 5
Chlorine 1.5
Sulphur dioxide (SO2) 1.25
Hydrogen sulphide (H2S) 15
1) Standard cubic metres in Nm³
When designing the intake air system, it must be ensured that the total pres-
sure loss (filter, silencer, piping) does not exceed 20 mbar.
Exception:
A loss of pressure in excess of 20 mbar has been taken into consideration in
the design (e.g. admixture of gas in the case of gas-powered engines).
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TCA
TCA 5.3-01 EN 1 (1)

Additional Equipment
TCA Project Guide

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.
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TCA
TCA 6-01 EN 1 (7)

TCA Project Guide
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 sys-
tem.
▪ The compressor cleaning device is connected to the silencer/air intake
casing or the corresponding connection coupling.
2
1
B
A
4
5 3
1 Connection coupling 4 Pressure sprayer

2 Handle 5 Turbocharger (compressor)
3 Plate with cleaning instructions A Relief valve
B Hand valve
Figure 1: Diagram “Wet cleaning of the compressor”
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TCA
2 (7) TCA 6-01 EN

TCA Project Guide

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 vibra-
tion 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

9
10 E 1
2
3
6
5
4
7
B
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
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6 Turbine rotor sealing air connection*

7 Water discharge * Scope of supply of turbocharger
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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).
TCA
One significant advantage of wet cleaning over dry cleaning is:
TCA 6-01 EN 3 (7)

▪ Better cleaning effect and thus longer cleaning intervals.

TCA Project Guide
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 cas-
ing 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
TCA55 1 2
TCA66 1 4
TCA77 1 4
TCA88 - 6
TCA88-25 1 -
Quantity of washing water for turbine cleaning

The max. permissible cleaning conditions, u2 = 300 m/s, TvT = 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
TCA55 20
TCA66 32
TCA77 43
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TCA88 56
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TCA88-25 56
u2 = peripheral speed of the turbine wheel
TvT = exhaust gas temperature upstream of turbine
P water max. = water pressure
TCA
4 (7) TCA 6-01 EN

Dry Cleaning of the Turbine
TCA Project Guide

11 2
3 A
8
B
9 1
4
5
7
6 12
10
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 manu-
facturer
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 tur-
bine, 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 clean-
ing procedure. This must be taken into consideration particularly in the case
of passenger ships.
The granulate container is fitted with an opening for filling, a compressed air
TCA Project Guide
supply pipe and a pipe leading to the gas admission casing. The com-
pressed air supply pipe and the pipe to the gas admission casing are both
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fitted with stop cocks. The granulate container is filled with cleaning granulate
and then shut tightly.
Type Granulate quantity in l 1)
TCA33 -
TCA
TCA44 0.5
TCA 6-01 EN 5 (7)

Type Granulate quantity in l 1)

TCA Project Guide
TCA55 1.0
TCA66 1.5
TCA77 2.0
TCA88 2.5
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 par-
ticles 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%.
Connection Sizes for Pipes and Lines

TCA33 TCA44 TCA55 TCA66 TCA77 TCA88 TCA88-25
Compressed air connec- Ø 12 x 1.5 mm G 1/2"
tion for dry cleaning of
the turbine
Water supply for wet G 3/4" G 1" G 1 1/2"
cleaning of the turbine
Drain connection for wet 50 mm 65 mm 65 mm 80 mm 100 mm 125 mm 125 mm
cleaning of turbine (inner
TCA Project Guide
diameter of pipe)
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TCA
6 (7) TCA 6-01 EN

TCA Project Guide

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:
Jet Assist air pressure 4 bar
Four-stroke engine Two-stroke engine
Type Cross section of Orifice in mm Cross section of Orifice in mm
connection pipe connection pipe
in mm in mm
TCA33 37 10.5 39 11.1
TCA Project Guide
TCA44 44 12.5 46 13.2

TCA55 51 14.5 54 15.3
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TCA66 61 17.5 64 18.5

TCA77 67 19.0 70 20.0
TCA88 81 23.0 84 24.0
TCA
TCA 6-01 EN 7 (7)

Engine Room Planning
TCA Project Guide

Disassembly Dimensions for Subassemblies
Hoisting rails with a traversable crane trolley in axial direction above the tur-
bocharger must be provided. Lifting tackle with the appropriate minimum
load-bearing capacity is inserted into the hoisting rails for lifting of the com-
ponents so that the prescribed maintenance work can be carried out.
Disassembly dimension A for the radial silencer and disassembly dimension
B for the turbine rotor, as shown in the graphic, are required for disconnec-
tion 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 between-
deck should not be less than 100 mm. We recommend planning an
additional 300 to 400 mm as working space.
Type Amin in mm Bmin in mm
TCA33 1 300 1 000

