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MAN B&W Diesel A/S S60MC-C Project Guide

3. Turbocharger Choice

Turbocharger Types
The MC engines are designed for the application of
either MAN B&W, ABB or Mitsubishi (MHI) turbochar-
gers, are matched to comply with the IMO speed de-
pendent NOx limit, measured according to ISO 8178
Test Cycles E2/E3 for Heavy Duty Diesel Engines.
The engine is normally equipped with one or two
turbochargers located on exhaust side of the en-
gine, it can however be equipped with one turbo-
charger on the aft end of the engine, option: 4 59
124.
In order to clean the turbine blades and the nozzle
ring assembly during operation, the exhaust gas in-
let to the turbocharger(s) is provided with a dry
cleaning system using nut shells and a water wash-
ing system.
The engine power, the SFOC, and the data stated in
the list of capacities, etc. are valid for high efficiency
turbochargers stated in Fig. 3.01a.
The amount of air required for the combustion can,
however be adjusted to provide a higher exhaust
gas temperature, if this is needed for the exhaust
gas boiler. In this case the conventional turbochar-
gers are to be applied, see Fig. 3.01b. The SFOC is
then about 2g/BHPh higher, see section 2.
For other layout points than L1, the size of turbo-
charger may be different, depending on the point at
which the engine is to to be optimised, see the fol-
lowing layout diagrams.
Fig. 3.02 shows the approximate limits for applica-
tion of the MAN B&W turbochargers, Figs. 3.03 and
3.04 for ABB types TPL and VTR, respectively, and
Fig. 3.05 for MHI turbochargers.

Cyl. MAN B&W ABB ABB MHI

4 1 x NA57/T9 1 x TPL77-B12 1 x VTR564D 1 x MET66SE
5 1 x NA70/T9 1 x TPL80-B11 1 x VTR714D 1 x MET66SE
6 1 x NA70/T9 1 x TPL80-B12 1 x VTR714D 1 x MET71SE
7 1 X NA70/T9 1 x TPL85-B11 1 x VTR714D 1 x MET83SE
8 2 X NA57/T9 1 x TPL85-B12 2 x VTR564D 1 x MET83SE

Fig. 3.01a: High efficiency turbochargers 178 45 96-4.0

Cyl. MAN B&W ABB ABB MHI

4 1 x NA57/T9 1 x TPL77-B11 1 x VTR564D 1 x MET66SD
5 1 x NA57/T9 1 x TPL80-B11 1 x VTR564D 1 x MET66SD
6 1 x NA70/T9 1 x TPL80-B12 1 x VTR714D 1 x MET71SE
7 1 X NA70/T9 1 x TPL85-B11 1 x VTR714D 1 x MET83SD
8 1 X NA70/T9 1 x TPL85-B11 1 x VTR714D 1 x MET83SD

178 45 97-6.0
Fig. 3.01b: Conventional turbochargers, option: 4 59 107

459 100 250 198 18 58

3.01
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MAN B&W Diesel A/S S60MC-C Project Guide

178 44 51-4.0

Fig. 3.02a: Choice of high efficiency turbochargers, make MAN B&W

459 100 250 198 18 58

3.02
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MAN B&W Diesel A/S S60MC-C Project Guide

178 34 45-0.0

Fig. 3.02b: Choise of conventional turbochargers, make MAN B&W, option: 4 59 107

459 100 250 198 18 58

3.03
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MAN B&W Diesel A/S S60MC-C Project Guide

178 44 56-3.0

Fig. 3.03a: Choice of high efficiency turbochargers, make ABB, type TPL

459 100 250 198 18 58

3.04
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MAN B&W Diesel A/S S60MC-C Project Guide

178 44 57-5.0

Fig. 3.03b: Choice of conventional turbochargers, make ABB, type TPL, option: 4 59 107

459 100 250 198 18 58

3.05
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MAN B&W Diesel A/S S60MC-C Project Guide

178 44 60-9.0

Fig. 3.04a: Choice of high efficiency turbochargers, make ABB, type VTR

459 100 250 198 18 58

3.06
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MAN B&W Diesel A/S S60MC-C Project Guide

178 44 61-0.0

Fig. 3.04b: Choice of conventional turbochargers, make ABB, type VTR, option: 4 59 107

459 100 250 198 18 58

3.07
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MAN B&W Diesel A/S S60MC-C Project Guide

178 44 65-8.0

Fig. 3.05a: Choice of high efficiency turbochargers, make MHI, option: 4 59 107

459 100 250 198 18 58

3.08
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MAN B&W Diesel A/S S60MC-C Project Guide

178 44 64-6.0

Fig. 3.05b: Choice of conventional turbochargers, make MHI

459 100 250 198 18 58

3.09

MAN B&W Diesel A/S
Cut-Off or By-Pass of Exhaust Gas
The exhaust gas can be cut-off or by-passed the
turbochargers using either of the following four sys-
tems.
Turbocharger cut-out system
Option: 4 60 110
This system, Fig. 3.06, is to be investigated case by
case as its application depends on the layout of the
turbocharger(s), can be profitably to introduce on
engines with two turbochargers if the engine is to
operate for long periods at low loads of about 50%
of the optimised power or below.
Fig. 3.06: Position of turbocharger cut-out valves
459 100 250
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S60MC-C Project Guide
The advantages are:
• Reduced SFOC if one turbocharger is cut-out
• Reduced heat load on essential engine compo-
nents, due to increased scavenge air pressure.
This results in less maintenance and lower spare
parts requirements
• The increased scavenge air pressure permits run-
ning without auxiliary blowers down to 20-30% of
specified MCR, instead of 30-40%, thus saving
electrical power.
The saving in SFOC at 50% of optimised power is
about 1-2 g/BHPh, while larger savings in SFOC are
obtainable at lower loads.
178 06 93-6.0
198 18 58

MAN B&W Diesel A/S
Valve for partical by-pass
Option: 4 60 117
Valve for partical by-pass of the exhaust gas round
the high efficiency turbocharger(s), Fig. 3.07, can be
used in order to obtain improved SFOC at part
loads. For engine loads above 50% of optimised
power, the turbocharger allows part of the exhaust
gas to be by-passed round the turbocharger, giving
an increased exhaust temperature to the exhaust
gas boiler.
At loads below 50% of optimised power, the
by-pass closes automatically and the turbocharger
works under improved conditions with high effi-
ciency. Furthermore, the limit for activating the aux-
iliary blowers decreases correspondingly.
178 06 69-8.0
Fig. 3.07: Valve for partical by-pass
459 100 250
3.11
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S60MC-C Project Guide
Total by-pass for emergency running
Option: 4 60 119
By-pass of the total amount of exhaust gas round
the turbocharger, Fig. 3.08, is only used for emer-
gency running in case of turbocharger failure.
This enables the engine to run at a higher load than
with a locked rotor under emergency conditions.
The engine’s exhaust gas receiver will in this case be
fitted with a by-pass flange of the same diameter as
the inlet pipe to the turbocharger. The emergency
pipe is the yard’s delivery.
178 44 67-1.0
178 06 72-1.1
Fig. 3.08: Total by-pass of exhaust for emergency running
198 18 58