TCA44 1 550 1 150
TCA55 1 800 1 300
TCA66 2 050 1 550
TCA77 2 300 1 800
TCA88 2 700 2 150
TCA88-25 2 700 2 150
NOTE On the compressor and turbine side above the gas outlet casing,
TCA Project Guide
sufficient space must be provided between the hoisting rails for the
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exhaust gas system (the maximum possible dimensions D must not

be exceeded)!
TCA
TCA 7-01 EN 1 (6)

C1 C2
TCA Project Guide
D D
Figure 2: Dimensions of hoisting rails
Dimensions C1 and C2 for the two hoisting rails, as well as their minimum
load-bearing capacity (Fc1 and Fc2), are indicated in the following table:
Type Dmax in mm C1min in mm Fc1 in kg C2min in mm Fc2 in kg Hmin 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
TCA66 260 2 050 1 200 1 550 550 1 600
TCA77 370 2 300 2 000 1 800 900 1 800
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 Subas-

semblies.
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 carry-
ing or containing flammable liquids (lube oil, fuel, hydraulic oil, etc.) above the
turbocharger, and in particular above the turbocharger silencer, is to be avoi-
ded.
If this is not possible for design reasons, the pipes and/or containers must be
designed in such a way that there is no risk of danger due to loss of stability,
bearings coming loose or flammable liquids escaping.
TCA Project Guide
The gas outlet casing can be installed in various positions (see also table in
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Chapter [2] - Casing Positions):

TCA
2 (6) TCA 7-01 EN

TCA Project Guide

b
Figure 3: Casing position, gas outlet casing
For these cases, ensure sufficient clearance (b) between the flange/exhaust
gas system and the engine room walls!
NOTE If required, please contact MAN Diesel & Turbo in Augsburg to
enquire about the flange clearances relative to the angular position.
Exhaust Gas System

Exhaust gas resistance has a very large influence on the fuel consumption
and thermal load of the engine.
The pipe diameter depends on:
▪ the engine power
▪ the volume of exhaust gas
▪ the length and routing of the pipe
Sharp bends result in very high resistance and are therefore to be avoided.
Where this is not possible, use pipe bends with blade grids.
The total resistance of the exhaust gas system must not exceed 30 mbar.
For this reason, the exhaust gas pipe is to be designed as short as possible.
The exhaust gas velocity in the pipe must not exceed 40 m/s.
Exhaust Gas System – Installation

The following points must be observed when installing the exhaust gas sys-
tem:
TCA Project Guide
▪ The exhaust pipes of multiple engines must not be routed together.

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▪ 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
TCA
of the exhaust pipe away from the turbocharger. In order to minimise
TCA 7-01 EN 3 (6)

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

should be fastened or supported elastically by means of damping ele-
TCA Project Guide
ments.
▪ Permanently opened drainage outlets are to be provided in the exhaust
pipes for condensate flowing backwards and any water leaking from the
boiler.
6
5
4
1 Exhaust silencer 4 Compensator

2 Floating support 5 Water drainage
3 Fixed-point support 6 Exhaust-gas boiler
Figure 4: Example of exhaust routing
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TCA
4 (6) TCA 7-01 EN

TCA Project Guide

Installation of Flexible Pipes
5
4
6
3
2
7
8
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 charger
Figure 5: Installation of elastic hose lines
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
TCA Project Guide
and shutting down the engine.

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We therefore recommend installing hoses in the axial or vertical direction rel-

ative to the engine, not in the transverse direction, to improve movement
absorption.
Hoses supplied loose with a diameter of DN 32 or greater are provided with
flange connections. Smaller-diameter hoses have screw connections. Every
TCA
hose is supplied together with two counter flanges or, if smaller than DN 32,
with two welded connections.
TCA 7-01 EN 5 (6)

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

nection on the engine and the hose in accordance with the planned routing
TCA Project Guide
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 instal-
led twisted. For this reason, the loose flanges on the hoses are designed to
rotate.
In the case of screw connections, the hexagon on the hose is to be counter-
held with a wrench when tightening the nut.
NOTE The manufacturer’s assembly instructions must be observed!
Turbocharger Connection Dimensions

Dimensioned 2D connection drawings and 3D CAD models can be provided
on request.
If required, please contact MAN Diesel & Turbo in Augsburg directly.
TCA Project Guide
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TCA
6 (6) TCA 7-01 EN

Emergency Operation in the Event of Turbocharger Failure
TCA Project Guide

Emergency Measure
Turbochargers are highly stressed turbo-machines. As with engines, mal-
functions 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 availa-
ble:
▪ 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 dam-
age 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 turbo-
charger). 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

TCA Project Guide
Emergency measure Qualified mechanic Assistant

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Time required in h Time required in h

Arresting device 0.6 0.6
Closing device 3.5 3.5
(operation without rotor)
TCA
Table 1: Mounting the emergency operation devices
TCA 8-01 EN 1 (4)

8
TCA Project Guide TCA Project Guide
2 (4)
TCA
TCA 8-01 EN
MAN Diesel & Turbo
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Achievable Performance
TCA Project Guide

The following criteria limit the achievable engine load during emergency oper-
ation:
▪ Maximum exhaust gas temperature downstream of the cylinders
▪ Maximum exhaust gas temperature upstream of the turbocharger
The max. achievable performance/speeds are indicated below:
Type In-line engine in % V-type engine in %

Engine operation with 15 15
variable speed
Engine operation with 20 20
constant speed
Table 2: Emergency operation: example – MAN Diesel & Turbo four-stroke engine
TCA Project Guide

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TCA
TCA 8-01 EN 3 (4)

TCA Project Guide
TCA Project Guide
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TCA
Figure 1: Emergency operation: example – MAN B&W two-stroke engine
4 (4) TCA 8-01 EN

Calculations
TCA Project Guide

Design Calculations
A design calculation in accordance with the experience of MAN Die-
sel & Turbo on the basis of ISO conditions (298 K/1000 mbar) enables relia-
ble engine operation with inlet air temperatures between 278 K and 318 K.
For operation in an Arctic climate (< 278 K), a blow-off valve must be provi-
ded downstream of the compressor in order to exclude the possibility of
increased charge pressures and the risk of surging.
For operation in a tropical climate, a design calculation on the basis of ISO
conditions is sufficient insofar as the resulting higher gas temperatures can
be accepted.
The maximum speed of the rotor specified on the type plate of the turbo-
charger is a constant value, irrespective of the ambient temperature.
NOTE At a given rotor speed, the pressure ratio of the compressor
increases with decreasing inlet air temperature and decreases
with increasing temperature.
Turbocharger Efficiency
The efficiency is an important criterion for the evaluation of a turbocharger.
The following formula shows how the efficiency of the turbocharger can be
calculated. The specific thermal values “cp” and the isentropic exponents “ҡ”
are temperature-dependent. The isentropic exponent for the exhaust gas
“ҡG” is also influenced by the gas composition.
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TCA
TCA 9-01 EN 1 (3)

Definition of Efficiency
TCA Project Guide
MAN Diesel & Turbo turbochargers are used by various engine manufactur-
ers within and outside the MAN Diesel & Turbo Group. Various traditional
definitions of the efficiency of turbochargers are used.
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 tur-
bine 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 pres-
sure can be used in the engine, and not the dynamic component, the com-
pressor outlet pressure is used instead of the total value. As a result, the
ambient pressure at the silencer is applied for p1 and the static pressure
downstream of the compressor is applied for p2.
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 perform-
ance 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 p2, while the ambient pressure reduced by the filter losses
is used for p1. p3 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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TCA
2 (3) TCA 9-01 EN

Definitions of turbocharger efficiency
TCA Project Guide

Total (tot-tot) Total-static (tot-stat) Total-static (tot-stat)
Four-stroke engines Two-stroke engines
Pressure: p1 Ambient pressure / total air Ambient pressure / total air Ambient pressure minus filter
inlet pressure inlet pressure losses
Pressure: p2 Total downstream of com- Static downstream of com- Air pressure of scavenge air
pressor pressor pipe plus cooler pressure drop
Pressure: p3 Total turbine inlet pressure Total turbine inlet pressure Pressure in the exhaust mani-
fold
Pressure: p4 Static downstream of turbine Static downstream of turbine Static downstream of turbine
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TCA
TCA 9-01 EN 3 (3)

Speed Measuring, Adjustment, Checking
TCA Project Guide

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 compressor-
side end of the rotor and delivers speed pulses. The alternating pulses are
TCA Project Guide
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
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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 connec-
ted to both types of speed measuring device.
TCA
MAN Diesel & Turbo provides the measuring device and transmission system
for the measured values on request.
TCA 10-01 EN 1 (7)

TCA Project Guide
Description of Components
Speed Transmitter 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 trans-
mitter is not less than the radial compressor gap.
Y
0...0.2 mm
Figure 2: Connection of the speed transmitter
Read-Out Units 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 Die-
sel & 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
TCA Project Guide
one another, the complete sensing and indication systems should be sup-
plied by MAN Diesel & Turbo.
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Analogue speed indicator/sensor:

Both speed measuring devices have a power output (4-20 mA) for connec-
tion of an additional analogue speed measuring device and/or a measured
value transmitter.
TCA
2 (7) TCA 10-01 EN

Functional Principle 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 high-
TCA Project Guide

frequency 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 ampli-
fied signal is additionally processed by the digital speed indicator or fre-
quency-current converter which are specially adapted to the transmitter and
themselves supply the transmitter with the required transmitter voltage.
Measurement of the Air Volume
Measurement by Means of a Volute Casing

Measurement of the air volume is carried out by means of calibration of a vol-
ute compressor casing.
tSp
255°
hsp ∆ hsp
1 2 3
1 Silencer 3 Δhsp in mm H2O

2 Section A-A hsp in mm Hg
TCA Project Guide
Spiral pressure hsp, outlet temperature tsp and Δhsp

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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,
TCA
TCA 10-01 EN 3 (7)

correction factors are used. In order to ensure reliable measurement, all

measuring hoses, extensions, threads, etc. must be absolutely airtight (check
TCA Project Guide
by spraying on a soap solution).
Measurement by Means of Turbine Characteristics

Turbine Characteristic TCA66-21172
for 6S50MC-C8.1; 9960 KW / 127 rpm
SPEC: TCA66-21ATP015AND0309
540
530 V tot vT
[m 3/ (s√ K)]
520 √ T tot vT
510
500
490
480
470
460
450
440
430
420
410
400
390
380
370
360
350
340
330
320
310
300
¢‡T
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 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.
Matching
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 operat-
ing conditions of the engine.
TCA Project Guide
▪ A sufficient surge-limit distance is ensured across the entire operating

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range.
For this reason, it is customary for different nozzle ring and diffuser variants
(matching components) to be provided for matching purposes.
Matching Steps
TCA
▪ Test run of the engine with the turbocharger “as delivered”.
4 (7) TCA 10-01 EN

▪ 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
TCA Project Guide

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.
Checking Surge Stability

“Surging” describes the unstable operation of a compressor when the air
flow of an engine operating point becomes too low for the pressure ratio of
the compressor.
This state occurs when the counter-pressure increases too greatly in com-
parison 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 con-
tinuous 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 occur-
rence 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 dis-
tance.
Two-stroke engines:
▪ Run the engine at 100% load.
▪ Reduce the load abruptly to 50%. If no surging occurs, the stability
above 50% load is good.
▪ Run the engine at partial load (approx. 50%) so that the auxiliary fans no
longer run. Pull the fuel pump of one cylinder suddenly to zero, and
repeat this measure with other cylinders. The stability is sufficient if surg-
TCA Project Guide
ing occurs in no more than one case.

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TCA
TCA 10-01 EN 5 (7)

TCA Project Guide
Characteristic Diagram Plots
The compressor characteristic diagram and turbine characteristic are drafted

by MAN Diesel & Turbo as documents for the matching of every newly-speci-
fied turbocharger.
Compressor 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
TCA Project Guide
provide information about the operational performance of the compressor.

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

Internal Recirculation (IRC)
TCA Project Guide

The compressor characteristic diagram width that can be used for an engine
operating characteristic is increased by the following effects:
▪ Increasing the surge-limit distance in the case of a low or medium pres-
sure ratio
▪ Increasing the choke line in the case of a high pressure ratio
In other words, in the case of a low or medium pressure ratio, the minimum
flow rate required for stable compressor operation is reduced by an addi-
tional neutral airflow component. This occurs by recirculating the airflow
around the admission area of the compressor wheel blades (see diagram
below). In the opposite direction of flow, however, in the case of a high pres-
sure ratio, the maximum flow rate is increased by means of an additional air-
flow component that bypasses the admission area.
recirculation bypass
Figure 5: Internal recirculation
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TCA
TCA 10-01 EN 7 (7)

Quality Assurance
TCA Project Guide

Certification
An integrated quality and environmental management system is established
at MAN Diesel & Turbo which has been certified according to ISO 9001 since
1991 and to ISO 14001 since 2001. This affords our customers the confi-
dence that MAN Diesel & Turbo turbochargers meet customer expectations
to complete satisfaction, from development to production and shipment.
Quality System Certificate
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TCA
TCA 11-01 EN 1 (4)

Environmental System Certificate

TCA Project Guide
TCA Project Guide
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TCA
2 (4) TCA 11-01 EN

TCA Project Guide

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 devel-
opment and production:
▪ DIN EN 292-1 – Safety of machinery – Basic concepts, general principles
for design. Part 1: Basic terminology, methodology
▪ DIN EN 292-2 – Safety of machinery – Basic concepts, general principles
for design. Part 2: Technical principles and specification
▪ DIN EN 1050 – Safety of machinery – Principles for risk assessment
▪ DIN EN 62079 – Preparation of instructions – Structuring, content and
presentation
▪ DIN 7168 – General tolerances for linear and angular dimensions and
geometrical tolerances (not to be used for new designs)
▪ DIN 6784 – Edges of workpieces
▪ DIN EN ISO 1302 – Geometrical Product Specifications (GPS) – Indica-
tion of surface texture in technical product documentation
▪ Q11.09004-8500 – Turbocharger quality guidelines (directory of applied
MAN Diesel & Turbo works norms for turbochargers).
Acceptance by International Classification Societies

▪ Each turbocharger type receives type acceptance. This includes a draw-
ing check, an examination of the regulation conformity, the type test run
on the burner rig with maximum speed and exhaust temperature.
▪ In addition to this, each individual turbocharger can be ordered and deliv-
ered with acceptance and IMO Certificate on request.
▪ The turbochargers are certified by the following international classification
societies: ABS (American Bureau of Shipping), BV (Bureau Veritas), DNV
(Det norske Veritas Classification A.S.), GL (Germanischer LIoyd), LR
(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.
TCA Project Guide
▪ Bore dimensions and outer wheel dimensions are checked to ensure that
all dimensions are still within tolerance.
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▪ 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.
TCA
TCA 11-01 EN 3 (4)

Turbine Rotor
TCA Project Guide
▪ 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 tur-
bochargers produced with identical materials and manufacturing processes.
The specified service life values are guideline values for operation under nor-
mal conditions. They may be considerably reduced, e.g. as a result of insuffi-
cient maintenance, frequent “blackouts” or use of low-quality fuel and lube
oil.
Operating hours
Plain bearing Up to 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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TCA
4 (4) TCA 11-01 EN

Maintenance and Inspection
TCA Project Guide

Maintenance Work
When performing maintenance and inspection work, it is usually sufficient to
remove only subassemblies of the turbocharger. For major overhauls only, it
may be necessary to remove the complete turbocharger.
If major components are repaired or if a major overhaul is carried out, logging
the state of the individual subassemblies is recommended.
Components with traces of wear or damage that impair especially the
strength and smooth running of rotating parts must be replaced with original
spare parts or repaired by an authorised repair facility or the manufacturer.
For shipping, pack and protect components against corrosion so that they
remain undamaged during transportation.
Turbocharger on Four-Stroke Engine

Inspection (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 fit1) ●
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 (if provided)
2)
● 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 compres- ●
sor wheel3)
Check thrust bearing, counter-thrust bearing and bear- ●
ing disk
Major overhaul
12,000 – 18,000 operating hours: check all components ●
and inspect gaps and clearances during assembly
TCA Project Guide
1) Inspection of new or overhauled bolts and piping connections required after 250 operating hours
2) Or more often if required
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3) Visual inspection and cleaning if required

TCA
TCA 12-01 EN 1 (4)

TCA Project Guide
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 fit1) ●
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 compres- ●
sor wheel3)
Check thrust bearing, counter-thrust bearing and bear- ●
ing 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 -
TCA Project Guide
Air filter 0.3 -

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Removing and Refitting the Turbocharger

The assembly time for removing and refitting the turbocharger includes con-
nection of the charge air and exhaust pipes, the lube oil system, the speed
TCA
transmitter, external sealing air system (if present), Jet Assist (if present) and
the cleaning systems provided:
2 (4) TCA 12-01 EN

TCA Project Guide

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 compo-
nents 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 post- 1.5 1.5
lubrication system
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 -
TCA Project Guide
Gas admission casing 2.0 2.0

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Turbine nozzle ring 0.5 0.5

Rotor 1.0 1.0
Shroud ring 1.0 -
Connection cover 0.5 -
TCA
Bearing bushes 1.0 -
TCA 12-01 EN 3 (4)

Removing and refitting 1 qualified mechanic 1 assistant

TCA Project Guide

Checking gaps and clearances approx. 1.0 -
Total hours: 20
Worldwide Service Addresses

Internet MAN Diesel & Turbo service addresses and authorised service partners
(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Net-
work:
www.mandieselturbo.com/primeserv
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TCA
4 (4) TCA 12-01 EN

Transportation
TCA Project Guide

Fastening Points
The figures illustrate various fastening points for transportation of the com-
plete 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
1 Turbocharger with axial gas admission casing
2 Turbocharger with 90° gas admission casing
Figure 1: Transportation of turbochargers
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 individ-
ual subassemblies only and cannot carry the weight of the complete turbo-
charger!
NOTE Weights of turbochargers, see Chapter [2] - Weights of the Subas-
semblies.
TCA Project Guide
2011-03-24 - de
TCA
TCA 13-01 EN 1 (1)

Preservation and Packaging
TCA Project Guide

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

Increased corrosion prevention is achieved (e.g. for overseas, tropics, sub-
tropics) if, before closing the openings, vapour-phase anti-corrosion agents
(e.g. Branorol 32-5) are sprayed into the gas intake connection, gas outlet
connection and air outlet connection with a ratio of 300 cm3 per 1 m3 interior
space, or if drying agent (in bag or block form) is attached to the interior
sides of the closing covers.
In such cases, the drying agents must be removed during assembly prior to
starting operation of the turbocharger and the casings must be blown thor-
oughly clean with compressed air, otherwise toxic fumes will be released on
heating up.
TCA Project Guide
2011-03-24 - de
Packaging
The packaging must afford the required corrosion prevention and be suitable
for the transportation and storage conditions.
TCA
TCA 14-01 EN 1 (2)

For overseas shipment and/or extended storage in tropical or subtropical

areas, it may additionally be necessary to shrink-wrap the turbocharger,
TCA Project Guide
including a sufficient quantity of desiccant bags and moisture indicators

within the packing crate, in an aluminium-plastic compound foil.
Instructions on the corrosion prevention monitoring measures or post-preser-
vation to be carried out are supplied with the system or can be requested
from us, as can detailed corrosion prevention instructions.
e-mail:
[email protected]
TCA Project Guide
2011-03-24 - de
TCA
2 (2) TCA 14-01 EN

Training and Documentation
TCA Project Guide

Training Programmes
▪ For engineers
– Matching of turbochargers
– Trouble-shooting and corrective action
▪ For mechanics
– Practical training in our training centre
▪ Courses for groups available on request
For more information on our training programmes, please contact the Prime-
Serv Academy directly:
Technical Documentation
Figure 1: Examples of work card and spare parts catalogue
On delivery of a turbocharger, our customers receive comprehensive techni-

cal documentation:
▪ Operating manual
▪
TCA Project Guide
Work instructions for maintenance work to be carried out (work cards)

▪ Spare parts catalogue
2011-03-24 - de
▪ Reserve parts list and tool list

▪ Certification and logs
▪ Customer information
The technical documentation can also be supplied in electronic form on
TCA
request.
TCA 15-01 EN 1 (1)

Spare Parts
TCA Project Guide

Ordering Spare Parts
Maintenance and repair work can only be carried out properly if the required
spare parts and reserve parts are available.
The spare parts catalogue is an integral part of the operating manual. It cov-
ers all essential components of the turbocharger.
List of Assemblie
s 500
540 542 554 517 509
506
513
501
544
520
546
518
190
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.
Gasoutlet diffusor 509.01
509.000
509.001
509.008
509.014
509.012
TCA Project Guide
2011-03-24 - de
200
6672 C3 509.01 E 11.02 TCA 77 200
Figure 2: Spare parts sheet with order numbers

The ordinal number, consisting of the 3-digit assembly number and a 2-digit
TCA
variant number, is located at the top right of the spare parts sheets.
TCA 16-01 EN 1 (2)

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
TCA Project Guide
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
TCA Project Guide
2011-03-24 - de
TCA
2 (2) TCA 16-01 EN

Tools
TCA Project Guide

Tools
Each turbocharger comes with a set of tools consisting of removal/installa-
tion 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 car-
ried 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
TCA33 -
TCA44 -
TCA55 80
TCA66 106
TCA77 170
TCA88 219
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. TCA Project Guide
2011-03-24 - de
TCA
TCA 17-01 EN 1 (5)

Assembly Devices
TCA Project Guide
3
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 cas-
ing, 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.
3
TCA Project Guide
1 Compressor wheel puller

2011-03-24 - de
2 Compressor wheel assembly ring

3 Torque wrench
Figure 2: Compressor wheel assembly tools
TCA
2 (5) TCA 17-01 EN

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
TCA Project Guide

carried out using a torque wrench in accordance with special fastening
instructions.
Suspension Devices
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.
TCA Project Guide
2011-03-24 - de
TCA
TCA 17-01 EN 3 (5)

Emergency Operation
TCA Project Guide
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 emer-
gency 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

TCA Project Guide
2011-03-24 - de
TCA
4 (5) TCA 17-01 EN

Other Tools
TCA Project Guide

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.
TCA Project Guide

2011-03-24 - de
TCA
TCA 17-01 EN 5 (5)

Addresses
TCA Project Guide

MAN | PrimeServ
Contact persons The following table contains addresses for MAN Diesel & Turbo in Germany,
together with telephone and fax numbers for the departments responsible
and ready to provide advice and support on request.
Augsburg plant Telephone/Fax/e-mail/Internet
Headquarters
MAN Diesel & Turbo SE Tel. +49 821 322 0

PrimeServ Augsburg Fax +49 821 322 49 4180
86224 Augsburg
Germany
e-mail [email protected]
Internet www.mandieselturbo.com/primeserv
PrimeServ Turbocharger Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Technical service Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322 3998
PrimeServ Turbocharger Tel. +49 821 322 4030 (24 hours)

Spare parts Fax +49 821 322 3998
PrimeServ Academy Tel. +49 821 322 1397

Training courses for turbochargers Fax +49 821 322 1170
and engines
Internet www.mandieselturbo.com/primeserv-academies
TCA Project Guide
2011-03-24 - de
TCA
TCA 18-01 EN 1 (2)


TCA Project Guide
Headquarters
PrimeServ Turbocharger Tel. +49 821 322 4273

Retrofits Fax +49 821 322 3998
Internet http:// www.mandieselturbo.com/primeserv

Headquarters
Sales Tel. +49 821 322 1345

Technical information Fax +49 821 322 3299
Internet http:// www.mandieselturbo.com/turbocharger
Worldwide Service Addresses

Internet MAN Diesel & Turbo service addresses and authorised service partners
(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Net-
work:
www.mandieselturbo.com/primeserv
TCA Project Guide
2011-03-24 - de
TCA
2 (2) TCA 18-01 EN

MAN Diesel & Turbo
Index
A DNV (Det norske Veritas Classifica- 11 (3)
tion A.S.)
ABS (American Bureau of Shipping) 11 (3)
Dry cleaning of the turbine
Additional equipment
Diagram 6 (5)
Dry cleaning of the turbine 6 (5)
Granulate quantity 6 (5)
Jet Assist 6 (7)
Wet cleaning of compressor 6 (2)
Wet cleaning of the turbine 6 (3) E
Address Efficiency
Ordering spare parts 16 (2) Definition 9 (2)
After shut-down 4 (6) Formula 9 (1)
Air intake casing 3 (7) Emergency lubrication 4 (5)
Air volume Emergency operation
Measurement 10 (3) Achievable performance 8 (3)
Alarm value 4 (4) Arresting device 8 (1)
Anti-corrosion agents 14 (1) Devices 8 (1)
Anti-corrosion oil 14 (1) Personnel and time require- 8 (1)
Assembly number 16 (1) ments
Engine control system 4 (5)
B Engine room planning
Disassembly dimensions 7 (1)
Bearing casing 3 (6)
Engine shut-down 4 (4)
BV (Bureau Veritas) 11 (3)
Exhaust gas system
Exhaust gas velocity 7 (3)
C Installation 7 (3)
Casing position Total resistance 7 (3)
Air intake casing 2 (7) Exhaust gas temperature upstream 2 (1)
Bearing casing 2 (7) of turbine
Casing foot 2 (7) Exhaust system
Compressor casing 2 (7) Example of exhaust routing 7 (4)
Gas admission casing 2 (7)
Gas outlet casing 2 (7) F
Characteristics of the TCA turbo- 1 (1)
Flanges 3 (8)
charger series
Climate, Arctic
Operational performance 9 (1) G
Climate, tropical Gas admission casing 3 (7)
Packaging 14 (2) Gas outlet casing 3 (8)
Closing covers GL (Germanischer LIoyd) 11 (3)
Emergency operation 8 (1)
Compressor casing 3 (6) H
Compressor cleaning 6 (2)
Connection Hose lines
Compressor casing 3 (9) Hose routing 7 (5)
Gas admission casing 3 (10)
Gas outlet casing 3 (12) I
Constant-pressure turbocharging 1 (2)
IMO Certificate 11 (3)
Corrosion prevention
2011-04-14 - de
Inclination, turbochargers 3 (14)

Increased 14 (1)
Internal recirculation (IRC) 10 (7)
ISO 14001 11 (1)
D ISO 9001 11 (1)
Design calculations 9 (1) Item number 16 (2)
Dimensions 2 (2)
TCA 0 -01 EN 1 (3)

MAN Diesel & Turbo
J Engine start-up 4 (5)

Pressure reducing valve
Jet Assist
Lube oil pressure 4 (4)
Diagram 6 (7)
R
L
Read-out unit
Load reduction 4 (4)
Speed measuring 10 (2)
LR (Lloyd’s Register of Shipping) 11 (3)
Regulations 11 (3)
Lube oil condition
Requirements 11 (3)
Evaluation 4 (7)
Reserve parts 16 (2)
Lube oil diagram
Functional sketch 4 (2)
S
()
Lube oil filtration 4 (7) Sealing air diagram
Lube oil inlet temperature 4 (4) Schematic diagram 4 (8)
Lube oil pressure 4 (4) Sealing air system 4 (8)
Lube oil system 4 (2) Shaft sealing 4 (7)
Shut down 4 (4)
M Slow down 4 (4)
Spare parts 16 (1)
Maintenance work Speed transmitter 10 (2)
Four-stroke engine 12 (1) Standards 11 (3)
Two-stroke engine 12 (2) Subassembly
Matching Air intake casing 3 (7)
Air pressure 10 (5) Bearing 3 (2)
Surge-limit distance 10 (5) Bearing casing 3 (6)
Turbocharger to engine 10 (4) Compressor casing 3 (6)
Measuring point Compressor wheel 3 (2)
Vibration acceleration 3 (15) Gas admission casing 3 (7)
Vibration speed 3 (15) Gas outlet casing 3 (8)
Nozzle ring 3 (3)
O Silencer/air filter 3 (4)
Oil change 4 (7) Turbine blades 3 (3)
Oil pressures 4 (4) Turbine rotor 3 (2)
Oil sample 4 (7) Surge stability 10 (5)
Operational performance Surge-limit distance
Arctic climate 9 (1) Checking 10 (5)
Normal conditions 9 (1) Four-stroke engines 10 (5)
Order number 16 (2) Two-stroke engines 10 (5)
Ordinal number 16 (1)
Orifice T
Lube oil pressure 4 (4) Technical documentation 15 (1)
Overseas shipment Time requirements
Packaging and storage 14 (2) Checking the bearing and bear- 12 (3)
Overview of series 2 (1) ing disk
Cleaning work 12 (2)
P Emergency operation 8 (1)
Packaging 14 (1) Major overhaul 12 (3)
2011-04-14 - de
Performance characteristics 1 (2) Removing and refitting the tur- 12 (2)

Performance range 1 (3) bocharger
Pipe Tools 17 (1)
Installation, flexible 7 (5) Total pressure ratio 2 (1)
Post-lubrication 4 (6) Transportation
Pre-lubrication Turbochargers with 90° gas 13 (1)
Continuous pre-lubrication 4 (5) admission casing
2 (3) TCA 0 -01 EN

MAN Diesel & Turbo
Turbochargers with axial gas 13 (1) W

admission casing
Weights 2 (3)
Turbocharger suspension device 7 (2)
Type plate 1 (3) 2 (4)
1 (3) 2 (4)
2 (5)
V 2 (5)
Venting 4 (7) 2 (6)
Venting box 4 (9) Wet cleaning of the turbine
Vibration acceleration 3 (16) Diagram 6 (3)
Vibration limit values 3 (15) Quantity of washing water 6 (4)
Vibration speed 3 (16)
2011-04-14 - de
TCA 0 -01 EN 3 (3)

falzen falzen
D2366317EN-N1 Printed in Germany GMC-AUG-04110.5

Copyright © MAN Diesel & Turbo · Subject to modification in the interest of technical progress.
MAN Diesel & Turbo
86224 Augsburg, Germany
TCA
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]
www.mandieselturbo.com
Project Guide
Exhaust gas turbocharger
PJG_TCA_9mm.indd U4 01.04.2011 16:26:47

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